Zapi Ac0 Manual 092004 en

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
AC-0 SENSE
COILS
Copyright © 1975-2004 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 - 2/75 AE0ZP0CA - AC0 SENSE COILS - User Manual

Contents
1 INTRODUCTION ...................................................................................................................6
2 SPECIFICATION ...................................................................................................................7
2.1 Technical specifications..............................................................................................7
2.2 Block diagram .............................................................................................................7
3 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT.......8
3.1 Microswitches .............................................................................................................8
3.2 Accelerator unit...........................................................................................................8
3.3 Other analog control unit ............................................................................................9
3.4 Analog motor thermal sensor input.............................................................................9
3.5 Sense coils .................................................................................................................9
4 PROTECTION FEATURES .................................................................................................10
5 USAFETY AND PROTECTION.......................................................................................11
5.1 Passive emergency cell ............................................................................................11
5.2 Control tuning ...........................................................................................................12
6 OPERATIONAL FEATURES ..............................................................................................13
6.1 Diagnosis ..................................................................................................................13
7 INSTALLATION SUGGESTIONS AND PRECAUTIONS ...................................................14
7.1 Thermal consideration ..............................................................................................14
7.2 General suggestion...................................................................................................14
7.3 Susceptibility and electromagnetic emission ............................................................14
7.4 Main contactor and key connection ..........................................................................15
8 INSTALLATION...................................................................................................................16
8.1 Connection cables ....................................................................................................16
8.2 Contactors ................................................................................................................16
8.3 Fuses ........................................................................................................................16
9 DESCRIPTION OF THE CONNECTORS............................................................................17
9.1 Connectors of the logic - Standard version with Sense Coils ...................................17
9.1.1 CNA connector............................................................................................18
9.1.2 CNB connector............................................................................................18
9.1.3 CNC connector ...........................................................................................19
9.2 Connectors of the logic - MDI PRC Version with Sense Coils ..................................19
9.2.1 CNA connector............................................................................................19
9.2.2 CNB connector............................................................................................20
9.2.3 CNC connector ...........................................................................................21
9.3 Sense Coils connections ..........................................................................................21
9.4 Description of power connections.............................................................................22
10 DRAWINGS .........................................................................................................................23
10.1 Mechanical drawing ..................................................................................................23
10.2 Connection drawing - Standard version with Sense Coils ........................................24
10.3 Connection drawing - MDI-PRC Version with Sense Coils.......................................25
11 ONE SHOT INSTALLATION PROCEDURE.......................................................................26
11.1 Sequence for Ac Inverter traction setting..................................................................27
12 PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE...................................28
12.1 Adjustments via console ...........................................................................................28
12.2 Description of console (hand set) & connection .......................................................28
12.3 Description of standard console menu .....................................................................29
12.3.1 Standard version.........................................................................................29
AE0ZP0CA - AC0 SENSE COILS - User Manual Page - 3/75

12.3.2 MDI PRC Version ....................................................................................... 30
12.4 Function configuration .............................................................................................. 31
12.4.1 Config menu “SET OPTIONS” functions list............................................... 32
12.4.2 Config menu “ADJUSTMENTS” functions list ............................................ 38
12.4.3 Main menu “PARAMETER CHANGE” functions list................................... 42
12.4.4 Zapi menu “HARDWARE SETTINGS” functions list .................................. 47
12.4.5 Zapi menu “SPECIAL ADJUSTMENTS” functions list................................ 48
12.4.6 Main menu “TESTER” functions list ........................................................... 49
13 OTHER FUNCTIONS .......................................................................................................... 53
13.1 Description of console “SAVE” function ................................................................... 53
13.2 Description of console “RESTORE” function............................................................ 55
13.3 Description of console “PROGRAM VACC” function................................................ 57
13.4 Program the lifting/lowering potentiometer ............................................................... 59
13.5 Description of the throttle regulation......................................................................... 59
13.6 Description of the battery charge detection setting .................................................. 60
14 AC0 ALARMS LIST ............................................................................................................ 61
14.1 Main menu “ALARMS” list ........................................................................................ 61
14.1.1 One Blink Alarms........................................................................................ 61
14.1.2 Two Blinks Alarms ...................................................................................... 62
14.1.3 Three Blinks Alarms ................................................................................... 64
14.1.4 Four Blinks Alarms ..................................................................................... 65
14.1.5 Five Blinks Alarms ...................................................................................... 66
14.1.6 Six Blinks Alarms........................................................................................ 67
14.1.7 Seven Blinks Alarms................................................................................... 70
14.1.8 Eigth Blinks Alarms..................................................................................... 70
14.1.9 No Blink Alarms .......................................................................................... 71
14.1.10 Ten Blinks Alarms....................................................................................... 71
14.1.11 Thirty Two Blinks Alarms ............................................................................ 71
14.2 MDI-PRC “ALARMS” List ......................................................................................... 72
15 RECOMMENDED SPARE PARTS ..................................................................................... 74
16 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 75

APPROVAL SIGNS
COMPANY FUNCTION INIZIALS SIGN
GRAPHIC AND LAYOUT FF
PROJECT MANAGER MI
TECHNICAL ELECTRONIC
PP
MANAGER VISA
SALES MANAGER VISA PN
Publication N°: AE0ZP0CA

Edition: September 2004

1 INTRODUCTION
The AC0 SSL inverter has been developed for applications such as transpallet
trucks, stacker trucks and cleaning machines with Asynchronous (AC) traction
motors up to 1.2KW (Vbatt=24V) and 1.8KW (Vbatt=36V).
The AC0 SSL can be supplied in two versions:
1) Encoder version using a Sensor Bearing in the Motor axle
2) SenseCoils version using special auxiliary windings in the motor.
Here the Sense Coils version is descripted: it adopts special auxiliary windings
(Sense Coils) in the motor to replace the Encoder.
These Sense Coils are strongly less expensive and more reliable than the
Encoder; on the other hand the “stop on the ramp” function is not possible and
the electromechanical brake is mandatory to stop the truck when the control
frequency and the motor speed are not matched.
The correct part number for the 24V Sense Coils AC0 is FZ2025. The 36V needs
a different part number.
AC0 has also a big brother controller called AC1, both are available in the Sense
Coils version. The only differencies between AC0 and AC1 are the maximum
current (150A vs. 250A) and the dimensions.
All the Zapi AC controllers have the CAN Bus communication peripheral and a
Serial Link embedded: the SW for the communication via CAN Bus between the
AC0 and the MDI-PRC has been already developed in a standard handling here
descripted.
MDI-PRC is a Zapi module to be mounted on the dashboard of the truck to inform
with a display about the state of the truck and provided with a Leds battery
charge indicator. Besides, the MDI-PRC can drive four electrovalves (two
proportional and two On/Off type) for an advanced hydraulics handling. MDI-PRC
is the natural choice to fill the AC0’s services with those extra functions for the
high level trucks.
AC0 SSL has an additional analogue input (CNA #13) suited to receive a motor
thermal sensor (KTY84-130).
The reference SW release for this manual is AC0T2SE4 SN0.30.
The reference HW release for this manual is AE0ZPC0B.

2 SPECIFICATION
2.1 Technical specifications

Inverter for AC asynchronous 3-phase motors
Regenerative braking
Can-bus interface
Digital control using a microcontroller
Sense Coils interface
Voltage: ...................................................................................................... 24 - 36V
Maximum current (24V,36V): ...................................................... 150A (RMS) for 2'
Booster (all version): ................................................... 170A (RMS) for 10 seconds
Operating frequency:...............................................8kHz with center aligned PWM
External temperature range: .............................................................. -30°C ÷ 40°C
Maximum inverter temperature (at full power): ................................................78°C
2.2 Block diagram
Figure 2–1

3 SPECIFICATION FOR THE INPUT DEVICES
FILLING UP THE INSTALLATION KIT
The AC0 controller needs some external parts in order to work. The following
devices complete the kit for the AC0 installation.
3.1 Microswitches
- The microswitches must have a contact resistance lower than 0.1Ω and a
leakage current lower than 100µA.
- When full load connected, the voltage between the key switch contacts must
be lower than 0.1V.
- The microswitches (if not otherwise noted) must connect or break a battery
voltage to the inputs pins.
3.2 Accelerator unit

The accelerator unit can consist of a potentiometer or an Hall effect device.
It should be in a 3-wire configuration. The potentiometer is supplied through
CNB#12 with about 12Vdc.
CPOT (CNB#10) signal ranges is from 0 to 10V.
Potentiometer value should be in the 0.5 - 10 KΩ range; generally, the load
should be in the 1.5mA to 30mA range. Faults can occur if it is outside this range.
The standard connection for the potentiometer is the one in the Left side of
Figure 3–1 (potentiometer on one end at rest) in combination with a couple of
Travel demand switches. On request it is also possible the handling in the Right
side of Figure 3–1 (potentiometer in the middle at rest) in combination with at
least one Travel Demand switch. We strongly advice against the adoption of the
Right side configuration without travel demand switch at all, because of a safety
issue.
Figure 3–1
The Procedure for automatic potentiometer signal acquisition is carried out using
the Hand Set. This enables adjustment of the minimum and maximum useful
signal level (see paragraph 13.3 PROGRAM VACC function), in either direction.

3.3 Other analog control unit
Input CNA#18 is an analog input, whose typical application is a proportional
command to enable a lifting and a lowering proportional Valves. It is possible to
use this input for an alternative function is a proportional braking. It should be in a
3 wire configuration. Potentiometer value should be in the 0.5-10KΩ range.
Generally, the load should be in the 1.5mA to 30 mA range.
The CPOTB (CNA#18) signal range is from 0 to 10V.
3.4 Analog motor thermal sensor input

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

An alternative to the adoption of a shaft encoder is to use a motor with Sense
Coils. This is a special motor with mutually coupled auxiliary windings in the
motor phases. These coils provide the information of the electromotive force (and
so of the magnetic flux too) in the motor phases. Working this way it is possible to
control the AC motor like a SEM motor do: the Magnetic flux and the armature
current are modulated distinctly. The real motor speed is not longer required.

4 PROTECTION FEATURES
The AC0 is protected against some controller injuries and mulfunctions. These
are:
1) Battery polarity inversion

It is necessary to fit a MAIN CONTACTOR to cut off the Battery Positive
connection to protect the inverter against reverse battery polarity.
2) Connection Errors
All inputs are protected against connection errors.
3) Thermal protection
If the chopper temperature exceeds 78°C, the maximum current is reduced in
proportion to the thermal increase. The cut off temperature is 100°C for the
encoder release and 85° for the sense coils release.
4) External agents
The inverter is protected against dust and the spray of liquid to a degree of
protection meeting IP54.
5) Low battery charge
The Lifting Operation inhibited.
6) Protection against accidental Start up
A precise sequence of operations are necessary before the machine will
start.
The truck does not move if these operations are not carried out correctly.
Requests for drive, must be made after closing the key switch.
7) Protection against uncontrolled movements
If the main contactor is opened, it never closes if:
- The Power unit is not functioning.
- The Logic is not functioning perfectly.
- The output voltage of the accelerator does not fall below a threshold is
1V higher than the minimum voltage value stored with the PROGRAM
VACC operation.
- A microswitch for a moving request in closed position.
An important improvement against the uncontrolled movements is given by
the Passive Emergency Cell (see paragraph 5.1 below).

5 U SAFETY AND PROTECTION
ZAPI controllers are designed according to the prEN954-1 specifications for
safety related parts of control system and to UNI EN1175-1 norm.
The safety of the machine is strongly related to installation; length, layout and
screening of electrical connections have to be carefully designed.
AC0 inverter electronic implements an hardware safety circuit, which is able to
switch off the three phase Power Bridge stopping the machine via HARDWARE,
that is bypassing the software control.
This safety Circuit is actuated releasing the Tiller Switch and the handling is
descripted in detail in the next Paragraph (see paragraph 5.1 PASSIVE
EMERGENCY CELL).
ZAPI is always available to cooperate with the customer in order to evaluate
installation and connection solutions. Furthermore, ZAPI is available to develop
new SW or HW solutions to improve the safety of the machine, according to
customer requirements.
Machine manufacturer holds the responsibility for the truck safety features and
related approval.
5.1 Passive emergency cell

The Tiller Switch input is processed by two separated devices: the uC and a PLD
(GAL). When the Tiller Switch turns open, both, the uC and the PLD device
switch off the power mosfets distinctly one from the other. The PLD does that
with a delay of 800msec. So, this PLD is a separate device (distinct from the uC)
that automatically prevent operation of the travel circuit when the operator leaves
the truck.
Figure 5–1
One of the reason for the adoption of this Passive Emergency cell is to comply
with the EN1175-5.9.5: “A separate device indipendent of the speed control
device (accelerator) shall automatically prevent operation of the travel circuit
when the operator leaves the truck, e.g. seat switch, pedestrian tiller switch”. To
be sure this separate device really prevent operation of the travel circuit, it is
necessary a redundant device (togheter with the Elaboration Unit) reads this
separate device and stops the truck distinctly from the Elaboration Unit. This is

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

In an Asynchronous Motor, the torque collapses when the frequency and the
speed in the motor are not mached in between. This condition may occur for
example when the controller starts from a null frequency and the motor is already
moving. The matching between frequency and speed is easy to satisfy when the
Encoder is present; with the Sense Coils it is necessary to apply a continuous
monitoring of the matching between the frequency and speed to raise a Tuning
operation in case of mismatching. This continuous monitoring consists of a real
time calculation of the Motion Torque and requires about 500msec to detect the
mismatching condition. Then the Electromechanical brake is de-energized and
the Tuning activity begins. With this operation the SW automatically moves the
frequency toward the motor speed searching for the torque grows up. When the
tuning is got the Electromechanical Brake is energized and the Motor is back
under control.

