Aemzp0ba (EPS AC0 Ing)

ELECTRONIC OLEODYNAMIC INDUSTRIAL
EQUIPMENTS CONSTRUCTION
Via Parma, 59 42028 POVIGLIO (RE) ITALY
Tel +39 0522 960050 (r.a.) Fax +39 0522 960259
e-mail: zapi@zapispa.it web: www.zapispa.it
EN
User Manual
EPS-AC0
Copyright 1975-2006 Zapi S.p.A.
All rights reserved
The contents of this publication is a ZAPI S.p.A. property; all related authorizations are covered by
Copyright. Any partial or total reproduction is prohibited.
Under no circumstances will Zapi S.p.A. be held responsible to third parties for damage caused by
the improper use of the present publication and of the device/devices described in it.
Zapi spa reserves the right to make changes or improvements to its products at any time and
without notice.
The present publication reflects the characteristics of the product described at the moment of
distribution. The publication therefore does not reflect any changes in the characteristics of the
product as a result of updating.
is a registered trademark property of Zapi S.p.A.
NOTES LEGEND
4 The symbol aboard is used inside this publication to indicate an annotation or a

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

characteristic very important as for security. Pay special attention to the
annotations pointed out with this symbol.
Page - 2/95 AEMZP0BA - EPS-AC0 - User Manual

Contents
1 INTRODUCTION ...................................................................................................................6
2 SPECIFICATION................................................................................................................... 7
2.1 Technical specifications ............................................................................................. 7
2.2 Block diagram............................................................................................................. 7
2.3 Electrical specifications .............................................................................................. 7
2.4 Mechanical specifications........................................................................................... 8
2.4.1 Basic release ................................................................................................ 8
3 FUNCTIONS OF THE EPS-AC0........................................................................................... 9
3.1 Manual Mode Steering ............................................................................................... 9
3.2 Automatic Centering ................................................................................................. 10
3.3 Operational features ................................................................................................. 11
3.4 Diagnosis.................................................................................................................. 11
4 SYSTEM COMPONENTS ................................................................................................... 12
4.1 Steering Motor .......................................................................................................... 12
4.2 Gear Box and total reduction ratio............................................................................ 12
4.3 Eps-ac0 controller .................................................................................................... 12
4.3.1 Eps-ac0 PCB .............................................................................................. 13
4.4 Sensor in the steering handle................................................................................... 14
4.4.1 Stepper motor............................................................................................. 14
4.4.2 Twin pot ...................................................................................................... 14
4.5 Feedback sensors .................................................................................................... 15
4.5.1 Encoder in the motor shaft and a Feedback Potentiometer ....................... 15
4.5.2 Encoder in the motor shaft and one (two) toggle switch(es) ...................... 17
4.5.3 Feedback Encoder ..................................................................................... 18
5 AUTC MODE....................................................................................................................... 21
6 CONNECTING DIAGRAMS................................................................................................ 22
6.1 Power Connecting Diagram ..................................................................................... 22
6.2 EPS-AC0 Stepper Motor diagram ............................................................................ 23
6.3 EPS-AC0 Twin pot diagram...................................................................................... 24
7 CONNECTIONS: SUGGESTIONS AND CAUTIONS ......................................................... 25
7.1 Stepper Motor connections ...................................................................................... 25
7.2 Twin pot connections................................................................................................ 25
7.3 Encoder connections ................................................................................................ 25
7.4 Feedback pot connections ....................................................................................... 25
7.5 Digital Inputs connections ........................................................................................ 26
7.6 Safety contacts ......................................................................................................... 27
7.7 Motor thermal sensor connections ........................................................................... 27
8 INSTALLATION: SUGGESTIONS AND CAUTIONS ......................................................... 28
8.1 Thermal consideration.............................................................................................. 28
8.1.1 Controller with Base Plate .......................................................................... 28
8.1.2 Controller with finned Heatsink................................................................... 28
8.2 General suggestion .................................................................................................. 29
8.3 Connection cables .................................................................................................... 29
8.4 Fuses........................................................................................................................ 30
8.5 Contactors ................................................................................................................ 30
8.6 Installation of a CAN Communication System.......................................................... 31
8.7 Wiring: I/O connections ............................................................................................ 33
AEMZP0BA - EPS-AC0 - User Manual Page - 3/95

8.8 Safety features ......................................................................................................... 34
8.9 EMC ......................................................................................................................... 34
8.9.1 Emission ..................................................................................................... 35
8.9.2 Electromagnetic Immunity .......................................................................... 35
8.9.3 ESD ............................................................................................................ 35
8.10 Fighting the dither..................................................................................................... 36
9 DESCRIPTION OF THE CONNECTORS ........................................................................... 38
9.1 Connectors of the logic............................................................................................. 39
9.1.1 CNA connector ........................................................................................... 39
9.1.2 CNB connector ........................................................................................... 39
9.1.3 CNC connector ........................................................................................... 40
9.2 Description of power connections ............................................................................ 41
10 INSTALLATION PROCEDURE .......................................................................................... 42
10.1 Twin Pot with Encoder and Feedback pot: one shot installation procedure ............. 42
10.2 Twin Pot with Encoder, Straight Ahead Switch and Feedback pot: one shot installation
procedure ................................................................................................................. 43
10.3 Stepper Motor with Encoder and Feedback pot: one shot installation procedure .... 45
10.4 Stepper Motor with Encoder and Toggle Switch(es): one shot installation procedure46
11 SETTING THE EPS-AC0 .................................................................................................... 49
11.1 Complete set-up description..................................................................................... 49
11.1.1 Stepper Motor only ..................................................................................... 49
11.1.2 Stepper Motor & AUTC............................................................................... 49
11.1.3 RTC (Twin Pot) only ................................................................................... 49
11.1.4 RTC & AUTC .............................................................................................. 50
11.2 Quick set-up ............................................................................................................. 50
11.2.1 Stepper Motor only ..................................................................................... 50
11.2.2 Stepper Motor & AUTC............................................................................... 51
11.2.3 RTC only or RTC & AUTC.......................................................................... 51
12 PROGRAMMAING & ADJUSTMENTS USING DIGITAL CONSOLE................................ 52
12.1 Adjustments via console........................................................................................... 52
12.2 Description of console (hand set) & connection ....................................................... 52
12.3 Description of standard console menu ..................................................................... 53
12.3.1 Stepper motor with Encoder and Feedback pot ......................................... 54
12.3.2 RTC with Encoder and Feedback pot......................................................... 55
12.3.3 Stepper motor with Encoder and Toggle switch(es)................................... 56
12.4 Function configuration .............................................................................................. 57
12.4.1 Config menu SET OPTIONS functions list............................................... 58
12.4.2 Config menu ADJUSTMENTS functions list ............................................ 62
12.4.3 Config menu SET MODEL functions list .................................................. 65
12.4.4 Main menu PARAMETER CHANGE functions list................................... 68
12.4.5 Zapi menu HARDWARE SETTINGS functions list .................................. 75
12.4.6 Zapi menu SPECIAL ADJUSTMENT functions list .................................. 76
12.4.7 Main menu TESTER functions list ........................................................... 78
13 OTHER FUNCTIONS .......................................................................................................... 82
13.1 Acquiring the Motor resistance ................................................................................. 82
13.2 Alignment at the rest position ................................................................................... 82
13.3 Straight ahead steering numbness........................................................................... 82
13.4 Special Debugging and Troubleshooting system ..................................................... 83
14 EPS-AC0 ALARMS LIST.................................................................................................... 84

14.1
Main menu ALARMS list ........................................................................................ 84
14.1.1 One Blink Alarms........................................................................................ 84
14.1.2 Two Blinks Alarms ...................................................................................... 86
14.1.3 Three Blinks Alarms ................................................................................... 87
14.1.4 Four Blinks Alarms ..................................................................................... 90
14.1.5 Five Blinks Alarms ...................................................................................... 91
14.1.6 Six Blinks Alarms........................................................................................ 91
14.1.7 Thirty-two Blinks Alarms ............................................................................. 92
14.1.8 No Blink Alarms (Warning) ......................................................................... 92
14.2 CAN BUS ALARMS List......................................................................................... 93
15 RECOMMENDED SPARE PARTS ..................................................................................... 94
16 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 95
16.1 Testing the faulty detection circuitry ......................................................................... 95
APPROVAL SIGNS
COMPANY FUNCTION INIZIALS SIGNS
PROJECT MANAGER MI
TECHNICAL ELECTRONIC
PP
MANAGER VISA
SALES MANAGER VISA PN
Publication N: AEMZP0BA
Edition: May 2006

1 INTRODUCTION
This equipment (Eps-ac0: AC0 Electrical Power Steering) may perform two steer by
wire functions on a truck:
1) manually controlled power steering
2) automatic centering (AUTC).
Manually controlled steering may use either a stepper motor (used as a
tachogenerator) or a twin pot fixed to the steering wheel.
Feedback sensors are mandatory to close the loop when an automatic function is
required (Automatic Centering).
Feedback sensors are mandatory to close the loop in manual mode if a twin pot is
mounted on the steering wheel.
Feedback sensors are strongly suggested (to improve safety) in manual mode if a
stepper motor is mounted on the steering wheel (open loop).
The feedback sensor may be an incremental encoder on the steering motor shaft in
combination with one straight-ahead switch. A second switch may be adopted,
together with the first one, in the 90 degrees position to improve safety. Besides a
feedback potentiometer may be chosen in alternative to the straight-ahead switch.
The eps-ac0 runs an inexpensive, robust and maintenance free three phases
AC induction motor. Also, our patented system makes possible to use a very low-
resolution encoder (4 pulses/rev are more than enough) mounted on the
steering motor shaft.
The on board CAN interface makes the communication exchange between our
eps-ac0 and other units in the truck rapid and simple. Via CAN it is possible to
enhance the steering performances with additional functions like: steer sensitivity
changes with the traction speed, traction speed modulation vs. the steered angle,
via CAN automatic centering request and so on.
Configuration options, steering adjustment, measurement functions, and
troubleshooting operations are integrally supported by the ZAPI hand held
controller equipped with Eprom release number CKULTRA ZP3.01 or subsequent.
Having two microprocessors provides improved safety and operation. The first
microprocessor performs operations and a second one executes supervisor
functions. Both the aboard microprocessors are CAN BUS connected, as
consequence the eps-ac0 may receive a remote steering command directly via
CAN fulfilling the norm (the redundant check of the steering command
complies with the Category #3 requirement).
The microprocessors combined with the ZAPI hand held controller make servicing
easy and direct, reducing adjustment and troubleshooting time. Increased steering
motor performance and reduced noise levels are achieved by using MOSFET
technology.
The reference SW release for this manual is ZP0.70.

2 SPECIFICATION
2.1 Technical specifications

Steering controller for AC asynchronous 3-phase motors
Digital Control using Two Microprocessors
Can-Bus interface
Both microprocessors Can Bus connected
Encoder Interface
Stepper Motor or Twin Pot Interface
Analog Feedback pot interface (1024 steps resolution)
Analog KTY84-130 thermal sensor input
Analog input with 1024 steps resolution (one input)
Analog input with 4096 steps resolution (one input)
Two digital inputs
Double Safety Relay inside
Operating frequency: ............................................. 8 kHz with center aligned PWM
External temperature range: .............................................................-30 C 40 C
Maximum inverter temperature:...................................................................... 75 C
Environment protection:....................................................................................IP54
2.2 Block diagram
Figure 2-1
2.3 Electrical specifications

Battery Voltage: ....................................................................................... 24 V-36 V
Maximum current (24 V-36 V):..................................................... 50 A (RMS) for 2'
Logic Supply current: ..............................................................max 200 mA @ 24 V

Minimum Input (key) Supply Voltage after start-up:..........................................12 V
2.4 Mechanical specifications
2.4.1 Basic release

It has Molex Minifit connector with international protection IP54.
EPS-AC0
Figure 22

3 FUNCTIONS OF THE EPS-AC0
The eps-ac0 controls a steer system for warehouse trucks. It executes the following
functions:
1) Manual mode steering
2) Automatic Centering.
3.1 Manual Mode Steering

Manual mode steering requires a command sensor in the hand wheel. The hand
wheel may be of two types:
1) Multiturn steering wheel without end-strokes.
2) Handlebar, tiller or joy-stick with end-strokes to limit the angle.
With a Multiturn steering wheel, the sensor in the hand-wheel shall be a stepper
motor used as a tacho-generator (see Figure 3-1). Then the control will turn the
steering motor moving at a speed proportional to the stepper motor speed (Open
loop Mode).
Stepper Motor
Figure 3-1
With a Handlebar (tiller or joy-stick), the sensor in the hand-wheel will be a twin pot
(see Figure 3-2 below). Then the system works as a position control loop with a rigid
correspondence between the angle of the handlebar and the angle of the steered
wheel (Closed Loop Mode). In this case a feedback sensor on the steered wheel is
mandatory.

Twin Pot
Figure 32
The same controller may work either with the stepper motor or the twin pot without
hardware modification. It is just enough to set the SYSTEM CONFIG to the correct
value (see 12.4.3.1).
3.2 Automatic Centering

Automatic Centering turns the steered wheel straight ahead to keep the steer
aligned meanwhile travelling inside an aisle between rails (see Figure 3-3).
Figure 33

3.3 Operational features
A list of eps-ac0 operational features follows below:
1) Static sensitivity boost in open loop (steering sensitivity increases for a slow
moving steering wheel).
2) Static numbness in closed loop (steering sensitivity decreases for handle steer
close to the straight-ahead direction).
3) Dynamic Numbness in open loop (steering sensitivity reduces when the truck
speed increases).
4) Dynamic Numbness on request in closed loop (steering sensitivity reduces
when the truck speed increases).
5) Truck speed reduces when the steering angle increases.
6) Alignment at the rest position in open loop application (to avoid the drift of the
steered wheel when travelling with released steering wheel).
7) Embedded PID algorithm for closed loop application (Twin Pot).
8) Embedded PID algorithm for automatic functions (AUTC).
9) Special Debugging & Troubleshooting system makes easier the fault catching.
10) Possibility to run in a stand-alone (not CAN Bus supported) configuration.
11) Motor control may be performed with or without encoder. Default choice is
without encoder. The adoption of a cheap and low-resolution encoder is
possible.
12) Redundant processing (two microprocessors aboard) fulfils the Category #3
requirement including the set-point comes via CAN Bus from a remote unit.
13) Redundant set point and feedback sensors fulfil the Category #3 requirement.
14) Redundant safety-contact fulfils the Category #3 requirement in a stand-alone
configuration.
3.4 Diagnosis
According to EN1175, most of the diagnoses deenergize steer and traction in less
then 100 msec. Few secondary alarm conditions require longer time for detection.
They too deenergize steer and traction: it is better to have delayed alarm than no
alarm at all.
Diagnosis is provided in two ways. The digital console can be used, which gives a
detailed information about the failure; the failure code is also sent on the Can-Bus.

4 SYSTEM COMPONENTS
The eps-ac0 controller needs some external parts in order to work. The following list
describes the complete equipment.
4.1 Steering Motor

The steering system includes a three phase AC induction motor. The motor rated
power (S2-1h) changes with the truck type. As a thumb rule:
1) A low level OP asks a motor with rated power higher than 250 W @ 3000 rpm.
2) A reach truck asks a motor with rated power higher than 400 W @ 3000 rpm.
Obviously the above list is only a rough information: the motor should be chosen
from time to time according the rated torque and speed customers specifications.
4.2 Gear Box and total reduction ratio

Normally, the total reduction ratio between steered wheel and motor shaft should be
close to 1:200. Normally it is split into:
1) Gear box ratio close to 1:50.
2) External gears ratio close to 1:4.
The maximum continuous output torque requirement changes with the truck type. As
a thumb rule and in the worst case (stalled steer):
1) A low level OP asks a maximum torque of about 250 Nm on the wheel to steer.
2) A reach truck asks a maximum torque of about 600 Nm on the wheel to steer.
Obviously the above list is only a rough information: the reduction ratio together with
the gear-box should be chosen from time to time according the customers
specifications.
4.3 Eps-ac0 controller

It consists of a control unit on a PCB marked AEMZPA0B (see Figure 4.1) which
operates the AC asynchronous motor for manual and centering mode. Eps-ac0
works with 24 to 36 V battery and a maximum current up to 50 Aac.
It has flash memory aboard and it is possible to boot the SW in the Master
microprocessor through both, Serial hand set connector (CNC) and via CAN Bus.
For the Slave microprocessor, only via CAN Bus booting is admitted. A Zapi own
program (Flasher) is needed to boot-on the SW.

4.3.1 Eps-ac0 PCB
It has Molex Minifit connector with international protection IP54.
Figure 41

4.4 Sensor in the steering handle
Two configurations are foreseen:
1) No limit, multiturn steering wheel.
2) Tiller, handlebar or joystick arrangement with a limited angle.
Depending by the above choice, there are two different handling:
1) In case of multiturn steering wheel, a stepper motor is used.
2) In case of a handlebar with limited angle, a twin pot is used.
4.4.1 Stepper motor
The stepper motor is used as a tachogenerator. The following part numbers resulted
suited to work with eps-ac0:
1) MINEBEA Type code AA23KM-K227-T20V.
2) JAPAN SERVO Type Code KH56JM2X 1269 DC12V 30 ohm.
They have the same mechanical dimensions (see Figure 4.2 below).
Obviously, the above information states only these parts are suited for the eps-ac0;
no reliability evaluation is given here.
Other sources are possible on request, but must be tested for approval.
Figure 42
4.4.2 Twin pot

The Twin pot is a double potentiometer in the same frame. The two potentiometers
inside must have complementary action (i.e. one wiper grows up from zero to Vcc
meanwhile the second wiper reduces from Vcc to zero - see Figure 4-3 below).

