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 Manu
Manual
al

EPS-DC0
POT&ENC
 Copyright © 1975-2009 Zapi S.p.A.
 Al l r ig ht s reser
r eser ved

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.
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
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 symbo l aboard is used inside this pub lication t o indic ate an action
action or a
characteristic very imp ortant as for securit y. Pay
Pay special attention
attention t o the
annotations
annotations pointed out with this symbol.

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Manu al
 Contents
1 INTRODUCTION ......................................................
INTRODUCTION......................... .........................................................
........................................................
.................................
..... 6
2 SPECIFICATION...................................................................................................................7
2.1 Technical specifications
specifications ........................ ........................... ........................... ............... 7
2.2 Block diagram.............................................................................................................7
2.3 Electrical specifications
specifications .......................... ........................... ............................ ............. 8
2.4 Mechanical specifications...........................................................................................8
2.4.1 Basic release................................................................................................8
3 FUNCTIONS OF THE EPS-DC0...........................................................................................9
3.1 Manual Mode Steering .......................... ............................ ............................. ............ 9
3.2  Automatic Centering
Centering .......................... ............................ ............................. .............. 10
3.3 Operational features.................................................................................................11
3.4 Diagnosis..................................................................................................................11
4 SYSTEM COMPONENTS
COMPONENTS........................
....................................................
.........................................................
...............................................
.................. 12
4.1 Steering Motor..........................................................................................................12
4.2 Gear Box and total reduction ratio............................................................................12
4.3 Eps-dc0 controller .......................... ........................... ........................... .................... 12
4.3.1 Eps-dc0 PCB ............................ ............................ ............................. ......... 13
4.4 Sensor in the steering handle...................................................................................13
4.4.1 Stepper motor.............................................................................................14
4.4.2 Twin pot .......................... ............................ ............................. ................... 14
4.5 Feedback sensors ......................... ........................... ........................... ..................... 15
4.5.1 Encoder in the motor shaft shaft and a Feedback
Feedback Potentiometer
Potentiometer ....................... 15
5 CONNECTING DIAGRAMS................................................................................................18
5.1 Power Connecting Diagram ......................... ............................ ............................. ... 18
5.2 EPS-DC0 Twin pot diagram ............................ ............................ ............................. 19
5.3 EPS-DC0 Stepper Motor diagram ......................... ............................ ....................... 20
5.4 EPS-DC0 Two Command encoders diagram...........................................................21
6 CONNECTIONS: SUGGESTIONS AND CAUTIONS.........................................................22
6.1 Stepper Motor connections .......................... ............................. ............................ ... 22
6.2 Twin pot connections................................................................................................22
6.3 Encoder connections................................................................................................22
6.4 Feedback pot connections ......................... ........................... ........................... ........ 22
6.5 Digital Inputs connections ......................... ........................... ............................ ........ 23
6.6 Safety contacts.........................................................................................................23
6.7 Motor thermal sensor connections ........................... ........................... ..................... 24
7 INSTALLA TION: SUGG
SUGGESTIO ESTIONS NS AND CAUTIONCAUTIONS S .......
...............
...............
...............
................
...............
...............
............
....25
25
7.1 Thermal consideration..............................................................................................25
7.1.1 Controller with Base Plate ......................... ............................ ..................... 25
7.1.2 Controller with finned Heatsink...................................................................25
7.2 General suggestion ......................... ............................ ............................ ................. 26
7.3 Connection cables....................................................................................................26
7.4 Fuses........................................................................................................................27
7.5 Contactors .......................... ............................ ............................. ............................ . 27
7.6 Installation of a CAN Communication System..........................................................28
7.7 Wiring: I/O connections ........................... ............................ ............................ ......... 30
7.8 Safety features ........................... ............................. ............................ ..................... 31
7.9 EMC ........................... ............................. ............................ ............................ ......... 31

