Zapi EPS AC WGmanualeng

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

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

characteristic very important as for security. Pay special attention to the
annotations pointed out with this symbol.
Page - 2/132 AE2ZP0AA - EPS-AC WG - User Manual

Contents
1 INTRODUCTION ...................................................................................................................7
2 SPECIFICATION................................................................................................................... 8
2.1 Technical specifications ............................................................................................. 8
2.2 Block diagram............................................................................................................. 8
2.3 Electrical specifications .............................................................................................. 9
2.4 Mechanical specifications......................................................................................... 10
3 FUNCTIONS OF THE EPS-AC WG.................................................................................... 11
3.1 Manual Mode Steering ............................................................................................. 11
3.2 Automatic Mode Steering ......................................................................................... 13
3.3 Operational features ................................................................................................. 14
3.4 Diagnosis.................................................................................................................. 14
4 SYSTEM COMPONENTS ................................................................................................... 16
4.1 Steering Motor .......................................................................................................... 16
4.2 Gear Box and total reduction ratio............................................................................ 16
4.3 Eps-ac WG controller ............................................................................................... 16
4.4 Sensor in the steering handle................................................................................... 18
4.4.1 Stepper motor............................................................................................. 18
4.4.2 Twin pot ...................................................................................................... 18
4.5 Feedback sensors .................................................................................................... 19
4.5.1 Encoder in the motor shaft and a straight ahead switch............................. 19
4.5.2 Encoder in the motor shaft and a Feedback Potentiometer ....................... 21
4.6 Smart Antennas........................................................................................................ 23
4.6.1 Standard Antennas installation................................................................... 24
4.6.2 FWD antenna behind the Steered wheel.................................................... 25
4.6.3 REV antenna behind the load axle ............................................................. 25
4.6.4 Orientation of the antennas ........................................................................ 26
4.6.5 Setting the smart antenna .......................................................................... 27
5 WIRE GUIDANCE AND AUTC MODE ............................................................................... 29
5.1 WG flowchart ............................................................................................................ 30
5.2 Acquiring the Wire in REV direction first................................................................... 31
5.3 Speed Reduction requests ....................................................................................... 32
5.3.1 CNA#12: 2.5Km/h Speed Reduction Request............................................ 32
5.3.2 CNA#10: 0.8Km/h Speed Reduction Request............................................ 33
5.3.3 CNA#20: Null Speed Request .................................................................... 33
5.4 Signalling Devices .................................................................................................... 34
5.4.1 Output CNB#8: State Buzzer...................................................................... 34
5.4.2 Output CNA#10: Automatic Mode Lamp .................................................... 34
5.4.3 Output CNA#20: Manual Mode Lamp ........................................................ 35
5.5 Switching in lock-on mode........................................................................................ 35
6 JUMPERS CONFIGURATION............................................................................................ 36
6.1 CAN Bus Configuration Jumpers.............................................................................. 36
6.1.1 Enable the CAN Bus communication interface........................................... 36
6.1.2 Enable the analog SEM interface ............................................................... 37
6.2 Jumper J8 to select the Travel Demand active level ................................................ 38
6.3 Jumper J17 to select the encoder supply ................................................................. 38
7 CONNECTING DIAGRAMS................................................................................................ 40
7.1 Power Connecting Diagram ..................................................................................... 40
AE2ZP0AA - EPS-AC WG - User Manual Page - 3/132

7.2 Stepper Motor & AUTC with Encoder and Toggle switch(es) diagram..................... 41
7.3 Twin pot & AUTC with Encoder and Toggle switch(es) diagram.............................. 42
7.4 Stepper Motor & WG with Encoder and Toggle switch(es) diagram ........................ 43
7.5 Twin pot & WG with Encoder and Toggle switch(es) diagram ................................. 44
7.6 Stepper Motor & AUTC with Encoder and Feedback pot diagram ........................... 45
7.7 Twin pot & AUTC with Encoder and Feedback pot diagram .................................... 46
8 CONNECTIONS: SUGGESTIONS AND CAUTIONS ......................................................... 47
8.1 CNA#3, CNA#4, CNA#13, CNA#14: CAN Bus or wired SEM Interface................... 47
8.2 Stepper Motor connections ...................................................................................... 47
8.3 Twin pot connections................................................................................................ 48
8.4 Encoder connections ................................................................................................ 48
8.5 Feedback pot connections ....................................................................................... 48
8.6 Smart antennas connections .................................................................................... 49
8.7 Digital Inputs connections ........................................................................................ 49
8.8 Safety contacts ......................................................................................................... 50
8.9 Motor thermal sensor or Leds Gauge indicator connections .................................... 50
8.10 Digital Outputs connections...................................................................................... 51
9 INSTALLATION: SUGGESTIONS AND CAUTIONS ......................................................... 52
9.1 Thermal consideration.............................................................................................. 52
9.1.1 Controller with Base Plate .......................................................................... 52
9.1.2 Controller with finned Heatsink................................................................... 52
9.2 General suggestion .................................................................................................. 53
9.3 Connection cables .................................................................................................... 54
9.4 Fuses........................................................................................................................ 54
9.5 Contactors ................................................................................................................ 54
9.6 Installation of a CAN Communication System.......................................................... 55
9.7 Wiring: I/O connections ............................................................................................ 58
9.8 Safety features ......................................................................................................... 59
9.9 EMC ......................................................................................................................... 59
9.9.1 Emission ..................................................................................................... 60
9.9.2 Electromagnetic Immunity .......................................................................... 60
9.9.3 ESD ............................................................................................................ 61
9.10 Fighting the dither..................................................................................................... 62
10 DESCRIPTION OF THE CONNECTORS ........................................................................... 63
10.1 Connectors of the logic............................................................................................. 64
10.1.1 CNA connector ........................................................................................... 64
10.1.2 CNB connector ........................................................................................... 65
10.1.3 CNC connector ........................................................................................... 65
10.2 Description of power connections ............................................................................ 66
11 INSTALLATION PROCEDURE .......................................................................................... 67
11.1 Stepper Motor & AUTC (or WG) with Encoder and Toggle switch(es): one shot
installation procedure ............................................................................................... 67
11.2 Twin Pot & AUTC (or WG) with Encoder and Toggle switch(es): one shot installation
procedure ................................................................................................................. 69
11.3 Stepper Motor & AUTC with Encoder and Feedback pot: one shot installation
procedure ................................................................................................................. 70
11.4 Twin Pot & AUTC with Encoder and Feedback pot: one shot installation procedure72
12 SETTING THE EPS-AC WG ............................................................................................... 74
12.1 Complete set-up description..................................................................................... 74

12.1.1 Stepper Motor only ..................................................................................... 74
12.1.2 Stepper Motor & AUTC............................................................................... 74
12.1.3 RTC (Twin Pot) only ................................................................................... 75
12.1.4 RTC & AUTC .............................................................................................. 75
12.1.5 Stepper Motor & WG .................................................................................. 75
12.1.6 RTC & WG.................................................................................................. 81
12.2 Quick set-up ............................................................................................................. 81
12.2.1 Stepper Motor only ..................................................................................... 81
12.2.2 Stepper Motor & AUTC............................................................................... 81
12.2.3 Stepper Motor & WG .................................................................................. 81
12.2.4 RTC only or RTC & AUTC.......................................................................... 82
12.2.5 RTC & WG.................................................................................................. 82
13 PROGRAMMAING & ADJUSTMENTS USING DIGITAL CONSOLE................................ 83
13.1 Adjustments via console........................................................................................... 83
13.2 Description of console (hand set) & connection ....................................................... 83
13.3 Description of standard console menu ..................................................................... 84
13.3.1 Stepper motor Version................................................................................ 85
13.3.2 RTC Version ............................................................................................... 86
13.4 Function configuration .............................................................................................. 87
13.4.1 Config menu “SET OPTIONS” functions list............................................... 88
13.4.2 Config menu “ADJUSTMENTS” functions list ............................................ 93
13.4.3 Config menu “SET MODEL” functions list .................................................. 97
13.4.4 Main menu “PARAMETER CHANGE” functions list................................. 101
13.4.5 Zapi menu “HARDWARE SETTINGS” functions list ................................ 105
13.4.6 Zapi menu “SPECIAL ADJUSTMENT” functions list ................................ 106
13.4.7 Main menu “TESTER” functions list ......................................................... 112
14 OTHER FUNCTIONS ........................................................................................................ 115
14.1 Acquiring the Motor resistance ............................................................................... 115
14.2 Special Debugging and Troubleshooting system ................................................... 115
14.3 Test of the alarms detection in lock-on................................................................... 116
14.3.1 Check the ANGLE alarm .......................................................................... 116
14.3.2 Check the LATERAL OUT alarm.............................................................. 116
15 EPS-AC WG ALARMS LIST............................................................................................. 118
15.1 Main menu “ALARMS” list ...................................................................................... 118
15.1.1 One Blink Alarms...................................................................................... 118
15.1.2 Two Blinks Alarms .................................................................................... 120
15.1.3 Three Blinks Alarms ................................................................................. 121
15.1.4 Four Blinks Alarms ................................................................................... 124
15.1.5 Five Blinks Alarms .................................................................................... 125
15.1.6 Six Blinks Alarms...................................................................................... 126
15.1.7 Thirty-two Blinks Alarms ........................................................................... 126
15.1.8 No Blink Alarms (Warning) ....................................................................... 127
15.2 CAN BUS “ALARMS” List....................................................................................... 129
16 RECOMMENDED SPARE PARTS ................................................................................... 131
17 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED....................... 132
17.1 Testing the faulty detection circuitry ....................................................................... 132

APPROVAL SIGNS
COMPANY FUNCTION INIZIALS SIGNS
PROJECT MANAGER MI
TECHNICAL ELECTRONIC
PP
MANAGER VISA
SALES MANAGER VISA PN
Publication N°: AE2ZP0AA

Edition: April 2006

1 INTRODUCTION
This equipment (Eps-ac WG: AC Electrical Power Steering & Wire Guidance) may
perform three steering functions on a truck:
1) manually controlled power steering
2) automatic centering (AUTC)
3) wire guidance (WG).
Manually controlled steering may use either a stepper motor (used as a
tachogenerator) or a twin pot fixed to the steering wheel. Feedback sensors are
mandatory to close the loop when an automatic function is required (Automatic
Centering or Wire Guidance).
Feedback sensors are mandatory to close the loop in manual mode if a twin pot is
mounted on the steering wheel.
Feedback sensors are strongly suggested (to improve safety) in manual mode if a
stepper motor is mounted on the steering wheel (open loop).
The feedback sensor may be an incremental encoder on the steering motor shaft in
combination with one straight-ahead switch. A second switch may be adopted
together with the first one to improve safety. Besides a feedback potentiometer may
be chosen in alternative to the straight -ahead switch.
The eps-ac WG runs an inexpensive, robust and maintenance free three
phases AC induction motor. Also, our patented system makes possible to use a
very low-resolution encoder (4 pulses/rev are more than enough) mounted on
the steering motor shaft.
The on board CAN interface makes the communication exchange between our
eps-ac WG and other units in the truck rapid and simple. Via CAN it is possible to
enhance the steering performances with additional functions like: steer sensitivity
changes with the traction speed, CAN handled wire guidance, traction speed
modulation vs. the steered angle and so on.
The Wire Guidance mode requires the eps-ac WG is connected with a couple of
picking up devices: Smart Antennas, Zapi part number F0A008.
Configuration options, steering adjustment, measurement functions, and
troubleshooting operations are integrally supported by the ZAPI hand held
controller equipped with Eprom release number CKULTRA ZP3.01 or subsequent.
Having two microprocessors provides improved safety and operation. The first
microprocessor performs operations and a second one executes supervisor
functions. Both the aboard microprocessors are CAN BUS connected, as
consequence the eps-ac WG may receive a remote steering command directly
via CAN fulfilling the norm (the redundant check of the steering command
complies with the Category #3 requirement).
The microprocessors combined with the ZAPI hand held controller make servicing
easy and direct, reducing adjustment and troubleshooting time. Increased steering
motor performance and reduced noise levels are achieved by using MOSFET
technology.
The reference SW release for this manual is ZP1.93.

2 SPECIFICATION
2.1 Technical specifications

Steering controller for AC asynchronous 3-phase motors
Digital Control using Two Microprocessors
Remote Can-Bus interface
Local Can-Bus interface
Both microprocessors Can Bus connected
Encoder Interface
Stepper Motor or Twin Pot Interface
Analog Feedback pot interface (resolution up to 4096 steps)
Analog KTY84-130 thermal sensor input
Analog inputs with 1024 steps resolution (two inputs)
Three digital inputs
Three NPN type outputs: max 24V 200mA
One NPN type output max 90V 2A
Double Safety Relay inside
Operating frequency: .............................................. 8kHz with center aligned PWM
External temperature range: ...............................................................-30°C ÷ 40°C
Maximum inverter temperature:....................................................................... 75°C
Environment protection:....................................................................................IP54
2.2 Block diagram
Figure 2-1

2.3 Electrical specifications
Battery Voltage (3 versions):
code n. F07112.......................................................................................... 24V-36V
code n. F07113..................................................................................................48V
code n. F07114.......................................................................................... 48V-80V
Maximum current (24V-36V):........................................................ 70A (RMS) for 2'
Maximum current (48V): ............................................................... 70A (RMS) for 2'
Maximum current (48-80V): .......................................................... 50A (RMS) for 2'
Logic Supply current (including two antennas): ........................max 250mA @ 48V
Minimum Logic Supply Voltage after start-up: ...................................................12V

2.4 Mechanical specifications
Figure 2–2

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

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

wheel (Closed Loop Mode). In this case a feedback sensor on the steered wheel is
mandatory.
Twin Pot
Figure 3–2
The same controller may work either with the stepper motor or the twin pot without
hardware modification. It is just enough to set the SYSTEM CONFIG to the correct
value (see 13.4.3.1).

3.2 Automatic Mode Steering
The eps-ac WG may perform two automatic functions:
1) Wire Guidance
2) Automatic Centering
Wire Guidance mode requires a couple of picking-up device (Smart Antenna)
mounted in the anterior and rear side of the truck (see Figure 3-3 below).
FWD ANT REV ANT
Figure 3–3
Automatic Centering turns the steered wheel straight ahead to keep the steer
aligned meanwhile travelling inside an aisle between rails.
Figure 3–4

3.3 Operational features
A list of eps-ac WG operational features follows below:
1) Static sensitivity boost in open loop (steering sensitivity increases for a slow
moving steering wheel).
2) Static numbness in closed loop (steering sensitivity decreases for handle steer
close to the straight-ahead direction).
3) Dynamic Numbness in open loop (steering sensitivity reduces when the truck
speed increases).
4) Dynamic Numbness on request in closed loop (steering sensitivity reduces
when the truck speed increases).
5) Truck speed reduces when the steering angle increases.
6) Alignment at the rest position in open loop application (to avoid the drift of the
steered wheel when travelling with released steering wheel).
7) Embedded PID algorithm for closed loop application (Twin Pot).
8) Embedded PID algorithm for automatic functions (AUTC or WG).
9) Several lock-on alarm conditions continuously checked in WG mode (inductive
Field collapsed, large side error, large steered wheel angle).
10) Steered wheel frozen three seconds long if a lock-on alarm occurs (to freeze the
truck direction during the arresting space following an alarm).
11) Steered wheel angle limited down to a very low angle in lock-on (to limit the
truck angle from a fraction of degree to some degrees during the arresting
space following an alarm).
12) Special procedure available to check the lock-on alarms (WG mode).
13) Special Debugging & Troubleshooting system makes easier the fault catching.
14) Possibility to run in a stand-alone (not CAN Bus supported) configuration.
15) Possibility to run in WG mode in a stand-alone (not CAN Bus supported)
configuration with a direct connection to a traction system using a SEM
(Separately Excited Motor).
16) On request, possibility to turn from Manual mode to AUTC to WG without
recycling the key.
17) Motor control may be performed with or without encoder. Default choice is
without encoder. The adoption of a cheap and low-resolution encoder is
possible.
18) Redundant processing (two microprocessors aboard) fulfils the Category #3
requirement including the set-point comes via CAN Bus from a remote unit.
19) Redundant set point and feedback sensors fulfil the Category #3 requirement.
20) Redundant safety-contacts fulfils the Category #3 requirement in a stand-alone
configuration.
3.4 Diagnosis
According to EN1175, most of the diagnoses deenergize steer and traction in less
then 100msec. Few alarm conditions require longer time for detection. They too
deenergize steer and traction: it is better to have delayed alarm than no alarm at all.
Together with irreversible alarms (key recycle required) we have a collection of
warning conditions having the sole effect to reduce the truck speed. These are:
1) Seeking the wire mode.
2) Side error increases in lock-on mode
3) Steered wheel angle increases in lock-on mode.
4) Driver tries to steer in manual mode inside an aisle.

Diagnosis is provided in two ways. The digital console can be used, which gives a
detailed information about the failure; the failure code is also sent on the Can-Bus.

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

The steering system includes a three phase AC induction motor. The motor rated
power (S2-1h) changes with the truck type. As a thumb rule:
1) A low level OP asks a motor with rated power higher than 250W @ 3000rpm.
2) A reach truck asks a motor with rated power higher than 400W @ 3000rpm.
3) A VNA truck asks a motor with rated power higher than 600W @ 3000rpm.
Obviously the above list is only a rough information: the motor should be chosen
from time to time according the rated torque and speed customer’s specifications.
4.2 Gear Box and total reduction ratio

Normally, the total reduction ratio between steered wheel and motor shaft should be
close to 1:200. Normally it is split into:
1) Gear box ratio close to 1:50
2) External gears ratio close to 1:4
The maximum continuous output torque requirement changes with the truck type. As
a thumb rule and in the worst case (stalled steer):
1) A low level OP asks a maximum torque of about 250Nm on the wheel to steer
2) A reach truck asks a maximum torque of about 600Nm on the wheel to steer
3) A VNA truck asks a maximum torque of about 900Nm on the wheel to steer
Obviously the above list is only a rough information: the reduction ratio together with
the gear-box should be chosen from time to time according the customer’s
specifications.
4.3 Eps-ac WG controller

It consists of a control unit on a PCB marked AE2ZPA0D (see Figure 4.1) which
operates the AC asynchronous motor for manual and automatic mode. There are
three different controls unit available:
1) A 24/36V unit provides a maximum current of 70A
2) A 48V unit provides a maximum current of 70A
3) A 48/80V unit provides a maximum current of 50A
It has flash memory aboard and it is possible to boot the SW in the Master
microprocessor through both, Serial hand set connector (CNC) and via CAN Bus.
For the Slave microprocessor, only via CAN Bus booting is admitted. A Zapi own
program (Flasher) is needed to boot-on the SW.

Figure 4–1

4.4 Sensor in the steering handle
Two configurations are foreseen:

1) No limit, multiturn steering wheel.
2) Tiller, handlebar or joystick arrangement with a limited angle.
Depending by the above choice, there are two different handling:
1) In case of multiturn steering wheel, a stepper motor is used.
2) In case of a handlebar with limited angle, a twin pot is used.
4.4.1 Stepper motor

The stepper motor is used as a tachogenerator. The following part numbers resulted
suited to work with eps-ac WG:
1) MINEBEA Type code AA23KM-K227-T20V
2) JAPAN SERVO Type Code KH56JM2X 1269 DC12V 30ohm
They have the same mechanical dimensions (see Figure 4.2 below).
Obviously, the above information states only these parts are suited for the eps-ac
WG; no reliability evaluation is given here.
Other sources are possible on request, but must be tested for approval.
Figure 4–2
4.4.2 Twin pot

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

Figure 4–3
The following part numbers resulted suited to work with eps-ac WG:
1) CONTELEC twin hall sensors 170° Type code VERT-X 2841 417 225
2) BOURNS twin potentiometers 180° Type Code 6657S-466-502
3) MCB twin potentiometers 85° Type Code PMR 410 or PMR426
The CONTELEC is without brushes but drains a high level of current (about 15mA).
The MCB has the advantage of a spring in the shaft. This spring neutralizes the
dead zone in the tiller side getting a strongly accurate straight-ahead matching;
unfortunately MCB has a limited angle (85°).
Obviously, the above information states only these parts are suited for the eps-ac
WG; no reliability evaluation is given here.
Other sources are possible on request but must be tested for approval.
4.5 Feedback sensors

Feedback sensors are mandatory to close the loop in manual mode if a twin pot is
mounted on the steering wheel.
Feedback sensors are mandatory to close the loop in wire guidance mode.
Feedback sensors are strongly suggested (to improve safety) in manual mode if a
stepper motor is mounted on the steering wheel (open loop).
The standard solution for our eps-ac WG is to handle a feedback equipment
consisting of an incremental encoder on the steering motor shaft in combination with
one straight-ahead switch.
A second switch may be adopted, together with the first one, to improve safety (SW
modifications required).
On request, it is possible to adopt a feedback potentiometer in alternative to the
straight-ahead switch (SW modifications required).
4.5.1 Encoder in the motor shaft and a straight ahead switch

This is the minimum equipment required for the eps-ac WG working. It consists of:
1) STRAIGHT-AHEAD TOGGLE SWITCH on the input CNB#12 and GND.
2) FEEDBACK ENCODER on the steering motor shaft
4.5.1.1 Straight ahead toggle switch

The straight ahead toggle switch must be of NPN type (i.e. it must connect a minus
battery to CNB#12).

