Zapi Eps Ac Manualpdf

Indice
Page
Intro
Int rodu
duct
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1 System comp onents ... .....
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1.1 Ste Steeri
ering
ng ser
servovo motmotor or con
controltrol uniunitt ....
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1.2 Ste Steer
er ang
angle le pos
positiition
on po potententio
tiomet
meter er....
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1.3 Ope Operatrator
or con
consol sole e ....
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1.4 AC ste steeri
ering
ng serservo vo motmotor or ....
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1.5 Ste Steeri
ering
ng han
handle dle ....
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1.6 Mot Motoror sha
shaft ft enc
encode oderr ............
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2 Electric al specif icatio ns ... .....
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2.1 Bat Batter
teryy vol
voltag
tage e ran
range ge ....
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2.2 Ste Steer
er mot
motor or cur
currenrentt ranrange ge ....
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2.3 Com Comman mand d dev
deviceice spespecif cifica
icatio
tions ns ....
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2.3.1 Tacho
Tacho generator or stepper motor ......... ...................
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2.3.2 Autom
Automatic atic cente
centering ring poten
potentiomet tiometer er .........
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3 Me Mechanical
chanical specif icatio ns ... ......
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4 System descrip tio n ... ......
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4.1 Man Manualual ste
steeriering
ng witwith h tac
tacho-ho-gengenera eratortor or ste steppe pperr mot motor or ....
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4.2 Aut Automa
omatic tic cent
centeri ering......
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5 Jum pers descri pti on ... .....
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6 Power conn ection diagram ... ......
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6.1 Ele Electr
ctrica
icall dra
drawinwing g ....
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6.1.1 Tach
Tacho-gen
o-generato eratorr steer
steering ing .........
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6.1.2 Stepper motor steering ......... ...................
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6.1.3 Tacho-ge
Tacho-genera nerator tor steering
steering with automatic automatic centering centering ......... ..................
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6.1.4 Stepper
Stepper motor motor steering
steering with automatic automatic centering centering ........ .................
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6.1.5 Interface desc descriptio
ription n .........
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7 One shot inst allation procedur e ... ......
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8 De Descri
scri pti on of conn ectors .. .....
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8.1 CNB con connecnector tor ....
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8.2 CNA con connecnector tor ....
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9 Se Setti
tti ng the steering ... ......
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9.1 Tac Tacho-
ho-gen
generaeratortor or ste steppepperr mot motor or con
contro trolle
lled d ste
steeri eringng ............
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9.2 Aut Automa
omatic tic cent
centeri ering......
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9.3 Ste Steer
er ang
angle le ind
indica
icatortor gau
gauge ge ............
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10 Zapi hand set desc descri ript
ptio io n ....
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10.1
10. 1 Man
Manualual mode
mode ste steerieringng opti
optionon - hand hand set func functio tion n map
map .... ........
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10.2 Manua
Manuall mode
mode steering
steering optio option n and
and automat
automatic ic center
centering ing -
hand set function map ......... ...................
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10.3
10. 3 Mai
Main n men
menu u "Pa
"Paramramete eters rs lis
list"t" ....
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10.4
10. 4 Par
Parame
ameter ters s in set
set model
model 0 (tac (tacho- ho-gengenera erator tor or or steppe
stepperr motor motor only) only) ... 30
10.5 Param
Parameters
eters in set set model
model 1 (tach (tacho-geno-generato eratorr or steppe stepperr motor motor and
automatic
autom atic cente
centering)
ring) .........
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10.6
10. 6 Mai
Main n menu: "Tester
"Tester"" fun functictions
ons list .... ........
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10.7
10. 7 Con
Config
fig menu:
menu: "Se "Sett opt option
ions" s" function
functions s lis
listt ....
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ADCZP0AB EPS-AC OPERATING AND USER MANUAL Page 1 of 51

10.8 Con
10.8 Config
fig menu:
menu: "Ad"Adjusjustme
tmentsnts"" fun
functi
ctions
ons list .... ........
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10.9
10.9 Con
Config
fig menu:
menu: "Se"Sett modmodel" el" ....
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10.10 Maximum
Maximum current adjustment
adjustment ............................
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11 EPS
EPS-AC
-AC alarm li st ....
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11.1 Analy
Analysis
sis of alarm
alarms s disp
displayed
layed on conso console le ..........
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11.1.1
11.1.1 One blink alarms
alarms .........
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11.1.2
11.1.2 Two blink
blinks s alarms.................
alarms...........................
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11.1.3
11.1.3 Three blink
blinks s alarms ..........
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11.1.4
11.1.4 Four blink
blinkss alarms ..........
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11.1.5
11.1.5 Five blinks alarms.................
alarms...........................
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11.1.6
11.1.6 Six blinks
blinks alarms .........
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12 Sa
Safety
fety cont rol s and their use .. .....
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12.1
12.1 Saf
Safety
ety cont
control
rolss in tach
tacho-go-gene
eneratoratorr and aut automa omatic tic cent
centeri ering ng steesteerin ring g . 49
12.2
12.2 Saf
Safety
ety on mot
motoror wir
wireses bro
broken......
ken..................
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12.3
12.3 Saf
Safety
ety on failu
failure
re of the steersteeringing tacho
tacho-ge -gener neratoatorr ....
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12.3.1
12.3.1 Safety on failures
failures of the steering stepper stepper motor.........
motor .................. ..............
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12.4
12.4 Saf
Safety
ety on
on the
the presen
presence ce ofof curre
current nt when
when the the steer
steering ing mot motor or is is at rest
rest . 49
12.5 Safet
Safetyy on the presen
presence ce of phas
phase e voltage
voltage when when the the steerin
steering g
motor is at rest
rest.........
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12.6
12.6 Saf
Safety
ety on
on pot wires
wires brokbroken en (for
(for automat
automatic ic cente
centerin ring g operat
operation ion)) ....
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12.7
12.7 Cro
Cross
ss diagn
diagnosi
osis s betwee
between n master
master and and supersupervis visoror micro
microcon contro trollellerr ....
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13 Period ic main
maintenanc
tenanc e ............
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13.1
13.1 Tes
Testin
tingg the fault detectio
detection n cir
circui
cuitry
try ....
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SIGNATURES TABLE
COMP ANY D EPT. SERVICES M A N A GEMEN T EXECUTIVE
ENGINEERING SEC TION EXEC UTIVE
EXPORT M A N A GER
Publications N°: ADCZP0A
N°: ADCZP0ABB
Edition: July 2006
INTRODUCTION
This equipment enables manua

manually
lly control led power steering and automatic
Manually controlled steering may use either a tacho-generator or, in a later
centering. Manually
centering.
version, an inexpensive stepper motor fixed to the steering wheel. The automatic
centering operation requires a potentiometer mechanically fixed on the MDU (Motor
Drive Unit).
The MDU
MDU uses
uses an in expensive, robus t and m aintenance free three phases AC
induction motor.
Also, our p ate nted system makes optional the adoption of an encoder mounted
atented mounted on
the steering motor shaft.
interface makes the communication exchange between our EPS
The on board CAN interface makes
and other controllers placed on the truck rapid and simple, so potentially extending the
steering performance to steer equalization for traction speed, CAN management of a
wire guidance application and so on.
Configuration opt ions, steering adjustment, measureme
measurement nt f unction s, and
toubleshooting opera
operations
tions are integrally
integrally sup ported by the ZAPI
ZAPI hand held
controller equipped
equipped with Eprom release number CKULTRA ZP3.01 or later.
Improved safety and operation are provided by having two microprocessor: the
microprocessor: the first
of them performs operations and a second one executes supervisor functions.
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.

1 SYSTEM COMPONENTS
The EPS_AC equipment consists of the following parts:
1.1 STEERING SERVO MOTOR CONTROL UNIT
It consists of a control unit using the logic marked ADCZPA0H which operates the AC
motor for both manual and automatic centering steering. There are three different control
units available:
1) A 24/36Vb
24/36Vbatt
att unit
unit provide
providess a maximum
maximum curre
current
nt of 70Amps
70Amps..
2) A 48Vbatt
48Vbatt unit provi
provides
des a maximum
maximum curre
current
nt of 70Am
70Amps.
ps.
3) A 48/80Vb
48/80Vbatt
att unit
unit provide
provides
s a maximum
maximum curre
current
nt of 50Amps
50Amps..

1.2 STEER ANGLE POSITION POTENTIOMETER
To execute an automatic centering operation, a multiturn 5K potentiometer must be

mounted directly on the end of the output shaft of the steering gear reduction box. This
potentiometer measures the angle of the MDU directly. The full range of possible output
is approximately 0÷5Vdc. This potentiometer also provides information for the steer
angle indicator gauge mounted on the operator console.
1.3 OPERATOR CONSOLE
The control unit can support the following devices typically fixed on the operator conso-
le.
1) Key sw
switch
2) Manua
Manual/auto
l/automatic
matic cente
centering
ring selec
selection
tion switc
switch
h (AUTOSE
(AUTOSEL).
L).
3) A stat
status
us dev
devic
ice
e (BUZ
(BUZZE
ZER)
R)..
4) A stee
steerr angl
angle
e indi
indicat
cator
or gau
gauge.
ge.
1.4 AC STEERING SERVO MOTOR
The steering system includes a three phase AC induction motor with a maximum rated
power of:
1) 40A current
current rating
rating (Imax=70A
(Imax=70A)) if the battery
battery voltage
voltage is 36Vdc
36Vdc or less.
less. (about 1KW
1KW
rated power motor at Vbatt=36V).
2) 30A current
current rating
rating (Imax=7
(Imax=70A)
0A) if the
the battery
battery voltage
voltage is 48Vdc
48Vdc.. (about
(about 1KW rated
rated
power motor).
3) 22A current
current rating
rating (Imax=50A)
(Imax=50A) if the
the battery
battery voltage
voltage is greater
greater than 48Vdc
48Vdc.. (about
1.2KW rated power motor at Vbatt=80V).
The gear box should be chosen so that the complete 180° MDU rotation takes 3 to 6
seconds at the maximum steer speed.
1.5 STEERING HANDLE
This is a multi-turn steering handle or wheel attacched to a command device. There are
two option:
1) tacho-generator. This solution requires just a two wire connection. The
tacho-generator. This
recommended tacho-generator
tacho-generator is AIRPAX Part N° 24Vdc - 9904 -120 - 16206.
2) stepper
stepper motor . This solution requires either a six wire connection or an optional
three wire connection. The recommended stepper motor model is Minebea type
code AA23KM-K227-T20V
AA23KM-K227-T20V..
This last device requires
requires a frictional linkage because
because there is no gear box.
Mounting the command device to eliminate axial or radial loading on the input shaft is
important for reliable operation.
the logic card for the tacho-generator and for the stepper motor applications are
Note: the
Note:
different. So a different order code must be specified.