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 3/81

 7.9.1 Emission..........................
Emission .......................... ............................ ............................ ................... 32
7.9.2 Electromagnetic Immunity ............................ ............................ .................. 32
7.9.3 ESD .......................... ............................ ............................ .......................... 32
7.10 Fighting the dither.....................................................................................................33
7.11 How can steer accuracy be improved? improved? Minimizing mechanical mechanical plays..................... . 34
8 DESCRIPTION OF THE CONNECTORS ..........................
........................................................
.............................. ................... 35
8.1 Connectors of the logic.............................................................................................35
8.1.1 CNA connector .......................... ............................ ............................ ......... 35
8.1.2 CNB connector .......................... ............................ ............................ ......... 36
8.1.3 CNC connector...........................................................................................36
8.2 Description of power connections ........................ ........................... ......................... 37
9 INSTALLA
INSTAL LA TION PROCEDURE ............................
........................................................
.........................................................
..................................
..... 38
9.1 Twin Pot with Encoder and Feedback Feedback pot: one shot installation procedure procedure ............. 38
9.2 Twin Pot with Encoder, Straight Ahead Switch and Feedback pot: one shot installation
procedure ............................ ............................ ............................ ............................. 39
9.3 Stepper Motor with Encoder and Feedback Feedback pot: one shot installation installation procedure .... 41
10 SETTING THE EPS-DC0 ..........................
........................................................
.............................. .............................
............................................
............... 43
10.1 Complete set-up procedure.........................
procedure ......................... ............................ ............................. ....... 43
10.1.1 Stepper Motor.............................................................................................43
10.1.2 Twin Pot only ............................ ............................. ............................ ......... 43
10.1.3  Autc .......................... ............................. ............................ ......................... 44
10.5 Quick set-up ........................ ............................. ............................ ............................ 44
10.5.1 Stepper Motor.............................................................................................44
10.5.2 Twin Pot only ............................ ............................. ............................ ......... 44
11 PROGRAMMING
PROGR AMMING & ADJUSTMENTS USING USING DIGITAL CONS CONSOLE OLE ........
...............
...............
...............
...........
....45
45
11.1  Adjustments via console.....................
console..................... ........................... ............................ ............... 45
11.2 Description of console
console (hand (hand set) & connection
connection ........................ .......................... ..... 45
11.3 Description of standard console menu ........................... ........................... ............... 46
11.3.1 Stepper motor motor with Encoder and Feedback Feedback pot .......................... ............... 46
11.3.2 Twin Pot with Encoder Encoder and Feedback pot .......................... ........................ 47
11.4 Function configuration .......................... ........................... ........................... .............. 48
11.4.1 Config menu “SET OPTIONS” functions list...............................................49
11.4.2 Config menu “ADJUSTMENTS” functions list .............................. .............. 52
11.4.3 Config menu “SET MODEL” MODEL” functions list .......................... ........................ 55
11.4.4 Main menu “PARAMETER CHANGE” functions list...................................58
11.4.5 Zapi menu “HARDWARE SETTINGS” functions list ......................... ......... 64
11.4.6 Main menu “TESTER” functions list ............................. ............................ .. 66
12 SPECIAL FUNCTIONS ............................
..........................................................
.............................. .............................
.............................................
................ 69
12.1 Not CAN Bus assisted application............................................................................69
12.2  Acquiring the Motor
Motor resistance......... ........................... ........................... .................. 69
12.3  Alignment at the rest
rest position ............................ ............................ ........................... 69
12.4 Straight ahead steering numbness...........................................................................69
12.5 Overshooting and Damping avoiding ........................... .............................. .............. 70
12.6 Special Debugging and Troubleshooting
Troubleshooting system system ......................... .......................... .. 70
13 EPS-DC0 ALARMS LIST....................................................................................................71
13.1 Main menu “ALARMS” list ............................ ............................ ............................. ... 71
13.1.1 One Blink Alarms........................................................................................71
13.1.2 Two Blinks Alarms ......................... ............................. ............................ .... 73
13.1.3 Three Blinks Alarms ............................ ............................. .......................... 74

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 13.1.4 Four Blinks Alarms ..................................................................................... 76
13.1.5 Five Blinks Alarms ...................................................................................... 77
13.1.6 Six Blinks Alarms........................................................................................77
13.1.7 Thirty-two Blinks Alarms ............................................................................. 78
13.1.8 No Blink Alarms (Warning) ......................................................................... 78
13.2 CAN BUS “ALARMS” List.........................................................................................79
14 RECOMMENDED SPARE PARTS ..................................................................................... 80
15 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED.........................81
15.1 Testing the faulty detection circuitry ......................................................................... 81

 APPROVAL SIGNS

COMPANY FUNCTION INITIALS SIGNS

PROJECT MANAGER MI

TECHNICAL ELECTRONIC
GZ
MANAGER VISA

SALES MANAGER VISA MC

Publication N°: AEMZP0FA
Edition: September 2009

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 5/81

1 INTRODUCTION
This equipment (Eps-dc0: DC Electrical Power Steering type 0) may perform two
steer by wire functions on a truck:
1) manually controlled power steering
2) automatic centering (AUTC).
Manually controlled steering may use either a stepper motor (used as a
tachogenerator) or a twin pot fixed to the steering wheel. A third possibility to use a
double encoder at the steering wheel is foreseen in case a limited configuration of
the feedback sensors is acceptable.
Feedback sensors are mandatory to close the loop when an automatic function is
required (Automatic Centering).
Feedback sensors are mandatory to close the loop in manual mode if a twin pot is
mounted on the steering wheel.
Feedback sensors are strongly suggested (to improve safety) in manual mode if a
stepper motor (or a double encoder) is mounted on the steering wheel (open loop).
This manual deals with a feedback sensors con figur ation consi sting o f an
incremental encoder on the moto r shaft in com bination wi th a feedback
potentiom eter at the s teered wh eel.
The eps-dc0 runs an inexpensive, robust DC permanent magnet motor . Also, it
is possible to us e a very lo w-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-dc0 and other units in the truck rapid and simple. Via CAN it is possible to
enhance the steering performances with additional functions like: steer sensitivity
changes with the traction speed, traction speed modulation vs. the steered angle,
via CAN automatic centering request and so on.
Configuration op tions , steering adjust ment, measurement func tions , and
troub leshooting operations are integrally sup ported 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 micropr ocessors are CAN BUS connected, as
consequence the eps-dc0 may receive a remote steering com mand directl y vi a
CAN fulfi lling the norm (the redundant check of t he steering com mand
compli es with the Category #3 requirement).
The microprocessors combined with the ZAPI hand held controller make servicing
easy and direct, reducing adjustment and troubleshooting time. Increased steering
motor performance and reduced noise levels are achieved by using MOSFET
technology.
The reference SW release for this manual is ZP0.70.