Figure 43
The following part numbers resulted suited to work with eps-ac0:

1) CONTELEC twin hall sensors 170 Type code VERT-X 2841 417 225.
2) BOURNS twin potentiometers 180 Type Code 6657S-466-502.
3) MCB twin potentiometers 85 Type Code PMR 410 or PMR426.
The CONTELEC is without brushes but drains a high level of current (about 15 mA).
The MCB has the advantage of a spring in the shaft. This spring neutralizes the
dead zone in the tiller side getting a strongly accurate straight-ahead matching;
unfortunately MCB has a limited angle (85).
Obviously, the above information states only these parts are suited for the eps-ac0;
no reliability evaluation is given here.
Other sources are possible on request, but must be tested for approval.
4.5 Feedback sensors

Feedback sensors are mandatory to close the loop in manual mode if a twin pot is
mounted on the steering wheel.
Feedback sensors are strongly suggested (to improve safety) in manual mode if a
stepper motor is mounted on the steering wheel (open loop).
Eps-ac0 may handle two different configurations for the feedback sensors:
1) Incremental encoder in the motor shaft together with a feedback potentiometer
on the steered wheel.
2) Incremental encoder in the motor shaft together with one (or two) toggle
switch(es) in the straight ahead (and 90 degrees) position of the steered wheel.
On request, in the closed loop application only, eps-ac0 may work also with two
encoders in the motor shaft together with a straight ahead toggle switch.
4.5.1 Encoder in the motor shaft and a Feedback Potentiometer

One possible arrangement for the feedback sensor consists of (see Figure 4-4):
1) Feedback encoder in the motor shaft.
2) Feedback potentiometer on shaft of the steering motor gear box.

Figure 44
4.5.1.1 Feedback potentiometer

The feedback potentiometer is used for both, encoder initialisation and redundancy
on the steered wheel angle measurement. Normally the feedback potentiometer is
multiturn (5 or 10 turns) 5K hybrid technology mounted on the output shaft of the
steering gearbox (see Figure 4-4).

4.5.2 Encoder in the motor shaft and one (two) toggle switch(es)
It consists of (see Figure 4-5):
1) Straight ahead toggle switch on the input CNA#3 and GND.
2) 90 degrees toggle switch on the input CNA#2 and GND.
3) Feedback encoder on the steering motor shaft.
Figure 45
4.5.2.1 Straight ahead toggle switch

The straight ahead toggle switch must be of NPN type (i.e. it must connect a minus
battery to CNA#3).
A possible arrangement for the straight-ahead switch (proximity switch) is shown in
Figure 4-6 below. The proximity switch is connected to the truck frame; the Iron
plate rotates together with the steered wheel.
Figure 4-6

It is handled this way:
1) At key-on, the eps-ac0 turns the steering motor moving in either CW or CCW
side, according to whether the output level from the straight ahead switch is high
or low (in the above sketch a proximity sensor is used as a straight ahead
switch).
2) When the falling edge on the prox switch is detected, the encoder counting is
initialized to 0 and the steered wheel is centered.
3) Then the encoder counting is continuously updated to measure the steered
wheel angle.
At key on, the Iron plate (with the shape shown in Figure 4-6), provides the correct
direction in which the eps-ac0 must turn the steering motor in order the falling edge
on the proximity switch is detected.
An option POT UP SW1 EDGE (see 12.4.1.12) determines the direction where the
steered wheel rotates to seek the straight ahead switch (i.e. it specifies if the steered
wheel at the initial alignment is oriented with the iron plate in its right or left side).
Together with the straight-ahead switch, a second toggle switch could be adopted to
detect when the steered wheel is in the 90 degrees limiting position. This second
toggle switch must be connected to CNA#2 and GND (minus battery).
S te e re d w h e e l
P ro x s w itc h
Iro n P la te
9 0 Pro x s w itc h
Figure 4-7
4.5.3 Feedback Encoder

One big advantage of our eps-ac0 controller is that it can work with a cost-effective
very low-resolution encoder. Our competitors normally need a sensor bearing with
32 or higher pulses/rev; our eps-ac0 works also with a cheap encoder having 4
pulses/rev. That is more than enough for the angle measurement: in fact, with a total
reduction of 1:200 and a 4 pulses/revs resolution, we have 1600 events (encoder
transitions) within 180 of the steered angle. So the angle measurement is
determined with quanta of 180/1600=0.112 degrees. This is possible because our
patent system does not use the encoder for the AC motor control; it works
completely sensorless.
Following this statement, we have developed, together with a Zapis partner AC-
motor-brand, a 4 pulses/rev discrete encoder. It is an external device (not integrated
in the ball bearing) mounted in the backside of the motor (see Figure 4.8 below
showing a 300 W AC Motor by Best Motor brand). The advantages of this solution
are both, money saving and effective time saving in case of encoder replacement.

Figure 4-8
4 Note: On request, it is possible to use the encoder for the motor control. In this
case, the SW must know the encoder resolution together with the poles-pair
number. The encoder resolution and the motor poles pair (the controller can
handle), will be specified in the headline of the handset showing something
like:
EPSAC0S2A ZP0.70
That means:
EPSAC0=Eps-ac0 steering controller
S= Stepper motor
2= poles pair number
A= 32 pulses/rev encoder
ZP= SW release type Zapi

0.70= SW release number 0.70
The command configuration is specified through the first letter after EPSAC0
in the following list:
S= Stepper Motor
P= Twin Pot
C= via CAN Bus Position
D= via CAN Bus Speed
The encoder resolution is given by the last letter before of the SW release in
the following list:

Q= 4 pulses/rev
S= 6 pulses/rev
W= 16 pulses/rev
A= 32 pulses/rev
K= 48 pulses/rev
B= 64 pulses/rev
The letters to specify the poles pair number and the Encoder resolution are
present only if the SW includes the function for controlling the motor with the
encoder.

5 AUTC MODE
Eps-ac0 may perform an automatic centering operation (AUTC).
AUTC means the steered wheel shall be aligned straight-ahead following a
centering request. The centering request can be provided via CAN Bus. As
alternative, it is possible to use wired requests. For example:
1) in a configuration with feedback pot and feedback encoder, it is possible to use
inputs CNA#3 and CNA#2 for the centering request (redundancy is
recommended).
2) in a configuration with toggle switches and feedback encoder, when input
CNA#1 is not used, it is possible to use inputs CNB#6 and CNA#1 for the
centering request (redundancy is recommended).
In case of AUTC a customized software must be developed.

6 CONNECTING DIAGRAMS
Below we have a collection of suggested connecting diagrams. They correspond to
the main configurations. On request it is possible to choose also customized
proposals or wiring modifications.
6.1 Power Connecting Diagram
EPS-AC0
Figure 6-1

6.2 EPS-AC0 Stepper Motor diagram
Figure 6-2

6.3 EPS-AC0 Twin pot diagram
Figure 6-3

7 CONNECTIONS: SUGGESTIONS AND
CAUTIONS
Read the following suggestions to get a correct connection of the steering
equipment.
7.1 Stepper Motor connections

The stepper motor has 4 connections: two are the stepper motor channels (CNA#9
and CNA#8) and two are the common (negative) references (CNA#10 and
CNA#11). In the past we had 6 wires connected between stepper motor and eps-ac.
We consider this 4-wire connection fulfils the norm because it is still possible to
detect all of the single stepper motor electrical fault.
4 Note: The stepper motor should be connected with two distinct common (negative)
references (CNA#10 and CNA#11). We advice against using just one
common wire. That is because it takes long delay to detect when a single
common wire is broken.
7.2 Twin pot connections

The twin pot is connected, in alternative to the stepper motor, between CNB#5
(PPOC: 5 V positive supply), CNA#10 (negative supply), CNA#9 (CPOC1: 1st wiper),
CNA#8 (CPOC2: 2nd wiper). CNB#5 is connected to a 5 Vdc supply source through
a 22 ohms resistance. Take care the supply current of the Twin pot stays lower than
5 mA.
7.3 Encoder connections

The encoder may be supplied either with 5 Vdc or 13 Vdc (factory set jumper J8) on
CNB#4 (default set is 5 Vdc on CNB#4). A 10 ohms resistance is connected
between the internal supply source and the pin CNB#4. The encoder outputs may
be either open collector NPN type or Push-Pull type.
7.4 Feedback pot connections

When a feedback pot is adopted it will be connected between CNB#2 (PPOT:
positive supply), CNB#1(NPOT: negative supply), CNB#6 (CPOT: wiper).
Pay attention, inside the eps-ac0, a 470 ohms resistance is connected between
PPOT and 5 V supply and also between NPOT and the minus battery. That is done

in order it will be possible to detect if a feedback pot connection breaks (see Figure
7-1 below): when Vout overtakes 4.7 V or is lower than 0.3 V an alarm occurs.
Figure 7-1
7.5 Digital Inputs connections

There are three digital inputs available.
Two of them must be GND connected to work properly. Their function primarily is:
CNA#3: Input for the straight-ahead toggle switch
CNA#2: Input for a 90 toggle switch
When the application adopts the feedback pot instead of the straight-ahead toggle
switch, CNA#3 and CNA#2 have the function to limit the maximum steered angle in
CW and CCW side (in alternative, it is possible to use them as centering request).
CNA#3 and CNA#2 are detected low if they are lower than 1.3 V.
CNA#3 and CNA#2 are detected high if they are higher than 6.6 V or open.
Besides there is a third digital input (CNA#1). Default choice wants CNA#1
connected to a plus battery (default choice) to work properly.
CNA#1 is detected low if it is open or lower than 5.17 V.
CNA#1 is detected high if it is higher than 11 V.
By changing jumper J12 it is possible to reverse CNA#1 logic. Then CNA#1 must be
connected to a minus battery to work properly.
CAN#1 is detected low if it is lower than 1.3 V.
CNA#1 is detected high if it is open or higher than 3.3 V.

7.6 Safety contacts
The Eps-ac0 provides an internal safety contact accessible through connector pins
CNA#5 and CNA#4. It should be used to stop the traction and to enable an
electromechanical brake when a steering alarm occurs. This safety contact is closed
when the key switch is turned on. The contact opens where there is a steering
alarm. This safety contact is floating, that means it's possible to connect it either to
the plus battery or to the minus battery. Ensure that the pin #5 is connected to an
equal or higher voltage than pin #4. For safety two cascaded switches are
internally connected between CNA#5 and CNA#4. The Main microprocessor
manages the first contact; the Supervisor microprocessor manages the second
contact.
U Note: If the safety switch is connected in series with external switches (dead-
man switch, tiller switch or similar) it's recommended that the steering safety
switch should be directly connected to the supply source (plus battery or
minus battery) with no interposed switches (it should be the first the chain:
see Figure below).
7.7 Motor thermal sensor connections

Eps-ac0 handles a motor thermal sensor: it should be KTY184-130 type. Through
this sensor, the eps-ac0 measures the motor temperature: when DIAG MOTOR
TEMP is set ON, and the motor temperature overtakes 150 degrees, an alarm
occurs. Input CNB#3 is configured with a aboard 1K Pull-up resistor suited to
receive the analog thermal sensor between this input and a negative (CNA#13).

8 INSTALLATION: SUGGESTIONS AND
CAUTIONS
Read and respect the following suggestions to avoid problem during installation and
in the definitive releasing.
8.1 Thermal consideration

1) The heat generated by the power block must be dissipated. For this to be
possible the compartment must be ventilated and the heat sink materials ample.
2) Normally eps-ac0 does not ask for a forced ventilation: if the cooling is poor, a
possible solution could be to redirect a part of the forced air flow of the traction
controller toward the eps-ac0.
3) Abnormal ambient air temperatures should be considered. In situations where
either ventilation is poor, or heat exchange is difficult, forced air ventilation
should be used.
4) The thermal energy dissipated by the power block module varies and is
dependent on the current drawn and the duty cycle.
8.1.1 Controller with Base Plate

Installs the controller with the base-plate on a flat metallic surface that is clean and
unpainted; suggested characteristics are: planarity 0.05 mm and roughness 1.6 m
Apply a light layer of thermo-conductive grease between the two surfaces to permit
better heat dissipation.
8.1.2 Controller with finned Heatsink

Sometimes the base plate installation cannot be adopted. Due to positioning
problems or to a low thickness truck frame, it is necessary to adopt a finned
dissipation combined with one or more fans.
1) The air flux should hit the fins directly, to maximize the cooling effect.
2) In addition to fans, also air-ducting systems can be used to maintain low the
temperature of the controller.
3) It is necessary to ensure that cold air is taken from outside the controller
compartment and hot air is easily pushed away from the controller
compartment.
4) It is mandatory to avoid that the cooling air is re-circulated inside the controller
compartment.

8.2 General suggestion
For a proper installation take care of the following recommendations:
U Never connect SCR low frequency chopper with AC Motor Inverter because
the Rail capacitors alter the SCR choppers' work. If it is necessary to use two
or more control units (e.g. traction + lift. + steering controller), they must
belong to the ZAPIMOS family.
U Do not connect the inverter to a battery with a nominal value different from the
value indicated on the controller plate. If the battery value is greater, the MOS
may fail; if it is lower, the control unit does not "power up".
U During battery charge, disconnect the controller from the battery.
U Supply the controller only with battery for traction; do not use a power supply.
U When the inverter is installed, simulate a steering alarm and verify that both
traction and electromechanical brake shall be de-energized in a very short
time.
U After the battery is disconnected, the Rail capacitor remains charged for some
minutes; if you need to work on the inverter, discharge them using a 10
100 resistance connected from the +Batt to the Batt terminals in the
controller side.
U Take care all the inductive devices in the truck (horn, solenoid valves, coils,
contactors) have a proper transient suppression device.
8.3 Connection cables

1) For the auxiliary circuits, use cables at least 0.5 mm section.
2) For power connections to the motor and to the battery, use cables having
section of 4-6 mm (as a minimum).
3) The power cables length must be as short as possible to minimize power
losses.

4) For the optimum inverter performance, the cables to the battery should be run
side by side and be as short as possible.
5) They must be tightened on controller power posts with a Torque of 2.5-3 Nm.
8.4 Fuses
1) Use a 6.3-10 A fuse for protection of the auxiliary circuits.
2) Use a 32 A fuse for protection of the power stage.
8.5 Contactors
According to EN1175 5.9.6, a contactor to cut the line to the eps-ac0 is not strictly
required. In fact in an AC system, the steer is automatically de-energized when a
power failure occurs. In a DC system with permanent magnet motor instead, a short
circuit in a power device, gets the steering motor rotates at maximum speed (and so
it is necessary to cut off the line from the controller).
U A power contactor is still useful to remove the battery from controller when a
power failure occurs. This is useful in order to limit the time in which a
damaged controller remains battery connected. When a power contactor is
used, the contactor coil shall be connected to a power supply through the
eps-ac0 safety contact.

8.6 Installation of a CAN Communication System
4 CAN stands for Controller Area Network. It is a communication protocol for real time
control application. CAN operates at data rate of up to 1 Megabits per second.
It was invented by the German company Bosch to be used in the car industry to
permit communication among the various electronic modules of a vehicle,
connected as illustrated in the figure below:
The best cable for can connections is the twisted pair; if it is necessary to increase
the immunity of the system to disturbances, a good choice would be to use a cable
with a shield connected to the frame of the truck. Sometimes it is sufficient a simple
double wire cable or a duplex cable not shielded.
In a system like an industrial truck, where power cables carry hundreds of Ampere,
there are voltage drops due to the impedance of the cables, and that could cause
errors on the data transmitted through the can wires.
U The eps-ac0 drains low level of current and so low section cables (4 mm2) are
adopted for the power connections. This could be a drawback: in fact, a low
section cable has higher reactance (impedance) than a wide section cable. As
a consequence the noise generated on the minus battery cable, by the CAN
lines switching, will be a wide amplitude spike. So, when it is possible, we
suggest to use a (as short as possible) cable of a wide section for the minus
battery connection, even for the eps-ac0 and the other low current units in the
system.
U VERY IMPORTANT: The eps-ac0 has the 120 ohms termination resistance
aboard.

In the following figures there is an overview of wrong and right layouts of the cables
routing.
U Wrong Layout:
R
Can Bus
Power cables
Node 1
Node 2
Traction
Lift
Control
Control
Node 3
eps-ac0
The red lines are can wires.

The black boxes are different modules, for example traction controller, pump
controller and eps-ac0 connected by can bus.
The black lines are the power cables.
This is apparently a good layout, but can bring to errors in the can line.
The best solution depends on the type of nodes (modules) connected in the
network.
If the modules are very different in terms of power, then the preferable
connection is the daisy chain.
U Correct Layout:
R
Can Bus
Power cables
Node 1
Node 2
Traction
Lift
Control
Control
Node 3
eps-ac0
The chain starts from the BATT post of the controller that works with the highest
current, and the others are connected in a decreasing order of power.

