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
COMBI AC1
Copyright © 1975-2006 Zapi S.p.A.
All rights reserved
The contents of this publication is a ZAPI S.p.A. property; all related authorizations are covered
by Copyright. Any partial or total reproduction is prohibited.
Under no circumstances will Zapi S.p.A. be held responsible to third parties for damage caused
by the improper use of the present publication and of the device/devices described in it.
Zapi spa reserves the right to make changes or improvements to its products at any time and
without notice.
The present publication reflects the characteristics of the product described at the moment of
distribution. The publication therefore does not reflect any changes in the characteristics of the
product as a result of updating.
is a registered trademark property of Zapi S.p.A.
NOTES LEGEND
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The symbol aboard is used inside this publication to indicate an annotation or a
suggestion you should pay attention.
The symbol aboard is used inside this publication to indicate an action or a
characteristic very important as for security. Pay special attention to the
annotations pointed out with this symbol.
AEQZP0BA – COMBI AC1 - User Manual
Contents
1
2
3
4
5
6
7
8
9
INTRODUCTION ...................................................................................................................6
SPECIFICATION ...................................................................................................................7
2.1
Technical specifications..............................................................................................7
2.2
Block diagrams ...........................................................................................................7
SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT.......8
3.1
Digital inputs ...............................................................................................................8
3.1.1
DIs technical details – 24 V system ..............................................................8
3.1.2
DIs technical details – 48 V system ..............................................................8
3.1.3
Microswitches ...............................................................................................8
3.2
Analog unit..................................................................................................................9
3.3
Other analog control unit ............................................................................................9
3.4
Analog motor thermal sensor input...........................................................................10
3.5
Speed feedback........................................................................................................10
INSTALLATION HINTS.......................................................................................................11
4.1
Material overview......................................................................................................11
4.1.1
Connection cables ......................................................................................11
4.1.2
Contactors...................................................................................................11
4.1.3
Fuses ..........................................................................................................12
4.2
Installation of the hardware.......................................................................................12
4.2.1
Positioning and cooling of the controller .....................................................12
4.2.2
Wirings: power cables.................................................................................13
4.2.3
Wirings: CAN connections and possible interferences ...............................13
4.2.4
Wirings: I/O connections .............................................................................15
4.2.5
Connection of the encoder..........................................................................16
4.2.6
Main contactor and key connection ............................................................17
4.2.7
Insulation of truck frame..............................................................................18
4.3
Protection and safety features ..................................................................................19
4.3.1
Protection features......................................................................................19
4.3.2
Safety Features...........................................................................................20
4.4
EMC..........................................................................................................................20
4.5
Various suggestions .................................................................................................22
OPERATIONAL FEATURES ..............................................................................................23
5.1
Diagnosis ..................................................................................................................23
DESCRIPTION OF THE CONNECTORS............................................................................24
6.1
Connectors of the logic .............................................................................................24
6.1.1
CNA connector: AmpSaab Version.............................................................25
6.1.2
CNA connector: AmpSeal version ..............................................................26
6.2
Description of power connections.............................................................................28
DRAWINGS .........................................................................................................................29
7.1
Mechanical drawing ..................................................................................................29
7.2
Connection drawing ..................................................................................................30
7.2.1
AmpSaab version........................................................................................30
7.2.2
AmpSeal version.........................................................................................31
ONE SHOT INSTALLATION PROCEDURE.......................................................................32
8.1
Sequence for Ac Inverter traction setting..................................................................33
PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE...................................35
9.1
Adjustments via console ...........................................................................................35
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9.2
9.3
10
11
12
13
Description of console (hand set) & connection ....................................................... 35
Description of the console menu .............................................................................. 36
9.3.1
Master: AmpSaab version .......................................................................... 36
9.3.2
Master: AmpSeal version ........................................................................... 37
9.3.3
Slave: AmpSaab version ............................................................................ 38
9.3.4
Slave: AmpSeal version ............................................................................. 39
9.4
Function configuration (MASTER)............................................................................ 40
9.4.1
Config menu “SET OPTIONS” functions list............................................... 40
9.4.2
Config menu “ADJUSTMENTS” functions list ............................................ 42
9.4.3
Main menu “PARAMETER CHANGE” functions list................................... 44
9.4.4
Zapi menu “SPECIAL ADJUSTMENTS” functions list................................ 47
9.4.5
Main menu “TESTER” functions list ........................................................... 48
9.5
Function configuration (SLAVE) ............................................................................... 51
9.5.1
Config menu “SET OPTIONS” functions list............................................... 51
9.5.2
Config menu “ADJUSTMENTS” functions list ............................................ 51
9.5.3
Config menu “PARAMETER CHANGE” functions list ................................ 52
9.5.4
Config menu “SPECIAL ADJUSTMENTS ” functions list ........................... 54
9.5.5
Config menu “TESTER ” functions list........................................................ 55
OTHER FUNCTIONS .......................................................................................................... 57
10.1 Description of console “SAVE” function ................................................................... 57
10.2 Description of console “RESTORE” function............................................................ 58
10.3 Description of console “PROGRAM VACC” function................................................ 59
10.4 Description of the throttle regulation......................................................................... 61
10.5 Description of the battery charge detection setting .................................................. 62
COMBI AC1 ALARMS LIST ............................................................................................... 64
11.1 Faults diagnostic system .......................................................................................... 64
11.2 Master microcontroller alarms overview ................................................................... 65
11.3 Analysis and troubleshooting of Master microcontroller alarms ............................... 66
11.4 Master warnings overview ........................................................................................ 72
11.5 Analysis and troubleshooting of Master warnings .................................................... 73
11.6 Slave alarms overview ............................................................................................. 76
11.7 Analysis and troubleshooting of Slave alarms.......................................................... 77
11.8 Slave warnings overview .......................................................................................... 80
11.9 Analysis and troubleshooting of Slave warnings ...................................................... 81
RECOMMENDED SPARE PARTS ..................................................................................... 85
PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 86
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AEQZP0BA – COMBI AC1 - User Manual
APPROVAL SIGNS
COMPANY FUNCTION
INIZIALS
GRAPHIC AND LAYOUT
FF
PROJECT MANAGER
FG
TECHNICAL ELECTRONIC
MANAGER VISA
PP
SALES MANAGER VISA
PN
SIGN
Publication N°: AEQZP0BA
Edition: August 2005
AEQZP0BA – COMBI AC1 - User Manual
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1 INTRODUCTION
The COMBI AC1 inverter has been developed to perform all the electric functions
that are usually presents in walkie trucks, stackers, low order pickers etc.
The controller can perform the following functions:
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Controller for Ac 700W to 3.5Kw AC motors;
Pump controller for series wounded DC motors up to 7,5 Kw.
Drivers for ON/OFF electrovalves and for one proportional valve
(electrodistributor)
Can bus interface
Interface for serial tiller head, canbus tiller or serial tiller
Zapi patented sensorless control
Flash memory.
Double microcontroller (one for main tasks, one for safety related tasks)
AEQZP0BA – COMBI AC1 - User Manual
2 SPECIFICATION
2.1 Technical specifications
Inverter for traction AC asynchronous 3-phase motors plus chopper for DC series
pump motors.
Regenerative braking functions.
Digital control based upon microcontroller
Voltage: ................................................................................................. 24, 36, 48V
Inverter maximum current (24V, 36V): ........................................ 350A (RMS) for 2'
Inverter maximum current (36V, 48V): ........................................ 300A (RMS) for 2'
Inverter operating frequency: ......................................................................... 8kHz
Dc chopper Maximum current (24V,36V):............................................. 350A for 2'
Dc chopper Maximum current (36V, 48V):............................................. 300A for 2’
Chopper Operating frequency:..................................................................... 16kHz
External temperature working range: ................................................. -40°C ÷ 40°C
Maximum heatsink temperature (start of the thermal cutback) ....................... 85°C
2.2 Block diagrams
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3 SPECIFICATION FOR THE INPUT DEVICES
FILLING UP THE INSTALLATION KIT
3.1 Digital inputs
Combi Ac1 digital inputs work in the voltage range [-B; +B]. Related command
devices (microswitches) must be connected to +B (typically to key voltage).
Pull-down resistance to –B is built-in.
Functional devices (like FW, BACK, LIFT, DESCENT, HORN, H&S, TILLER,
BELLY switches) are Normally Open; so related function becomes active when
the microswitch closes.
Safety devices (like CUTBACK, LIFTING CUTOUT switches) are Normally
Closed; so related function becomes active when the microswitches opens.
A number of Dis are input to both microcontrollers, for safety purpose (doublecheck in real time). They are listed here following:
- AMP SAAB version: A7, A5, A11, A18, A19, A20, A33, A34, A35, A6
- AMP SEAL version: A1, A20, A6, A32, A31, A19, A7, A35, A17, A29
It is recommended to connect SAFETY RELATED devices to these doublechecked inputs, in order to increase the application safety level.
3.1.1 DIs technical details – 24 V system
-
Switching threshold: 3V [±0,5V]
Input impedance:
4,7kOhm [±0,5kOhm]
3.1.2 DIs technical details – 48 V system
-
Switching threshold: 3V [±0,5V]
13kOhm [±1kOhm]
Input impedance:
3.1.3 Microswitches
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It is suggested that microswitches have a contact resistance lower than
0,1Ohm and a leakage current lower than 100µA.
When full load connected, the voltage between the key switch contacts must
be lower than 0.1V.
If the microswitch to be used has different characteristic, it is suggested to
discuss them and their application with Zapi technicians.
AEQZP0BA – COMBI AC1 - User Manual
3.2 Analog unit
The analog input can be connected to an accelerator unit if the Zapi can or serial
tiller is not used.
The accelerator unit can consist of a potentiometer or an Hall effect device.
It should be in a 3-wire configuration. The potentiometer is supplied through
CNA#26 [AmpSaab connector] OR CNA#25 [Ampseal connector].
Potentiometer output signal must be input to CPOT (CNA#24 for AmpSaab
connector, CNA#15 for Ampseal connector) signal range is from 0 to 10V.
The negative supply of the potentiometer has to be taken from CNA#23
[AmpSaab connector] OR CNA#5 [AmpSeal connector]
Potentiometer value should be in the 0.5 - 10 KΩ range; generally, the load
should be in the 1.5mA to 30mA range. Faults can occur if it is outside this range.
This AI is input to both microcontrollers, for safety purpose (double check in real
time).
The standard connection for the potentiometer is the one in the Left side of next
figure (potentiometer on one end at rest) in combination with a couple of Travel
demand switches (figure refers to AmpSaab connector). On request it is also
possible the handling in the Right side of next figure (potentiometer in the middle
at rest) still in combination with a couple of Travel demand switches.
The Procedure for automatic potentiometer signal acquisition is carried out using
the Hand Set. This enables adjustment of the minimum and maximum useful
signal level, in either direction.
3.3 Other analog control unit
If the Zapi can tiller is not used, input CNA#25 [AmpSaab connector] or CNA#30
[AmpSeal connector] is an analog input, whose typical application is a
proportional command to enable a lifting/lowering function. It is possible to use
this input for an alternative function like a proportional braking.
It should be in a 3 wire configuration. Potentiometer value should be in the 0.510KΩ range. Generally, the load should be in the 1.5mA to 30 mA range.
The CPOTL [CNA#25 AmpSaab connector, CNA#30 AmpSeal connector] signal
range is from 0 to 10V.
Use CNA#26 [CNA#25] (positive) and CNA#41 [CNA#5] (negative) to supply it.
In the AmpSaab version the NPOT input [CNA#23] can be used as third analog
input. In this case use CAN#41 as negative supply of the traction potentiometer
(the “PEDAL WIRE KO” warning is lost).
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Also in AmpSeal version a third analog input is available in CNA#17 (a digital
input is lost).
These other two analog inputs are checked by both microcontrollers too.
3.4 Analog motor thermal sensor input
Input CNA#12 in the AmpSaab version [CNA#22 in AmpSeal connector] is an
analog input to receive an analog thermal sensor signal to measure the Traction
Motor Winding Temperature. The analog device installed in the motor has to be
specified, in order to insert the correct look-up table in the software. A digital
device can also be used.
3.5 Speed feedback
The motor control is based upon the motor speed feedback (sensored software).
The speed transducer is an incremental encoder, with two phases shifted at 90°.
The encoder can be of different types :
- power supply: +12V
- electric output: open collector ( NPN or PNP), push-pull.
COMBI AC1 could also be used without encoder, sensorless control.
This solution has to be discussed with Zapi technicians.
4
Note: The encoder resolution and the motor poles pair (the controller can
handle), is specified in the home page display of the handset showing following
headline:
CA1S2AE
ZP1.07
That means:
CA1S= COMBIAC1 traction controller
2 = motor’s poles pair number
A = 32 pulses/rev encoder
E = identifier for an extended memory hardware release inside
The encoder resolution is given by the second-last letter in the following list:
A = 32 pulses/rev
K = 48 pulses/rev
B = 64 pulses/rev
C = 80 pulses/rev
Page - 10/86
AEQZP0BA – COMBI AC1 - User Manual
4 INSTALLATION HINTS
In the description of these installation suggestions you will find some boxes of
different colours, they mean:
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These are informations useful for anyone is working on the installation, or a
deeper examination of the content
These are Warning boxes, they describe:
- operations that can lead to a failure of the electronic device or can be
dangerous or harmful for the operator;
- items which are important to guarantee system performance and safety
4.1 Material overview
Before to start it is necessary to have the required material for a correct
installation. Otherwise a wrong choice of cables or other parts could lead to
failures/ misbehaviour/ bad performances.
4.1.1 Connection cables
For the auxiliary circuits, use cables 0.5mm² section at least.
For power connections to the motor and to the battery, use cables having section
of 16-25 mm².
For the optimum inverter performance, the cables to the battery should be run
side by side and be as short as possible.
4.1.2 Contactors
IT IS STRONGLY RECCOMENDED TO USE A MAIN CONTACOTOR to
connect and cut off the battery to the controller. Depending on the setting of a
parameter in the controller:
- the output which drives the main contactor coil is on/off (the coil is driven with
the full battery voltage).
- the output which drives the main contactor coil is switched at high frequency
(1 KHz) with a programmable duty cycle; this feature is useful to decrease
the power dissipation of the contactor coil.
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The EN1175 states the main Contactor is not mandatory (under proper
conditions); anyway it is recommended to protect the inverter against
reverse battery polarity and to cut off the battery from the power mosfets
when a failure in the three phase bridge occurs.
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4.1.3 Fuses
-
Use a 6.3-10A Fuse for protection of the auxiliary circuits.
For protection of the power unit, use a 400A fuse in the Battery Positive
connection. For special applications or requirements these values can be
reduced.
For Safety reasons, we recommend the use of protected fuses in order to
prevent the spread of fused particles should the fuse blow.
4.2 Installation of the hardware
U
Before doing any operation, ensure that the battery is disconnected and
when all the installation is completed start the machine with the drive
wheels raised from the floor to ensure that any installation error do not
compromise safety.
After operation, even with the Key Switch open, the internal capacitors may
remain charged for some time. For safe operation, we recommend that the
battery is disconnected, and a short circuit is made between Battery
Positive and Battery Negative power terminals of the chopper using a
Resistor between 10 Ohm and 100 Ohm. Minimum 5 Watts.
4.2.1 Positioning and cooling of the controller
CONTROLLER WITH BASE PLATE: Install the controller with the base-plate on
a flat metallic surface that is clean and unpainted; suggested characteristics are:
planarity 0.05 mm and rugosity 1.6 µm
- Apply a light layer of thermo-conductive grease between the two surfaces to
permit better heat dissipation.
- The heat generated by the power block must be dissipated. For this to be
possible, the compartment must be ventilated and the heat sink materials
ample.
- The heat sink material and system should be sized on the performance
requirement of the machine. Abnormal ambient air temperatures should be
considered. In situations where either ventilation is poor, or heat exchange is
difficult, forced air ventilation should be used.
- The thermal energy dissipated by the power block module varies and is
dependent on the current drawn and the duty cycle.