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2 SPECIFICATION

2.1 Techn ical specifi cations

Steering controller for DC Permanent Magnet motors
Digital Control using Two Microprocessors
Can-Bus interface
Both microprocessors Can Bus connected
Encoder Interface
Stepper Motor or Twin Pot Interface
 Analog Feedback pot interface (1024 steps resolution)
 Analog KTY84-130 thermal sensor input
 Analog input with 1024 steps resolution (one input)
 Analog input with 4096 steps resolution (one input)
Two digital inputs
Double Safety Relay inside
Operating frequency: ............................................. 8 kHz with center aligned PWM
External temperature range: .............................................................-30 °C ÷ 40 °C
Maximum inverter temperature:......................................................................75 °C
Environment protection:....................................................................................IP54

2.2 Bloc k diagram

Figure 2-1

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 7/81

2.3 Electr ical specif ication s
Battery Voltage: ....................................................................................... 24 V-36 V
Maximum current (24 V-36 V):.............................................................50 Adc for 2'
Logic Supply current: ........................................................ ......max 200 mA @ 24 V
Minimum Input (key) Supply Voltage after start-up:..........................................12 V

2.4 Mechanical specif ication s

2.4.1 Basic release

It has Molex Minifit connector with international protection IP54.

EPS-AC0

Figure 2–2

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5.3 EPS-DC0 Stepper Motor diagr am

Figure 5-3

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5.4 EPS-DC0 Two Comm and enco ders diagr am

Figure 5-4

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 21/81

6 CONNECTIONS: SUGGESTIONS AND
CAUTIONS
Read the following suggestions to get a correct connection of the steering
equipment.

6.1 Stepper Motor conn ections

The stepper motor has 4 connections: two are the stepper motor channels (CNA#9
and CNA#8) and two are the common (negative) references (CNA#10 and
CNA#11). In the past we had 6 wires connected between stepper motor and eps-ac.
We consider this 4-wire connection fulfils the norm because it is still possible to
detect all of the single stepper motor electrical fault.

4     Note: The stepper motor should be connected with two distinct common (negative)
references (CNA#10 and CNA#11). We advice against using just one
common wire. That is because it takes long delay to detect when a single
common wire is broken.

6.2 Twin pot conn ections

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

6.3 Encoder con nection s

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

6.4 Feedback pot con nection s

When a feedback pot is adopted it will be connected between CNB#2 (PPOT:
positive supply), CNB#1(NPOT: negative supply), CNB#6 (CPOT: wiper).
Pay attention, inside the eps-dc0, a 470 ohms resistance is connected between
PPOT and 5 V supply and also between NPOT and the minus battery. That is done
in order it will be possible to detect if a feedback pot connection breaks (see Figure
6-1 below): when Vout overtakes 4.7 V or is lower than 0.3 V an alarm occurs.

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 Figure 6-1

6.5 Digital Inputs conn ections

There are three digital inputs available.
Two of them (CNA#3 and CNA#2) must be GND connected to work properly.

CNA#3 and CNA#2 are optional with the primary function to limit the maximum
steered angle in CW and CCW side (with SW modifications it is possible to use
them as centering request).
CNA#3 and CNA#2 are detected low if they are lower than 1.3 V.
CNA#3 and CNA#2 are detected high if they are higher than 6.6 V or open.

Besides there is a third digital input (CNA#1). Default choice asks CNA#1 connected
to a plus battery to work properly. For an application without CAN Bus, the
information of an active travel demand can be wired to this input (see 12.1).
CNA#1 is detected low if it is open or lower than 5.17 V.
CNA#1 is detected high if it is higher than 11 V.

By closing jumper J12 between pin 1 and 2 (now it is closed between pin 2 and 3
see Figure 4-1) it is possible to reverse CNA#1 logic. Then CNA#1 must be
connected to a minus battery to work properly.
CNA#1 is detected low if it is lower than 1.3 V.
CNA#1 is detected high if it is open or higher than 3.3 V.