A possible arrangement for the straight-ahead switch (proximity switch) is shown in
Figure 4-4- below. The proximity switch is connected to the truck frame; the Iron
plate rotates together with the steered wheel.
Figure 4-4
It is handled this way:
1) At key-on, the eps-ac WG turns the steering motor moving in either CW or CCW
side, according to whether the output level from the straight ahead switch is high
or low (in the above sketch a proximity sensor is used as a straight ahead
switch).
2) When the falling edge on the prox switch is detected, the encoder counting is
initialized to 0 and the steered wheel is centered.
3) Then the encoder counting is continuously updated to measure the steered
wheel angle.
At key on, the Iron plate (with the shape shown in the sketch), provides the correct
direction in which the eps-ac WG must turn the steering motor in order the falling
edge on the proximity switch is detected.
An option TOGGLE SW LEVEL (see 13.4.5.4) determines the direction where the
steered wheel rotates to seek the straight ahead switch (i.e. it specifies if the steered
wheel at the initial alignment is oriented with the iron plate in its right or left side).
Together with the straight-ahead switch, a second toggle switch could be adopted to
detect when the steered wheel is in the 90 degrees limiting position. This second
toggle switch must be connected to CNB#6 and GND (minus battery).
Figure 4-5
4.5.1.2 Feedback Encoder

One big advantage of our eps-ac WG controller is that it can work with a cost-
effective very low-resolution encoder. Our competitors normally need a sensor

bearing with 32 or higher pulses/rev; our eps-ac WG works also with a cheap
encoder having 4pulses/rev. That is more than enough for the angle measurement:
in fact, with a total reduction of 1:200 and a 4pulses/revs resolution, we have 1600
events (encoder transitions) within 180° of the steered angle. So the angle
measurement is determined with quanta of 180/1600=0.112 degrees. This is
possible because our patent system does not use the encoder for the AC motor
control; it works completely sensorless.
Following this statement, we have developed, together with a Zapi’s partner AC-
motor-brand, a 4pulses/rev discrete encoder. It is an external device (not integrated
in the ball bearing) mounted in the backside of the motor (see Figure 4.6 below
showing a 300W AC Motor by “Best Motor” brand). The advantages of this solution
are both, money saving and effective time saving in case of encoder replacement.
Figure 4-6
4.5.2 Encoder in the motor shaft and a Feedback Potentiometer

A feedback potentiometer could be used instead of the straight-ahead switch. Then
it will be used for both, encoder initialisation and redundancy on the steered wheel
angle measurement. Normally the feedback potentiometer is multiturn (5 or 10
turns) 5K hybrid technology mounted on the output shaft of the steering gearbox.
Due to the mechanical play of the feedback potentiometer arrangement, it is not
possible to have the same accuracy of the straight-ahead switch. For this reason,
we advice against to use a feedback potentiometer (together with the encoder) in
wire guided applications.

4 Note: On request, it is possible to use the encoder for the motor control. In this
case, the SW must know the encoder resolution together with the poles-pair
number. The encoder resolution and the motor poles pair (the controller can
handle), will be specified in the headline of the handset showing something
like:
EPSWG S2Q ZP1.93
That means:
EPSWG=Eps-ac WG steering controller
S= Stepper motor
2= poles pair number
Q= 4 pulses/rev encoder
ZP= SW release type Zapi

1.93= SW release number 1.93
The command configuration is specified through the first letter after EPSWG
in the following list:
S= Stepper Motor
P= Twin Pot
C= via CAN Bus Position
D= via CAN Bus Speed
The encoder resolution is given by the last letter before of the SW release in
the following list:
Q= 4 pulses/rev
S= 6 pulses/rev
W= 16 pulses/rev
A= 32 pulses/rev
K= 48 pulses/rev
B= 64 pulses/rev
The letters to specify the poles pair number and the Encoder resolution are
present only if the SW includes the function for controlling the motor with the
encoder.

4.6 Smart Antennas
The smart antenna is the picking-up device supporting the wire guidance function. It
has embedded microprocessor, programmable digital filters and Automatic Gain
Control Logic (AGC) to convert and elaborate the picked-up inductive field into the
complete information needed to control the vehicle when guiding automatic mode on
the wire.
Figure 4-7

Two antennas must be mounted on the truck: one in the anterior side and one in the
rear side of the truck.
The two antennas must be perfectly aligned one with the other (see Figure 4-8
below).
FWD ANT REV ANT
CORRECT
FWD ANT
REV ANT
WRONG
Figure 4-8
To fulfil the above statement, we suggest to drive the truck in wire guided mode
steered wheel side first. When the truck is perfectly centered on the wire, mount the
REV antenna in the truck with its barycenter aligned with the wire.
The antennas may be installed in one of the following arrangements:
1) Standard installation (see 4.6.1).
2) FWD antenna behind the steered wheel (see 4.6.2).
3) REV antenna behind the load wheel axle (see 4.6.3).
4.6.1 Standard Antennas installation

The standard solution foresees the FWD antenna being mounted in front of the
steered wheel and the REV antenna being mounted along the axle of the load wheel
or even more external than this (see Figure 4-9 below).

FWD ANT REV ANT
Figure 4-9
4.6.2 FWD antenna behind the Steered wheel

The FWD antenna may be mounted behind the Steered wheel. This solution allows
the truck takes shorter time to be aligned on the wire when acquiring steered wheel
side first; on the other side the guide lock-on is more difficult (see Figure 4-10
below).
REV ANT
FWD ANT
Figure 4-10
4.6.3 REV antenna behind the load axle

The REV antenna may be mounted behind the load wheel axle. This solution
requires the maximum steered wheel angle is higher than 90° to make possible the
wire acquisition when converging on the wire load side first (see Figure 4-11 below).

FWD ANT REV ANT
REV Displacement
Figure 4-11
The REV displacement (see Figure 4-11) should stay in the range 100-150mm;
higher displacements need approval by test.
4.6.4 Orientation of the antennas

If the FEEDBACK ENC reading in the tester menu increases meanwhile the steered
wheel is turning in the left side respect to an external watcher facing the steered
wheel (i.e. in ClockWide side), the smart antennas must be mounted as shown in
the next sketch (the cable shall exit in the bottom side of Figure 4-12).
If your arrangement is the one shown in Figure 4-12, set the hardware setting STD
ORIENTED ANT to ON (default setting-see 13.4.5.5).
REV ANT FWD ANT
FEEDBACK ENC Increases
Figure 4-12
Instead, if the FEEDBACK ENC reading increases meanwhile the steered wheel is
turning in the right side respect to an external watcher facing the steered wheel (i.e.

in CounterClockWide side), the smart antennas must be mounted as shown in the
next sketch (the cable shall exit in the top side of Figure 4-13).
If your arrangement is the one shown in Figure 4-13, set the hardware setting STD
ORIENTED ANT to OFF (see 13.4.5.5).
FEEDBACK ENC Increases
REV ANT FWD ANT
Figure 4-13
Each antenna has a cable with 5 wires and the shield. The Grey wire (MODE) is
used to specify the position of the antenna in the truck (see Topic 7 connecting
diagrams).
The MODE (Grey) wire of the FWD antenna must be connected to VDD (White
wire).
The MODE (Grey) wire of the REV antenna must be connected to GND (Brown
wire).
4.6.5 Setting the smart antenna

The following setting procedure is carried out with the Zapi hand set connected to
the eps-ac WG and communicating with the antenna (see 13.4.3.3 and 13.4.3.4).
This setting must be carried out on both the antennas separately.
Carry out the procedure for each antenna in the following sequence.
Step1 Verify the antenna in the Steered wheel side has the GREY wire (MODE)
connected to VDD (i.e. connected to a higher then 10Vdc voltage).
Step2 Verify the antenna in the Load wheel side has the GREY wire (MODE)
connected to GND.
Step3 Set the LINE FREQ. KHZ parameter at the wire frequency.
Step4 Set the ANT. HEIGHT MM at the correct value (this is the sum between the
distance of the lower base of the antenna against the wire plus 12mm).
Step5 Guide the truck in manual mode perfectly aligned on the wire with both the
antennas centered. Enter the FREQUENCY reading in the TESTER menu.
This must be in the window 300Hz ±20Hz. Otherwise check the matching
between the frequency in the wire and the LINE FREQ. KHZ setting. When
the FREQUENCY is few units outside the admitted window, perhaps your
line driver is not perfectly tuned at the rated frequency. In this case it is
necessary to execute a fine-tuning of the antenna at the real line driver
frequency. This operation requires the following procedure:

Enter the ALARM menu.
Push in the same time the two right side keys on the hand set to enter the
hidden menu
Roll for the SPECIAL ADJUST item.
Enter in it. Roll for the FREQUENCY ACQ setting.
Turn the FREQUENCY ACQ setting to level ON.
Push Out and then Enter key to save the setting.
Verify the reading FREQUENCY in the TESTER menu is in the window
300Hz ±20Hz.
Step6 Guide the truck in manual mode perfectly aligned on the wire with both the
antennas centered. Acquire the ALIGNED STRENGTH field. This setting
requires the following procedure:
Enter the ALARM menu.
Push in the same time the two right side keys on the hand set to enter the
hidden menu.
Roll for the SPECIAL ADJUST item.
Enter in it. Roll for the STRENGTH ACQ setting
Turn the STRENGTH ACQ setting to level ON.
Push Out and then Enter key to save the setting.
Verify the reading ALIGNED STRENGTH in the TESTER menu resulted
less than 100% and higher than 10%. (It is expected close to 70% @
78mArms in the wire; 60% @ 35mArms in the wire).
Verify this reading is equal to the FIELD STRENGTH reading of the
TESTER menu that is the real time refreshed field measurement. These two
readings should be always very close when the truck is aligned on the wire.
With this procedure the SW automatically records the present field strength
in the ALIGNED STRENGTH item of the TESTER menu. With this setting
the SW adapts the range of the admitted strength field values at the
different wire current in the wire.
Step7 For the LEAD and LAG REGULATION it is necessary to close the loop with
the controller (e.g. the eps-ac WG) in automatic mode on the wire. These
two settings must be adjusted to get the best set up of the truck while
travelling full speed on the wire. The LAG (and LEAD REGULATION too)
should be set at the same level on the two antennas.

5 WIRE GUIDANCE AND AUTC MODE
There are two automatic functions available: WG and AUTC (see 3.2).
AUTC means the steered wheel shall be aligned straight-ahead on demand.
WG means the truck automatically shall follow an inductive trace embedded in the
floor on demand.
To perform an automatic operation it is necessary to handle a set of speed reduction
conditions and a set of signalling devices (see 5.3-5.4). Obviously both of them
(speed reductions and signalling devices) can be provided directly by the eps-ac
WG (this is particularly useful when the eps-ac WG is not CAN Bus connected).
In the next we say lock-on for the operating mode in which the truck rides the wire
full speed (no speed reduction request is present).
In the next we say wire acquisition for the operating mode starting from the
automatic request turns on, till when the truck is perfectly aligned on the wire and
starts to ride the wire at full speed.
WG mode consists of several operations: the following flowchart shows the WG
mode process.

5.1 WG flowchart
Figure 5-1

5.2 Acquiring the Wire in REV direction first
Acquiring the wire in REV direction first requires a special procedure to be executed.
This procedure consists of the following steps:
1) Drive the truck toward the wire REV direction first and turn on the automatic
demand (the speed of the truck shall be limited down to 0.8Km/h):
2) When the REV antenna senses the wire, the eps-ac WG starts to control the
steered wheel angle in order the truck makes a curve getting the barycenter of
the REV antenna very close to the wire. (To perform this operation, the
commanded angle changes widely and quickly: the steered wheel is not able to
pursuit real time the commanded position. So a reduction request to a null
speed must be activated until the steered wheel reaches the commanded
position).

1) The steered wheel angle stays close to 90 degrees until the FWD antenna
senses the wire. Then the commanded position turns close to the straight-ahead
direction.
2) As the commanded angle changes quickly from 90 degrees to straight ahead,

the steered wheel is not able to pursuit real time the commanded position. So a
reduction request to a null speed must be activated until the steered wheel
reaches the commanded position.
5.3 Speed Reduction requests

The eps-ac WG may generate up to three speed reduction requests onto the
outputs CNA#12, CNA#10 and CNA#20.
Acquiring the wire in FWD direction first needs the truck speed reduced down to
2.5Km/h (EN 1526).
Acquiring the wire in REV direction first, needs the speed reduced down to 0.8Km/h
in order the operation may be successfully ended.
Steer transient situations in which the steered wheel has not reached yet the
commanded position needs the truck speed zeroed.
5.3.1 CNA#12: 2.5Km/h Speed Reduction Request

CNA#12 may be configured (see AUX OUTPUT #3 in topic 13.4.1.9) to provide a
speed reduction request getting the truck speed less-equal than 2.5Km/h.

Here is the list of the speed reduction conditions generated with CNA#12:
1) The acquisition of the wire (WG mode) and the automatic centering (AUTC)
need the speed of the truck limited whenever the truck switch from manual
mode to automatic mode.
The speed, during the wire acquisition mode, must be limited less-equal than
2.5Km/h as stated by the EN1526-5.1.6.3.
CNA#12 is used to generate this speed reduction request whenever an
automatic request is in progress until the automatic function is ended. (i.e. in a
WG application, the speed reduction request is active until the truck is
completely lock-on. In an AUTC, the speed reduction is active until the steered
wheel is centered).
The active level for the output CNA#12 is selectable with the option AUX
OUTPUT #3 (see 13.4.1.9).
2) When the truck is travelling on the wire inside an aisle, three more speed
reduction conditions occurs on CNA#12:
LOSING PATH in lock-on mode: this situation occurs when the truck is
locked-on in WG mode and the lateral drift overtakes the threshold specified
with the settings MIN ERR FWD, MAX ERR FWD, MIN ERR REV and MAX
ERR REV (see 13.4.5.15 to 13.4.5.18).
LOSING STRAIGHT in lock-on: this situation occurs when the truck is
locked-on in WG mode and the steered wheel angle overtakes the threshold
specified with the settings MAX ANG LOCK ON and MIN ANG LOCK ON
(see 13.4.5.13 and 13.4.5.14).
The operator tries to steer in manual mode inside an aisle. When both the
antennas perceive the wire (i.e. truck inside an aisle) and the operator
switch in manual mode, the truck speed shall be limited.
3) When AUX OUTPUT #3 is set higher than Level three, CNA#12 raises a further
speed reduction request vs. the steered wheel angle (see 13.4.1.9 and Table
13-1).
5.3.2 CNA#10: 0.8Km/h Speed Reduction Request

To acquire the wire in REV direction first, the truck speed must be limited down to
0.8Km/h. This speed reduction request turns active together with the automatic
request and remains active until both the antennas perceive the wire in REV
direction.
CNA#10 may be configured (see 13.4.1.9 AUX OUTPUT #3) to supply such a speed
reduction request during the REV acquisition mode
5.3.3 CNA#20: Null Speed Request

The steering system in REV direction acquisition has two fast transients in which the
commanded and the real steered wheel positions are pursuing (i.e. they not real
time matched). Those are:
The steered wheel turns in a shot to 90 degrees to get the truck rotates
around the REV antenna barycenter that is expected being centered on the
the wire (see 5.2).
The steered wheel turns in a shot from 90 degrees to the straight direction
when both the antennas are aligned with the wire (see 5.2).
During both the above transients, the traction speed must be zeroed to let the
steering system reaching the commanded position before the truck moves. CNA#20
may be configured (see 13.4.1.9 AUX OUTPUT #3) to supply such a reduction
request to a null speed during the REV acquisition mode. This speed reduction
request turns active during a wire acquisition mode provided that the commanded
and the real steered wheel position are not matched in between. The speed

reduction request turns deactivated when the steered wheel reaches the
commanded position.
5.4 Signalling Devices
The outputs CNA#10, CNA#20 and CNB#8 may be used to control lights and buzzer
providing the state of the truck.
They can be configured in several ways according to the setting AUX OUTPUT #3
(see 13.4.1.9.). Anyway, the typical handling is the following (AUX OUTPUT #3
other than Level 3):
5.4.1 Output CNB#8: State Buzzer

CNB#8 gives the negative to a 12Vdc buzzer having the following handling (AUX
OUTPUT #3 other than Level 3):
1) 1400msec cyclic beeps when the automatic request is On but the wire is not
perceived yet.
2) 900msec cyclic beeps when the automatic request is On, the wire perceived but
the truck is not lock-on yet.
3) 1500msec 50% ON cyclic beeps when LOSING PATH or LOSING STRAIGHT
(see 15.1.9.3 and 15.1.9.4).
4) 1200msec cyclic beeps when the automatic request is Off AND both the
antennas perceiving the wire.
5) Beeps in burst when the steer is alarmed (see Topic 15).
6) Single three seconds duration beep when the acquisition manoeuvre aborts.
7) Single half second duration beep when turning the automatic request to
automatic mode and vice versa.
Cases 1 to 4 are warning situations in which the speed of the truck is limited.
The state buzzer is Off when the truck is either in manual mode or in lock-on mode.
When AUX OUTPUT #3 is Level 3, the following handling is applied to CAN#8 (see
also 13.4.1.9):
1) 1400msec cyclic beeps when automatic request is on and Wire is not sensed
yet.
2) 900msec cyclic beeps when automatic request is on, the wire is sensed, and
NOT locked-on.
3) ON when locked-on.
4) OFF when manual mode.
5) Beeps in burst when the steer is alarmed (see Topic 15).
Take the positive to supply the buzzer on CNB#2.
5.4.2 Output CNA#10: Automatic Mode Lamp

CNA#10 gives the negative to a 12Vdc lamp when an automatic request is active
(i.e. CNA#10 replies the state of the Automatic request).
Take the positive to supply the lamp on CNB#2.

5.4.3 Output CNA#20: Manual Mode Lamp
CNA#20 gives the negative to a 12Vdc lamp until the automatic function is ended.
That means, for an AUTC function, CNA#20 turns from low to open when the
steered wheel is automatically centered.
For a WG operation, CNA#20 turns from low to open when the truck is locked-on.
In both cases, CNA#20 turns low when the automatic request switch to the Off state
(back in manual).
Take the positive to supply the lamp on CNB#2.
5.5 Switching in lock-on mode

The acquisition of the truck will finish and the truck switches in lock-on mode when
the following conditions are met 2.5secs long:
1) The SIDE ERROR FWD and SIDE ERR REV must be lower than 66% of the
threshold for the LATERAL OUT alarm (see 13.4.5.15 to 13.4.5.18).
2) The APPROACH ANGLE in the leading direction of the truck must be lower than
the threshold for the LOSING STRAIGHT warning (see 13.4.5.13 and
13.4.5.14).

6 JUMPERS CONFIGURATION
The jumpers on the logic card AE2ZPA0D (eps-ac PCB) make possible to choose
between some optional configurations. Although they should be factory set, they are
described here in order the final user is warned about the flexibility of the Hardware
release.
6.1 CAN Bus Configuration Jumpers

Figure 6-1 shows a stack of jumpers used to connect either the aboard CAN Bus
driver or an analog SEM (Separately Excited) motor interface to four pins in
connector “A” (CNA#3, CNA#4, CNA#13 and CNA#14). So these pins have an
alternative function that it is possible to choose by properly set these jumpers.
CONFIGURATION
JUMPERS
Figure 6-1
6.1.1 Enable the CAN Bus communication interface

To enable (via HW) the connections between the embedded CAN Driver and the
above pins, it is necessary to configure the four jumpers in Figure 6-1 by connecting
the central row with the top row (i.e. Y14 to Y10, Y15 to Y11, Y16 to Y12 and Y17 to
Y13). Then the eps-ac WG can be connected to the CAN Bus communication
system with CANH to CNA#3 (or CNA#4) and CANL to CNA#13 (or CNA#14).
When the jumpers are configured to enable the CAN Bus Communication, verify
that, in the HARDWARE SETTING menu, the CAN BUS item is set to PRESENT.

6.1.2 Enable the analog SEM interface
Obviously, when the others units on the truck are not provided with a CAN Bus
peripheral, it is not possible to communicate with the eps-ac WG via CAN. Then, it is
possible to redirect the four connector’s pins (CNA#3, CNA#4, CNA#13 and
CNA#14) to an alternative function: an analog SEM (Separately Excited Motor)
interface.
To enable (via HW) the connections between the embedded analog SEM interface
and the above pins, it is necessary to configure the four jumpers in Figure 6-1 by
connecting the central row with the bottom row (i.e. Y14 to Y20, Y15 to Y21, Y16 to
Y22 and Y17 to Y23).
This analog SEM interface is primary used to know:
1) The real driving direction of the truck.
2) The information the truck is standing or moving.
This information is mandatory for the Wire Guidance mode in order the system
knows the leading antenna.
The real driving direction of a SEM Motor is supplied by the direction (sign) of the
field current. So it is possible to directly connect the field of the SEM motor to
CNA#3 (F1) and CNA#13 (F2).
The information the truck is standing is supplied by the travel demands (or by the
dead man switch). So it is possible to directly connect the travel demands to CNA#4
(FWD) and CNA#14 (REV) (or the dead man switch to one of them). (See also 8.1).
CAN DRIVER
AE2ZPA0D
CNA#3 Y10=CANH
Y14
Y20=F1
CNA#4 Y11=CANH
Y15
Y21=FWD
CNA#13 Y12=CANL
Y16
Y22=F2
CNA#14 Y13=CANL
Y17
Y23=REV
SEM INTERFACE
Figure 6-2

6.2 Jumper J8 to select the Travel Demand active level
When the CAN Bus communication interface is not enabled (see 6.1), CNA#4 and
CNA#14 can be directly connected to the truck travel demands or the dead man
switch (involving only one of them in this latest case). The two travel demands are
OR-ed inside the eps-ac WG and so the only information supplied through these
pins is the truck is standing or not (i.e. the eps-ac WG does not know whether the
travel demand is FWD or REV). This information is used to stand-by the steering
controller when the truck is standing.
Depending by the configuration on jumper J8 it is possible to connect CNA#4 and
CNA#14 to a positive (plus battery) or a negative (minus battery) level.
When J8 is closed between 1 and 2 (see Figure 6-3), the travel demands are active
when connected to a minus battery; when J8 is closed between 2 and 3 (see Figure
6-3), the travel demands are active when connected to a plus battery.
J8
Figure 6-3
The default choice is J8 closed between 2 and 3 (travel demands are active when
connected to a plus battery).
6.3 Jumper J17 to select the encoder supply

Jumper J17 is used to change the encoder supply on CNA#6. Default value is 5Vdc
with J17 closed between 2 and 3. With J17 closed between 1 and 2, the supply
voltage is 16Vdc on CNA#6 (see Figure 6-4 below).

J17
Figure 6-4
The default choice is J17 closed between 2 and 3 (CNA#6 supplies 5Vdc).