Otherwise, if two controllers are similar in power (for example a traction and a
pump motor controller) and a third module works with less current, the best way
to deal this configuration is to create a common ground point (star configuration)
U Correct Layout:
R
Can Bus
Power cables
Node 1
Node 2
Traction
Control Lift
Control
Center of the Ground Connections
Node 3
eps-ac0
In this case the power cables starting from the two similar controllers must be as
short as possible. Of course also the diameter of the cable concurs in the voltage
drops described before (higher diameter means lower impedance). So, in this last
example, the cable between the minus of the Battery and the common ground point
(pointed by the arrow in the image) must dimensioned taking into account thermal
and voltage drop problems.
4 Can advantages
The complexity of today systems needs more and more data, signal and information
must flow from a node to another. CAN is the solution to different problems that
arise from this complexity
- simplified design (readily available, multi sourced components and tools)
- lower costs (less and smaller cables )
- improved reliability (fewer connections)
- analysis of problems improved (easy connection with a pc to read the data flowing
through the cable).
8.7 Wiring: I/O connections

After crimping the cable, verify that all strands are entrapped in the wire barrel.
Verify that all the crimped contacts are completely inserted on the connector
cavities. For information about the mating connector pin assignment see the
description of the connectors in topic 9.

U A cable connected to the wrong pin can lead to short circuits and failure; so,
before turning on the truck for the first time, verify with a multimeter the
continuity between the starting point and the end of a signal wire.
8.8 Safety features
U ZAPI controllers are designed according to the prEN954-1 specifications for

safety related parts of control system and to UNI EN1175-1 norm. The safety of
the machine is strongly related to installation; length, layout and screening of
electrical connections have to be carefully designed.
ZAPI is always available to cooperate with the customer in order to evaluate
installation and connection solutions. Furthermore, ZAPI is available to
develop new SW or HW solutions to improve the safety of the machine,
according to customer requirements.
Machine manufacturer holds the responsibility for the truck safety features
and related approval.
Eps-ac0 implements a double C structure to comply with the Category#3

specification. The second C main task is to check correct functionality of the first
C, whose main task is to control the steering motor. Basically, the two
microcontrollers implement a double check control of the main functions.
The two Cs are both CAN Bus connected. This characteristic makes possible the
eps-ac0 receives the steering command (wished steered wheel position) via CAN
Bus fulfilling the norm.
8.9 EMC
U EMC and ESD performances of an electronic system are strongly influenced

by the installation. Special attention must be given to the lengths and the
paths of the electric connections and the shields. This situation is beyond
ZAPI's control. Zapi can offer assistance and suggestions, based on its years
experience, on EMC related items. However, ZAPI declines any responsibility
for non-compliance, malfunctions and failures, if correct testing is not made.
The machine manufacturer holds the responsibility to carry out machine
validation, based on existing norms (EN12895 for industrial truck; EN50081-2
for other applications).
EMC stands for Electromagnetic Compatibility, and it represents the studies and the
tests on the electromagnetic energy generated or received by an electrical device.
Emission refers to the energy radiated from the controller and the harness.
Immunity can be divided in two main branches: rejection from external
electromagnetic fields and from electrostatic discharges (ESD).
So the analysis works in three directions:

1) Emission
2) Electromagnetic Immunity
3) ESD rejection.
U When possible it is strongly recommended preventing Emission and Immunity

problems by locating the controllers inside a metallic enclosure. In most
cases, a truck with a metallic enclosure will avoid EMC problem.
8.9.1 Emission
Emission refers to the electromagnetic disturbances that the device generates in
the surrounding space. Countermeasure should be adopted to prevent the
propagation of those disturbances. We talk about conduction issues when guiding
structures such wires and cables are involved; radiated emissions issues when it is
studied the propagation of electromagnetic energy through the open space. In our
case the origin of the disturbances can be found inside the controller with the
switching of the mosfets which are working at high frequency and generate RF
energy. Wires and cables are responsible for the spreading of this RF
disturbance because they works as antennas, so a good layout of the cables and
their shielding can solve the majority of the emission problems.
Three ways can be followed to reduce the emissions:
1) SOURCE OF EMISSIONS: finding the main source of disturbs and works on it.
2) SHIELDING: enclosing contactor and controller in a shielded box; using
shielded cables.
3) LAYOUT: a good layout of the cables can minimize the antenna effect; cables
running nearby the truck frame or in iron channels connected to truck frame is
generally a suggested not expensive solution to reduce the emission level.
8.9.2 Electromagnetic Immunity
The electromagnetic immunity concerns the susceptibility of the controller to
external electromagnetic fields and their influence on its correct work made.
These tests are carried out at determined levels of electromagnetic fields, to
simulate external undesired disturbances and verify the electronic device response.
Here are some suggestions to improve the electromagnetic immunity:
1) SHIELDING: enclosing controller and wiring when possible on a shielded box;
using shielded cables.
2) LAYOUT: hide the exposed wires, which are connected to the controller, behind
metallic part working like natural barriers.
3) FERRITES: embrace the exposed wires, connected to the controller, with a split
or solid ferrite.
4) BY-PASS CAPACITOR: connect an interference suppression capacitor (Y type)
between the minus battery and the truck frame, as close as possible to the
controller.
8.9.3 ESD
When an accumulation of charge occurs in a part insulated from the ground, it may
discharging in a shot when turning in contact with a part having different potential.
This phenomenon is called Electrostatic Discharge (ESD).
In forklift trucks applications, special attention should be adopted for avoiding ESD.
The main rule is that it is always much easier and cheaper to avoid ESD from
being generated, than to increase the level of immunity of the electronic
devices.

ESD happens when there is a rapid transfer from a charged part to another. This
rapid transfer has, in turn, two important effects:
1) It can determine, by induction, disturbs on the signal wiring and thus create
malfunctions. This effect is particularly critical in modern machines, with CAN
Bus communications, which are spread everywhere on the truck and which
carry critical information.
2) In the worst case and when the amount of charge is very high, the discharge
process can determine failures in the electronic devices; the type of failure can
vary from an intermittently malfunction to a completely failure of the electronic
device.
Three ways can be followed to prevent damages from ESD:
1) INSULATION: To prevent the controller from ESD, it is necessary to consider

that the operator is most of the time the source of ESD. When it gets in touch
with a device on the dashboard having metallic head terminal, the accumulated
charge will be directed from the head terminal to the wires of the device towards
the other units in the truck (e.g. the CAN Bus wires or the wires of the stepper
motor on the dashboard could be the transmission mean). As consequence a
huge inrush current will be generated getting the controller cut off or damaged.
U To prevent ESD risk it is necessary to avoid that the devices connected to the
CAN communication system have exposed metallic head terminals. The
operator shall not get in touch with any metallic part of the devices CAN Bus
connected.
2) GROUNDING: when a complete isolation cannot be achieved, a good

grounding can divert the discharge current trough a safe path; the frame of a
truck can work like a local earth ground, absorbing excess charge.
U It is strongly suggested to connect to the truck frame all the parts of the truck
that can get in touch with the operator (who is most of the time the source of
ESD). For example, we strongly suggest to connect the stepper motor frame
to the truck frame.
3) PREVENTION: Another important issue is the storing and handling of ESD-

sensitive electronic parts. Then, ensure the operator is grounded; test grounding
devices on a daily basis for correct functioning. This precaution is particularly
important during controller handling in the storing and installation phase.
Use anti-static containers when transferring ESD-sensitive material.
8.10 Fighting the dither

In Closed Loop application with potentiometers, the quantum nature of the Analog to
Digital conversion, generates dither on the steered wheel. This is a continuous
rolling of the steered wheel from a little bit right to a little bit left around the
commanded position. Obviously, both the potentiometers (SP POT and FB POT)
have noise and contribute to the problem.
There are some countermeasures to reduce or neutralize the dither.

1) Use shielded cable for the connections of the potentiometers (especially for the
SP POT). The shielded cable reduces the noise in the wiper voltage. Connect
the shield to a GND pin of the eps-ac0 connectors.
2) Use the FB ENC instead of the FB POT as feedback sensor. The Encoder has
not noise. When the Encoder is stopped in a position, the Encoder counting is
absolutely constant.
3) Reduce the gain of the Closed Loop. It means KP and POS. ACCURACY
parameters must be decreased. When the gain reduces, the modification of the
position error due to noise, are less amplified giving less dither; but less
accuracy is got in the final pursuing at the wished position.

9 DESCRIPTION OF THE CONNECTORS
V -B U
+B
EPS-AC0
CNC
CNB CNA
1 4 1 7
5 8 8 14
Figure 91

9.1 Connectors of the logic
CNC
CNB CNA
1 4 1 7
5 8 8 14
Figure 92
9.1.1 CNA connector

A1 DRIVE SWITCH Traction Travel Demand Input.
A2 SW2 2nd Toggle Switch or Left Limit Switch (LLS).
A3 SW1 1st Toggle Switch or Right Limit Switch (RLS).
A4 NK1 Safety Switch Lower Voltage Point.
A5 K1 Safety Switch Higher Voltage Point.
A6 CANL Can Bus Low.
A7 KEY Key in (24-36 Vbatt).
A8 CPOC2 / QL 2nd SP POT Wiper or Stepper Motor Q line.
A9 CPOC1 / DL 1st SP POT Wiper or Stepper Motor D line.
A10 NPOC Twin SP POT Negative Supply (GND).
A11 GND GND. Encoder Negative Supply
A12 GND GND. SW1 & SW2 Negative.
A13 GND GND. Motor Thermal Sensor Negative.
A14 CANH Can Bus High.
9.1.2 CNB connector

B1 NPOT FB POT Negative Supply.
B2 PPOT FB POT Positive Supply.
B3 THMOT Motor Thermal Sensor (KTY84-130) Input.
B4 +5VDC Encoder Positive Supply.
B5 PPOC Twin SP POT Positive Supply (5 Vdc).

B6 CPOT FB POT Wiper.
B7 CHB Encoder Channel B.
B8 CHA Encoder Channel A.
9.1.3 CNC connector

C1 PCLRXD Positive serial reception.
C2 NCLRXD Negative serial reception.
C3 PCLTXD Positive serial transmission.
C4 NCLTXD Negative serial transmission.
C5 GND Negative console power supply.
C6 +12 Positive console power supply.
C7 FLASH Must be connected to C8 for the Flash memory
programming (if used).
C8 FLASH Must be connected to C7 for the Flash memory
programming (if used).

9.2 Description of power connections
View of the power bars:
V -B U
+B
EPS-AC0
CNC
CNB CNA
1 4 1 7
5 8 8 14
Figure 93
-B Negative of the battery.

+B Positive of the battery.
U; V; W Connection bars of the three motor phases; follow this
sequence and the indication on the motor.

10 INSTALLATION PROCEDURE
As stated in the topic 4.5 there are two equipments that it is possible to adopt for the
feedback sensor:
1) Encoder and Feedback pot.
2) Encoder and toggle switches.
The standard handling in both cases consists in performing an automatic centering

at key-on. The automatic centering at key-on is used to initialize the incremental
encoder.
When a straight-ahead switch is used to initialize the encoder, the steered wheel
rotates automatically until an edge is detected on the straight ahead switch.
When a Feedback pot is used to initialize the encoder, the steered wheel rotates
automatically until the potentiometer reaches the straight-ahead position.
On request, it is possible to avoid the automatic centering at key-on. In case of
feedback pot, the feedback encoder counting will be initialized at key-on with the
angle measured on the feedback pot; in case of the toggle switches, the truck speed
will be limited until the driver rotates the steered wheel and an edge on the straight
ahead switch is detected.
Several feedback sensors and command sensor combinations are not described
below. That is because they are not handled yet.
10.1 Twin Pot with Encoder and Feedback pot: one shot installation
procedure
This procedure is relative to the connecting drawings Figure 6-3. It describes the
step by step installation procedure to get the prototype working in manual mode: to
raise the AUTC function it is necessary to make the complete set-up procedure (see
topic 11).
For every truck released on the field, the default set-up shall reply the prototype
settings and so no installation procedure is required except for the acquisition of the
limiting position (see the quick set-up 11.2).
Carry out the procedure in the following order.
Step1 Connect the AC motor phases in such a way the phase references U, V, W
on the steering motor correspond to the terminals references (U, V, W) on
the eps-ac0.
Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 1 to
steer in closed loop with a twin pot in manual mode (RTC). Turn off and on
the key in order the setting is acquired.
Step3 Set the FEEDBACK DEVICE to OPTION #1 to specify your feedback
solution is the sole FEEDBACK POT. Switch off the key after the change. (It
is necessary to start with the sole feedback pot to avoid a POSITION
ERROR due to the unknown scaling between the encoder counting and the
feedback pot value before of an encoder learning operation - Step 9 and 11
below).
Step4 Set option ENCODER CONTROL to OFF.
Step5 Connect the feedback pot in such a way the FEEDBACK POT reading in the
tester menu assumes higher voltage when the FREQUENCY in the tester
menu is positive. When a FB POT LOCKED alarm occurs immediately after
switching on the key, it means the motor is turning away from the wished
position (i.e. FEEDBACK POT decreases when the FREQUENCY is

positive). Then it is necessary to swap the PPOT with NPOT (CNB#2 with
CNB#1).
Step6 Connect the encoder. The encoder supply is between CNB#4 (5Vdc) and
CNA#11 (GND): the two channels are CNB#8 (CHA) and CNB#7 (CHB).
Step7 Verify the reading ENC SPEED in the tester menu is consistent with the
reading FREQUENCY in the tester menu. Consistent means that ENC
SPEED and FREQUENCY must have the same sign and a close value. If
ENC SPEED has a wrong sign, swap CHA (CNB#8) with CHB (CNB#7). If
ENC SPEED is not close to FREQUENCY, the encoder resolution is wrong
and a different SW is needed (see 12.4.7.12 and 12.4.7.8).
Step8 If the motor runs well without glitches, it is possible to stays with ENCODER
CONTROL to OFF; otherwise, turn ENCODER CONTROL to ON.
Step9 Verify the steered wheel rotates in the correct direction according to the
hand wheel. If it isnt, swap CPOC1 (CNA#9) with CPOC2 (CNA#8).
Step10 Set the LIMIT DEVICE option to OFF to avoid the maximum angle
limitations.
Step11 Set NUMBNESS parameters to Level 0.
Step12 Move the hand wheel until the maximum (plus 90 degrees) steered wheel
angle is achieved (Increase 1ST ANGLE COARSE - and FINE - if
necessary). This position (plus 90 degrees) corresponds to the maximum
value of the FEEDBACK POT reading in the TESTER menu.
Step13 With the steered wheel in the maximum angle (plus 90 degrees), enter and
save the adjustment SET MAX FB POT on the hand set to memorize the
steer angle feedback pot voltage for the maximum (plus 90 degrees) limit
position. If present, the maximum of the FB ENC is recorded too (although it
is not shown in the hand set).
Step14 Move the steering wheel until the minimum (minus 90 degrees) steered
wheel angle is achieved (Increase 2ND ANGLE COARSE - and FINE - if
necessary). This position (minus 90 degrees) corresponds to the minimum
Step15 With the steered wheel in the minimum angle (minus 90 degrees), enter and
save the adjustment SET MIN FB POT on the hand set to memorize the
steer angle feedback pot voltage for the minimum (minus 90 degrees) limit
position. If present, the minimum of the FB ENC is recorded too (although it
Step16 Set FEEDBACK DEVICE to OPTION#2 (feedback pot plus feedback
encoder) and recycle the key to enable the steering by encoder.
Step17 Carry out the complete set-up procedure (see 11.1).
10.2 Twin Pot with Encoder, Straight Ahead Switch and Feedback pot:
one shot installation procedure
This procedure is relative to a feedback sensor arrangement consisting of a straight
ahead switch, together with the feedback potentiometer and the encoder. This
configuration is not much spread. It is useful to have a redundancy in the
initialization of the encoder (without straight ahead switch, the feedback encoder is
initialized by using the feedback pot only) and a better precision in the straight
ahead matching (the feedback pot mounting normally has a dead zone). It describes
the step by step installation procedure to get the prototype working in manual mode:
to raise the AUTC function it is necessary to make the complete set-up procedure
(see topic 11).

the eps-ac0.
steer in closed loop with a twin pot in manual mode (RTC). Turn off and on
the key in order the setting is acquired.
feedback pot value before of an encoder learning operation - Step 13 and
15 below).
CNB#1).
Step6 Connect the encoder. The encoder supply is between CNB#4 (5 Vdc) and
hand wheel. If it isnt, swap CPOC1 (CNA#9) with CPOC2 (CNA#8).
limitations.
Step11 Set NUMBNESS parameters to Level 0.
Step12 Move the hand wheel until the maximum (plus 90 degrees) steered wheel
angle is achieved (Increase 1ST ANGLE COARSE - and FINE - if
necessary). This position (plus 90 degrees) corresponds to the maximum
Step14 Move the steering wheel until the minimum (minus 90 degrees) steered
wheel angle is achieved (Increase 2ND ANGLE COARSE - and FINE - if
necessary). This position (minus 90 degrees) corresponds to the minimum

Step16 Set FEEDBACK DEVICE to OPTION#3 (feedback pot, feedback encoder
and straight ahead toggle switch) and recycle the key to enable the steering
by encoder.
Step17 When FEEDBACK DEVICE is OPTION #3, it is necessary to seek a falling
edge on the SW1 (CNA#3) corresponding at the straight ahead position.
This is done by moving the steered wheel toward a falling edge of the
straight ahead switch. Depending by the shape of the iron plate to act the
straight ahead sensor, the falling edge may occur either in a CW or in a
CCW rotation. If the iron plate in your arrangement generates a sole rising
edge in present steering direction, it is possible to reverse the turning
direction of the steered wheel during the initial alignment. To do that an
OPTIONS called POT UP SW1 EDGE is supplied. When it is ON, the
steered wheel seeks the falling edge during an initial automatic rotation in
the direction of an increasing FB POT. When it is OFF, the steered wheel
seeks the falling edge during an initial automatic rotation in the direction of a
decreasing FB POT. (A properly setting of POT UP SW1 EDGE is required
to avoid EPS NOT ALIGN alarm).
Step18 When FEEDBACK DEVICE is OPTION #3, it is necessary to autoacquire
the FB POT value at the matching with the falling edge on the straight
ahead switch (SW1). To do that, enter the SET FBPOT AT SW1 setting in
the adjustments menu. Save and recycle the key. After the acquisition, the
SET FBPOT AT SW1 value should be close to the 2.5 V value; otherwise it
is necessary to re-make the FB POT mounting in such a way its wiper is
close to 2.5 V at the matching with the falling edge on SW1.
10.3 Stepper Motor with Encoder and Feedback pot: one shot
installation procedure
topic 11).
the eps-ac0.
steer in open loop with a stepper motor in manual mode. Turn off and on the
key in order the setting is acquired.
feedback pot value before of an encoder learning operation - Step 12 and
14 below).