CONTROLLER WITH FINNED HEATSINK: Sometimes the base plate
installation cannot be adopted. Due to positioning problems or to the lack of a
thick enough truck frame, it is necessary to adopt a finned dissipation combined
with one or more fans.
- The air flux should hit the fins directly, to maximize the cooling effect.
- In addition to fans, also air ducting systems can be used to maintain low the
temperature of the controller.
- It is necessary to ensure that cold air is taken from outside the controller
compartment and hot air is easily pushed away from the controller
compartment.
- It is mandatory to avoid that the cooling air is recirculated inside the controller
compartment.
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AEQZP0BA – COMBI AC1 - User Manual
4.2.2 Wirings: power cables
-
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The power cables length must be as short as possible to minimize power
losses.
They must be tightened on controller power posts with a Torque of 13-15 Nm
The COMBI AC-1 module should only be connected to a traction battery. Do
not use converters outputs or power supplies. For special applications please
contact the nearest Zapi Service Centre.
Do not connect the controller to a battery with a nominal voltage different
than the value indicated on the controller label. A higher battery voltage
may cause MOS failure. A lower voltage may prevent the logic operating.
4.2.3 Wirings: CAN connections and possible interferences
4
CAN Stands for Controller Area Network. It is a communication protocol for real
time control applications. CAN operates at data rate of up to 1 Megabits per
second.
It was invented by the German company Bosch to be used in the car industry to
permit communication among the various electronic modules of a vehicle,
connected as illustrated in this image:
-
-
The best cable for can connections is the twisted pair; if it is necessary to
increase the immunity of the system to disturbances, a good choice would
be to use a cable with a shield connected to the frame of the truck.
Sometimes it is sufficient a simple double wire cable or a duplex cable not
shielded.
In a system like an industrial truck, where power cables carry hundreds of
Ampere, there are voltage drops due to the impedance of the cables, and
that could cause errors on the data transmitted through the can wires. In the
following figures there is an overview of wrong and right layouts of the cables
routing.
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Wrong Layout:
Module
1
Module
2
Module
3
The red lines are can wires.
The black boxes are different modules, for example traction controller, pump
controller and display connected by canbus.
The black lines are the power cables.
This is apparently a good layout, but can bring to errors in the can line.
The best solution depends on the type of nodes (modules) connected in the
network.
If the modules are very different in terms of power, then the preferable
connection is the daisy chain.
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Correct Layout:
Module
1
Module
2
Module
3
Note: Module 1 power > Module 2 power > Module 3 power
The chain starts from the –BATT post of the controller that works with the
highest current, and the others are connected in a decreasing order of power.
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AEQZP0BA – COMBI AC1 - User Manual
Otherwise, if two controllers are similar in power (for example a traction and a
pump motor controller) and a third module works with less current, the best way
to deal this configuration is to create a common ground point (star configuration)
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Correct Layout:
Module
1
Module
2
Module
3
Note: Module 1 power ≈ Module 2 power > Module 3 power
In this case the power cables starting from the two similar controllers must be as
short as possible. Of course also the diameter of the cable concurs in the voltage
drops described before (higher diameter means lower impedance), so in this last
example the cable between the minus of the Battery and the common ground
point (pointed by the arrow in the image) must dimensioned taking into account
thermal and voltage drop problems.
4
Can advantages
The complexity of today systems needs more and more data, signal and
information must flow from a node to another. CAN is the solution to different
problems that arise from this complexity
- simplified design (readily available, multi sourced components and tools)
- lower costs (less and smaller cables )
- improved reliability (fewer connections)
- analysis of problems improved (easy connection with a pc to read the data
flowing through the cable)
4.2.4 Wirings: I/O connections
-
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After crimping the cable, verify that all strands are entrapped in the wire
barrel.
Verify that all the crimped contacts are completely inserted on the connector
cavities
A cable connected to the wrong pin can lead to short circuits and failure;
so, before turning on the truck for the first time, verify with a multimeter the
continuity between the starting point and the end of a signal wire
-
for information about the mating connector pin assignment see the paragraph
“description of the connectors”
AEQZP0BA – COMBI AC1 - User Manual
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4.2.5 Connection of the encoder
1) COMBI AC1 card is fit for different types of encoder. To control AC motor
with Zapi inverter, it is necessary to install an incremental encoder with 2
phases shifted of 90°. The encoder power supply can be +5 or +12V. It can
have different electronic output.
AMPSAAB VERSION
A9
+5V/+12V
A10
GND
A8
A
A22
B
positive of encoder power supply.
negative of encoder power supply.
phase A of encoder.
phase B of encoder.
AMPSEAL VERSION
A25
+5V/+12V
A5
GND
A14
A
A13
B
positive of encoder power supply.
negative of encoder power supply.
phase A of encoder.
phase B of encoder.
2) Connection of encoder with open collector output; +5V power supply.
AMPSAAB VERSION
AMPSEAL VERSION
Connection of encoder with open collector output: +12V power supply.
AMPSAAB VERSION
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AEQZP0BA – COMBI AC1 - User Manual
AMPSEAL VERSION
U
VERY IMPORTANT
It is necessary to specify in the order the type of encoder used, in terms of
power supply, electronic output and n° of pulses for revolution, because
the logic unit must be set in the correct way by Zapi.
The n° of pulses revolution the controller can handle is given by the
second-last letter in the software release name (see 3.5).
4.2.6 Main contactor and key connection
-
The connection of the main contactor can be carried out following the
drawing in the figure.
AMPSAAB VERSION
AMPSEAL VERSION
-
-
The connection of the battery line switches must be carried out following
ZAPI instructions.
If a mechanical battery line switch is installed, it is strongly recommended
that the key supply to the inverter is open together with power battery line
(see picture below); if not, the inverter may be damaged if the switch is
opened during a regenerative braking.
An intrinsic protection is present inside the logic when the voltage on the
battery power connection overtakes 40% more than the battery nominal
AEQZP0BA – COMBI AC1 - User Manual
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voltage or if the key is switched off before the battery power line is
disconnected.
AMPSAAB VERSION
AMPSEAL VERSION
4.2.7 Insulation of truck frame
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Page - 18/86
As stated by EN-1175 “Safety of machinery – Industrial truck”, chapter 5.7,
“there shall be no electrical connection to the truck frame”. So the truck
frame has to be isolated from any electrical potential of the truck power
line.
AEQZP0BA – COMBI AC1 - User Manual
4.3 Protection and safety features
4.3.1 Protection features
The COMBI AC1 is protected against some controller injuries and malfunctions:
- Battery polarity inversion
It is necessary to fit a LINE CONTACTOR to protect the controller against
reverse battery polarity and for safety reasons.
- Connection Errors
All inputs are protected against connection errors.
- Thermal protection
If the controller temperature exceeds 85°C, the maximum current is reduced in
proportion to the thermal increase. The temperature can never exceeds 105°C.
- External agents
The inverter is protected against dust and the spray of liquid to a degree of
protection meeting IP65. Nevertheless, it is suggested to carefully study
controller installation and position. With few simple shrewdness, the degree of
controller protection can be strongly increased.
- Protection against uncontrolled movements
The main contactor will not close if:
- The Power unit is not functioning.
- The Logic or CANBUS interface is not functioning perfectly.
- The Can Tiller is not operating correctly.
- Running microswitches are in open position.
- Low battery charge
when the battery charge is low, the maximum current is reduced to the half of the
maximum current programmed; additionally an alarm message is displayed.
- Protection against accidental Start up
A precise sequence of operations are necessary before the machine will start.
Operation cannot begin if these operations are not carried out correctly.
Requests for drive must be made after closing the key switch.
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4.3.2 Safety Features
U
ZAPI controllers are designed according to the prEN954-1 specifications for
safety related parts of control system and to UNI EN1175-1 norm. The
safety of the machine is strongly related to installation; length, layout and
screening of electrical connections have to be carefully designed.
ZAPI is always available to cooperate with the customer in order to evaluate
installation and connection solutions. Furthermore, ZAPI is available to
develop new SW or HW solutions to improve the safety of the machine,
according to customer requirements.
Machine manufacturer holds the responsibility for the truck safety features
and related approval.
COMBI AC1 electronic implements a double µC structure. The second µC main
task is to check correct functionality of the first µC, whose main task is to control
traction AC motor. In more detail:
- first microcontroller manages Ac traction motor control and hydraulic safety
related functions.
- second microcontroller manages Dc pump motor control, valves control and
traction safety related functions.
Basically, the two microcontrollers implement a double check control of the
main functions.
4.4 EMC
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EMC and ESD performances of an electronic system are strongly
influenced by the installation. Special attention must be given to the
lengths and the paths of the electric connections and the shields. This
situation is beyond ZAPI's control. Zapi can offer assistance and
suggestions, based on its years experience, on EMC related items.
However, ZAPI declines any responsibility for non-compliance,
malfunctions and failures, if correct testing is not made. The machine
manufacturer holds the responsability to carry out machine validation,
based on existing norms (EN12895 for industrial truck; EN50081-2 for other
applications).
EMC stands for Electromagnetic Compatibility, and it represents the studies and
the tests on the electromagnetical energy generated or received by an electrical
device.
So the analysis works in two directions:
1) The study of the emission problems, the disturbances generated by the
device and the possible countermeasure to prevent the propagation of that
energy; we talk about “conduction” issues when guiding structures such wires
and cables are involved, “radiated emissions” issues when it is studied the
propagation of electromagnetic energy through the open space. In our case
the origin of the disturbances can be found inside the controller with the
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AEQZP0BA – COMBI AC1 - User Manual
switching of the mosfets which are working at high frequency and generate
RF energy, but wires and cables have the key role to propagate the
disturbs because they works as antennas, so a good layout of the cables
and their shielding can solve the majority of the emission problems.
2) The study of the immunity can be divided in two main branches: protection
from electromagnetic fields and from electrostatic discharge.
The electromagnetic immunity concern the susceptibility of the controller
with regard to electromagnetic fields and their influence on the correct work
made by the electronic device.
There are well defined tests which the machine has to be exposed to.
These tests are carried out at determined levels of electromagnetic fields, to
simulate external undesired disturbances and verify the electronic devices
response.
3) The second type of immunity, ESD, concerns the prevention of the effects of
electric current due to excessive electric charge stored in an object. In fact,
when a charge is created on a material and it remains there, it becomes an
“electrostatic charge”; ESD happen when there is a rapid transfer from a
charged object to another. This rapid transfer has, in turn, two important
effects:
- this rapid charge transfer can determine, by induction, disturbs on the
signal wiring and thus create malfunctions; this effect is particularly
critical in modern machines, with serial communications (canbus)
which are spread everywhere on the truck and which carry critical
informations.
- in the worst case and when the amount of charge is very high, the
discharge process can determine failures in the electronic devices; the
type of failure can vary from an intermittently malfunction to a completely
failure of the electronic device.
IMPORTANT NOTE: it is always much easier and cheaper to avoid ESD from
being generated, than to increase the level of immunity of the electronic devices.
There are different solutions for EMC issues, depending on level of emissions/
immunity required, the type of controller, materials and position of the wires and
electronic components.
1) EMISSIONS. Three ways can be followed to reduce the emissions:
A) SOURCE OF EMISSIONS: finding the main source of disturb and work
on it.
B) SHIELDING: enclosing contactor and controller in a shielded box; using
shielded cables;
C) LAYOUT: a good layout of the cables can minimize the antenna effect;
cables running nearby the truck frame or in iron channels connected to
truck frames is generally a suggested not expensive solution to reduce
the emission level.
2) ELECTROMAGNETIC IMMUNITY. The considerations made for emissions
are valid also for immunity. Additionally, further protection can be achieved
with ferrite beads and bypass capacitors.
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3) ELECTROSTATIC IMMUNITY. Three ways can be followed to prevent
damages from ESD:
A) PREVENTION: when handling ESD-sensitive electronic parts, ensure the
operator is grounded; test grounding devices on a daily basis for correct
functioning; this precaution is particularly important during controller
handling in the storing and installation phase.
B) ISOLATION: use anti-static containers when transferring ESD-sensitive
material.
C) GROUNDING: when a complete isolation cannot be achieved, a good
grounding can divert the discharge current trough a “safe” path; the
frame of a truck can works like a “local earth ground”, absorbing excess
charge. So it is strongly suggested to connect to truck frame all the
parts of the truck which can be touched by the operator, who is
most of the time the source of ESD.
4.5 Various suggestions
-
-
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Never combine SCR low frequency choppers with COMBI AC1 modules. The
filter capacitors contained in the COMBI AC1 module would change the SCR
chopper operation and subject to excessive workload. If it is necessary to use
two or more control units, like the chopper should both be of the Zapimos
family.
During battery recharge, the COMBI AC-1 must be completely disconnected
from the battery. Beside changing the charging current seen by the battery
charger, the module can be damaged by higher than normal voltages
supplied via the charger.
AEQZP0BA – COMBI AC1 - User Manual
5 OPERATIONAL FEATURES
- Speed control.
- Optimum behaviour on a slope if the speed feedback is used:
- The motor speed follows the accelerator, starting a regenerative braking
if the speed overtakes the speed set-point
- The system can perform an electrical stop on a ramp (the machine is
electrically hold on a slope) for a programmable time (if encoder is used)
- Stable speed in every position of the accelerator.
- Regenerative release braking based upon deceleration ramps.
- Regenerative braking when the accelerator pedal is partially released
(deceleration).
- Direction inversion with regenerative braking based upon deceleration ramp.
- Regenerative braking and direction inversion without contactors: only the main
contactor is present.
- The release braking ramp can be modulated by an analog input, so that a
proportional brake feature is obtained.
- Optimum sensitivity at low speeds.
- Voltage boost at the start and with overload to obtain more torque (with current
control).
- The inverter can drive an electromechanical brake.
- High efficiency of motor and battery due to high frequency commutations.
- Modification of parameters through the programming console.
- Internal hour-meter with values that can be displayed on the console.
- Memory of the last five alarms with relative hour-meter and temperature
displayed on the console.
- Test function within console for checking main parameters.
- Direct communication between traction AC inverter and pump DC chopper.
5.1 Diagnosis
The microcontrollers continually monitor the inverter and the chopper and carry
out diagnostic procedures on the main functions.
The diagnosis is made in 4 points:
1) Diagnosis at start-up that checks: watch-dog, Current Sensors, Capacitor
charging, phase’s voltages, pump motor output, contactor drivers, can-bus
interface, presence of a start requirement, connection with the Can Tiller.
2) Standby Diagnosis that checks: watch-dog, phase’s voltages, pump motor
output, Contactor Drivers, Current Sensors, can-bus interface.
3) Driving diagnosis that checks: Watchdog, Current sensors, Contactor(s), canbus interface.
4) Continuos Diagnosis that checks: power stage temperature, motor
temperature, Battery Voltage.
Error codes are provided in two ways. The digital console can be used, which
gives a detailed information about the failure; the failure code is also sent on the
Can-Bus.
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6 DESCRIPTION OF THE CONNECTORS
6.1 Connectors of the logic
AmpSaab version
1
15
29
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14
28
42
AEQZP0BA – COMBI AC1 - User Manual
AmpSeal Version
1
12
13
23
24
35
6.1.1 CNA connector: AmpSaab Version
The connector used is a AMPSAAB plug 42 pins
A1
NCLTXD
Negative serial transmission pin.
A2
PCLTXD
Positive serial transmission pin.
A3
NEVP
Negative of the proportional electrovalve.
A4
PAUX
Positive supply for electrovalves. This input has to be
supplied with positive taken after main contactor and
should be used to supply all electrovalves.
A5
DESCENT
Lowering request input active high.
A6
H&S
Hard & Soft request input. Must be connected to the
Hard & Soft microswitch, active high.
A7
TILLER
Tiller microswitch input, active high (+VB).
A8
ENC A
Traction motor encoder phase A.
A9
PENC
Encoder Positive Supply (+5 or +12Vdc)
A10
NENC
Negative of the Encoder
A11
CUTBACK
Speed reduction switch input #1. Active low (switch
opened)
A12
THMOT
Traction motor thermal sensor input. The internal pullup is a fixed 2mA (Max 5V) source current.