6.6 Safety con tacts

The Eps-dc0 provides an internal safety contact accessible through connector pins
CNA#5 and CNA#4. It should be used to stop the traction and to enable an
electromechanical brake when a steering alarm occurs. This safety contact is closed
when the key switch is turned on. The contact opens where there is a steering
alarm. This safety contact is floating, that means it's possible to connect it either to
 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 23/81
7.6 Installation of a CAN Communic ation Syst em

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-dc0 drains low level of curr ent and so low section c ables (4 mm 2) are
adopted for the power con nections. This cou ld be a drawback: i n fact, a low
section cable has higher reactance (impedance) than a wide secti on cable. As
a consequence the noise generated on the minu s battery c able, by t he CAN
lines swit ching, wil l be a wide amplit ude spike. So, when it is pos sible, we
suggest to use a (as short as poss ible) cable of a wide section for the minus
battery connectio n, even for th e eps-dc0 and the other low current u nits in the
system.

U  VERY IMPORTANT: The eps-dc 0 has the 120 ohm s term inati on r esist ance
aboard.

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 In the following figures there is an overview of wrong and right layouts of the cables
routing.

U  Wrong Layout:

Can Bus
Power cables
 Node 1
 Node 2
Traction
Lift
Control
Control

 Node 3

eps-dc0

The red lines are can wires.

The black boxes are different modules, for example traction controller, pump
controller and eps-dc0 connected by can bus.
The black lines are the power cables.

This is apparently a good layout, but can bring to errors in the can line.
The best solution depends on the type of nodes (modules) connected in the
network.
If the modules are very different in terms of power, then the preferable
connection is the daisy chain.

U  Correct Layout:

Can Bus
Power cables
 Node 1
 Node 2
Traction
Lift
Control
Control

 Node 3

eps-dc0

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.

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 29/81

 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:

Can Bus

Power cables
 Node 1
 Node 2
Traction
Control Lift
Control

Center of the Ground Connections

 Node 3

eps-dc0

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).

7.7 Wiring: I/O conn ections

 After crimping the cable, verify that all strands are entrapped in the wire barrel.
Verify that all the crimped contacts are completely inserted on the connector
cavities. For information about the mating connector pin assignment see the
description of the connectors in topic 8.

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U   A c able co nn ect ed t o t he w ro ng pi n c an l ead to s ho rt ci rc ui ts and fai lu re; so ,
before turning on the truck f or the first ti me, verify wit h a multi meter the
conti nuity b etween the starting poi nt and the end of a signal wire.

7.8 Safety featur es

U  ZAPI contro llers are designed according t o the prEN954-1 specific ations fo r
safety related parts of control system and to UNI EN1175-1 norm. The safety of
the machine is strongl y related to inst allation; length, layout and screening of
electri cal connection s have to be carefully d esigned.
ZAPI is always available to c ooperate with the cus tomer in order to evaluate
installation and co nnection s oluti ons. Furthermore, ZAPI is available to
develop new SW or HW solutio ns to impro ve the safety of th e machine,
according to customer requirements.
Machine manufacturer holds the responsibility for the truck safety features
and related approval.

Eps-dc0 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-dc0 receives the steering command (wished steered wheel position) via CAN
Bus fulfilling the norm.

7.9 EMC

U  EMC and ESD performances of an electron ic sy stem are strongly influ enced
by the inst allation. Special attention must b e given to the lengths and the
paths of the electric con nections and the shields. This situ ation is beyond
ZAPI's con trol . Zapi can of fer assistance and suggestio ns, based on its years
experience, on EMC related items. However, ZAPI declines any responsibility
for non-comp liance, malfuncti ons and failures, if corr ect testing is not made.
The machine manufactur er holds the respons ibilit y 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:

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 31/81

 1) Emission
2) Electromagnetic Immunity
3) ESD rejection.

U  When possib le it is strongl y recommended preventing Emissio n and Immunit y

problems by loc ating the control lers inside a metallic enclosure. In most
cases, a truck with a metallic enclosure will avoid EMC probl em.

7.9.1 Emission
Emission refers to the electromagnetic disturbances that the device generates in
the surrounding space. Countermeasure should be adopted to prevent the
propagation of those disturbances. We talk about “conduction” issues when guiding
structures such wires and cables are involved; “radiated emissions” issues when it is
studied the propagation of electromagnetic energy through the open space. In our
case the origin of the disturbances can be found inside the controller with the
switching of the mosfets which are working at high frequency and generate RF
energy. Wires and cables are responsible for the spreading of this RF
distu rbance because they work s 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 f rame is
generally a suggested not expensive solution to reduce the emission level.
7.9.2 Electromagneti c Immuni ty
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.
7.9.3 ESD
When an accumulation of charge occurs in a part insulated from the ground, it may
discharging in a shot when turning in contact with a part having different potential.
This phenomenon is called Electrostatic Discharge (ESD).
In forklift trucks applications, special attention should be adopted for avoiding ESD.
The main rul e is that it is always muc h easier and cheaper to avoid ESD from
being generated, than to increase the level of imm unity o f the electronic
devices.