1.6 MOTOR SHAFT ENCODER
This device is optional (not necessary). The Eps-Ac can receive an encoder (CNA #6,
#16, #17 and #7) directly connected to the steering motor shaft. This is an option for a
special application. E.g. fine steering speed control, safety improvement etc. A typical
manual controlled steering with automatic centering does not require an encoder; it just
requires a feedback pot.

2 ELECTR
EL ECTRICAL
ICAL SPEC
SPECIFICATIONS
IFICATIONS
2.1 BATTERY VOLTAGE RANGE
Battery voltage input ranges for different releases of the control unit:
24/36 24-36 Vdc
48 48 Vdc
48/80 48-80 Vdc
2.2 STEER MOTOR CURRENT RANGE
24/36 Imax ≤70Aac. Adjustable with the hand held controller (HARDWARE
SETTING)
48 Imax ≤70Aac. Adjustable with the hand held controller (HARDWARE
SETTING)
48/80 Imax ≤50Aac. Adjustable with the hand held controller (HARDWARE
SETTING)
2.3 COMMAND DEVICE SPECIFICATIONS

2.3.1
2.3.1TTacho
acho generator or stepper mo tor
We supply two command device solutions: Tacho-generator and Stepper motor.
Tacho-generator is to be AIRPAX 24VDC - part No. 9904-120-16206. Use of any other
device may provide non-optimum performance.
Stepper motor is to be Minebea type code AA23KM-K227-T20V. Use of any other
device may provide non-optimum performance.
Stepper
Stepper mot or - mechanical
mechanical specific ation

Tacho generator - mechanical specification
2.3.2 Automatic centering potentiometer

The potentiometer fixed on the steering gear box output shaft should be a 5K
conductive plastic potentiometer. A multi-turn potentiometer is suggested to ensure
negligible mechanical play.
The feedback angle potentiometer should rotate approximately ensure 80% of its total
travel, corresponding to 180 degrees of steering angle. The greater the travel, the better
the resolution and accuracy.

3 MECHANICAL SPEC
SPECIFICATION
IFICATIONS
S

4 SYSTEM DESCRIPTION
4.1 MANUAL STEERING WITH TACHO-GENERATOR OR STEPPER MOTOR
This option uses a tacho-generator (or a stepper motor) attached to the steering wheel
to convert the steering wheel rotation into an electrical signal. The control logic sets the
steer servo-motor in motion at a speed that increases with the speed of the steering
wheel. Steering sensitivity and maximum speed are adjustable by using the ZAPI hand
held controller.
4.2 AUTOMATIC CENTERING
Through the AUTOSEL input request it is possible to turn the steering state from
manual mode to automatic centering. The automatic centering request should be edge
or level conditioned (see option AUT INP ACTIVE 10.7.7). As soon as an automatic
centering request is recognized, the steering control will start to automatically rotate the
MDU until it is straight ahead.

5 JUMPERS DESCRIPTION
Three are three jumpers it is possible to configure.

J7: This jumper selects the active level on the travel
travel demand inputs. Travel demands
demands
are connected in the CNA #5 and CNA #15 positions. They are used in the
automatic centering to restart steering always when the truck is moving. When J7 is
closed between pins No. 1 and 2, travel
tr avel demands are expected active low (fig. 5.1);
when closed between pins No. 2 and 3, travel demands are expected active high
(fig. 5.2).

J8: This jumper selects the optional
optional encoder supply
supply voltage. When J8 is closed
closed
between pins No. 1 and 2, the encoder supply is 16Vdc; when closed between pins
No. 2 and 3, the encoder supply is 5Vdc.
J2: This is a two pin jumper. When
When closed the safety contact
contact is internally grounded.
grounded.
When open the safety contact is floating and should be externally polarized (see
8.1).

6 POWER CONNECTION DIAGRAM
Note:
Reversing Battery positive and negative will damage the unit.

6.1 ELECTRICAL
ELECTRICAL DRAWING
6.1.1 Tacho-generator steering

6.1.
6.1.2
2 Stepper
Stepper m otor steering

6.1.
6.1.3
3 Tacho-genera
Tacho-generator
tor steering w ith aut omatic c entering

6.1.4 Stepper motor steering with automatic centering

6.1.
6.1.5
5 Interface descri pti on
a) The 5K steer
steer angle feedbac
feedbackk potentiome
potentiometer
ter should
should be rigidly
rigidly mounted
mounted to the steering
steering
linkage with no play. The pot wiper is connected to Pin #11 of CNA connector. The
ends of the pot are connected to Pins #1 and #2 of CNA connector. This feedback pot
is necessary when either a direction gauge or the automatic centering operation is
required.
b) Pin 5 on connec
connector
tor CNA is conne
connected
cted to the
the FWD (drive
(drive unit side)
side) travel
travel demand.
demand. Pin
Pin
15 on connector CNA is connected to REV (load wheels side) travel demand. Travel
demands may be active high (plus battery) or low (minus battery). Specify the mode
you want by configuring the Jumper J7 (see 5).
The travel
travel demands
demands are only required to maintain the steering
steering control active
afterr alignment when the truck is movi ng.
afte
c) The status
status device
device is an optiona
optionall extra (12Vdc
(12Vdc max
max 40mA Buzzer
Buzzer or Lamp)
Lamp) supplyi
supplying
ng
an audible or visible warning when a steering alarm occurs. It should be connected
between connector CNB Pin #2 (16Vdc supply) and CNB Pin #8 (device driver
collector).
d) The Eps-Ac
Eps-Ac provides
provides an interna
internall safety contact
contact access
accessible
ible through
through connect
connector
or CNB
pin #7 and CNB pin # 1. It should be used to stop the traction and to enable an
electromechanicall brake when a steering alarm occurs. This safety contact is closed
electromechanica
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 #7 is connected to an
equal or high er voltage than pin #1.
For safety two cascaded safety switches are internally connected between pin # 7
and pin #1. The first is managed by the Main processor, the second is managed by
the supervisor processor.
Note:
If the safety
safety swi tch i s connected in serie
series s wit h external
external swi tches (seat
(seat switch,
tiller swit ch or si milar) it's recommended
recommended that the steering
steering safety switch
should be directly connected to the supply sour ce (plus (plus battery or minus
battery)
batte ry) with no interposed switches. (it (it shou ld be the first the chain: see fig.
6.1.5.1).

e) The automati
automatic c centering
centering request
request must
must have an NPN open
open collecto
collectorr output (see
(see fig.
6.1.5.2). So it should assume the model of an open or closed switch with respect to
GND. External pull-up is not required. The automatic centering request may be level
or edge triggered depending on the AUT INP ACTIVE setting (see 10.7.7).
An edge is detected if the level before or after the edge remains for at least 30msec.
f) Pin #18
#18 of CNA conne
connector
ctor provid
provides
es 0 to
to 4.5Vdc
4.5Vdc output
output to
to control
control the
the steering
steering angl
angle
e
indicator gauge Leds. Pin # 8 of CNA connector provides negative to the steering
indicator.
g) Pin #12 of
of CNA connector
connector (cente
(centering
ring acknowle
acknowledgmen
dgment)
t) provides
provides a max 2Amps
2Amps NPN
NPN
open collector driver normally GND connected that opens when an automatic centering
operation is finished.
h) The CAN
CAN connection
connections
s are provided
provided on
on the Pin #3 and
and Pin#4
Pin#4 CNA connecto
connectorr for the
High reference and on Pin #13 and Pin #14 for the Low reference. They are two
because our CAN should be externally loaded with a 120 ohms resistance to t ermi-
nate the transmission line.
i) The Eps_ac
Eps_ac provi
provides
des an
an encoder
encoder interfac
interface.
e. It was
was foreseen
foreseen for special
special applic
application
ations
s
like accurate speed control or safety improvement. Normally it's not required. The
encoder channels are connected on Pin #16 and Pin #17 of connector CNA. The
encoder supply is provided through the Pin #6 of connector CNA (choose the supply
you want through the jumper J8-see 5) and a Gnd reference on the Pin #7 of
connector CNA (see fig. 6.1.5.3).