CNB#1).
hand wheel. If it isnt, swap DL (CNA#9) with QL (CNA#8).
limitations.
Step11 Turn the steering wheel until the maximum (plus 90 degrees) steered wheel
angle is achieved. This position (plus 90 degrees) corresponds to the
maximum value of the FEEDBACK POT reading in the TESTER menu.
Step13 Turn the steering wheel until the minimum (minus 90 degrees) steered
wheel angle is achieved. This position (minus 90 degrees) corresponds to
the minimum value of the FEEDBACK POT reading in the TESTER menu.
Step15 Set FEEDBACK DEVICE to OPTION#2 (feedback pot plus feedback
encoder) and recycle the key to enable the steering by encoder.
10.4 Stepper Motor with Encoder and Toggle Switch(es): one shot
installation procedure
topic 11).
For every truck released on the field, the default set-up and wiring shall reply the
prototype settings and so no installation procedure is required except for the
acquisition of the limiting position (see the quick set-up 11.2).

the eps-ac0.
steer in open loop with a stepper motor in manual mode. Turn off and on the
key in order the setting is acquired.
solution is the encoder with one or two toggle switches. Switch off the key
after the change.
Step4 Turn the special adjustment DEBUG OUTPUT to Level 11 to inhibit the
alarm POSITION ERROR and recycle the key.
ENC SPEED has a wrong sign, swap CHA (CNB#8 with CHB (CNB#7). If
hand wheel. If it isnt, swap DL (CNA#9) with QL (CNA#8).
limitations.
Step10 Detect the encoder counting corresponding to a steered wheel revolution.
To do that, turn the steered wheel some revolutions in CW direction and
read the ENC COUNT AT 360 in the tester menu. At every falling edge of
the CNA#3 toggle switch (SW1), this reading is updated. It corresponds to
the encoder counting for a complete revolution of the steered wheel. ENC
COUNT AT 360 shows real time the encoder counting between two
consecutive falling edges on the straight ahead toggle switch. The reading
is scaled in the range 0 to 5 V.
5 V corresponds to an encoder counting of 215 events.
-5 V corresponds to an encoder counting of -215 events.
To be sure the shown value is correct, turn the steered wheel some
revolutions in the opposite direction. I expect the reading ENC COUNT AT
360 gets the same value but with opposite sign.
Step11 Enter and save the adjustment SET ENC AT 360. The absolute value in the
reading ENC COUNT AT 360 will be recorded on SET ENC AT 360.
Step12 Recycle the key and turn the steered wheel to get the WHEEL ANGLE
reading in the tester menu close to 0 degrees.
Step13 Check the orientation of the steered wheel in the position having WHEEL
ANGLE close to 0. If the steered wheel has not the wished orientation
change AUX FUNCTION 11. If AUX FUNCTION 11 is set to Level 5, it is
necessary to change to Level 4 or vice versa. If AUX FUNCTION 11 is set
to Level 2, it is necessary to change to Level 3 or vice versa.
Step14 Recycle the key. Now, when WHEEL ANGLE is null, the steered wheel
must be oriented in the wished direction.
Step15 Turn the steered wheel to have the reading WHEEL ANGLE close to +45
degrees (first sector). Read the ENDSTROKE CW and ENDSTROKE ACW
in the tester menu. Set AUX FUNCTION 11 to the proper level as specified
below:
ENDSTROKE CW=OFF and ENDSTROKE ACW=OFF: Level 2

ENDSTROKE CW=OFF and ENDSTROKE ACW=ON: Level 3
ENDSTROKE CW=ON and ENDSTROKE ACW=OFF: Level 4
ENDSTROKE CW=ON and ENDSTROKE ACW=ON: Level 5
This setting is necessary to match the WHEEL ANGLE measurement
(calculated through the encoder counting) with the sector determined with
the toggle switches configuration (POSITION ERROR alarm in case of
mismatching).
Table 10-1 below shows the correct setting for AUX FUNCTION 11 vs. the
toggle switches configuration in the first sector (WHEEL ANGLE inside the
range 0 to 90 degrees).
SW1 to SW2 to
AUX FUNCTION 11 Toggle sw number
CNA#3 CNA#2
Level 0 1 H NC
Level 1 1 L NC
Level 2 2 H H
Level 3 2 H L
Level 4 2 L H
Level 5 2 L L
Table 10-1
Step16 Option AUTOCENTERING enables the automatic alignment at key-on
together with the automatic centering operations.
Step17 Option ORIENT THE WHEEL is used only when AUTOCENTERING is ON
to specify the steered wheel orientation at the initial automatic alignment. It
gets the steered wheel oriented at the straight ahead position (null WHEEL
ANGLE) or to the 180 degrees position (depending by this setting).
Step18 Parameters 1ST ANGLE COARSE and 2ND ANGLE COARSE set the
maximum steered wheel angle respectively in the positive and negative
WHEEL ANGLE. Set both of them to level 9 to avoid angle limitation. Lower
setting limits the maximum angle in the range 80 degrees + Level*4degrees
(e.g. Level 0 means limitation to 80 deg; Level 1 means limitation to 84 deg
and so on).
Step19 If there is not angle limitation, a refreshing of the steered wheel position is
made on every edge of the CNA#3 straight ahead toggle switch provided
that the absolute value of WHEEL ANGLE is less than 30 degrees. That
mean the refreshing is performed for every edge of the straight ahead
switch but only once per steered wheel revolution.
If the angle is limited, a refreshing of the steered wheel position is made on
every falling edge of the CNA#3. In the worst case a refresh is performed
every 360 degrees.
Step20 Dont forget to turn the special adjustment DEBUG OUTPUT to level 15
after finished the setting procedure to enable the POSITION ERROR test
between encoder counting and toggle switches sector. Recycle the key.

11 SETTING THE EPS-AC0
11.1 Complete set-up description

This procedure shall be executed on the prototype after the installation procedure is
completed (see topic 10). The complete set-up changes vs. the truck configuration.
Seek your own configuration below:
11.1.1 Stepper Motor only
Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering
motor (see 12.4.2.7).
Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT
FREQ and OVERSAT FREQ gives the wished maximum steering motor
speed (see 12.4.2.8).
Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains
when lightened at the maximum flux (see 12.4.2.10).
Step4 Set the steer sensitivity with the SPEED LIMIT and SENSITIVITY
parameters (see 12.4.4.1-2).
Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic
function). (See 12.4.3.2).
Step6 (CAN Bused system only). Set the Dynamic Numbness in open loop
(steering sensitivity reduces when the truck speed increases). Use
parameters AUX FUNCTION#2 and AUX FUNCTION #3 (see 12.4.4.5-4).
Step7 (No CAN Bused system only). Connect a traction travel demand to CNA#1.
It can be a tiller switch (or a dead-man or a seat switch). This operation
supplies the information the truck is moving or not to stand-by the steer
when the truck is standing.
11.1.2 Stepper Motor & AUTC
When the AUTC is required, it is necessary to carry out all the Steps in paragraph
11.1.1 together with the following:
Step1 When the autocentering (AUTC) is required, it is necessary to contact a
Zapi technician to decide the physical and the superior protocol layers for
the AUTC demanding. (AUTC is a customized function that the eps-ac0
does not execute in its standard version).
One possible arrangement for the AUTC request could be a via CAN bus
demanded centering.
Step2 Turn the truck in the automatic centering mode, drive the truck and roll up
and down the adjustment SET STEER 0-POS until the truck is straight
travelling.
Step3 Set the parameters KP, POS. ACCURACY, LEAD FB REGULAT and LAG
FB REGULAT to avoid overshoot or damping during the centering operation
(see paragraph 12.4.4).
11.1.3 RTC (Twin Pot) only
Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering
motor (see 12.4.2.7).
Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT
FREQ and OVERSAT FREQ gives the wished maximum steering motor
speed (see 12.4.2.8).

Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains
when lightened at the maximum flux (see 12.4.2.10).
Step4 Leave the handle steer in its straight position. Enter and Save the
adjustment ZERO SP POT (see 12.4.2.16). This operation is used to
automatically learn the twin pot voltage.
Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic
function).
Step6 Leave the handle steer in its straight position. Drive the truck and roll up and
down the adjustment SET STEER 0-POS until the truck is straight travelling.
Step7 Set 1ST ANGLE COARSE (and FINE) to get the steered wheel position
limited at +90 degrees when the SET POINT POT reading is maximum.
This is the direction where the FEEDBACK ENC reading is higher than 2.5
Vdc.
Step8 Set 2ND ANGLE COARSE (and FINE) to get the steered wheel position
limited at -90 degrees when the SET POINT POT reading is minimum. This
is the direction where the FEEDBACK ENC reading is lower than 2.5 Vdc.
Step9 Try to adjust the NUMBNESS parameter to get the steer less sensitive
when close to the straight ahead direction (see 12.4.4.17). (For every new
NUMBNESS value, repeat the above Step7 and Step8).
Step10 Try different settings for KP, POS. ACCURACY, LEAD FB REGULAT and
LAG FB REGULAT to avoid overshoot or damping during the pursuing
operation (see paragraph 12.4.4).
Step11 (CAN Bused system only). Set the Dynamic Numbness in closed loop
(steering sensitivity reduces when the truck speed increases). The
parameters to handle this function are AUX FUNCTION#2 and AUX
FUNCTION #3 (see 12.4.4.5-4).
Step12 (No CAN Bused system only). Connect a traction travel demand to CNA#1.
It can be a tiller switch (or a dead-man or a seat switch). This operation
supplies the information the truck is moving or not to stand-by the steer
when the truck is standing.
11.1.4 RTC & AUTC
When the AUTC is required, it is necessary to carry out all the Steps in paragraph
11.1.3 together with the following:
Step1 When the autocentering (AUTC) is required, it is necessary to contact a
Zapi technician to decide the physical and the superior protocol layers for
the AUTC demanding. (AUTC is a customized function that the eps-ac0
does not execute in its standard version).
One possible arrangement for the AUTC request could be a via CAN bus
demanded centering.
11.2 Quick set-up

This procedure shall be executed on every manufactured truck. It changes with the
configuration. We assume the default setting includes the correct value for SET
ENC AT 360 in a configuration with feedback enc and toggle switches. When a
configuration with the feedback pot is adopted, step 11 to step 15 in paragraph 10.3
are required too (acquisition of the limits).
11.2.1 Stepper Motor only
No set-up required on a truck working open loop (stepper motor) in manual mode
only.

11.2.2 Stepper Motor & AUTC
When the Automatic Centering (AUTC) is required on a truck working open loop in
manual mode (stepper motor), it is necessary to guide the truck in automatic mode
and to perform the following steps:
Step1 Roll-up or down the adjustments SET STEER 0-POS to get the truck
straight travelling when automatic centered.
11.2.3 RTC only or RTC & AUTC
In a truck working closed loop in manual mode (with a Twin Pot connected on the
Return To Center handlebar) with or without the AUTC function, it is necessary to
perform the following steps:
Step1 Release the handlebar in its straight-ahead rest position and acquire the
adjustments ZERO SP POT (to record the rest twin pot voltage).
Step2 Roll-up or down the adjustments SET STEER 0-POS to get the truck
straight travelling when the handlebar is straight ahead.

12 PROGRAMMAING & ADJUSTMENTS
USING DIGITAL CONSOLE
12.1 Adjustments via console

Adjustment of Parameters and changes to the inverters configuration are made
using the Digital Console. The Console is connected to the CNC connector of the
inverter.
12.2 Description of console (hand set) & connection
Figure 121

12.3 Description of standard console menu
Digital consoles used to communicate with AC inverter controllers must be fitted with
EPROM CK ULTRA, minimum "Release Number 3.02".
The section describes the Zapi hand set functions. Numbers inside the triangles
correspond to the same number on the hand set keyboard buttons shown in the
Figure 12-1. The orientation of the triangle indicates the way to the next function.

12.3.1 Stepper motor with Encoder and Feedback pot
Figure 122

12.3.2 RTC with Encoder and Feedback pot
Figure 123

12.3.3 Stepper motor with Encoder and Toggle switch(es)
Figure 12-4

12.4 Function configuration
The functions list change with the settings SYSTEM CONFIG and FEEDBACK
DEVICE (see 12.4.3.1 and 12.4.1.3). In particular, we will distinguish between the
configuration with stepper motor against the one with RTC in the hand wheel:
besides we distinguish between the configuration with the encoder plus toggle
switches against the one with the encoder plus potentiometer as feedback sensor.
In the next we refer to a complete list that is the union of the settings in the above
configurations. When the setting refers to only one configuration, it will be specified
in the description.

12.4.1 Config menu SET OPTIONS functions list
To enter the CONFIG MENU it is necessary to push in the same time the right side
top and left side top buttons. Then roll until the SET OPTION item appears on the
hand set display. Push the ENTER button (see Figure 12-5).
EPSAC0 S ZP0.70
Opening Zapi Display 24V 50A 00000
Push ROLL UP + SET UP simultaneously to enter % ' %

CONFIG MENU ' ' '
CONFIG MENU
The Display will show : SET MODEL SET MODEL
Press ROLL UP or ROLL DOWN button until SET % ' '

OPTIONS menu appear ' ' '
CONFIG MENU
The Display will show : SET OPTIONS SET OPTIONS
' % '
Press ENTER to go in the SET OPTIONS MENU ' ' '
HOURCOUNTER
The Display will show the first OPTION RUNNING
Press SET UP or SET DOWN button in order to ' ' %

modify the OPTION ' ' %
HOURCOUNTER
The Display will show the new option KEYON
' ' '

Press OUT to exit the menu ' % '
ARE YOU SURE?