7 CONNECTING DIAGRAMS
Below we have a collection of suggested connecting diagrams. They correspond to
the main configurations. On request it is possible to choose also customized
proposals or wiring modifications.
7.1 Power Connecting Diagram
Figure 7-1

7.2 Stepper Motor & AUTC with Encoder and Toggle switch(es) diagram
Figure 7-2

7.3 Twin pot & AUTC with Encoder and Toggle switch(es) diagram
Figure 7-3

7.4 Stepper Motor & WG with Encoder and Toggle switch(es) diagram
Figure 7-4

7.5 Twin pot & WG with Encoder and Toggle switch(es) diagram
Figure 7-5

7.6 Stepper Motor & AUTC with Encoder and Feedback pot diagram
Figure 7-6

7.7 Twin pot & AUTC with Encoder and Feedback pot diagram
Figure 7-7

8 CONNECTIONS: SUGGESTIONS AND
CAUTIONS
Read the following suggestions to get a correct connection of the steering
equipment.
8.1 CNA#3, CNA#4, CNA#13, CNA#14: CAN Bus or wired SEM Interface
These four pins have a main and an alternative function, depending on the
configuration of 4 jumpers on the PCB (see 6.1).
The main function is CAN Bus lines: CNA#3 and CNA#4 are CANH connected,
CNA#13 and CNA#14 are CANL connected. No 120 ohms termination resistance is
mounted inside the eps-ac WG: use the second connection pair (CANH and CANL
on CNA#4 and CNA#14) either to externally connect the termination resistance or to
connect a second unit communicating via CAN Bus with the eps-ac WG.
The alternative function is to be directly wired to a SEM traction system (see Figure
8-1). Then CNA#3 and CNA#13 must be connected to the field of the SEM motor
(F1 and F2). (These connections are used by the WG function to know the REAL
travel direction of the truck).
CNA#4 and CNA#14 must be connected to the travel demands (or dead man
switch) of the truck (FWD and REV). (These connections are used for the manual
mode steering to stand-by the control when the truck is standing).
CAN DRIVER
SEM traction controller + bat

AE2ZPA0D
CNA#3 Y10=CANH
Y14
Y20=F1
field
F2 CNA#4 Y11=CANH
Y15
Y21=FWD
F1 Travel demand
CNA#13 Y12=CANL
Y16
Y22=F2
- bat
CNA#14 Y13=CANL
Y17
Y23=REV
Travel demand
SEM INTERFACE
Figure 8-1
8.2 Stepper Motor connections

The stepper motor has 4 connections: two are the stepper motor channels (CNB#3
and CNB#9) and two are the common (negative) references (CNB#5 and CNB#4).
In the past we had 6 wires connected between stepper motor and eps-ac. We adopt
a 4 wires connections in order two pins (CNA#10 and CNA#20) are available for

being connected to two output devices (an Auto light and a Man light). We consider
this 4-wire connection fulfilling the norm because it is still possible to detect all of the
single stepper motor electrical fault.
In case a 6 wires connection is preferred, it is possible to ask Zapi to configure the
HW in order CNA#10 and CNA#20 are used for a redundant (6 wires) stepper motor
interface. (The following factory set is required on PCB AE2ZPA0D: jumpers J11
and J12 closed, R252 and R251 opened).
4 Note: The stepper motor should be connected with two distinct common (negative)
references (CNB#4 and CNB#5). We advice against using just one common
wire. That is because it takes long delay to detect when a single common
wire is broken.
8.3 Twin pot connections

The twin pot is connected, in alternative to the stepper motor, between CNA#19
(PPOC: 5V positive supply), CNB#5 (negative supply), CNB#3 (CPOC1: 1st wiper),
CNB#9 (CPOC2: 2nd wiper). CNA#19 is connected to a 5Vdc supply source through
a 4.7ohms resistance. Take care the supply current of the Twin pot stays lower than
20mA.
8.4 Encoder connections

The encoder may be supplied either with 5Vdc or 16Vdc (factory set jumper J17) on
CNA#6 (default set is 5Vdc on CNA#6). A 10 ohms resistance is connected between
the internal supply source and the pin CNA#6. The encoder outputs may be either
open collector NPN type or Push-Pull type.
8.5 Feedback pot connections

When a feedback pot is adopted it will be connected between CNA#2 (PPOT:
positive supply), CNA#1(NPOT: negative supply), CNA#11 (CPOT: wiper).
Pay attention, inside the eps-ac WG, a 470 ohms resistance is connected between
PPOT and 5V supply and also between NPOT and the minus battery. That is done
in order it will be possible to detect if a feedback pot connection breaks (see Figure
8-2 below): when Vout overtakes 4.7V or is lower than 0.3V an alarm occurs.

Figure 8-2
8.6 Smart antennas connections

The smart antennas communicate with the eps-ac WG through a dedicated CAN
Bus communication system. Each antenna has a shielded cable 5.5meters long with
5 wires 0.22mm2 each. Wires with the same colour must be joined to input the same
connector pin. Excepted for the GREY wire that must be connected to a supply
voltage (16Vdc) for the antenna in the steered wheel side (FWD); GREY wire must
be connected to GND (0V) for the antenna in the load side (REV). The positive
supply voltage for the antennas is provided on CNA#9 and it is 16Vdc.
8.7 Digital Inputs connections

There are three digital inputs available. They must be GND connected to work
properly. Their function primarily is:
CNB#10 : Automatic request when it is not via CAN Bus demanded
CNB#12: Input for the straight-ahead toggle switch
CNB#6: Input for a 90° toggle switch
When the application adopts the feedback pot instead of the straight-ahead toggle
switch, CNB#12 and CNB#6 have the function to limit the maximum steered angle in
CW and CCW side.
CNB#12 and CNB#6 are detected low if they are lower than 2.6V.
CNB#12 and CNB#6 are detected high if they are higher than 3.55V.
CNB#10 is detected low if it is lower than 2.2V.
CNB#10 is detected high if it is higher than 13.45V.

8.8 Safety contacts
The Eps-Ac provides an internal safety contact accessible through connector pins
CNB#7 and CNB#1. It should be used to stop the traction and to enable an
electromechanical brake when a steering alarm occurs. This safety contact is closed
when the key switch is turned on. The contact opens where there is a steering
alarm. This safety contact is floating, that means it's possible to connect it either to
the plus battery or to the minus battery. Ensure that the pin #7 is connected to an
equal or higher voltage than pin #1. For safety two cascaded switches are
internally connected between CNB#7 and CNB#1. The Main microprocessor
manages the first contact; the Supervisor microprocessor manages the second
contact.
U Note: If the safety switch is connected in series with external switches (dead-
man switch, tiller switch or similar) it's recommended that the steering safety
switch should be directly connected to the supply source (plus battery or
minus battery) with no interposed switches. (it should be the first the chain:
see Figure fig. 7.3 below).
8.9 Motor thermal sensor or Leds Gauge indicator connections

Pin CNA#18 may perform two functions:
1) Analog Input for a KTY84-130 thermal sensor
2) Analog Output for a Leds Gauge Indicator
To switch from one to the other it is necessary to set the option DIAG MOTOR
TEMP (see 13.4.1.8):
1) When DIAG MOTOR TEMP is set ON, CNA#18 is configured with a 2K2 Pull-up
resistor suited to receive the analog thermal sensor between CNA#18 and a
negative (e.g. CNA#7).
2) When DIAG MOTOR TEMP is set OFF, CNA#18 is configured to work as a
buffered analog output in the range 0 to 5Vdc, replying the steered angle
position. This output is suited to be connected to a Zapi autoteaching Leds
Gauge Indicator part number F04208.

8.10 Digital Outputs connections
There are 4 general purposes digital outputs. Three of them (CNA#20, CNA#10,
CNB#8) drain a maximum current less equal than 200mA with a 24V maximum
voltage.
CNA#12 drains a maximum current less equal than 2A with a 90V maximum
voltage.
They are primarily used for:
1) To turn on 12V devices (lamps or buzzer) for alarm, manual and automatic
mode signalling. (16Vdc available on CNB#2 to supply the devices).
2) To enable speed reduction requests if the eps-ac WG does not communicate
via CAN Bus.
These outputs are useful in the applications without CAN Bus communication. Then
the eps-ac WG must handle the truck speed during the wire acquisition and the
output information to supply the state of the truck (manual, automatic, wire
acquisition). All of these activities are obtained exploiting these 4 outputs as
described in paragraphs 5.3, 5.4 and 13.4.1.9.

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

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

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

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

9.2 General suggestion
For a proper installation take care of the following recommendations:
U Never connect SCR low frequency chopper with AC Motor Inverter because
the Rail capacitors alter the SCR choppers' work. If it is necessary to use two
or more control units (e.g. traction + lift. + steering controller), they must
belong to the ZAPIMOS family.
U Do not connect the inverter to a battery with a nominal value different from the
value indicated on the chopper plate. If the battery value is greater, the MOS
may fail; if it is lower, the control unit does not "power up".
U During battery charge, disconnect the controller from the battery.
U Supply the controller only with battery for traction; do not use a power supply.
U When the inverter is installed, simulate a steering alarm and verify that both
traction and electromechanical brake shall be de-energized in a very short
time.
U When the inverter is installed and the WG function is required, verify the truck
speed reduces lower-equal than 2.5Km/h when the automatic request is active
(to fulfil the EN1526 norm).
U After the battery is disconnected, the Rail capacitor remains charged for some
minutes; if you need to work on the inverter, discharge them using a 10Ω ÷
100Ω resistance connected from the +Batt to the –Batt terminals in the
controller side.
U Take care all the inductive devices in the truck (horn, solenoid valves, coils,
contactors) have a proper transient suppression device.

9.3 Connection cables
1) For the auxiliary circuits, use cables at least 0.5mm² section.
2) For power connections to the motor and to the battery, use cables having
section of 6-10 mm² (as a minimum).
3) The power cables length must be as short as possible to minimize power
losses.
4) For the optimum inverter performance, the cables to the battery should be run
side by side and be as short as possible.
5) They must be tightened on controller power posts with a Torque of 5.5-6 Nm
9.4 Fuses
1) Use a 6.3-10A Fuse for protection of the auxiliary circuits.
2) Eps-ac WG has a 32A fuse aboard (F1 in Figure 4-1). Its part number is
C16541.
9.5 Contactors
According to EN1175 5.9.6, a contactor to cut the line to the eps-ac WG is not
strictly required. In fact in an AC system, the steer is automatically de-energized
when a power failure occurs. In a DC system with permanent magnet motor instead,
a short circuit in a power device, gets the steering motor rotates at maximum speed
(and so it is necessary to cut off the line from the controller).
U A power contactor is still useful to remove the battery from controller when a
power failure occurs. This is useful in order to limit the time in which a
damaged controller remains battery connected. When a power contactor is
used, the contactor coil shall be connected to a power supply through the
eps-ac WG safety contact.

9.6 Installation of a CAN Communication System
4 CAN stands for Controller Area Network. It is a communication protocol for real time
control application. CAN operates at data rate of up to 1 Megabits per second.
It was invented by the German company Bosch to be used in the car industry to
permit communication among the various electronic modules of a vehicle,
connected as illustrated in the figure below:
The best cable for can connections is the twisted pair; if it is necessary to increase
the immunity of the system to disturbances, a good choice would be to use a cable
with a shield connected to the frame of the truck. Sometimes it is sufficient a simple
double wire cable or a duplex cable not shielded.
In a system like an industrial truck, where power cables carry hundreds of Ampere,
there are voltage drops due to the impedance of the cables, and that could cause
errors on the data transmitted through the can wires.
U The eps-ac WG drains low level of current and so low section cables (6 mm2)
are adopted for the power connections. This could be a drawback: in fact, a
low section cable has higher reactance (impedance) than a wide section cable.
As a consequence the noise generated on the minus battery cable, by the
CAN lines switching, will be a wide amplitude spike. So, when it is possible,
we suggest to use a (as short as possible) cable of a wide section for the
minus battery connection, even for the eps-ac WG and the other low current
units in the system.

U VERY IMPORTANT: The eps-ac WG has not the 120 ohms termination
resistance aboard. As the eps-ac WG has a double CANL and a double CANH
connection, it is possible to use the second pair for the termination
resistance.
In the following figures there is an overview of wrong and right layouts of the cables
routing.
U Wrong Layout:
R
Can Bus
Cavi di Potenza
Node 1
Node 2
Traction
Control Lift
Control
Node 3
eps-ac
WG
R
The red lines are can wires.

The black boxes are different modules, for example traction controller, pump
controller and eps-ac WG 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.

U Correct Layout:
R
Can Bus
Cavi di potenza
Node 1
Node 2
Traction
Lift
Control
Control
Node 3
eps-ac
WG
R
The chain starts from the –BATT post of the controller that works with the highest
current, and the others are connected in a decreasing order of power.

Otherwise, if two controllers are similar in power (for example a traction and a
pump motor controller) and a third module works with less current, the best way
to deal this configuration is to create a common ground point (star configuration)
U Correct Layout:
R
Can Bus
Power cables
Node 1
Node 2
Traction
Control Lift
Control
Center of the Ground Connections
Node 3
eps-ac
WG R
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)
9.7 Wiring: I/O connections

After crimping the cable, verify that all strands are entrapped in the wire barrel.
Verify that all the crimped contacts are completely inserted on the connector
cavities. For information about the mating connector pin assignment see the
descriprion of the connectors in topic 10.

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

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

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

by the installation. Special attention must be given to the lengths and the
paths of the electric connections and the shields. This situation is beyond
ZAPI's control. Zapi can offer assistance and suggestions, based on its years
experience, on EMC related items. However, ZAPI declines any responsibility
for non-compliance, malfunctions and failures, if correct testing is not made.
The machine manufacturer holds the 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 electromagnetic energy generated or received by an electrical device.
Emission refers to the energy radiated from the controller and the harness.

Immunity can be divided in two main branches: rejection from external
electromagnetic fields and from electrostatic discharges (ESD).
So the analysis works in three directions:
1) Emission
2) Electromagnetic Immunity
3) ESD rejection
U When possible it is strongly recommended preventing Emission and Immunity

problems by locating the controllers inside a metallic enclosure. In most
cases, a truck with a metallic enclosure will avoid EMC problem.
9.9.1 Emission
Emission refers to the electromagnetic disturbances that the device generates in
the surrounding space. Countermeasure should be adopted to prevent the
propagation of that disturbances. We talk about “conduction” issues when guiding
structures such wires and cables are involved; “radiated emissions” issues when it is
studied the propagation of electromagnetic energy through the open space. In our
case the origin of the disturbances can be found inside the controller with the
switching of the mosfets which are working at high frequency and generate RF
energy. Wires and cables are responsible for the spreading of this RF
disturbance because they works as antennas, so a good layout of the cables and
their shielding can solve the majority of the emission problems.
Three ways can be followed to reduce the emissions:
1) SOURCE OF EMISSIONS: finding the main source of disturbs and works on it.
2) SHIELDING: enclosing contactor and controller in a shielded box; using
shielded cables.
3) LAYOUT: a good layout of the cables can minimize the antenna effect; cables
running nearby the truck frame or in iron channels connected to truck frames is
generally a suggested not expensive solution to reduce the emission level.
9.9.2 Electromagnetic Immunity

The electromagnetic immunity concerns the susceptibility of the controller to
external electromagnetic fields and their influence on its correct work made.
These tests are carried out at determined levels of electromagnetic fields, to
simulate external undesired disturbances and verify the electronic device response.
Here are some suggestions to improve the electromagnetic immunity:
1) SHIELDING: enclosing controller and wiring when possible on a shielded box;
using shielded cables.
2) LAYOUT: hide the exposed wires, which are connected to the controller, behind
metallic part working like natural barriers.
3) FERRITES: embrace the exposed wires, connected to the controller, with a split
or solid ferrite.
4) BY-PASS CAPACITOR: connect an interference suppression capacitor (Y type)
between the minus battery and the truck frame, as close as possible to the
controller.

9.9.3 ESD
When an accumulation of charge occurs in a part insulated from the ground, it may
discharging in a shot when turning in contact with a part having different potential.
This phenomena is called Electrostatic Discharge (ESD).
In forklift trucks applications, special attention should be adopted for avoiding ESD.
The main rule is that it is always much easier and cheaper to avoid ESD from
being generated, than to increase the level of immunity of the electronic
devices.
ESD happens when there is a rapid transfer from a charged part to another. This
rapid transfer has, in turn, two important effects:
1) It can determine, by induction, disturbs on the signal wiring and thus create
malfunctions. This effect is particularly critical in modern machines, with CAN
Bus communications, which are spread everywhere on the truck and which
carry critical information.
2) In the worst case and when the amount of charge is very high, the discharge
process can determine failures in the electronic devices; the type of failure can
vary from an intermittently malfunction to a completely failure of the electronic
device.
Three ways can be followed to prevent damages from ESD:
1) INSULATION: To prevent the controller from ESD, it is necessary to consider

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

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

sensitive electronic parts. Then, ensure the operator is grounded; test grounding
devices on a daily basis for correct functioning. This precaution is particularly

important during controller handling in the storing and installation phase.
Use anti-static containers when transferring ESD-sensitive material.
9.10 Fighting the dither

In Closed Loop application with potentiometers, the quantum nature of the Analog to
Digital conversion, generates dither on the steered wheel. This is a continuous
rolling of the steered wheel from a little bit right to a little bit left around the
commanded position. Obviously, both the potentiometers (SP POT and FB POT)
have noise and contribute to the problem.
There are some countermeasures to reduce or neutralize the dither.
1) Use shielded cable for the connections of the potentiometers (especially for the
SP POT). The shielded cable reduces the noise in the wiper voltage. Connect
the shield to a GND pin of the eps-ac WG connectors.
2) Use the FB ENC instead of the FB POT as feedback sensor. The Encoder has
not noise. When the Encoder is stopped in a position, the Encoder counting is
absolutely constant.
3) Reduce the gain of the Closed Loop. It means KP and KP FINE parameters
must be decreased. When the gain reduces, the modification of the position
error due to noise, are less amplified giving less dither; but less accuracy is got
in the final pursuing at the wished position.

10 DESCRIPTION OF THE CONNECTORS
+B -B
CNB
CNA
CNC
Figure 10–1

10.1 Connectors of the logic
7 1
CNB
12 6
11 1
CNA
20 10
8 1
CNC
Figure 10–2
10.1.1 CNA connector

A1 NPOT Feedback pot negative (470ohms inside between NPOT and GND).
A2 PPOT Feedback pot positive (470ohms inside between PPOT and 5Vdc).
A3 CANH/F1 Remote CAN. CANH line or SEM field terminal (F1) (see 8.1).
A4 CANH/FWD Remote CAN. CANH line or Travel demand input (see 8.1).
A5 CAAH Local CAN. CANH for the antennas communication.
A6 VCC Encoder Positive supply (5Vdc see 6.3).
A7 GND -Batt.
A8 GND -Batt.
A9 VDD Antennas Positive Supply (16Vdc).
A10 OUTA Automatic Light Output. Max 24V 200mA general purpose output.
A11 CPOT Feedback pot Wiper (100Kohms inside between CPOT and 5Vdc).
A12 OUTP Powered output. Max 90V 2A general purpose output.
A13 CANL/F2 Remote CAN. CANL line or SEM field terminal (F2) (see 8.1).
A14 CANL/REV Remote CAN. CANL line or Travel demand input (see 8.1).
A15 CAAL Local CAN. CANL for the antennas communication
A16 CHA Encoder Channel A.
A17 CHB Encoder Channel B.
A18 THM/GAU Motor thermal sensor input or Gauge indicator output (see 8.9).
A19 PPOC Twin Pot Positive (5Vdc).
A20 OUTM Manual Light Output. Max 24V 200mA general purpose output.

10.1.2 CNB connector
B1 NK1 Lower Potential Terminal of the Safety Contacts (see 8.8).
B2 VDD 16Vdc: suited to supply the loads on OUTM or OUTA or BUZ.
B3 DL/CPOC1 Direct Stepper Motor line or First Twin Pot Wiper.
B4 GND -Batt.
B5 GND -Batt.
B6 SW2 2nd Toggle Switch or CCW Limit Switch input.
B7 K1 Higher Potential Terminal of the Safety Contacts (see 8.8).
B8 BUZ Buzzer Output. Max 24V 200mA general purpose output.
B9 QL/CPOC2 Quadrature Stepper Motor line or Second Twin Pot Wiper.
B10 AUTR Automatic Request Input.
B11 KEY Key Input.
B12 SW1 1st Toggle Switch or CW Limit Switch input.
10.1.3 CNC connector

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

10.2 Description of power connections
View of the power bars:
+B -B
CNB
CNA
CNC
Figure 10–3
-B Negative of the battery.

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

11 INSTALLATION PROCEDURE
As stated in the topic 4.5 there are two equipments that it is possible to adopt for the
feedback sensor:
1) Encoder and toggle switches
2) Encoder and Feedback pot.
In both cases the eps-ac WG always performs an automatic centering at key-on.
The automatic centering at key-on is used to initialize the incremental encoder.
When a straight-ahead switch is used to initialize the encoder, the steered wheel
rotates automatically until a falling edge is detected on the straight ahead switch.
When a Feedback pot is used to initialize the encoder, the steered wheel rotates
automatically until the potentiometer reaches the straight-ahead position.
11.1 Stepper Motor & AUTC (or WG) with Encoder and Toggle
switch(es): one shot installation procedure
This procedure is relative to the connecting drawings Figures 7-2 and 7-4. It
describes the step by step installation procedure to get the prototype working in
manual mode: to raise the automatic function it is necessary to make the complete
set-up procedure (see topic 12).
For every truck released on the field, the default set-up and wiring shall reply the
prototype settings. So no installations procedure is required. Only carry out the quick
set-up (see 12.2).
Carry out the procedure in the following order.
Step1 Connect the AC motor phases in such a way the phase references U, V, W
on the steering motor correspond to the terminals references (U, V, W) on
the eps-ac WG.
Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 0 to
steer in manual mode with a stepper motor (open loop). Turn off and on the
key in order the setting is acquired
Step3 Set the FEEDBACK DEVICE to OPTION #3 to specify your feedback
solution is the FEEDBACK ENC with one TOGGLE SWITCH. Set the
FEEDBACK DEVICE to OPTION #4 to specify your feedback solution is the
FEEDBACK ENC with two TOGGLE SWITCHes. Switch off the key after the
change.
Step4 At key on, the steering system performs an initial automatic centering.
Connect the two channels of the encoder (CNA#16 and CNA#17) in order
that the initial alignment is got without the alarm BAD ENCODER SIGN. If
this alarm occurs, exchange in between the two channels (CNA#16 with
CNA#17).
Step5 Set the hardware setting TOGGLE SW LEVEL (ON or OFF), in such a way
the steered wheel at the initial alignment results right oriented. Depending of
the mechanic mounting of the alignment switch, it is possible the steered
wheel moves far away from the straight-ahead toggle switch. To get the
steered wheel moving towards the toggle switch, turn this setting to the
opposite value.
Step6 Verify the steered wheel rotates in the correct direction according to the
steering wheel. If it isn’t, swap CNB#3 with CNB#9
Step7 Set the LIMIT DEVICE OPTION to OFF: Switch off and on the key.