7 ONE SHOT INSTALLATION PROCEDURE
This section of the manual describes the connection procedure for t he tacho-generator,
the potentiometer and the motor.
Step 1 - STEERING WHEEL (COMMAND) DEVICE CONNECTIONS
Connect the two wires from the tacho-generator (or t he two stepper motor lines) so that
clockwise rotation of the steering wheel produces an increasing (higher positive)
command value. This may be measured in two ways. Using the ZAPI hand held
controller see the TESTER MENU' (see 10.6.1). The second way, (valid only for a
tacho-generator application)
application) is to use a DC voltmeter on the +DT (Pin #9 of CNB
connector) and the minus terminal on the battery.
Step 2 - STEERING ANGLE FEEDBACK POT. CONNECTI CONNECTION ON
a) The steer angle feedback pot. has 3 wires: two end wires and a wiper wire. If the
truck has a not leading MDU (Motor Drive Unit - see figure 7.1)* connect the two end
wires to Pin #1 and #2 of connector CNA so when the Drive Unit is turned Counter-
Clockwise (Clockwise for a truck with a leading MDU) the value on the wiper is
increasing. This value may be measured in two ways. Use the Zapi hand held controller
through the TESTER MENU' (see 10.6.3). The second way is to use a DC voltmeter
connected to the steering angle feedback pot. wiper and battery negative. The wiper
should be connected to Pin # 11 of connector CNA.
* No t l ea in g MDU : means the steering-traction wheel is opposite to the driving seat.

ead in
When the steering handle is turned clockwise, the MDU turns counterclockwise.
Leading MD
MDU U : means the steering traction wheel is on the same side of the driving seat. When the steering
handle is turned clockwise, the MDU turns clockwise too.
b) Physically adjust the steering angle feedback potentiometer so with the Drive Unit
straight ahead, the wiper voltage is 2.5Vdc. The Zero Point for the steering angle
feedback pot. can be adjusted using the ZAPI hand held controller. See the CONFIG
MENU' (see. 10.8.1).
Step 3 - STEER MOTOR CONNECTIONS
Connect the three steering motor wires so that a Clockwise steering wheel movement
causes a Counter-Clockwise steer movement, for a not leading MDU truck, or a
Clockwise steer movement, for a leading MDU truck. If this operation is carried out
correctly, the truck will turn Clockwise when the steering wheel is moved Clockwise
while the truck is travelling in frontal direction (with respect to the driving seat).
Step 4 - LIMIT SWITCHES CONNECTION
After completing Steps 1 - 3, check that the limit switch connected to Pin #12 of
connector CNB stops steering in the handwheel clockwise direction. Then, check that
the limit switch connected to Pin # 6 stops steering in the Counter_Clockwis
Counter_Clockwise e direction.

8 DESCRIPTION OF CONNECTORS
8.1 CNB CONNECTOR
1 NK1 This is the second (lower potential) safety switch connection.The first
connection is on Pin #7. If jumper J2 is closed, the Pin # 1 is ground
referenced and NK1 is at ground (GND) potential. If I f jumper J2 is
open, NK1 is floating. (It
(I t assumes an externally applied potential).
NK1 must be connected to an equal or lower potential than K1 (Pin
#7 of CNB).
2 +16 Output for internally provided +16Vdc stabilized supply. It may be
used for the status device supply. The maximum rated output is
40mAmps. Warning: do not short circuit this pin because it is
common with the Electric Power Steering card supply.
3 DT-/DL For th
the ta
tacho-generator apapplication th
this is
is a tacho-generator
connection. It is internally connected to battery negative (GND). For
the stepper motor application this is a stepper motor line (called D
line).
4 GND This is internally connected to ground (battery minus) reference. It
It
may be used for the GND reference of the Automatic Centering
request switch and for the stepper motor GND connection.
It
may be used for the GND reference of the limit switches.
6 LLS Left (CCW) Limit Switch. It's possible to stop steering in the direction
that causes negative signal from the tacho-generator by closing the
connection between LLS (Pin #6) and negative (GND Pin#5).
Therefore, connection of a normally open switch between Pin #6 and
Pin #5 acts as a Counter-Clockwise steering limit switch.

7 K1 This is the first (higher potential) safety switch connection.The
second connection is on Pin #1. This normally open contact is closed
by switching on the key. When the key switch is On, the contact
opens in case of steering alarm. If Jumper J2 is closed, ground is
provided on pin 7 whenever the key switch is on and there is no
alarm. If jumper J2 is open, the safety contact between NK1 and K1
is floating and may be referenced either to the plus battery
(connecting K1 to a plus battery voltage reference) or to the minus
battery (connecting NK1 to a minus battery voltage reference).
8 BUZZ This connection provides a ground line to switch on the status device
(it could be a 12Vdc buzzer device). It can sink up to 40mAmps. This
status device encodes steering alarm conditions.
9 DT+/QL This is
is a tacho-genera
rattor co
connection or
or a stepper mo
motor liline (c
(called
Q line).
10 AUT This is the automatic request input. It can be either an active level or
edge detection depending by the AUTO INP ACTIVE setting (see
10.7.7). When the selected event happens an automatic centering
request will immediately start. This input pin may be connected to:
1. An external ground through a switch.
2. An internal ground (Pin #4) through a switch.
3. An external open collector transistor (For example an output of a
photocell circuit).
To recognize an automatic request each level should remain for at
least 30msec.
11 KEY This is the key switch voltage input.
12 RLS Right (CW) Limit Switch. It's possible to stop steering in the direction
that causes positive signal from the tacho-generator by closing the
connection between RLS (Pin #12) and negative (GND Pin#5).
Therefore, connection of a normally open switch between Pin #12
and Pin #5 acts as a Clockwise steering limit switch.

8.2 CNA CONNECTOR
1 NPOT This is the lower voltage connection for the steer feedback
potentiometer. It's internally connected to GND
GND through
through a 470
470
Ohms resistance.
2 PPOT This is the higher voltage connection for the steer feedback
potentiometer. It's internally connected to a 5Vdc reference through a
470 Ohms resistance .
3 CANH This is the high reference of the CAN interface.
4 CANH Same of pin #3. Pin #3 and #4 are internally connected together.
5 FWD A request to travel in the Drive Unit direction must provide a signal
on this input, either at battery positive or battery negative. Either level
may be selected configuring Jumper J2.
6 VCC Optional encoder supply. When an encoder is used it may be
supplied through this pin. The output voltage is selected through the
jumper J8 (see. 5).
It
may be used for the GND reference of the optional encoder or for the
stepper motor (manual command device).
It
may be used for the GND reference of the steer angle direction Led
gauge.
9 PPOC Not Used. This is the higher voltage connection for a handwheel set
point potentiometer. This steering
steering opt ion requires modifications
on the log ic card and cannot be carried out when a tacho-
tacho-
generator
gene rator or a stepper
stepper motor card is chos en. This pin is internally
en. This
connected to a 5Vdc reference through a 470 Ohms resistance.
10 QLS The stepper motor has four channels DL, QL, DLS, QLS. DL and QL
are already assigned on the connector CNB. DLS and QLS are the
stepper motor channels for the Supervisor microprocessor. This pin
is the QLS input.
11 CPOT This is the wiper connection for the steer fe
fee
edback potentiometer.
12 K3 Pin # 12 of CNA connector provides a max 2Amps NPN open
collector driver. GND is applied by switching on the key and GND is
removed when an automatic centering operation is finished.
13 CANL This is the low reference of the CAN interface.
14 CANL Same of pin #13. Pin #13 and #14 are intern
rna
ally connected together.
15 REV A request to travel in the Load Wheels direction must provide a
signal on this input, either at battery positive or battery negative.
Either level may be selected by configuring Jumper J2.
16 CHA This is the first channel input for the optional encoder.
17 CHB This is the second channel input for the optional encoder.
18 INDIC Outputs a scaled an
and co
converted 0 to 4.
4.5Vdc st
steer an
angle fe
feedback
potentiometer position for the steer angle indicator gauge LEDs.
0Vdc corresponds to the steer angle feedback pot voltage that was
memorized using the ZAPI hand control for SET MAX FB POT.
4.5Vdc corresponds to the steer angle feedback pot voltage that was
memorized using the ZAPI hand control for SET MIN FB POT . See
10.7.6 to reverse the turning direction displayed.
19 PPOC2 Not Us
Used. Th
This is
is th
the
e hig
high
her vo
voltage co
connection foforr a second
handwheel set point potentiometer. To improve the safety a second
optional command pot is foreseen. While the first set point pot is
Master microprocessor processed, this second set point pot is
Supervisor microprocessor processed. The wiper of this second set
point pot should be connected to the Pin #9 of CNB connector. The
lower voltage end should be connected to the Pin #3 of CNB
connector. This steering
steering option requires modific ations on the
log ic card and cannot be used when a tacho-generator or a
chosen . This pin is internally connected to a
stepperr moto r card is chosen.
steppe
5Vdc reference through a 470 Ohms resistance.
20 DLS The stepper motor has four channels DL, QL, DLS, QLS. DL and QL
are already assigned on the connector CNB. DLS and QLS are the
stepper motor channels for the Supervisor microprocessor. DLS
enters in this connection.