6 OPERATIONAL FEATURES
- Stable speed in every position of the accelerator.
- Regenerative release braking based upon deceleration ramps.
- Regenerative braking when the accelerator pedal is partially released
(deceleration).
- Direction inversion with regenerative braking based upon deceleration ramp.
- Regenerative braking and direction inversion without contactors: only the
main contactor is present.
- The release braking ramp can be modulated by an analog input, so that a
proportional brake feature is obtained (this service is possible but the SW is
not developed yet).
- Voltage boost at the start and with overload to obtain more torque (with
current control).
- The inverter drives an electromechanical brake
- High efficiency of motor and battery due to high frequency commutations.
- Self diagnosis.
- Modification of parameters through the programming console.
- Internal hour-meter with values that can be displayed on the console.
- Memory of the last five alarms with relative hour-meter and temperature
displayed on the console.
- Test function within console for checking main parameters.
- Flux vector control: the magnetic flux in the motor is continuously monitored
and so the magnetic core saturation is avoided with energy saving.
- An electromechanical Brake is mandatory in combination with the Sense
Coils controller. (When the Travel Demands are released, the controller
enters a stand-by mode that can be exit only when a new travel demand is
turned on: then the controller increases the frequency starting from zero,
assuming the truck is standing).
- Stop on ramp is not possible.
- The motor frequency follows the accelerator, starting a regenerative braking
if the frequency overtakes the frequency set-point (accelerator position).
6.1 Diagnosis
The microprocessor continuously monitors the inverter and carries out a
diagnostic procedure on the main functions. The diagnosis is made in 4 points:
- Diagnosis on key switch closing that checks: watchdog circuit, current
sensor, capacitor charging, phase's voltages, contactor drives, can-bus
interface, if the switch sequence for operation is correct and if the output of
accelerator unit is correct.
- Standby diagnosis at rest that checks: phase's voltages, contactor driver,
current sensor, can-bus interface.
- Diagnosis during operation that checks: contactor driver, current sensors,
sense coils signals, can-bus interface.
- Continuous diagnosis that check: temperature of the inverter, motor
temperature.
Diagnosis is provided in two ways. The digital console can be used, which gives
a detailed information about the failure; the failure code is also sent on the Can-
Bus.

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

- The heat generated by the power block must be dissipated. For this to be
possible the compartment must be ventilated and the heat sink materials
ample.
- The heat sink material and system should be sized on the performance
requirement of the machine. Abnormal ambient air temperatures should be
considered. In situations where either ventilation is poor, or heat exchange is
difficult, forced air ventilation should be used.
- The thermal energy dissipated by the power block module varies and is
dependent on the current drawn and the duty cycle.
7.2 General suggestion

- Never connect SCR low frequency chopper with AC Motor Inverter because
the Rail capacitors alter the SCR choppers' work. If it is necessary to use
two or more control units (traction + lift. for ex.), they must belong to the
ZAPIMOS family.
- Do not connect the inverter to a battery with a nominal value different from
the value indicated on the chopper plate. If the battery value is greater, the
MOS may fail; if it is lower, the control unit does not "power up".
- During battery charge, disconnect the controller from the battery.
- Supply the controller only with battery for traction; do not use a power supply.
- When the inverter is installed, make tests with the wheels raised from the
ground, in order to avoid dangerous situations due to connection errors.
- After the controller is switched off (key off), the Rail capacitor remains
charged for some minutes; if you need to work on the inverter, discharge
them using a 10Ω ÷ 100Ω resistance connected from the +Batt to the –Batt
terminals in the controller side.
- Fit transient suppression devices to the horn, solenoid valves, and contactors
not connected to the chopper such as those for activating the pump motor or
steering motor.
7.3 Susceptibility and electromagnetic emission

Electromagnetic susceptibility and emission are strongly influenced by the
installation. Special attention must be given to the lengths and the paths of the
electric connections and the shields. This situation is beyond ZAPI's control.
Therefore ZAPI declines any responsibility for non-compliance if correct testing is
not made (the irradiated emission directive is EN50081-2).

7.4 Main contactor and key connection
- The connection of the main contactor can be carried out following the
drawing in Figure 7–1.
- An intrinsic protection is present inside the logic when the voltage on the
battery power connection overtakes the battery nominal voltage more than a
certain percentage. Thank to this protection, it is allowed that the Main
Contactor (or an emergency switch) breaks the Battery positive in every
moment regardless of the state of the key (without this protection, if the Main
Contactor breaks when a regenerative braking is in progress, the rail
capacitor voltage increases and the overvoltage could damage the Power
Mosfets).
Figure 7–1

8 INSTALLATION
Install the controller with the base-plate on a flat metallic surface that is clean and
unpainted. Apply a light layer of thermo-conductive grease between the two
surfaces to permit better heat dissipation.
Ensure that the wiring of the cable terminals and connectors is carried out
correctly.
8.1 Connection cables

For the auxiliary circuits, use cables at least 0.5mm² section.
For power connections to the motor and to the battery, use cables having section
of 16 mm² (as a minimum).
For the optimum inverter performance, the cables to the battery should be run
side by side and be as short as possible.
8.2 Contactors
Usually a main contactor is adopted to connect and cut off the battery to the
controller. Depending on the setting of a parameter (see paragraph 12.4.1.12
option AUX VOLTAGE #1):
- the output which drives the main contactor coil is on/off (the coil is driven with
the full battery voltage).
- the output which drives the main contactor coil is switched at high frequency
(1 KHz) with a programmable duty cycle; this feature is useful to decrease
the power dissipation of the contactor coil.
The EN1175 states the main Contactor is not mandatory (under proper
conditions); anyway it is useful to protect the inverter against reverse battery
polarity and to cut off the battery from the power mosfets when a failure in the
three phase bridge occurs.
8.3 Fuses
- Use a 6.3-10A Fuse for protection of the auxiliary circuits.
- For protection of the power unit, use a 120-150A fuse in the Battery Positive
connection. For special applications or requirements these values can be
reduced.
- For Safety reasons, we recommend the use of protected fuses in order to
prevent the spread of fused particles should the fuse blow.

9 DESCRIPTION OF THE CONNECTORS
-B +B FU
FW
AC-0 FV
INVERTER
Figure 9–1
9.1 Connectors of the logic - Standard version with Sense Coils
Figure 9–2

9.1.1 CNA connector
A1 NMC Negative of main contactor coil.
A2 PMC Positive of main contactor coil
A3 NBRAKE Output for driving the electromechanical brake coil;
drives the load to -Batt. Maximum current : 3A.
A4 NPC Negative of pump contactor coil.
A5 PPC , PEV Positive of pump contactor coil and lowering
electrovalve coil.
A6 NEV Negative of the lowering electrovalve coil.
A7 CAN-L Low level CAN-BUS voltage I/O.
A8 NPOTB -Batt.
A9 SENW Terminal W of the sense coils (see Figure 10–2).
A10 SENV -Batt. Terminal V of the sense coils (COMMON point
see Figure 10–2).
A11 HM Output for driving an hourmeter; when the hourmeter is
active this output provides a +Batt signal; 3A maximum
current.
A12 -BATT -Batt.
A13 THM Motor thermal sensor input. The internal pull-up is a
fixed 2mA (Max 5V) source current.
A14 SR2 Speed reduction 2 input. Active low (switch opened).
A15 SR1 Speed reduction 1 input. Active low (switch opened).
A16 +12V This output provides a +12V signal for thr MDI PRC, if
present; 100mA maximum current.
A17 CAN-H High level CAN-BUS voltage I/O.
A18 CPOTB Brake potentiometer wiper.
A19 CHARG Battery Charger input (to be connected to -BATT).
A20 SENU Terminal U of the sense coils (see Figure 10–2).
9.1.2 CNB connector
B1 KEY Connected to the power supply through a microswitch
(KEY) with a 6.3-10A fuse in series (this could be
mounted on the AC0 cover).
B2 CM Common of FW / BW / SR1 / SR2 / TILLER / H&S /
BELLY / LIFTING / LOWERING microswitches. This
connection supplies a key voltage level.
B3 TILLER Tiller request input. Must be connected to the tiller
microswitch, active high.
B4 H&S Hard & Soft request input. Must be connected to the
Hard & Soft microswitch, active high.
B5 BACKWARD Backward direction request input. Must be connected
to the backward direction microswitch, active high.
B6 FORWARD Forward direction request input. Must be connected to
the forward direction microswitch, active high.
B7 BELLY Quick inversion function input; must be connected to
the Belly microswitch; it is active high.

B8 LOWERING Lowering request input, active high.
B9 LIFTING Lifting request input, active high.
B10 CPOT Accelerator potentiometer wiper.
B11 NPOT Negative of accelerator unit, tested for wire
disconnection diagnosis.
B12 PPOT Potentiometer positive: 10V output; keep load > 1KΩ.
9.1.3 CNC connector
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).
9.2 Connectors of the logic - MDI PRC Version with Sense Coils
Figure 9–3
9.2.1 CNA connector
A1 NLC Negative of main contactor coil.
A2 PMC Positive of main contactor coil
A3 NBRAKE Output for driving the electromechanical brake coil;
drives the load to -Batt. Maximum current : 3A.
A4 NPC Negative of pump contactor coil.
A5 PPC , PEV Positive of pump contactor coil and of the auxiliary
output load.
A6 NEV Negative of the auxiliary output.

A7 CAN-L Low level CAN-BUS voltage I/O.
A8 NPOTB -Batt.
A9 SENW Terminal W of the sense coils (see Figure 10–3).
A10 SENV -Batt. Terminal V of the sense coils (COMMON point
see Figure 10–3).
A11 PEV (+B) This output provides a +Batt for the electrovalves coils
connected to the MDI PRC; 3A maximum current.
A12 -BATT -Batt.
A13 THM Motor thermal sensor input. The internal pull-up is a
fixed 2mA (Max 5V) source current.
A14 LIFT AUX. Auxiliary lifting request input, active high.
A15 LOW AUX. Auxiliary lowering request input, active high.
A16 +12V This output provides a +12V signal for the MDI PRC;
100mA maximum current.
A17 CAN-H High level CAN-BUS voltage I/O.
A18 CPOTB Proportional electrovalves potentiometer wiper.
A19 CHARG Battery Charger input (to be connected to -BATT).
A20 SENU Terminal U of the sense coils (see Figure 10–3).
9.2.2 CNB connector
B1 KEY Connected to the power supply through a microswitch
(KEY) with a 6.3-10A fuse in series (this can be
mounted on the AC0 cover).
B2 CM Common of FW / BW / LIFT AUX / LOW AUX / TILLER
/ H&S / BELLY / LIFTING / LOWERING microswitches.
This connection supplies a key voltage level.
B3 TILLER Tiller request input. Must be connected to the tiller
microswitch, active high.
B4 H&S Hard & Soft request input. Must be connected to the
Hard & Soft microswitch, active high.
B5 BACKWARD Backward direction request input. Must be connected
to the backward direction microswitch, active high.
B6 FORWARD Forward direction request input. Must be connected to
the forward direction microswitch, active high.
B7 BELLY Quick inversion function input; must be connected to
the Belly microswitch; it is active high.
B8 LOWERING Lowering request input, active high.
B9 LIFTING Lifting request input, active high.
B10 CPOT Accelerator potentiometer wiper.
B11 NPOT Negative of accelerator unit, tested for wire
disconnection diagnosis.
B12 PPOT Potentiometer positive: 10V output; keep load > 1KΩ.

9.2.3 CNC connector
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.
9.3 Sense Coils connections

As already pointed out, the AC0 sense coils needs a special motor with auxiliary
windings for the flux measurement. These auxiliary windings have three terminals
corresponding to the U,V and W motor phases. It is necessary to respect the
correspondence between the U, V, W labels in the Motor, in the sense coils and
in the AC0 connections, otherwise a SENSE COILS KO alarm occurs.

9.4 Description of power connections
View of the power bars:
-B +B FU
FW
AC-0 FV
INVERTER
Figure 9–4
-B Negative of the battery.
+B Positive of the battery.
FU; FV; FW Connection bars of the three motor phases; follow this
sequence and the indication on the motor.