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 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 C AN
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 i t is n ecessary to avoid that the devices connected to th e

CAN communication syst em have exposed m etallic head termin als. The
operator shall not get in touc h with any metallic part of th e 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 wit h the operator (who is m ost of t he time the sourc e of
ESD). For example, we strongly suggest t o conn ect the stepper moto r fr ame
to the truck frame.

3) PREVENTION: Another important issue is the storing and handling of ESD-

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

7.10 Fightin g the dit her

In Closed Loop application with potentiometers, the quantum nature of the Analog to
Digital conversion, in combination with the noise of the analog signal, 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.

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 33/81

 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-dc0 connectors. See also SET HI RESOL AD
(11.4.5.3).
2) Use the FB ENC, instead of the FB POT, as feedback sensor for steady state
condition. The Encoder has not noise. When the Encoder is stopped in a
position, the Encoder counting is absolutely constant.
3) Reduce the gain of the Closed Loop. It means KP and POS. ACCURACY
parameters must be decreased. When the gain reduces, the modification of the
position error due to noise, are less amplified giving less dither; but less
accuracy is got in the final pursuing at the wished position.

7.11 How can st eer accu racy b e impr oved? Minimizing mechanical pl ays
The highli ght of a correct installation fo r a steering system with
potentiom eters i s to neutralize the mechanical plays . In fact the accuracy for
pursuing the commanded position is only effective in case no mechanical play exists
between the coupled parts. First mechanical play to be neutralized is the one in the
shaft of the command (or feedback) pot. Obviously potentiometer is a fragile device
and mechanical connection of its shaft with a rigid frame requires a joint clearance
or slotted hole to avoid damage. This joint clearance is absolutely negative because
it determines that a certain tiller position (or steered wheel position) corresponds to
different positions for the pot’s shaft (all the positions inside the joint clearance). The
consequence is a poor accuracy of the pursuing at the commanded position. An
effective countermeasure to neutralize this mechanical dead zone in the
potentiometer is to use a spring to keep the shaft in contact with an end-stroke
inside the joint clearance (see figure below).

Figure 7–1

Neutralizing mechanical plays is strongly recommended because eps_dc0 makes

possible a big accuracy in the pursuing of the commanded voltage (see 11.4.4.6-7,
parameter change KP and POS ACCURACY) but onl y the absence of
mechanical plays between coupl ed parts gets this potential accuracy
effective.

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8 DESCRIPTION OF THE CONNECTORS

V -B U

+B

      C EPS-AC0
      N
      C

CNB CNA
1 4 1 7
5 8 8 14

Figure 8–1

8.1 Connectors of the logi c

      C
      N
      C

CNB CNA
1 4 1 7
5 8 8 14

Figure 8–2

8.1.1 CNA con nector

 A1 DRIVE SWITCH Traction Travel Demand Input.
 A2 SW2 2nd Toggle Switch or CCW (Left) Limit Switch (LLS).
 A3 SW1 1st Toggle Switch or CW (Right) Limit Switch (RLS).
 A4 NK1 Safety Switch Lower Voltage Point.

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 35/81

 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 moto r with feedback sensor . This is an open loop

configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
The feedback sensor is not strictly necessary in open loop
configuration; in spite of that, this setting specifies the
feedback sensor is present and it will be used for the
automatic function (AUTC), maximum angle limitation,
detection of the locked motor and to perform the alignment at
the rest position.
The FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL1: Twin pot wit h 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).
The FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL 2: Via CAN demanded-speed with feedback sensor . This is
an open loop configuration. A remote unit provides the
wished steering motor speed via CAN Bus. The feedback
sensor is not strictly necessary in open loop configuration; in
spite of that, this setting specifies the feedback sensor is
present and it will be used for the automatic function (AUTC),
maximum angle limitation, detection of the locked motor and
to perform the alignment at the rest position.
The FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL 3: Via CAN demanded-positio n wit h feedback sensor. This
is a closed loop configuration. A remote unit provides the
commanded position for the steered wheel via CAN Bus.
The feedback sensor is mandatory to close the loop with the
commanded position.
The FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL 4: Stepper motor withou t feedback sensor . This is an open
loop configuration. The stepper motor is used as a
tachogenerator to supply the wished steering motor speed.
 As the feedback sensor is not strictly necessary in open loop
mode, it is possible to work without feedback sensor at all. In
spite of that, when the maximum angle limitation via
feedback sensors is enabled (option LIMIT DEVICE to ON
when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE
COARSE and 2ND ANGLE COARSE less than level 9 when
FEEDBACK DEVICE is OPTION #4), the feedback sensor is
expected to perform the secondary functions of maximum
angle limitation, detection of the locked motor and to perform
the alignment at the rest position. When these conditions are
met, the FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted for the secondary
Page - 56/81 AEMZP0FA - EPS-DC0 POT&ENC - User Manual
 functions. With this choice, the automatic functions are
inhibited (the AUTC function isn’t possible).
- LEVEL 5: Single pot with feedback sensor. This is a closed loop
configuration. The single pot supplies the commanded
position for the steered wheel. The feedback sensor is
mandatory to close the loop with the commanded position.
This choice is just for testing a prototype before to gather a
twin pot; we strongly advice against using this configuration
for the field production.
The FEEDBACK DEVICE option (see 11.4.1.3) specifies
which kind of feedback sensor is adopted.
- LEVEL 6: Two encoders wit hout feedback sensor . This is an open
loop configuration. Enc 2 provides the wished steering motor
speed. Enc 1 is a redundancy for Enc 2. As the feedback
sensor is not strictly necessary in open loop mode, it is
possible to work without feedback sensor at all. In spite of
that, when the maximum angle limitation via feedback
sensors is enabled (option LIMIT DEVICE to ON), 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. The only possible feedback sensor is the f eedback
potentiometer disregarding the FEEDBACK DEVICE setting.
When LIMIT DEVICE is ON, the feedback pot is used for the
secondary functions. With this choice, the automatic
functions are inhibited (the AUTC function isn’t possible).
In the above list, the configurations with the command via CAN Bus may be
developed only if the communication protocol between eps-dc0 and remote unit
is known.