9 SETTING THE STEERING
Use the ZAPI hand set to adjust the manual steering settings.
9.1 TACHO-GENERATOR OR STEPPER MOTOR CONTROLLED STEERING
The following procedure should be used only after "One Shot Installation Procedure" in
Section 7 is completed. Carry out the procedure in the following sequence.
1) Use the hand
hand set to specify
specify the
the steering
steering is tacho-gen
tacho-generato
eratorr type using
using the SET
MODEL setting (see 10.9).
2) Adjust
Adjust SET BATTERY
BATTERY TYPE to the
the battery
battery voltage
voltage in
in the truck
truck using
using the hand
hand set
(see 10.8.6).
3) Regulate
Regulate the maximu
maximum
m frequency
frequency to the motor
motor rated
rated frequency.
frequency. Use
Use the hand set
set
adjustment SET SATURATION FREQ (see 10.8.7).
4) Regulate
Regulate the SPEED LIMIT
LIMIT for steerin
steering
g on the hand
hand set.
set. Higher
Higher values
values cause
cause the
MDU to turn faster (see 10.4.1).
5) Adjust
Adjust the slow steerin
steering
g responce
responce using
using the SENSIBIL
SENSIBILITY
ITY setting
setting on the hand
hand set.
A higher value causes faster responce (see 10.4.2).
Note:
Low settings of the SPEED LIMIT result in almost no steering responce when turning
the steering wheel al low speed. To avoid this problem increase the SENSIBILITY
setting.
9.2 AUTOMATIC CENTERING
1) For automatic
automatic centerin
centering
g operation
operation it is necessa
necessary
ry to adjust
adjust SET MODEL
MODEL to level
level 1.
When an automatic centering request on the input Pin #10 of CNB connector is
recognized an automatic MDU alignment will start.
2) Adjust
Adjust the steer
steer angle
angle centering
centering precis
precision
ion using
using KP and
and POSITION
POSITION ACCURAC
ACCURACY Y
parameters on the hand set. The first is for coarse regulation, the second is for fine
regulation. Higher value of these parameters increase the precision, but make
steering "busy" with dither.
3) Use the hand set
set SET STEER
STEER 0-POS
0-POS (see
(see 10.8.11)
10.8.11) to adjust
adjust the
the steer
steer angle
feedback pot for straight steering MDU.The setting may be adjusted up and down in
5mV increments from the 2.5V default voltage. Test the results by driving the truck
forward and reverse with
with a centered MDU. Watch for straight
straight travel.
4) Use PURSUIT
PURSUIT RAMP
RAMP on the
the hand
hand set to adjust
adjust the
the automatic
automatic cente
centering
ring speed
speed (see
(see
10.5.3).
5) Use DESENSI
DESENSIBILIZ
BILIZAT
AT on the hand
hand set
set to adjust
adjust the automat
automatic
ic centering
centering speed
speed
closely the straight ahead MDU position (see 10.5.4).

9.3 STEER ANGLE INDICATOR GAUGE
If a steer angle indicator gauge with Leds is applied then you will also need to perform
the following steps for the gauge to respond correctly:
1) Use SETSET MIN FB POTPOT on the
the hand set
set to memorize
memorize the
the steer
steer angle feedb
feedback
ack pot
pot
voltage for maximum Clockwise rotation of the Drive Unit (see 10.8.12).
2) Use SET
SET MAX FB POT on the
the hand
hand set to memori
memorize
ze the steer
steer angle
angle feedbac
feedbackk pot
voltage for maximum Counter-Clockwise rotation of the Drive Unit (see 10.8.13).
3) Use the
the hand set
set SET STEER
STEER 0-POS
0-POS (see
(see 10.8.11)
10.8.11) to adjus
adjustt the steer
steer angle
angle
feedback pot for straight steering MDU.The setting may be adjusted up and down in
5mV increments from the 2.5V default voltage. Test the results by driving the truck
forward and reverse with a centered MDU. Watch for straight travel.

10 ZAPI HAND SET DESCRIPTION
This 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
below. The orientation of the triangle indicates the way to the next function.

10.1 MANUAL MODE STEERING OPTION - HAND SET FUNCTION MAP

10.2 MANUAL MODE STEERING OPTION AND AUTOMATIC CENTERING - HAND
SET FUNCTION MAP

10.3 MAIN MENU
MENU " PARAMETERS LIST"
The parameters are slightly different between tacho-generator,

t acho-generator, tacho-generator
tacho-generator with
automatic centering and pot steering option. (the stepper motor application has the
same hand set map as the t he tacho-generator configuration)
After modifyng a parameter, memorize it with the hand set by pushing the "4" (OUT)
button and the "3" (IN)
( IN) button. Double pushing the OUT button exits without saving the
modifications.
10.4 PARAMETERS IN SET MODEL 0 (TACHO-GENERATOR OR STEPPER

MOTOR ONLY)
1) SPEED LIM
LIMIT
Regulates the MDU maximum turning speed.
- Level 0 is for slow turning.
- Level 9 is for fast turning.
Intermediate levels are for proportionally increasing speed settings. Maximum MDU
speed has to be regulated after SET BATTERY TYPE is done (see JJ)
2) SENSIBI
BILI
LIT
TY
It provides a non-linear relationship between MDU steering speed and tach-
generator voltage when low. This parameter produces increasing steering sensitivity
with small changes in steering input.
- Level 0 is for steering response that is less sensitive to small steering wheel
movements.
- Level 9 is for steering response that is very sensitive to small steering wheel
movements.
Intermediate levels are for proportionally increasing speed setting. This parameter
does not influence the maximum MDU steering rate.

3) CREEP SPEED
Provides an increased torque for slow turning steering wheel. It's used to compen-
sate the drop in V/f (flux) when the frequency applied to the motor is low.
- Level 0 is for
f or no torque compensation
- Level 9 is for a very strong torque compensation
Intermediate levels are for proportionally increasing torque setting. This parameter
is useful in two ways. First of all it guarantees a large torque for very slowly turned
handwheel. Secondly this large torque allows it to neutralize the elastic tire effect
when the handwheel is close to being released it.
4) COMPENSAT
ATIION
Provides stator flux compensation. The ideal motor control provides constant flux
value for each working frequency. While CREEP SPEED provides low f requency
feedforward flux compensation effect, COMPENSATION produces a feedback flux
compensation effect. This is a very important setting for an application without the
shaft encoder be cause by turning compensation to a different value than zero gets
the motor flux (and torque) indipendent from the battery voltage. So torque is
guaranteed when the battery is low:
- Level 0 means no compensation but a flux degradation when current is too high
- Level 1 compensate the drop on power mosfets and cables
- Level 2 compensate the drop on power mosfets, cables and stator resistance
- Level 3 means no compensation.
This should normally be set to Level 2 as a strong compensation reduces the slip
(difference between the speed and the frequency applied to the motor). An
exception can be a smaller motor (small torque required) in which a strong flux (and
a greater magnetization current) is not necessary (Level 0).
5) AN
ANT
TIROLLB
LLBAC
ACK
K
Adjusts the stand still torque value with a released handwheel. This setting is a
percentage of Imax. The stand still torque isi s used to neutralize the elastic tire effect
which would move the MDU an angle back in the direction it was coming from. This
parameter is specified as a percentage of the maximum current.
6) AU
AUX
XIL
ILIIAR
ARY
Y TI
TIME
Defines the time, after the handwheel is released, for which the stand still torque is
applied.
- Level 0 is for no stand still torque
- Level 1 is for a short application of a stand still torque (about 6sec)
- Level 9 is for a long application of a stand still torque (about 90sec)
Intermediate levels are for proportionally increasing auxiliary time.
7) AU
AUX
X FU
FUNCTION 3
Through the Can comunication, the traction chopper supplies the truck speed
information to the EPS-AC. The EPS-AC can reduce the steering motor speed as
the truck speed increase. Aux function 3 make it possible to alter the amount of the
max steering speed reduction with increasing truck speed.
- level 0 no effect
- le
lev
vel 9 maxi
ma ximu
mumm st
ste
eer
erin
ing
g sp
spee
eed
d re
red
duc
ucti
tio
on

8) AU
AUX
X FUN
UNC
CTI
TION
ON 4
Has the same purpose as the previous parameter. The only difference is the aux
function 4 varies the value of the
t he steering speed when the hand-wheel is turning
slowly.
10.5 PARAMETERS IN SET MODEL 1 (TACHO-GENERATOR OR STEPPER

MOTOR AND AUTOMATIC CENTERING)
All the parameters in the section 10.3 are adopted also for the tacho-generator (or
stepper motor) and automatic centering model. To this previous list here we have to
add the following parameters:
1) K P
Used for the automatic centering set up. It modifies the static precision of the
position control loop. To obtain precise centering increase the KP value. If
overshoot becomes evident, try to lower the KP value.
- Level 0 is for less precise centering.
- Level 9 is for very precise steering (but "busy").
Intermediate levels are for proportionally increasing centering precision.
2) POS. ACC
ACCURAC
ACY
Y
Used for automatic centering set up. It has the same KP function but it was
introduced to increase the resolution of the static precision. To obtain precise
centering increase the POS. ACCURACY value. If overshoot becomes evident, try
to lower the POS. ACCURACY value.
- Level 0 is for less precise centering.
- Level 9 is for very precise centering (but "busy").
" busy").
Intermediate levels are for proportionally increasing centering precision.
3) PURSUIT RAM
AMP
P
Used for automatic centering set up. It decreases the amount of time it takes to
complete an automatic centering operation.
- Level 0 is for an automatic centering carried out with a motor frequency of
SAT.FREQ/5.
- Level 9 is for an automatic centering carried out with a motor frequency of
SAT.FREQ.
Intermediate levels are for proportional frequency changes.
4) DE
DESE
SEN
NSI
SIBILI
BILIZA
ZAT
T
Used for automatic centering set up. It slows down the MDU in the region close to
the straight ahead position.
- Level 0 is for a large slowing down quasi-centered MDU.
- Level 9 is for a no slowing down quasi-centered MDU.
Intermediate levels are for proportionally slowing down changes. The close to
straight position slowing down should reduce the MDU overshoot in an automatic
centering operation.