10 DRAWINGS
10.1 Mechanical drawing
-B +B FU
FW
AC-0 FV
INVERTER
ZAPI PRODUCTION DATA
Voltage
Reference
Figure 10–1

10.2 Connection drawing - Standard version with Sense Coils
FU
FV
+B
INVERTER
AC-0
-B
FW
Figure 10–2

10.3 Connection drawing - MDI-PRC Version with Sense Coils
FU
FV
+B
INVERTER
AC-0
-B
FW
Figure 10–3

11 ONE SHOT INSTALLATION PROCEDURE
This section of the manual describes the basic connection procedure.
The truck needs (to move) a minimum I/O dotation that it is mandatory: this
minimum dotation is listed in the Steps from 1 to 9 below.
Step1 Connect a potentiometer in the range 0.5K to 10Kohms, to modify
the wished speed, between CNB#12, CNB#10, CNB#11.
Step2 Connect two travel demand switches. The FWD travel demand must
be connected between a battery (key) voltage and CNB#6. The
REV travel demand must be connected between a battery (key)
voltage and CNB#5. Only one of them can be active at the same
time. They become active when connected to a key voltage (the key
voltage is supplied on the CNB#2 connection).
Step3 Connect a tiller (or seat) switch enabling/disabling the truck motion
between CNB#3 and a key voltage. It becomes active, enabling the
motion, when closed to a key voltage (the key voltage is supplied on
the CNB#2 connection).
Step4 Connect the Motor respecting the correspondence U, V, W beween
the Motor Terminals and the Controller Power Connections.
Connect the Sense Coils to SENU, SENV, SENW respecting the
correspondance U, V, W beween the Sense Coils and the Controller
Connections.
Step5 Connect the plus battery voltage through a key switch at the KEY
input CNB#1 (this is the input for the logic supply).
Step6 Connect the Main Contactor Coil to CNA#1 and CNA#2. The
contactor must make and take the plus battery power cable to the
+BATT power terminal of the AC0.
Step7 Connect the motor and the minus battery to the corresponding
power terminals of the AC0.
Step8 Connect the Electromechanical Brake between CNA#3 and the tiller
switch (when the tiller switch opens, the electromechanical brake
gets de-energized braking the truck). A 3Ampere freeweeling diode
(arc soppressor) with the anode to CNB#3 must be connected in
parallel with the Electromechanical Brake Coil.
Step9 Connect the Motor Thermal Sensor (KTY84-130) between CNA#13
and a minus battery (e.g. CNA#8).
The Steps from 1 to 9 describe the installation operations that is mandatory to do
in order your truck moves. Obviously the AC0 may execute a wider set of optional
services as:
1) to handle some speed reductions requests
2) to handle a proportional braking
3) to handle an On/Off forks lowering valve
4) to handle a pump contactor
5) to handle a belly switch and an Inching operative mode
6) to handle the communication via CAN Bus with our MDI-PRC
7) to handle a proportional input for the forks lifting/lowering
You must fill your I/O dotation with your optional functions. The optional functions
are shown in the connecting drawing and descripted in detail inside this manual.
The index may help you.

11.1 Sequence for Ac Inverter traction setting
This section of the manual describes the basic AC0 set-up procedure using the
hand-set:
When the "Key Switch" is closed, if no alarms or errors are present, the Console
Display will be showing the Standard Zapi Opening Display (Home Display).
For the setting of your truck, use the procedure below.
If you need to reply the same setting on different controller, use the Save and
Restore sequence as descripted in the 13.1 and 13.2 paragraphs.
Remember to re-cycle the Key Switch if you make any changes to the chopper’s
configuration.
Step1 Fill your setting with the Options you need (see paragraph 12.4.1).
Step2 Select the Battery Voltage. See paragraph 12.4.2.7 SET BATTERY
TYPE.
Step3 Check the correct installation of all wires. Use the Console’s
TESTER function to assist.
Step4 Perform the accelerator signal acquisition procedure using the
Console “PROGRAM VACC”. Procedure is detailed on paragraph
13.3.
Step5 Set the MAXIMUM CURRENT parameter to 100%. Ask to Zapi
technician for a setting other than 100%.
Step6 Set the ACCELERATION DELAY requirements for the machine.
Test the parameters in both directions.
Step7 Set the FREQUENCY CREEP level.
Step8 Set the Speed Reductions as required. Use the parameters of the
“cutback speed” family in the PARAMETER CHANGE menu to
specify the reduced maximum truck speed as a percentage of the
MAX SPEED FWD and MAX SPEED REV (see 12.4.3.9-10-11).
Step9 RELEASE BRAKING. Operate the machine at full speed. Release
the accelerator pedal. Adjust the level to your requirement. If the
machine is a forklift, check the performance with and without load.
Step10 INVERSION BRAKING. Operate the machine at 25% full speed.
While traveling invert the Direction Switch. Set the suited Level of
Inversion Braking. When satisfactory, operate the machine at Full
Speed and repeat. If the machine is a Forklift, repeat the tests and
make adjustments with and without load. The unladen full speed
condition should be the most representative condition.
Step11 PEDAL BRAKING (If used). Operate the machine at full Speed.
Release the accelerator pedal and press the Pedal Brake. Set
braking level to your requirements.
Step12 Set the parameter MAX SPEED FORW.
Step13 Set the parameter MAX SPEED BACK (Reverse).
Step14 Test the truck on the maximum ramp specification at full load.
Can see also the Figure 12–6 for details on the settings.

12 PROGRAMMING & ADJUSTMENTS
USING DIGITAL CONSOLE
12.1 Adjustments via console

Adjustment of Parameters and changes to the inverter’s configuration are made
using the Digital Console. The Console is connected to the CNC connector of
the inverter.
12.2 Description of console (hand set) & connection
Figure 12–1
Digital consoles used to communicate with AC inverter controllers must be fitted

with EPROM CK ULTRA, minimum "Release Number 3.02".

The section describes the Zapi hand set functions. Numbers inside the triangles
correspond to the same number on the hand set keybord buttons shown in the
Figure 12–1. The orientation of the triangle indicates the way to the next function.
12.3 Description of standard console menu

12.3.1 Standard version
Figure 12–2

12.3.2 MDI PRC Version
Figure 12–3

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

12.4.1 Config menu “SET OPTIONS” functions list
To enter the CONFIG MENU’ it is necessary to push in the same time the right
side top and left side top buttons. Then roll until the SET OPTION item appears
on the hand set display. Push the ENTER button (see Figure 12–4).
EPS-DC 24/48 0.2

Opening Zapi Display 48V 34A 00000
% ' %
Push rool up + set up simultaneously ' ' '
GONFIG MENU
The Display will show : SET MODEL
% ' '
' ' '
GONFIG MENU
The Display will show : SET OPTIONS
' % '
' ' '
TILLER SWITCH
The Display will show : HANDLE
' ' %
' ' %
TILLER SWITCH
The Display will show : SEAT
' ' '

' % '
ARE YOU SURE?

The Display will ask “ARE YOU SURE”. YES=ENTER NO=OUT
' % ' ' ' '

Press ENTER for YES, or OUT for No ' ' ' ' % '
GONFIG MENU
The Display will show : SET OPTIONS
' ' '

' % '
Figure 12–4
1) TILLER SWITCH
This option handles the input CNB#3. This input opens when the operator
leaves the truck (released). It is connected to a key voltage when the
operator is present. There are two levels:
- HANDLE: CNB#3 is managed as tiller input (no delay when
released).
- SEAT: CNB#3 is managed as seat input (with a delay when
released).

2) SET INPUT #1
(Standard Version only). This option handles the digital input CNA#15. It can
be used one of three:
- OPTION #1: CNA#15 is managed as a cutback speed input (SR#1).
- OPTION #2: CNA#15 is managed as a digital handbrake input.
- OPTION #3: CNA#15 is managed as inching backward.
The input CNA#15 can only be used as Aux Lowering request when the MDI-
PRC is PRESENT.
This input must be connected to a Key voltage.
The SR#1 becomes active when CNA#15 is opened.
The inching backward becomes active when the CNA#15 is closed to a key
voltage.
3) SET INPUT #2
(Standard Version only). This option handles the digital input CNA#14. It can
be used one of two:
- PRESENT: CNA#14 is managed as a cutback speed input (SR#2)
- OPTION #1: CNA#14 is managed as an inching forward input
The input CNA#14 can only be used as Aux Lifting request when the MDI-
PRC is PRESENT.
The SR#2 becomes active when CNA#14 is opened.
The inching forward becomes active when the CNA#14 is closed to a key
voltage.
4) SET INPUT #4
This option handles the digital input CNB#7. It can be used one of three:
- BELLY: CNB#7 is managed as a Belly Switch input.
- BRAKE: CNB#7 is managed as service brake input. This
information can be used also to recognize when the
operator is driving with a pressed pedal braking.
- EX.HYDRO: CNB#7 is managed as Exclusive Hydro.
The Belly switch active level is specified on the QUICK INV LOGIC below.
The service brake or the exclusive hydro becomes active when CNB#7 is
opened.
5) 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
6) BATTERY CHECK
This option specifies the handling of the low battery charge detection. It can
be set one of three:
- Level 0: Nothing happens, the battery charge level is ignored.
- Level 1: A BATTERY LOW alarm is raised when the battery level
is calculated being less than 10% of the full charge. A
BATTERY LOW alarm inhibits the Lifting function.
- Level 2: A BATTERY LOW alarm is raised when the battery level
is calculated being less than 10% of the full charge. A
BATTERY LOW alarm inhibits the Lifting function.
- Level 3: Equivalent to Level 1: a BATTERY LOW alarm is raised
when the battery level is calculated being less than 10%

of the full charge. A BATTERY LOW alarm inhibits the
Lifting function.
7) HYDRO KEY ON
- ON/OFF: If this option is programmed ON the traction inverter
manages an hydraulic steering function when the "key" is
switched ON (only if the AUX OUTPUT #1 option is
programmed as HYDRO CONTACTOR or as
EXCLUSIVE HYDRO).
8) STOP ON RAMP
Not used with the Sense Coils controller. The Stop On Ramp service is not
possible without the Encoder.
9) AUX OUTPUT #1
This option handles the digital output CNA#3. It can be used one of four:
- BRAKE: CNA#3 drives an electromechanical Brake.
- HYDROCONT:CNA#3 drives the contactor for a hydraulic steering
function when the direction input or brake pedal input are
active or a movement of the truck is detected.
- EX.HYDRO: CNA#3 drives the contactor for a hydraulic steering
function when the exclusive hydro input is active (see
12.4.1.4 SET INPUT #4).
- FREE: CNA#3 is not used.
The current this output can sink is up to 3Adc.
10) PEDAL BRAKING

The analog input CNA#18 has one of two function:
- Pedal Braking Input
- Command input for lifting/lowering proportional valves in MDI-PRC
version.
To turn from the first to the second function is just enough to set PEDAL
BRAKING to NONE.
This option handles the analog input CNA#18 when used as pedal braking
input:
- ANALOG: With this setting is possible to modulate the strenght of
the braking when the accelerator is released. The
strenght of the braking is proportional to the brake pedal
potentiometer connected to this input.
When the pedal potentiometer voltage is equal less than
the SET POT BRK MIN (see 12.4.2.1) the minimum
release braking strength is applied (following the
RELEASE BRAKING setting).
When the pedal potentiometer voltage is equal higher
than the SET POT BRK MAX (see 12.4.2.2) the maximum
release braking strength is applied (following the PEDAL
BRAKING setting).
In the intermediate position, the electrical braking strength
is a linear function between the minimum (RELEASE
BRAKING) and maximum (PEDAL BRAKING) intensity.
When there is also a switch connected to the pedal
braking (i.e. SET INPUT #4 to level BRAKE), it must be
closed, otherwise the release braking is stuck to the
minimum strength disregarding the pedal potentiometer

position.
- DIGITAL: No pedal potentiometer is expected. Only when both the
SET INPUT #4 is Level BRAKE and the brake switch
connected to CNB#7 is closed, the release electrical
braking follows the PEDAL BRAKING setting (maximum
strength); in all of the other conditions the release
electrical braking follows the RELEASE BRAKING setting
(minimum strenght).
- NONE: The analog input CNA#18 is not used for the release
braking modulation.
11) QUICK INVERSION

This option specifies the quick inversion mode when the SET INPUT #4 is set
BELLY. It can be set one of three:
- NONE: The quick inversion function is not managed (no effect
when CNB#7 switches over).
- TIMED: The quick inversion function is timed.
- BELLY: The quick inversion function is managed but not timed.
12) AUX VOLTAGE #1

This option specifies the percentage of the key voltage to be applied to the
loads on CNA#1 (main contactor coil) and CNA#3 (electromechanical brake).
The voltage modulation is got with a PWM at 1KHZ frequency. After an initial
delay of about 1 sec in which the entire key voltage is applied to the loads,
the PWM reduces the voltage at the loads down to the specified percentage.
13) PERFORMACE
This option switches between two differently performing settings.
- OPTION#1: Low Performing setting.
- OPTION#2: High Performing setting.
This is just a predisposition: this service is not actuated jet.
-
14) QUICK INV LOGIC

This option specifies the active level for the Belly switch input (CNB#7)
- OPTION#1: The quick inversion is executed when CNB#7 is closed to
a KEY voltage.
- OPTION#2: The quick inversion is executed when CNB#7 is opened
from a KEY voltage.
15) MDI-PRC
This option specifies:
- PRESENT: The MDI-PRC is connected to the AC0 via the CAN Bus:
the handling of the Hydraulics is specified on the TRUCK
TYPE setting below.
- ABSENT: The MDI-PRC is not connected to the AC0: the TRUCK
TYPE disappears from the SET OPTIONS function list.