2) AUTO REQ TYPE

Level 0 to 9. This setting specifies the type of the automatic request. The
standard version foresees no automatic function so this setting is ineffective.
 AUT REQ TYPE will be handled time to time according the automatic function
customer’s specification.

3) CONNECTED TO
It assumes a number between 0 to 255. This setting is used to (virtually)
connect the hand-set to a remote unit CAN Bus connected. With the hand-set
connected to the eps-dc0 it is possible to communicate with a remote Zapi unit.
Every Zapi unit has its own identification number (e.g. eps-dc0 is 6; traction
controller is 2; pump controller is 1).
By setting CONNECTED TO to 2, the hand set will be virtually connected to the
traction controller.

4) MODEL TYPE
It assumes a number between 0 to 3. This setting is used to specify which one
local elaboration unit must be virtually connected to the hand-set.
In fact eps-dc0 has two uCs aboard. When MODEL TYPE is set to 0, the hand
set is communicating with the main uC; when MODEL TYPE is set to 1, the
hand set is communicating with the slave uC.

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 57/81

11.4.4 Main menu “ PARAMETER CHANGE” func tio ns l ist
To enter the MAIN MENU it is just necessary to push the ENTER button from the
home display in the hand set.

EPSDC0 S ZP1.93
1) Opening Zapi Menu 24V 50A 00000

' % '
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 11–7

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 5) 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.

6) 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.

7) 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
11.4.4.12) to neutralize the recall torque generated by the elastic tyre on the
steered wheel.

8) AUX FUNCTION #3
Depending on the configuration, this parameter has different meaning.

Twin Pot version:

Level 0 to 9. This setting performs the Dynamic Numbness compensation: it
consists of a reduction in the steer sensitivity when the truck is driving at high
speed. To get this goal, this setting adjusts the maximum angle at full truck
speed. When the truck speed increases, the maximum steered wheel angle
reduces proportionally. When the truck is full speed the steered wheel angle is
limited to a percentage of the absolute maximum steered wheel angle (i.e. 90
degrees) specified with this setting.

- LEVEL 0: Maximum steered angle at full truck speed is 73% (i.e. 66

degrees).
- LEVEL 1: Maximum steered angle at full truck speed is 66% (i.e. 59
degrees).
- LEVEL 2: Maximum steered angle at full truck speed is 59% (i.e. 53
degrees).
- LEVEL 9: Maximum steered angle at full truck speed is 10% (i.e. 9
degrees).
Each step has a weight of 7%.

Stepper Motor v ersion:

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-dc0 must be CAN Bus connected.
 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 59/81
 10) KM OPEN
CAN Bus Code = 251
- Cause: This alarm occurs if the slave uC detects the safety contact, of the
main uC, open when expected being closed.
- Remedy: It is necessary to replace the controller.

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

12) KS OPEN
CAN Bus Code = 252
- Cause: This alarm occurs if the main uC detects the safety contact, of the
slave uC, open when expected being closed.
- Remedy: It is necessary to replace the controller.

13) CLOCK PAL NOT OK

CAN Bus Code = 218
- Cause: The main uC sends an analog signal towards the slave uC to reset
the slave uC on demand. When the slave uC detects t his 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.
- Remedy: It is necessary to replace the controller.

13.1
13.1.2
.2 Two Bl inks Alarms
1) HIGH CURRENT
CAN Bus Code = 70
- Cause: This alarm occurs if the circuit to limit via hardware the current in
the motor is either always active at key-on or repeatedly active
when the motor is turning.
- Remedy: Check the motor is suited to work with the eps-dc0 (not oversized).
Otherwise it is necessary to replace the controller.