10.6 MAIN MENU:
MENU: " TESTE
TESTER"
R" FUNCT
FUNCTIONS
IONS LIST
The TESTER functions list is common for applications with or without the automatic
centering model. Each TESTER function provides the measurement, executed by the
software, of the specified parameter. Descriptions of each TESTER function are given
below.
1) DT
Provides the value of the tacho-generator (or stepper motor) input from the steering
wheel with its sign in real time. The value is scaled for the CPU A/D converter
(range 0±5Vdc). The value measured directly on the tacho-generator output is
sometimes higher than measured on the hand set.
2) SET PO
POIN
INT
T PO
POT
Not used. Pot steering only. ItI t provides the steering handle command potentiometer
voltage in real time (i.e. the voltage on the Pin #20 of CNA connector)(for two pots
closed loop position control only).
3) FEEDBAC
BACK
K PO
P OT
Provides the MDU steer angle feedback potentiometer voltage in real time. A steer
angle straight ahead corresponds to about 2.5Vdc.
4) TEMPERAT
ATU
URE
Provides in real time the control
control unit plate temperature in celsius degrees. An alarm
occurs when the temperature is above 76 degrees Celsius.
5) FREQUENCY
Provides in real time the frequency
f requency applied to the steering motor with its sign.
6) MOTOR VO
VOLT
LTAG
AGE
E
Provides in real time the voltage applied to the steering motor as a percentage of
the battery voltage.
7) MO
MOT
TOR CU
CURR
RRE
ENT
Provides in real time the phase motor current (Rms).
8) ENC
Not used. It's for the optional encoder.
9) ENC SPEED
Not used. It's for the optional encoder. This reading (and the previous) was
introduced to read the optional encoder speed and position. At present it's not
managed.
10) END
ENDSTR
STROKE
OKE CW
Provides in real time the active state (ON) or not of the Clockwise (Right) limit
switch.
11) END
ENDSTR
STROKE
OKE ACW
it provides in real time the
t he active state (ON) or not of the Anti_Clockwise (Left) limit
switch.

12) CW LIMIT
LIMIT LEVEL
Provides in real time the information that the steer angle feedback potentiometer
has overcome the SET MAX FB POT value (see 10.8.13).
13) ACW LIMIT LEVEL
Provides in real time the information that the steer angle feedback potentiometer
has overcome the SET MIN FB POT value (see 10.8.12).
14) AUTOM
AUTOMATIC
ATIC REQ.
REQ.
Provides in real time the steering state: manual or automatic. Note: this reading is
not the AUTOSEL (Pin #10 of CNB connector) level but the steering state the SW is
recognizing. This information coincides with the AUTOSEL input level when this
input is level triggered.
15) DIREC
DIRECTION
TION INPUTS
INPUTS
Provides in real time the information of an active travel demand. It turns ON when
either a FWD or a REV travel demand is present.
16) MM ALARM SWITC
SWITCH
H
Provides in real time the state (closed or not) of the Master Microprocessor
controlled safety switch.
17) SM ALARM SWITC
SWITCH
H
Provides in real time the state (closed
( closed or not) of the Slave Microprocessor controlled
safety switch.

10.7 CONFIG
CONFIG MENU: " SET OPTIONS"
OPTIONS" FUNCT
FUNCTIONS
IONS LIST
The SET OPTIONS functions list is used for all the steering options. These options
modify the system configuration on user request. A description of each option follows in
the list below.

1) HOUR CO
COUNTER
There are two possible value options for what will appear in the root menu hand set
display.
- RUNNING = Run time when the steering is enabled.
- KEYON = Time counted continously when the logic is supplied.
2) MIC
ICR
RO CHECK
This feature is to support the debugging activity option. It is used to inhibit the
Supervisor microprocessor
microprocessor operation and allow the system to run with just the Main
microprocessor support. This operating
operating m ode does not allow the supervisor
control led safety
safety swi tch t o clos e. The
Therefore,
refore, traction i s disabled.
- NO
NON NE = In
Inh
hib
ibit
it su
supe
perv
rvis
iso
or fu
func
ncti
tio
ons
ns..
- PRESENT = Enable diagnostic interaction between Main and Supervisor
microprocessors.
3) EN
ENCO
CODE
DER
R CO
CONT
NTRO
ROL
L
Not used. This setting will turn the optional encoder control ON.
4) FEE
EEDBA
DBACK
CK DE
DEVI
VICE
CE
Not used. The only feedback device expected is the steer angle feedback pot. This
option (and the previous too) was to cater for an application using the FB encoder
as a FB potentiometer replacement. This choice makes it possible to use the
encoder also for the motor control: it could be a valid support to make steering
control easier in a closed loop application (steering position control).
5) LI
LIM
MIT DEVIC
ICE
E
When this option is set ON the steer angle feedback pot will be adopted instead of
the limit switches. As soon as the
t he feedback pot voltage overcomes either the SET
MIN FB POT or the SET MAX FB POT adjustment, the steer will be disabled.
6) DIR
IREC
ECT
TIO
ION
N GAU
GAUGE
GE
There are two options for trucks equipped with a steer angle direction gauge. This
setting permits the indicated turning direction displayed on the gauge to be
reversed.
7) AU
AUTO
TO IN
INP
P AC
ACTI
TIVE
VE
Sets the active logic level (or edge) for the automatic centering mode request
(AUTOSEL).
- Level 0 = External automatic request is active High (i.e. the AUTOSEL switch is
open)
- Level 1 = External automatic
automatic request is active Low (i.e. the AUTOSEL switch is
closed)
- Level 2 = External automatic request is active on the rising edge of every odd
number (i.e. the first rising
ri sing edge is for automatic, the second returns to manual, the
third is for automatic, etc.)
- Level 3 = External automatic request is active on the falling edge of every odd
number (i.e. the first falling edge is for automatic, the second is return
r eturn to manual,
the third is for automatic, etc.)

8) AU
AUX
X FUN
FUNCT
CTIO
ION
N #1
Sets the steering mode after the feedback pot has reached the final position (it is for
only the two pots
pots steering and the automatic centering
centering options).
- Level 0 = The steering motor is turned on when a travel demand is active.
- Level 1 = The steering motor is alternatively turned off (for 15sec.) and on (for
3sec.) disregarding the travel demand state.
- Level 2 = The steering motor is alternatively turned off (for 15sec.) and on (for
3sec.) but only when a travel demand is active.
The off state is counted starting from the expiration of the antirollback time. It
duration depends on the AUXILIARY TIME setting. So, in reality, the off state
duration is the sum of the AUXILIARY TIME and the fixedfi xed 15sec. delay.
10.8 CONFIG
CONFIG MENU:
MENU: " ADJ
ADJUSTME
USTMENTS"
NTS" FUNC
FUNCTIONS
TIONS LIST
The ADJUSTMENT functions list is common for both tacho-generator and tacho-
generator plus automatic centering model.
1) AD
ADJU
JUS
STMENT #1
#1
This adjustment supports the acquisition of the stator motor resistance and of the
current amplifiers gain (factory adjusted). When Level=1 is set, a stator resistance
acquisition procedure is enabled. The stator resistance is used for the flux
compensation when the COMPENSATION parameter is Level=2 (see 10.4.4).
When Level=2 is set both stator resistance and current gain amplifiers acquisition
procedure is enabled. As soon as this adjustment is turned to a Level different from
0 a DATA ACQUISITION alarm will immediately occurs.
2) SET CURRENT
After the ADJUSTMENT #1 is changed from 0, the operator should connectconnect a DC
ammeter in series with the motor phase U or W. Next push the N° 5 (right side top)
button on the hand set until the
t he motor current is increased to a DC current level
equal to the half Imax value. Then Roll back to ADJUSTMENT #1 and turn to 0 the
selected level. Then execute a save operation pushing OUT and ENTER button.
After switching the key off and on the SW will acquire the parameter (stator
resistance or gains) you want.
Pay attention. The current amplifier gains are factory adjusted while the stator
resistance must be adjusted by the user.
3) AD
ADJU
JUS
STMENT #2
#2
Provides the mOhms stator resistance value. It can be acquired (as above
explained) or hand adjusted in 5mOhms step pushing the right side buttons. The
stator resistance value is used for stator resistance drop compensation when
COMPENSATION parameter is level 2. The motor resistance can be measured
between two motor connections. This measured value can be replayed in the hand
set "Adjustment #2" by rolling up or down the right side buttons.
4) AD
ADJU
JUS
STMENT #3
#3
Provides the first phase current gain: it can be acquired or hand adjusted pushing
the right side buttons (factory adjusted).

5) AD
ADJU
JUS
STMENT #4
#4
Provides the second phase current gain: it can be acquired or hand adjusted
pushing the right side buttons (factory adjusted).
6) SE
SET
T BAT
BATTE
TER
RY TYP
TYPE
E
Specify the battery you have through this option. This setting is used for the flux
compensation when the COMPENSATION parameter is set to Level 1 or 2. Note: it
is important that the battery setting must be compatible with the Eps_ac version you
have.
7) SET SAT
SAT FREQ
it specifies the limit frequency for the constant flux control law. There are two control
regions. The first works with a constant V/f (flux) value from zero to saturation
frequency. The second works with a constant voltage (Vbatt) for higher than
saturation frequency values (weakening region) .
8) OVERSAT FREQ
The limit frequency for the constant voltage control law (degraded flux and torque) is
set through this adjustment. It provides the increment over saturation frequency for
the constant voltage region (weakening region).
In our open loop steer we suggest that you adjust oversat freq to level 1. A motor
used as power steering infact does not need to work in the weakening region. We
advise against oversat freq = 0 because with this setting the sinusoidal wave shape
at the maximum frequency becomes a square wave increasing the noise.
9) MAX
AXIIMUM SLI
LIP
P
Provides the maximum slip when an optional encoder control is adopted. It is used
also to set the lowest limit to the frequency in a max current limit
l imit with a blocked
rotor. (Typical value is 5Hz).