16) TRUCK TYPE
(MDI-PRC version only). This option specifies the hydraulics handling when
the MDI-PRC is present:
- 1: Both the Main Lifting/Lowering pair (CNB#9 and CNB#8)
and the Aux Lifting/Lowering pair (CNA#14 and CNA#15)
are used to activate two Lifting/Lowering distinct circuits
(double forks truck).
Main Lifting enables both, the pump contactor on CNA#4
and a valve to re-direct the oil in the main hydraulics
circuit connected to the pin #4 of the MDI-PRC.
Main Lowering enables both, an On/Off descent valve on
CNA#6 and a valve to re-direct the oil in the main
hydraulics circuit connected to the pin#4 of the MDI-PRC.
Aux Lifting enables both, the pump contactor on CNA#4
and a valve to re-direct the oil in the aux hydraulics circuit
connected to the pin #6 of the MDI-PRC.
Aux Lowering enables both, an On/Off descent valve on
CNA#6 and a valve to re-direct the oil in the aux
hydraulics circuit connected to the pin#6 of the MDI-PRC.
The valves are all On/Off type; no proportionality at all.
- 2: There are Two proportional Valves: a Lifting EVP1
connected to pin#8 of the MDI-PRC and a Lowering EVP2
connected to pin#9 of the MDI-PRC
The CNB#9 input is the Lifting request to enable the
pump contactor on CNA#4, to energize the deviation
On/Off valve on pin#4 of the MDI-PRC and to enable the
Lifting proportional valve EVP1 on pin#8 of the MDI-PRC.
The CNB#8 input is the Lowering request to enable the
descent Proportional Valve connected to the pin#9 of the
MDI-PRC.
The CNA#18 potentiometer modulates the current in the
proportional valves EVP1 and EVP2 connected to the
pin#8 and pin#9 of the MDI-PRC. These proportional
valves are normally closed (oil does not pass-through
when de-energized): to do a Lifting or a Lowering function
the voltage into the Proportional Valve must increase from
a minimum to a maximum following the CNA#18
potentiometer.
- 3: Only the Main Lifting/Lowering pair (CNB#9 and CNB#8)
is used to handle an On/Off Lifting and a proportional
Lowering. (There is only one proportional valve connected
to the pin#8 of the MDI-PRC to modulate the Lowering).
The CNB#9 input is the Lifting request enabling the pump
contactor on CNA#4.
The CNB#8 input is the Lowering request to enable the
On/Off descent valve connected on CNA#6.
The CNA#18 potentiometer modulates the current in the
lowering proportional valve (pin#8 MDI-PRC) when the
Lowering request is active. To do a Lowering function, the
current in the proportional valve progressively increases
(meanwhile the CNA#18 potentiometer increases) to
accelerate the Lowering.

17) MOT SET-UP LOCK
When MOT SET-UP LOCK is set On, the adjustments to control the motor
are fixed to the default value below:
- MAX FLUX=74
- IOM=40A
- ANTIROLLBACK=76%
- INVER ANTIROLL=18%
When the MOT SET-UP LOCK is set Off, it is possible to modify the
adjustments for the control of the motor with the hand-set. (This activity is for
skilled people only).
18) LEAD BATTERY

On/Off. This is just a predisposition to handling a Special Battery (alternative
to the Standard Lead battery), with its own charge detection look-up table. At
present only the Lead Battery charge look-up table is implemented,
disregarding if this option is On or Off.

12.4.2 Config menu “ADJUSTMENTS” functions list
To enter the CONFIG MENU it is necessary to push in the same time the right
side top and left side top buttons. Then roll until the ADJUSTMENTS item
appears on the hand set display. Push the ENTER button (see the Figure 12–5
below).
AC0 ZAPI V0.0
1) Opening Zapi Menu 24V 150A 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 ' ' '
BATTERY TYPE
7) The display will show: SET BATTERY TYPE 24V
8) Press ROLL UP or ROLL DOWN button until % ' '

the desired parameter is reached % ' '
TROTTLE 0 ZONE
9) The desired parameter is appears 3%
10) Press SET UP or SET DOWN button to modify ' ' %

the adjustment ' ' %
TROTTLE 0 ZONE
7%
' ' '

11) Press OUT ' % '
' % '
12) Press ENTER to confirm ' ' '
13) Repeat the same from 5 to 12 points for the
other adjustment
Figure 12–5
1) SET POT BRK MIN
(Standard version only). This setting records the minimum value of braking
pedal potentiometer when the braking pedal switch is closed; the procedure
is similar to the PROGRAM VACC function (see paragraph 13.3). This
procedure must be carried out only if the PEDAL BRAKING option is
programmed as ANALOG.

2) SET POT BRK MAX
(Standard version only). This setting records the maximum value of braking
pedal potentiometer when the braking pedal is fully pressed; the procedure is
similar to the PROGRAM VACC function (see paragraph 13.3). This
procedure must be carried out only if the PEDAL BRAKING option is
programmed as ANALOG.
3) MIN LIFT
(MDI-PRC version only). By entering this setting when the Lifting switch
closed, the SW records the actual value of the CNA#18 potentiometer. The
MIN LIFT setting must be Entered with the potentiometer in a position is a
little bit ahead the Lifting switch (CNB#9) turns closed.
4) MAX LIFT
(MDI-PRC version only). By entering this setting when the Lifting switch
MAX LIFT setting must be Entered after the Lifting control Lever is pushed
against the maximum limiting position.
5) MIN LOWER
(MDI-PRC version only). By entering this setting, when the Lowering switch is
MIN LOWER setting must be Entered with the CNA#18 potentiometer in a
position is a little bit ahead the Lowering switch (CNB#8) turns closed.
6) MAX LOWER
(MDI-PRC version only). By entering this setting, when the Lowering switch is
MAX LOWER setting must be Entered after the Lowering control Lever is
pushed against the maximum limiting position.
7) SET BATTERY TYPE

Selects the nominal battery voltage.
8) ADJUST BATTERY
Fine adjustment of the battery voltage measured by the controller.
9) THROTTLE 0 ZONE
Establishes a deadband in the accelerator input curve (see also paragraph
13.5).
10) THROTTLE X POINT

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

These parameter, togheter with the THROTTLE X POINT, changes the
characteristic of the accelerator input curve (see also paragraph 13.5): when
the accelerator is de-pressed to X point per cent, the corresponding truck

speed is Y point per cent of the Maximum truck speed. The relationship
between the accelerator position and the truck speed is linear between the
THROTTLE 0 ZONE and the X point and also between the X point and the
maximum accelerator position but with two different slope (see also Figure
13–2).
12) ADJUSTMENT #01

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

Adjust the lower level of the battery charge table (Level 0 to 9). See
paragraph 13.6 .
14) LOAD HM FROM MDI

When set On, the HourMeter of the Controller is transferred and recorded on
the HourMeter of the Standard MDI (connected on the Serial Link).
15) CHECK UP DONE

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

It specifies the handling of the CHECK UP NEEDED warning:
- NONE: No CHECK UP NEENED warning
- OPTION#1: CHECK UP NEENED warning on the hand set and MDI-
PRC after 300 hours
- OPTION#2: Equal to OPTION#1 but Speed reduction after 340 hours
- OPTION#3: Equal to OPTION#2 but the truck definitively stops after
380 hours
17) OPTION 05
(MDI-PRC version only). This setting, togheter with the four settings below,
specifies an offset for the MDI-PRC HourMeter. The MDI-PRC HourMeter will
be the sum of the Controller HourMeter plus this offset. This offset value is 5
Digits with:
- OPTION 05 is the MSDigit
- OPTION 01 is the LSDigit
It is possible to change this offset only when the controller HourMeter is less
than 10 Hours. (It is used when the controller is replaced with a new one to
keep updated the Total Hours measurement of the truck. It is just enough to
set the OPTION 01 to OPTION 05 with the Final HourMeters of the replaced
Controller).
18) OPTION 04
(MDI-PRC version only). See OPTION 05.
19) OPTION 03
20) OPTION 02

21) OPTION 01
22) SYNCHRO MDI-PRC

(MDI-PRC version only). This setting is used in the MDI-PRC to increase the
minimum Duty Cycle of the voltage on the proportional valves. This is a PWM
tecnique with a fixed frequency of 1.3Khz and modulated Duty Cycle.
Reducing this setting generates an undermodulation at a very low frequency
on the current of the Proportional Valves: this low frequency noise generates
bounces on the proportional Lifting or Lowering operation. On the other hand,
by increasing this setting, the current in the valve never goes down than a
minimum platform, increasing with the SYNCRO MDI-PRC setting.
23) THROTTLE X LIFT

(MDI-PRC version only). This parameter, togheter with the THROTTLE Y
LIFT, changes the characteristic of the Proportional Lifting/Lowering input
curve (see also paragraph 13.5): when the Lifting/Lowering potentiometer is
de-pressed to X point per cent, the corresponding Valves current is Y point
per cent of the Maximum Valves Current. The relationship between the
potentiometer position, and the Current in the Porportional Valves, is linear
until the X point (matched with the Y point Current), and also between the X
point and the maximum Lifting/Lowering potentiometer position (matched
with the Maximum Current) but with two different slope (see also Figure 13–
2).
24) THROTTLE Y LIFT

(MDI-PRC version only). This parameter, togheter with the THROTTLE X
LIFT, changes the characteristic of the Proportional Lifting/Lowering input
curve (see also 13.5): when the Lifting/Lowering potentiometer is de-pressed
to X point per cent, the corresponding Valves current is Y point per cent of
the Maximum Valves Current. The relationship between the potentiometer
position, and the Current in the Porportional Valves, is linear until the X point
(matched with the Y point Current), and also between the X point and the
maximum Lifting/Lowering potentiometer position (matched with the
Maximum Current) but with two different slope (see also Figure 13–2).

12.4.3 Main menu “PARAMETER CHANGE” functions list
To enter the MAIN MENU’ it is just necessary to push the ENTER button from the
home display in the hand set.
ACCELER. DELAY
The Display will show : 5
' ' '

' % '
ARE YOU SURE?

' % ' ' ' '

Save and get out, or get out without saving ' ' ' ' % '
MAIN MENU
The Display will show : PARAMETER CHANGE
' ' '

' % '
Figure 12–6
1) ACCELER. DELAY
Level 0 to 9. It determines the acceleration ramp. At Level 9 the truck takes
long time to accelerate.
2) RELEASE BRAKING
Level 0 to 9. It controls the deceleration ramp when the travel request is
released. At Level 9 the truck brakes abrutly.
3) INVERS. BRAKING
Level 0 to 9. It controls the deceleration ramp when the direction switch is
inverted during travel. At Level 9 the truck brakes abrutly.
4) PEDAL BRAKING
Level 0 to 9. It controls the deceleration ramp when the travel request is
released and the brake pedal switch is pressed to its maximum. At Level 9
the truck brakes abrutly.
5) SPEED LIMIT BRK

Level 0 to 9. It controls the deceleration ramp when the accelerator has
turned down but not completely released. At Level 9 the truck decelerate
abrutly.
6) BRAKE CUTBACK
Level 0 to 9. It controls the deceleration ramp when a speed reduction input
becomes active and the motor slows down. At Level 9 the truck decelerate
abrutly.
7) MAX SPEED FWD

Tipically from 90Hz to 160Hz or something. It determines the maximum
speed in forward direction.

8) MAX SPEED BWD
Tipically from 90Hz to 160Hz or something. It determines the maximum
speed in backward direction.
9) CUTBACK SPEED
(Standard Version only). Tipically from 10% to 100%. It determines the
percentage of the max speed applied when the cutback switch 1 (SR#1 on
CNA#15) is active. When set to 100% the speed reduction is ineffective.
10) CUTBACK SPEED 2

(Standard Version only). Tipically from 10% to 100%. It determines the
percentage of the max speed applied when the cutback switch 2 (SR#2 on
CNA#14) is active. When set to 100% the speed reduction is ineffective.
11) HS CUTBACK
Tipically from 10% to 100%. It determines the percentage of the max speed
applied when the Hard & Soft function (H&S switch on CNB#4) is active.
When set to 100% the speed reduction is ineffective.
12) FREQUENCY CREEP

Hz value. This is the minimum speed applied when the forward or reverse
switch is closed, but the accelerator at its minimum. In the AC0 Sense Coils
this setting is higher equal than 5Hz.
13) MAXIMUM CURRENT

It specifies the percentage of the absolute maximum current (150A) at which
the current will be limitated. Normally MAXIMUM CURRENT is 100%. Before
to change this setting, lower than 100%, asks to a Zapi technician.
14) INCHING SPEED

(Standard version only because the inching switches are used for the Lifting
and Lowering switches in the MDI-PRC version). Hz value. It determines the
speed when the "Inching function" is active (see 12.4.1.2-3 SET INPUT#1,
SET INPUT#2).
15) INCHING TIME

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

Time units value (seconds). For the sense coils version it determines the time
duration (in seconds) in which the ANTIROLLBACK current is applied
(holding torque) after the frequency was arrived to zero.
17) MIN VALVE 1

(MDI-PRC version only). 0 to 255 digit. This parameter determines the
minimum current platform, applied on the EVP1 (Lifting Proportional Valve
connected to pin#8 of the MDI-PRC), when the position of the potentiometer
on CNA#18 is at the minimum and the Lifting Demand is active. The EVP1 is
connected on the pin#8 of the MDI-PRC and it turns on in case of a Lifting
Demand active.