A13
+KEY
Input of the key switch signal.
A14
NEV1
Output of the electrovalve 1 driver (driving to –Batt)
A15
NEV2
Output of the electrovalve 2 driver (driving to –Batt)
A16
NEV3
Output of the electrovalve 3 driver (driving to –Batt)
A17
NMC
Output of the Line Contactor coil driver (driving to –
Batt)
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A18
FW
Forward switch input, active high (+VB).
A19
BACK
Reverse switch input, active high (+VB).
A20
IN5
Input of the switch DIGITAL INPUT # 5.
A21
HORN
Horn switch input, active high (+VB).
A22
ENC B
Traction motor encoder phase B.
A23
NPOT
Negative of the accelerator potentiometer, tested for
wire disconnection diagnosis.
A24
CPOTTR
Accelerator potentiometer wiper.
A25
CPOTL
Lift potentiometer wiper.
A26
PPOT
Positive of the potentiometers; 10 volts output; keep
load > 1kohm
A27
CANH
High level CAN-BUS voltage I/O.
A28
NEV4
Output of the electrovalve 4 driver (driving to –Batt).
A29
NCLRXD
Negative serial reception pin.
A30
PEB
Positive of the electromechanical brake coil.
A31
NEB
EB coil driver output; pwm controlled 2A continuous
(driving to –Batt).
A32
NEV5/HORN OUTOutput of the electrovalve 5/horn driver (driving to –
Batt).
A33
BELLY
Quick inversion function input, must be connected to
the belly microswitch. It is active high (+VB).
A34
IN7
Input of the switch DIGITAL INPUT # 7.
A35
IN8
Input of the switch DIGITAL INPUT # 8.
A36
LIFT SW
Lift request switch input, active high (+VB).
A37
LIFTING CUTOUT Lift stop input. Active low.
A38
IN12
Input of the switch DIGITAL INPUT # 12.
A39
NEV6
Output of the electrovalve 6 driver (driving to –Batt).
A40
BOOTSTRAP
Flash memory bootstrap.
A41
GND
Negative of the lift potentiometer.
A42
CANL
Low level CAN-BUS voltage I/O.
6.1.2 CNA connector: AmpSeal version
The connector used is an AMPSEAL plug 35 pins
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A1
TILLER
Tiller microswitch input, active high (+VB).
A2
PEB
Positive of the electromechanical brake.
A3
PAUX
Positive supply for electrovalves. This input has to be
supplied with positive taken after main contactor and
should be used to supply all electrovalves.
A4
NEB
EB coil driver output; pwm controlled 2A continuous
(driving to –Batt).
A5
NENC
Negative of the Encoder
A6
CUTBACK
Speed reduction switch input #1. Active low (switch
opened).
A7
BELLY
Quick inversion function input, must be connected to
the belly microswitch. It is active high (+VB).
AEQZP0BA – COMBI AC1 - User Manual
A8
NEV5/HORN OUTOut of the electrovalves/Horn driver (driving to –Batt).
A9
NEV1
Output of the electrovalve 1 driver (driving to –Batt)
A10
+KEY
Input of the key switch signal.
A11
NEV2
Output of the electrovalve 2 driver (driving to –Batt)
A12
NMC
Output of the Line Contactor coil driver (driving to –
Batt)
A13
ENC B
Traction motor encoder phase B.
A14
ENC A
Traction motor encoder phase A.
A15
CPOTTR
Accelerator potentiometer wiper.
A16
NCLTXD
Negative serial transmission pin.
A17
LIFT
Input of the lift enable switch.
A18
BOOTSTRAP
Flash memory bootstrap.
A19
HORN
Horn switch input, active high (+VB).
A20
DESCENT
Lowering request input active high.
A21
NCLRXD
Negative serial reception pin.
A22
THMOT
Traction motor thermal sensor input. The internal pullup is a fixed 2mA (Max 5V) source current.
A23
NEV6
Output of the electrovalve 6 driver (driving to –Batt)
A24
NEVP
Negative of the proportional electrovalve.
A25
PENC
Encoder Positive Supply (+12Vdc)
A26
PCLTXD
Positive serial transmission pin.
A27
CANL
Low level CAN-BUS voltage I/O.
A28
CANH
High level CAN-BUS voltage I/O.
A29
H&S
Hard & Soft request input. Must be connected to the
Hard & Soft microswitch, active high.
A30
CPOTL
Lift/Lower potentiometer wiper input.
A31
REV
Reverse switch input, active high (+VB).
A32
FW
Forward switch input, active high (+VB).
A33
NEV3
Output of the electrovalve 3 driver (driving to –Batt).
A34
NEV4
Output of the electrovalve 4 driver (driving to –Batt).
A35
IN7
Input of the switch DIGITAL INPUT #7.
AEQZP0BA – COMBI AC1 - User Manual
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6.2 Description of power connections
View of the power bars:
U
+BF
+B
-B
V
-P
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W
-B
Negative of the battery.
+B
Positive of the battery.
+BF
Positive of the battery, before the fuse.
-P
Output of the Pump Motor.
U; V; W
Connection bars of the three motor phases; follow this
sequence and the indication on the motor.
AEQZP0BA – COMBI AC1 - User Manual
7 DRAWINGS
7.1 Mechanical drawing
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7.2 Connection drawing
7.2.1 AmpSaab version
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7.2.2 AmpSeal version
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8 ONE SHOT INSTALLATION PROCEDURE
This section of the manual describes the basic connection procedure.
To move, the truck needs a minimum I/O outfit that it is mandatory: this minimum
outfit is listed in the Steps from 1 to 8 below.
Step1
Connect a potentiometer in the range 0.5 to 10Kohms, to modify the
wished speed, between CNA#23, CNA#24, CNA#26 [AmpSaab
connector]
Step2
Connect two travel demand switches. The FWD travel demand must
be connected between a battery (key) voltage and CNA#18 in
AmpSaab Connector [CNA#32 in AmpSeal Connector]. The REV
travel demand must be connected between a battery (key) voltage
and CNA#19 in AmpSaab [CAN#31 in AmpSeal]. Only one of them
can be active at the same time. They become active when
connected to a key.
Step3
Connect a tiller (or seat) switch enabling/disabling the truck motion
between CNA#7 in AmpSaab [CNA#1 in AmpSeal] and a key
voltage. It becomes active, enabling the motion, when closed to a
key voltage.
Step4
Connect the encoder in the motor shaft between CNA#9=VDD,
CNA#10=GND, CNA#8=CHA, CNA#22=CHB in AmpSaab
[CNA#25=VDD, CNA#5=GND, CNA#14=CHA, CNA#13=CHB in
AmpSeal connector] . The VDD voltage may be 12V or 5V
depending on a jumper inside the controller.
Step5
Connect the plus battery voltage through a key switch at the KEY
input CNA#13 [CNA#10 in AmpSeal]. This is the input for the
controller supply.
Step6
Connect the Main Contactor Coil to CNA#13 and CNA#17 in
AmpSaab connector (respectively CNA#10 and CNA#12 in
AmpSeal connector). The contactor must connect the battery
positive to the +BATT power terminal of the COMBI AC1.
Step7
Connect the motors and the minus battery to the corresponding
power terminals of the COMBI AC1.
Step8
Connect the Electromechanical Brake between CNA#30 and
CNA#31in the AmpSaab connector [respectively CNA#2 and
CNA#4 in the AmpSeal connector]; when the tiller switch opens, the
electromechanical brake gets de-energized braking the truck.
The Steps from 1 to 8 describe the installation operations that is mandatory to do
in order your truck moves. Obviously the COMBI AC1 may execute a wider set of
optional services as:
1) to handle some speed reductions requests
2) to handle a analog sensor inside the motor
3) to handle a proportional braking
4) to handle a proportional forks lowering valve
5) to handle a pump motor by a chopper.
6) to handle a belly switch and an Inching operative mode.
7) to handle a proportional input for the forks lifting/lowering.
8) to handle a number of on/off E-valves.
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AEQZP0BA – COMBI AC1 - User Manual
You must fill your I/O outfit with your optional functions. The optional functions
are shown in the connecting drawing and described in detail inside this manual.
The index may help you.
8.1 Sequence for Ac Inverter traction setting
This section of the manual describes the basic COMBI AC1 set-up procedure
using the hand-set:
When the "Key Switch" is closed, if no alarms or errors are present, the Console
Display will be showing the Standard Zapi Opening Display (Home Display).
For the setting of your truck, use the procedure below.
If you need to reply the same setting on different controller, use the Save and
Restore sequence as described in the 13.1 and 13.2 paragraphs. Remember to
re-cycle the Key Switch if you make any changes to the chopper’s configuration.
Step1
Fill your setting with the Options you need.
Step2
Select the Battery Voltage.
Step3
Check the correct installation of all wires. Use the Console’s
TESTER function to assist.
Step4
Perform the accelerator signal acquisition procedure using the
Console “PROGRAM VACC”. Procedure is detailed on paragraph
13.3.
Step5
Set the “MAXIMUM CURRENT” Current parameter.
Step6
Set the ACCELERATION DELAY requirements for the machine.
Test the parameters in both directions.
Step7
Set the FREQUENCY CREEP level starting from 0.6 Hz. The
machine should just move when the accelerator microswitch is
closed. Increase the Level accordingly.
Step8
Set the Speed Reductions as required. Use the parameters of the
“cutback speed” family in the PARAMETER CHANGE menu to
specify the reduced maximum truck speed as a percentage of the
MAX SPEED FWD and MAX SPEED REV.
Step9
RELEASE BRAKING. Operate the machine at full speed. Release
the accelerator pedal. Adjust the level to your requirement. If the
machine is a forklift, check the performance with and without load.
Step10
INVERSION BRAKING. Operate the machine at 25% full speed.
While travelling invert the Direction Switch. Set the suited Level of
Inversion Braking. When satisfactory, operate the machine at Full
Speed and repeat. If the machine is a Forklift, repeat the tests and
make adjustments with and without load. The unloaded full speed
condition should be the most representative condition.
Step11
PEDAL BRAKING (If used). Operate the machine at full Speed.
Release the accelerator pedal and press the Pedal Brake. Set
braking level to your requirements.
Step12
Set the parameter MAX SPEED FORW.
Step13
Set the parameter MAX SPEED BACK (Reverse).
Step14
Test the truck on the maximum ramp specification at full load.
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Step15
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Make the choice for the truck behaviour on a slope. If the "Stop on
ramp" option is ON, set the desired value of "auxiliary time"
parameter.
AEQZP0BA – COMBI AC1 - User Manual
9 PROGRAMMING & ADJUSTMENTS USING
DIGITAL CONSOLE
9.1 Adjustments via console
Adjustment of Parameters and changes to the inverter’s configuration are made
using the Digital Console. The Console is connected to the CNA connector of
the inverter.
9.2 Description of console (hand set) & connection
Digital consoles used to communicate with AC inverter controllers must be fitted
with EPROM CK ULTRA, minimum Release Number: 3.02.
The section describes the Zapi hand set functions. Numbers inside the triangles
correspond to the same number on the hand set keyboard buttons shown in the
figure. The orientation of the triangle indicates the way to the next function.
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9.3 Description of the console menu
9.3.1 Master: AmpSaab version
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9.3.2 Master: AmpSeal version
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9.3.3 Slave: AmpSaab version
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9.3.4 Slave: AmpSeal version
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9.4 Function configuration (MASTER)
9.4.1 Config menu “SET OPTIONS” functions list
To enter the CONFIG MENU’ it is necessary to push in the same time the right
side top and left side top buttons. Then roll until the SET OPTION item appears
on the hand set display. Push the ENTER button.
CA1S2B ZAPI 1.00
24V 350A 00000
Opening Zapi Display
Push ROLL UP + SET UP simultaneously to enter
CONFIG MENU
% ' %
' ' '
CONFIG MENU
SET MODEL
The Display will show : SET MODEL
Press ROLL UP or ROLL DOWN button until SET
OPTIONS menu appear.
% ' '
' ' '
CONFIG MENU
SET OPTIONS
The Display will show : SET OPTIONS
' % '
' ' '
Press ENTER to go in the SET OPTIONS MENU
HOURCOUNTER
RUNNING
The Display will show the first OPTION
Press SET UP or SET DOWN button in order to
modify the OPTION
The Display will show the new option
' ' %
' ' %
HOURCOUNTER
KEYON
' ' '
' % '
Press OUT to exit the menu
The Display will ask “ARE YOU SURE”.
ARE YOU SURE?
YES=ENTER NO=OUT
Press ENTER for YES, or OUT for No
' % '
' ' '
The Display will show : SET OPTIONS
Press OUT again. Display now will show the
opening Zapi menu.
' ' '
' % '
CONFIG MENU
SET OPTIONS
' ' '
' % '
1) TILLER SWITCH
This option handles the input CNA#7 in AmpSaab [CNA#1 in AmpSeal]. This
input opens when the operator leaves the truck (tiller released). It is
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AEQZP0BA – COMBI AC1 - User Manual
connected to a key voltage when the operator is present. There are two
levels:
- HANDLE:
CNA#7 [CNA#1 in AmpSeal] is managed as tiller input
(no delay when released).
- SEAT:
CNA#7 [CNA#1 in AmpSeal] is managed as seat input
(with a delay when released Æ debouncing function).
2) HOUR COUNTER
This option specifies the hour counter mode. It can be set one of two:
- RUNNING: The counter registers travel time only
- KEY ON: The counter registers when the "key" switch is closed
(controller supplied)
3) BATTERY CHECK
This option specifies the handling of the low battery charge detection.
There are four levels:
- Level 0:
Nothing happens, the battery charge level is calculated but is
ignored, it means no action is taken when the battery is discharged.
- Level 1:
BATTERY LOW alarm is raised when the battery level is
calculated being less than or equal to 10% of the full charge. The
BATTERY LOW alarm inhibits the Lifting function.
- Level 2:
BATTERY LOW alarm is raised when the battery level is
calculated being less than or equal to 10% of the full charge. The
BATTERY LOW alarm reduces the maximum truck speed down to 24%
of the full truck speed and it inhibits the Lifting function.
- Level 3:
Equivalent to Level 1: a BATTERY LOW alarm is raised
when the battery level is calculated being less than or equal to 10% of
the full charge. The BATTERY LOW alarm inhibits the Lifting function.
4) STOP ON RAMP
Only when the encoder is present, it is possible to electrically hold the truck
on a slope when the accelerator is released but the tiller is not released.
-
ON:
The stop on ramp feature (truck electrically hold on a ramp)
is managed for a time established by AUXILIARY TIME parameter.
- OFF:
the stop on ramp feature is not performed. That means the
truck comes down slowly during the AUXILIARY TIME.
After this “auxiliary time”, the electromechanical brake is applied and the 3phase bridge is released; if the electromechanical brake is not present the
truck comes down very slowly (see the AUX OUTPUT #1 option
programming and see also 13.4).
5) AUX OUTPUT #1
This option handles the digital output CNA#31 in AmpSaab connector
[CNA#4 in Ampseal connector]. It can be used one of four:
- BRAKE:
it drives an electromechanical Brake.
- HYDROCONT: it drives the contactor for a hydraulic steering function
when the direction input or brake pedal input are active or a movement of
the truck is detected.
- EX.HYDRO: it drives the contactor for a hydraulic steering function when
the exclusive hydro input is active
- FREE:
it is not used.
The current this output can sink is up to 3Adc.
6) QUICK INVERSION
It can be set:
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-
NONE:
The quick inversion function is not managed (no effect when
CNA#33 switches over).
TIMED:
The quick inversion function is timed.
BELLY:
The quick inversion function is managed but not timed.
7) SET MOTOR TEMPERATURE
It can be set:
ANALOG: An analog sensor for the control of the motor temperature is
connected to the CNA#12 input in AmpSaab connector [CNA#22 in
AmpSeal connector]
- DIGITAL: A digital (on/off) for the control of the motor temperature is
connected to the CNA#12 input in AmpSaab connector [CNA#22 in
Ampseal connector]
- NONE:
No temperature sensor connected
8) INVERSION MODE
ON/OFF: This parameter sets the logic of the Quick Inversion input. If set =
ON, the Quick Inversion switch is Normally Closed (function active when
switch opens). If set = OFF, the Quick Inversion switch is Normally Open
(function active when switch closes).