The Display will ask ARE YOU SURE? YES=ENTER NO=OUT
' % ' ' ' '

Press ENTER for YES, or OUT for No ' ' ' ' % '
CONFIG MENU
The Display will show : SET OPTIONS SET OPTIONS
Press OUT again. Display now will show the ' ' '
opening Zapi menu ' % '
Figure 125

1) HOUR COUNTER
This option specifies the hour counter mode. It can be set one of two:
- RUNNING: The counter registers travel time only.
- KEY ON: The counter registers when the "key" switch is closed.
2) MICRO CHECK
This option is useful to support debug and troubleshooting. It makes possible to
inhibit the supervisor (Slave uC) operations and allows the system to run with
just the Main uC. When entering this operating mode the safety contacts stay
open. Therefore, traction shall be disabled. It can be set one of two:
- PRESENT: Default setting: enable the operations of the supervisor
(Slave uC).
- ABSENT: Disable the operations of the supervisor (Slave uC). The
safety contacts stay opened.
3) FEEDBACK DEVICE
This option specifies which kind of Feedback Sensor is adopted. Here is the
feedback sensor list:
- OPTION #1: FB POT only.
The only feedback sensor is the potentiometer at the steered
wheel. This setting must be temporary chosen for the set-up
of the FB ENC & FB POT configuration (see below). After
the set-up is ended, it is necessary to turn FEEDBACK
DEVICE to OPTION #2 to get the steer working with FB ENC
& FB POT.
- OPTION #2: FB POT & FB ENC.
This is the right setting when the encoder is chosen together
with the FB POT. Pay attention, the set-up must be done
with the FEEDBACK DEVICE to OPTION #1. When the set-
up is finished, turn to OPTION #2. When the FEEDBACK
DEVICE is OPTION #2 an automatic centering is always
carried out at key-on.
- OPTION #3: FB POT & FB ENC & ONE TOGGLE SWITCH
This is the right setting when the encoder is chosen together
with the FB POT and a straight ahead toggle switch (SW1).
Pay attention, the set-up must be done with the FEEDBACK
DEVICE to OPTION #1. When the set-up is finished, turn to
OPTION #3. When the FEEDBACK DEVICE is OPTION #3
an automatic centering is always carried out at key-on.
- OPTION #4: FB ENC & ONE (or TWO) TOGGLE SWITCHES
This is the right setting when the FB POT is not present and
two toggle switches are adopted (normally in the straight and
90 degrees angled positions of the steered wheel). At key
on, an Automatic Centering operation is executed seeking
the Toggle Switch signal (SW1 on CNA#3). When the Toggle
Switch edge is met the Encoder counter is zeroed. The 2nd
Switch (SW2 on CNA#2) is used to verify the encoder
counter at 90 is matched with the SW2 transition.
4) LIMIT DEVICE
(Versions with FEEDBACK DEVICE to OPTION #1, 2, 3 only). When this option
is set ON, the steered wheel angle will be limited using the feedback sensor
value. It can be set one of two:
- ON: When the feedback sensor overtakes either the CW or the
CCW limit (see 12.4.2.13-14, SET MAX FB POT, SET MIN

FB POT), the steered wheel angle shall be automatically
limited.
- OFF: No steered wheel angle limitation, based on the feedback
sensor value, occurs.
Note: the configurations without toggle switches (FB POT only and FB POT &
FB ENC) may use the switches connected to CNA#3 and CNA#2 as CW and
CCW limiting requests. Then, the limitation through the feedback device and the
limitation through the limiting switches are processed with an OR Logic.
5) AUTOCENTERING
(Versions with FEEDBACK DEVICE to OPTION #4 only). When this option is
set ON, the controller performs an automatic centering at key-on and enables
the function to operate an automatic centering on demand. Set
AUTOCENTERING to OFF if the automatic centering function is not required.
6) DIRECTION GAUGE
Not used.
7) AUX FUNCTION 1
This option sets the steering mode after the feedback sensor has reached the
commanded position (it is used only in closed loop configurations (i.e. RTC and
automatic centering)). It can be set one of three:
- LEVEL 0: The steering control is always active when a travel demand
is active. The steer control is turned off when the travel
demands are deactivated (after a 3 sec delay).
- LEVEL 1: The steering control is alternatively turned off (15 secs long
plus the AUXILIARY TIME) and on (3 secs long).
- LEVEL 2: The steering control is alternatively turned off (15 secs long
plus the AUXILIARY TIME) and on (3 secs long) but only
when a travel demand is active.
AUXILIARY TIME is the delay (in secs) the DC standing current takes to arrive
to 0 (see 12.4.4.11).
8) DIAG MOTOR TEMP

This option enables the diagnosis of the motor temperature. When it is set On
and the motor temperature overtakes 150, a MOTOR TEMPERAT alarm
occurs.
The KTY84-130 motor thermal sensor must be connected between CNB#3 and
a minus battery (CNA#13).
9) AUX FUNCTION 11
(only when FEEDBACK DEVICE is OPTION #4). Option AUX FUNCTION 11
specifies the number of toggle switches (one or two) and defines the
correspondence between the levels of the toggle switches and the steer sector
(quadrant).
Set AUX FUNCTION 11 to the proper Level following table 10-1 (see 10.4). The
proper level must be meant as the one meeting the configuration of the toggle
switches in the first sector (WHEEL ANGLE between 0 and 90 degrees).
10) ENCODER CONTROL

This option specifies if the motor is controlled via encoder or completely
sensorless. Normally it is set OFF. When glitches are heard from the motor, it is
necessary to turn to a sensored control. In this case set ENCODER CONTROL
to On. Then, take care the encoder resolution used in the software (see 4.5.3) is

matched with the actual encoder resolution.
11) ORIENT THE WHEEL

(only when FEEDBACK DEVICE is OPTION #4). Option ORIENT THE WHEEL
is used only when AUTOCENTERING is ON to specify the steered wheel
orientation at the initial automatic alignment. It gets the steered wheel oriented
at the straight ahead position (null WHEEL ANGLE) or to the 180 degrees
position (depending by this setting).
12) POT UP SW1 EDGE

(only when FEEDBACK DEVICE is OPTION #3). It is possible to reverse the
turning direction of the steered wheel during the initial alignment. To do that an
OPTIONS called POT UP SW1 EDGE is supplied. When it is ON, the steered
wheel seeks the falling edge during an initial automatic rotation in the direction
of an increasing FB POT. When it is OFF, the steered wheel seeks the falling
edge during an initial automatic rotation in the direction of a decreasing FB POT.
(A properly setting of POT UP SW1 EDGE is required to avoid EPS NOT ALIGN
alarm).

12.4.2 Config menu ADJUSTMENTS functions list
top and left side top buttons. Then roll until the ADJUSTMENTS item appears on the
hand set display. Push the ENTER button (see the Figure 12-6 below).
EPSAC0 S ZP0.70
1) Opening Zapi Menu 24V 50A 00000
2) Press Top Left & Right Buttons to enter % ' %

CONFIG MENU ' ' '
CONFIG MENU
3) The Display will show: SET MODEL SET MODEL
4) Press ROLL UP button until ADJUSTMENTS % ' '

MENU appears ' ' '
CONFIG MENU
5) ADJUSTMENTS appears on the display ADJUSTMENTS
6) Press ENTER to go into the ADJUSTMENTS ' % '

MENU ' ' '
ADJUSTMENT #01
7) The display will show: LEVEL= 0
8) Press ROLL UP or ROLL DOWN button until % ' '

the desired parameter is reached % ' '
SET SAT. FREQ.

9) The desired parameter appears 100HZ
10) Press SET UP or SET DOWN button to modify ' ' %

the adjustment ' ' %
SET SAT. FREQ.

110HZ
' ' '

11) Press OUT ' % '
' % '
12) Press ENTER to confirm ' ' '
13) Repeat the same from 5 to 12 points for the
other adjustments
Figure 126

1) ADJUSTMENT #01
This setting is used to acquire the motor resistance (see 13.1).
2) SET CURRENT
This setting is factory adjusted to calibrate the ADJUSTMENT #03 and #04
below.
3) ADJUSTMENT #02
Motor resistance in milliohms. This is the resistance of the motor measured
between two motor terminals. The motor resistance may be either self-acquired
with the procedure 13.1 or may be set by rolling up or down this adjustment.
4) ADJUSTMENT #03
(Factory adjusted). Parameter to compensate for the gain of the current
amplifier in phase W.
5) ADJUSTMENT #04
(Factory adjusted). Parameter to compensate for the gain of the current
amplifier in phase V.
6) SET BATTERY TYPE

Set this adjustment to the nominal battery voltage. Pay attention, never set SET
BATTERY TYPE higher than 36 V for a 24/36 V controller.
7) SET SAT. FREQ.

Set this adjustment to the corner frequency of the motor. SET SAT FREQ is to
be meant as the maximum frequency at which the motor supplies the maximum
torque (it is the superior limit of the constant torque characteristic). Frequency
higher than SET SAT FREQUENCY gets the motor weakened.
8) OVERSAT FREQ
The maximum motor frequency is set with the sum between SET SAT FREQ
and OVERSAT FREQ. OVERSAT FREQ is the increment, over the SET SAT
FREQUENCY, in which the steering motor works with degraded flux (weakening
area). Default choice is 1 Hz (i.e. the steering motor never works in the
weakening region).
9) MAXIMUM SLIP
(Factory adjusted). MAXIMUM SLIP modifies the acceleration and deceleration
ramp for the frequency in the motor. Higher MAXIMUM SLIP gets faster
acceleration and deceleration ramp.
If the encoder is used for the motor control (ENCODER CONTROL is On),
MAXIMUM SLIP has another meaning: it is the slip to be applied when the
control is sourcing the maximum current.
10) NO LOAD CURRENT

In order it shall be possible to weaken the steering motor when lightened
(reducing power loss in the motor), it is necessary to specify the current the
motor drains when working full flux and without load (NO LOAD CURRENT). To
find this value it is necessary to set the DEBUG OUTPUT to level 10 (see
12.4.6.4) and to measure the current in the motor when running without load
and a frequency close to SET SAT FREQ/2.
11) AUX VOLTAGE #1

(Factory adjusted). This is the self-acquired offset value of the stepper motor
line connected to CNA#9. The default value is 2.500 mV and can be re-acquired
by rolling the DEBUG OUTPUT to 0 (see 12.4.6.4).
12) AUX VOLTAGE #2

(Factory adjusted). This is the self-acquired offset value of the stepper motor
line connected to CNA#8. The default value is 2.500 mV and can be re-acquired
by rolling the DEBUG OUTPUT to 0 (see 12.4.6.4).
13) SET MIN FB POT

(Versions with FB POT only). This adjustment is used to self-acquire (see 10.3
and 10.4) the feedback pot value and the encoder counting corresponds to the
limiting position having the FEEDBACK POT reading lower than 2.5V (typically -
90 degrees). If the option LIMIT DEVICE is set On, the steered wheel angle will
be limited when the FEEDBACK POT reading is lower than SET MIN FB POT
value.
14) SET MAX FB POT

(Versions with FB POT only). This adjustment is used to self-acquire (see 10.3
and 10.4) the feedback pot value and the encoder counting corresponds to the
limiting position having the FEEDBACK POT reading higher than 2.5 V (typically
+90 degrees). If the option LIMIT DEVICE is set On, the steered wheel angle
will be limited when the FEEDBACK POT reading is higher than SET MAX FB
POT value.
15) SET ENC AT 360

(Versions with FEEDBACK DEVICE to OPTION #4 only). This adjustment is
used to self-acquire (see 10.4) the encoder counting corresponding to a
complete steered wheel revolution. It is used in the arrangements using the FB
ENC and Toggle switches to properly scale the encoder counting with the
steered wheel angle (WHEEL ANGLE).
16) ZERO SP POT

(RTC version only). This adjustment is used to self-acquire (see 11.1.3 and
11.2.3) the voltages on the twin potentiometers when the steer handle is
released in its straight ahead position. Just push the enter button with a
released steer handle to record the new ZERO SP POT value.
17) SET STEER 0-POS

Although ZERO SP POT was acquired, it is possible the steer handle is
released but the steered wheel is not straight-ahead yet. This offset can be
compensated through this adjustment. It must be set to the FEEDBACK ENC
value corresponding to a perfectly straight-ahead steered wheel. This setting is
used for manual mode RTC and AUTC.
SET STEER 0-POS may be rolled up or down in 5 mV steps.
18) SET FBPOT AT SW1

(Versions with FEEDBACK DEVICE to OPTION #3 only). Reading READ FBPT
AT SW1 provides the FB POT value at the initial matching with the falling edge
on the straight ahead switch (SW1). By entering adjustment SET FBPOT AT
SW1, its value changes to the value of reading READ FBPOT AT SW1 (i.e. the
READ FBPO AT SW1 is recorded on SET FBPOT AT SW1). In normal
condition, reading READ FBPT AT SW1 is expected to reply the SET FBPOT
AT SW1 value. When a displacement exists between these two values, a
POSITION ERROR alarm may occur (see 14.1.3.5).

12.4.3 Config menu SET MODEL functions list
top and left side top buttons. Then roll until the SET MODEL item appears on the
hand set display. Push the ENTER button (see the Figure 12-7 below).
EPSAC0 S ZP0.70
2) Press Top Left & Right Buttons to enter % ' %

CONFIG MENU ' ' '
CONFIG MENU
3) The Display will show: SET MODEL SET MODEL
4) Press ENTER to go into the SET MODEL ' % '

MENU ' ' '
SYSTEM CONFIG
5) The display will show: LEVEL= 0
6) Press ROLL UP or ROLL DOWN button until % ' '

the desired parameter is reached % ' '
MODEL TYPE.
7) The desired parameter appears 0
8) Press SET UP or SET DOWN button to modify ' ' %

the adjustment ' ' %
MODEL TYPE.
1
' ' '

9) Press OUT ' % '
' % '
10) Press ENTER to confirm ' ' '
11) Repeat the same from 5 to 10 points for the
other adjustments
Figure 127

1) SYSTEM CONFIG
Level 0 to 6. This setting is used to select the steer configuration (i.e. the open
or closed loop mode and the type of command sensors) in the following
combination list.
- LEVEL 0: Stepper motor with feedback sensor. This is an open loop

configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
The feedback sensor is not strictly necessary in open loop
configuration; in spite of that, this setting specifies the
feedback sensor is present and it will be used for the
automatic function (AUTC), maximum angle limitation,
detection of the locked motor and to perform the alignment at
the rest position.
The FEEDBACK DEVICE option (see 12.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL1: Twin pot with feedback sensor. This is a closed loop
configuration. The twin pot supplies the commanded position
for the steered wheel. The feedback sensor is mandatory to
close the loop with the commanded position. The twin pot is
a double potentiometer with complementary action (see
4.4.2).
- LEVEL 2: Via CAN demanded-speed with feedback sensor. This is
an open loop configuration. A remote unit provides the
wished steering motor speed via CAN Bus. The feedback
sensor is not strictly necessary in open loop configuration; in
spite of that, this setting specifies the feedback sensor is
present and it will be used for the automatic function (AUTC),
maximum angle limitation, detection of the locked motor and
to perform the alignment at the rest position.
- LEVEL 3: Via CAN demanded-position with feedback sensor. This
is a closed loop configuration. A remote unit provides the
commanded position for the steered wheel via CAN Bus.
The feedback sensor is mandatory to close the loop with the
commanded position.
- LEVEL 4: Stepper motor without feedback sensor. This is an open
loop configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
As the feedback sensor is not strictly necessary in open loop
mode, it is possible to work without feedback sensor at all. In
spite of that, when the maximum angle limitation via
feedback sensors is enabled (option LIMIT DEVICE to ON
when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE
COARSE and 2ND ANGLE COARSE less than level 9 when
FEEDBACK DEVICE is OPTION #4), the feedback sensor is
expected to perform the secondary functions of maximum
angle limitation, detection of the locked motor and to perform
the alignment at the rest position. When these conditions are
met, the FEEDBACK DEVICE option (see 12.4.1.3) specifies
which kind of feedback sensor is adopted for the secondary
functions. With this choice, the automatic functions are
inhibited (the AUTC function isnt possible).
- LEVEL 5: Single pot with feedback sensor. This is a closed loop
configuration. The single pot supplies the commanded
position for the steered wheel. The feedback sensor is
mandatory to close the loop with the commanded position.
This choice is just for testing a prototype before to gather a
twin pot; we strongly advice against using this configuration
for the field production.
- LEVEL 6: Via CAN demanded speed without feedback sensor. This
is an open loop configuration. A remote unit provides the
wished steering motor speed via CAN Bus. As the feedback
sensor is not strictly necessary in open loop mode, it is
possible to work without feedback sensor at all. In spite of
that, when the maximum angle limitation via feedback
sensors is enabled (option LIMIT DEVICE to ON when
FEEDBACK DEVICE is OPTION #1-2-3; 1ST ANGLE
COARSE and 2ND ANGLE COARSE less than level 9 when
FEEDBACK DEVICE is OPTION #4), the feedback sensor is
expected to perform the secondary functions of maximum
angle limitation, detection of the locked motor and to perform
the alignment at the rest position. When these conditions are
met, the FEEDBACK DEVICE option (see 12.4.1.3) specifies
which kind of feedback sensor is adopted for the secondary
functions. With this choice, the automatic functions are
inhibited (the AUTC function isnt possible).
In the above list, the configurations with the command via CAN Bus may be
developed only if the communication protocol between eps-ac0 and remote unit
is known.
2) AUTO REQ TYPE

Level 0 to 9. This setting specifies the type of the automatic request. The
standard version foresees no automatic function so this setting is ineffective.
The only exception is the configuration FEEDBACK DEVICE to OPTION #4
(encoder and toggle switches). Then the automatic centering is regulated with
the option AUTOCENTERING (see 12.4.1.5). AUT REQ TYPE will be handled
time to time according the automatic function customers specification.
3) CONNECTED TO
It assumes a number between 0 to 255. This setting is used to (virtually)
connect the hand-set to a remote unit CAN Bus connected. With the hand-set
connected to the eps-ac0 it is possible to communicate with a remote Zapi unit.
Every Zapi unit has its own identification number (e.g. eps-ac0 is 6; traction
controller is 2; pump controller is 1).
By setting CONNECTED TO to 2, the hand set will be virtually connected to the
traction controller.
4) MODEL TYPE
It assumes a number between 0 to 3. This setting is used to specify which one
local elaboration unit must be virtually connected to the hand-set.
In fact eps-ac0 has two uCs aboard. When MODEL TYPE is set to 0, the hand
set is communicating with the main uC; when MODEL TYPE is set to 1, the
hand set is communicating with the slave uC.