18) MIN VALVE 2
minimum current platform, applied on the EVP2 (Lowering Proportional Valve
on CNA#18 is at the minimum and the Lowering Demand is active. The
EVP2 is connected on the pin#9 of the MDI-PRC and it turns on in case of a
Lowering Demand active.
19) MAX VALVE 1

maximum current , applied on the EVP1 (Lifting Proportional Valve
on CNA#18 is at the maximum and the Lifting Demand is active. The EVP1 is
connected on the pin#8 of the MDI-PRC and it turns on in case of a Lifting
Demand active.
20) MAX VALVE 2

maximum current , applied on the EVP2 (Lowering Proportional Valve
on CNA#18 is at the maximum and the Lowering Demand is active. The
EVP2 is connected on the pin#9 of the MDI-PRC and it turns on in case of a
Lowering Demand active.
21) VALVES VOLTAGE

(MDI-PRC version only). A nominal Battery voltage from 12V to 120V. This
parameter specifies the nominal voltage of the On/Off valves coil (EVD1 and
EVD2 connected to pin #6 and pin#4 of the MDI-PRC). The MDI-PRC,
supported by the AC0, is able to control Electrovalves at a nominal voltage
lower than the Battery voltage. For example Battery to 48V and Valves to
24V: then it is necessary that the MDI-PRC generates an output voltage with
a PWM tecnique never overtaking the 50% Duty Cycle to get the Valve’s
voltage less equal than 24V. Through this setting it is possible to take care
the voltage on the EVD1 and EVD2 never overcomes the nominal voltage of
the valves.
22) VALVE 3 VOLTAGE

(MDI-PRC version only). A percentage from 0% to 100%. This parameter
determines the voltage applied to the EVD1 (this is connected on the pin #6
of the MDI-PRC) in percentage of the above VALVES VOLTAGE setting. The
voltage applied to this electrovalve is a PWM tecnique generated by the MDI-
PRC: the Duty Cycle is modulated in order that, the voltage applied to these
On/Off valve, is the wished percentage of the VALVES VOLTAGE (e.g.
Vbatt=48V, VALVES VOLTAGE=24V, VALVE 3 VOLTAGE=100% means the
MDI-PRC generates a PWM with a 50% duty on the EVD1).
23) VALVE 4 VOLTAGE

(MDI-PRC version only). A percentage from 0% to 100%. This parameter
determines the voltage applied to the EVD2 (this is connected on the pin #4
of the MDI-PRC) in percentage of the above VALVES VOLTAGE setting. The
voltage applied to this electrovalve is a PWM tecnique generated by the MDI-
PRC: the Duty Cycle is modulated in order that, the voltage applied to these
On/Off valve, is the wished percentage of the VALVES VOLTAGE (e.g.
Vbatt=48V, VALVES VOLTAGE=24V, VALVE 4 VOLTAGE=100% means the
MDI-PRC generates a PWM with a 50% duty on the EVD2).

24) V1 OPENING RAMP
(MDI-PRC version only). A time units value (from 0.0 to 2.0 multiplied for 0.1
seconds). This parameter determines the ramp duration of the voltage
applied to the Lifting Porportional EVP1 (pin #8 MDI-PRC). This is the time
necessary to go from the minimum to the maximum voltage.
25) V2 OPENING RAMP

applied to the Lowering Porportional EVP2 (pin #9 MDI-PRC). This is the
time necessary to go from the minimum to the maximum voltage.
26) V1 CLOSING RAMP

applied to the Lifting Porportional EVP1 (pin #8 MDI-PRC). This is the time
necessary to go from the maximum to the minimum voltage.
27) V2 CLOSING RAMP

applied to the Lowering Porportional EVP2 (pin #9 MDI-PRC). This is the
time necessary to go from the maximum to the minimum voltage.
28) ANTIROLLBACK
(Factory adjusted). A Percentage of the Maximum Current. This setting
increases the phase current when low frequency during starting operation. It
is used to push up in feedforward way the torque when it is not possible to
control the flux in feedback way because of the low frequency.
29) RPM CREEP

A Percentage value. Set to 100% and not Used.

12.4.3.31 Setting table of the “PARAMETER CHANGE” functions
The following table shows the different values at which the parameters can be
set.
PROGRAMMED LEVEL
PARAMETER UNIT
0 1 2 3 4 5 6 7 8 9
ACCELERATION DELAY (*) Sec. 2.05 3.00 3.05 4.00 4.05 5.00 5.05 6.00 6.05 7.00
RELEASE BRAKING (**) Sec. 5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05 1.00
INVERS BRAKING (**) Sec. 5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05 1.00
PEDAL BRAKING (**) Sec. 5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05 1.00
SPEED LIMIT BRAKING
Sec. 8.09 8.03 7.07 7.01 6.06 6.00 5.05 4.09 4.04 3.08
(**)
BRAKE CUTBACK (**) Sec. 5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05 1.00
MAX SPEED FW Hz 65 80 95 110 125 140 155 170 185 200
MAX SPEED BW Hz 65 80 95 110 125 140 155 170 185 200
CUTBACK SPEED %Max Sp 10 15 20 25 37 50 62 75 87 100
CUTBACK SPEED 2 %Max Sp 10 15 20 25 37 50 62 75 87 100
H&S CUTBACK %Max Sp 10 15 20 25 37 50 62 75 87 100
FREQUENCY CREEP Hz 5 6 7 8 9 10 11 12 13 14
INCHING SPEED Hz 0 2 4 6 8 10 12 14 16 18
INCHING TIME Sec. 0.02 0.05 1.00 1.04 1.08 2.03 2.07 3.01 3.06 4.00
AUXILIARY TIME Sec. 1 2 3 4 5 6 7 8 9 10
MIN VALVE 1 This parameter can be adjusted from 1 to 255 with regulation of 1digit
MIN VALVE 2 This parameter can be adjusted from 1 to 255 with regulation of 1digit
MAX VALVE 1 This parameter can be adjusted from 1 to 255 with regulation of 1digit
MAX VALVE 2 This parameter can be adjusted from 1 to 255 with regulation of 1digit
VALVES VOLTAGE V 12 24 36 48 60 72 80 96 120 120
VALVE 3 VOLTAGE %V 10 20 30 40 50 60 70 80 90 100
VALVE 4 VOLTAGE %V 10 20 30 40 50 60 70 80 90 100
V1 OPENING RAMP Sec. X 0.1 1.9 2.5 4.4 6.4 8.0 10.0 12.0 14.0 16.0 18.0
V2 OPENING RAMP Sec. X 0.1 1.9 2.5 4.4 6.4 8.0 10.0 12.0 14.0 16.0 18.0
V1 CLOSING RAMP Sec. X 0.1 1.9 2.5 4.4 6.4 8.0 10.0 12.0 14.0 16.0 18.0
V2 CLOSING RAMP Sec. X 0.1 1.9 2.5 4.4 6.4 8.0 10.0 12.0 14.0 16.0 18.0
ANTIROLLBACK % IMAX 64 68 72 76 80 84 88 92 96 100
(*) The acceleration time shown is the time from 0 Hz to 100 Hz. This is the ideal
ramp calculated by the software; the real ramp could change as a function of
motor control parameter setting and, obviously, as a function of the load.
(**) The braking feature is based upon deceleration ramps. The value shown in
the table is the time to decrease the speed from 100 Hz to 0 Hz. This is the
ideal ramps calculated by the software; the real ramp could change as a
function of motor control parameter setting and, obviously, as a function of
the load.

12.4.4 Zapi menu “HARDWARE SETTINGS” functions list
Note: the below set-up description is for skilled persons only: if you aren’t please
keep your hands off. To enter this Zapi hidden menu a special procedure is
required. Ask, this procedure, directly to a Zapi technician.
In the HARDWARE SETTINGS and in the SPECIAL ADJUSTMENTS functions
list, there are the parameters for the motor control using the Sense Coils togheter
with other settings, factory adjusted.
Using the Sense Coils it is possible to measure the electromotive force in the
motor (emf) and to calculate the actual magnetic flux. Then, the control law
consists of modulating the voltage width in order the actual magnetic flux vector
matches the wished one. As a thumb rule the control mode replays the SEM
control law consisting of a distinct modulation of the flux and of the armature
current.
When the frequency is close to zero, the emf approach to zero and it is not more
possible to calculate the flux: then the control law works by increasing the current
to push up the flux and the torque in a feedforward way.
It results clear the parameters required in every working conditions are:
1) Maximum Flux in the motor at the saturation knee (MAX FLUX).

2) The Magnetization Current (IOM) substaining that MAX FLUX (in order to
separate the magnetization current from the armature current in the
calculation).
3) The Current to be injected in the motor when low frequency at starting and
stopping (ANTIROLLBACK).
4) The Current to be injected in the motor when low frequency during
inversion (INVER ANTIROLL).
1) COMPENSATION
(Factory adjusted). On/Off. This must be set On in order the three waves
shape are perfectly sinusoidal.
2) ENCODER
On/Off. It is not used.
3) INVER ANTIROLL.
(Factory adjusted). A Percentage of the Battery Voltage. This setting
increases the phase voltage (and current) when low frequency during
inversion operation. It is used to push up in feedforward way the torque when
it is not possible to control the flux in feedback way because of the low
frequency.
4) MAX SLIP LOW FREQ

(Factory adjusted). Hz value. This is factory adjusted and it is used to get the
magnetic flux pursuiting faster or slower.

12.4.5 Zapi menu “SPECIAL ADJUSTMENTS” functions list
Note: the below set-up description is for skilled persons only: if you aren’t please
keep your hands off. To enter this Zapi hidden menu a special procedure is
required. Ask, this procedure, directly to a Zapi technician.
In the HARDWARE SETTINGS and in the SPECIAL ADJUSTMENTS functions
list, there are the parameters for the motor control using the Sense Coils togheter
with other settings, factory adjusted.
1) ADJUSTMENT #01
(Factory adjusted). % value. This is the Gain of the first Current Sensing
Amplifier.
NOTE: keep your hand off this setting.
2) ADJUSTMENT#02
(Factory adjusted). % value. This is the Gain of the second Current Sensing
Amplifier.
NOTE: keep your hand off this setting.
3) MOTOR RESISTANCE
Units value. This is not Used.
4) IOM
(Factory adjusted). Ampere value. This is the magnetization current
supporting the MAX FLUX in a lightened motor.
5) MAX FLUX
(Factory adjusted). Units value. This is the maximum flux at the knee of the
saturation curve of the motor. It is expressed in mWb.
6) SET TEMPERATURE
(Factory adjusted). °C value. This setting compensates for the error between
the real temperature and the temperature measured by the sensor on the
base plate.
7) AUX OUTPUT#1
Units value. This is just to get simpler the debug and troubleshooting activity
for a skilled Zapi Technicians only. It must be set to level=15.
8) AUX OUTPUT#2
Units value. This is just to get simpler the debug and troubleshooting activity
for a skilled Zapi Technicians only. It must be set to level=15.

12.4.6 Main menu “TESTER” functions list
The TESTER functions are a real time feedback measurements of the state of
the controller. It is possible to know the state (active disactive) of the digital I/Os,
the voltage value of the analog inputs and the state of the main variables used in
the motor and hydraulics control. Enter the home page in the hand-set diplay and
roll for the TESTER item.
1) BATTERY VOLTAGE
Voltage value with 1 decimal digit. Battery voltage value measured at the key
input CNB#1.
2) MOTOR VOLTAGE
Percentage value. It is the voltage generated by the inverter expressed in per
cent of the actual battery voltage. 100% means the sine wave width is close
to the actual battery voltage; 0% means the sine wave width is null.
3) FLUX MILLIWB
Units value. It is the actual flux in the motor. It is measured through the sense
coils output voltage.
4) FREQUENCY
Hz value with two decimal digit. This is the frequency of the sine waves the
inverter is supplying.
5) ENCODER
(Not Used). Hz value with two decimal digit. This is the speed of the motor,
measured with an encoder on the motor axle and expressed in the same unit
of the FREQUENCY reading. In the Sense Coils the encoder cannot be
connected and so this reading is not updated.
6) SLIP VALUE
Hz value with two decimal digit. This is only a coarse extimation of the actual
slip between the frequency and the speed of the motor. It can be used in
troubleshooting activity by a skilled person.
7) MOT. POWER WATT

Units value. It is the measurement of the actual electrical power passing
through the air-gap of the Motor. It is expressed in Watt. It turns negative
when the Motor is braking.
8) CURRENT RMS
Ampere value. Root Mean Square value of the line current in the motor.
9) BATTERY CHARGE
Percentage value. It supplies the residual charge of the battery as a
percentage of the full charge level.
10) TEMPERATURE
°C value. This is the temperature of the inverter base plate. This temperature
is used for the HIGH TEMPERATURE alarm detection (see 14.1.7.1).

11) MOTOR TEMPERATURE
°C value. This is the temperature of the motor windings picked up with an
analog sensor inside the motor. Normally this sensor is a PTC Philips
KTY84-130. This temperature is used to stop the truck when the motor
temperature overtakes the MOTOR OVERTEMP setting 150° (see 14.1.7.2).
12) ACCELERATOR
From 0.0V to 5.0V. The voltage on the wiper of the accelerator (CPOT on
CNB#10) is halved inside the controller and then recorded on this reading.
That means the actual wiper voltage is in the range 0 to 10V meanwhile the
corresponding ACCELERATOR reading is in the range 0.0 to 5.0Vdc.
13) BRAKE PEDAL POT

(Standard Version only). From 0.0V to 5.0V. When the MDI-PRC is absent,
the potentiometer connected to CPOTB on CNA#18 is used for a brake pedal
sensor. The voltage on the wiper of this brake pedal potentiometer (CNA#18)
is halved inside the controller and then recorded on this reading. That means
the actual wiper voltage is in the range 0 to 10V meanwhile the
corresponding BRAKE PEDAL POT reading is in the range 0.0 to 5.0Vdc.
14) LIFTING SWITCH

ON/OFF. This is the level of the CNB#9 digital input (Lifting request):
- ON +VB = When CNB#9 is closed to a battery (key) voltage, the
Lifting request is Active.
- OFF GND= When CNB#9 is not connected to a battery (key) voltage
(or it is connected to GND), the Lifting request is not
active.
15) DESCENT SWITCH

ON/OFF. This is the level of the CNB#8 digital input (Lowering request):
Lowering request is Active.
(or it is connected to GND), the Lowering request is not
active.
16) FORWARD SWITCH

ON/OFF. This is the level of the CNB#6 digital input (Forward Travel
demand):
Forward Travel demand is Active.
(or it is connected to GND), the Forward Travel demand is
not active.
17) BACKWARD SWITCH

ON/OFF. This is the level of the CNB#5 digital input (Backward Travel
demand):
Backward Travel demand is Active.
(or it is connected to GND), the Backward Travel demand
is not active.