10) ZERO SP POT
POT
Is only for a two pots steering application. It is used to
t o capture the zero setting of
the steer handle pot for manual mode steering.
11) SET STEER
STEER 0-POS
0-POS
Is used to set the voltage the steer angle feedback pot wiper will assume at the end
of an automatic centering operation. Adjust this setting by Entering SET STEER 0-
POS. The default value is 2500.0 mV. You may roll the value up and down using
the (5) and (6) keys in 5mV increments until the truck will move straight ahead after
centering.
12) SET MIN FB
FB POT
it is used to adjust the scaling of the counterclockwise 90 degrees rotation of the
MDU for use with the LEDs steer angle indicator and to stop steering when this
value is surpassed and LIMIT DEVICE setting is ON. Adjust this setting with
guidance in manual mode (tacho or stepper motor controlled steering). Turn t he
handle-wheel counterclockwise
counterclockwise until the maximum 90 degrees angle is obtained.
With the SET MIN FB POT in the ZAPI hand set display, push the t he ENTER (3)
button. The display changes to the present feedback pot value. Push t he OUT (4)
and the ENTER (3) button to save this new reading.
13) SET MAX FB POT
Is used to adjust the scaling of the clockwise 90 degrees rotation of the MDU for
f or
use with the LEDs steer angle indicator and to stop steering when this value is
surpassed and LIMIT DEVICE setting is ON. Adjust thist his setting with guidance in
manual mode (tacho or stepper motor controlled steering). Turn the handle-wheel
clockwise until the maximum 90 degrees angle is optained. With the SET MAX FB
POT in the ZAPI hand set display, push the ENTER (3) button. The display changes
to the present feedback pot value. Push the OUT (4) and the ENTER (3) button to
save this new reading.
14) AUX VOLTAGE
VOLTAGE #1
Is for the stepper motor application only. This voltage is auto acquired the first time
the EPS-AC is switched on and corresponds to the voltage level i n the D line (CNB-
3) when the stepper motor is standing. Typical 2.5V.
15) AUX VOLTAGE
VOLTAGE #2
Is for the stepper motor application only. This voltage is auto acquired the first time
the EPS-AC is switched on and corresponds to the voltage level i n the Q line (CNB-
( CNB-
9) when the stepper motor is standing. Typical 2.5V.

10.9 CONFIG
CONFIG MENU: " SET MODEL"
MODEL"
This adjustment selects the steering configuration. For a tacho-generator (or a stepper
motor) controlled steering the only permissable settings are 0 and 1:
- Level 0: tacho-generator (or stepper motor) steering
- Level 1: tacho-generator (or stepper motor) steering plus automatic centering
- Level 2: two pots manual steering (logic modification required)
- Level 3: two pots manual steering plus automatic centering (logic modification
required)
Note: a new SET MODEL value will be acquired only after the key is switched off.
10.10 MAXIMUM CURRENT ADJUSTMENT
With the hand set is possible to modify the maximum current setting. In order to modify
it Enter the ALARM CONFIG MENU. Push at the same time the two right side buttons.
This sequence will enter the hidden ZAPI MENU. Roll up and down (buttons 1 and 2)
until the "HARDWARE SETTING" appears on the hand set display. Enter it and change
with the right side buttons the maximum current setting. Save the new setting before
exiting. Switch off and on the key to acquire the new setting. It is important that the new
maximum current value is compatible with the Eps_ac version you have.

11 EPS-AC
EPS-AC ALARM
AL ARM LIST
11.1 ANALYSIS OF AL ARMS DISPLAYED ON CONSOLE
CONSOLE
Here is the alarm list
11.1.1 One blink alarms

1) MICRO SL A VE K O
Caus
Cause:
e: When no nu
When numb
mberer is sp
spec
ecif
ifie
ied
d itit mea
means
ns th
the
e Mas
Maste
terr Mic
Micro
ropr
proc
oces
esso
sor
r
(MM) has detected a status signal coming from the supervisor (SM)
that dos't agree with the present comand values. In fact in real time
MM and SM compare the command (tacho-generator, stepper motor,
limit switches, automatic request) they are reading. When MM is
reading a command value different from the one the SM is reading,
this alarm occur.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
2) MICRO SL A VE #1
Caus
Cause:
e: Means
Mean s the
the SM ha
hass det
detec
ecte
ted
d a la
lack
ckin
ing
g syn
synch
chro
roni
nisa
sati
tion
on pu
puls
lse.
e. MM
generates a continuous
continuous a synchronisation
synchronisation pulse (every
(every 16msec) to
run an interrupt service routine reading the command on t he SM.
When this synchronisation pulse is missing for more than 100msec
this alarm occur.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
3) MICRO SL A VE #2
Caus
Cause:
e: Means
Means the
the SM ha
has
s det
detec
ecte
ted
d the
the sa
safe
fety
ty co
cont
ntac
acts
ts cl
clos
osed
ed pr
prio
iorr to
to bei
being
ng
commanded.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
4) MICRO SL A VE #3
Caus
Cause:
e: Means
Mean s the
the SM ha
hass det
detec
ecte
ted
d an
an ana
analo
log
g sta
statu
tus
s sig
signa
nall com
comin
ing
g fro
from
m the
the
MM -and replying the SP POT- frozen while the SP POT is changing.
(Only for two pots steering).
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
5) MICRO SL A VE #4
Caus
Cause:
e: means
mean s the
the SM ha
hass det
detec
ecte
ted
d the
the mo
moto
torr turn
turnin
ing
g dir
direc
ecti
tion
on is op
oppo
posi
site
te to
the present command. (Command and action disagree. Only for two
pots steering and automatic centering).
Remedy
Remedy:: If the ala
alarm
rm occ
occurs
urs sys
system
temati
atical
cally,
ly, it is nec
necess
essary
ary a logi
logic
c subs
substiti
tition.
on.

6) MICRO SL A VE #5
Caus
Cause:
e: Means th
Mea the
e SM
SM ha
has det
detec
ecte
ted
d th
the mot
motor
or is sta
tand
ndin
ing
g whi
while
le th
the
e
command is not at rest.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
7) MICRO SL A VE #6
Caus
Cause:
e: Means
Mean s the
the SM ha
has
s det
detec
ecte
ted
d the
the mo
moto
torr turn
turnin
ing
g dir
direc
ecti
tion
on is op
oppo
posi
site
te to
the tacho command. (Command and action disagree. Only for a
tacho or stepper motor controlled steering).
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
8) MICRO SL A VE #7
Caus
Cause:
e: Means
Mean s the
the SM ha
has
s ope
opene
ned
d its
its sa
safe
fety
ty co
cont
ntac
actt but
but ha
has
s not
not sp
spec
ecif
ifie
ied
d
the reason on the local status bus. For example it occurs when the
SM is absent or broken.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
9) K M CL OSED
Caus
Cause:
e: It occ
occur
urs
s whe
when
n the
the MM ha
has
s det
detec
ecte
ted
d its
its sa
safe
fety
ty co
cont
ntac
actt clo
close
sed
d pri
prior
or to
being commanded.
Reme
Remedy
dy:: The alar
The alarm
m can
can be du
due
e to a wr
wron
ongg inst
instal
alla
latio
tion.
n. As
As figu
figure
re 11.
11.1.
1.1.
1.1
1
shows two cascaded safety switches are internally connected. They
have three diagnostic points; low voltage, mid point and high voltage
end that are read by software. When the switches are open, the
three diagnostic points expect to be at different potential values
thank to the resistances. If the outside interface connected on pin #1
and pin #7 of connector CNB gets one end equal to the midpoint, it
looks like the switch is closed before it is driven and this unwanted
alarm occurs. So we recommend the safety switch should be directly
connected to the supply source (plus battery or minus battery) with
no interposed switches.

If the alarm does not occur due to wrong wiring, it is necessary to
substitute the logic. The failure could be in a mechanical relay defect
or in a fault of the relay driver.
10) K S CL OS
OSED
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e MM
MM has
has de
dete
tect
cted
ed th
the
e SM
SM saf
safet
ety
y con
conta
tact
ct cl
clos
osed
ed
before it's commanded.
Reme
Remedy
dy:: The alar
The alarm
m can
can be du
duee to a wr
wron
ongg inst
instal
alla
latio
tion.
n. As
As figu
figure
re 11.
11.1.
1.1.
1.1
1
shows two cascaded safety switches are internally connected. They
have three diagnostic points; low voltage, mid point and high voltage
end that are read by software. When the switches are open, the
three diagnostic points expect to be at different potential values
thank to the resistances. If the outside interface connected on pin #1
and pin #7 of connector CNB gets one end equal to the midpoint, it
looks like the switch is closed before it is driven and this unwanted
alarm occurs. So we recommend the safety switch should be directly
connected to the supply source (plus battery or minus battery) with
no interposed switches.
If the alarm does not occur forf or the wrong wiring, it is necessary a
logic substition. The failure could be in a mechanical relay defect or
in a fault of the relay driver.
11) K M OPEN
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e MM
MM has
has de
dete
tect
cted
ed it
its
s saf
safet
ety
y con
conta
tact
ct op
open
en af
afte
ter
r
being commanded.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic. The failure could be in a mechanical relay defect or in a fault of
the relay driver.
12) K S OPEN
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e MM
MM has
has de
dete
tect
cted
ed th
the
e SM
SM saf
safet
ety
y con
conta
tact
ct op
open
en
after being commanded.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic. The failure could be in a mechanical relay defect or in a fault of
the relay driver.
13) DAT
ATA
A AC
ACQ
QUISIT
ITIO
ION
N
Caus
Cause:
e: This al
This alar
arm
m on
only
ly oc
occu
curs
rs wh
when
en th
the
e ope
opera
rato
torr tur
turns
ns to le
leve
vell 1 th
the
e
"Adjustment #1"
Reme
Remedy
dy:: swit
switch
chin
ing
g off
off and
and on the
the key
key wil
willl auto
automa
matic
tical
ally
ly rem
remov
ove
e the
the alar
alarm.
m.