12.4.4 Main menu PARAMETER CHANGE functions list
To enter the MAIN MENU it is just necessary to push the ENTER button from the
home display in the hand set.
EPSAC0 S ZP1.93
' % '
2) Press ENTER to go into the General Menu ' ' '
MAIN MENU
3) The Display will show: PARAMETER CHANGE PARAMETER CHANGE
4) Press ENTER to go into the Parameter ' % '

Change facility ' ' '
SPEED LIMIT
5) The Display will show the first parameter LEVEL = 7
6) Press either ROLL UP and ROLL DOWN to % ' '

display the next parameter % ' '
7) The names of the Parameters appear on the SENSITIVITY

Display LEVEL = 0
8) When desired Parameter appear, its possible

' ' %
to change the Level by pressing either SET UP ' ' %
or SET DOWN buttons.
SENSITIVITY
9) The Display will show the new level LEVEL = 1
10) When you are satisfied with the result of the ' ' '
changes you have made, press OUT ' % '
ARE YOU SURE?

11) The Display asks: ARE YOU SURE? YES=ENTER
NO=OUT
12) Press ENTER to accept the changes, or press ' ' '
OUT to discard them ' % '
MAIN MENU
13) The Display will show PARAMETER CHANGE
Figure 128

1) SPEED LIMIT
(Stepper Motor version only). Level 0 to 9. It determines the scaling factor
between the speed of the steering wheel and the speed of the steering motor
but only when the steering wheel is fast turning. By increasing the SPEED LIMIT
value, the steering motor speed increases too. In practice, it sets the maximum
motor speed when the steering wheel is fast turning.
2) SENSITIVITY
(Stepper Motor version only). Level 0 to 9. It determines the scaling factor
between the speed of the steering wheel and the speed of the steering motor
but only when the steering wheel is slow turning. By increasing the
SENSITIVITY value, the steering motor speed increases too. In practice, it
changes the sensitivity of the steering wheel when it is slow turning.
3) CREEP SPEED
Level 0 to 9. It sets a minimum amount of motor torque when the steering motor
is slow turning. It is useful (together with the ANTIROLLBACK parameter, see
12.4.4.12) to neutralize the recall torque generated by the elastic tyre on the
steered wheel.
4) AUX FUNCTION #3
Depending on the configuration, this parameter has different meaning.
RTC version:
Level 0 to 9. This setting performs the Dynamic Numbness compensation: it
consists of a reduction in the steer sensitivity when the truck is driving at high
speed. To get this goal, this setting adjusts the maximum angle at full truck
speed. When the truck speed increases, the maximum steered wheel angle
reduces proportionally. When the truck is full speed the steered wheel angle is
limited to a percentage of the absolute maximum steered wheel angle (i.e. 90
degrees) specified with this setting.
- LEVEL 0: Maximum steered angle at full truck speed is 73% (i.e. 66

degrees).
degrees).
degrees).
degrees).
Each step has a weight of 7%.
Stepper Motor version:

speed. To get this goal, it is necessary to attenuate the scaling factor between
the speed of the steering wheel and the speed of the steering motor. AUX
FUNCTION #3 does that but only when the steering wheel is fast turning. This
attenuation must be proportional to the drive speed. At full drive speed the
attenuation of the scaling factor is maximum.
AUX FUNCTION #3 to Level 0 means no attenuation of the scaling factor with
the truck speed.
AUX FUNCTION #3 to Level 9 means maximum attenuation of the scaling
factor with the truck speed.
Obviously, to perform the Dynamic Numbness compensation, it is necessary to
know the drive speed and so the eps-ac0 must be CAN Bus connected.
5) AUX FUNCTION #2
RTC version:
speed. To get this goal, this setting adjusts the percentage of the maximum
truck speed, at which the steered angle reduction will start. Then for higher
speed the steered angle reduction increases proportionally up to the above
specified limit.
- LEVEL 0: max angle starts to reduce when the truck speed is 1% of

the maximum speed.
the maximum speed.
the maximum speed.
the maximum speed (No max angle reduction).
Each step has a weight of 11%.
Stepper Motor version:

speed. To get this goal, it is necessary to attenuate the scaling factor between
the speed of the steering wheel and the speed of the steering motor. AUX
FUNCTION #2 does that but only when the steering wheel is slow turning. This
attenuation must be proportional to the drive speed. At full drive speed the
attenuation of the scaling factor is maximum.
AUX FUNCTION #2 to Level 0 means no attenuation of the scaling factor with
the truck speed.
AUX FUNCTION #2 to Level 9 means maximum attenuation of the scaling
factor with the truck speed.
Obviously, to perform the Dynamic Numbness compensation, it is necessary to
know the drive speed and so the eps-ac0 must be CAN Bus connected.
6) KP
Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for
RTC and AUTC functions. The proportional contribution is applied to the
difference between the commanded position and the real position (steered
wheel angle). The accuracy of the pursuing between commanded and real
position increases if KP increases. It is used in closed loop applications.
7) POS. ACCURACY
Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for
RTC and AUTC functions. The proportional contribution is applied to the
difference between the commanded position and the real position (steered
wheel angle). The accuracy of the pursuing between commanded and real
position increases if POS. ACCURACY increases. POS. ACCURACY is used
only for closed loop applications. KP and POS. ACCURACY are a coarse and a
fine contribution to the same setting.
8) DYNAM NUMB ANG

Level 0 to 9. This parameter handles the Dynamic Numbness vs. the Steering
Error for RTC and AUTC functions. This functions applies a linear
correspondence between the steering motor speed and the angle error between
the actual commanded position and the latest steady state position of the
steered wheel: when this angle error is wider than the angle specified with this
setting, there will be no clamp on the steering motor speed (full speed steering
motor is SET SAT FREQ plus OVERSAT FREQ); when this angle error is
smaller than 40% of the angle specified with this setting, the maximum
Numbness will be applied. This parameter sets the angle, between the
commanded position and the latest steady state position, at which the steering
motor speed gets its maximum value (SET SAT FREQ plus OVERSAT FREQ).
- LEVEL 0: No Numbness if the angle between tiller and latest steady

state is higher than 5.
Each step has a weight of 6 degrees.
9) DYNAM NUMB SPEED

Level 0 to 9. This parameter handles the Dynamic Numbness vs. the Steering
Error for RTC and AUTC functions. This functions applies a linear
correspondence between the steering motor speed and the angle error between
the actual commanded position and the latest steady state position of the
steered wheel. This parameter sets the percentage of the full steering motor
speed is applied when in the full Dynamic Numbness. The full steering motor
speed is the sum of the SET SAT FREQ and OVERSAT FREQ settings. When
the angle between the actual commanded position and the latest steady state
position is less than 40% of the DINAM NUMB ANG setting, the Full Dynamic
Numbness vs. the Steering Error is applied and the steering speed is clamped
to the DYNAM NUMB SPEED percentage below.
- LEVEL 0: At full Dynamic Numbness, the steering motor frequency is

clamped to 40% (maximum Numbness).
clamped to 46%.
clamped to 53%.
clamped to 100% (no Numbness).
Each step more has a weight of 6.6 %.
10) COMPENSATION
Level 0 to 2. This parameter applies a compensation for the drops in the motor
connections to have a real Emf/f control law.
- LEVEL 0: No compensation.
- LEVEL 1: Compensate the drop on power mosfets and cables.
- LEVEL 2: Compensate the drop on power mosfet, cables and motor
resistance.
COMPENSATION to LEVEL 2 is strongly suggested (the correct setting of the
motor resistance is required when COMPENSATION is set to LEVEL 2-see
13.1).

11) AUXILIARY TIME
This parameter defines the time, after the steer handle is released and the travel
demand deactivated, for which the stand still torque is applied.
- LEVEL 0: No stand still torque.

- LEVEL 1: Brief application of the stand still torque (about 6 secs).
- LEVEL 9: Long application of the stand still torque (about 90 secs).
Intermediate levels are for proportionally increasing auxiliary time. The stand still
torque reduces with a ramp from the ANTIROLLBACK value down to zero with a
delay specified with this setting.
12) ANTIROLLBACK
This parameter adjusts the standstill torque after the steer handle is released
and the travel demand deactivated. It is in percentage of the maximum current.
Injecting a continuous current in the motor generates the stand still torque. It is
useful (together with the CREEP SPEED parameter, see 12.4.4.3) to neutralize
the recall torque generated by the elastic tyre on the steered wheel.
13) 1ST ANGLE COARSE

RTC version with feedback pot:

This parameter regulates in coarse steps the maximum steered wheel angle in
the direction where FEEDBACK ENC is higher than 2.5 V. It is a scaling factor
between the SET POINT POT reading and the FEEDBACK ENC reading.
By increasing this parameter, the maximum steered wheel angle increases too.
The maximum angle in RTC should be regulated in feedforward way by properly
adjusting the angle settings.
Stepper Motor version with toggle switches:

the direction where FEEDBACK ENC is higher than 2.5 V. It limits the angle
measured with the reading WHEEL ANGLE in the following range:
- LEVEL 0: Angle is limited to a WHEEL ANGLE is +80 degrees.

- LEVEL 1: Angle is limited to a WHEEL ANGLE is +84 degrees.
- LEVEL 9: Angle is limited to a WHELL ANGLE is +118 degrees.
Each step has a weight of 3.8 degrees.
When 1ST ANGLE COARSE and 2ND ANGLE COARSE are both to Level 9,
the angle limitation is inhibited.
14) 1ST ANGLE FINE

(RTC version only). This parameter regulates in fine steps the maximum steered
wheel angle in the direction where FEEDBACK ENC is higher than 2.5 V. It is
used in closed loop application only (RTC) and it is a scaling factor between the
SET POINT POT reading and the FEEDBACK ENC reading.
15) 2ND ANGLE COARSE

RTC version with feedback pot:

the direction where FEEDBACK ENC is lower than 2.5 V. It is a scaling factor
between the SET POINT POT reading and the FEEDBACK ENC reading.
The maximum angle in RTC should be regulated in feedforward way by properly
adjusting the angle settings.
Stepper Motor version with toggle switches:

the direction where FEEDBACK ENC is lower than 2.5 V. It limits the angle
measured with the reading WHEEL ANGLE in the following range:
- LEVEL 0: Angle is limited to a WHEEL ANGLE is -80 degrees.

- LEVEL 1: Angle is limited to a WHEEL ANGLE is -84 degrees.
- LEVEL 9: Angle is limited to a WHELL ANGLE is -118 degrees.
Each step has a weight of 3.8 degrees.
When 1ST ANGLE COARSE and 2ND ANGLE COARSE are both to Level 9,
the angle limitation is inhibited.
16) 2ND ANGLE FINE

(RTC version only). This parameter regulates in fine steps the maximum steered
wheel angle in the direction where FEEDBACK ENC is lower than 2.5 V. It is
used in closed loop application only (RTC) and it is a scaling factor between the
SET POINT POT reading and the FEEDBACK ENC reading.
17) NUMBNESS
(RTC version only). This parameter reduces the steering sensitivity close to the
straight-ahead direction.
- LEVEL 0: No reduction in the steer sensitivity with the steering angle.

- LEVEL 9: Steering 4.5 less sensitive in the straight ahead direction.
Intermediate reductions of sensitivity are applied for intermediate settings. The

steering sensitivity increases in a proportional relationship with the increased
steering wheel angle. To be more precise, by increasing the NUMBNESS
setting, no sensitivity modification is applied when the steering wheel is close to
be straight, but higher sensitivity is applied when the steering wheel is angled.
As consequence, when changing the NUMBNESS value, it is necessary to re-
adjust the maximum angle limitations with the settings 1ST ANGLE COARSE
(and FINE) and 2ND ANGLE COARSE (and FINE).
18) LAG FB REGULAT

Level 0 to 9. It is used to set the integral (lag) contribution to a PID algorithm for
RTC and AUTC functions. The integral contribution is applied to the FEEDBACK
ENC value only. It works like a low pass filter to get smooth the pursuing next to
the commanded position. The derivative (lead) contribution generates dither that
is possible to reduce by increasing this adjustment. Obviously lag and lead
regulations influence the stability of the closed loop and so different setting must
be empirically tried to avoid oscillations.
- LEVEL 0: lowest lag contribution (high cut off frequency low pass filter).
- LEVEL 9: highest lag contribution (low cut off frequency low pass filter).
19) LEAD FB REGULAT

Level 0 to 9. It is used to set the derivative (lead) contribution to a PID algorithm
for RTC and AUTC functions. The derivative contribution is applied to the
FEEDBACK ENC value only. High LEAD FB REGULAT value brakes the
steering motor in advance respect to the commanded position so avoiding the
overshooting of the commanded position. On the other side generates damping
and dither, close to the commanded position. Obviously lag and lead regulations
influence the stability of the closed loop and so different setting must be
empirically tried to avoid oscillations.
- LEVEL 0: lowest lead contribution (overshooting is favourite).

- LEVEL 9: highest lead contribution (damping is favourite).

12.4.5 Zapi menu HARDWARE SETTINGS functions list
To enter this Zapi hidden menu a special procedure is required. Ask this procedure
directly to a Zapi technician.
1) MAXIMUM CURRENT
MAXIMUM CURENT sets the limit for the current in the controller.
2) CAN BUS
ABSENT or PRESENT. This setting specifies whether the eps-ac0 is CAN Bus
connected or not. When CAN BUS is ABSENT, the CAN BUS KO alarm is
inhibited together with any starting sequence used to synchronize via CAN Bus
the eps-ac0 with the other controllers.
3) SET HI RESOL AD
When it is set to Level 1, enables an analog to digital conversion with high
resolution applied to the command pot CPOC1. Level 0 means the high
resolution AD conversion is inhibited. Level 2 is not used.

12.4.6 Zapi menu SPECIAL ADJUSTMENT functions list
To enter this Zapi hidden menu a special procedure is required. Ask this procedure
directly to a Zapi technician.
1) HIGH ADDRESS
Zapi reserved.
2) SET TEMPERATURE
Factory adjusted.
3) MAX SP SLOPE
(RTC version only). This setting is used to adjust the slope threshold for the
STEER SENSOR KO alarm (see 14.1.3.6).
This alarm occurs when the slope of one of the set point potentiometers
(CPOC1 or CPOC2) is detected larger than the MAX admitted slope. The MAX
admitted slope is specified with this setting:
- LEVEL 0: the max admitted slope is 61 corresponding to 0.3 V in 16

msec. (i.e. STEER SENSOR KO alarm occurs when either
CPOC1 or CPOC2 changes more than 0.3 V in 16 msec.
This means that the SLOPE PEAK reading in the tester
menu assumes larger than 61 value. See 12.4.7.23).
msec.
msec.
msec.
msec.
msec.
msec.
msec.
msec.
msec.
Default value is LEVEL 9.
Pay attention the LEVEL 9 gets the alarm strongly insensitive and it is the right
setting only when the twin pot redundancy is adopted for the set point
potentiometer; when just one single set point potentiometer is adopted, we
advice against using LEVEL 9.
4) DEBUG OUTPUT
This adjustment is used to temporary change the configuration or inhibit some
diagnosis to aid the troubleshooting. Take care to set DEBUG OUTPUT to Level
15 after finishing the troubleshooting.
- LEVEL 0: Self-acquisition of the stepper motor offsets (see 12.4.2.11-

12) in open loop application. It switches automatically to the
default Level 15 after the self-acquisition.

- LEVEL 1-9 Zapi reserved.
- LEVEL 10: Enables the NO LOAD CURRENT test (see 12.4.2.10). Roll
from level 10 to level 15 and save the new setting to exit this
testing condition.
- LEVEL 11: Disables the alarms FB SENS LOCKED, MOTOR LOCKED
and POSITION ERROR (the latest only for FB ENC &
Toggle Switches configuration) till a new DEBUG OUTPUT
hand setting.
- LEVEL 12: The SET POINT POT of the Tester menu is connected at the
high resolution AD input (it is in the range 0 to 5Vdc when
the command potentiometer (CPOC1) is close to ZERO SP
POT).
- LEVEL 13: Reading SET POINT POT in the tester menu is connected to
the 2nd wiper of the twin (command) pot (CPOC2 on
CNA#8).
- LEVEL 14: Disables the alarms FB POT LOCKED, MOTOR LOCKED
and POSITION ERROR (the latest only for FB ENC &
TOGGLE SWs configuration). It switches automatically to the
default Level 15 recycling the key.
- LEVEL 15: Default value (no special functions activated).