18) HANDLE/SEAT SW.
ON/OFF. This is the level of the CNB#3 digital input (Tiller or seat swit.):
- ON +VB = When CNB#3 is closed to a battery (key) voltage the
driver has activated the tiller (motion enabled).
(or it is connected to GND), the driver has released the
tiller (motion disabled).
19) H&S CUTBACK

ON/OFF. This is the level of the CNB#4 digital input (Hard & Soft request).
With the H&S service is possible to turn the truck moving (at reduced speed)
only by acting the H&S switch, and the accelerator, without to let down the
tiller :
H&S request is Active.
(or it is connected to GND), the H&S request is not active.
20) QUICK INVERSION

ON/OFF. This is the level of the CNB#7 digital input (the main function is
Quick Inversion request when the SET INPUT #4 is set BELLY):
- ON GND= This reading means the Quick Inversion request is active.
- OFF +VB = This reading means the Quick Inversion request is not
active
When QUICK INV LOGIC is set to OPTION#1 the quick inversion request is
active when CNB#7 is connected to a battery (key) voltage.
When QUICK INV LOGIC is set to OPTION#2 the quick inversion request is
active when CNB#7 is not connected to a battery (key) voltage.
This input CNB#7 has alternative functions depending on the setting of SET
INPUT #4. In these cases:
SET INPUT#4 is set BRAKE:
QUICK INVERSION reading becomes ON when the brake pedal switch
closes and connects the CNB#7 input to a key voltage.
SET INPUT#4 is set EX. HYDRO:
QUICK INVERSION reading becomes ON when the Exclusive Hydro
Microswitch switch closes and connects the CNB#7 input to a key
voltage.
21) CUTBACK SWITCH 2

(Standard version only). ON/OFF. This is the level of the CNA#14 digital
input (When the MDI-PRC is not present, and SET INPUT #2 is set
PRESENT, this is the Speed Reduction #2 request):
- ON GND = When CNA#14 is not closed to a battery (key) voltage (or
connected to GND) the SR#2 request is active.
- OFF +VB = When CNA#14 is closed to a battery (key) voltage the
SR#2 request is not active.
This input CNA#14 has the alternative function of Inching Forward request
when the SET INPUT #2 is set to OPTION#1. Then the Inching Forward
request turns active (meanwhile this CUTBACK SWITCH 2 reading turns
ON) when the CNA#14 closes to a battery (key) voltage.

22) CUTBACK SWITCH
(Standard versione only). ON/OFF. This is the level of the CNA#15 digital
input (When the MDI-PRC is not present, and the SET INPUT #1 is set
PRESENT, this is the Speed Reduction #1 request):
- ON GND = When CNA#15 is not closed to a battery (key) voltage (or
connected to GND) the SR#1 request is active.
- OFF +VB = When CNA#15 is closed to a battery (key) voltage the
SR#1 request is not active.
This input CNA#15 has the alternative function of Inching Backward request
when the SET INPUT #1 is set to OPTION#1. Then the Inching Backward
request turns active (meanwhile this CUTBACK SWITCH reading turns ON)
when the CNA#15 closes to a battery (key) voltage.
23) LIFTING CONTROL

(MDI-PRC Version only). From 0.0V to 5.0V. When the MDI-PRC is present,
the potentiometer connected to CPOTB on CNA#18 is used for a proportional
control of the hydraulics. The voltage on the wiper of this potentiometer
(CNA#18) is halved inside the controller and then recorded on this reading.
That means the actual wiper voltage is in the range 0 to 10V meanwhile the
corresponding LIFTING CONTROL reading is in the range 0.0 to 5.0Vdc.
24) DIGITAL INPUT #1

(MDI-PRC version only). ON/OFF. This is the level of the CNA#14 digital
input (when the MDI-PRC is present this input is an Auxiliary (2nd) Lifting
request):
- ON +VB = When CNA#14 is closed to a battery (key) voltage the
Aux Lifting request is active.
- OFF GND = When CNA#14 is not closed to a battery (key) voltage (or
it is connected to GND) the Aux Lifting request is not
active.
25) DIGITAL INPUT #2

(MDI-PRC version only). ON/OFF. This is the level of the CNA#15 digital
input (when the MDI-PRC is present this input is an Auxiliary (2nd) Lowering
request):
- ON +VB = When CNA#15 is closed to a battery (key) voltage the
Aux Lowering request is active.
- OFF GND = When CNA#15 is not closed to a battery (key) voltage (or
it is connected to GND) the Aux Lowering request is not
active.

13 OTHER FUNCTIONS
13.1 Description of console “SAVE” function

The SAVE function allows the operator to transmit the Parameter values and
Configuration data of the chopper into the Console memory. It is possible to load
64 different programmes.
The information saved in the Console memory can then be reloaded into another
chopper using the RESTORE function.
The data that is available via the SAVE function is as follows:
- All Parameter Values (PARAMETER CHANGE).
- Options (SET. OPTIONS).
- The Level of the Battery (ADJUST BATTERY).
Flow Chart showing how to use the SAVE function of the Digital Console.
AC0 ZAPI V0.0

' % '
Press ENTER to go into the General menu ' ' '
MAIN MENU
Press ROLL UP or ROLL DOWN button until SAVE % ' '

PARAM. appears on the display % ' '
MAIN MENU
The Display will show : SAVE PARAMETERS
' % '
Press ENTER to go into the SAVE function ' ' '
If this facility has been used before the type of

SELECT: MOD. 00
chopper data stored appears on the top Main with a FREE
2 digit reference
Keep pressing either ROLL UP or ROLL DOWN

% ' '
keys until the second Main indicates a FREE % ' '
storage facility
SELECT: MOD. 01
FREE
' % '
Press ENTER to commence SAVE routine ' ' '
You can see the items that are being stored whilst READING …
the SAVE routine is happening ACCEL. DELAY (ECC.)
SELECT: MOD. 01
When finished, the Console shows : FREE

' ' '
Press OUT to return to the Opening Zapi Display ' % '
NOTE: in reality the SAVE and RESTORE function requires the Windows PC-
Console.

13.2 Description of console “RESTORE” function
The RESTORE PARAM function allows transfer of the Console’s stored data into
the memory of the chopper. This is achieved in a fast and easy way using the
method previously used with the SAVE PARAM. function.
The data that is available via the RESTORE PARAM. function is as follows :
- All Parameter Values (PARAMETER CHANGE).
- Options (SET OPTIONS)
- The level of the Battery (ADJUST BATTERY)
ATTENTION: When the RESTORE operation is made, all data in the chopper
memory will be written over and replace with data being restored.
Flow Chart showing how to use the RESTORE function of the Digital Console.
AC0 ZAPI V0.0

' % '
MAIN MENU
Press ROLL UP or ROLL DOWN button until SAVE % ' '

PARAM. appears on the display % ' '
MAIN MENU
The Display will show : RESTORE PARAM.
Press ENTER to go into the RESTORE PARAM. ' % '

function ' ' '
The Display shows the type of Model stored, with a SELECT : MOD. 00
Code Number AC1 ZAPI V1
Keep pressing either ROLL UP and ROLL DOWN

% ' '
buttons until the desired model appears on the % ' '
Display
SELECT : MOD. 00
AC1 ZAPI V1
' % '
Press ENTER to commence the Restore operation ' ' '
ARE YOU SURE?

' % ' ' ' '

Press ENTER for YES, or OUT for No ' ' ' ' % '
You can see the items that are being stored in the
STORING
chopper memory whilst the RESTORE routine is ACCELER. DELAY
happening

MAIN MENU
When finished, the Console shows : RESTORE PARAM.
' ' '

NOTE: in reality the SAVE and RESTORE function requires the Windows PC-
Console.

13.3 Description of console “PROGRAM VACC” function
This enables adjustment of the minimum and maximum useful signal level, in
either direction. This function is unique when it is necessary to compensate for
asymmetry with the mechanical elements associated with the potentiometer,
especially relating to the minimum level.
The two graphs show the output voltage from a non-calibrated potentiometer with
respect to the mechanical “zero” of the control lever. MI and MA indicate the
point where the direction switches close. 0 represents the mechanical zero of the
rotation.
The Left Hand graph shows the relationship of the motor voltage without signal
acquisition being made. The Right Hand Graph shows the same relationship after
signal acquisition of the potentiometer.
Figure 13–1
This function looks for and remembers the minimum and maximum potentiometer
wiper voltage over the full mechanical range of the pedal. It enables
compensation for non symmetry of the mechanical system between directions.
The operation is performed by operating the pedal after entering the PROGRAM
VACC function.

Flow Chart showing how to use the PROGRAM VACC function of the Digital
Console.
AC0 ZAPI V0.0

' % '
MAIN MENU
Press ROLL UP or ROLL DOWN button until % ' '

PROGRAM VACC the display % ' '
MAIN MENU
The Display will show : PROGRAM VACC
Press ENTER to go into the PROGRAM VACC ' % '

function ' ' '
The Display will show the minimum and maximum

VACC SETTING
values of potentiometer wiper output. 4.8 4.8
Both directions can be shown
Press ENTER to clear these values. ' % '

Display will show 0.0 ' ' '
Select Forward Direction, close any interlock MIN VACC MAX

switches that may be in the system 0.0 - 0.0
Slowly depress the accelerator pedal (or tiller

butterfly) to its maximum value. The new minimum
and maximum voltages will be displayed on the
Console plus an arrow indicating the direction.
MIN VACC MAX

Select the Reverse Direction and repeat Item 10 0.6 ↑ 4.4
' ' '

When finished , press OUT ' % '
ARE YOU SURE

The Display will ask : ARE YOU SURE ? YES=ENTER NO=OUT
' % '
Press ENTER for yes, or OUT for NO ' % '
MAIN MENU
When finished, the Console shows : PROGRAM VACC
' ' '


13.4 Program the lifting/lowering potentiometer
Here is the procedure to acquire the maximum and minimum for the Lifting and
Lowering potentiometer (connected to CNA#18).
This Procedure is similar to the above PROGRAMM VACC but the graphic
assistance of the hand set is not provided.
This procedure is used to acquire the MIN LIFT, the MAX LIFT, the MIN LOWER,
the MAX LOWER adjustments (see also 12.4.2.3 to 12.4.2.6).
Set MIN LIFT:

1) Move the lever for the Proportional Lifting service a little bit ahead the Lifting
Switch (of the Proportional Lifting) turns closed
2) Enter the MIN LIFT adjustment
3) Push the OUT button and then the ENTER button to Save the setting
Set MAX LIFT:

4) Move the lever for the Proportional Lifting service against the mechanical
maximum limit
5) Enter the MAX LIFT adjustment
Set MIN LOWER:

7) Move the lever for the Proportional Lowering service a little bit ahead the
Lowering Switch (of the Proportional Lowering) turns closed
8) Enter the MIN LIFT adjustment
Set MAX LOWER:

10) Move the lever for the Proportional Lowering service against the mechanical
maximum limit
11) Enter the MAX LOWER adjustment
13.5 Description of the throttle regulation

This regulation applies a not linear relationship between the position of the
accelerator and the speed of the truck. The main goal is to increase the
resolution for the speed modulation when the truck is slow moving.
Three ajustments are used for the throttle regulation:
1) THROTTLE 0 ZONE
2) THROTTLE X POINT
3) THROTTLE Y POINT
THROTTLE 0 ZONE: the speed of the truck remains at frequency creep

meanwhile the voltage from the accelerator potentiometer is lower than this
percentage of the MAX VACC setting. This adjustment define the width of a dead
zone close to the rest position (see Figure 13–2 below).
THROTTLE X POINT & THROTTLE Y POINT: the speed of the truck grows up
with a fixed slope (linear relationship) from the THROTTLE 0 ZONE up to
THROTTLE X POINT. This slope is defined by the matching between the X point
percentage of the MAX VACC setting with the Y point percentage of the full truck
speed.