11.1
11.1.2
.2 Two
Two bli nks alarms
1) POWER FAI
AILU
LUR
RE #1 o #2
#2 o #3
#3"
Caus
Cause:
e: They oc
They occu
curr whe
when
n res
respe
pect
ctiv
ivel
ely
y pha
phase
ses
s U,
U, V an
and
d W of th
the
e mot
motor
or ar
are
e
broken. This alarm occurs when at least one of the phase currents is
less than 6Aac while the applied frequency is different from zero.
Reme
Remedy
dy:: Veri
Verify
fy th
the
e mot
motor
or ca
cabl
bles
es an
and
d mot
motor
or wi
wind
ndin
ings
gs co
cont
ntin
inui
uity
ty..
2) L OG
OGIC FA IL
IL UR
URE #1
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e rea
reall vol
volta
tage
ge be
betw
twee
een
n pha
phase
se U and
and V is
is dif
diffe
fere
rent
nt
fom the desired.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
3) L OG
OGIC FA IL
IL UR
URE #2
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e rea
reall vol
volta
tage
ge be
betw
twee
een
n pha
phase
se U and
and W is
is dif
diffe
fere
rent
nt
fom the desidered.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
4) HIGH CURRENT
Caus
Cause:
e: It occ
occur
urs
s whe
when
n the
the out
outpu
putt cur
curre
rent
nt amp
amplilifi
fier
ers
s sig
signa
nall resu
result
lt hig
highe
herr than
than
Imax level (not controllable) for more than
t han about 1 sec.
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
5) MA IN
IN CONT. OPEN
Caus
Cause:
e: It occ
occur
urs
s dur
durin
ing
g ini
initt by Ca
Can-
n-Bu
Bus
s syn
synch
chro
roni
nisa
sati
tion
on wi
with
th tra
tract
ctio
ion
n modu
module
le
if main contactor doesn't close.
Reme
Remedy
dy:: Prob
Probab
able
le tr
trac
acti
tion
on co
cont
ntro
roll
ller
er al
alar
arm.
m.
6) K EY OFF
Caus
Cause:
e: It's a war
It's warni
ning
ng th
that
at oc
occu
curs
rs if th
the
e Sic
Sicos
os mo
modu
dule
le gi
give
ves
s a ke
key-
y-of
off
f
command via Can-Bus.
Reme
Remedy
dy:: This war
This warni
ning
ng dis
disap
appe
pear
ars
s if the
the Sic
Sicos
os mod
modul
ule
e switc
switche
hes
s off
off the
the
command.
7) CA N-B US
Caus
Cause:
e: It's a war
It's warni
ning
ng th
that
at oc
occu
curs
rs if the
the tr
trac
acti
tion
on mo
modu
dule
le is no
nott con
conne
nect
cted
ed or if
there is some problems on the Can-Bus line.
Reme
Remedy
dy:: Check
Chec k the
the Can-
Can-Bu
Buss line
lines.
s. If
If you
you want
want the
the EPS
EPS-A
-AC
C work
workin
ing
g with
withou
outt
Can-Bus comunication turn to "Absent" the hardware setting "Can-
Bus" with the hand set.
To do it enter in the alarm config menu. Push at in the same time the
two right side buttons. This sequence will enter the hidden Zapi
menu. Roll up and down (buttons 1 and 2) until the "Hardware setting
" appears on the handset display. Enter it and roll with the left side
button until the "Can-Bus" text appears. Turn it to "Absent" with the
right side buttons.

11.1.3 Three blinks alarms
1) STEER SENSOR K O
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e tac
tacho
ho-g
-gen
ener
erat
ator
or is op
open
en or sh
shor
ortt cir
circu
cuit
ited
ed..
Remedy
Remedy:: Check the tac
Check tacho-
ho-gen
genera
erator
tor wir
wires
es and mea
measur
suree the tac
tacho-
ho-gen
genera
erator
tor
resistance (should be close to 22 Ohms). If the problem is not due to
wiring, replace the tacho-generator.
2) D L INE SENSOR K O
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e ste
stepp
pper
er mo
moto
torr cha
chann
nnel
el on th
the
e CNB
CNB pi
pin
n #3
#3 is
is ope
open.
n.
Reme
Remedy
dy:: Check
Chec k the
the step
steppe
perr moto
motorr wire
wires
s and
and meas
measur
uree the
the step
steppe
perr moto
motorr line
line D
resistance (should be close to 30 Ohms between pin #3 CNB and
GND). If the problem is not due to wiring, replace the stepper motor.
3) Q L INE SENSOR K O
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e ste
stepp
pper
er mo
moto
torr cha
chann
nnel
el on CN
CNB
B pin
pin #9 is op
open
en..
Reme
Remedy
dy:: check
chec k the
the step
steppe
perr moto
motorr wire
wires
s and
and meas
measur
uree the
the step
steppe
perr moto
motorr line
line Q
resistance (should be close to 30 Ohms between pin #9 CNB and
GND). If the problem is not due to wiring, replace the stepper motor
4) F.B OUT OF RA NGE
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en th
the
e ang
angle
le st
stee
eeri
ring
ng fe
feed
edba
back
ck po
pott has
has a bro
broke
ken
n
connection that means its wiper is higher than 4.7Vdc or smaller than
0.3Vdc.
Reme
Remedy
dy:: Check
Chec k the
the stee
steerr angl
angle
e feed
feedba
back
ck pot
pot con
conne
nect
ctio
ions
ns.. If the
the prob
proble
lem
m is
not due to wiring, replace feedback pot. Below is the feedback pot
internal interface: when a connection is broken the pot wiper is stuck
at 0Vdc o 5Vdc.

5) SP OUT OF RA NG
NGE
Caus
Cause:
e: For a tw
For two
o pot
pots
s clo
close
sedd con
contr
trol
ol lo
loop
op on
only
ly.. Thi
This
s ala
alarm
rm is th
the
e sam
same
e as
as
the previous but for the command pot.
Reme
Remedy
dy:: Chec
Check
k th
the
e se
sett poi
point
nt po
pots
ts co
conn
nnec
ecti
tion
ons.
s.
11.1
11.1.4
.4 Four
Four bli nks alarms
1) EEPROM K O
Caus
Cause:
e: It occ
occur
urs
s due
due to a har
hardw
dwar
are
e or
or sof
softw
twar
are
e def
defec
ectt of
of the
the non
non-v
-vol
olat
atil
ile
e on-
on-
board memory parameters.
Reme
Remedy
dy:: Execut
Exec ute
e a CLE
CLEAR
AR EEEEPR
PROM
OM op
oper
erat
atio
ion.
n. To
To do
do it En
Ente
terr the
the ALA
ALARM
RM
CONFIG MENU. Push at the same time the two right side buttons.
This sequence will enter the hidden ZAPI MENU. Roll up and down
(buttons 1 and 2) until the "CLEAR EEPROM" appears on the hand
set display. Push twice the Enter button. If the alarm occurs
permanently, it is necessary to substitute the logic.
Note: each time the Eprom release is changed this alarm could
occur. So we suggest doing a CLEAR EEPROM before changing the
Eprom.
2) GA IN EEPROM K O
Caus
Cause:
e: It oc
occu
curs
rs at st
star
artu
tup
p ifif som
some
e res
reser
erve
ved
d EEp
EEpro
rom
m cel
cells
ls ar
are
e dam
damag
aged
ed,, or
or
when substituting an old software (prior than 0.67) with a new one.
Reme
Remedy
dy:: It is
is nece
necess
ssar
ary
y to mod
modify
ify th
the
e cont
conten
ents
ts of
of EEpr
EEprom
om add
addre
ress
ss 0 x 63 an
and
d
then to clear the EEprom. Ask for Zapi technicians support.
11.1.5 Five blinks alarms

1) HIGH TEMPERAT
ATU
URE
Cause: It occurs if the power base exceeds 76°C.
Reme
Remedy
dy:: Let the
Let the unit
unit coo
cooll down
down.. If the
the alar
alarm
m occu
occurs
rs afte
after,
r, it is
is nece
necess
ssar
ary
y to
improve the unit's heat dissipation capability.

11.1
11.1.6
.6 Six
Six bli nks alarms
1) STB Y I HIGH
Caus
Cause:
e: It occ
occur
urs
s if
if the
the re
rest
st st
stat
ate
e cur
curre
rent
nt si
sign
gnal
als
s (me
(meas
asur
ured
ed on th
the
e pha
phase
ses
sU
and W) are not in i n the window 2.5±0.3Vdc after switching on the key
and 2.5±0.15Vdc when in the steady state. These voltage are
measured between D46 and D45 anodes and gnd.
Reme
Remedy
dy:: The 2.5V
The 2.5Vdc
dc res
restt stat
state
e val
value
ues
s shou
shouldld be
be TM3
TM3 (fo
(forr D46)
D46) and
and TM2
TM2 (fo
(for
r
D45) factory adjusted. If the problem is not due to TM3 or TM2
settings, to try a logic substitution.
2) VMN NOT OK
Caus
Cause:
e: It occ
occur
urs
s whe
when
n in
in the
the in
init
itia
iall res
restt sta
state
te at le
leas
astt one
one of th
the
e pha
phase
ses
s of
of the
the
motor voltage is high: that means the voltage between D47 and D48
anodes and gnd are not in the window 2.5±0.3Vdc (see Fig.
11.1.6.2).
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.
3) L OG
OGIC FA IL
IL UR
URE #3
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en in th
the
e res
restt sta
state
te th
the
e Vv-
Vv-Vu
Vu ph
phas
ase
e mot
motor
or vo
volt
ltag
age
e is
is
high: that means the voltage between D47 anode and gnd is not in
the window (Vv-Vu)0±0.25Vdc (see Fig. 11.1.6.2).
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.