4 In WG mode, to improve the acquisition of the wire we handle distinct maximum
angle limitation between wire acquisition mode and manual mode. When the
antenna in the load side is mounted behind the load wheel axle, the maximum angle
in REV acquisition needs to be wider than 90 degrees (see Figure 4-11); instead,
the maximum angle in manual mode typically is 90 degrees. The next procedure is
used to set the maximum angle on the steered wheel to perform the acquisition of
the wire (this is the absolute maximum angle the steered wheel may reach; in
manual mode it will be limited less-equal than this-see 13.4.1.22-23 MIN (and MAX)
MANUAL ANG). So the absolute maximum angle is meant as the limited steered
wheel angle being used during an acquisition of the wire in the REV direction. If the
antenna REV side is mounted behind the load axle, the steered wheel angle must
be higher than 90° to get the acquisition successful ended
Step8 Turn the steering wheel in the side where positive frequency is applied (see
the FREQUENCY item in the TESTER menu) until the steered wheel
reaches the maximum positive angle. In this limiting position, enter the SET
MAX ENCODER adjustments and Save the setting. The value appearing
during this acquisition is in the range 2.5 to 5Vdc.
In particular it is 2.5V+encoder_counting*2.5V/16384.
When 5000 edges are counted in the encoder at this maximum positive
angle, the SET MAX ENCODER will assume the value 3.3Vdc during
the acquisition. If you try to read this adjustment in a second time, the
value will be changed to 5Vdc.
Pay attention, when 2.5V is acquired on this setting, it means you have
turned the steered wheel in the wrong side (i.e. in the side of the SET MIN
ENCODER). So try again to move the steered wheel in the positive limiting
position (i.e. in the direction in which the frequency in the TESTER menu is
positive).
Step9 Turn the steering wheel in the side where negative frequency is applied (see
reaches the maximum negative angle. In this limiting position, enter the SET
MIN ENCODER adjustments and Save the setting. The value appearing
during this acquisition is in the range 0 to 2.5Vdc.
In particular it is 2.5V-encoder_counting*2.5V/16384.
When 5000 edges are counted in the encoder at this maximum
negative angle, the SET MIN ENCODER will assume the value 1.7Vdc
during the acquisition. If you try to read this adjustment in a second
time, the value will be changed to 0Vdc.
turned the steered wheel in the wrong side (i.e. in the side of the SET MAX
ENCODER). So try again to move the steered wheel in the negative limiting
negative).
Step10 Set the LIMIT DEVICE to ON and recycle the key. Then the maximum
steered wheel angle will be limited inside the range 0 to 5Vdc on the
FEEDBACK ENC reading in the following way:
1) if acquiring the wire in WG mode, the angle will be limited when
overtaking 0 and 5Vdc.
2) if manual mode, the angle will be limited in a window included in the
range 0 to 5Vdc, according to the MAX and MIN MANUAL ANG settings
(see 13.4.1.22-23).
Step11 To set the limiting angle in Manual Mode at the wished 90 degrees, set the
MAX and MIN MANUAL ANG adjustments (see 13.4.1.22-23).

11.2 Twin Pot & AUTC (or WG) with Encoder and Toggle switch(es): one
shot installation procedure
This procedure is relative to the connecting drawings Figures 7-3 and 7-5.
It describes the step by step installation procedure to get the prototype working in
manual mode: to raise the automatic function it is necessary to make the complete
set-up procedure (see topic 12).
prototype settings. So no installations procedure is required. Only carry out the quick
set-up (see 12.2).
the eps-ac WG.
steer in closed loop with a twin pot in manual mode (RTC). Turn off and on
the key in order the setting is acquired
solution is the FEEDBACK ENC with one TOGGLE SWITCH. Set the
FEEDBACK DEVICE to OPTION #4 to specify your feedback solution is the
FEEDBACK ENC with two TOGGLE SWITCHes. Switch off the key after the
change.
Step4 At key on, the steering system performs an initial automatic centering.
Connect the two channels of the encoder (CNA#16 and CNA#17) in order
that the initial alignment is got without the alarm BAD ENCODER SIGN. If
this alarm occurs, exchange in between the two channels (CNA#16 with
CNA#17).
Step5 Set the TOGGLE SW LEVEL (ON or OFF) hardware setting, in such a way
the steered wheel at the initial alignment results right oriented. Depending of
the mechanic mounting of the alignment switch, it is possible the steered
wheel moves far away from the straight-ahead toggle switch. To get the
steered wheel moving towards the toggle switch, turn this setting to the
opposite value.
hand wheel. If it isn’t, swap CNB#3 with CNB#9
Step7 Set the LIMIT DEVICE OPTION to OFF: Switch off and on the key.
4 In WG mode, to improve the acquisition of the wire we handle distinct maximum

angle limitation between wire acquisition mode and manual mode. When the
antenna in the load side is mounted behind the load wheel axle, the maximum angle
in REV acquisition needs to be wider than 90 degrees (see Figure 4-11); instead,
the maximum angle in manual mode typically is 90 degrees. The next procedure is
used to set the maximum angle on the steered wheel to perform the acquisition of
the wire (this is the absolute maximum angle the steered wheel may reach; in
manual mode it will be limited less-equal than this-see 13.4.1.22-23 MIN (and MAX)
MANUAL ANG). So the absolute maximum angle is meant as the limited steered
wheel angle being used during an acquisition of the wire in the REV direction. If the
antenna REV side is mounted behind the load axle, the steered wheel angle must
be higher than 90° to get the acquisition successful ended
Step8 Turn the hand wheel in the side where positive frequency is applied (see the
FREQUENCY item in the TESTER menu) until the steered wheel reaches
the maximum positive angle. (Increase 1ST ANGLE COARSE-and FINE- if

necessary). In this limiting position, enter the SET MAX ENCODER
adjustments and Save the setting. The value appearing during this
acquisition is in the range 2.5 to 5Vdc.
In particular it is 2.5V+encoder_counting*2.5V/16384.
When 5000 edges are counted in the encoder at this maximum positive
angle, the SET MAX ENCODER will assume the value 3.3Vdc during
the acquisition. If you try to read this adjustment in a second time, the
value will be changed to 5Vdc.
turned the steered wheel in the wrong side (i.e. in the side of the SET MIN
ENCODER). So try again to move the steered wheel in the positive limiting
positive).
Step9 Turn the hand wheel in the side where negative frequency is applied (see
reaches the maximum negative angle. (Increase 2ND ANGLE COARSE-
and FINE- if necessary). In this limiting position, enter the SET MIN
ENCODER adjustments and Save the setting. The value appearing during
this acquisition is in the range 0 to 2.5Vdc.
In particular it is 2.5V-encoder_counting*2.5V/16384.
When 5000 edges are counted in the encoder at this maximum
negative angle, the SET MIN ENCODER will assume the value 1.7Vdc
during the acquisition. If you try to read this adjustment in a second
time, the value will be changed to 0Vdc.
turned the steered wheel in the wrong side (i.e. in the side of the SET MAX
ENCODER). So try again to move the steered wheel in the negative limiting
negative).
Step10 Set the LIMIT DEVICE to ON and recycle the key. Then the maximum
steered wheel angle will be limited inside the range 0 to 5Vdc on the
FEEDBACK ENC reading in the following way:
1) if acquiring the wire in WG mode, the angle will be limited when
overtaking 0 and 5Vdc.
2) if manual mode, the angle will be limited in a window included in the
range 0 to 5Vdc depending on the settings 1ST ANGLE COARSE
(and FINE) and 2ND ANGLE COARSE (and FINE) (see 13.4.4.13-14-
15-16). Only when these parameters are too high the limiting values
become 0 and 5Vdc.
Step11 To set the limiting angle in Manual Mode at the wished 90 degrees, set the
1ST ANGLE COARSE (and FINE) and 2ND ANGLE COARSE (and FINE)
(see 13.4.4.13-14-15-16).
11.3 Stepper Motor & AUTC with Encoder and Feedback pot: one shot
installation procedure
This procedure is relative to the connecting drawings Figures 7-6. It describes the
step by step installation procedure to get the prototype working in manual mode: to
raise the AUTC function it is necessary to make the complete set-up procedure (see
topic 12).
prototype settings and so no installation procedure is required except for the
acquisition of the limiting position (see the quick set-up 12.2).

the eps-ac WG.
steer in open loop with a stepper motor in manual mode. Turn off and on the
key in order the setting is acquired.
solution is the sole FEEDBACK POT. Switch off the key after the change. (It
is necessary to start with the sole feedback pot to avoid a POSITION
ERROR due to the unknown scaling between the encoder counting and the
feedback pot value before of an encoder learning operation-Step 9 and 11
below).
Step4 Connect the feedback pot in such a way the FEEDBACK POT reading in the
tester menu assumes higher voltage when the FREQUENCY in the tester
menu is positive. When a FB POT LOCKED alarm occurs immediately after
switching on the key, it means the motor is turning away from the wished
position (i.e. FEEDBACK POT decreases when the FREQUENCY is
positive). Then it is necessary to swap the PPOT with NPOT (CNA#2 with
CNA#1).
Step5 Connect the encoder. The encoder supply is between CNA#6 (5Vdc) and
CNA#7 (GND): the two channels are CNA#16 (CHA) and CNA#17 (CHB). It
does not matter which way it is connected (i.e. it does not matter what is the
sign of the reading ENC SPEED in the TESTER menu). The SW is able to
automatically reverse the encoder sign when needed.
steering wheel. If it isn’t, swap CNB#3 with CNB#9.
Step7 Set the LIMIT DEVICE option to OFF to avoid the maximum angle
limitations.
Step8 Move the steering wheel until the maximum (plus 90 degrees) steered
wheel angle is achieved. This position (plus 90 degrees) corresponds to the
maximum value of the FEEDBACK POT reading in the TESTER menu.
Step9 With the steered wheel in the maximum angle (plus 90 degrees), enter and
save the adjustment SET MAX FB POT on the hand set to memorize the
steer angle feedback pot voltage for the maximum (plus 90 degrees) limit
position. If present, the maximum of the FB ENC is recorded too (although it
is not shown in the hand set).
Step10 Move the steering wheel until the minimum (minus 90 degrees) steered
wheel angle is achieved. This position (minus 90 degrees) corresponds to
the minimum value of the FEEDBACK POT reading in the TESTER menu.
Step11 With the steered wheel in the minimum angle (minus 90 degrees), enter and
save the adjustment SET MIN FB POT on the hand set to memorize the
steer angle feedback pot voltage for the minimum (minus 90 degrees) limit
position. If present, the minimum of the FB ENC is recorded too (although it
Step12 Set LIMIT DEVICE to ON and recycle the key to get the steered wheel
angle limited between SET MAX FB POT and SET MIN FB POT.
Step13 Carry out the complete set-up procedure (see 12.1).

11.4 Twin Pot & AUTC with Encoder and Feedback pot: one shot
installation procedure
This procedure is relative to the connecting drawings Figures 7-7. It describes the
step by step installation procedure to get the prototype working in manual mode: to
raise the AUTC function it is necessary to make the complete set-up procedure (see
topic 12).
prototype settings and so no installation procedure is required except for the
acquisition of the limiting position (see the quick set-up 12.2).
the eps-ac WG.
steer in closed loop with a twin pot in manual mode (RTC). Turn off and on
the key in order the setting is acquired.
solution is the sole FEEDBACK POT. Switch off the key after the change. (It
is necessary to start with the sole feedback pot to avoid a POSITION
ERROR due to the unknown scaling between the encoder counting and the
feedback pot value before of an encoder learning operation-Step 9 and 11
below).
Step4 Connect the feedback pot in such a way the FEEDBACK POT reading in the
tester menu assumes higher voltage when the FREQUENCY in the tester
menu is positive. When a FB POT LOCKED alarm occurs immediately after
switching on the key, it means the motor is turning away from the wished
position (i.e. FEEDBACK POT decreases when the FREQUENCY is
positive). Then it is necessary to swap the PPOT with NPOT (CNA#2 with
CNA#1).
Step5 Connect the encoder. The encoder supply is between CNA#6 (5Vdc) and
CNA#7 (GND): the two channels are CNA#16 (CHA) and CNA#17 (CHB). It
does not matter which way it is connected (i.e. it does not matter what is the
sign of the reading ENC SPEED in the TESTER menu). The SW is able to
automatically reverse the encoder sign when needed.
hand wheel. If it isn’t, swap CNB#3 with CNB#9.
Step7 Set the LIMIT DEVICE option to OFF to avoid the maximum angle
limitations.
Step8 Move the hand wheel until the maximum (plus 90 degrees) steered wheel
angle is achieved (Increase 1ST ANGLE COARSE -and FINE- if
necessary). This position (plus 90 degrees) corresponds to the maximum
value of the FEEDBACK POT reading in the TESTER menu.
Step9 With the steered wheel in the maximum angle (plus 90 degrees), enter and
save the adjustment SET MAX FB POT on the hand set to memorize the
steer angle feedback pot voltage for the maximum (plus 90 degrees) limit
position. If present, the maximum of the FB ENC is recorded too (although it
Step10 Move the steering wheel until the minimum (minus 90 degrees) steered
wheel angle is achieved (Increase 2ND ANGLE COARSE -and FINE- if
necessary). This position (minus 90 degrees) corresponds to the minimum
value of the FEEDBACK POT reading in the TESTER menu.
Step11 With the steered wheel in the minimum angle (minus 90 degrees), enter and
save the adjustment SET MIN FB POT on the hand set to memorize the
steer angle feedback pot voltage for the minimum (minus 90 degrees) limit

position. If present, the minimum of the FB ENC is recorded too (although it
Step12 Carry out the complete set-up procedure (see 12.1).

12 SETTING THE EPS-AC WG
12.1 Complete set-up description

This procedure shall be executed on the prototype after the installation procedure is
completed (see topic 11). The complete set-up changes vs. the truck configuration.
Seek your own configuration below:
12.1.1 Stepper Motor only

Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering
motor (see 13.4.2.16).
Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT
FREQ and OVERSAT FREQ gives the wished maximum steering motor
speed (see 13.4.2.17).
Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains
when lightened at the maximum flux (see 13.4.2.19)
Step4 Set the steer sensitivity with the SPEED LIMIT and SENSITIVITY
parameters (see 13.4.4.1-2).
Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic
function). (See 13.4.3.2).
Step6 (CAN Bused system only). Set the Dynamic Numbness in open loop
(steering sensitivity reduces when the truck speed increases). Use
parameters AUX FUNCTION#2 and AUX FUNCTION #3 (see 13.4.4.4-5).
Step7 (No CAN BUSed system only). Connect the travel demands to CNA#4 and
CNA#14. As alternative, connect the tiller (or the dead-man or the seat
switch) to either CNA#4 or CNA#14. This operation supplies the information
the truck is moving or not to stand-by the steer when the truck is standing.
12.1.2 Stepper Motor & AUTC

When the AUTC is required, it is necessary to carry out all the Steps in paragraph
12.1.1 together with the following:
Step1 (No CAN Bused system only) Connect an automatic request to CNB#10 and
set the AUTO REQ TYPE in the set model menu to level 7 or 8 (see
13.4.3.2).
Step2 (CAN Bused system only) Set the AUTO REQ TYPE in the set model menu
to level 1 (see 13.4.3.2).
Step3 Turn the truck in the automatic centering mode, drive the truck and roll up
and down the adjustment SET STEER 0-POS until the truck is straight
travelling.
Step4 Set the parameters KP, KP FINE, LEAD FB REGULAT and LAG FB
REGULAT to avoid overshoot or damping during the centering operation
(see paragraphs 13.4.4 and 13.4.6).

12.1.3 RTC (Twin Pot) only
Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering
motor (see 13.4.2.16).
Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT
FREQ and OVERSAT FREQ gives the wished maximum steering motor
speed (see 13.4.2.17).
Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains
when lightened at the maximum flux (see 13.4.2.19)
Step4 Leave the handle steer in its straight position. Enter and Save the
adjustment ZERO SP POT (see 13.4.2.28). This operation is used to
automatically learn the twin pot voltage.
Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic
function).
Step6 Leave the handle steer in its straight position. Drive the truck and roll up and
down the adjustment SET STEER 0-POS until the truck is straight travelling.
Step7 Set 1ST ANGLE COARSE (and FINE) to get the steered wheel position
limited at +90 degrees when the SET POINT POT reading is maximum.
This is the direction where the FEEDBACK ENC reading is higher than
2.5Vdc.
Step8 Set 2ND ANGLE COARSE (and FINE) to get the steered wheel position
limited at -90 degrees when the SET POINT POT reading is minimum. This
is the direction where the FEEDBACK ENC reading is lower than 2.5Vdc.
Step9 Try to adjust the NUMBNESS parameter to get the steer less sensitive
when close to the straight ahead direction (see 13.4.4.17). (For every new
NUMBNESS value, repeat the above Step7 and Step8).
Step10 Try different settings for KP, KP FINE, LEAD FB REGULAT and LAG FB
REGULAT to avoid overshoot or damping during the pursuing operation
(see paragraphs 13.4.4 and 13.4.6).
Step11 (CAN Bused system only). On request it is possible to handle a Dynamic
Numbness in closed loop (steering sensitivity reduces when the truck speed
increases). The parameters to handle this function are AUX FUNCTION#2
and AUX FUNCTION #3 (see 13.4.4.4-5).
Step12 (No CAN Bused system only). Connect the travel demands to CNA#4 and
CNA#14. As alternative, connect the tiller (or the dead-man or the seat
switch) to either CNA#4 or CNA#14. This operation supplies the information
the truck is moving or not to stand-by the steer when the truck is standing.
12.1.4 RTC & AUTC

When the AUTC is required, it is necessary to carry out all the Steps in paragraph
set the AUTO REQ TYPE in the set model menu to level 7 or 8 (see
13.4.3.2).
to level 1 (see 13.4.3.2).
12.1.5 Stepper Motor & WG

When the WG is required, it is necessary to carry out all the Steps in paragraph

set the AUTO REQ TYPE in the set model menu to level 5 or 6 (see see
13.4.3.2).
to level 1 (see 13.4.3.2).
Step3 (No CAN BUSed system only). Connect the field of the SEM traction motor
to CNA#3 and CNA#13. This operation supplies the information of the real
direction of the truck. It is used in WG mode to know which antenna leads
the motion.
Step4 Carry out the set-up procedure on both the antennas (see 4.6.5-setting the
smart antenna).
Step5 Set:
MIN ANGLE=9
MAX ANGLE=9
MIN FWD ERR=9
MAX FWD ERR=9
MIN REV ERR=9
MAX REV ERR=9
These settings inhibit the alarms for both, a large steered wheel angle and a
large lateral shift.
So be prudent if you test a truck inside an aisle.
Step6 Switch on the automatic request and move the truck centered on the wire in
FWD direction.
Step7 Drive the truck in lock-on mode on the wire and check the truck runs
centered in the steered wheel direction first (FWD direction). If the truck
runs parallel, an offset adjustment is required. Use the adjustment SET
STEER 0-POS. The default value is 2.500mV and it can be
increased/decreased in step of 5mV. It is possible to verify when the SET
STEER 0-POS is right set by monitoring the SIDE ERROR FWD reading in
the tester menu. It must be close to zero when travelling FWD direction in
automatic mode. So adjust the SET STEER 0-POS in order the SIDE
ERROR FWD reading is medium zero. (As a thumb rule, when the SIDE
ERROR FWD is positive travelling FWD direction, it is necessary to
increase the SET STEER 0-POS in order the SIDE ERROR FWD
converges to zero).
The effect of the SET STEER 0-POS setting is applied real time.
Step8 Try to accelerate the truck in FWD direction. The parameters to set when
travelling FWD direction are:
(in the eps-ac WG):

1) WG FWD POT (increases the correction of the steered wheel angle)
2) WG FWD GAIN (increases the position accuracy of the truck on the wire)
3) LAG FB REGULAT
4) LEAD FB REGULAT (together with the above setting improves the
stability of the truck on the wire).
5) KP FINE (the total gain contribute in the closed loop gain when Wire
Guided FWD direction is the product of WG FWD GAIN and KP FINE. WG
FWD GAIN is applied only when FWD direction and WG mode; KP FINE is
applied in WG mode and both direction FWD and REV).
(in the FWD antenna)

6) LAG REGULATION
7) LEAD REGULATION (together with the above setting improves the
stability of the truck on the wire)
WG FWD POT and WG FWD GAIN influence only the behaviour in the
FWD direction. The other parameters have effect on both the direction of
the truck.
When travelling slowly but the truck on the wire has sudden jerks or wide
and nervous waves, reduce WG FWD POT (smaller steered wheel
corrections).
When travelling fast and the truck on the wire has long and smooth waves
around the wire, increase the WG FWD GAIN parameter.
Instead when the waves are abrupt and frequent with instability, reduce WG
FWD GAIN and try different set for LEAD and LAG FB REGULAT (on the
eps-ac WG) and LEAD and LAG REGULATION (on the FWD antenna). If
WG FWD GAIN is set down to 0 and the steer is still nervous, try to reduce
the KP FINE parameter (pay attention KP FINE influences both FWD and
REV direction).
Step9 When the truck works fine in FWD direction lock-on mode, drive the truck
slowly in load wheel direction first (REV direction) and check it runs
centered. If the truck runs parallel, an offset adjustment is required. Use the
adjustment WG REV OFFSET. The default value is 2.500mV and it can be
increased/decreased in step of 20mV. It is possible to verify when the WG
REV OFFSET is right set by monitoring the SIDE ERROR REV reading in
the tester menu. It must be close to zero when travelling REV direction in
automatic mode. So adjust the WG REV OFFSET in order the SIDE
ERROR REV reading is medium zero. (As a thumb rule, when the SIDE
ERROR REV is positive travelling REV direction, it is necessary to reduce
the WG REV OFFSET in order the SIDE ERROR REV converges to zero).
The effect of the WG REV OFFSET setting is applied real time.
(Try different values until the truck will travel centered in REV direction).
NOTE: the SIDE ERROR REV is the actual lateral position of the antenna
respect to the wire (the WG REV OFFSET does not influence the SIDE
ERROR REV reading).
Step10 Try to accelerate the truck in REV direction. The parameters to set when
travelling REV direction are:
(in the eps-ac WG):

1) WG REV POT (increases the correction of the steered wheel angle)
2) WG REV GAIN (increases the position accuracy of the truck on the wire)
3) WG REV ANT (increases the contribute of the FWD antenna when
travelling REV direction).
4) LAG FB REGULAT
5) LEAD FB REGULAT (together with the above setting improves the
stability of the truck on the wire).
6) KP FINE (the total gain contribute in the closed loop gain when Wire
Guided REV direction is the product of WG REV GAIN and KP FINE. WG
REV GAIN is applied only when REV direction and WG mode; KP FINE is
applied in WG mode and both direction FWD and REV).
(in the FWD antenna)