12.4.7 Main menu TESTER functions list
The TESTER functions are real time feedback measurements of the state of the
controller. It is possible to know the state (active disactive) of the digital I/Os, the
voltage value of the analog inputs and the state of the main variables used in the
motor. Enter the headline in the hand-set display and roll for the TESTER item.
1) STEPPER MOTOR
Voltage value with 2 decimal digit. Measurement of the stepper motor speed
with sign in the range 0 to 5 Vdc.
2) SET POINT POT

Voltage value with 2 decimal digit. Measurement of the potentiometer connected
to CNA#9 (CPOC1). Switch DEBUG OUTPUT to level 13 to get CNA#8
(CPOC2) on this reading (see 12.4.6.4).
3) FEEDBACK POT
(feedback pot version only). Voltage value with 2 decimal digits. Measurement
of the feedback potentiometer connected to CNB#6 (CPOT).
4) FEEDBACK SECTOR
(toggle switches version only). Voltage value with 2 decimal digits. It supplies
real time the information of the sector (quadrant) detected through the toggle
switches. It assume the following value:
3.13 V in the sector from 0 to +90 degrees.
4.39 V in the sector from +90 to +180 degrees.
0.62 V in the sector from -180 to -90 degrees.
1.88 V in the sector from -90 to 0 degrees.
5) FEEDBACK ENC
Voltage value with 2 decimal digit. Measurement (scaled in the range 0 to 5
Vdc) of the position of the feedback encoder connected to CNB#7 and CNB#8.
6) TEMPERATURE
Degrees. Temperature of the controller base plate.
7) MOTOR TEMPERATURE
Degrees. Temperature of the motor windings measured with the thermal sensor
inside the motor and connected to CNB#3.
8) FREQUENCY
Hertz value with 2 decimal digit. This is the frequency applied to the steering
motor.
9) SAT. FREQ HZ
Hertz value with 2 decimal digit. This is a real time magnetic flux measurement:
Vbattery/ SAT. FREQ HZ provides real time the linked flux in the motor. The flux
in the motor is modulated from 75% to 100% of the maximum flux.
The maximum flux is Vbattery/SET SAT FREQ.
The minimum flux is Vbattery/(1.33*SET SAT FREQ). When the motor is
loaded, SAT. FREQ HZ is equal to SET SAT FREQ; when the motor is
lightened the flux reduces and SAT. FREQ HZ increases up to 1.33*SET SAT
FREQ.

10) MOTOR VOLTAGE
It is a percentage. 100% means the sine waves in the motor have the maximum
PWM amplitude.
11) MOTOR CURRENT

Ampere value. Root Mean Square value of the line current in the motor.
12) ENC SPEED

Hertz value with 2 decimal digit. This is the speed of the motor measured with
the encoder on the motor shaft.
13) ENDSTROKE CW
Provides real time the active state (ON) or not of the CW toggle switch
(connected to CNA#3). It is On when CNA#3 is low (see 7.5).
14) ENDSTROKE ACW

Provides real time the active state (ON) or not of the CCW toggle switch
(connected to CNA#2). It is On when CNA#2 is low (see 7.5).
15) CW LIMIT LEVEL

When the maximum angle limitation via feedback sensors is enabled (option
LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE
COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK
DEVICE is OPTION #4) and the FEEDBACK ENC overtakes the superior limit
for the steered wheel angle limitation, the steered wheel angle will be limited
and CW LIMIT LEVEL turns ON (active).
16) ACW LIMIT LEVEL

When the maximum angle limitation via feedback sensors is enabled (option
LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE
COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK
DEVICE is OPTION #4) and the FEEDBACK ENC is lower than the inferior limit
for the steered wheel angle limitation, the steered wheel angle will be limited
and ACW LIMIT LEVEL turns ON (active).
17) AUTO IN PROGRESS

Provides real time the information the eps-ac0 follows the manual command
(AUTO IN PROGRESS is OFF) or is executing an automatic centering (AUTO
IN PROGRESS is ON).
18) MM ALARM SWITCH

It is On when the safety contact belonging to the main uC is closed.
19) SM ALARM SWITCH

It is On when the safety contact belonging to the slave uC (supervisor) is closed.
20) TRUCK MOVING

It provides the state of the travel demand for driving the truck. This information
is obtained either with the travel demands directly connected to CNA#1 or via
CAN Bus (depending by the state of the CAN BUS setting see 12.4.5.2).
21) HIGH RESOL AD

It turns ON when the set point potentiometer is processed with a high resolution
AD.

22) WHEEL ANGLE
Angle measurement degrees. For the configuration with toggle switches only, it
is the steered wheel angle in the range 0 180 degrees. WHEEL ANGLE is zero
in the position where an edge is detected in the straight ahead toggle switch.
23) SLOPE PEAK

This reading is just for debugging the maximum slope of the potentiometers
connected to the eps-ac0. Especially when a reduced sensor equipment is
chosen (just a single command potentiometer or just a single feedback
potentiometer without encoder), a concern regarding the safety raises: if a
single potentiometer fails a sudden movement of the steered wheel may occur
with danger. To avoid this problem it is necessary to detect any failure in a
single potentiometer. This is hard to do because the failure mode can be quite
different. Anyway, the best countermeasure we can take, is to seek for the wiper
voltage changes faster than its physical limit. In fact, for the limited speed of the
steering motor (or of the steering wheel), the slope in the wiper voltage must be
limited under a certain threshold. When this slope threshold is overtook, the
potentiometer may be assumed broken. So, it is useful to measure the
maximum slope occurring in your application when right working, in order a right
slope threshold can be chosen to avoid an alarm occurs when the potentiometer
is not failed (see 12.4.6.3).
The SLOPE PEAK reading in the tester menu is a real time measurement of the
slope peak of the potentiometers. In particular:
When the special adjustments DEBUG OUTPUT is other than Level 12 or 13,
SLOPE PEAK supplies the slope peak of the CPOC1 set point potentiometer
(CNA#9).
When the special adjustments DEBUG OUTPUT is Level 13, SLOPE PEAK
supplies the slope peak of the CPOT feedback potentiometer (CNB#6).
When the special adjustments DEBUG OUTPUT is Level 12, SLOPE PEAK
supplies the slope peak of the CPOC2 set point potentiometer (CNA#8).
The SLOPE PEAK measurement is the difference between two AD conversions
of the selected potentiometer picked up with 16 msec long interval. The SLOPE
PEAK reading can be converted in a Voltage change (V in volts) of the wiper
voltage in an interval 16 msec long, with the formula:
V = SLOPE PEAK*5/1024 = Voltage change in Volts in 16 msec
(e.g. When SLOPE PEAK is 61 it means the selected potentiometer, in the

worst case, changes 61*5/1024=0.3 V in 16 msec.).
Obviously the SLOPE PEAK reading must be compared with the threshold for
the STEER SENSOR KO and JERKING FB POT alarms (see 14.1.3.6-7). The
STEER SENSOR KO alarm may be adjusted (see MAX SP SLOPE 12.4.6.3);
the JERKING FB POT occurs when the CPOT slope, overtakes a constant
threshold is 0.3 V in 16 msec (i.e. SLOPE PEAK= 61).
24) READ FBPT AT SW1

This reading is used only when the FEEDBACK DEVICE is OPTION #3
(FBENC, FBPOT, SW1). It gives the FB POT value at the initial matching with
the falling edge on the straight ahead switch (SW1). This reading is expected to
reply the SET FBPOT AT SW1 value (see 12.4.2.18 in the adjustments menu).
When a displacement exists between these two readings, a POSITION ERROR
alarm may occur (see 14.1.3.5).
25) TRUCK SPEED

Percentage value. It represents the truck speed represented in percentage of

the full drive speed. It is used for the dynamic numbness (i.e. the steering
sensitivity reduces when the truck speed increases).
26) ENC COUNT AT 360

(only when FEEDBACK DEVICE is OPTION #4).This reading shows the
encoder counting between two falling edges on the straight ahead switch. It
must be meant as the encoder counting corresponding to a steered wheel
revolution. It is scaled in the range 0 to 5 V with the meaning that 5 V
corresponds to an encoder counting of 215 events. The ENC COUNT AT 360
absolute value can be recorded on the adjustment SET ENC AT 360.

13 OTHER FUNCTIONS
Here is a list of special functions hand set assisted, that are not documented yet.
13.1 Acquiring the Motor resistance

When it is possible, the steering motor is controlled sensorless. To get the best
performance in terms of the max torque generated, it is necessary to compensate
for the drop in the motor resistance. So the correct value of the motor resistance
must be known.
Eps-ac0 provides a self-acquisition procedure to acquire the motor resistance.
It is just enough to connect the eps-ac0 to the battery, to the motor and to the wiring
in order no alarm occurs. Then:
1) Enter the ADJUSTMENTS menu searching for ADJUSTMENT #01 setting.
2) Turn ADJUSTMENT #01 to Level 1. (A DATA ACQUISITION alarm occurs and
a half Imax DC current is automatically injected in the motor).
3) Wait about 2 secs.
4) Roll ADJUSTMENT #01 back to Level 0.
5) Save the new setting.
With this procedure the resistance between two motor terminals is automatically
measured and recorded (in milliohms) on the ADJUSTMENT #02 (see 12.4.2.3).
It is also possible to adjust the motor resistance value without self-acquisition by
rolling the ADJUSTMENT #02.
The acquisition of the motor resistance should be performed to find the correct value
when developing a new truck prototype; the correct value will be the default setting
for the mass production of that truck.
13.2 Alignment at the rest position

In the open loop applications (i.e. when the stepper motor is used in the steering
wheel or the steer command is a speed information coming via CAN bus) an
alignment at the rest position is automatically performed when the steered wheel
has a drift with a released steering wheel. This alignment at the rest position is
handled closed loop and so a feedback sensor is required. So this function is
performed only either with SYSTEM CONFIG to level 0 or with SYSTEM CONFIG to
level 4. When the feedback sensor uses a feedback potentiometer, the alignment at
rest position is performed for both cases (SYSTEM CONFIG to level 0 and 4)
provided that option LIMIT DEVICE is ON. When the feedback sensor uses toggle
switches, the alignment at the rest position is performed only when SYSTEM
CONFIG is level 0.
13.3 Straight ahead steering numbness

It is possible to reduce the steering sensitivity while the steered wheel is close to be
straight ahead by using the NUMBNESS setting in the PARAMETERS CHANGE
menu. Increasing the NUMBNESS parameter gets the steering less responsive
when the truck is driving next to the straight ahead direction (i.e. a certain increment
of the steering wheel angle gets a smaller increment of the steered wheel angle
when the truck is driving straight ahead than when it is angled).
Higher NUMBNESS setting results in higher numbness of the steering at low
steered wheel angle. NUMBNESS to Level 0 results in a linear relationship between
the command and the steered wheel angle (no sensitivity reduction in straight
ahead).
13.4 Special Debugging and Troubleshooting system

Eps-ac0 provides a special adjustment (DEBUG OUTPUT) to facilitate the
troubleshooting. Some alarms may be due to many different causes that are difficult
to catch. In particular, the alarms in which the steered wheel does not pursuit the
commanded positions (FB POT LOCKED, FB SENSOR LOCK, MOTOR LOCKED,
POSITION ERROR) may be due to a mechanical fault or to a failed sensor or to a
problem in the motor. It is difficult to find the root for the problem in the short time
before the alarm occurs. For this reason the eps-ac0 provides a method to
temporary inhibit these alarms. It is just enough to set the special adjustment
DEBUG OUTPUT to Level 11. Then the steering system works without these alarms
and the service can take longer time to analyze the system and to catch the fault.
Together with this possibility DEBUG OUTPUT provides many other special
functions (that are described in paragraph 12.4.6.4). For example it is possible to
use the hand set to read the voltage from the second twin pot wiper (CPOC2 on
CNA#8) on the reading SET POINT POT of the hand set. It is just enough to turn
DEBUG OUTPUT to level 13.
U Dont forget to turn DEBUG OUTPUT to Level 15 after finished the test.

14 EPS-AC0 ALARMS LIST
The ALARMS logbook in the MAIN MENU records the alarms of the controller. It has
a FIFO (First Input First Output) structure that means the oldest alarm is lost when
the database is full and a new alarm occurs. The logbook is composed of five
locations getting possible to stack five different types of alarms with the following
information:
1) The alarm code
2) The times that each alarm occurs consecutively
3) The Hour Meter value when the latest event of every alarm occurred
4) The inverter temperature when the latest event of every alarm occurred.
This function permits a deeper diagnosis of problems as the recent history can be
revisited.
The CAN Bus code is the corresponding number with which the alarm is signalled
on the CAN Bus (ID 0x298h).
14.1 Main menu ALARMS list

To Enter the MAIN MENU push the Enter button at the Home Page of the hand set
display and Roll for the ALARMS item. Here is the ALARMS list:
14.1.1 One Blink Alarms
1) MICRO SLAVE KO
CAN Bus Code = 246
- Cause: In stepper motor application, this alarm occurs if the main uC is
detecting a direction of the stepper motor not matched with the one
that the slave uC is detecting.
In closed loop application, this alarm occurs if the main uC is
detecting a direction of the steering error not matched with the one
that the slave uC is detecting.
Furthermore, this alarm occurs also if the main uC is detecting no
steering limitation meanwhile the slave uC is detecting e steering
limitation.
- Remedy: It is necessary to replace the controller.
2) MICRO SLAVE #4
CAN Bus Code = 221
- Cause: It occurs in one of the following conditions:
(Open loop application only) If the slave uC detects the stator
voltage phasor rotates in the opposite direction respect to the sign
of the stepper motor speed, this alarm occurs.
(Closed loop application only) If the slave uC detects the stator
voltage phasor rotates in the opposite direction respect to the
commanded position, this alarm occurs.
3) MICRO SLAVE
CAN Bus Code = 250
- Cause: It occurs when the information on the status bus between the main
uC and the slave uC is frozen to the 0xFF value (the slave uC
does not update the status bus configuration).

4) MICRO SLAVE #8
CAN Bus Code = 212
- Cause: It occurs when the encoder counting of the main uC is not matched
with the encoder counting of the slave uC.
5) INPUT ERROR #1
CAN Bus Code = 99
- Cause: It occurs when the voltage on CNA#4 (NK1: Lower Potential
Terminal of the Safety Contacts (see 7.6) is higher than 12 V
before to turn the safety contacts closed.
- Remedy: When the safety contacts are open, the voltage on CNA#4 is
expected to be close to 0 Vdc and this is independent from
whether the safety contacts are connected to a plus battery or to a
minus battery (see 7.6). In the first case (safety contacts
connected to a plus battery), when the safety contacts are open,
CNA#4 is connected to a minus battery through a load. Only a
harness mistake may connect NK1 to a higher than 12 V voltage.
6) SERIAL ERR #1
CAN Bus Code = 6
- Cause: Main uC and Slave uC communicate via a local serial interface.
This alarm occurs when the slave uC does not receive the
communication from the main uC through this serial interface.
7) SLAVE COM. ERROR

CAN Bus Code = 227
- Cause: Main uC and Slave uC communicate via a local serial interface.
This alarm occurs when the main uC does not receive the
communication from the slave uC through this serial interface.
8) NO SYNC
CAN Bus Code = 226
- Cause: Every 16msec, inside the code cycle, the main uC rises and then
lowers an input for the slave uC (SYNC). When the slave uC
detects no edge for more than 100 msec on this input, this alarm
occurs. This is just a watch dog function: when the main uC does
not execute the code cycle it does not update the SYNC signal and
the slave uC cuts off the steer and traction.
9) KM CLOSED
CAN Bus Code = 253
- Cause: This alarm occurs at key on if the slave uC detects the safety
contact, of the main uC, closed prior to be commanded.
- Remedy: This alarm occurs if the connection CNA#5 (K1) is around a
voltage of 12 Vdc when switching on the key. In fact, when the
safety contacts are open, K1 is expected being connected to a
battery voltage (not 12 V). Search for a harness problem or
replace the controller.
10) KM OPEN
CAN Bus Code = 251

- Cause: This alarm occurs if the slave uC detects the safety contact, of the
main uC, open when expected being closed.
11) KS CLOSED
CAN Bus Code = 254
- Cause: This alarm occurs if the main uC detects the safety contact, of the
slave uC, closed prior to be commanded.
- Remedy: This alarm occurs if the connection CNA#4 (NK1) is around a
voltage of 12 Vdc when switching on the key. In fact, when the
safety contacts are open, NK1 is expected being connected to a
minus battery voltage (not 12 V). Search for a harness problem or
12) KS OPEN
CAN Bus Code = 252
- Cause: This alarm occurs if the main uC detects the safety contact, of the
slave uC, open when expected being closed.
13) CLOCK PAL NOT OK

CAN Bus Code = 218
- Cause: The main uC sends an analog signal towards the slave uC to reset
the slave uC on demand. When the slave uC detects this analog
signal external to a window from 2.2 to 2.8 and not in the range to
generate the reset on demand, the slave uC raises this alarm.
14.1.2 Two Blinks Alarms

1) HIGH CURRENT
CAN Bus Code = 70
- Cause: This alarm occurs if the circuit to limit via hardware the current in
the motor is either always active at key-on or repeatedly active
when the motor is turning.
- Remedy: Check the motor is suited to work with the eps-ac0 (not oversized).
Otherwise it is necessary to replace the controller.
2) POWER FAILURE #1
CAN Bus Code = 73
- Cause: This alarm occurs when the current in the phase W of the motor is
zero and the motor is commanded for moving.
- Remedy: Check the power fuse is OK. Check the battery positive arrives to
the controller. Check the continuity of the wire in the phase W of
the motor. Otherwise it is necessary to replace the controller.
3) POWER FAILURE #2
CAN Bus Code = 72
- Cause: This alarm occurs when the current in the phase U of the motor is
the controller. Check the continuity of the wire in the phase U of