9.4.2 Config menu “ADJUSTMENTS” functions list
To enter the CONFIG MENU it is necessary to push in the same time the right
side top and left side top buttons. Then roll until the ADJUSTMENTS item
appears on the hand set display. Push the ENTER button.
CA1S2B ZAPI V0.0
24V 350A 00000
1)
Opening Zapi Menu
2)
Press Top Left & Right Buttons to enter
CONFIG MENU
3)
The Display will show: SET MODEL
4)
Press ROLL UP button until ADJUSTMENTS
MENU appears
5)
ADJUSTMENTS appears on the display
6)
Press ENTER to go into the ADJUSTMENTS
MENU
' % '
' ' '
7)
The display will show: SET BATTERY TYPE
BATTERY TYPE
24V
8)
Press ROLL UP or ROLL DOWN button until
the desired parameter is reached
% ' '
% ' '
9)
The desired parameter appears
% ' %
' ' '
CONFIG MENU
SET MODEL
CONFIG MENU
ADJUSTMENTS
TROTTLE 0 ZONE
3%
10) Press SET UP or SET DOWN button to modify
the adjustment
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% ' '
' ' '
' ' %
' ' %
AEQZP0BA – COMBI AC1 - User Manual
TROTTLE 0 ZONE
7%
11) Press OUT
' ' '
' % '
12) Press ENTER to confirm
' % '
' ' '
13) Repeat the same from 5 to 12 points for the
other adjustments
1) SET BATTERY TYPE
Selects the nominal battery voltage.
2) ADJUST BATTERY
Fine adjustment of the battery voltage measured by the controller.
3) THROTTLE 0 ZONE
Establishes a deadband in the accelerator input curve.
4) THROTTLE X POINT
This parameter, together with the THROTTLE Y POINT, changes the
characteristic of the accelerator input curve : when the accelerator is depressed to X point per cent, the corresponding truck speed is Y point per cent
of the Maximum truck speed. The relationship between the accelerator
position and the truck speed is linear between the THROTTLE 0 ZONE and
the X point and also between the X point and the maximum accelerator
position but with two different slopes.
5) THROTTLE Y POINT
This parameter, together with the THROTTLE X POINT, changes the
characteristic of the accelerator input curve (see also paragraph 13.5): when
the accelerator is de-pressed to X point per cent, the corresponding truck
speed is Y point per cent of the Maximum truck speed. The relationship
between the accelerator position and the truck speed is linear between the
THROTTLE 0 ZONE and the X point and also between the X point and the
maximum accelerator position but with two different slope.
6) BAT. MIN ADJ.
Adjust the lower level of the battery charge table (Level 0 to 9).
7) BAT. MAX ADJ.
Adjust the upper level of the battery charge table (Level 0 to 9).
8) LOAD HM FROM MDI
When set On, the HourMeter of the Controller is transferred and recorded on
the HourMeter of the Standard MDI (connected on the Serial Link).
9) CHECK UP DONE
Turn it On when the required Maintenance service has been executed to
cancel the CHECK UP NEEDED warning.
10) CHECK UP TYPE
It specifies the handling of the CHECK UP NEEDED warning:
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-
NONE:
No CHECK UP NEENED warning
OPTION#1: CHECK UP NEENED warning shown on the hand set and
MDI after 300 hours
OPTION#2: Equal to OPTION#1 but Speed reduction after 340 hours
OPTION#3: Equal to OPTION#2 but the truck definitively stops after 380
hours
11) MAIN CONT. VOLTAGE
Percentage of the total voltage of the battery applied to the main contactor
coil.
12) AUX OUTPUT VOLTAGE
Percentage of the total voltage of the battery applied to the Eb coil.
9.4.3 Main menu “PARAMETER CHANGE” functions list
To enter the MAIN MENU’ it is just necessary to push the ENTER button from the
home display in the hand set.
CA1S2B ZAPI 0.00
24V 350A 00000
1)
Opening Zapi Menu
2)
Press ENTER to go into the General Menu
3)
The Display will show: PARAMETER CHANGE
4)
Press ENTER to go into the Parameter
Change menu
5)
The Display will show the first parameter
6)
Press either ROLL UP and ROLL DOWN to
display the next parameter
% ' '
% ' '
7)
The names of the Parameters appear on the
Display
RELEASE BRAKING
LEVEL = 5
8)
When the desired Parameter appears, it’s
possible to change the Level by pressing either
SET UP or SET DOWN buttons.
9)
The Display will show the new level.
MAIN MENU
PARAMETER CHANGE
' % '
' ' '
ACC DELAY
LEVEL = 5
' ' %
' ' %
RELEASE BRAKING
LEVEL = 2
10) When you are satisfied with the result of the
changes you have made, press OUT.
' ' '
' % '
ARE YOU SURE?
YES=ENTER
NO=OUT
11) The Display asks: “ARE YOU SURE?”
12) Press ENTER to accept the changes, or press
OUT to discard them.
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' % '
' ' '
' ' '
' % '
AEQZP0BA – COMBI AC1 - User Manual
13) The Display will show
MAIN MENU
PARAMETER CHANGE
1) ACCELER. DELAY
Seconds. It determines the acceleration ramp. The parameter sets the time
needed to speed up the traction motor from 0Hz to 100Hz.
2) RELEASE BRAKING
Seconds. It controls the deceleration ramp when the travel request is
released. The parameter sets the time needed to decelerate the traction
motor from 100Hz to 0Hz.
3) TILLER BRAKING
Seconds. It controls the deceleration ramp when the tiller is in braking
position (released). The parameter sets the time needed to decelerate the
traction motor from 100Hz to 0Hz
4) INVERS. BRAKING
Seconds. It controls the deceleration ramp when the direction switch is
inverted during travel. The parameter sets the time needed to decelerate the
traction motor from 100Hz to 0Hz.
5) DECELERATION BRAKING
Seconds. It controls the deceleration ramp when the accelerator has turned
down but not completely released. The parameter sets the time needed to
decelerate the traction motor from 100Hz to 0Hz.
6) SPEED LIMIT BRK
Seconds. It controls the deceleration ramp when a speed reduction has been
activated. The parameter sets the time needed to decelerate the traction
motor from 100Hz to 0Hz.
7) CURVE BRAKING
Seconds. It controls the deceleration ramp when the curve cutback input
becomes active. The parameter sets the time needed to decelerate from
100Hz to 0Hz.
8) MAX SPEED FWD
Percentage. It determines the maximum speed in forward direction.
9) MAX SPEED BWD
Percentage. It determines the maximum speed in backward direction.
10) CUTBACK SPEED 1
Typically from 10% to 100%. It determines the percentage of the max speed
applied when the cutback switch 1 (CUTBACK on CNA#11 in AmpSaab
connector, CNA#6 in AmpSeal) is active. When set to 100% the speed
reduction is ineffective.
11) CUTBACK SPEED 2
Typically from 10% to 100%. It determines the percentage of the max speed
applied when the cutback switch 2 is active. When set to 100% the speed
reduction is ineffective.
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12) HS CUTBACK
Typically from 10% to 100%. It determines the percentage of the max speed
applied when the Hard & Soft function (H&S switch on CNA#6 in AmpSaab
connector, CNA#29 in AmpSeal connector) is active. When set to 100% the
speed reduction is ineffective.
13) CUTBACK SPEED 3
Typically from 10% to 100%. It determines the percentage of the max speed
applied when the cutback switch 3 is active. When set to 100% the speed
reduction is ineffective.
14) FREQUENCY CREEP
Hz value. This is the minimum speed applied when the forward or reverse
switch is closed, but the accelerator is at its minimum.
15) MAXIMUM CURRENT
Maximum level of the current (percentage of the maximum current of the
controller).
16) INCHING SPEED
To set the speed (percentage of the maximum speed) in the inching mode.
17) INCHING TIME
When the inching mode is active for a period of time higher then this value,
the truck automatically stops and the operator must do a new request to
restart.
18) ACCELERATION SMOOTH
It gives a parabolic form to the acceleration ramp.
19) INVERSION SMOOTH
It gives a parabolic form to the acceleration ramp after a direction inversion.
20) STOP SMOOTH
Hz. It sets the level of frequency where the smooth effect of the acceleration
parabolic form ends.
21) BRK SMOOTH
It gives a parabolic form to the deceleration ramp.
22) STOP BRK SMOOTH
Hz. It sets the level of frequency where the smooth effect of the deceleration
parabolic form ends.
23) AUXILIARY TIME
Time units value (seconds). For the encoder version, it determines the time
duration the truck is hold on the ramp if the STOP ON RAMP option is ON.
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PARAMETER
PROGRAMMED LEVEL
UNIT
0
1
2
3
4
5
6
7
ACCELERATION DELAY
Sec.
From 0 to 10 sec., resolution of 0.1
RELEASE BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
TILLER BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
INVERSION BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
SPEED LIMIT BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
INVERSION BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
DECELERATION BRK.
Sec.
From 0 to 10 sec., resolution of 0.1
SPEED LIMIT BRK.
Sec.
From 0 to 10 sec., resolution of 0.1
CURVE BRAKING
Sec.
From 0 to 10 sec., resolution of 0.1
MAX SPEED FW
%
From 0% to 100%, resolution of 1%
MAX SPEED BW
%
From 0% to 100%, resolution of 1%
CUTBACK SPEED 1
%Max Sp
From 0% to 100%, resolution of 1%
CUTBACK SPEED 2
%Max Sp
From 0% to 100%, resolution of 1%
H&S CUTBACK
%Max Sp
From 0% to 100%, resolution of 1%
CUTBACK SPEED 3
%Max Sp
From 0% to 100%, resolution of 1%
FREQUENCY CREEP
Hz
From 0.6 to 4.0 Hz, resolution of 0.1 Hz
MAXIMUM CURRENT
%IMAX
From 0% to 100%, resolution of 1%
INCHING SPEED
%Max Sp
From 0% to 100%, resolution of 1%
INCHING TIME
Sec.
From 0 to 10 sec., resolution of 0.1
STOP SMOOTH
Hz
From 3 to 20 Hz, resolution of 1Hz
STOP BRAKE SMOOTH
Hz
From 3 to 20 Hz, resolution of 1Hz
AUXILIARY TIME
Sec.
From 0 to 10 sec., resolution of 0.1
8
9
9.4.4 Zapi menu “SPECIAL ADJUSTMENTS” functions list
Note: the below set-up description is for skilled persons only: if you aren’t, please
keep your hands off. To enter this Zapi hidden menu a special procedure is
required. Ask for this procedure, directly to a Zapi technician.
In the SPECIAL ADJUSTMENTS functions list, there are factory adjusted
parameters only.
1) ADJUSTMENT #01
(Factory adjusted). % value. This is the Gain of the first Current Sensing
Amplifier.
NOTE: only Zapi technicians should change this value
2) ADJUSTMENT#02
(Factory adjusted). % value. This is the Gain of the second Current Sensing
Amplifier.
NOTE: only Zapi technicians should change this value
3) SET TEMPERATURE
Set the temperature offset to have the correct value reading. This is a fine
calibration of the controller temperature sensor.
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4) HIGH ADDRESS
To be used to have access to special memory address.
NOTE: only Zapi technicians should change this value
9.4.5 Main menu “TESTER” functions list
The TESTER functions are a real time feedback measurements of the state of
the controller/motor/command devices. It is possible to know the state (active /
off) of the digital I/Os, the voltage value of the analog inputs and the state of the
main variables used in the motor and hydraulics control. Enter the home page in
the hand-set display and roll for the TESTER item.
1) BATTERY VOLTAGE
Voltage value with 1 decimal digit. Battery voltage value measured at the key
on.
2) MOTOR VOLTAGE
Percentage value. It is the voltage generated by the inverter expressed in per
cent of the actual battery voltage. 100% means the sine wave width is close
to the actual battery voltage; 0% means the sine wave width is null.
3) VOLTAGE BOOSTER
Percentage value. It is the booster contribute to the voltage really supplied to
the motor expressed in per cent of the actual battery voltage. (Note: when
DC_LINK COMPENSATION is set ON, the VOLTAGE BOOSTER reading
will not match perfectly the booster setting because this latest one is
calculated respect to the nominal battery voltage; VOLTAGE BOOSTER is
expressed respect to the actual battery voltage).
4) FREQUENCY
Hz value. This is the frequency of the sine waves the inverter is supplying.
5) ENCODER
Hz value. This is the speed of the motor measured with the encoder and
expressed in the same unit of the FREQUENCY reading.
6) SLIP VALUE
Hz value. This is the slip between the frequency and the speed of the motor
(SLIP VALUE = FREQUENCY-ENCODER).
7) CURRENT RMS
Ampere value. Root Mean Square value of the line current in the motor.
8) BATTERY CHARGE
Percentage value. It supplies the residual charge of the battery as a
percentage of the full charge level.
9) TEMPERATURE
°C value. This is the temperature of the inverter base plate. This temperature
is used for the HIGH TEMPERATURE alarm detection.
10) MOTOR TEMPERATURE
°C value. This is the temperature of the motor windings picked up with an
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analog sensor inside the motor. Normally this sensor is a PTC Philips
KTY84-130. This temperature is used only to raise a warning in the hand set
when the motor temperature overtakes the MOTOR OVERTEMP setting.
11) ACCELERATOR
From 0.0V to 5.0V. The voltage on the wiper of the accelerator (CPOT on
CNA#24 in AmpSaab version, CNA#15 in AmpSeal version) is halved inside
the controller and then recorded on this reading. That means the actual wiper
voltage is in the range 0 to 10V meanwhile the corresponding
ACCELERATOR reading is in the range 0.0 to 5.0Vdc.
12) LIFTING CONTROL
From 0.0 to 5.0V. The voltage on the wiper of the accelerator (CPOTLIFT on
CNA#25 [AmpSaab connector], CNA#30 [AmpSeal connector]) is halved
inside the controller and then recorded on this reading.That means the actual
wiper voltage is in the range 0 to 10V meanwhile the corresponding
ACCELERATOR reading is in the range 0.0 to 5.0Vdc
13) TILLER SWITCH
ON/OFF. This is the level of the digital input CNA#6 in AmpSaab connector
[CNA#29 in AmpSeal connector] for the Hard & Soft request. With the H&S
service is possible to turn the truck moving (at reduced speed) only by acting
the H&S switch, and the accelerator, without to let down the tiller :
- ON +VB = When it is closed to a battery (key) voltage, the H&S request
is Active.
- OFF GND = When it is not connected to a battery (key) voltage (or it is
connected to GND), the H&S request is not active.
14) DESCENT SWITCH
ON/OFF. This is the level of the digital input CNA#5 in AmpSaab connector
[CNA#20 in AmpSeal connector] for the Lowering request:
- ON +VB = When it is closed to a battery (key) voltage, the Lowering
request is Active.
- OFF GND = When it is not connected to a battery (key) voltage (or it is
connected to GND), the Lowering request is not active.
15) CUTBACK SWITCH
ON/OFF. This is the level of the digital input CNA#11 in AmpSaab connector
[CNA#6 in AmpSeal connector]:
- ON GND = When it is not closed to a battery (key) voltage (or connected
to GND) the SR#1 request is active.
- OFF +VB = When it is closed to a battery (key) voltage the SR#1 request
is not active.
16) FORWARD SWITCH
ON/OFF. This is the level of the digital input CNA#18 in AmpSaab connector
[CNA#32 in AmpSeal connector] for the forward travel demand:
- ON +VB = When it is closed to a battery (key) voltage, the Forward
Travel demand is Active.
- OFF GND = When it is not connected to a battery (key) voltage (or it is
connected to GND), the Forward Travel demand is not active.