7) LAG REGULATION
8) LEAD REGULATION (together with the above setting improves the
stability of the truck on the wire)
WG REV POT, WG REV GAIN and WG REV ANT influence only the
behaviour in the REV direction. The other parameters have effect on both
the direction of the truck.
The LAG REGULATION and the LEAD REGULATION of the REV antenna
should be set equal to the LAG and LEAD REGULATION of the FWD
antenna.
When travelling slowly but the truck on the wire has sudden jerks or wide
and nervous waves, reduce WG REV POT (smaller steered wheel
corrections).
When travelling fast and the truck on the wire has long and smooth waves
around the wire, increase the WG REV GAIN parameter.
If the lateral drift in the FWD antenna side is high when travelling REV
direction, increase the WG REV ANT setting. Instead when the waves are
abrupt and frequent with instability, reduce WG REV GAIN and try different
set for LEAD and LAG FB REGULAT (on the eps-ac WG) and LEAD and
LAG REGULATION (on the FWD and REV antennas). (Pay attention by
changing the LAG and LEAD regulation on the antennas or on the eps-ac
WG gets influenced also the FWD direction travelling behaviour). If WG
REV GAIN is set down to 0 and the steer is still nervous, try to reduce the
KP FINE parameter (Pay attention KP FINE influences both FWD and REV
direction).
IMPORTANT: when travelling REV direction, check the SIDE ERROR REV
in the TESTER menu of the eps-ac WG. This must be smaller than +/-
25mm otherwise instability may raises.
Step11 When the truck travels fine at full speed in both the directions, set the MAX
and MIN ANG LOCK ON settings to introduce the detection of the angle
alarm in lock-on.
MIN ANG LOCK ON and MAX ANG LOCK ON get the steered wheel
angle limited when the truck is travelling lock-on on the wire. This
angle limitation is done in feedforward way (i.e. by limiting the asked
steered wheel angle).
MIN ANG LOCK ON =0 limits the max asked steered angle smaller than
0.75 degrees in the direction with FEEDBACK ENC less than SET STEER
0-POS value. Each step more, increases the limiting angle in the following
range 0.75, 1, 1.25, 1.5, 1.75, 2, 2.5, 3, 4, 8 degrees (see table 12-1 below).
MAX ANG LOCK ON =0 limits the max asked steered angle smaller than
0.75 degrees in the direction with FEEDBACK ENC higher than SET
STEER 0-POS value. Each step more, increases the limiting angle in the
following range 0.75, 1, 1.25, 1.5, 1.75, 2, 2.5, 3, 4, 8 degrees (see table 12-
1 below).
Together with the feedforward angle limiting action, MIN ANG LOCK ON
and MAX ANG LOCK ON handle a continuous monitoring of the real
steered wheel angle. This continuous monitoring raises a LOSING
STRAIGHT warning and an ANGLE alarm. The ANGLE alarm is masked
when the LEVEL 9 in the MIN ANG LOCK ON and MAX ANG LOCK ON are
chosen:
LOSING STRAIGHT WARNING: When the steered wheel angle is higher
than 1.5 times the limiting threshold, a LOSING STRAIGHT warning with a
speed reduction request occurs. This means the warning occurs for a
steered wheel angle higher than 1.5*(0.75, 1, 1.25, 1.5, 1.75, 2, 2.5, 3, 4, 8)
degrees (see table 12-1 below).
ANGLE ALARM: When the steered wheel angle is higher than 2 times the
limiting threshold, an ANGLE alarm occurs. This means the alarm occurs for
a steered wheel angle higher than 2*(0.75, 1, 1.25, 1.5, 1.75, 2, 2.5, 3, 4, 8)
degrees (see table 12-1 below).
NOTE: to be more precise, the limiting steered wheel angle lock on
depends also on the angle between the truck and the wire. The above
thresholds are used only when the angle of the truck on the wire is
zero; otherwise the limiting angle for the steered wheel is the algebraic
sum of the limiting threshold and of the angle of the truck.
MIN ANG LOCK ON ANGLE LIMITED LOSING STRAIGHT ANGLE ALARM ANGLE ALARM
MAX ANG LOCK ON TO THRESHOLD THRESHOLD THRESHOLD
[Level] [degrees] {degrees] [degrees] [Feedback enc ∆V]
0 0.75 1.125 1.5 21mV
1 1 1.5 2 28mV
2 1.25 1.875 2.5 35mV
3 1.5 2.25 3 42mV
4 1.75 2.625 3.5 49mV
5 2 3 4 56mV
6 2.5 3.75 5 69mV
7 3 4.5 6 83mV
8 4 6 8 111mV
9 8 12 16 222mV
Table 12-1
Step12 When the truck travels fine at full speed in both the directions, set the MAX
and MIN FWD ERR and MAX and MIN REV ERR settings to introduce the
detection of the lateral out alarm in lock-on.
MIN FWD ERR, MAX FWD ERR, MIN REV ERR, MAX REV ERR handle a
continuous monitoring of the lateral drift of the antennas against the
wire. This continuous monitoring raises a LOSING PATH warning and
a LATERAL OUT alarm. The LATERAL OUT alarm is masked when the
LEVEL 9 in the MIN FWD ERR, MAX FWD ERR, MIN REV ERR, MAX
REV ERR are chosen:
MIN FWD ERR=0 introduces a continuous monitoring of the lateral drift of
the truck in the FWD side in the direction where the SIDE ERROR FWD is
negative to get that drift limited lower than 24mm. Each step more,
increases the maximum drift in the following range 24, 28, 32, 36, 40, 45,
50, 56, 62, 68 mm (see table 12-2 below).
MAX FWD ERR=0 introduces a continuous monitoring of the lateral drift of
the truck in the FWD side and in the direction where the SIDE ERROR FWD
is positive, to get that drift limited lower than 24mm. Each step more,
50, 56, 62, 68 mm (see table 12-2- below).
MIN REV ERR=0 introduces a continuous monitoring of the lateral drift of
the truck in the REV side and in the direction where the SIDE ERROR REV
is negative to get that drift limited lower than 24mm. Each step more,
MAX REV ERR=0 introduces a continuous monitoring of the lateral drift of
the truck in the REV side and in the direction where the SIDE ERROR REV
is positive to get that drift limited lower than 24mm. Each step more,
LOSING PATH WARNING: when at least one of the antennas has a lateral
drift larger than 3/4 of the limit specified with MIN FWD ERR, MAX FWD
ERR, MIN REV ERR, MAX REV ERR a LOSING PATH warning with a
speed reduction request occurs. This means the warning occurs for a lateral
drift higher than 0.75*(24, 28, 32, 36, 40, 45, 50, 56, 62, 68) mm.
LATERAL OUT ALARM: when at least one of the antennas has a lateral
drift larger than the limit specified with MIN FWD ERR, MAX FWD ERR,
MIN REV ERR, MAX REV ERR a LATERAL OUT alarm occurs. This means
the alarm occurs for a lateral drift higher than 24, 28, 32, 36, 40, 45, 50, 56,
62, 68 mm
MIN FWD ERR LOSING PATH LATERAL OUT LATERAL OUT

MAX FWD ERR THRESHOLD ALARM ALARM
MIN REV ERR [ millimetres] THRESHOLD THRESHOLD
MAX REV ERR [millimetres] [side error fwd]
[Level] [side error rev]
0 18 24 24
1 21 28 28
2 24 32 32
3 27 36 36
4 30 40 40
5 33.75 45 45
6 37.5 50 50
7 42 56 56
8 46.5 62 62
9 51 68 68
Table 12-2
Step13 Set the SMOOTH FWD ACQ setting in the eps-ac WG. It handles the
acquisition in the direction of the steered wheel first (FWD). When level 0 is
set the center of the FWD antenna does not cross the wire toward the area
opposing the converging direction. By increasing the SMOOTH FWD ACQ
the center of the FWD antenna will cross the wire as much as the setting is
increased. The larger the FWD antenna crosses the wire the shorter the
acquisition time (see 13.4.6.11).
Step14 Set the SMOOTH REV ACQ to level 0: to acquire the wire in REV direction,
the REV antenna should converge on the wire-line without overshoot (see
13.4.6.12).
Step15 To facilitate the acquisition operation, three truck parameters are needed
(Special Adjustments menu). These are (see Figure 12-1):
AXLE DISTANCE CM: this is the distance in centimetres between the load
wheels axle and the steered wheel axle. (Used in
the REV acquisition).
DISPLAC FWD CM: this is the distance in centimetres between the FWD
antenna barycenter and the axle of the steered
wheel. This distance is positive when the antenna is
external respect to the steered wheel. Negative
when the antenna is behind the steered wheel.
(Used in the FWD acquisition). Figure 12.1 below,
shows a positive DISPLAC FWD CM.
DISPLAC REV CM: this is the distance in centimetres between the REV
antenna barycenter and the axle of the load wheels.
This distance is positive when the antenna is
external respect to the load wheel. Negative when
the antenna behind the load wheels axle. (Used in
the REV acquisition). Figure 12-1 below, shows a
positive DISPLAC REV CM.

FWD ANT REV ANT
Figure 12-1
12.1.6 RTC & WG

When the WG is required, it is necessary to carry out all the Steps in paragraph
12.1.3 together with all the Steps in paragraph 12.1.5
12.2 Quick set-up

This procedure shall be executed on every manufactured truck. It changes with the
configuration. We assume the default setting includes the SET MAX ENC and SET
MIN ENC values (corresponding to the max CW and CCW angles). When the
feedback pot is adopted, step 8 to step 11 in paragraph 11.3 are required too.
12.2.1 Stepper Motor only
No set-up required on a truck working open loop (stepper motor) in manual mode
only.
12.2.2 Stepper Motor & AUTC
When the Automatic Centering (AUTC) is required on a truck working open loop in
manual mode (stepper motor), it is necessary to guide the truck in automatic mode
and to perform the following steps:
Step1 Roll-up or down the adjustments SET STEER 0-POS to get the truck
straight travelling when automatic centered.
12.2.3 Stepper Motor & WG

When the Wire Guidance (WG) is required on a truck working open loop in manual
mode (stepper motor), it is necessary to guide the truck in automatic mode and to
perform the following steps:
Step1 In each smart antenna perform the ALIGNED STRENGHT acquisition

with the truck centered on the wire (see 4.6.5 setting the smart antenna).

straight travelling when wire guided in FWD direction (steered wheel
side first).
Step3 Roll-up or down the adjustments WG REV OFFSET to get the truck
straight travelling when wire guided in REV direction (load wheel side
first).
12.2.4 RTC only or RTC & AUTC

In a truck working closed loop in manual mode (with a Twin Pot connected on the
Return To Center handlebar) with or without the AUTC function, it is necessary to
perform the following steps:
Step1 Release the handlebar in its straight-ahead rest position and acquire the
adjustments ZERO SP POT (to record the rest twin pot voltage).
straight travelling when the handlebar is straight ahead.
12.2.5 RTC & WG
In a truck working closed loop in manual mode (with a Twin Pot connected on the
Return To Center handlebar) with the WG function, it is necessary to guide the truck
in automatic mode and to perform the following steps:
Step1 Release the handlebar in its straight-ahead rest position and acquire the
adjustments ZERO SP POT (to record the rest twin pot voltage).
Step2 In each smart antenna perform the ALIGNED STRENGHT acquisition
with the truck centered on the wire (see 4.6.5 setting the smart antenna).
straight travelling when wire guided in FWD direction (steered wheel
side first).
Step5 Roll-up or down the adjustments WG REV OFFSET to get the truck
straight travelling when wire guided in REV direction (load wheel side
first).

13 PROGRAMMAING & ADJUSTMENTS
USING DIGITAL CONSOLE
13.1 Adjustments via console

Adjustment of Parameters and changes to the inverter’s configuration are made
using the Digital Console. The Console is connected to the CNC connector of the
inverter.
13.2 Description of console (hand set) & connection
Figure 13–1

13.3 Description of standard console menu
Digital consoles used to communicate with AC inverter controllers must be fitted with
EPROM CK ULTRA, minimum "Release Number 3.02".
The section describes the Zapi hand set functions. Numbers inside the triangles
correspond to the same number on the hand set keybord buttons shown in the
Figure 13–1. The orientation of the triangle indicates the way to the next function.

13.3.1 Stepper motor Version
Figure 13–2

13.3.2 RTC Version
Figure 13–3

13.4 Function configuration
We will describe two configurations depending on the SYSTEM CONFIG setting in
set model menu (see 13.4.3.1):
1) Stepper motor Version.
2) RTC Version.
They have different list of settings. In the next we refer to a complete setting that is
the union of the settings in the above configurations. When the setting refers to only
one configuration, it will be specified in the description.

13.4.1 Config menu “SET OPTIONS” functions list
To enter the CONFIG MENU’ it is necessary to push in the same time the right side
top and left side top buttons. Then roll until the SET OPTION item appears on the
hand set display. Push the ENTER button (see Figure 13–3).
EPSWG S ZP1.93
Opening Zapi Display 48V 50A 00000
Push ROLL UP + SET UP simultaneously to enter % ' %

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

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

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

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

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

Press ENTER for YES, or OUT for No ' ' ' ' % '
CONFIG MENU
The Display will show : SET OPTIONS SET OPTIONS
Press OUT again. Display now will show the ' ' '
opening Zapi menu. ' % '
Figure 13–3

1) HOUR COUNTER
This option specifies the hour counter mode. It can be set one of two:
- RUNNING: The counter registers travel time only
- KEY ON: The counter registers when the "key" switch is closed
2) MICRO CHECK
This option is useful to support debug and troubleshooting. It makes possible to
inhibit the supervisor (Slave uC) operations and allows the system to run with
just the Main uC. When entering this operating mode the safety contacts stay
open. Therefore, traction shall be disabled. It can be set one of two:
- PRESENT: Default setting: enable the operations of the supervisor
(Slave uC).
- ABSENT: Disable the operations of the supervisor (Slave uC). The
safety contacts stay opened.
3) FEEDBACK DEVICE
This option specifies which kind of Feedback Sensor is adopted. Here is the
feedback sensor list:
- OPTION #1: FB POT only.
The only feedback sensor is the potentiometer at the steered
wheel. This setting must be temporary chosen for the set-up
of the FB ENC & FB POT configuration (see below). After
the set-up is ended, it is necessary to turn FEEDBACK
DEVICE to OPTION #2 to get the steer working with FB ENC
& FB POT.
- OPTION #2: FB POT & FB ENC.
This is the right setting when the encoder is chosen together
with the FB POT. Pay attention, the set-up must be done
with the FEEDBACK DEVICE to OPTION #1. When the set-
up is finished, turn to OPTION #2. When the FEEDBACK
DEVICE is OPTION #2 an automatic centering is always
carried out at key-on.
- OPTION #3: FB ENC & ONE TOGGLE SWITCH
This is the right setting when the FB POT is not present and
just a single toggle switch (SW1) is adopted (in the straight-
ahead position of the steered wheel). At key on, an
Automatic Centering operation is executed seeking the
Toggle Switch signal (SW1 on CNB#12). When the Toggle
Switch edge is met the Encoder counter is charged with the
slip between the Toggle Switch and the straight-ahead
position.
- OPTION #4: FB ENC & TWO TOGGLE SWITCHES
This is the right setting when the FB POT is not present and
two toggle switches are adopted (normally in the straight and
90 degrees angled positions of the steered wheel). At key
on, an Automatic Centering operation is executed seeking
the Toggle Switch signal (SW1 on CNB#12). When the
Toggle Switch edge is met the Encoder counter is charged
with the slip between the Toggle Switch and the straight-
ahead position. The 2nd Switch (SW2 on CNB#6) is used to
verify the encoder counter at 90° is matched with the SW2
transition

4) LIMIT DEVICE
When this option is set ON, the steered wheel angle will be limited using the
feedback sensor value. It can be set one of two:
- ON: When the feedback sensor overtakes either the CW or the
CCW limit (see 13.4.2.24-27, SET MAX ENC, SET MIN
ENC, SET MAX FB POT, SET MIN FB POT), the steered
wheel angle shall be automatically limited.
- OFF: No steered wheel angle limitation, based on the feedback
sensor value, occurs.
Note: the configurations without toggle switches (FB POT only and FB POT &
FB ENC) may use the switches connected to CNB#6 and CNB#12 as CW and
CCW limiting requests. Then, the limitation through the feedback device and the
limitation through the limiting switches are processed with an OR Logic.
5) DIRECTION GAUGE
The connection CNA#18 may be used either in input or in output mode
according to the option DIAG MOTOR TEMP (see 13.4.18). In output mode, an
analog voltage in the range 0 to 5Vdc is output on CNA#18. This analog value
replies the steered wheel angle and it is used to control a Leds Direction Gauge.
This option permits to reverse the direction in which the analog voltage grows
up.
6) AUX FUNCTION 1
This option sets the steering mode after the feedback sensor has reached the
commanded position (it is used only in closed loop configurations (i.e. RTC and
automatic centering)). It can be set one of three:
- LEVEL 0: The steering control is always active when a travel demand
is active. The steer control is turned off when the travel
demands are deactivated (after a 3sec delay).
- LEVEL 1: The steering control is alternatively turned off (15 secs long
plus the AUXILIARY TIME) and on (3 secs long).
- LEVEL 2: The steering control is alternatively turned off (15 secs long
plus the AUXILIARY TIME) and on (3 secs long) but only
when a travel demand is active.
AUXILIARY TIME is the delay (in secs) the DC standing current takes to arrive
to 0 (see 13.4.4.11).
7) LOCK IDLE STEER

(Stepper Motor version only) This option (On/Off) enables the alignment at the
rest position of the steered wheel when a drift in the steered wheel occurs with a
released steering wheel. This alignment at the rest position will be performed
only in open loop applications (i.e. when the stepper motor is used or when the
command via CAN is a speed information), provided that the LIMIT DEVICE
option, together with the LOCK IDLE STEER, is On. When the FEEDBACK
DEVICE comprises the potentiometer, care should be taken that the SET MAX
FB POT and SET MIN FB POT have a margin respect to the positive and
negative supply of the feedback potentiometer. (In general, when the
potentiometer is involved in the maximum angle limitation, it is necessary to
avoid that the potentiometer overtakes its mechanical stop and breaks: that the
reason for the margin).
8) DIAG MOTOR TEMP

This option enables the diagnosis of the motor temperature. When it is set On
and the motor temperature overtakes 150°, a MOTOR TEMPERAT alarm
occurs.
Besides, when it is set On, CNA#18 will be configured in input mode (the
KTY84-130 motor thermal sensor enters into CNA#18); when DIAG MOTOR
TEMP is set Off, CNA#18 will be configured in output mode (then an analog
voltage is output on CNA#18 to control a Leds Direction Gauge).
9) AUX OUTPUT #3
This option specifies the handling of the four digital outputs (CNA#12, CNB#8,
CNA#10 and CNA#20).
CNB#8, CNA#10 and CNA#20 are typically connected to lights and buzzer to
supply the state of the truck. A special handling is available to use these outputs
as speed reduction requests (see 5.3 and table 13-1 below).
CNA#12 is typically used as speed reduction request.
Below is the list of the possible configurations for the four outputs (set AUX
OUTPUT #3 to the proper level to choice your own configuration).
- LEVEL 0: CNA#12 opens when there is a speed reduction condition
(see 5.3.1).
CNB#8 may supply a buzzer to code the alarms and the
state of the automatic function (see 5.4.1).
CNA#10 may supply a Automatic Light gets On when an
automatic request is active (see 5.4.2).
CNA#20 may supply a Manual Light gets Off when the truck
is either centered (AUTC) or in lock-on mode (WG) (see
5.4.3).
- LEVEL 1: CNA#12 is low when there is a speed reduction condition
(see 5.3.1).
CNB#8 the same of LEVEL 0.
CNA#10 the same of LEVEL 0.
- LEVEL 2: CNA#12 replies the automatic request: it is low when the
automatic request is active. This output is frozen when the
steer is alarmed.
- LEVEL 3: CNA#12 is low when there is a speed reduction condition
(see 5.3.1).
CNB#8 may supply a light with a special handling to code
the state of the automatic and manual mode (see 5.4.1).
CNA#10 turns low to apply a speed reduction request to
decrease strongly the speed (approx. down to 0.8Km/h)
during an acquisition in REV direction (see 5.3.2).
CNA#20 turns low to apply a speed reduction request to a
null speed during an acquisition in both direction if the
steered wheel is not in the commanded position (see 5.3.3).
- LEVEL 4-9: CNA#12 is low when either there is a WG mode speed
reduction condition or the steered wheel angle overtakes a
threshold specified with this setting (see Table 13-1).

AUX OUTPUT #3 CNA#12 CNB#8 CNA#10 CNA#20
[Level]
HIGH BEEPS LOW LOW

When is there a SR When in: When the When the truck is
request down to 1) Wire acquisition automatic request not locked on.
2.5Km/h: 2) Losing path is active It turns High when
1) Wire acquisition 3) Losing straight the truck is locked
0
2) Manual mode on 4) Alarms on
the wire
3) Losing path
4) Losing straight
LOW BEEPS LOW LOW

When there is a When in: When the When the truck is
SR request down 1) Wire acquisition automatic request not locked on.
to 2.5Km/h: 2) Losing path is active It turns High when
1
the wire
3) Losing path
4) Losing straight
LOW BEEPS LOW LOW

When the When in: When the When the truck is
automatic request 1) Wire acquisition automatic request not locked on.
2 is active. Frozen 2) Losing path is active It turns High when
when alarmed. 3) Losing straight the truck is locked
4) Alarms on
LOW FLASHING LOW LOW

When there is a When in: When there is a When there is a
SR request down 1) Wire acquisition SR request down SR request down
to 2.5Km/h: 2) Alarms to 0.8 Km/h: to 0 Km/h:
1) Wire acquisition 1) Wire acquisition 1) Steered wheel is
3
2) Manual mode on ON in REV side first not in the
the wire When locked on commanded
3) Losing path position yet
4) Losing straight
HIGH BEEPS LOW LOW

When there is a When in: When the When the truck is
SR request down 1) Wire acquisition automatic request not locked on.
to 2.5Km/h: 2) Losing path is active It turns High when
the wire
3) Losing path
4) Losing straight
4-9 5) High Steered
wheel angle in
manual mode:
Level4=8°
Level5=10°
Level6=13°
Level7=18°
Level8=23°
Level9=30°
Table 13-1

13.4.2 Config menu “ADJUSTMENTS” functions list
To enter the CONFIG MENU it is necessary to push in the same time the right side
top and left side top buttons. Then roll until the ADJUSTMENTS item appears on the
hand set display. Push the ENTER button (see the Figure 13–4 below).
EPSWG S P1.93
1) Opening Zapi Menu 48V 50A 00000
2) Press Top Left & Right Buttons to enter % ' %

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

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

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

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

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

the adjustment ' ' %
SET SAT. FREQ.