From the X point up to the MAX VACC point, the slope of the relationship
between the truck speed and the accelerator position is different (see Figure 13–
2 below) to match the full speed in the truck with the MAX VACC voltage in the
accelerator position.
Figure 13–2
There is also a Throttle regulation on the Lifting/Lowering potentiometer. It uses
the THROTTLE X LIFT and THROTTLE Y LIFT settings. It works exactly in the
same way. The only difference is that the dead zone is not programmable.
13.6 Description of the battery charge detection setting

The Battery Charge detection uses two setting that specify the Full Charge
Voltage Level (100%) and the Discharge Voltage Level (10%). These two
settings are the ADJUSTMENT#01 and the ADJUSTMENT#02 (see 12.4.2.12
and 12.4.2.13). It is possible to adapt the Battery Charge Detection to your
specific battery, by changing the above two settings (e.g. if the Battery
Discharged Detection occurs when the battery is not totally discarghed, it is
necessary to reduce the ADJUSTMENT #02 setting as indicated in the Figure
13–3 below).
Figure 13–3

14 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 type of alarms with the
following information:
1) The alarm code
2) The times that each alarm occurs consecutively
3) The Hour Meter value when the latest event of every alarm occured
4) And the inverter temperature when the latest event of every alarm occured.
This function permits a deeper diagnosis of problems as the recent history can be
revisited.
The MDI-PRC code is the corresponding number with which the alarm is
signalled on the MDI-PRC display.
14.1 Main menu “ALARMS” list

To Enter the MAIN MENU’ push the Enter button at the Home Page of the hand
set display and Roll for the ALARMS item. Here is the ALARMS list:
14.1.1 One Blink Alarms
1) WATCH DOG
MDI-PRC Code = 8
- Cause: It occurs when the embedded WATCH DOG protection is not
able either to cut off the power stage when not triggerd or it is
not able to activate the power stage when triggered.
- Remedy: Verify the motor is connected and the continuity of the three
motor phases. If the alarm occurs permanently, it is necessary
to substituite the controller.
2) EEPROM KO
MDI-PRC Code = 13
- Cause: It occurs due to a HW or SW defect of the non-volatile
embedded memory supporting the controller regulations.
- Remedy: Try to execute a CLEAR EEPROM operation. This consists of
Entering the ALARMS item in the MAIN MENU’. Push at the
same time the two right side buttons to enter the hidden ZAPI
MENU’. Roll up and Down until the CLEAR EEPROM appears
on the hand set display. Push Twice the Enter Button. Switch
the key off and on to check the result. If the alarm occurs
permanently, it is necessary to substituite the controller.
3) LOGIC FAILURE #1
MDI-PRC Code = 19
- Cause: It occurs when the battery voltage overtakes 45V (when the
battery is 24V) or 47.5V (when the battery is 36V). It also
occurs when the supply voltage inside the logic falls less than
11Vdc.
- Remedy: Normally the overvoltage occurs due to the regenerative
braking energy increasing the battery voltage; the undervoltage
of the logic supply, can be due to a depletion in the key voltage

(e.g. when the pump inrush current makes the battery
temporary collapsed).
So first of all check for your failure mode then contact the Zapi
technician to look for a countermeasure.
As a matter of fact this alarm may occurs also for a HW failure
and, in this case, it is necessary to substituite the Controller.
4) LOGIC FAILURE #2
MDI-PRC Code = 18
- Cause: It occurs when the circuit, to compensate for the dead times of
the sine waves, is failed.
- Remedy: It is necessary to substituite the Controller.
5) LOGIC FAILURE #3
MDI-PRC Code = 17
- Cause: It occurs when the circuit to limitate via HW the current peak in
the controller is active.
- Remedy: It is probably a power failure or a logic failure. If it occurs
permanently it is necessary to substituite the Controller.
6) CHECK UP NEEDED
MDI-PRC Code = 99
- Cause: This is just a warning to call for the time programmed
maintanance.
- Remedy: It is just enough to turn the CHECK UP DONE option to level
ON (see 12.4.2.15) after the maintanance is executed.
14.1.2 Two Blinks Alarms
1) INCORRECT START
MDI-PRC Code = 79
- Cause: This is just a warning for an incorrect starting sequence.
- Remedy: The possble reasons for this alarm are (use the readings in the
TESTER to facilitate the troubleshooting):
a) A travel demand active at key on
b) The tiller switch active at key-on
c) The H&S input active at key-on
d) The Quick inversion active at key-on
A failure in the logic is possible too. When all of the above
conditions were checked and nothing was found, substituite the
controller.
2) FORW+BACK
MDI-PRC Code = 80
- Cause: This alarm occurs when both the travel demands (Fwd and
Bwd) are active at the same time.
- Remedy: Check the wiring of the Fwd and Bwd travel demand inputs (use
the readings in the TESTER to facilitate the troubleshooting).
A failure in the logic is possible too. When you have verified the
travel demand switches are fine working and the wiring is right,
it is necessary to substituite the controller.

3) CURRENT GAIN
MDI-PRC Code = 94
- Cause: This alarm occurs the first time the controller is switched on
when the not volatile memory (EEPROM) with the set-up
parameters is not initialized yet. Then it is necessary to acquire
the gains of the current sensing circuit.
- Remedy: The current sensing set-up must be factory adjusted and so
this alarm never should happen when the controller is on the
field. So ask for the assistance of a Zapi technicians when this
alarm occurs.
4) LIFT+LOWER
MDI-PRC Code = Not Assigned Yet
- Cause: (codice MDI versione enc è 90: non è attivo nella versione Zapi
sense coils ma lo dovrà essere)This alarm occurs when both a
Lifting request and a Lowering request are active at the same
time.
- Remedy: If the MDI-PRC is absent, check only the wiring of the main
Lifting/Lowering pair (CNB#8 and CNB#9); if the MDI-PRC is
present check also the wiring of the Aux Lifting/Lowering pair
(CNA#14 and CNA#15). (Use the readings in the TESTER to
facilitate the troubleshooting).
A failure in the logic is possible too. When you have verified the
Lifting/Lowering switches are fine working and the wiring is
right, it is necessary to substituite the controller.
5) LIFT LOW ACTIVE

MDI-PRC Code = Not Assigned Yet
- Cause: (codice MDI vers enc è 91: non è attivo nella versione Zapi
sense coils ma lo dovrà essere)This is just a warning when a
Lifting/Lowering request is active at key-on.
- Remedy: The possible reasons for this alarm are (use the readings in the
TESTER to facilitate the troubleshooting):
- When MDI_PRC is absent: at least one between LIFTING
SWITCH (CNB#9) or DESCENT SWITCH (CNB#8) active at
key on.
- When TRUCK TYPE is Level=1: at least one between
LIFTING SWITCH (CNB#9), DESCENT SWITCH (CNB#8),
DIGITAL INPUT#1 (CNA#14) or DIGITAL INPUT#2
(CNA#15) active at key-on.
LIFTING SWITCH (CNB#9) or DESCENT SWITCH (CNB#8)
active at key-on.
LIFTING SWITCH (CNB#9) or DESCENT SWITCH (CNB#8)
active at key-on.
A failure in the logic is possible too. When all of the above
conditions were checked and nothing was found, substituite the
controller.

14.1.3 Three Blinks Alarms
1) CAPACITOR CHARGE
MDI-PRC Code = 60
- Cause: In working condition, a resistance connected between the key
and the Rail Capacitors, keeps the Rail Capacitors charged
before the Main Contactor closes.When the voltage on the Rail
Capacitors (measured on the phase V) is low and does not
increase when the main contactor is opened this alarm occurs.
- Remedy: Three possibilities:
- Another device, connected in parallel with the Rail
Capacitors, has a failure
- At least a motor phase is not connected to the controller or
broken.
- A Power failure or a Logic Failure occured in the controller.
In this case it is necessary to substituite the controller.
2) VMN HIGH
MDI-PRC Code = 31
- Cause: Before to switch the main contactor on, the SW turns on
sequencely the Bottom side Power Mosfets and expects the
phase V voltage falls to GND value. If the phase V remains
high level this alarm occurs.
- Remedy: Two possibilities:
- At least a motor phase is not connected to the controller
or broken.
- A Power Failure (e.g. a Bottom side Power Mosfet
opened) or a Logic Failure occured in the controller.
In this case it is necessary to substituite the controller
3) VMN LOW
MDI-PRC Code = 30
- Cause: Before to switch the main contactor on, the SW turns on
sequencely the Top side Power Mosfets and expects the phase
V voltage increases toward the rail capacitor value. If the phase
V does not increases this alarm occurs.
This alarm may occur also when the initial diagnosis is
overcome, and so the Main Contactor is expected to be
closed.Then, when the operator asks the truck moving but the
+Batt terminal of the controller is lower voltage than the Battery
voltage, this alarm occurs (Main Contactor has lost the
contactation although it is closed).
- Remedy: If the problem occurs before the Main Contactor closes,
probably a Power failure (e.g. a Bottom side Power Mosfet
short circuited or a Top side Power Mosfet broken) or a Logic
Failure occured in the controller. If the problem occurs when the
operator turns the truck moving the problem is the Battery
positive is not connected to the +Batt terminal of the controller
(check the continuity of the main contactor).
If the problem occurs permanently it is necessary to substituite
the controller.

14.1.4 Four Blinks Alarms
1) VACC NOT OK
MDI-PRC Code = 78
- Cause: The test is made at key-on and after 20sec that both the travel
demands have turned disactive. This alarm occurs if the
ACCELERATOR reading in the TESTER menu’ is higher than
1.0V (it means the wiper of the potentiometer is higher than
2Vdc) when the accelerator is released.
- Remedy: Check the mechanical calibration and the functionality of the
potentiometer.
2) PEDAL WIRE KO
MDI-PRC Code = 86
- Cause: The SW continuously checks for the connection of the two
supply ends of the potentiometer in the accelerator. The test
consists of reading the voltage drop on a sense diode,
connected between NPOT (CNB#11) and GND and cascaded
with the potentiometer: if the potentiometer gets disconnected
on PPOT or NPOT, no current flow in this sense diode and the
voltage on the NPOT connection collapses down.
When the NPOT voltage is less than 0.3V this alarm occurs.
This alarm occurs also when the NPOT voltage is higher than
2Vdc (to detect also the condition of a broken sense diode).
- Remedy: Check the voltage on NPOT (CNB#11) and the potentiometer
connections.
3) PROGRAM LIFT LEVER

MDI-PRC Code = 55
- Cause: The SW continuously matches the potentiometer connected to
CNA#18 with the Main Lifting/Lowering pair request (CNB#9
and CNB#8).
When the TRUCK TYPE is set 2, the alarms occurs in the
following conditions:
- If both the Main Lifting and Main Lowering request are
disactive and the potentiometer voltage is higher than 60mV
over either the MIN LIFT or the MIN LOWER (see 12.4.2.3
and 12.4.2.5) setting.
- If the Main Lifting request is active and the potentiometer
voltage is higher than 200mV over the MAX LIFT setting
(see 12.4.2.4).
- If the Main Lowering request is active and the potentiometer
voltage is higher than 200mV over the MAX LOWER setting
(see 12.4.2.6).
- If the MIN LIFT setting is higher than the MAX LIFT setting.
- If the MIN LOWER setting is higher than the MAX LOWER
setting.
When the TRUCK TYPE is set 3, the alarms occurs in the
following conditions:
- If the Main Lowering request is disactive and the
potentiometer voltage is higher than the MIN LOWER (see
12.4.2.5) setting.
- If the MIN LOWER setting is higher than the MAX LOWER
setting.

- Remedy: Check the Main Lifting/Lowering pair (CNB#8 and CNB#9) and
the voltage on the potentiometer connected to CNA#18. (Use
the readings LIFTING SWITCH, DESCENT SWITCH and
LIFTING CONTROL in the TESTER to facilitate the
troubleshooting).
14.1.5 Five Blinks Alarms
1) WRONG ZERO
MDI-PRC Code = Null
- Cause: This diagnosis is executed every time the controller turns from
resting to move. Then, before to turn the truck moving, the
outputs of the amplifiers (used to measure the Motor Currents
and Sense Coils Voltages) are checked to be near null. This
alarm occurs when the Current signals at rest are not in the
range 2.15 to 2.85V or when the Voltage signals at rest are not
in the range 2 to 3V.
- Remedy: This alarm occurs if a sense coil connection gets broken. So
check the continuity of the Sense Coils connections. Between
the inputs SENV (CNA#10) and SENW (CNA#9) there must be
a short circuit and also, between the inputs SENV (CNA#10)
and SENU (CNA#20) there must be a short circuit.
If the problem occurs permanently it is necessary to substituite
the controller.
2) STBY I HIGH
MDI-PRC Code = 53
- Cause: This diagnosis is executed only when the main contactor is
opened and asked to be closed (e.g. at key on or when the
main contactor is opened and a new motion request turns
active). Then the outputs of the Current amplifiers must be in a
narrow window close to 2.5Vdc (from 2.26V to 2.74V).
Otherwise this STBY I HIGH alarm occurs.
- Remedy: If the alarm occurs permanently, it is necessary to substituite
the controller.
3) OVERLOAD
MDI-PRC Code = 97
- Cause: This is just a warning occuring when the circuit to limit the
current via HW (under a limiting value is about 20% higher than
the nominal Current Limitation), operates several times in a
short interval. The OVERLOAD condition de-energizes the
Electromechanical Brake. The controller exits by itself from this
condition when the circuit to limit the Current via Hardware
stops to operate.
- Remedy: Normally this is a temporary warning due to a sudden
application of too much load or gradient in the truck.
4) SENSE COILS KO
MDI-PRC Code = 72
- Cause: This diagnosis is executed only when the main contactor is
opened and it is asked to be closed (e.g. at key on or when the
main contactor is opened and there is a new motion request).
Then the outputs of the Circuits, that amplify the signal from the
Sense Coils, are checked for the Sense Coils are right
connected and fine working. The diagnosis consists of applying

a dc voltage between phase U and W and by analizing the
resulting Mutual linked Voltages output the Sense Coils: it is
expected that the Voltage between the SENU and SENV is
positive and that the Voltage between the SENW and SENV is
negative.
- Remedy: Check the correspondence between the U, V, W terminals of
the controller and U, V and W references on the motor. Check
also the correspondence between the Sense Coils reference U,
V and W and the SENU, SENV and SENW inputs of the
controller.
Check also the continuity of the Sense Coils connections.
Between the inputs SENV (CNA#10) and SENW (CNA#9) there
must be a short circuit and also, between the inputs SENV
(CNA#10) and SENU (CNA#20) there must be a short circuit;
otherwise a Sense Coil is broken. If the problem occurs
permanently it is necessary to substituite the controller.
14.1.6 Six Blinks Alarms
1) COIL SHORTED
MDI-PRC Code = 76
- Cause: This alarm occurs when there is an overload on one of the
following connections: CNA#1, CNA#3, CNA#4 and CNA#6.
Typically the problem is due to a short circuit of one of the coils
conneted to these outputs. After the overload has removed, the
alarm exits automatically by releasing and then enabling a
travel demand.
- Remedy: Check the coils of the main contactor (CNA#1), of the
electromechanical brake (CNA#3), of the pump contactor
(CNA#4), of the Aux valve (CNA#6).
2) CONTACTOR DRIVER
MDI-PRC Code = 75
- Cause: This alarm occurs when the voltage on the Main Contactor is
smaller than expected: this means that the Main Contactor Coil
has a null voltage when supplied.
- Remedy: Check the coils of the Main Contactor (CNA#1) is not short
circuited. If it isn’t, probably it is necessary to substituite the
controller because the driver of the Main Contactor is broken.
3) DRIVER SHORTED
MDI-PRC Code = 74
- Cause: This alarm occurs when the voltage on the Main Contactor is
higher than expected: this means that the Main Contactor Coil
has a high voltage although it is not supplied.
- Remedy: Probably it is necessary to substituite the controller because the
driver of the Main Contactor is short circuited.