17) BACKWARD SWITCH
ON/OFF. This is the level of the digital input CNA#19 in AmpSaab connector
[CNA#31 in Ampseal connector] for the backward travel demand:
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-
ON +VB = When it is closed to a battery (key) voltage, the Backward
Travel demand is Active.
OFF GND = When it is not connected to a battery (key) voltage (or it is
connected to GND), the Backward Travel demand is not active.
18) IN 5 SWITCH
ON/OFF. This is the level of the digital input#5 CNA#20 in AmpSaab
connector [CNA#19 in AmpSeal connector]:
- ON +VB = When it is closed to a battery (key) voltage the digital input#5
request is active.
- OFF GND = When it is not closed to a battery (key) voltage (or
connected to GND) the digital input#5 request is not active.
19) BELLY SWITCH
ON/OFF. This is the level of the digital input CNA#33 in AmpSaab connector
[CNA#7 in AmpSeal connector] ( belly button):
- ON +VB = When it is closed to a battery (key) voltage, the request of the
Belly (to stop the movement) is active.
- OFF GND= When it is not connected to a battery (key) voltage (or it is
connected to GND), the Belly request is not active.
20) IN 7 SWITCH
ON/OFF. This is the level of the digital input#7 CNA#34 in AmpSaab
connector [CNA#35 in AmpSeal connector] :
- ON +VB = When it is closed to a battery (key) voltage the voltage the
digital input#7 request is active.
- OFF GND = When it is not closed to a battery (key) voltage (or
connected to GND) the voltage the digital input#7 request is not active.
21) IN 8 SWITCH
Only for AmpSaab version. ON/OFF. This is the level of the digital input#8
CNA#35 in AmpSaab connector:
- ON +VB = When it is closed to a battery (key) voltage the digital input#8
is active.
- OFF GND = When it is not closed to a battery (key) voltage (or it is
connected to GND) the digital input#8 is not active.
22) H&S CUTBACK
ON/OFF. This is the level of the digital input CNA#6 in AmpSaab connector
[CNA#29 in AmpSeal connector] for the Hard & Soft request. With the H&S
service is possible to turn the truck moving (at reduced speed) only by acting
the H&S switch, and the accelerator, without to let down the tiller :
- ON +VB = When it is closed to a battery (key) voltage, the H&S request
is Active.
- OFF GND = When it is not connected to a battery (key) voltage (or it is
connected to GND), the H&S request is not active.
23) LIFTING SWITCH
ON/OFF. This is the level of the digital input CNA#36 (in AmpSaab
connector, CNA#17 in AmpSeal connector) for the lifting request:
- ON +VB = When is closed to a battery (key) voltage, the Lifting request is
Active.
- OFF GND = When is not connected to a battery (key) voltage (or it is
connected to GND), the Lifting request is not active.
24) LIFTING CUTOUT
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ON/OFF. This is the level of the CNA#37 digital input (only in AmpSaab
connector):
- ON GND = When CNA#37 is not closed to a battery (key) voltage (or
connected to GND) the Lift Stop is active.
- OFF +VB = When CNA#37 is closed to a battery (key) voltage the Lift
Stop is not active.
25) IN12 SWITCH
ON/OFF. This is the level of the digital input#12 CNA#38 (only in AmpSaab
connector):
- ON +VB = When it is closed to a battery (key) voltage the digital input#12
is active.
- OFF GND = When it is not closed to a battery (key) voltage (or it is
connected to GND) the digital input#12 is not active.
9.5 Function configuration (SLAVE)
9.5.1 Config menu “SET OPTIONS” functions list
1) HOUR COUNTER
Same function of the hour counter option of the Master. When set RUNNING,
the hourcounter counts the working time of the pump motor and of the
lowering EVP.
2) EVP TYPE
Analog/digital: defines the type of the EVP electrovalve, current controlled:
Analog: the related output manages a proportional valve, current controlled
Digital: the related output manages an on/off valve
3) EV1 TYPE
Analog/digital: defines the type of the EV1 electrovalve, voltage controlled:
Analog: the related output manages a proportional valve, with a voltage
controlled method
Digital: the related output manages an on/off valve.
4) SET TEMPERATURE
NONE/ANALOG/DIGITAL: set the type of sensor for the measurement of the
pump motor temperature.
9.5.2 Config menu “ADJUSTMENTS” functions list
1) THROTTLE 0 POINT
Establishes a deadband in the lift/lower accelerator (or, in general, the
potentiometer used to command the speed of the motor connected to the
slave) input curve.
2) THROTTLE X POINT
This parameter, together with the THROTTLE Y POINT, changes the
characteristic of the lift/lower accelerator input curve : when the accelerator
is de-pressed to X point per cent, the corresponding truck speed is Y point
per cent of the Maximum truck speed. The relationship between the
accelerator position and the truck speed is linear between the THROTTLE 0
ZONE and the X point and also between the X point and the maximum
accelerator position but with two different slope.
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3) THROTTLE Y POINT
This parameter, together with the THROTTLE X POINT, changes the
characteristic of the lift/lower accelerator input curve (see also paragraph
13.5): when the accelerator is de-pressed to X point per cent, the
corresponding truck speed is Y point per cent of the Maximum truck speed.
The relationship between the accelerator position and the truck speed is
linear between the THROTTLE 0 ZONE and the X point and also between
the X point and the maximum accelerator position but with two different
slope.
9.5.3 Config menu “PARAMETER CHANGE” functions list
When the slave controls pump motor and pump functions, we have these
parameters:
1) PUMP IMAX
Level 0 to 9. Set the maximum current for the pump motor.
2) PUMP ACCELERATION DELAY
In seconds. Set the acceleration ramp for the pump motor.
3) PUMP DECELERATION DELAY
In seconds. Set the deceleration ramp for the pump motor.
4) SPEED LIMIT
Percentage. It limits the maximum speed of the lifting function. Percentage of
the maximum voltage applied to the pump motor.
5) CREEP SPEED
Percentage. It sets the minimum speed (percentage of voltage applied) for
the pump motor. Percentage of the maximum voltage applied to the pump
motor.
6) COMPENSATION
From 0% to 100% This parameter sets the voltage compensation (∆V)
applied to the motor when the proportional lifting function is active. The value
of this ∆V applied to the motor is a function of the motor current. Aim of this
function is to reduce, as for as possible, the speed difference between the
truck loaded and unloaded.
7) HYD SPEED FINE
Fine adjustment of the pump motor steering function speed.
8) HYDRO COMPENSATION
Adjustment of the compensation function when the pump motor steering
function is active.
9) CUTBACK SPEED
Percentage of the maximum speed. It defines the reduction of the pump
motor speed when the cutback is triggered.
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10) MIN EVP
0 to 100. This parameter determines the minimum voltage applied on the
EVP when the position of the potentiometer is at the minimum. This
parameter is not effective if the EVP is programmed like a On/Off valve.
11) MAX EVP
0 to 100. This parameter determines the maximum voltage applied on the
EVP when the position of the potentiometer is at the maximum. If the EVP is
programmed like a On/Off valve this parameter determines the fixed voltage
applied on the electrovalve coil.
12) EVP OPEN DELAY
In seconds. It defines the opening ramp of the evp electrovalve when related
output is set as Analog (refer to Set Option menu).
13) EVP CLOSE DELAY
In seconds. It defines the closing ramp of the evp electrovalve when related
output is set as Analog (refer to Set Option menu).
14) EV1 OPEN DELAY
In seconds. It defines the opening ramp of the evp1 electrovalve, when
related output is set as Analog (refer to Set Option menu).
15) EV1 CLOSE DELAY
In seconds. It defines the closing ramp of the evp1 electrovalve, when related
output is set as Analog (refer to Set Option menu).
PARAMETER
PROGRAMMED LEVEL
UNIT
0
PUMP IMAX
1
2
3
4
5
6
7
8
%
From 50% to 100% of IMAX, resolution of 5%
PUMP ACC. DELAY
Sec.
From 0 to 10 sec., resolution of 0.1
PUMP DEC. DELAY
Sec.
From 0 to 10 sec., resolution of 0.1
SPEED LIMIT
%
From 0% to 100%, resolution of 1%
CREEP SPEED
%
From 0% to 100%, resolution of 1%
COMPENSATION
%
From 0% to 100%, resolution of 1%
HYD SPEED FINE
%
From 0% to 100%, resolution of 1%
HYDRO COMPENSATION
%
From 0% to 100%, resolution of 1%
CUTBACK SPEED
%
From 0% to 100%, resolution of 1%
MIN EVP
%
From 0% to 100%, resolution of 0.1%
MAX EVP
%
From 0% to 100%, resolution of 0.1%
EVP OPEN DELAY
Sec.
From 0 to 25.5 sec., resolution of 0.1
EVP CLOSE DELAY
Sec.
From 0 to 25.5 sec., resolution of 0.1
EV1 OPEN DELAY
Sec.
From 0 to 25.5 sec., resolution of 0.1
EV1 CLOSE DELAY
Sec.
From 0 to 25.5 sec., resolution of 0.1
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9
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9.5.4 Config menu “SPECIAL ADJUSTMENTS ” functions list
1) ADJUSTMENT #1
(Factory adjusted). % value. This is the Gain of the Pump chopper Current
Sensing Amplifier.
NOTE: only Zapi technicians should change this value.
2) SET CURRENT
set the current limit for the measurement in the TESTER menu.
3) AUX OUTPUT #1
Debug function.
4) AUX OUTPUT #2
Debug function.
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9.5.5 Config menu “TESTER ” functions list
1) MOTOR CURRENT
Ampere. It is the current in the motor controlled by the slave of combiac1.
2) MOTOR VOLTAGE
It is the voltage of the motor controlled by the slave of combiac1, expressed
in percentage of the maximum voltage.
3) MOTOR POWER
Watt. Estimate value of the traction motor power. This parameter is used by
Slave µC in order to carry out safety checks on traction functions (managed
by Master µC).
4) ENCODER
Hz. Speed of the traction motor. This parameter is used by Slave µC in order
to carry out safety checks on traction functions (managed by Master µC)
5) SLIP
Hz. Estimate of traction motor slip. This parameter is used by Slave µC in
order to carry out safety checks on traction functions (managed by Master
µC).
6) MOTOR TEMPERATURE
°C. Measure of the pump motor temperature.
7) LIFTING CONTROL
Volt. Measure of the lift/lower potentiometer input (signal CPOTLIFT: CNA#25
in AmpSaab connector, CNA#30 in AmpSeal connector).
8) HANDLE/SEAT SW
On/off: it determines if the TILLER input is active or not (CNA#7 in AmpSaab,
CNA#20 in AmpSeal).
9) DIGITAL INPUT 1
On/off : it determines if the input 1 is active or not (Lowering switch, CNA#5 in
AmpSaab, CNA#20 in AmpSeal).
10) DIGITAL INPUT 2
On/off : it determines if the input 2 is active or not (Speed Reduction#1
switch, CNA#11 in AmpSaab, CNA#6 in AmpSeal).
11) DIGITAL INPUT 3
On/off : it determines if the input 3 is active or not (Forward switch, CNA#18
in AmpSaab, CNA#32 in AmpSeal).
12) DIGITAL INPUT 4
On/off : it determines if the input 4 is active or not (Reverse switch, CNA#19
in AmpSaab, CNA#31 in AmpSeal).
13) DIGITAL INPUT 5
On/off : it determines if the input 5 is active or not (CNA#20 in AmpSaab,
CNA#19 in AmpSeal).
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14) DIGITAL INPUT 6
On/off : it determines if the input 6 is active or not (Belly switch, CNA#33 in
AmpSaab, CNA#7 in AmpSeal).
15) DIGITAL INPUT 7
On/off : it determines if the input 7 is active or not (Speed Reduction #3
switch, CNA#34 in AmpSaab, CNA#35 in AmpSeal).
16) DIGITAL INPUT 8
On/off : it determines if the input 8 is active or not (Deadman switch, CNA#35
in AmpSaab, CNA#17 in AmpSeal).
17) DIGITAL INPUT 9
On/off : it determines if the input 9 is active or not (H&S switch, CNA#6 in
AmpSaab, CNA#29 in AmpSeal).
18) DIGITAL INPUT 13
On/off : it determines if the input 13 is active or not (Horn switch, CNA#21 in
AmpSaab).
19) SET POINT EVP
This parameter shows the setpoint of EVP valve.
20) EV1
Show the percentage of voltage applied to Ev1 valve.
21) EV2
On/Off: determines if the valve is open or closed.
22) EV3
On/off: determines if the valve is open or closed.
23) EV4
On/off: determines if the valve is open or closed.
24) EV5
On/off: determines if the valve is open or closed.
25) EV6
On/off: determines if the valve is open or closed.
26) EV7
On/off: determines if the valve is open or closed.
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AEQZP0BA – COMBI AC1 - User Manual
10 OTHER FUNCTIONS
10.1 Description of console “SAVE” function
The SAVE function allows the operator to transmit the Parameter values and
Configuration data of the controller into the Console memory. It is possible to
load 64 different programmes.
The information saved in the Console memory can then be reloaded into another
controller using the RESTORE function.
The data that is available via the SAVE function are listed here below:
- All Parameter Values (PARAMETER CHANGE).
- Options (SET. OPTIONS).
- The Level of the Battery (ADJUST BATTERY).
Flow Chart showing how to use the SAVE function of the Digital Console.
Opening Zapi Display
Press ENTER to go into the General menu
The Display will show :
Press ROLL UP or ROLL DOWN button until SAVE
PARAM. appears on the display
The Display will show :
Press ENTER to go into the SAVE function
If this feature has been used before, the type of
controller data stored appears on the top Main with
a 2 digit reference
Keep pressing either ROLL UP or ROLL DOWN
keys until the second Main indicates a FREE
storage facility
CA1S2B ZAPI V0.0
24V 350A 00000
' % '
' ' '
MAIN MENU
PARAMETER CHANGE
% ' '
% ' '
MAIN MENU
SAVE PARAMETERS
' % '
' ' '
SELECT: MOD. 00
FREE
% ' '
% ' '
SELECT: MOD. 01
FREE
Press ENTER to commence SAVE routine
You can see the items that are being stored whilst
the SAVE routine is happening
When finished, the Console shows :
AEQZP0BA – COMBI AC1 - User Manual
' % '
' ' '
READING …
ACCEL. DELAY (ECC.)
SELECT: MOD. 01
FREE
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Press OUT to return to the Opening Zapi Display
' ' '
' % '
NOTE: in reality the SAVE and RESTORE function requires the Windows PCConsole.
10.2 Description of console “RESTORE” function
The RESTORE PARAM function allows transfer of the Console’s stored data into
the memory of the controller. This is achieved in a fast and easy way using the
method previously used with the SAVE PARAM. function.
The data that is available on the RESTORE PARAM. Function are listed here
below:
- All Parameter Values (PARAMETER CHANGE).
- Options (SET OPTIONS)
- The level of the Battery (ADJUST BATTERY)
ATTENTION: When the RESTORE operation is made, all data in the controller
memory will be written over and replaced with data being restored.
Flow Chart showing how to use the RESTORE function of the Digital Console.
CA1S2B ZAPI V0.0
24V 350A 00000
Opening Zapi Display
' % '
' ' '
Press ENTER to go into the General menu
MAIN MENU
PARAMETER CHANGE
The Display will show :
Press ROLL UP or ROLL DOWN button until SAVE
PARAM. appears on the display
% ' '
% ' '
MAIN MENU
RESTORE PARAM.
The Display will show :
Press ENTER to go into the RESTORE PARAM.
function
The Display shows the type of Model stored, with a
Code Number
Keep pressing either ROLL UP and ROLL DOWN
buttons until the desired model appears on the
Display
' % '
' ' '
SELECT : MOD. 00
AC1 ZAPI V1
% ' '
% ' '
SELECT : MOD. 00
AC1 ZAPI V1
Press ENTER to commence the Restore operation
The Display will ask “ARE YOU SURE”.
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' % '
' ' '
ARE YOU SURE?