110HZ
' ' '

11) Press OUT ' % '
' % '
12) Press ENTER to confirm ' ' '
13) Repeat the same from 5 to 12 points for the
other adjustments
Figure 13–4

1) ADJUSTMENT #01
This setting is used to acquire the motor resistance (see 14.1).
2) SET CURRENT
This setting is factory adjusted to calibrate the ADJUSTMENT #3 and #4 below.
3) ADJUSTMENT #2
Motor resistance in milliohms. This is the resistance of the motor measured
between two motor terminals. The motor resistance may be either self-acquired
with the procedure 14.1 or may be set by rolling up or down this adjustment.
4) ADJUSTMENT #3
(Factory adjusted). Parameter to compensate for the gain of the current
amplifier in phase U.
5) ADJUSTMENT #4
(Factory adjusted). Parameter to compensate for the gain of the current
amplifier in phase W.
6) SET BATTERY TYPE

Set this adjustment to the nominal battery voltage. Pay attention, never set SET
BATTERY TYPE higher than 36V for a 24/36V controller; never set SET
BATTERY TYPE lower than 48V for a 48/80V controller.
7) SET SAT. FREQ.

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

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

(Factory adjusted). This is the self-acquired offset value of the stepper motor
line connected to CNB#3. The default value is 2.500mV and can be re-acquired
by rolling the DEBUG OUTPUT to 0 (see 13.4.6.21).
12) AUX VOLTAGE #2

(Factory adjusted). This is the self-acquired offset value of the stepper motor
line connected to CNB#9. The default value is 2.500mV and can be re-acquired
by rolling the DEBUG OUTPUT to 0 (see 13.4.6.21).
13) MAX MANUAL ANG

The steered wheel angle may be limited between SET MAX ENC and SET MIN
ENC by setting the option LIMIT DEVICE to On. Eps-ac WG permits to have
different limiting angles between manual mode and Wire Guided mode. In
particular it is possible to set the manual mode limits to a percentage of the Wire
Guided limits. MAX MANUAL ANG set the limiting angle (in the direction with
FEEDBACK ENC higher than 2.5V) to a percentage less-equal than 100% of
the Wire Guided mode limit (see special notes in paragraphs 11.1 or 11.2).
14) MIN MANUAL ANG

The steered wheel angle may be limited between SET MAX ENC and SET MIN
ENC by setting the option LIMIT DEVICE to On. Eps-ac WG permits to have
different limiting angles between manual mode and Wire Guided mode. In
particular it is possible to set the manual mode limits to a percentage of the Wire
Guided limits. MIN MANUAL ANG set the limiting angle (in the direction with
FEEDBACK ENC lower than 2.5V) to a percentage less-equal than 100% of the
Wire Guided mode limit (see special notes in paragraphs 11.1 or 11.2)).
15) SET MIN ENCODER

(Versions without FB POT only). This adjustment is used to self-acquire the
encoder counting corresponds to the limiting position having the FEEDBACK
ENC reading lower than 2.5V (typically -90 degrees). If the option LIMIT
DEVICE is set On and the truck is acquiring the wire, the steered wheel angle
will be limited when the FEEDBACK ENC reading reaches the SET MIN
ENCODER value (0Vdc). In manual mode the angle will be limited prior to
match the SET MIN ENCODER value (see 13.4.2.23).
16) SET MAX ENCODER

(Versions without FB POT only). This adjustment is used to self-acquire the
encoder counting corresponds to the limiting position having the FEEDBACK
ENC reading higher than 2.5V (typically +90 degrees). If the option LIMIT
DEVICE is set On and the truck is acquiring the wire, the steered wheel angle
will be limited when the FEEDBACK ENC reading reaches the SET MAX
ENCODER value (5Vdc). In manual mode the angle will be limited prior to
match the SET MAX ENCODER value (see 13.4.2.22).
17) SET MIN FB POT

(Versions with FB POT only). This adjustment is used to self-acquire (see 11.3
and 11.4) the feedback pot value and the encoder counting corresponds to the
limiting position having the FEEDBACK POT reading lower than 2.5V (typically -
90 degrees). If the option LIMIT DEVICE is set On and the truck is acquiring the
wire, the steered wheel angle will be limited when the FEEDBACK POT reading
is lower than SET MIN FB POT value. In manual mode the angle will be limited
prior to match the SET MIN FB POT value (see 13.4.2.23).
18) SET MAX FB POT

(Versions with FB POT only). This adjustment is used to self-acquire (see 11.4
and 11.3) the feedback pot value and the encoder counting corresponds to the
limiting position having the FEEDBACK POT reading higher than 2.5V (typically
+90 degrees). If the option LIMIT DEVICE is set On and the truck is acquiring
the wire, the steered wheel angle will be limited when the FEEDBACK POT
reading is higher than SET MAX FB POT value. In manual mode the angle will
be limited prior to match the SET MAX FB POT value (see 13.4.2.22).
19) ZERO SP POT

(RTC version only). This adjustment is used to self-acquire (see 12.1.3 and
112.2.4) the voltages on the twin potentiometers when the steer handle is
released in its straight ahead position. Just push the enter button with a
released steer handle to record the new ZERO SP POT value.
20) SET STEER 0-POS

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

Although SET STEER 0-POS was correctly set, it is possible the truck runs
parallel but not centered in REV direction first and wire guided mode. This offset
can be compensated through this adjustment (see 12.1.5 Step9). This setting is
used only for the Wire Guided mode REV direction first.
WG REV OFFSET may be rolled up or down in 20mV steps.

13.4.3 Config menu “SET MODEL” 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 MODEL item appears on the
hand set display. Push the ENTER button (see the Figure 13–45 below).
EPSWG S P1.93
2) Press Top Left & Right Buttons to enter % ' %

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

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

the desired parameter is reached % ' '
AUT REQ TYPE.

7) The desired parameter is appears LEVEL= 0
8) Press SET UP or SET DOWN button to modify ' ' %

the adjustment ' ' %
AUT REQ TYPE.

LEVEL=1
' ' '

9) Press OUT ' % '
' % '
10) Press ENTER to confirm ' ' '
11) Repeat the same from 5 to 10 points for the
other adjustments
Figure 13–5

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

configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
The feedback sensor is not strictly necessary in open loop
configuration; in spite of that, this setting specifies the
feedback sensor is present and it will be used for the
automatic function (AUTC or WG), maximum angle
limitation, detection of the locked motor and to perform the
alignment at the rest position (see 13.4.1.7 LOCK IDLE
STEER).
The FEEDBACK DEVICE option (see 13.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL1: Twin pot with feedback sensor. This is a closed loop
configuration. The twin pot supplies the commanded position
for the steered wheel. The feedback sensor is mandatory to
close the loop with the commanded position. The twin pot is
a double potentiometer with complementary action (see
4.4.2).
- LEVEL 2: Via CAN demanded-speed with feedback sensor. This is
an open loop configuration. A remote unit provides the
wished steering motor speed via CAN Bus. The feedback
sensor is not strictly necessary in open loop configuration; in
spite of that, this setting specifies the feedback sensor is
present and it will be used for the automatic function (AUTC
or WG), maximum angle limitation, detection of the locked
motor and to perform the alignment at the rest position (see
13.4.1.7 LOCK IDLE STEER). The FEEDBACK DEVICE
option (see 13.4.1.3) specifies which kind of feedback sensor
is adopted.
- LEVEL 3: Via CAN demanded-position with feedback sensor. This
is an closed loop configuration. A remote unit provides the
commanded position for the steered wheel via CAN Bus.
The feedback sensor is mandatory to close the loop with the
commanded position.
- LEVEL 4: Stepper motor without feedback sensor. This is an open
loop configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
As the feedback sensor is not strictly necessary in open loop
mode, it is possible to work without feedback sensor at all.
With this choice, the automatic functions are inhibited
(neither the AUTC nor the WG function is possible). In spite
of that, when LIMIT DEVICE is On, the feedback sensor is
expected to perform the secondary functions of maximum
angle limitation, detection of the locked motor and to perform
the alignment at the rest position (see 13.4.1.7 LOCK IDLE
STEER). When LIMIT DEVICE is On, the FEEDBACK

DEVICE option (see 13.4.1.3) specifies which kind of
feedback sensor is adopted for the secondary functions.
- LEVEL 5: Single pot with feedback sensor. This is an closed loop
configuration. The single pot supplies the commanded
position for the steered wheel. The feedback sensor is
mandatory to close the loop with the commanded position.
This choice is just for testing a prototype before to gather a
twin pot; we strongly advice against using this configuration
for the field production. The FEEDBACK DEVICE option
(see 13.4.1.3) specifies which kind of feedback sensor is
adopted.
- LEVEL 6: Via CAN demanded speed without feedback sensor. This
is an open loop configuration. A remote unit provides the
wished steering motor speed via CAN Bus. As the feedback
sensor is not strictly necessary in open loop mode, it is
possible to work without feedback sensor at all. With this
choice, the automatic functions are inhibited (neither the
AUTC nor the WG function is possible). In spite of that, when
LIMIT DEVICE is On, the feedback sensor is expected to
perform the secondary functions of maximum angle
limitation, detection of the locked motor and to perform the
alignment at the rest position (see 13.4.1.7 LOCK IDLE
STEER). When LIMIT DEVICE is On, the FEEDBACK
DEVICE option (see 13.4.1.3) specifies which kind of
feedback sensor is adopted for the secondary functions.
In the above list, the configurations with the command via CAN Bus may be
developed only if the communication protocol between eps-ac WG and remote
unit is known.
2) AUT REQ TYPE

Level 0 to 9. This setting specifies the type of the automatic request.
- LEVEL 0: No automatic request (no automatic function foreseen).

- LEVEL 1: Automatic mode is requested via CAN Bus (the function
between AUTC and WG is specified via CAN Bus too).
- LEVEL 2: AUTC mode is requested via CAN Bus (WG is not foreseen).
- LEVEL 3: Redundant AUTC request: via CAN Bus and with CNB#10
low.
- LEVEL 4: Redundant AUTC request: via CAN Bus and with CNB#10
high.
- LEVEL 5: WG requested with CNB#10 low.
- LEVEL 6: WG requested with CNB#10 high.
- LEVEL 7: AUTC requested with CNB#10 low.
- LEVEL 8: AUTC requested with CNB#10 high.
- LEVEL 9: AUTC requested with CNB#10 low & CNB#6 low. WG
requested with CNB#10 low & CNB#6 high.
The settings 0 and from 5 to 8 are already handled in the SW: the settings
supported via CAN Bus may be developed only if the communication protocol
between eps-ac WG and remote unit is known.
3) CONNECTED TO
It assumes a number between 0 to 255. This setting is used to (virtually)
connect the hand-set to a remote unit CAN Bus connected. With the hand-set
connected to the eps-ac WG it is possible to communicate with a remote Zapi
unit. Every Zapi unit has its own identification number (e.g. eps-ac WG is 6;
traction controller is 2; pump controller is 1; smart antenna is 11).
By setting CONNECTED TO to 2, the hand set will be virtually connected to the
traction controller.
By setting CONNECTED TO to 11, the hand set will be virtually connected to a
smart antenna (which one depends on the MODEL TYPE setting).
4) MODEL TYPE
It assumes a number between 0 to 255. This setting is used to specify which
one antenna must be virtually connected to the hand-set.
MODEL TYPE to 0 (together with CONNECTED TO to 11) connects the hand
set to the FWD antenna.
MODEL TYPE to 1 (together with CONNECTED TO to 11) connects the hand
set to the REV antenna.

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

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

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

Display LEVEL = 0
8) When desired Parameter appear, it’s possible

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

11) The Display asks: “ARE YOU SURE?” YES=ENTER
NO=OUT
12) Press ENTER to accept the changes, or press ' ' '
OUT to discard them. ' % '
MAIN MENU
13) The Display will show PARAMETER CHANGE
Figure 13–6

1) SPEED LIMIT
(Stepper Motor version only). Level 0 to 9. It determines the scaling factor
between the speed of the steering wheel and the speed of the steering motor
but only when the steering wheel is fast turning. By increasing the SPEED LIMIT
value, the steering motor speed increases too. In practice, it sets the maximum
motor speed when the steering wheel is fast turning.
2) SENSITIVITY
(Stepper Motor version only). Level 0 to 9. It determines the scaling factor
between the speed of the steering wheel and the speed of the steering motor
but only when the steering wheel is slow turning. By increasing the
SENSITIVITY value, the steering motor speed increases too. In practice, it
changes the sensitivity of the steering wheel when it is slow turning.
3) CREEP SPEED
Level 0 to 9. It sets a minimum amount of motor torque when the steering motor
is slow turning. It is useful (together with the ANTIROLLBACK parameter see
13.4.4.12) to neutralize the recall torque generated by the elastic tyre on the
steered wheel.
4) AUX FUNCTION #3
(Stepper Motor version only). Level 0 to 9. This setting performs the Dynamic
Numbness compensation: it consists of a reduction in the steer sensitivity when
the truck is driving at high speed. To get this goal, it is necessary to attenuate
the scaling factor between the speed of the steering wheel and the speed of the
steering motor. AUX FUNCTION #3 does that but only when the steering wheel
is fast turning. This attenuation must be proportional to the drive speed. At full
drive speed the attenuation of the scaling factor is maximum.
AUX FUNCTION #3 to Level 0 means no attenuation of the scaling factor with
the truck speed.
AUX FUNCTION #3 to Level 9 means maximum attenuation of the scaling
factor with the truck speed.
Obviously, to perform the Dynamic Numbness compensation, it is necessary to
know the drive speed and so the eps-ac WG must be CAN Bus connected.
5) AUX FUNCTION #2
(Stepper Motor version only). Level 0 to 9. This setting performs the Dynamic
Numbness compensation: it consists of a reduction in the steer sensitivity when
the truck is driving at high speed. To get this goal, it is necessary to attenuate
the scaling factor between the speed of the steering wheel and the speed of the
steering motor. AUX FUNCTION #2 does that but only when the steering wheel
is slow turning. This attenuation must be proportional to the drive speed. At full
drive speed the attenuation of the scaling factor is maximum.
AUX FUNCTION #2 to Level 0 means no attenuation of the scaling factor with
the truck speed.
AUX FUNCTION #2 to Level 9 means maximum attenuation of the scaling
factor with the truck speed.
Obviously, to perform the Dynamic Numbness compensation, it is necessary to
know the drive speed and so the eps-ac WG must be CAN Bus connected.
6) KP
Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for
RTC and AUTC functions. The proportional contribution is applied to the
difference between the commanded position and the real position (steered
wheel angle). The accuracy of the pursuing between commanded and real
position increases if KP increases. It is used in closed loop applications but not
in WG mode. In WG mode KP is replaced with two proportional contributes: WG
FWD GAIN and WG REV GAIN.
7) KP FINE
Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for
RTC, AUTC and WG functions. The proportional contribution is applied to the
difference between the commanded position and the real position (steered
position increases if KP FINE increases. KP FINE is used only for closed loop
applications (including the WG function).
8) PURSUIT RAMP
Level 0 to 9. It is used only for closed loop applications (AUTC, RTC and WG
mode). This parameter reduces the steering motor speed during the pursuing at
the commanded position. Typically it is set to level 9 (no motor speed
reduction).
9) DESENSITIVITY
Level 0 to 9. It is used only for closed loop applications (AUTC, RTC and WG
mode). We saw the steering motor speed can be reduced during the pursuing at
the commanded position with the PURSUIT RAMP parameter. It can be further
reduced, in a narrow window around the commanded position, with
DESENSITIVITY parameter. Typically it is set to level 9 (no motor speed
reduction).
10) COMPENSATION
Level 0 to 2. This parameter applies a compensation for the drops in the motor
connections to have a real Emf/f control law.
- LEVEL 0: No compensation.
- LEVEL 1: Compensate the drop on power mosfets and cables.
- LEVEL 2: Compensate the drop on power mosfet, cables and motor
resistance.
COMPENSATION to LEVEL 2 is strongly suggested (the correct setting of the
motor resistance is required when COMPENSATION is set to LEVEL 2-see
14.1).
11) AUXILIARY TIME

Defines the time, after the steer handle is released and the travel demand
deactivated, for which the stand still torque is applied.
- LEVEL 0: No stand still torque.

- LEVEL 1: Brief application of the stand still torque (about 6secs).
- LEVEL 9: Long application of the stand still torque (about 90secs).
Intermediate levels are for proportionally increasing auxiliary time. The stand still
torque reduces with a ramp from the ANTIROLLBACK value down to zero with a
delay specified with this setting.
12) ANTIROLLBACK
Adjusts the standstill torque after the steer handle is released and the travel
demand deactivated. It is in percentage of the maximum current. Injecting a
continuous current in the motor generates the stand still torque. It is useful
(together with the CREEP SPEED parameter see 13.4.4.3) to neutralize the
recall torque generated by the elastic tyre on the steered wheel.
13) 1ST ANGLE COARSE
(RTC version only). This parameter regulates in coarse steps the maximum
steered wheel angle in the direction where FEEDBACK ENC is higher than
2.5V. It is used in closed loop application only (RTC) and it is a scaling factor
between the SET POINT POT reading and the FEEDBACK ENC reading.
By increasing this parameter, the maximum steered wheel angle increases too.
The maximum angle in RTC should be regulated in feedforward way by properly
adjusting these angle settings. (i.e. in open loop application the angle is limited
through the settings MIN and MAX MANUAL ANGLE with LIMIT DEVICE to On
when FEEDBACK ENC overtakes the limits. In closed loop we can set MIN and
MAX MANUAL ANG to 100% and the angle limitation will be carried out in a
more narrow range with the 1ST and 2ND ANGLE settings).
14) 1ST ANGLE FINE

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

(RTC version only). This parameter regulates in coarse steps the maximum
steered wheel angle in the direction where FEEDBACK ENC is lower than 2.5V.
It is used in closed loop application only (RTC) and it is a scaling factor between
the SET POINT POT reading and the FEEDBACK ENC reading.
The maximum angle in RTC should be regulated in feedforward way by properly
adjusting these angle settings. (i.e. in open loop application the angle is limited
through the settings MIN and MAX MANUAL ANGLE with LIMIT DEVICE to On
when FEEDBACK ENC overtakes the limits. In closed loop we can set MIN and
MAX MANUAL ANG to 100% and the angle limitation will be carried out in a
more narrow range with the 1ST and 2ND ANGLE settings).
16) 2ND ANGLE FINE

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

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

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

13.4.5 Zapi menu “HARDWARE SETTINGS” functions list
To enter this Zapi hidden menu a special procedure is required. Ask, this procedure,
directly to a Zapi technician.
1) MAXIMUM CURRENT
MAXIMUM CURENT sets the limit for the current in the controller.
2) CAN BUS
ABSENT or PRESENT. This setting specifies whether the eps-ac WG is CAN
Bus connected or not. When CAN BUS is ABSENT, the CAN BUS KO alarm is
inhibited together with any starting sequence used to synchronize via CAN Bus
the eps-ac WG with the other controllers.
3) SET HI RESOL AD
When it is set to Level 2, enables a analog to digital feedback pot conversion
with high resolution (4096 steps). Level 0 means the high resolution AD
conversion is inhibited. Level 1 is not used.
4) TOGGLE SW LEVEL
On or Off. At the initial alignment the steered wheel must rotate in a proper
direction to meet the straight ahead toggle switch. If the steered wheel rotates in
the opposite direction, it is necessary to reverse the TOGGLE SWITCH level. In
practice this parameter sets the correspondence between the level of the toggle
switch (CNB#12) and the direction (sign) of the frequency (speed) in the motor.
5) STD ORIENTED ANT

On or Off.
STD ORIENTED ANT must be set ON if the antennas are mounted following
Figure 4-12.
STD ORIENTED ANT must be set OFF if the antennas are mounted following
Figure 4-13.

13.4.6 Zapi menu “SPECIAL ADJUSTMENT” functions list
To enter this Zapi hidden menu a special procedure is required. Ask, this procedure,
directly to a Zapi technician.
1) WG FWD GAIN
Level 0 to 9. It is used to set the proportional contribution to a PID algorithm in
WG mode and FWD direction only. The proportional contribution is applied to
the difference between the commanded position (position error coming from the
FWD antenna) and the real position (steered wheel angle). The accuracy of the
pursuing between commanded and real position increases if WG FWD GAIN
increases.
2) WG FWD POT
Level 0 to 9. It is a scaling factor applied to the FEEDBACK ENC value in WG
mode FWD direction only. This scaling factor reduces when WG FWD POT
increases. To close the loop, the position error coming from the FWD antenna is
compared with the FEEDBACK ENC value after the scaling with WG FWD POT.
As consequence, when the scaling factor is low also the weight of the
FEEDBACK ENC is low and a wider steered wheel angle is required to close
the loop.
As a thumb rule, WG FWD POT sets the amplitude of the steered wheel angle
required to neutralize a certain position error in the FWD antenna. In practice,
when WG FWD POT is low, the steered wheel angle makes very short
correction to pursuit the commanded position coming from the FWD antenna;
when WG FWD POT is high, the steered wheel angle makes large correction to
pursuit the commanded position coming from the FWD antenna.
3) WG REV GAIN
Level 0 to 9. It is used to set the proportional contribute to a PID algorithm in
WG mode and REV direction only. The proportional contribution is applied to the
difference between the commanded position (position error coming from a
combination between REV and FWD antennas) and the real position (steered
position increases if WG REV GAIN increases.
4) WG REV POT
Level 0 to 9. It is a scaling factor applied to the FEEDBACK ENC value in WG
mode REV direction only. This scaling factor reduces when WG REV POT
increases. To close the loop, the position error coming from a combination
between REV and FWD antenna is compared with the FEEDBACK ENC value
after the scaling with WG REV POT. As consequence, when the scaling factor is
low, also the weight of the FEEDBACK ENC is low and a wider steered wheel
angle is required to close the loop.
As a thumb rule, WG REV POT sets the amplitude of the steered wheel angle
required to neutralize a certain position error in the antennas. In practice, when
WG REV POT is low, the steered wheel angle makes very short correction to
pursuit the commanded position coming from the antennas; when WG REV
POT is high, the steered wheel angle makes large correction to pursuit the
commanded position coming from the antennas.
5) WG REV ANT
Level 0 to 9. In WG mode REV direction only, the commanded position is a
combination between REV and FWD antenna. In this combination, the scaling
factor for the FWD antenna is set with WG REV ANT. This scaling factor

increases with the setting WG REV ANT in the range 0 to 0.8. When WG REV
ANT is low, also the contribution of the FWD antenna to the position error is low:
as consequence the truck makes wide waves on the wire in the steered wheel
side because it is insensitive to the FWD antenna error. When WG REV ANT is
high, the contribution of the FWD antenna to the position error is high: as
consequence the waves in the steered wheel side are attenuated because it is
sensitive to the FWD antenna error. Obviously you have to pay something for
that: in fact the waves in the REV antenna side increases when WG REV ANT
increases.
At last, let me underline that care must be taken in order the contribution of the
FWD antenna never overcomes the contribution of the REV antenna in WG
mode REV direction. To avoid this risk, the FWD antenna is weighed with a
scaling factor in the range 0 to 0.8 (depending on WG REV ANT), meanwhile
the REV antenna is weighed with a scaling factor equal to 1. Unfortunately, the
asymmetries in the truck frame, could distort the signals from the antenna giving
more weight to the FWD antenna infringing the above rule. To reduce the risk
lower value for WG REV ANT are preferred.
6) LAG FB REGULAT
Level 0 to 9. It is used to set the integral (lag) contribution to a PID algorithm for
RTC, AUTC and WG functions. The integral contribution is applied to the
FEEDBACK ENC value only. It works like a low pass filter to get smooth the
pursuing next to the commanded position. The derivative (lead) contribution
generates dither that is possible to reduce by increasing this adjustment.
Obviously lag and lead regulations influence the stability of the closed loop and
so different setting must be empirically tried to avoid oscillations.
- LEVEL 0: lowest lag contribution (high cut off frequency low pass filter).
- LEVEL 9: highest lag contribution (low cut off frequency low pass filter).
7) LEAD FB REGULAT
Level 0 to 9. It is used to set the derivative (lead) contribution to a PID algorithm
for RTC, AUTC and WG functions. The derivative contribution is applied to the
FEEDBACK ENC value only. High LEAD FB REGULAT value brakes the
steering motor in advance respect to the commanded position so avoiding the
overshooting of the commanded position. On the other side generates damping
and dither, close to the commanded position. Obviously lag and lead regulations
influence the stability of the closed loop and so different setting must be
empirically tried to avoid oscillations.
- LEVEL 0: lowest lead contribution (overshooting is favourite).