4) AUX OUTPUT KO
MDI-PRC Code = 16
- Cause: This alarm occurs when the feedforward PWM generated by the
controller to supply the Electromechanical Brake and the actual
feedback voltage on the Electromechanical Brake are not
matched in between. The diagnosis is made only when the
Tiller Switch is active.
Then:
a) When the feedforward PWM is less than 10% of the battery
voltage, the Actual voltage on the Electromechanical Brake
is expected low. If it is higher than 14V it means the
Electromechanical Brake never Brakes the truck (probably
the Driver of the Elecromechanical Brake is short circuited)
and this alarm occurs.
b) When the feedforward PWM is higher than 70% of the
battery voltage, the Actual voltage on the
Electromechanical Brake is expected high. If it is lower than
14V it means the Electromechanical Brake always gets the
truck Braked (probably the Driver of the Elecromechanical
Brake is opened) and this alarm occurs.
- Remedy: Probably it is necessary to substituite the controller because the
driver of the Electromechanical Brake has a failure.
5) MDI COIL SHORTED

MDI-PRC Code = 70
- Cause: This alarm occurs on the MDI-PRC and the information is
transferred via CAN Bus to the AC0.
- Remedy: See 14.2 and the manual of the MDI-PRC.
6) MDI NEVP NOT OK

MDI-PRC Code = 90
7) MDI PEV NOT OK

MDI-PRC Code = 89
8) MDI VALVE DRIVER

MDI-PRC Code = 75
9) MDI DRIVER SHORT

MDI-PRC Code = 74

10) INPUT ERROR #1
MDI-PRC Code = 92
- Cause: This alarm occurs when the PLD device has a failure. The PLD
device is used for both, the Passive Emergency Cell (see 5.1)
and a Multiplexer on the Main Lifting/Lowering requests. This
Multiplexer exits the Lifting and the Not Lifting level on two
distinct addresses. When the Lifting and the Not Lifting outputs
have the same Logic Level the PLD device has failed and this
alarm occurs.
- Remedy: It is necessary to substituite the controller.
11) ERROR IV
MDI-PRC Code = 93
- Cause: This alarm occurs when the current in the phase V has not a
null medium voltage when the frequency is higher than 20Hz: a
sine wave must always have a null medium voltage.
- Remedy: If the problem occurs permanently it is necessary to substituite
the controller.
12) ERROR IW
MDI-PRC Code = 93
- Cause: This alarm occurs when the current in the phase W has not a
null medium voltage when the frequency is higher than 20Hz: a
sine wave must always have a null medium voltage.
the controller.
13) ERROR LUV

MDI-PRC Code = 93
- Cause: This alarm occurs when the circuit to process, with low
resolution, the CNA#20 (SENU) Sense Coil input, has not a null
medium voltage when the frequency is higher than 20Hz: a sine
wave must always have a null medium voltage.
the controller.
14) ERROR LVW

MDI-PRC Code = 93
- Cause: This alarm occurs when the circuit to process, with low
resolution, the CNA#9 (SENW) Sense Coil input, has not a null
the controller.
15) ERROR HUV

MDI-PRC Code = 93
- Cause: This alarm occurs when the circuit to process, with high
resolution, the CNA#20 (SENU) Sense Coil input, has not a null
the controller.

16) ERROR HVW
MDI-PRC Code = 93
- Cause: This alarm occurs when the circuit to process, with high
resolution, the CNA#9 (SENW) Sense Coil input, has not a null
the controller.
17) ANALOG INPUT

MDI-PRC Code = 96
- Cause: This alarm occurs when the A/D conversion of the analog inputs
gives frozen value, on all of the converted signals, for more
than 400msec. The goal of this diagnosis is to detect a failure of
the A/D converter or a problem in the code flow that omits the
refreshing of the analog signal conversion.
the controller.
14.1.7 Seven Blinks Alarms
1) HIGH TEMPERATURE
MDI-PRC Code = 61
- Cause: This alarm occurs when the temperature of the base plate is
higher than 78°. Then the maximum current decreases from
150A down to 100A meanwhile the temperature increases from
78° up to 85°. At 85° the truck definitively stops.
- Remedy: Improve the air cooling of the controller.
2) MOTOR TEMPERAT
MDI-PRC Code = 65
- Cause: This alarm occurs when the MOTOR TEMPERATURE (see the
TESTER) overtakes 150°. Then the truck stops.
- Remedy: Check the thermal sensor inside the motor (use the MOTOR
TEMPERATURE reading in the TESTER menu). If the sensor is
OK, improve the air cooling of the motor.
3) THERMIC SENS KO
MDI-PRC Code = 73
- Cause: When the output of the thermal sensor on the base plate is
higher than 4.95V or lower than 2.2V , the sensor is assumed
failed and this alarm occurs.
- Remedy: It is necessary to substituite the controller.
14.1.8 Eigth Blinks Alarms
1) CAN BUS KO
MDI-PRC Code = 67
- Cause: It occurs if the controller does not receive any message from
the CAN Bus line.
- Remedy: First of all, check the wiring. If it is OK , try to disconnect one to
one the module connected to the CAN Bus and check if this
alarm disappears. When you are quite sure the problem is in
the present module, it is necessary to substituite the controller.

14.1.9 No Blink Alarms
1) STOP TOP
MDI-PRC Code = Null
- Cause: This is just a warning to inform the Passive Emergency Cell
(see 5.1) operates. The Passive Emergency Cell operates
when the controller takes longer than 800msec, after the tiller
was released, to reduce the frequency in the motor, close to
zero. The Passive Emergency Cell siwtches off the Top Side
Power Mosfets (this is the reason for the name) of the three
phase bridge.
- Remedy: The controller exits automatically this warning when the
operator turns the truck moving.
2) TUNING
MDI-PRC Code = Null
- Cause: This is just a warning to inform that the frequency generated by
the controller and the motor speed are mismatched (e.g. by
pushing the accelerator with a truck is already moving, the
frequency is initially null meanwhile the truck already has a high
speed and so this alarm occurs). The controller reacts, to this
mismatched condition, applying the Electromechanical Brake
and searching for re-tuning the frequency with the Motor Speed.
During this phase and until the frequency is tuned with the
Motor Speed, a TUNING message is supplied.
- Remedy: The controller exits automatically this warning when the tuning
is got. In the same time the controller releases also the
Electromechanical Brake.
3) DATA ACQUISITION
MDI-PRC Code = Null
- Cause: This alarm occurs when the procedure for the maximum current
set-up is in progress.
- Remedy: The maximum current set-up is factory adjusted and so this
alarm never should happen when the controller is on the field.
So ask for the assistance of a Zapi technicians when this alarm
occurs.
14.1.10 Ten Blinks Alarms
1) INPUT ERROR #2
MDI-PRC Code = 91
- Cause: It occurs when the controller is supplied meanwhile the Battery
Charger is in.
- Remedy: Unplug the battery charger and try again.
14.1.11 Thirty Two Blinks Alarms
1) BATTERY LOW
MDI-PRC Code = Local
- Cause: It occurs when the battery charge is calculated being less than
10% of the full charge and the BATTERY CHECK setting is
other than 0.
- Remedy: Get the battery charged.

14.2 MDI-PRC “ALARMS” List
When the Controller communicates with the MDI-PRC, the alarm condition is
represented on the MDI-PRC in a Numeric form is:
Source Device Code and Alarm Code.
The Source Device Code we are interesting in are:
16: This is a local MDI-PRC alarm
02: This is a Traction Controller (AC0) alarm
The Alarm Code List Sourced by the Controller (Source Device Code 02) is the
following:
8: WATCH DOG
13: EEPROM KO
16: AUX OUTPUT KO
17: LOGIC FAILURE #3
30: VMN LOW
31: VMN HIGH
53: STBY I HIGH
55: PROGRAM LIFT LEVER
60: CAPACITOR CHARGE
61: HIGH TEMPERATURE
65: MOTOR TEMPERAT
67: CAN BUS KO
72: SENSE COILS KO
73: THERMIC SENS KO
74: DRIVER SHORTED
75: CONTACTOR DRIVER
76: COIL SHORTED
78: VACC NOT OK
79: INCORRECT START
80: FORW+BACK
86: PEDAL WIRE KO
91: INPUT ERROR #2
92: INPUT ERROR #1
93: ERROR (IV, IW, LUV, LVW, HUV, HVW)
94: CURRENT GAIN
96: ANALOG INPUT
97: OVERLOAD
99: CHECK UP NEEDED
The Alarm Code List Sourced by the MDI-PRC (Source Device Code 16) is the
following:
67: CAN BUS KO The Can Bus communication is broken

70: MDI COIL SHORTED At least one of the On/Off Valves Coil is
shorted
74: MDI DRIVER SHORTED At least one On/Off driver on pin#4 and #6
is shorted
75: MDI VALVE DRIVER At least one On/Off driver on pin#4 and #6

is opened
89: MDI PEV NOT OK The Positive Supply for the Valves is
missing
90: MDI NEVP NOT OK At least one Proportional Valve driver on
pin#8 and #9 is shorted
Example: 02A79 is an INCORRECT START alarm on the AC0.

15 RECOMMENDED SPARE PARTS
Part number Description
C29508 SW 180 24V Single Pole Contactor

16 PERIODIC MAINTENANCE TO BE
REPEATED AT TIMES INDICATED
Check the wear and condition of the Contactors’ moving and fixed contacts.
Electrical Contacts should be checked every 3 months.
Check the wear and condition of the electromechanical brake. According with the
ISO 6292 the electromechanical brake must be able to lock the truck in the worst
case in terms of admitted gradient and load. The truck manufacturer has to take
care the ISO 6292 is fullfilled with a suited maintenance scheduling.
Check the Foot pedal or Tiller microswitch. Using a suitable test meter, confirm
that there is no electrical resistance between the contacts by measuring the volt
drop between the terminals. Switches should operate with a firm click sound.
Microswitches should be checked every 3 months.
Check the Battery cables, cables to the chopper, and cables to the motor. Ensure
the insulation is sound and the connections are tight.
Cables should be checked every 3 months.
Check the mechanical operation of the pedal or tiller . Are the return springs ok.
Do the potentiometers wind up to their full or programmed level.
Check every 3 months.
Check the mechanical operation of the Contactor(s). Moving contacts should be

free to move without restriction.
Check every 3 months.
Checks should be carried out by qualified personnel and any replacement parts
used should be original. Beware of NON ORIGINAL PARTS.
The installation of this electronic controller should be made according to the
diagrams included in this Manual. Any variations or special requirements should
be made after consulting a Zapi Agent. The supplier is not responsible for any
problem that arises from wiring methods that differ from information included in
this Manual.
During periodic checks, if a technician finds any situation that could cause
damage or compromise safety, the matter should be bought to the attention of a
Zapi Agent immediately. The Agent will then take the decision regarding
operational safety of the machine.
Remember that Battery Powered Machines feel no pain.
NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER

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ELECTRONIC • OLEODYNAMIC • INDUSTRIAL

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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COMPANY FUNCTION INIZIALS SIGN

GRAPHIC AND LAYOUT FF

SALES MANAGER VISA PN

Publication N°: AE0ZP0CA

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2.1 Technical specifications

2.2 Block diagram

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3.2 Accelerator unit

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3.4 Analog motor thermal sensor input

3.5 Sense coils

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1) Battery polarity inversion

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5.1 Passive emergency cell

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5.2 Control tuning

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7.1 Thermal consideration

7.2 General suggestion

7.3 Susceptibility and electromagnetic emission

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8.1 Connection cables

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9.1 Connectors of the logic - Standard version with Sense Coils

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9.3 Sense Coils connections

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10.1 Mechanical drawing

ZAPI PRODUCTION DATA

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12.1 Adjustments via console

12.2 Description of console (hand set) & connection

Digital consoles used to communicate with AC inverter controllers must be fitted

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12.3 Description of standard console menu

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EPS-DC 24/48 0.2