YES=ENTER NO=OUT
AEQZP0BA – COMBI AC1 - User Manual
Press ENTER for YES, or OUT for No
' % '
' ' '
' ' '
' % '
You can see the items that are being stored in the
chopper memory whilst the RESTORE routine is
happening
STORING
ACCELER. DELAY
When finished, the Console shows :
MAIN MENU
RESTORE PARAM.
Press OUT to return to the Opening Zapi Display
' ' '
' % '
NOTE: in reality the SAVE and RESTORE function requires the Windows PCConsole.
10.3 Description of console “PROGRAM VACC” function
This enables adjustment of the minimum and maximum useful signal level, in
either direction. This function is unique when it is necessary to compensate for
asymmetry with the mechanical elements associated with the potentiometer,
especially relating to the minimum level.
The two graphs show the output voltage from a non-calibrated potentiometer with
respect to the mechanical “zero” of the control lever. MI and MA indicate the
point where the direction switches close. 0 represents the mechanical zero of the
rotation.
The Left Hand graph shows the relationship of the motor voltage without signal
acquisition being made. The Right Hand Graph shows the same relationship after
signal acquisition of the potentiometer.
This function looks for and remembers the minimum and maximum potentiometer
wiper voltage over the full mechanical range of the
pedal. It enables compensation for non symmetry of the mechanical system
between directions.
The operation is performed by operating the pedal after entering the PROGRAM
VACC function.
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Flow Chart showing how to use the PROGRAM VACC function of the Digital
Console.
CA1S2B ZAPI V0.0
24V 350A 00000
Opening Zapi Display
' % '
' ' '
Press ENTER to go into the General menu
MAIN MENU
PARAMETER CHANGE
The Display will show :
Press ROLL UP or ROLL DOWN button until
PROGRAM VACC the display
% ' '
% ' '
MAIN MENU
PROGRAM VACC
The Display will show :
Press ENTER to go into the PROGRAM VACC
function
The Display will show the minimum and maximum
values of potentiometer wiper output.
Both directions can be shown
' % '
' ' '
VACC SETTING
4.8
4.8
Press ENTER to clear these values.
Display will show 0.0
' % '
' ' '
Select Forward Direction, close any interlock
switches that may be in the system
MIN
0.0
VACC
-
MAX
0.0
MIN
0.6
VACC
↑
MAX
4.4
Slowly depress the accelerator pedal (or tiller
butterfly) to its maximum value. The new minimum
and maximum voltages will be displayed on the
Console plus an arrow indicating the direction.
Select the Reverse Direction and repeat Item 10
' ' '
' % '
When finished , press OUT
ARE YOU SURE
YES=ENTER NO=OUT
The Display will ask : ARE YOU SURE ?
' % '
' % '
Press ENTER for yes, or OUT for NO
MAIN MENU
PROGRAM VACC
When finished, the Console shows :
Press OUT to return to the Opening Zapi Display
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' ' '
' % '
AEQZP0BA – COMBI AC1 - User Manual
10.4 Description of the throttle regulation
This regulation applies a not linear relationship between the position of the
accelerator and the speed of the truck. The main goal is to increase the
resolution for the speed modulation when the truck is slowly moving.
Three adjustments are used for the throttle regulation:
1) THROTTLE 0 ZONE
2) THROTTLE X POINT
3) THROTTLE Y POINT
THROTTLE 0 ZONE: the speed of the truck remains at frequency creep
meanwhile the voltage from the accelerator potentiometer is lower than this
percentage of the MAX VACC setting. This adjustment define the width of a dead
zone close to the neutral position.
THROTTLE X POINT & THROTTLE Y POINT: the speed of the truck grows up
with a fixed slope (linear relationship) from the THROTTLE 0 ZONE up to
THROTTLE X POINT. This slope is defined by the matching between the X point
percentage of the MAX VACC setting with the Y point percentage of the full truck
speed.
From the X point up to the MAX VACC point, the slope of the relationship
between the truck speed and the accelerator position is different (see figure
below) to match the full speed in the truck with the MAX VACC voltage in the
accelerator position.
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10.5 Description of the battery charge detection setting
The Battery Charge detection uses two setting that specify the Full Charge
Voltage Level (100%) and the Discharge Voltage Level (10%). These two
settings are the Bat.Max.Adj and the Bat.Min.Adj. It is possible to adapt the
Battery Charge Detection to your specific battery, by changing the above two
settings (e.g. if the Battery Discharged Detection occurs when the battery is not
totally discharged, it is necessary to reduce the Bat.Min.Adj setting as indicated
in the figure below).
48V NOMINAL BATTERY VOLTAGE
24V NOMINAL BATTERY VOLTAGE
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The Battery Charge detection follows this algorithm:
1) Battery voltages is read when the Battery current is zero, that is when the
output power stage is not driven.
2) Vbatt is the mean of the least samples measured by the microcontroller
converter (the samples are took on key input).
3) Vbatt is compared with a threshold value (function of the actual charge
percentage) in a table and with comparison is found a new charge
percentage.
4) Thresholds value can be changed with parameters Bat. Max. Adj. and Bat.
Min. Adj.
5) After key on battery charge can be only increased if the battery charge
computed after key on is greater than the last value stored in Eeprom the
battery charge value is updated otherwise the Battery charge is not updated.
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11 COMBI AC1 ALARMS LIST
The ALARMS logbook in the MAIN MENU’ records the alarms of the controller. It
has a FIFO (First Input First Output) structure that means the oldest alarm is lost
when the database is full and a new alarm occurs. The logbook is composed of
five locations getting possible to stack five different type of alarms with the
following information:
1) The alarm code
2) The times that each alarm occurs consecutively
3) The Hour Meter value when the first event of every alarm occurred
4) And the inverter temperature when the first event of every alarm occurred.
This function permits a deeper diagnosis of problems as the recent history can be
revised.
NOTE: if the same alarm is continuously happening, the controller does not use
new memory of the logbook, but only updates the last memory cell increasing the
related counter (point 2) of previous list). Nevertheless, the hourmeter indicated
in this memory refers to the first time the alarm occurred. In this way, comparing
this hourmeter with the controller hourmeter, it is possible to determine:
- When this alarm occurred the first time.
- How many hours are elapsed from the first occurrence to now
- How many times it has occurred in said period.
11.1 Faults diagnostic system
The fault diagnostic system of Combiac1 controller is divided into 2 main groups
of faults:
ALARMS:
these are the faults which open the power section, which means
the power bridge is opened and, when possible, the LC is opened
and EB is applied.
These are faults related to:
- failures in the motor/controller that the power system is not
anymore able to drive the truck
- safety related failures
WARNINGS: these are faults which do not stop the truck or stop it by a
controlled regen braking. In other words, the controller is working
well, but it has detected conditions to reduce the performances or
to stop the truck without opening the power devices.
These warnings are related to:
- wrong operator sequences
- conditions which require performance reduction (like high
temperatures, ….)
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AEQZP0BA – COMBI AC1 - User Manual
11.2 Master microcontroller alarms overview
Master error
code
Related slave
error code
Description
Effect
Machine status
when the test is
done
start-up
Restart
procedure
Capacitor
charge
Waiting for trac Power capacitors voltage does not increase
Valve, pump, traction stopped, Lc
opened, Eb applied
Vmn low
Waiting for trac Motor output voltage lower than expected
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up
Valve or pump or
traction request
Vmn high
Waiting for trac Motor output voltage higher than expected
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up
Valve or pump or
traction request
Power mos
shorted
Waiting for trac Short circuit on the power mosfets
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up
Valve or pump or
traction request
Coil short hw
ko
Waiting for trac Problem on the hardware circuit which manages
shortcircuits on Lc/Eb coils
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up
Valve or pump or
traction request
Coil shorted
Waiting for trac Shortcircuit on LC or EB coils
Valve, pump, traction stopped, Lc
opened, Eb applied
stby, traction
Valve or pump or
traction request
Driver shorted Waiting for trac Driver of Lc coil is shorted, so it is not able to open the Lc Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby,
traction
Valve or pump or
traction request
Contactor
Driver
Waiting for trac Driver of Lc coil is damaged (not able to close)
Valve, pump, traction stopped, Lc
opened, Eb applied
stby, traction
Valve or pump or
traction request
Contactor
Open
Waiting for trac The Lc coil has been driven but Lc does not close
Valve, pump, traction stopped, Lc
opened, Eb applied
stby, traction
Valve or pump or
traction request
Contactor
closed
Waiting for trac LC contact is stuck
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up
Valve or pump or
traction request
Aux driv. Shrt. Waiting for trac When the mos of EB is shorted
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up,stby,marcia Valve or pump or
traction request
Aux driver
open
Valve, pump, traction stopped, Lc
opened, Eb applied
stby, traction
Valve or pump or
traction request
Pos aux short Waiting for trac Output of built in Smart Driver, which supplies Eb coil
Valve, pump, traction stopped, Lc
positive, is high (= +batt) when the tiller switch is opened. opened, Eb applied
start-up
Valve or pump or
traction request
Logic Failure
#1
Waiting for trac Overvoltage/Undervoltage condition has been detected
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby,
traction
Valve or pump or
traction request
Logic Failure
#2
Waiting for trac Motor voltage feedback circuits are damaged
Valve, pump, traction stopped, Lc
opened, Eb applied
stby, immediately
after Lc closing
Valve or pump or
traction request
Logic failure
#3
Waiting for trac Failure in the high current HW protection circuit
valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby
Valve or pump or
traction request
Stby i high
Waiting for trac In stby condition (no current applied to the motor) the
current feedbacks are aout of permitted stby range
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby
Valve or pump or
traction request
Wrong Set
Battery
Waiting for trac The battery voltage is too low or too high (< 0,8 Vbatt OR Valve, pump, traction stopped, Lc
> 1,2 Vbatt)
opened, Eb applied
Valve or pump or
traction request
Analog input
Waiting for trac Problem on the A/D conversion of Master uC
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stand-by
(only immediately
after Lc closing)
start-up, stby,
traction
Encoder Error Waiting for trac Problem on the encoder
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby,
traction
Valve or pump or
traction request
Tiller error
Waiting for trac Input mismatch between hard&soft switch input and tiller
input
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby,
traction
Valve or pump or
traction request
Watchdog
Waiting for trac Master uC does not receive via canbus the correct stuffing
bit from Slave uC
Waiting for trac Master uC has detected that slave uC is not able to stop
traction enable or EB-LC enable
Valve, pump, traction stopped, Lc
opened, Eb applied
Valve, pump, traction stopped, Lc
opened, Eb applied
Key re-cycle
No can msg
N5
Wrong
setpoint
Waiting for trac No can message from slave uC
Waiting for trac Master uC has detected a Slave uC wrong hydraulic
function setpoint
Valve, pump, traction stopped, Lc
opened, Eb applied
Valve, pump, traction stopped, Lc
opened, Eb applied
start-up, stby,
traction
start-up, stand-by
(only immediately
after Lc closing)
start-up, stby,
traction
continuous
Key re-cycle
Safety
Feedback
Waiting for trac Master uC has detected a problem on the feedback of
EVP driver
Valve, pump, traction stopped, Lc
opened, Eb applied
continuous
Key re-cycle
Hw Fault
Waiting for trac Driver of Eb coil is damaged (not able to close)
AEQZP0BA – COMBI AC1 - User Manual
Valve or pump or
traction request
Valve or pump or
traction request
Key re-cycle
Key re-cycle
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11.3 Analysis and troubleshooting of Master microcontroller alarms
To Enter the MAIN MENU’ push the Enter button at the Home Page of the hand
set display and Roll for the ALARMS item. Here is the ALARMS list:
1) “CAPACITOR CHARGE”
Follows the charging capacitor system:
When the key is switched ON, the inverter tries to charge the power
capacitors through a power resistance, and check if the capacitor are
charged within a timeout. If they do not charge, an alarm is signalled; the
main contactor is not closed.
Troubleshooting:
A) There is an external load in parallel to capacitor bank, which sinks current
from the controller capacitors precharging circuit, thus preventing the
caps from charging. Check if a lamp or a dc/dc converter or a auxiliary
load is placed in // to capacitor bank.
B) The charging resistance is opened; insert a power resistance across line
contactor power terminals; if the alarm disappears, it means the controller
internal charging resistance is damaged.
C) The charging circuit has a failure, inside the controller.
D) There is a problem in the controller power section.
2) “VMN LOW”
Cause 1: start-up test.
Before switching the LC on, the software checks the power bridge: it turns on
alternatingly the High side Power Mosfets and expects the phases voltage to
increase toward the rail capacitor value. If the phases voltage does not
increase, this alarm occurs.
Cause 2:
Motor running test. When the motor is running, power bridge is ON, the motor
voltage feedback is tested; if it is lower than commanded value, fault status is
entered.
Troubleshooting:
A) If the problem occurs at start up (the LC does not close at all), check:
- Motor internal connections (ohmic continuity)
- Motor power cables connections
- Motor leakage to truck frame
- If the motor connections are OK, the problem is inside the controller
B) If the alarm occurs during motor running, check:
- Motor connections
- If motor phases windings/cables have leakages towards truck frame
- That the LC power contact closer properly, with a good contact
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AEQZP0BA – COMBI AC1 - User Manual
-
If no problem are found on the motors, the problem is inside the
controller.
3) “VMN HIGH”
Cause 1:
Before switching the LC on, the software checks the power bridge: it turns on
alternatingly the Low side Power Mosfets and expects the phases voltage to
decrease down to -BATT. If the phases voltage do not decrease, this alarm
occurs.
Cause 2:
This alarm may occur also when the start up diagnosis is overcome, and so
the LC is closed. In this condition, the phases’ voltages are expected to be
lower than 1/2 Vbatt. If it is higher than that value, fault status is entered.
Troubleshooting:
A) If the problem occurs at start up (the LC does not close at all), check:
- Motor internal connections (ohmic continuity)
- Motor power cables connections
- If the motor connection are OK, the problem is inside the controller
B) If the problem occurs after closing the LC (the LC closed and then opens
back again), check:
- Motor connections
- If motor phases windings/cables have leakages towards truck frame
- If no problem are found on the motors, the problem is inside the
controller
4) “POWER MOS SHORTED”
Cause: Before switching the LC on, the software checks the power bridge: it
turns on alternatingly the Low side and High side Power Mosfets and expects
the phases voltage to decrease down to –BATT (increase up to +Batt). If the
phases voltage do not follow the comands, this alarm occurs.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
5) “COIL SHORT HW KO”
Cause:
The hardware circuits which manages short circuits protection of LC and EB
coils has a problem.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
6) “COIL SHORTED”
Cause:
This alarm occurs when there is a short circuit of one of the coils connected
to outputs of the Combiac1 (LC coil or EB coil). After the overload condition
has been removed, the alarm exits automatically by releasing and then
enabling a travel demand.
Troubleshooting:
A) The typical root cause for this error code to be displayed is in the harness
or in the load coil. So the very first check to carry out concerns
connections between controller outputs and loads.
B) In case no failures/problems have been found externally, the problem is
in the controller, which has to be replaced.
7) “DRIVER SHORTED”
Cause:
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The driver of the main contactor coil is shorted.
Troubleshooting:
A) Check if there is a short or a low impedance pull-down between NMCC
(CAN#17 in AmpSaab, CAN#12 in AmpSeal) and –BATT.
B) The driver circuit is damaged in the controller, which has to be replaced.
8) “CONTACTOR DRIVER”
Cause:
The LC coil driver is not able to drive the load. The device itself or its driving
circuit is damaged.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
9) “CONTACTOR OPEN”
Cause:
The main contactor coil has been driven by the controller, but the contactor
does not close.
Troubleshooting:
A) The wires to the LC coil are interrupted or not connected, so check the
coil related harness.
B) It could be also a problem of the contact in the LC that is not working
(does not pull-in), try replacing the LC.
10) “CONTACTOR CLOSED”
Cause:
Before driving the LC coil, the controller checks if the contactor is stuck. The
controller drives the bridge for some tens milliseconds, trying to discharge the
capacitors bank. If they don’t discharge the fault condition is entered.
Troubleshooting:
It is suggested to verify the power contacts of LC; to replace the LC is
necessary.