4) POWER FAILURE #3
CAN Bus Code = 71
- Cause: This alarm occurs when the current in the phase V of the motor is
the controller. Check the continuity of the wire in the phase V of
5) LOGIC FAILURE #1
CAN Bus Code = 19
- Cause: This alarm occurs when the real voltage between phases W and U
of the motor is different from the desired.
6) LOGIC FAILURE #2
CAN Bus Code = 18
- Cause: This alarm occurs when the real voltage between phases W and V
of the motor is different from the desired.
7) MAIN CONT. OPEN

CAN Bus Code = 48
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-ac0 waits for a via CAN information that the traction
controller has closed the main contactor. If this information lacks
more than about 1.5 secs, this alarm occurs.
- Remedy: Find, on the traction controller, the reason for keeping the main
contactor open.
8) CAN BUS KO
CAN Bus Code = 247
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-ac0 must receive the event messages from the
traction controller. If these messages lack more than about 1 sec,
this alarm occurs.
- Remedy: Check the CAN Bus communication system and analyse the
frames from the traction controller to the steer controllers.
9) MOTOR LOCKED
CAN Bus Code = 220
- Cause: This alarm occurs if the current in the steering motor stays close to
the maximum current longer than 1 sec.
- Remedy: Search for a mechanical problem locking the motor. To make
easier the fault catching, set DEBUG OUTPUT to level 11 (see
12.4.6.4).
14.1.3 Three Blinks Alarms

1) D LINE SENSOR KO
CAN Bus Code = 243
- Cause: This alarm occurs when the mean voltage on the Direct line of the
stepper motor (connection CNA#9) is not null: the voltage on every
stepper motor line is a sine wave with null mean voltage.
- Remedy: Check the continuity of the stepper motor connections. In particular
the resistance between CNA#9 and the minus battery (with the

stepper motor at rest) is expected being very low (close to 30
ohms).
2) Q LINE SENSOR KO
CAN Bus Code = 242
- Cause: This alarm occurs when the mean voltage on the Quadrature line
of the stepper motor (connection CNA#8) is not null: the voltage on
every stepper motor line is a sine wave with null mean voltage.
- Remedy: Check the continuity of the stepper motor connections. In particular
the resistance between CNA#8 and the minus battery (with the
stepper motor at rest) is expected being very low (close to 30
ohms).
3) S.P OUT OF RANGE

CAN Bus Code =248
- Cause: This alarm occurs for a fault on the command potentiometer
(CPOC1 on CNA#9, CPOC2 on CNA#8).
When a single command pot is chosen, the alarm occurs if its
wiper (CPOC1) exits the range from 0.8 Vdc to 4.2 Vdc.
When the twin pot is chosen, the alarm occurs if the sum of the
two wiper voltages (CPOC1+CPOC2) exits the range from 4.5 Vdc
to 5.5 Vdc.
- Remedy: Check the connections of the potentiometer. This alarm occurs
when one connection of the command potentiometer is broken.
4) F.B OUT OF RANGE

CAN Bus Code =249
- Cause: This alarm occurs for a fault on the feedback potentiometer (CPOT
on CNB#6). This alarm occurs if CPOT exits the range from 0.3
Vdc to 4.7 Vdc.
- Remedy: Check the connections of the feedback potentiometer. This alarm
occurs when one connection of the feedback potentiometer is
broken.
5) POSITION ERROR
CAN Bus Code =228
- Cause: This alarm occurs for an error in the redundant test of the feedback
sensors.
1) When the feedback potentiometer is used together with the
feedback encoder, the angle of the steered wheel is measured
with both of them: FEEDBACK ENC and FEEDBACK POT in the
tester menu are expected to be equal. When they are different
more than 20 degrees this alarm occurs (SET MAX FB POTSET
MIN FB POT corresponds to 180 degrees).
2) When the feedback encoder is used together with toggle

switches, this alarm occurs if the sector (toggles switches
configuration) and the encoder counting are not matched. The
sector is provided via the FEEDBACK SECTOR reading in the
tester menu; the encoder counting is provided via the WHEEL
ANGLE reading in the tester menu. In particular (in case of two
toggle switches):

Admitted
WHEEL ANGLE Admitted
FEEDBACK
[degrees] sector
SECTOR
-22 to +22 1st or 4th 3.13 V or 1.88 V
+23 to +67 1st 3.13 V
+68 to +112 1st or 2nd 3.13 V or 4.39 V
+113 to +157 2nd 4.39 V
+158 to -158 2nd or 3rd 4.39 V or 0.62 V
-157 to -113 3rd 0.62 V
-112 to -68 3rd or 4th 0.62 V or 1.88 V
-67 to -23 4th 1.88 V
- Remedy: Check the potentiometer connected to CNB#6 is right working. If

toggle switches are connected to CNA#2 and CNA#3, verify they
are right working and the setting AUX FUNCTION 11 (see
12.4.1.9) is correct. Verify also the sensor bearing in the motor
(encoder) has not a slip (the sensor bearing has two rings: one is
connected to the rotor shaft; the other is connected to the motor
frame. Check these two rings are strictly connected to their
structure without slip.
6) STEER SENSOR KO
CAN Bus Code =84
- Cause: This alarm occurs if the command potentiometer (CPOC1 on
CNA#9 or CPOC2 on CNA#8) changes with a jerk larger than
MAX SP SLOPE (see 12.4.6.3). This alarm is used to catch a
discontinuity in the voltages of the command potentiometer.
- Remedy: Change the twin pot.
7) JERKING FB POT
CAN Bus Code =223
- Cause: This alarm occurs if the feedback potentiometer (CPOT on
CNB#6) changes with a jerk larger than 0.3 V in 16 msec. This
alarm is used to catch a discontinuity in the voltages of the
feedback potentiometer.
- Remedy: Change the feedback potentiometer.
8) FB POT LOCKED or FB SENS LOCKED

CAN Bus Code =222
- Cause: In application with a feedback potentiometer, this alarm occurs if
the feedback potentiometer (CPOT on CNB#6) does not change
(or changes in the opposite direction) its value even if commanded
to change.
In application with toggle switches with ENCODER CONTROL to
off, this alarm occurs if the feedback encoder counting does not
change its value even if commanded to change.
- Remedy: In application with the feedback potentiometer, verify the feedback
potentiometer is not mechanically loosened. Check there is not a
mechanical block of the steered wheel.
Be sure the wiper has not reached its own electrical limit because
of too much angle of the steered wheel.
Besides, this alarm may occur at the installation when the motor
rotates in the wrong direction turning away from the wished
position.
In application with toggle switches, verify the encoder is not
mechanically loosened. Check there is not a mechanical block of
the steered wheel.
To make easier the fault catching, set DEBUG OUTPUT to level
11 (see 12.4.6.4).
9) STEPPER MOTOR MISM

CAN Bus Code =219
- Cause: This alarm occurs if the frequency and the amplitude of the
voltages from the stepper motor lines are mismatched in between
(i.e. the voltage from the D and Q line of the stepper motor have
high amplitude but with very low frequency). In normal condition
when the amplitude of the stepper motor lines increases, the
frequency of the stepper motor lines must increase too.
10) ENCODER ERROR

CAN Bus Code =241
- Cause: It occurs when ENCODER CONTROL is set ON and the real
frequency does not pursuit the commanded frequency
- Remedy: This condition is several times due to either, a mismatching
between the Encoder resolution used in the SW and the real
encoder resolution, or a wrong connection between the two
encoder channels. In this latest case exchange in between the two
encoder channels.
11) BAD ENCODER SIGN

CAN Bus Code =83
- Cause: It occurs in applications with toggle switches when the applied
frequency (FREQUENCY) and the motor speed (ENC SPEED)
have opposite sign.
- Remedy: Swap in between the two encoder channels (CNB#7 with CNB#8).
14.1.4 Four Blinks Alarms

1) EEPROM KO
CAN Bus Code = 13
- Cause: It occurs if a test to write and read one location in EEPROM fails.
The SW expects to read the written value. It occurs also when the
hour counter gives different values between the three redundant
locations in which it is recorded. It occurs also when the busy bit of
the EEPROM does not rise within 12 msec.
2) GAIN EEPROM KO
CAN Bus Code = 244
- Cause: The parameters to compensate for the gain of the current
amplifiers (ADJUSTMENT #03 and ADJUSTMENT #04) are
recorded in a not volatile memory (eeprom) with a redundant
handling. In fact every adjustment is recorded in three eeprom
locations. If the values in these three locations are different in
between this alarm occurs.
- Remedy: It is necessary to send the controller to Zapi to execute the
maximum current regulation.

3) CURRENT GAIN
CAN Bus Code = 225
- Cause: This alarm occurs when the parameters to compensate for the
gain of the current amplifiers (ADJUSTMENT #03 and
ADJUSTMENT #04) have the default values (i.e. the maximum
current was not regulated).
- Remedy: It is necessary to send the controller to Zapi to perform the
maximum current regulation.
14.1.5 Five Blinks Alarms

1) HIGH TEMPERATURE
CAN Bus Code = 61
- Cause: This alarm occurs if the temperature of the controller base plate
overtakes 75 degrees.
- Remedy: Improve the cooling of the controller; otherwise it is necessary to
2) MOTOR TEMPERAT.
CAN Bus Code = 65
- Cause: This alarm occurs only when DIAG MOTOR TEMP is on and the
thermal sensor inside the motor measures a temperature higher
than 150 degrees. It occurs also when trying to acquire the motor
resistance with a temperature in the motor higher than 150 degree
(still with DIAG MOTOR TEMP to ON).
- Remedy: Check the thermal sensor in the motor is right working. If it is,
improve the cooling of the motor.
14.1.6 Six Blinks Alarms

1) STBY I HIGH
CAN Bus Code = 53
- Cause: This alarm occurs two ways:
1) In the initial rest state after key on, if the outputs of the current
amplifiers are not comprised in the window 2.2 to 2.8 Vdc.
2) After the initial diagnosis this alarm occurs when the outputs of
the current amplifiers at rest have a drift larger than 0.15 V.
2) VMN NOT OK
CAN Bus Code = 32
- Cause: This alarm occurs in the initial rest state after key on if the outputs
of the motor voltage amplifiers are not in the window from 2.2 to
2.8 Vdc.
3) LOGIC FAILURE #3
CAN Bus Code = 17
- Cause: This alarm occurs in the rest state if the output of the voltage
amplifier of the phase Vu-Vw have a drift larger than 0.25 V.
4) LOGIC FAILURE #4
CAN Bus Code = 16

- Cause: This alarm occurs in the rest state if the output of the voltage
amplifier of the phase Vw-Vv have a drift larger than 0.25 V.
14.1.7 Thirty-two Blinks Alarms

1) DATA ACQUISITION
MDI-PRC Code = 245
- Cause: This alarm occurs when the acquiring the motor resistance or
when adjusting the parameters to compensate for the gain of the
current amplifiers (maximum current factory adjusted).
- Remedy: Recycle the key.
14.1.8 No Blink Alarms (Warning)

These alarms do not cut the truck off; they only reduce the truck speed. So they
warns the operator of a particular state in the truck.
1) STEER HAZARD
CAN Bus Code = 85
- Cause: This is just a warning to inform that the steering controller is
limiting the angle in the steering direction. No speed reduction
occurs on the traction.
2) WAITING DATA
CAN Bus Code = 237
- Cause: This warning occurs only if CAN BUS is PRESENT. At key-on the
eps-ac0 asks to the traction controller to send a list of parameters
via CAN Bus. From the request until the parameters are correctly
relieved, this warning occurs. The steer is not activated yet, and
the safety relays remain open when this warning is present.
3) WAITING FOR TRAC

CAN Bus Code = 239
- Cause: At key-on the eps-ac0 needs an assent from the traction controller
to close the safety contacts and to turn onto operational mode.
Until this assent is not relieved, this warning occurs. The steer is
not activated yet and the safety relays remain open when this
warning is present.
4) EPS NOT ALIGNED

CAN Bus Code = 238
- Cause: This is a real alarm that cut off the traction. It occurs at the initial
alignment if the straight-ahead condition is not matched within
6sec. Throughout this 6 secs delay, the steer is not activated yet,
the safety relays are open and the traction is stopped.

14.2 CAN BUS ALARMS List
The Alarm Code List supplied by the eps-ac0 (Source Device Code 06) is the
following:
6: SERIAL ERR #1
13: EEPROM KO
16: LOGIC FAILURE #4
32: VMN NOT OK
48: MAIN CONT. OPEN
53: STBY I HIGH
61: HIGH TEMPERATURE
65: MOTOR TEMPERAT.
70: HIGH CURRENT
71: POWER FAILURE #3
83: BAD ENCODER SIGN
84: STEER SENSOR KO
85: STEER HAZARD
99: INPUT ERROR #1
212: MICRO SLAVE #8
218: CLOCK PAL NOT OK
219: STEPPER MOTOR MISM
220: MOTOR LOCKED
221: MICRO SLAVE #4
222: FB POT LOCKED
223: JERKING FB POT
225: CURRENT GAIN
226: NO SYNC
227: SLAVE COM. ERROR
228: POSITION ERROR
237: WAITING DATA
238: EPS NOT ALIGNED
239: WAITING FOR TRAC
241: ENCODER ERROR
242: Q LINE SENSOR KO
243: D LINE SENSOR KO
244: GAIN EEPROM KO
245: DATA ACQUISITION
246: MICRO SLAVE KO
247: CAN BUS KO
248: S.P OUT OF RANGE
249: F.B OUT OF RANGE
250: MICRO SLAVE
251: KM OPEN
252: KS OPEN
253: KM CLOSED
254: KS CLOSED

15 RECOMMENDED SPARE PARTS
Part number Description
C36090 Stepper motor minebea

E07161 Twin pot
C38207 Best motor 300 W AC motor and P62 DMS gear box 1:51

16 PERIODIC MAINTENANCE TO BE
REPEATED AT TIMES INDICATED
Check the wear and condition of the Contactors moving and fixed contacts.
Electrical Contacts should be checked every 3 months.
Check the Battery cables, cables to the controller, and cables to the motor. Ensure
the insulation is sound and the connections are tight.
Cables should be checked every 3 months.
Check the mechanical operation of the Contactor(s). Moving contacts should be free
to move without restriction.
Check every 3 months.
Checks should be carried out by qualified personnel and any replacement parts
used should be original. Beware of NON ORIGINAL PARTS.
The installation of this electronic controller should be made according to the
diagrams included in this Manual. Any variations or special requirements should be
made after consulting a Zapi Agent. The supplier is not responsible for any problem
that arises from wiring methods that differ from information included in this Manual.
During periodic checks, if a technician finds any situation that could cause damage
or compromise safety, the matter should be bought to the attention of a Zapi Agent
immediately. The Agent will then take the decision regarding operational safety of
the machine.
Remember that Battery Powered Machines feel no pain.
NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER.
16.1 Testing the faulty detection circuitry

The material handling directive EN1175 requires periodic testing of the controllers
fault detection circuitry to be checked in one of the following modes (choose the one
you prefer):
1) Switch on the key and try to disconnect the stepper motor or the twin pot. An
alarm, stopping the traction should immediately occur.
2) Try to disconnect the steering motor. After switching on the key an alarm
stopping the traction should immediately occur as soon as the steering (or
handle) wheel rotates.

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ELECTRONIC OLEODYNAMIC INDUSTRIAL

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

4 The symbol aboard is used inside this publication to indicate an annotation or a

U The symbol aboard is used inside this publication to indicate an action or a

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AEMZP0BA - EPS-AC0 - User Manual Page - 3/95

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COMPANY FUNCTION INIZIALS SIGNS

SALES MANAGER VISA PN

AEMZP0BA - EPS-AC0 - User Manual Page - 5/95

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2.1 Technical specifications

2.2 Block diagram

2.3 Electrical specifications

AEMZP0BA - EPS-AC0 - User Manual Page - 7/95

2.4 Mechanical specifications

2.4.1 Basic release

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3.1 Manual Mode Steering

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3.2 Automatic Centering

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AEMZP0BA - EPS-AC0 - User Manual Page - 11/95

4.1 Steering Motor

4.2 Gear Box and total reduction ratio

4.3 Eps-ac0 controller

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AEMZP0BA - EPS-AC0 - User Manual Page - 13/95

4.4.2 Twin pot

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The following part numbers resulted suited to work with eps-ac0:

4.5 Feedback sensors

4.5.1 Encoder in the motor shaft and a Feedback Potentiometer

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4.5.1.1 Feedback potentiometer

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4.5.2.1 Straight ahead toggle switch

AEMZP0BA - EPS-AC0 - User Manual Page - 17/95

4.5.3 Feedback Encoder

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ZP= SW release type Zapi

AEMZP0BA - EPS-AC0 - User Manual Page - 19/95

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AEMZP0BA - EPS-AC0 - User Manual Page - 21/95

6.1 Power Connecting Diagram

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AEMZP0BA - EPS-AC0 - User Manual Page - 23/95

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7.1 Stepper Motor connections

7.2 Twin pot connections

7.3 Encoder connections

7.4 Feedback pot connections

AEMZP0BA - EPS-AC0 - User Manual Page - 25/95

7.5 Digital Inputs connections

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7.7 Motor thermal sensor connections

AEMZP0BA - EPS-AC0 - User Manual Page - 27/95

8.1 Thermal consideration

8.1.1 Controller with Base Plate

8.1.2 Controller with finned Heatsink