2) POWER FAIL URE #1

CAN Bus Code = 73
- Cause: This alarm occurs when the current in the phase W of the motor is
zero and the motor is commanded for moving.
- Remedy: Check the power fuse is OK. Check the battery positive arrives to
the controller. Check the continuity between the motor terminals.
Otherwise it is necessary to replace the controller.

3) POWER FAIL URE #2

CAN Bus Code = 72
- Cause: This alarm occurs when the current in the motor stays
1) Longer than 900msec lower than -8.5A (for a positive motor
voltage)
2) Longer than 900msec higher than 8.5A (for a negative motor
voltage).

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 73/81

 - Remedy: If the problem is systematic, replace the controller. Few cases
were experienced where the tyre (due to its accumulated elastic
energy) pulled the motor at an electromotive force close to vbatt
turning the motor current toward zero. Never occurred, in our
experience, the tyre energy was able to reverse the motor current
against a certain motor voltage.

4) LOGIC FAIL URE #1

CAN Bus Code = 19
- Cause: This alarm occurs when the real voltage between phases W and U
of the motor is different from the desired.
- Remedy: It is necessary to replace the controller.

5) MAIN CONT. OPEN

CAN Bus Code = 48
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-dc0 waits for a via CAN information that the traction
controller has closed the main contactor. If this information lacks
more than about 1.5 secs, this alarm occurs.
- Remedy: Find, on the traction controller, the reason for keeping the main
contactor open.

6) CAN BUS KO
CAN Bus Code = 247
- Cause: This alarm occurs only when the setting CAN BUS is PRESENT.
Then the eps-dc0 must receive the event messages from the
traction controller. If these messages lack more than about 1 sec,
this alarm occurs.
- Remedy: Check the CAN Bus communication
communication system and analyse the
frames from the traction controller to the steer controllers.

7) MOTOR LOCKED
LOCK ED
CAN Bus Code = 220
- Cause: This alarm occurs if the current in the steering motor stays close to
the maximum current longer than 1 sec.
- Remedy: Search for a mechanical problem locking the motor. To make
easier the fault catching, set DEBUG OUTPUT to level 11 (see
11.4.6.4).

13.1
13.1.3
.3 Three Blin ks Alarms
1) D LINE SENSOR KO
CAN Bus Code = 243
- Cause: This alarm occurs when the mean voltage on the Direct line of the
stepper motor (connection CNA#9) is not null: the voltage on every
stepper motor line is a sine wave with null mean voltage.
- Remedy: Check the continuity of the stepper motor connections. In particular
the resistance between CNA#9 and the minus battery (with the
stepper motor at rest) is expected being very low (close to 30
ohms).

2) Q LINE SENSOR KO
CAN Bus Code = 242

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Manu al
 - Cause: This alarm occurs when the mean voltage on the Quadrature line
of the stepper motor (connection CNA#8) is not null: the voltage on
every stepper motor line is a sine wave with null mean voltage.
- Remedy: Check the continuity of the stepper motor connections. In particular
the resistance between CNA#8 and the minus battery (with the
stepper motor at rest) is expected being very low (close to 30
ohms).

3) S.P OUT OF RANGE

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

4) F.B OUT OF RANGE

CAN Bus Code =249
- Cause: This alarm occurs for a fault on the feedback potentiometer (CPOT
on CNB#6). This alarm occurs if CPOT exits the range from 0.3
Vdc to 4.7 Vdc.
- Remedy: Check the connections of the feedback potentiometer. This alarm
occurs when one connection of the feedback potentiometer
potentiometer is
broken.

5) POSITION ERROR
CAN Bus Code =228
- Cause: This alarm occurs for an error in the redundant
redundant test of the feedback
sensors.
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
corresponds to 180 degrees).
- Remedy: Check the potentiometer
potentiometer connected to CNB#6 is 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. C heck these two
rings are strictly connected to their structure without slip.

6) STEER SENSOR KO
CAN Bus Code =84
- Cause: In closed loop application (Twin pots) this alarm occurs if the
command potentiometer
potentiometer (CPOC1 on CNA#9 or CPOC2 on
CNA#8) changes with a jerk larger than MAX SP SLOPE (see
11.4.6.3). This alarm is used to catch a discontinuity in the
voltages of the command potentiometer.
In open loop application with two command encoders, it occurs
when the counting from one encoder is not matched with the
counting from the second encoder

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 75/81

 - Remedy: In closed loop, replace the twin pot.
In open loop, check the two encoders: probably one has a wrong
counting. Reading STEPPER
STEPPER MOTOR in the t he TESTER menu
supplies the counting from encoder2. By setting special adjustment
DEBUG OUTPUT to level 13, reading STEPPER MOTOR will
supply the counting from encoder 1. Replace, the encoder showing
a wrong counting.