11) “AUX DRIVER SHORTED”
Cause:
The driver of the electromechanical brake coil is shorted.
Troubleshooting:
A) Check if there is a short or a low impedance pull-down between NEB
(CNA#31 in AmpSaab, CNA#4 in AmpSeal) and –BATT.
B) The driver circuit is damaged in the controller, which has to be replaced.
12) “AUX DRIVER OPEN”
Cause:
The driver of the electromechanical brake coil is not able to drive the load.
Troubleshooting:
Replace the controller.
13) “POS AUX SHORT”
Cause:
The output of the built in Smart Driver, which supplies the positive to the
Electromechanical brake coil is high when the Tiller and the H&S switch are
open.
Troubleshooting:
A) It is suggested to check the harness, in order to verify if a positive is
connected to the Smart driver output (CNA#30 AmpSaab connector,
CNA#2 AmpSeal connector)
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AEQZP0BA – COMBI AC1 - User Manual
B) If, even disconnecting the wire from the connector pin, the output stays at
high value, the problem is inside the controller and the Smart Driver is
probably shorted.
14) “LOGIC FAILURE #1”
This fault is displayed when the controller detects an overvoltage or
undervoltage condition. Overvoltage threshold is 45V, undervoltage threshold
is 9V in the 24V controller. In 48V controller overvoltage threshold is 65V,
undervoltage threshold is 11V.
Troubleshooting of fault displayed at startup or in standby; in these cases it is
very likely the fault is due to an undervoltage, so it is suggested to check:
A) Key input signal down-going pulses (below undervoltage threshold) due
to external loads, like DC/DC converters starting-up, relais or contactor
switching, solenoids energizing / deenergizing.
B) If no voltage transient is detected on the supply line and the alarm is
present every time the key is switched ON, the failure is probably in the
controller hardware, so it is necessary to replace the controller.
Troubleshooting of fault displayed during motor driving; in this case it can be
an undervoltage or a overvoltage condition.
A) If the alarm happens during traction acceleration or driving hydraulic
functions, it is very likely it is an undervoltage condition; check battery
charge condition, power cable connection.
B) If the alarm happens during release braking, it is very likely it is due to
overvoltage condition; check line contactor contact, battery power cable
connection.
15) “LOGIC FAILURE #2”
Cause:
Fault in the hardware section of the logic board which manages the phase’s
voltage feedback.
Troubleshooting:
This type of fault is not related to external components, so when it happens it
is necessary to replace the Controller.
16) “LOGIC FAILURE #3”
Cause:
Hardware problem in the logic card circuit for high current (overload)
protection.
Troubleshooting:
This type of fault is not related to external components, so, when it is present
it is necessary to replace the controller.
17) “STBY I HIGH”
Cause:
The current transducer or the current feedback circuit is damaged in the
controller.
Troubleshooting:
This type of fault is not related to external components so, when it is present,
it is necessary to replace the controller.
18) “WRONG SET BATTERY”
Cause:
At start-up, the controller checks the battery voltage and verify it is within a
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window around the nominal value.
Troubleshooting:
A) Check that the controller SET BATTERY parameter value matches the
battery nominal voltage.
B) Check that the TESTER MENU / BATTERY VOLTAGE parameter shows
same value as the battery voltage measured with a voltmeter. If it is does
not match, then do a “ADJUST BATTERY” function.
C) Replace the battery.
19) “ANALOG INPUT”
Cause:
This alarm occurs when the A/D conversion of the analog inputs gives frozen
value, on all of the converted signals, for more than 400msec. The goal of
this diagnosis is to detect a failure of the A/D converter or a problem in the
code flow that omits the refreshing of the analog signal conversion.
Troubleshooting:
If the problem occurs permanently it is necessary to substitute the controller.
20) “ENCODER ERROR”
Cause:
This fault is signalled in following conditions: the frequency supplied to the
motor is higher than 40 Hz and the signal feedback from the encoder has a
jump higher than 40 Hz in few tens mSec. This condition is related to a
malfunctioning of the encoder.
Troubleshooting:
A) Check both the electric and the mechanical encoder functionality, the
wires crimping.
B) Check the encoder mechanical installation, if the encoder slips inside its
compartment raising this alarm condition.
C) Also the electromagnetic noise on the sensor bearing can be a cause for
the alarm. In these cases try to replace the encoder.
D) If the problem is still present after replacing the encoder, the failure is in
the controller.
21) “TILLER ERROR”
Cause:
Mismatch between the H&S input and the tiller input.
Troubleshooting:
Check the harness related to CNA#6 and CNA#7 in AmpSaab connector
(CNA#29 and CNA1 in AmpSeal connector) with a voltmeter. If the state of
these inputs is right, then it could be a problem inside the controller, which
has to be changed.
22) “WATCHDOG”
Cause:
This is a safety related test. It is a self diagnosis test within the logic between
Master and Slave microcontrollers.
Troubleshooting:
This alarm could be caused by a canbus malfunctioning, which blinds
master-slave communication. Otherwise it is an internal fault of the controller
which must be replaced.
23) “HARDWARE FAULT”
Cause:
The master microcontroller has detected that the slave microcontroller is not
able to stop the traction enable or LC-EB enable.
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Troubleshooting:
The problem is inside the logic of the inverter, replace the controller.
24) “NO CAN MESSAGE N5”
Cause:
No Can messages from the slave microcontroller.
Troubleshooting:
This alarm could be caused by a canbus malfunctioning, which blinds
master-slave communication. Otherwise it is an internal fault of the controller
which must be replaced.
25) “WRONG SETPOINT”
Cause:
This is a safety related test. The Master µC has detected a Slave µC wrong
hydraulic function setpoint.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
26) “SAFETY FEEDBACK”
Cause:
This is a safety related test. Master µC has detected a problem on the
feedback of EVP driver.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
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11.4 Master warnings overview
Master error Related Slave
code
error code
Pump
Warning
Slip profile
Forward+back
ward
Incorrect start
Description
Effect
Machine status
when the test is
done
Slave has a warning
Error on the parameters of the slip
Traction is stopped
profile setting.
The travel demands are active in both Traction is stopped
directions at the same time
Incorrect starting sequence
Traction is stopped
start-up, stand-by,
traction
start-up, stand-by,
traction
start-up, stand-by,
traction
start-up, stand-by,
traction
Vacc not ok
The acceleretor value is higher than Traction is stopped
the minimum value recorded, and the
direction/enable switches are opened.
High
temperature
The controller has reached the
thermal cutback temperature 85°C
Battery low
The maximum current
is reduced to half and
speed is reduced (if
CHECK OPTION = 1)
Error is detected in eeprom or in
Controller works using
eeprom management
Deafult parameters
Motor temperature sensor is opened The maximum current
(if digital) or has overtaken the
is reduced to half and
threshold of 150°C (if analog)
speed is reduced
The output of the controller thermal
The maximum current
sensor is out of range.
is reduced to half and
speed is reduced
Maintenance time is reached
continuous
Traction is stopped
Maximum current adjustment
procedure is in progress (NOTE: this
procedure has to be done only by
Zapi test department)
Traction is stopped
Acceleartor poti negative (Npot)
voltage is out of range (less than 0,3V
or >2V)
Tthe truck is in stby with tiller switch LC opens
opened for more than 30s
stand-by
Eeprom ko
Motor
temperature
Thermic sens
ko
Check up
needed
Data
acquisition
Pedal wire ko
Tiller open
Current gain
Waiting for
node
Page - 72/86
Restart
procedure
Traction
request
Traction
request
Traction
request
Traction
request
continuous
Traction controller
reduces the maximum
current linearly from
Imax (85°C) down to
0A (105°C)
Battery is <= 10% when the
parameter BATTERY CHECK is set
>0
Controller works, but
The Maximum current gain
parameters are @ the default values, with low maximum
current
which means the maximum current
adjustment procedure has not been
carried out yet
Slave uC is in alarm condition, Master
uC is waiting for it to resolve its error
condition
continuous
continuous
continuous
Traction
request
start-up, stand-by, Traction
traction
request
standby
Valve or pump
or traction
request
start-up, stanby
continuous
AEQZP0BA – COMBI AC1 - User Manual
11.5 Analysis and troubleshooting of Master warnings
1) “PUMP WARNING”
Cause:
The slave has a warning.
Troubleshooting:
Connect to the slave with the hand set console and check the warning.
2) “SLIP PROFILE”
Cause:
There is an error on the choice of the parameters of the slip profile.
Troubleshooting:
Check in the hardware setting menu the value of those parameters.
3) “FORW+BACK”
Cause:
This alarm occurs when both the travel demands (Fwd and Bwd) are active
at the same time.
Troubleshooting:
Check the wiring of the Fwd and Rev travel demand inputs (use the readings
in the TESTER to facilitate the troubleshooting). Check the microswitches for
failures.
A failure in the logic is possible too. So, when you have verified the travel
demand switches are fine working and the wiring is right, it is necessary to
replace the controller.
4) “INCORRECT START”
Cause:
This is a warning for an incorrect starting sequence.
Troubleshooting:
The possible reasons for this alarm are (use the readings in the TESTER to
facilitate the troubleshooting):
A) A travel demand active at key on
B) Presence man sensor active at key on
Check the wirings. Check the microswitches. It could be also an error
sequence made by the operator. A failure in the logic is possible too; so
when all of the above conditions were checked and nothing was found,
replace the controller.
5) “VACC NOT OK”
Cause:
The test is made at key-on and after 20sec that both the travel demands
have been turned off. This alarm occurs if the ACCELERATOR reading in the
TESTER menu’ is 1,0V higher than PROGRAM VACC min acquisition when
the accelerator is released.
Troubleshooting:
Check the mechanical calibration and the functionality of the potentiometer.
6) “HIGH TEMPERATURE”
Cause:
This alarm occurs when the temperature of the base plate is higher than 85°.
Then the maximum current decreases proportionally with the temperature
increases from 85° up to 105°. At 105° the Current is limited to 0 Amps.
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Troubleshooting:
Improve the air cooling of the controller. If the alarm is signalled when the
controller is cold, the possible reasons are a thermal sensor failure or a
failure in the logic card. In this case, it is necessary to replace the controller.
7) “BATTERY LOW”
Cause:
It occurs when the battery charge is calculated being less than or equal to
10% of the full charge and the BATTERY CHECK setting is other than 0
(refer to SET OPTION menu).
Troubleshooting:
Get the battery charged. If it doesn’t work, measure with a voltmeter the
battery voltage and compare it with the value in the BATTERY VOLTAGE
parameter. If they are different adjust the value of the ADJUST BATTERY
function.
8) “EEPROM KO”
Cause:
It’s due to a HW or SW defect of the non-volatile embedded memory
supporting the controller parameters. This alarm does not inhibit the machine
operations, but the truck will work with the default values.
Troubleshooting:
Try to execute a CLEAR EEPROM operation (refer to Console manual).
Switch the key off and on to check the result. If the alarm occurs
permanently, it is necessary to replace the controller. If the alarm disappears,
the previously stored parameters will have been replaced by the default
parameters.
9) “MOTOR TEMPERATURE”
Cause:
This warning occurs when the temperature sensor is opened (if digital) or has
overtaken the threshold of 150° (if analog).
Troubleshooting:
Check the thermal sensor inside the motor (use the MOTOR
TEMPERATURE reading in the TESTER menu); check the sensor ohmic
value and the sensor wiring. If the sensor is OK, improve the air cooling of
the motor. If the warning is present when the motor is cool, then the problem
is inside the controller.
10) “THERMIC SENSOR KO”
Cause:
The output of the controller thermal sensor is out of range.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
11) “CHECK UP NEEDED”
Cause:
This is just a warning to call for the time programmed maintenance.
Troubleshooting:
It is just enough to turn the CHECK UP DONE option to level ON after the
maintenance is executed.
12) “DATA ACQUISITION”
Cause:
Acquisition of the current gains.
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AEQZP0BA – COMBI AC1 - User Manual
Troubleshooting:
The alarm ends when the acquisition is done.
13) “PEDAL WIRE KO”
Cause:
The SW continuously checks for the connection of the two supply ends of the
potentiometer in the accelerator. The test consists of reading the voltage
drop on a sense diode, connected between NPOT (CNA#23 in AmpSaab
connector) and GND and cascaded with the potentiometer: if the
potentiometer gets disconnected on PPOT (CNA#26 in AmpSaab connector)
or NPOT, no current flows in this sense diode and the voltage on the NPOT
connection collapses down.
When the NPOT voltage is less than 0.3V this alarm occurs. This alarm
occurs also when the NPOT voltage is higher than 2Vdc (to detect also the
condition of a broken sense diode).
Troubleshooting:
Check the voltage on NPOT and the potentiometer connections.
14) “TILLER OPEN”
Cause:
Warning: when the tiller is released, after a fixed period of time of standby
(30 seconds) the main contactor open.
Troubleshooting:
At the next travel request the warning disappear.
15) “CURRENT GAIN”
Cause:
The Maximum current gain parameters are at the default values, which
means the maximum current adjustment procedure has not been carried out
yet.
Troubleshooting:
Ask the assistance of a Zapi technician to do the correct adjustment
procedure of the current gain parameters.
16) “WAITING FOR NODE”
Cause:
The controller receives from the CAN the message that another controller in
the net is in fault condition; as a consequence the traction controller itself
cannot enter an operative status, but has to WAIT for the other controller
coming out from the fault status.
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11.6 Slave alarms overview
Slave
Related
error
Master error
Description
code
code
Evp Driver Waiting for
Evp driver is failed shorted (always ON)
Shorted
Node
Pump
Waiting for
Vmn Low Node
Pump
Waiting for
Vmn High Node
analog
input
Waiting for
Node
logic
failure#1
Waiting for
Node
Wrong
Zero
Waiting for
Node
Safety
Waiting for
Feed (TG) Node
Safety
Waiting for
Feed (Eb) Node
Wrong
setpoint
Waiting for
Node
Input
Waiting for
MisMatch Node
Output
Waiting for
MisMatch Node
watchdog Waiting for
Node
No can
Msg #2
Waiting for
Node
Hw Fault
Waiting for
Node
Page - 76/86
Machine status
when the test is
done
valve, pump, traction start-up, stby
stopped, Lc opened,
Eb applied
Pump motor output is too low, with respect valve, pump, traction start-up, stby, during
to pwm applied
stopped, Lc opened, pump function
Eb applied
Pump motor output is too high, with respect valve, pump, traction during pump
to pwm applied
stopped, Lc opened, function
Eb applied
Problem on the A/D conversion of uC
valve, pump, traction continuous
stopped, Lc opened,
Eb applied
Overvoltage/Undervoltage condition has
valve, pump, traction continuous
been detected
stopped, Lc opened,
Eb applied
The outputs of the amplifiers (used to
valve, pump, traction init (for
measure the motor currents and voltage)
stopped, Lc opened, iv,iw,huw,hvw)
are cheked to be near null. This alarm
Eb applied
rpm>20Hz(lv,lu)
occurs when current signals are >2,85V or
<2,15V. Voltage signals >3V or <2V at the
init
Slave uC has detected a problem on the
valve, pump, traction continuous
feedback of Lc driver
stopped, Lc opened,
Eb applied
Slave uC has detected a problem on the
valve, pump, traction continuous
feedback of Eb driver
stopped, Lc opened,
Eb applied
Slave uC has detected a Master uC wrong Valve, pump, traction continuous
hydraulic function setpoint
stopped, Lc opened,
Eb applied
Slave uC has detected a mismatch between Valve, pump, traction continuous
its input (digital, analog and encoder) and
stopped, Lc opened,
correspondant Master uC inputs
Eb applied
Slave uC has detected a condition that the
Master uC is driving traction motor in a
wrong way (not correspondant to the status
of operator commands)
Controllo che lo master passi in più punti del
programma e inverta i bit del slave
Effect
Valve, pump, traction continuous
stopped, Lc opened,
Eb applied
valve, pump, traction
stopped, Lc opened,
Eb applied
Can messages from Master uC are lost
valve, pump, traction
stopped, Lc opened,
Eb applied
Slave uC has detected that Master uC is not valve, pump, traction
able to stop hydraulic functions
stopped, Lc opened,
Eb applied
Restart
procedure
valve or pump
or traction
request
valve or pump
or traction
request
valve or pump
or traction
request
valve or pump
or traction
request
valve or pump
or traction
request
valve or pump
or traction
request
Key re-cycle
Key re-cycle
Key re-cycle
Key re-cycle
Key re-cycle
continuous
Key re-cycle
continuous
Key re-cycle
start-up (EVP
Key re-cycle
related test)
stby (pump chopper
related test)
AEQZP0BA – COMBI AC1 - User Manual
11.7 Analysis and troubleshooting of Slave alarms
1) “EVP DRIVER SHORTED”
Cause:
The EVP driver is shorted.