- LEVEL 9: highest lead contribution (damping is favourite).
8) AXLE DISTANCE CM
This adjustment specifies the distance between the axle of the load wheel and
the axle of the steered wheel (used in acquisition mode REV direction only-see
Figure 11-1). AXLE DISTANCE CM=200 means 2meters.
9) FWD DISPLAC CM
This adjustment specifies the distance between the FWD antenna barycenter
and the axle of the steered wheel (used in acquisition mode FWD direction
only). The distance is positive if the FWD antenna is mounted in front of the
steered wheel; it is negative if the antenna is behind the steered wheel (see
Figure 11-1). FWD DISPLAC CM=20 means 20cm.

10) REV DISPLAC CM
This adjustment specifies the distance between the REV antenna barycenter
and the axle of the load wheel (used in acquisition mode REV direction only).
The distance is positive if the REV antenna is mounted externally respect to the
load wheel; it is negative if the antenna is behind the load wheel (see figure 11-
1). REV DISPLAC CM=20 means 20cm
11) SMOOTH FWD ACQ

This adjustment is used in acquisition mode FWD direction only. When the truck
converges on the wire and the FWD antenna senses the field, the steered wheel
rotates to direct the truck toward the line of the wire. As consequence, the
FWD antenna crosses and overshoots the wire before it comes back to align the
truck with it. It is possible to adjust the amplitude of this overshooting with
SMOOTH FWD ACQ. The larger the FWD antenna crosses the wire the shorter
the time it takes to turn lock-on mode.
- LEVEL 0: Small FWD antenna overshoot.

- LEVEL 9: Wide FWD antenna overshoot.
12) SMOOTH REV ACQ

(Level 0 is suggested). This adjustment is used in acquisition mode REV
direction only. When the truck converges on the wire and the REV antenna
senses the field, the steered wheel rotates to direct the truck toward the line of
the wire. As consequence, the REV antenna crosses and overshoots the wire
before it comes back to align the truck with it. It is possible to adjust the
amplitude of this overshooting with SMOOTH REV ACQ.
- LEVEL 0: Small REV antenna overshoot (suggested).

- LEVEL 9: Wide REV antenna overshoot
13) MAX ANG LOCK ON

This adjustment limits the steered wheel angle when the truck is travelling lock-
on on the wire. This angle limitation is done in feedforward way (i.e. by limiting
the wished steered wheel angle). MAX ANG LOCK ON sets the positive limit for
the steered wheel angle (FEEDBACK ENC higher than 2.5V). Angle
measurement uses the difference SET MAX ENC – SET MIN ENC
corresponding to 180 degrees. (When the feedback potentiometer is present the
angle measurement uses the difference SET MAX FB POT – SET MIN FB POT
corresponding to 180 degrees).
- LEVEL 0: Steered wheel angle limited to +0.75 degrees

- LEVEL 1: Steered wheel angle limited to +1 degrees
A LOSING STRAIGHT warning, raising a speed reduction request (see Table

12-1), occurs when the steered wheel angel overtakes 1.5 times the above limit.
An ANGLE alarm, cutting off the truck (see Table 12-1), occurs when the
steered wheel angel overtakes 2 times the above limit.

14) MIN ANG LOCK ON
This adjustment limits the steered wheel angle when the truck is travelling lock-
on on the wire. This angle limitation is done in feedforward way (i.e. by limiting
the wished steered wheel angle). MIN ANG LOCK ON sets the negative limit for
the steered wheel angle (FEEDBACK ENC less than 2.5V). Angle measurement
uses the difference SET MAX ENC – SET MIN ENC corresponding to 180
degrees. (When the feedback potentiometer is present the angle measurement
uses the difference SET MAX FB POT – SET MIN FB POT corresponding to
180 degrees).
- LEVEL 0: Steered wheel angle limited to -0.75 degrees

- LEVEL 1: Steered wheel angle limited to -1 degrees
A LOSING STRAIGHT warning, raising a speed reduction request (see Table

12-1), occurs when the steered wheel angel overtakes 1.5 times the above limit.
An ANGLE alarm, cutting off the truck (see Table 12-1), occurs when the
steered wheel angel overtakes 2 times the above limit.
15) MAX FWD ERR

This adjustment handles a continuous monitoring of the FWD antenna lateral
drift (SIDE ERROR FWD) when the truck is travelling lock-on mode. MAX FWD
ERR limits the positive drift for SIDE ERROR FWD. When the SIDE ERROR
FWD overcomes the limit value showing in the next list, an alarm occurs:
- LEVEL 0: SIDE ERROR FWD limited to +24mm

When SIDE ERROR FWD overtakes the positive limit specified with this setting,
a LATERAL OUT alarm occurs.
When SIDE ERROR FWD overtakes 0.75 times the positive limit specified with
this setting, a LOSING PATH warning occurs.
When all the adjustments MAX FWD ERR, MIN FWD ERR, MAX REV ERR and
MIN REV ERR are to Level 9, the LATERAL OUT alarm is masked.
16) MIN FWD ERR

This adjustment handles a continuous monitoring of the FWD antenna lateral
drift (SIDE ERROR FWD) when the truck is travelling lock-on mode. MIN FWD
ERR limits the negative drift for SIDE ERROR FWD. When the SIDE ERROR
FWD overcomes the limit showing in the next list, an alarm occurs:

- LEVEL 0: SIDE ERROR FWD limited to -24mm
When SIDE ERROR FWD overtakes the negative limit specified with this
setting, a LATERAL OUT alarm occurs.
When SIDE ERROR FWD overtakes 0.75 times the negative limit specified with
17) MAX REV ERR

This adjustment handles a continuous monitoring of the REV antenna lateral
drift (SIDE ERROR REV) when the truck is travelling lock-on mode. MAX REV
ERR limits the positive drift for SIDE ERROR REV. When the SIDE ERROR
REV overcomes the limit value showing in the next list, an alarm occurs:
- LEVEL 0: SIDE ERROR REV limited to +24mm

When SIDE ERROR REV overtakes the positive limit specified with this setting,
When SIDE ERROR REV overtakes 0.75 times the positive limit specified with
18) MIN REV ERR

This adjustment handles a continuous monitoring of the REV antenna lateral
drift (SIDE ERROR REV) when the truck is travelling lock-on mode. MIN REV
ERR limits the negative drift for SIDE ERROR REV. When the SIDE ERROR
REV overcomes the limit value showing in the next list, an alarm occurs:
- LEVEL 0: SIDE ERROR REV limited to -24mm

When SIDE ERROR REV overtakes the negative limit specified with this setting,
When SIDE ERROR REV overtakes 0.75 times the negative limit specified with
19) HIGH ADDRESS

Zapi reserved.
20) SET TEMPERATURE

Factory adjusted.
21) DEBUG OUTPUT

This adjustment is used to temporary change the configuration or inhibit some
diagnosis to aid the troubleshooting. Take care to set DEBUG OUTPUT to Level
15 after finishing the troubleshooting.
- LEVEL 0: Self-acquisition of the stepper motor offsets (see 13.4.2.20-

21) in open loop application. It switches automatically to the
default Level 15 after the self-acquisition.
- LEVEL 1-8: Zapi reserved
- LEVEL 9: Enables the lock-on mode alarms test (see 14.3). It switches
automatically to the default Level 15 recycling the key.
- LEVEL 10: Enables the NO LOAD CURRENT test (see 13.4.2.19). Roll
from level 10 to level 15 and save the new setting to exit this
testing condition.
- LEVEL 11: Disables the alarms FB POT LOCKED, MOTOR LOCKED
and POSITION ERROR (the latest only for FB ENC &
Toggle Switches configuration) till a new DEBUG OUTPUT
hand setting.
- LEVEL 12: Zapi reserved
- LEVEL 13: Reading SET POINT POT in the tester menu is connected to
the 2nd wiper of the twin (command) pot (CPOC2 on
CNB#9).
- LEVEL 14: Disables the alarms FB POT LOCKED, MOTOR LOCKED
and POSITION ERROR (the latest only for FB ENC &
TOGGLE SWs configuration). It switches automatically to the
default Level 15 recycling the key
- LEVEL 15: Default value (no special functions activated)

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

Voltage value with 2 decimal digit. Measurement of the potentiometer connected
to CNB#3 (CPOC1). Switch DEBUG OUTPUT to level 13 to get CNB#9
(CPOC2) on this reading (see 13.4.6.21).
3) FEEDBACK POT
Voltage value with 2 decimal digit. Measurement of the feedback potentiometer
connected to CNA#11 (CPOT).
4) FEEDBACK ENC
Voltage value with 2 decimal digit. Measurement (scaled in the range 0 to 5Vdc)
of the position of the feedback encoder connected to CNA#16 and CNA#17.
5) TEMPERATURE
Degrees. Temperature of the controller base plate.
6) MOTOR TEMPERATURE
Degrees. Temperature of the motor windings measured with the thermal sensor
inside the motor and connected to CNA#18.
7) FREQUENCY
Herz value with 2 decimal digit. This is the frequency applied to the steering
motor.
8) SAT. FREQ HZ
Herz value with 2 decimal digit. This is a real time magnetic flux measurement:
Vbattery/ SAT. FREQ HZ provides real time the linked flux in the motor. The flux
in the motor is modulated from 75% to 100% of the maximum flux.
The maximum flux is Vbattery/SET SAT FREQ.
The minimum flux is Vbattery/(1.33*SET SAT FREQ). When the motor is
loaded, SAT. FREQ HZ is equal to SET SAT FREQ; when the motor is
lightened the flux reduces and SAT. FREQ HZ increases up to 1.33*SET SAT
FREQ.
9) MOTOR VOLTAGE
It is a percentage. 100% means the sine waves in the motor have the maximum
PWM amplitude.
10) MOTOR CURRENT

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

Herz value with 2 decimal digit. This is the speed of the motor measured with

the encoder on the motor shaft.
12) ENDSTROKE CW
Provides real time the active state (ON) or not of the CW toggle switch
(connected to CNB#12). It is On when CNB#12 is low (see 8.7).
13) ENDSTROKE ACW

Provides real time the active state (ON) or not of the CCW toggle switch
(connected to CNB#6). It is On when CNB#6 is low (see 8.7).
14) CW LIMIT LEVEL

When LIMIT DEVICE is set On, and the feedback sensor overtakes SET MAX
ENC (or SET MAX FB POT), the steered wheel angle will be limited and CW
LIMIT LEVEL turns ON (active).
15) ACW LIMIT LEVEL

When LIMIT DEVICE is set On, and the feedback sensor is lower than SET MIN
ENC (or SET MIN FB POT), the steered wheel angle will be limited and ACW
LIMIT LEVEL turns ON (active).
16) AUTOMATIC REQ

Provides real time the state of the automatic request input (CNB#10). The
CNB#10 active level for the automatic request depends on the setting AUT REQ
TYPE in set model menu.
AUTOMATIC REQ is On when CNB#10 assumes the active level.
AUTOMATIC REQ is Off when CNB#10 assumes the not active level.
17) MM ALARM SWITCH

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

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

It provides the state of the travel demand for driving the truck. This information
is obtained either with the travel demands directly connected to CNA#4 and
CNA#14 or via CAN Bus (depending by the state of the CAN BUS setting see
13.4.5.2).
20) HIGH RESOL AD

It turns ON when the feedback pot is processed with a high resolution AD.
21) LOCK ON
It turns ON when the trucks may drive full speed on the wire in WG mode (lock-
on state).
22) REV TRAVEL DIR

It turns ON when the trucks is really driving in the load wheels side direction.
This information is obtained either with the traction SEM field directly connected
to CNA#13 and CNA#3 or via CAN Bus (depending by the state of the CAN
BUS setting see 13.4.5.2).
23) FWD TRAVEL DIR

It turns ON when the trucks is really driving in the steered wheel side direction.
This information is obtained either with the traction SEM field directly connected
to CNA#13 and CNA#3 or via CAN Bus (depending by the state of the CAN
BUS setting see 13.4.5.2).
24) PATH REV

It turns On when the antenna in the REV side senses the wire.
25) PATH FWD

It turns On when the antenna in the FWD side senses the wire.
26) DISTANCE REV

Centimetres with 1 decimal digit. It provides the measurement in CM of the REV
antenna lateral shift. This is a coarse estimation in a large window (+/-10 cm)
obtained comparing the real time strength of the field with the strength of the
field on the aligned truck.
27) DISTANCE FWD

Centimetres with 1 decimal digit. It provides the measurement in CM of the
FWD antenna lateral shift. This is a coarse estimation in a large window (+/-10
cm) obtained comparing the real time strength of the field with the strength of
the field on the aligned truck.
28) APPR. ANGLE REV

Degrees. It provides the measurement of the incidence angle of the truck
against the wire. This measurement is picked up by the REV antenna and
transferred via CAN Bus to the eps-ac WG.
29) APPR. ANGLE FWD

Degrees. It provides the measurement of the incidence angle of the truck
against the wire. This measurement is picked up by the FWD antenna and
transferred via CAN Bus to the eps-ac WG.
30) SIDE ERROR REV

Millimetres without decimal digit. It provides the measurement in MM of the REV
antenna lateral shift.
31) SIDE ERROR FWD

Millimetres without decimal digit. It provides the measurement in MM of the
FWD antenna lateral shift.

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

When it is possible, the steering motor is controlled sensorless. To get the best
performance in term of the max torque generated, it is necessary to compensate for
the drop in the motor resistance. So the correct value of the motor resistance must
be known.
Eps-ac WG provides a self-acquisition procedure to acquire the motor resistance.
It is just enough to connect the eps-ac WG to the battery, to the motor and to the
wiring in order no alarm occurs. Then:
1) Enter the ADJUSTMENTS menu searching for ADJUSTMENT #1 setting.
2) Turn ADJUSTMENT #1 to Level 1. (A DATA ACQUISITION alarm occurs and a
half Imax DC current is automatically injected in the motor).
3) Wait about 2 secs.
4) Roll ADJUSTMENT #1 back to Level 0.
5) Save the new setting.
With this procedure the resistance between two motor terminals is automatically
measured and recorded (in milliohms) on the ADJUSTMENT #2 (see 13.4.2.12).
It is also possible to adjust the motor resistance value without self-acquisition by
rolling the ADJUSTMENT#2.
The acquisition of the motor resistance should be performed to find the correct value
when developing a new truck prototype; the correct value will be the default setting
for the mass production of that truck.
14.2 Special Debugging and Troubleshooting system

Eps-ac WG provides a special adjustment (DEBUG OUTPUT) to facilitate the
troubleshooting. Some alarms may be due to many different causes that are difficult
to catch. In particular, the alarms in which the steered wheel does not pursuit the
commanded positions (FB POT LOCKED, FB SENSOR LOCK, MOTOR LOCKED,
POSITION ERROR) may be due to a mechanical fault or to a failed sensor or to a
problem in the motor. It is difficult to find the root for the problem in the short time
before the alarm occurs. For this reason the eps-ac WG provides a method to
temporary inhibit these alarms. It is just enough to set the special adjustment
DEBUG OUTPUT to Level 11. Then the steering system works without these alarms
and the service has more time available to analyze the system and to catch the
fault.
Together with this possibility DEBUG OUTPUT provides many other special
functions (that are described in paragraph 13.4.6.21). For example it is possible to
use the hand set to read the voltage from the second twin pot wiper (CPOC2 on
CNB#9) on the reading SET POINT POT of the hand set. It is just enough to turn
DEBUG OUTPUT to level 13.
U Don’t forget to turn DEBUG OUTPUT to Level 15 after finished the test.

14.3 Test of the alarms detection in lock-on
The SW release 1.57 (or higher) handles a procedure to check alarms detection
when the Truck is lock-on in Wire Guided mode.
It works the following:
1) Drive the truck in Wire Guided mode until it is Locked-On.
2) Enter the SPECIAL ADJUSTMENTS menu.
3) Roll for the DEBUG OUTPUT.
4) Turn the DEBUG OUTPUT to Level=9.
Note: the DEBUG OUTPUT to Level=9 automatically switches to Level=15 when
recycling the key.
U ATTENTION: as soon as the DEBUG OUTPUT has turned to Level=9, the

Steering Control enters a Stand-by mode. That means NO MORE
CORRECTION WILL BE APPLIED TO THE STEERING MOTOR till when either
the truck exits the Locked-On mode or the DEBUG OUTPUT exits the Level=9;
when the truck is in Stand-by mode the lock-On alarms detection are still
active.
Then it is possible to check how and when the alarm conditions occur (see
14.3.1 and 14.3.2 below).
14.3.1 Check the ANGLE alarm

When the truck is Locked-On and in Stand-by mode, after 3sec no torque will be
applied to the steering motor. So it is possible, with a limited effort, to move the
steered wheel applying an external torque to the tyre.
When the angle of the steered wheel overtakes the limits, an ANGLE alarm occurs.
You can also experience that, when an alarm occurs, a standing torque
(ANTIROLLBACK) is applied 3sec long to keep the truck direction frozen (this is
possible to do only when the power mosfets are not broken).
You can also experience that, before to raise an ANGLE alarm, a LOSING
STRAIGHT warning occurs with a traction speed reduction effect.
At last, the ANGLE and LOSING STRAIGHT condition should never occur when the
truck is normally working on the wire because a feedforward steered wheel angle
limitation is adopted to keep the steered wheel angle lower than the threshold for the
LOSING STRAIGTH and ANGLE alarm (see 13.4.6.13-14 and Table 12-1).
U ATTENTION: the limits for the ANGLE alarm are not fixed: they depend on the
angle of incidence of the truck. This last is measured with the SIDE ERROR
FWD, SIDE ERROR REV and AXLE DISTANCE CM readings. When the SIDE
ERROR FWD and SIDE ERR REV are not the same value, the angle of
incidence is not null and the limit for the ANGLE alarm is the sum of the
nominal limit (see Table 12-1) and of the angle of incidence.
14.3.2 Check the LATERAL OUT alarm

When the truck is Locked-On and in Stand-by mode, after 3sec no torque will be
applied to the steering motor. So, travelling on the wire in stand-by mode results
in the truck diverges from the centered position.
When the lateral drift of the antenna against the wire overtakes the limits, a
LATERAL OUT alarm occurs. You can also experience that, when an alarm occurs,
a standing torque (ANTIROLLBACK) is applied 3sec long to keep the truck direction
frozen (this is possible to do only when the power mosfet are not broken).
You can also experience that, before to raise a LATERAL OUT alarm, a LOSING
PATH warning occurs with a traction speed reduction effect.

15 EPS-AC WG ALARMS LIST
The ALARMS logbook in the MAIN MENU’ records the alarms of the controller. It
has a FIFO (First Input First Output) structure that means the oldest alarm is lost
when the database is full and a new alarm occurs. The logbook is composed of five
locations getting possible to stack five different types of alarms with the following
information:
1) The alarm code
2) The times that each alarm occurs consecutively
3) The Hour Meter value when the latest event of every alarm occurred
4) The inverter temperature when the latest event of every alarm occurred.
This function permits a deeper diagnosis of problems as the recent history can be
revisited.
The CAN Bus code is the corresponding number with which the alarm is signalled
on the CAN Bus (ID 0x298).
15.1 Main menu “ALARMS” list

To Enter the MAIN MENU’ push the Enter button at the Home Page of the hand set
display and Roll for the ALARMS item. Here is the ALARMS list:
15.1.1 One Blink Alarms

1) MICRO SLAVE KO
CAN Bus Code = 246
- Cause: This alarm occurs if the main uC is detecting a direction of the
stepper motor not matched with the direction of the stepper motor
that the slave uC is detecting.
- Remedy: It is necessary to replace the Controller
2) MICRO SLAVE #4
CAN Bus Code = 221
- Cause: It occurs in one of the following conditions:
1) The main uC sends an analog signal towards the slave uC to
reset the slave uC on demand. When the slave uC detects this
analog signal external to a window from 2.2 to 2.8 and not in the
range to generate the reset on demand, the slave uC raises this
alarm.
2) If the slave uC detects the stator voltage phasor rotates in the
opposite direction respect to the sign of the stepper motor speed,
this alarm occurs (open loop application only).
3) If the slave uC detects the stator voltage phasor rotates in the
opposite direction respect to the commanded position, this alarm
occurs (closed loop application only).
- Remedy: It is necessary to replace the Controller.
3) MICRO SLAVE #8
CAN Bus Code = 212
- Cause: It occurs when the encoder counting of the main uC is not matched
with the encoder counting of the slave uC.