7) JERKING FB POT
CAN Bus Code =223
- Cause: This alarm occurs if the feedback potentiometer (CPOT on
CNB#6) changes with a jerk larger than 0.3 V in 16 msec. This
alarm is used to catch a discontinuity in the voltages of the
feedback potentiometer.
- Remedy: Change the feedback potentiometer.

8) FB POT LOCKED
CAN Bus Code =222
- Cause: This alarm occurs if the feedback potentiometer (CPOT on
CNB#6) does not change (or changes in the opposite direction) its
value even if commanded to change.
- Remedy: Verify the feedback potentiometer is not mechanically
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 and turns away from the wished
position.
To make easier the fault catching, set DEBUG OUTPUT to level
11 (see 11.4.6.4).

9) STEPPER MOTOR MISM

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

13.1
13.1.4
.4 Four B lin ks 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
w ritten value. It occurs also when the
hour counter gives different values between the t hree redundant
locations in which it is recorded. It occurs also when the busy bit of
the EEPROM does not rise within 12 msec.
- Remedy: It is necessary to replace the controller.

2) GAIN EEPROM KO
CAN Bus Code = 244

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Manu al
 - Cause: The parameters to compensate for the gain of the current
amplifiers (ADJUSTMENT #03 and ADJUSTMENT #04) are
recorded in a not volatile memory (eeprom) with a redundant
handling. In fact every adjustment is recorded in three eeprom
locations. If the values in these three locations are different in
between this alarm occurs.
- Remedy: It is necessary to send the controller to Zapi to execute the
maximum current regulation.

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

13.1.5 Five Bli nks Alarms

1) HIGH TEMPERATURE
CAN Bus Code = 61
- Cause: This alarm occurs if the temperature of the controller base plate
overtakes 75 degrees.
- Remedy: Improve the cooling of the controller; otherwise it is necessary to
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.

13.1.6 Six Bl inks Alarms

1) STBY I HIGH
CAN Bus Code = 53
- Cause: This alarm occurs two ways:
1) In the initial rest state after key on, if the outputs of the current
amplifiers are not comprised in the window 2.2 to 2.8 Vdc.
2) After the initial diagnosis this alarm occurs when the outputs of
the current amplifiers at rest have a drift larger than ±0.15 V.
- 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 between phase U and W is not in
the window from 2.2 to 2.8 Vdc.

 AEMZP0FA - EPS-DC0 POT&ENC - User Man ual Page - 77/81

 - Remedy: Check if the motor is connected. If the motor is not connected, the
voltage between terminals U and W at key on is not null and this
alarm occurs. Otherwise it is necessary to replace the controller.

3) LOGIC FAIL URE #3

CAN Bus Code = 17
- Cause: This alarm occurs in the rest state if the output of the voltage
amplifier of the phase Vu-Vw have a drift larger than ±0.25 V.
- Remedy: It is necessary to replace the controller.

13.1.7 Thirt y-two Bl inks Alarms

4) 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.

13.1.8 No Bl ink Alarms (Warni ng)

These alarms do not cut the truck off; they only reduce the truck speed. So they
warns the operator of a particular state in the truck.

1) STEER HAZARD
CAN Bus Code = 85
- Cause: This is just a warning to inform that the steering controller is
limiting the angle in the steering direction. No speed reduction
occurs on the traction.

2) WAITING DATA
CAN Bus Code = 237
- Cause: This warning occurs only if CAN BUS is PRESENT. At key-on the
eps-dc0 asks to the traction controller to send a list of parameters
via CAN Bus. From the request until the parameters are correctly
relieved, this warning occurs. The steer is not activated yet, and
the safety relays remain open when this warning is present.

3) WAITING FOR TRAC

CAN Bus Code = 239
- Cause: At key-on the eps-dc0 needs an assent from the traction controller
to close the safety contacts and to turn onto operational mode.
Until this assent is not relieved, this warning occurs. The steer is
not activated yet and the safety relays remain open when this
warning is present.

4) EPS NOT AL IGNED

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 6
secs. Throughout this 6 secs delay, the steer is not activated yet,
the safety relays are open and the traction is stopped. When
FEEDBACK DEVICE is option #3, this alarm occurs in case the
straight ahead switch to CNA#3 does not commutate within a
potentiometer rotation of +/-45degrees.

Page - 78/81 AEMZP0FA - EPS-DC0 POT&ENC - User Manual

15 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 t his 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.

U  IMPORTANT NOTE ABOUT WASTE MANAGEMENT:

This contro ller has both mechanical parts and high-density electroni c parts
(printed circuit boards and integrated circuits). If not properly handled during
waste processing, this material may become a relevant sourc e of pollut ion.
The dispo sal and recycling of t his cont roller has to follow th e local laws for
these types of waste materials.
Zapi comm its it self to update its technolo gy in ord er to reduce the presence of
polluting substances in its product.

15.1 Testi ng the faulty detection cir cui try

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.

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