4) L OG
OGIC FA IL
IL UR
URE #4
Caus
Cause:
e: It oc
occu
curs
rs wh
when
en in th
the
e res
restt sta
state
te th
the
e Vu-
Vu-Vw
Vw ph
phas
ase
e mot
motor
or vo
volt
ltag
age
e is
is
high: that means the voltage between D48 anode and gnd is not in
the window (Vu-Vw)0±0.25Vdc (see Fig. 11.1.6.2).
Reme
Remedy
dy:: If the
the ala
alarm
rm occ
occur
urs
s perm
perman
anen
entl
tly,
y, itit is nec
neces
essa
sary
ry to
to subs
substi
titu
tute
te the
the
logic.

12 SAFETY CONTROLS AND THEIR USE
12.1 SAFETY CONTROLS IN TACHO-GENERATOR AND AUTOMATIC CENTERING
STEERING
The following malfunctioning conditions are tested on electrical manual steering:

1) Safe
Sa fety
ty on mo
moto torr wir
wires
es br
bro
oke
ken.
n.
2) Safety
Saf ety on failu
failures
res of the
the steer
steering
ing whe
wheel
el tacho
tacho-ge
-gener
nerato
atorr or step
stepper
per mot
motor.or.
3) Safety
Saf ety on the
the pres
presenc
ence e of cur
curren
rentt when
when the
the stee
steerin
ring
g motor
motor is atat rest.
rest.
4) Safety
Saf ety on the
the pres
presenc
ence e of phas
phase e volta
voltage
ge when
when the ste
steeri
ering
ng moto
motorr is atat rest.
rest.
5) Safety
Saf ety on pot wir
wires
es bro
broken
ken (fo
(forr autom
automati
atic
c cent
centeri
ering
ng ope
operat
ration
ion).
).
6) Cross
Cro ss diag
diagnos
nosis
is betw
between
een Mas
Master
ter and Sup
Superv
erviso
isorr micro
microcon
contro
trolle
ller.
r.
All of these alarm conditions cause a relay to open that will remove the enabling drive.
Here is a detailed look at them.
12.2 SAFETY ON MOTOR WIRES BROKEN
If the current on at least one of the motor phases is detected as less than 6Aac when
the motor frequency is other than 0Hz an alarm will occur. The delay for alarm occuring
decreases as the motor frequency increases.
increases. For a motor frequency higher
higher than 50Hz
this alarm will occur with a 100msec delay. If the steady state motor current is less t han
6Aac this alarm could unwillingly occur.
12.3 SAFETY ON FAILURE OF THE STEERING TACHO-GENERATOR
The safety on tacho-generator failure detects the presence on the line of the tach-
generator impedance (22 ohms resistance and 6 mH inductance). This is possible by
using it as a load for an astable oscillator. It is therefore possible to detect defects due
to disconnection and short circuiting the tacho-generator.
t acho-generator. The tacho-generator
impedance is about 40 ohms. So when an impedance lower than 15 ohms and higher
than 300 ohms is detected, an alarm occurs in less than 100msec.
12.3
12.3.1
.1 Sa
Safety
fety on f ailures of the steering s tepper mot or
The safety on stepper motor failures detects the presence of the stepper motor phases
resistance (30 ohms). A biasing current is injected in both t he D (CNB pin #3) and Q
(CNB pin#9) lines for testing. When at least one of these currents is broken off an alarm
occurs in less than 100msec.
12.4 SAFETY ON THE PRESENCE OF CURRENT WHEN THE STEERING MOTOR

IS AT REST
The microprrocessor logic continuously tests the current amplifiers output at rest and if
they are other than 2.5Vdc±0.15Vdc, causes an alarm. These voltage are measured
between D46 and D45 anodes and gnd (see figure 11.1.6.1).

12.5 SAFETY ON THE PRESENCE OF PHASE VOLTAGE WHEN THE STEERING
MOTOR IS AT REST
The microprrocessor logic continuously tests the phase voltage amplifiers output at rest
and if they are other than 2.5Vdc±0.25Vdc, causes an alarm. These voltage are
measured between D47 and D48 anodes and gnd (see Fig 11.1.6.2).
12.6 SAFETY ON POT WIRES BROKEN (FOR AUTOMATIC CENTERING

OPERATION)
The safety on pot broken operates by looking for either higher than 4.7Vdc or less than
0.3Vdc on the wiper pin of the steer angle feedback pot. In fact, the 5K pot is connected
with two resistances that confine its center point inside the two limits specified above if
the pot is correctly connected (see Fig 11.1.3.1).
12.7 CROSS DIAGNOSIS BETWEEN MASTER AND SUPERVISOR

MICROCONTROLLER
Each microcontroller independently reads the command input (tacho-generator or pot)

and calculates a consequent controlling action. While the action generated by the
Master becomes the executive, the supervisor's is just for a matching comparision. As
each microcontroller receives both its own and the other microcontroller's value, if they
are mismatched each microcontroller may open its own alarm switch.

13 PERIODIC MAINTENANCE
Periodical maintenance is reduced thanks to minimisation of wearing parts (no brushes,

only one optional power contactor). So the periodic maintenance may be l imited to the
following checks. Perform every three months:
1) Chec
Check
k main remote
remote control
control switch
switch contact
contact wear.
wear. Replace
Replace when
when contacts
contacts are
are worn.
2) Check
Check mechanica
mechanicall movement
movement of main
main remote contro
controll switch contac
contactor.
tor. It must
must be
free and not jammed.
3) Check
Check power wiring
wiring going
going to the battery
battery and
and steering
steering motor.
motor. The terminal
terminal must
must be
tight and firmly connected. The insulation must be sound.
4) In the prEN 1175-1
1175-1 directiv
directive
e complianc
compliance,
e, check
check the operation
operation of the
the fault detectio
detection
n
circuitry (see par. 13.1).
All work must be performed by qualified trained personnel.

personnel. All replacement parts must
be genuine OEM parts.
Any potential problem discovered by the service technician

technician periodically checking the
equipment that could lead to additional vehicle damage must be communicated to ZAPI
technical staff or the technical sales network so that corrective action and an
appropriate decision regarding continued operation of the equipment can be made.
If a user detects a steering problem, it is the user's responsibility to remove

r emove the truck
from service, tag it, and notify a service technician for corrective action.
13.1 TESTING THE FAULT DETECTION CIRCUITRY
The material handling directive prEN 1175 requires periodic testing of the controller's
fault detection circuitry to be checked in one of the following modes (choose your
preferred):
1) Switc
Switchh on the key and
and try to disconn
disconnect
ect the tacho-g
tacho-genera
enerator
tor (or the steppe
stepperr motor
channels). An alarm, stopping the traction should immediately occur.
2) Try to disconn
disconnect
ect the steerin
steering
g motor. After
After switching
switching on
on the key an
an alarm stopping
stopping
the traction should immediately occur as soon as the tacho-generator or the stepper
motor rotates.
IN THE EVENT OF TROUBLE WITH ELECTRICAL EQUIPMENT MAKING IT

DANGEROUS TO USE THE VEHICLE, THE USER MUST NOT USE IT.

COSTRUZIONE APPARECCHIATURE ELETTRONICHE - OLEODINAMICHE - INDUSTRIALI
42028 - POVIGLIO - (R.E.) - Via Parma, 59 - ITALIA
Tel. +39 0522 960050 (r.a.) - Fax +39 0522 960259 - e-mai l: zapi@zapispa.it
EPS-AC
OPERATING AND USER
MANUAL

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ADCZP0AB EPS-AC OPERATING AND USER MANUAL Page 1 of 51

COMP ANY D EPT. SERVICES M A N A GEMEN T EXECUTIVE

ENGINEERING SEC TION EXEC UTIVE

EXPORT M A N A GER

This equipment enables manua

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The EPS_AC equipment consists of the following parts:

1.1 STEERING SERVO MOTOR CONTROL UNIT

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To execute an automatic centering operation, a multiturn 5K potentiometer must be

1.3 OPERATOR CONSOLE

1.4 AC STEERING SERVO MOTOR

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2.2 STEER MOTOR CURRENT RANGE

2.3 COMMAND DEVICE SPECIFICATIONS

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2.3.2 Automatic centering potentiometer

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4.2 AUTOMATIC CENTERING

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Three are three jumpers it is possible to configure.

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* No t l ea in g MDU : means the steering-traction wheel is opposite to the driving seat.

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9.1 TACHO-GENERATOR OR STEPPER MOTOR CONTROLLED STEERING

9.2 AUTOMATIC CENTERING

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The parameters are slightly different between tacho-generator,

10.4 PARAMETERS IN SET MODEL 0 (TACHO-GENERATOR OR STEPPER

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10.5 PARAMETERS IN SET MODEL 1 (TACHO-GENERATOR OR STEPPER

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10.10 MAXIMUM CURRENT ADJUSTMENT