4) MICRO SLAVE
CAN Bus Code = 250
- Cause: It occurs when the information on the status bus between the main
uC and the slave uC is frozen to the 0xFF value (the slave uC
does not update the status bus configuration).
5) INPUT ERROR #1
CAN Bus Code = 99
- Cause: It occurs when the voltage on CNB#1 (NK1: Lower Potential
Terminal of the Safety Contacts (see 8.8)) is higher than 16V
before to turn the safety contacts closed.
- Remedy: When the safety contacts are open, the voltage on CNB#1 is
expected to be close to 0Vdc and this is independent from whether
the safety contacts are connected to a plus battery or to a minus
battery (see 8.8). In the first case (safey contacts connected to a
plus battery), when the safety contacts are open, CNB#1 is
connected to a minus battery through a load. Only a harness
mistake may connect NK1 to a higher than 16V voltage.
6) SERIAL ERR #1
CAN Bus Code = 6
- Cause: Main uC and Slave uC communicate via a local serial interface.
This alarm occurs when the slave uC does not receive the
communication from the main uC through this serial interface.
7) SLAVE COM ERROR

CAN Bus Code = 227
- Cause: Main uC and Slave uC communicate via a local serial interface.
This alarm occurs when the main uC does not receive the
communication from the slave uC through this serial interface.
8) SLAVE WATCH DOG

CAN Bus Code = 226
- Cause: Every 16msec, inside the code cycle, the main uC rises and then
lowers an input for the slave uC (SYNC). When the slave uC
detects no edge for more than 100msec on this input, this alarm
occurs. This is just a watch dog function: when the main uC does
not execute the code cycle it does not update the SYNC signal and
the slave uC cuts off the steer and traction.
9) KM CLOSED
CAN Bus Code = 253
- Cause: This alarm occurs at key on if the slave uC detects the safety
contact, of the main uC, closed prior to be commanded.
- Remedy: This alarm occurs if the connection CNB#7 (K1) is around a
voltage of 16Vdc when switching on the key. In fact, when the
safety contacts are open, K1 is expected being connected to a
battery voltage (not 16V). Search for a harness problem or replace
the controller.

10) KS CLOSED
CAN Bus Code = 254
- Cause: This alarm occurs at key on if the main uC detects the safety
contact, of the slave uC, closed prior to be commanded.
- Remedy: This alarm occurs if the connection CNB#1 (NK1) is around a
voltage of 16Vdc when switching on the key. In fact, when the
safety contacts are open, NK1 is expected being connected to a
minus battery voltage (not 16V). Search for a harness problem or
replace the controller
11) KS OPEN
CAN Bus Code = 252
- Cause: This alarm occurs if the main uC detects the safety contact, of the
slave uC, open when expected being closed.
15.1.2 Two Blinks Alarms

1) HIGH CURRENT
CAN Bus Code = 70
- Cause: This alarm occurs if the circuit to limit via hardware the current in
the motor is always active.
- Remedy: Check the motor is suited to work with the eps-ac WG (not
oversized). Otherwise it is necessary to replace the Controller.
2) POWER FAILURE #1
CAN Bus Code = 73
- Cause: This alarm occurs when the current in the phase U of the motor is
zero and the motor is commanded for moving.
- Remedy: Check the power fuse is OK (see F1 in figure 4-1). Check the
battery positive arrives to the controller. Check the continuity of the
motor cable phase U. Otherwise it is necessary to replace the
Controller.
3) POWER FAILURE #2
CAN Bus Code = 72
- Cause: This alarm occurs when the current in the phase V of the motor is
motor cable phase V. Otherwise it is necessary to replace the
Controller.
4) POWER FAILURE #3
CAN Bus Code = 71
- Cause: This alarm occurs when the current in the phase W of the motor is
motor cable phase W. Otherwise it is necessary to replace the
Controller.
5) LOGIC FAILURE #1
CAN Bus Code = 19

- Cause: This alarm occurs when the real voltage between phases U and V
of the motor is different from the desired.
6) LOGIC FAILURE #2
CAN Bus Code = 18
- Cause: This alarm occurs when the real voltage between phases U and W
of the motor is different from the desired.
7) MAIN CONT. OPEN

CAN Bus Code = 48
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-ac WG waits for a via CAN information that the
traction controller has closed the main contactor. If this information
lacks more than about 1.5secs, this alarm occurs.
- Remedy: Find, on the traction controller, the reason for keeping the main
contactor open.
8) CAN BUS KO
CAN Bus Code = 247
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-ac WG must receive the event messages from the
traction controller. If these messages lack more than about 1sec,
this alarm occurs.
- Remedy: Check the CAN Bus communication system and analyse the
frames from the traction controller to the steer controllers.
9) PATH OUT
CAN Bus Code = 230
- Cause: This alarm occurs in WG mode if the truck is lock-on and at least
one antenna looses the field.
- Remedy: Check the wire is still present under the truck, there is the current
in the inductive wire and the antennas are right working.
10) MOTOR LOCKED

CAN Bus Code = 220
- Cause: This alarm occurs if the current in the steering motor stays close to
the maximum current longer than 1sec.
- Remedy: Search for a mechanical problem locking the motor. To make
easier the fault catching, set DEBUG OUTPUT to level 11 (see
13.4.6.21).
15.1.3 Three Blinks Alarms

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

2) Q LINE SENSOR KO
CAN Bus Code = 243
- Cause: This alarm occurs when the mean voltage on the Quadrature line
of the stepper motor (connection CNB#9) is not null: the voltage on
every stepper motor line is a sine wave with null mean voltage.
- Remedy: Check the continuity of the stepper motor connections. In particular
the resistance between CNB#9 and the minus battery (with the
stepper motor at rest) is expected being very low (close to
30ohms).
3) S.P OUT OF RANGE

CAN Bus Code =248
- Cause: This alarm occurs for a fault on the command potentiometer
(CPOC1 on CNB#3, CPOC2 on CNB#9).
When a single command pot is chosen, the alarm occurs if its
wiper exits the range from 0.8Vdc to 4.2Vdc.
When the twin pot is chosen, the alarm occurs if the sum of the
two wiper voltages (CPOC1+CPOC2) exits the range from 4.5Vdc
to 5.5Vdc.
- Remedy: Check the connections of the potentiometer. This alarm occurs
when one connection of the command potentiometer is broken.
4) F.B OUT OF RANGE

CAN Bus Code =249
- Cause: This alarm occurs for a fault on the feedback potentiometer (CPOT
on CNA#11). This alarm occurs if CPOT exits the range from
0.3Vdc to 4.7Vdc.
- Remedy: Check the connections of the feedback potentiometer. This alarm
occurs when one connection of the feedback potentiometer is
broken.
5) FB SENSOR LOCK.
CAN Bus Code =241
- Cause: This alarm occurs if the feedback encoder counting does not
change even if the steering motor is commanded for moving.
- Remedy: Check the encoder is right working. Search for a mechanical
problem locking the motor. To make easier the fault catching, set
DEBUG OUTPUT to level 11 (see 13.4.6.21).
6) BAD ENCODER SIGN

CAN Bus Code =83
- Cause: This alarm occurs if the encoder counting increases in the opposite
direction. When the frequency in the motor is positive, the encoder
counting is expected being positive too. Otherwise this alarm
occurs.
- Remedy: Swap the two channels of the encoder in between (CNA#16 and
CNA#17).
7) ANGLE
CAN Bus Code =83
- Cause: This alarm occurs in WG mode if the truck is lock-on and the
steered wheel angle overtakes the thresholds set with MAX ANG
LOCK ON and MIN ANG LOCK ON (see 13.4.6.13-14).
- Remedy: This alarm can occur if the steered wheel oscillates in lock-on
mode for bouncing or instability. Check if this is your case. To
reduce instability try different setting LEAD and LAG FB
REGULATION on antennas and eps-ac WG.
8) POSITION ERROR
CAN Bus Code =228
- Cause: This alarm occurs for an error in the redundant test of the feedback
sensors.
1) When the feedback potentiometer is used together with the
feedback encoder, the angle of the steered wheel is measured
with both of them: FEEDBACK ENC and FEEDBACK POT in the
tester menu are expected to be equal. When they are different
more than 20 degrees this alarm occurs. (SET MAX FB POT –SET
MIN FB POT corresponds to 180 degrees).
2) When the feedback encoder is used together with a straight-

ahead toggle switch, this alarm occurs if the level of the straight
ahead switch is not matched with the direction of the steered
wheel. In particular:
if TOGGLE SW LEVEL is On this alarm occurs when
ENDSTROKE CW is On and FEEDBACK ENC is lower than 2V
OR
ENDSTROKE CW is Off and FEEDBACK ENC is higher than 3V.
If TOGGLE SW LEVEL is Off this alarm occurs when

ENDSTROKE CW is On and FEEDBACK ENC is higher than 3V
OR
ENDSTROKE CW is Off and FEEDBACK ENC is lower than 2V.
- Remedy: Check the toggle switch connected to CNB#12 or the
potentiometer connected to CNA#11are right working. Verify also
the sensor bearing in the motor (encoder) has not a slip (the
sensor bearing has two rings: one is connected to the rotor shaft;
the other is connected to the motor frame. Check these two rings
are strictly connected to their structure without slip.
9) STEER SENSOR KO
CAN Bus Code =84
- Cause: This alarm occurs if the command potentiometer (CPOC1 on
CNB#3 or CPOC2 on CNB#9) changes with a jerk larger than 1V
in 16msec. This alarm is used to catch a discontinuity in the
voltages of the command potentiometer.
- Remedy: Change the twin pot.
10) JERKING FB POT

CAN Bus Code =223
- Cause: This alarm occurs if the feedback potentiometer (CPOT on
CNA#11) changes with a jerk larger than 0.3V in 16msec. This
alarm is used to catch a discontinuity in the voltages of the
feedback potentiometer.
- Remedy: Change the feedback potentiometer.
11) FB POT LOCKED

CAN Bus Code =222
- Cause: This alarm occurs if the feedback potentiometer (CPOT On
CNA#11) does not change (or changes in the opposite direction)
its value even if commanded to change.

- Remedy: Verify the feedback potentiometer is not mechanically loosened.
Check there is not a mechanical block of the steered wheel.
Be sure the wiper has not reached its own electrical limit because
of too much angle of the steered wheel.
Besides, this alarm may occur at the installation when the motor
rotates in the wrong direction turning away from the wished
position.
12) STEPPER MOT MISM

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

1) EEPROM KO
CAN Bus Code = 13
- Cause: It occurs if a test to write and read one location in EEPROM fails.
The SW expects to read the written value. It occurs also when the
hour counter gives different values between the three redundant
locations in which it is recorded. It occurs also when the busy bit of
the EEPROM does not rise within 12msec.
2) GAIN EEPROM KO
CAN Bus Code = 244
- Cause: The parameters to compensate for the gain of the current
amplifiers (ADJUSTMENT #3 and ADJUSTMENT #4) are recorded
in a not volatile memory (eeprom) with a redundant handling. In
fact every adjustment is recorded in three eeprom locations. If the
values in these three locations are different in between this alarm
occurs.
- Remedy: It is necessary to send the controller to Zapi to execute the
maximum current regulation.
3) CURRENT GAIN
CAN Bus Code = 225
- Cause: This alarm occurs when the parameters to compensate for the
gain of the current amplifiers (ADJUSTMENT #3 and
ADJUSTMENT #4) have the default values (i.e. the maximum
current was not regulated). It occurs also if the thermal sensor on
the current shunt measures a temperature outside the range –30
to +75 degrees prior of the maximum current regulation.
- Remedy: It is necessary to send the controller to Zapi to perform the
maximum current regulation and to check the thermal sensor.
4) LATERAL OUT
CAN Bus Code = 231
- Cause: This alarm occurs in WG mode if the truck is lock-on and at least
one antenna’s error overtakes the thresholds set with MAX FWD

ERR, MIN FWD ERR, MAX REV ERR and MIN REV ERR (see
13.4.6.15-18). In the steered wheel direction, only the error in the
FWD antenna is used to raise this alarm.
- Remedy: This alarm occurs for too wide waves around the wire in lock-on
mode. Check if this is your case. To reduce the amplitude of these
waves try different setting LEAD and LAG FB REGULATION (on
both antennas and eps-ac WG) and try different settings for WG
FWD GAIN, WG FWD POT, WG REV GAIN, WG REV POT, WG
REV ANT in the eps-ac WG.
5) SL. LATERAL OUT

CAN Bus Code = 215
- Cause: The slave uC makes its own diagnosis on the antenna errors. The
slave uC raises this alarm if the truck is lock-on and at least one
antenna’s error overtakes a fixed threshold of 100mm.
- Remedy: This alarm should never occur because the main uC must
discovery a lateral out condition early than the slave uC. So,
replace the controller in case of SL. LATERAL OUT alarm.
15.1.5 Five Blinks Alarms

1) HIGH TEMPERATURE
CAN Bus Code = 61
- Cause: This alarm occurs if either the temperature of the controller base
plate overtakes 75 degrees or the thermal sensor on the current
shunt measures a temperature outside the range –45 to +160
degrees.
- Remedy: If the cause is a temperature higher 75 degrees, improve the
cooling of the controller; otherwise it is necessary to replace the
controller.
2) MOTOR TEMPERAT.
CAN Bus Code = 65
- Cause: This alarm occurs only when DIAG MOTOR TEMP is on and the
thermal sensor inside the motor measures a temperature higher
than 150 degrees. It occurs also when trying to acquire the motor
resistance with a temperature in the motor higher than 150 degree
(still with DIAG MOTOR TEMP to ON).
- Remedy: Check the thermal sensor in the motor is right working. If it is,
improve the cooling of the motor.
3) ANTENNA STUFF.
CAN Bus Code = 235
- Cause: This alarm occurs when at least one antenna has a wrong stuffing
sequence of the CAN Bus frame. The stuffing sequence is used to
discover whether the program of at least one antenna is frozen.
- Remedy: It is necessary to replace the antennas.
4) ANT. MISSING
CAN Bus Code = 236
- Cause: This alarm occurs when at least one antenna does not
communicate with the eps-ac WG via the local CAN Bus.
- Remedy: Try to activate the communication with the FWD and REV antenna
using the hand-set connected to the eps-ac WG. Replace the

antenna that it is not possible to communicate with.
5) ANTENNA FAILURE
CAN Bus Code = 217
- Cause: This alarm occurs when one antenna is alarmed.
alarmed antenna.
6) SL. ANT. MISSING

CAN Bus Code = 216
- Cause: The slave uC makes its own diagnosis on the communication with
the antennas via local CAN Bus. This alarm occurs when the slave
uC is not able to communicate with one antenna.
antenna that it is not possible to communicate with.
15.1.6 Six Blinks Alarms
1) STBY I HIGH
CAN Bus Code = 53
- Cause: This alarm occurs two ways:
1) In the initial rest state after key on, if the outputs of the current
amplifiers are not comprised in the window 2.2 to 2.8Vdc.
2) After the initial diagnosis this alarm occurs when the outputs of
the current amplifiers at rest, have a drift larger than +/-0.15V.
- Remedy: It is necessary to replace the controller.
2) VMN NOT OK
CAN Bus Code = 32
- Cause: This alarm occurs in the initial rest state after key on if the outputs
of the motor voltage amplifiers are not in the window from 2.2 to
2.8Vdc.
3) LOGIC FAILURE #3
CAN Bus Code = 17
- Cause: This alarm occurs in the rest state if the output of the voltage
amplifier of the phase Vv-Vu have a drift larger than +/-0.25V.
4) LOGIC FAILURE #4
CAN Bus Code = 16
- Cause: This alarm occurs in the rest state if the output of the voltage
amplifier of the phase Vu-Vw have a drift larger than +/-0.25V.
- Remedy: It is necessary to replace the controller
15.1.7 Thirty-two Blinks Alarms

1) DATA ACQUISITION
MDI-PRC Code = 245
- Cause: This alarm occurs when the acquiring the motor resistance or
when adjusting the parameters to compensate for the gain of the
current amplifiers (maximum current factory adjusted).

- Remedy: Recycle the key.
15.1.8 No Blink Alarms (Warning)

These alarms do not cut the truck off; they only reduce the truck speed. So they
warns the operator of a particular state in the truck.
1) STEER HAZARD
CAN Bus Code = 85
- Cause: This is just a warning to inform that the steering controller is
limiting the angle in the steering direction. No speed reduction
occurs on the traction.
2) LOOKING FOR PATH

CAN Bus Code = 229
- Cause: This is just a warning to inform that the truck is acquiring the wire
in WG mode. The truck speed will be reduced properly.
3) LOSING PATH
CAN Bus Code = 233
- Cause: This is just a warning to inform that the truck in lock-on mode is
having a lateral drift larger than ¾ of the threshold for the
LATERAL OUT alarm. The truck speed will be reduced properly.
4) LOSING STRAIGHT
CAN Bus Code = 234
- Cause: This is just a warning to inform that the truck in lock-on mode has a
steered wheel angle larger than 1.5 times the limiting value. An
ANGLE alarm cuts off the truck if the steered wheel angle
overtakes 2 times the limiting value. The truck speed will be
reduced properly.
5) WAITING DATA
CAN Bus Code = 237
- Cause: This warning occurs only if CAN BUS is PRESENT. At key-on the
eps-ac WG asks to the traction controller to send a list of
parameters via CAN Bus. From the request until the parameters
are correctly relieved, this warning occurs. The steer is not
activated yet and the safety relays remain open when this warning
is present.
6) WAITING FOR TRAC

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

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

8) AUTO INPUT MISM.
CAN Bus Code = 218
- Cause: This warning occurs only if CAN BUS is PRESENT. When AUT
REQ TYPE is Level 3 or 4 (see 13.4.3.2) and the redundant
handling of the AUTC request provides the HW request
mismatched with the request transmitted via CAN Bus. The only
effect of this warning is that the automatic function is not
performed.

15.2 CAN BUS “ALARMS” List
The Alarm Code List supplied by the eps-ac WG (Source Device Code 06) is the
following:
6: SERIAL ERR #1
13: EEPROM KO
16: LOGIC FAILURE #4
32: VMN NOT OK
48: MAIN CONT. OPEN
53: STBY I HIGH
61: HIGH TEMPERATURE
65: MOTOR TEMPERAT.
70: HIGH CURRENT
71: POWER FAILURE #3
83: BAD ENCODER SIGN
84: STEER SENSOR KO
85: STEER HAZARD
99: INPUT ERROR #1
212: MICRO SLAVE #8
215: SL. LATERAL OUT
216: SL. ANTENNA MISSING
217: ANTENNA FAILURE
218: AUTO INPUT MISM.
219: STEPPER MOTOR MISM
220: MOTOR LOCKED
221: MICRO SLAVE #4
222: FB POT LOCKED
223: JERKING FB POT
225: CURRENT GAIN
226: SLAVE WATCH DOG
227: SLAVE COM. ERROR
228: POSITION ERROR
229: LOOKING FOR PATH
230: PATH OUT
231: LATERAL OUT
232: ANGLE
233: LOSING PATH
234: LOSING STRAIGHT
235: ANTENNA STUFF.
236: ANT. MISSING
237: WAITING DATA
238: EPS NOT ALIGNED
239: WAITING FOR TRAC
241: FB SENSOR LOCK.
242: D LINE SENSOR KO
243: Q LINE SENSOR KO
245: DATA ACQUISITION

246: MICRO SLAVE KO
247: CAN BUS KO
248: S.P OUT OF RANGE
249: F.B OUT OF RANGE
250: MICRO SLAVE
252: KS OPEN
253: KM CLOSED
254: KS CLOSED

16 RECOMMENDED SPARE PARTS
Part number Description
C36090 Stepper motor minebea

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

17 PERIODIC MAINTENANCE TO BE
REPEATED AT TIMES INDICATED
Check the wear and condition of the Contactors’ moving and fixed contacts.
Electrical Contacts should be checked every 3 months.
Check the Battery cables, cables to the controller, and cables to the motor. Ensure
the insulation is sound and the connections are tight.
Cables should be checked every 3 months.
Check the mechanical operation of the Contactor(s). Moving contacts should be

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

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

Zapi EPS AC WGmanualeng

Uploaded by

Copyright:

Available Formats

Zapi EPS AC WGmanualeng

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Zapi EPS AC WGmanualeng

Uploaded by

Copyright:

Available Formats

ELECTRONIC • OLEODYNAMIC • INDUSTRIAL

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

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

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

Page - 2/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 3/132

Page - 4/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 5/132

COMPANY FUNCTION INIZIALS SIGNS

SALES MANAGER VISA PN

Publication N°: AE2ZP0AA

Page - 6/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 7/132

2.1 Technical specifications

2.2 Block diagram

Page - 8/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 9/132

Page - 10/132 AE2ZP0AA - EPS-AC WG - User Manual

3.1 Manual Mode Steering

AE2ZP0AA - EPS-AC WG - User Manual Page - 11/132

Page - 12/132 AE2ZP0AA - EPS-AC WG - User Manual

FWD ANT REV ANT

AE2ZP0AA - EPS-AC WG - User Manual Page - 13/132

Page - 14/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 15/132

4.1 Steering Motor

4.2 Gear Box and total reduction ratio

4.3 Eps-ac WG controller

Page - 16/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 17/132

Two configurations are foreseen:

4.4.1 Stepper motor

4.4.2 Twin pot

Page - 18/132 AE2ZP0AA - EPS-AC WG - User Manual

4.5 Feedback sensors

4.5.1 Encoder in the motor shaft and a straight ahead switch

4.5.1.1 Straight ahead toggle switch

AE2ZP0AA - EPS-AC WG - User Manual Page - 19/132

4.5.1.2 Feedback Encoder

Page - 20/132 AE2ZP0AA - EPS-AC WG - User Manual

4.5.2 Encoder in the motor shaft and a Feedback Potentiometer

AE2ZP0AA - EPS-AC WG - User Manual Page - 21/132

EPSWG S2Q ZP1.93

ZP= SW release type Zapi

Page - 22/132 AE2ZP0AA - EPS-AC WG - User Manual

AE2ZP0AA - EPS-AC WG - User Manual Page - 23/132

FWD ANT REV ANT

4.6.1 Standard Antennas installation

Page - 24/132 AE2ZP0AA - EPS-AC WG - User Manual

4.6.2 FWD antenna behind the Steered wheel

4.6.3 REV antenna behind the load axle

AE2ZP0AA - EPS-AC WG - User Manual Page - 25/132

4.6.4 Orientation of the antennas

REV ANT FWD ANT

FEEDBACK ENC Increases

Page - 26/132 AE2ZP0AA - EPS-AC WG - User Manual

FEEDBACK ENC Increases

REV ANT FWD ANT

4.6.5 Setting the smart antenna

AE2ZP0AA - EPS-AC WG - User Manual Page - 27/132