Troubleshooting:
Check if there is a short or a low impedance between the negative of the coil
and –BATT. Otherwise the driver circuit is damaged and the controller must
be replaced.
2) “PUMP VMN LOW”
Cause:
The pump motor output is lower than expected, considering the pwm applied.
Troubleshooting:
A) If the problem occurs at start up (the LC does not close at all), check:
- Motor internal connections (ohmic continuity)
- Motor power cables connections
- If the motor connection are OK, the problem is inside the controller
B) If the problem occurs after closing the LC (the LC closed and then opens
back again), check:
- Motor connections
- If motor windings/cables have leakages towards truck frame
- If no problem are found on the motors, the problem is inside the
controller
C) If the alarm occurs during motor running, check:
- Motor connections
- If motor windings/cables have leakages towards truck frame
- That the LC power contact closer properly, with a good contact
- If no problem are found on the motors, the problem is inside the
controller.
3) “PUMP VMN HIGH”
Cause:
This test is carried out when the pump motor is turning (pwm applied). The
pump motor output is higher than expected, considering the pwm applied.
Troubleshooting: it is suggested to check:
A) Motor connections
B) If motor windings/cables have leakages towards truck frame
C) If no problem are found on the motors, the problem is inside the
controller
4) “ANALOG INPUT”
Cause:
This alarm occurs when the A/D conversion of the analog inputs gives frozen
value, on all of the converted signals, for more than 400msec. The goal of
this diagnosis is to detect a failure of the A/D converter or a problem in the
code flow that omits the refreshing of the analog signal conversion.
Troubleshooting:
If the problem occurs permanently it is necessary to substitute the controller.
5) “LOGIC FAILURE #1”
Cause:
This fault is displayed when the controller detects an overvoltage or
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undervoltage condition. Overvoltage threshold is 45V, undervoltage threshold
is 9V in the 24V controller. In 48V controller overvoltage threshold is 65V,
undervoltage threshold is 11V.
Troubleshooting of fault displayed at startup or in standby; in these cases it is
very likely the fault is due to an undervoltage, so it is suggested to check:
A) Key input signal down-going pulses (below undervoltage threshold) due
to external loads, like DC/DC converters starting-up, relais or contactor
switching, solenoids energizing / deenergizing.
B) If no voltage transient is detected on the supply line and the alarm is
present every time the key is switched ON, the failure is probably in the
controller hardware, so it is necessary to replace the controller.
Troubleshooting of fault displayed during motor driving; in this case it can be
an undervoltage or a overvoltage condition.
A) If the alarm happens during traction acceleration or driving hydraulic
functions, it is very likely it is an undervoltage condition; check battery
charge condition, power cable connection.
B) If the alarm happens during release braking, it is very likely it is due to
overvoltage condition; check line contactor contact, battery power cable
connection.
6) “WRONG ZERO”
Cause:
The outputs of the amplifiers (used to measure the motor currents and
voltage) are checked to be near null. This alarm occurs when current signals
are >2,85V or <2,15V. Voltage signals >3V or <2V at the init.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
7) “SAFETY FEED (TG)”
Cause:
This is a safety related test. Slave µC has detected a problem on the
feedback of Lc driver.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
8) “SAFETY FEED (EB)”
Cause:
This is a safety related test. Slave µC has detected a problem on the
feedback of Eb driver.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
9) “WRONG SETPOINT”
Cause:
This is a safety related test. Slave µC has detected a Master µC wrong
traction function setpoint.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
10) “INPUT MISMATCH”
Cause:
This is a safety related test. Slave µC has detected a mismatch between its
input (digital, analog and encoder) and correspondant Master µC inputs.
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
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AEQZP0BA – COMBI AC1 - User Manual
11) “OUTPUT MISMATCH”
Cause:
This is a safety related test. Slave µC has detected that the Master µC is
driving traction motor in a wrong way (not correspondant to the status of
operator commands).
Troubleshooting:
This is a internal fault of the controller, it is necessary to replace it.
12) “WATCHDOG”
Cause:
It is a self diagnosis test within the logic between Master and Slave
microcontrollers.
Troubleshooting:
This alarm could be caused by a canbus malfunctioning, which blinds
master-slave communication. Otherwise it is an internal fault of the controller
which must be replaced.
13) “NO CAN MESSAGE#2”
Cause:
No Can messages from the master microcontroller.
Troubleshooting:
This alarm could be caused by a canbus malfunctioning, which blinds
master-slave communication Otherwise the problem is inside the logic,
replace the controller.
14) “HW FAULT”
Cause:
The slave has detected that the master microcontroller is not able to stop
hydraulic functions.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
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11.8 Slave warnings overview
Slave error code
Related Master
error code
Description
Effect
Machine status
when the test is
done
Restart
procedure
Pump chopper current sensor
feedback too low (below 0,5V)
Problem on the EN-EVS
Pump motor stopped
stby
pump request
On/off valves stopped
start-up
valve on/off request
Valve Coil Shorted Pump Warning
Shortcircuit on On/off coils
On/off valves stopped
valve on/off request
Valve driver
shorted
Valve Cont driver
Pump Warning
On/off valves stopped
On/off valves stopped
during valve
function
valve on/off request
Evp Driver Ko
Pump Warning
Evp stopped
Pump Warning
Pump motor stopped
during Evp
function
start-up, stby
valve evp request
Pump Stby I high
Pump I=0 ever
Pump Warning
One or more on/off valve drivers
shorted (always ON)
One or more on/off valve drivers
opened (not able to close, so not
able to drive the valve)
Evp driver open (not able to close,
so not able to drive the valve)
Pump chopper current sensor
feedback too high (above 0,8V)
Pump current feedback is always
0A even when pump motor is
running
Pump motor temperature high
start-up, stby,
during valve
function
start-up, stby
Pump motor stopped
pump function
pump request
Pump chopper
maximum current
reduced to half
continuous
Current Sensor
Low
Hw Fault Valve
Pump Warning
Pump Warning
Pump Warning
motor temperature Pump Warning
waiting for trac
incorrect start
ALARM XXX
Pump Warning
vacc not ok
Pump Warning
ram warning
eep warning
lift+lower
eeprom ko
Pump Warning
Pump Warning
Pump Warning
Pump Warning
Pump motor
temperature
Pump Warning
When the parameter SET
Maximum current is
TEMPERATURE is setted, the
halfed
temperature of the motor is >150°c
high temperature
Pump Warning
reduction by
master
Pump Warning
When the parameter maximum
Pump chopper
continuous
current is 100% the current is
maximum current
reduced lineary from 85°c to 105°C reduced proportionally
to T increase
Master requests a reduction
pump speed reduced continuous
Page - 80/86
Slave is waiting the master
Wrong sequence in hydraulic
pump/valve stopped
function request
pump/Evp stopped
Hydraulic poti (lift/lowering poti)
higher than minimum value
recorded, in stby condition
checksum ram failed
checksum eeprom failed
lift+lower request
Pump motor stopped
eeprom is not online, or the
parameters in triplicate are different
continuous
valve on/off request
pump request
start-up, stby
to do a correct
sequence
hydraulic request
continuous
init
continuous
hydraulic request
continuous
AEQZP0BA – COMBI AC1 - User Manual
11.9 Analysis and troubleshooting of Slave warnings
1) “CURRENT SENSOR LOW”
Cause:
The pump chopper current sensor feedback is too low (below 0.5V).
Troubleshooting:
This type of fault is not related to external components; replace the controller.
2) “HW FAULT VALVE”
Cause:
The slave has detected that the master microcontroller is not able to stop
hydraulic valves functions
Troubleshooting:
This fault is not related to external components, so it is necessary to replace
the controller.
3) “VALVE COIL SHORTED”
Cause:
This alarm occurs when there is a short circuit on an on/off valve coil.
Troubleshooting:
A) If the fault is present at start up, it is very likely that the hw overcurrent
protection circuit is damaged, it is necessary to replace the controller.
B) If the fault is present when the controller drives the outputs, the problem
is located in the harness and in the coils.
4) “VALVE DRIVER SHORTED”
Cause:
One or more on/off valve drivers are shorted.
Troubleshooting:
Check if there is a short or a low impedence between the negative of one of
those coils and –BATT. Otherwise the driver circuit is damaged and the
controller must be replaced.
5) “VALVE CONT DRIVER”
Cause:
One or more on/off valve drivers is not able to drive the load (cannot close).
Troubleshooting:
The device or its driving circuit is damaged, replace the controller.
6) “EVP DRIVER KO”
Cause:
The EVP valve driver is not able to drive the load (cannot close).
Troubleshooting:
The device or its driving circuit is damaged, replace the controller.
7) “PUMP STBY I HIGH”
Cause:
In standby condition (pump motor not driven), the feedback coming from the
current sensor in the pump chopper gives a value too high (>0,8).
Troubleshooting:
This type of fault is not related to external components; replace the controller.
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8) “PUMP I=0 EVER”
Cause:
This test is carried out when the pump motor is running, and it verifies that
the current feedback sensor is not constantly stuck to 0.
Troubleshooting:
A) Check the motor connection, that there is continuity. If the motor
connection is opened, the current cannot flow, so the test fails and the
error code is displayed.
B) If everything is ok for what it concerns the motor, the problem could be in
the current sensor or in the related circuit.
9) “MOTOR TEMPERATURE”
Cause:
This warning occurs when the temperature sensor is opened (if digital) or has
overtaken the threshold of 150° (if analog).
Troubleshooting:
Check the thermal sensor inside the motor (use the MOTOR
TEMPERATURE reading in the TESTER menu); check the sensor ohmic
value and the sensor wiring. If the sensor is OK, improve the air cooling of
the motor. If the warning is present when the motor is cool, then the problem
is inside the controller.
10) “WAITING FOR TRACTION”
Cause:
The controller receive from the CAN the message that Master controller is in
fault condition; as a consequence the pump controller itself cannot enter an
operative status, but has to WAIT for the Master controller coming out from
the fault condition.
11) “INCORRECT START”
Cause:
This is a warning for an incorrect starting sequence.
Troubleshooting:
The possible reasons for this alarm are (use the readings in the TESTER to
facilitate the troubleshooting):
A) A hydraulic function demand active at key on
B) Deadman sensor active at key on
Check the wirings. Check the microswitches. It could be also an error
sequence made by the operator. A failure in the logic is possible too; so
when all of the above conditions were checked and nothing was found,
replace the controller.
12) “VACC NOT OK”
Cause:
The test is made at key-on and after 20sec that the hydraulic potentiometer
(Lift/Lowering) is back to neutral position. This alarm occurs if the Lift /
Lowering potentiometer reading in the TESTER menu’ is 1,0 V higher than
the minimum value when the Lift/Lower accelerator is released.
Troubleshooting:
Check the mechanical calibration and the functionality of the potentiometer.
13) “RAM WARNING”
Cause:
Checksum of the ram failed.
Troubleshooting:
This fault is not related to external components.
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AEQZP0BA – COMBI AC1 - User Manual
14) “EEP WARNING”
Cause:
Eeprom checksum failed
Troubleshooting:
Try to execute a CLEAR EEPROM operation (refer to Console manual).
Switch the key off and on to check the result. If the alarm occurs
permanently, it is necessary to replace the controller. If the alarm disappears,
the previously stored parameters will have been replaced by the default
parameters.
15) “LIFT + LOWER”
Cause:
This alarm occurs when both forks movement requests(Lift + Lower) are
active at the same time.
Troubleshooting:
Check the wiring of the Lift and lower inputs (use the readings in the
TESTER to facilitate the troubleshooting). Check the microswitches for
failures.
A failure in the logic is possible too. So, when you have verified the travel
demand switches are fine working and the wiring is right, it is necessary to
replace the controller.
16) “EEPROM KO”
Cause:
It’s due to a HW or SW defect of the non-volatile embedded memory
supporting the controller parameters. This alarm does not inhibit the machine
operations, but the truck will work with the default values.
Troubleshooting:
Try to execute a CLEAR EEPROM operation (refer to Console manual).
Switch the key off and on to check the result. If the alarm occurs
permanently, it is necessary to replace the controller. If the alarm disappears,
the previously stored parameters will have been replaced by the default
parameters.
17) “PUMP MOTOR TEMPERATURE”
Cause:
This warning occurs when the temperature sensor is opened (if digital) or has
overtaken the threshold of 150° (if analog).
Troubleshooting:
Check the thermal sensor inside the motor (use the MOTOR
TEMPERATURE reading in the TESTER menu); check the sensor ohmic
value and the sensor wiring. If the sensor is OK, improve the air cooling of
the motor. If the warning is present when the motor is cool, then the problem
is inside the controller.
18) “HIGH TEMPERATURE”
Cause:
This alarm occurs when the temperature of the power section plate is higher
than 75°. Then the maximum current decreases proportionally with the
temperature increases from 85° up to 105°. At 105° the Current is limited to 0
Amps.
Troubleshooting:
Improve the air cooling of the controller. If the alarm is signaled when the
controller is cold, the possible reasons are a thermal sensor failure or a
failure in the logic card. In this case, it is necessary to replace the controller.
AEQZP0BA – COMBI AC1 - User Manual
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19) “REDUCTION BY MASTER”
Cause:
The master has requested a reduction of performance of the slave.
Troubleshooting:
Check in the master the cause of the reduction.
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AEQZP0BA – COMBI AC1 - User Manual
12 RECOMMENDED SPARE PARTS
Part number
Description
C16506
FUSE PROT. 425A INTERAS60
(for 24v and 48v version)
C12505
AMPSAAB CONNECTOR
42 pins Female
C12532
AMPSEAL CONNECTOR
35 pins Female
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13 PERIODIC MAINTENANCE TO BE
REPEATED AT TIMES INDICATED
Check the wear and condition of the Contactors’ moving and fixed contacts.
Electrical Contacts should be checked every 3 months.
Check the wear and condition of the electromechanical brake. According with the
ISO 6292 the electromechanical brake must be able to lock the truck in the worst
case in terms of admitted gradient and load. The truck manufacturer has to take
care the ISO 6292 is fullfilled with a suited maintenance scheduling.
Check the Foot pedal or Tiller microswitch. Using a suitable test meter, confirm
that there is no electrical resistance between the contacts by measuring the volt
drop between the terminals. Switches should operate with a firm click sound.
Microswitches should be checked every 3 months.
Check the Battery cables, cables to the chopper, and cables to the motor. Ensure
the insulation is sound and the connections are tight.
Cables should be checked every 3 months.
Check the mechanical operation of the pedal or tiller . Are the return springs ok.
Do the potentiometers wind up to their full or programmed level.
Check every 3 months.
Check the mechanical operation of the Contactor(s). Moving contacts should be
free to move without restriction.
Check every 3 months.
Checks should be carried out by qualified personnel and any replacement parts
used should be original. Beware of NON ORIGINAL PARTS.
The installation of this electronic controller should be made according to the
diagrams included in this Manual. Any variations or special requirements should
be made after consulting a Zapi Agent. The supplier is not responsible for any
problem that arises from wiring methods that differ from information included in
this Manual.
During periodic checks, if a technician finds any situation that could cause
damage or compromise safety, the matter should be bought to the attention of a
Zapi Agent immediately. The Agent will then take the decision regarding
operational safety of the machine.
Remember that Battery Powered Machines feel no pain.
NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER
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AEQZP0BA – COMBI AC1 - User Manual