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

DUALACE2 NEW
GENERATION
 Publication: AFNZPxxx
Edition: February 5, 2020
Copyright © 1975-2020 Zapi S.p.A.
All rights reserved

Contents of this publication are property of ZAPI S.p.A.; all related authorizations are covered by
Copyright. Any partial or total reproduction is prohibited.

Under no circumstances Zapi S.p.A. will 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 S.p.A. 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.

Page 2/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

Contents
1 INTRODUCTION ................................................................................................................ 8
1.1 About this document ................................................................................................ 8
1.1.1 Scope of this manual .................................................................................. 8
1.1.2 Terms and abbreviations ............................................................................ 8
1.1.3 Manual revision .......................................................................................... 8
1.1.4 Warnings and notes .................................................................................... 8
1.2 About the controller ................................................................................................ 10
1.2.1 Safety ....................................................................................................... 10
1.2.2 OEM’s responsibility ................................................................................. 10
1.2.3 Technical support ..................................................................................... 10
2 SPECIFICATIONS ............................................................................................................ 11
2.1 General features .................................................................................................... 11
2.2 Technical specifications ......................................................................................... 11
2.3 Current ratings ....................................................................................................... 12
2.4 Voltage ratings ....................................................................................................... 13
3 DRAWINGS ...................................................................................................................... 14
3.1 Mechanical drawings .............................................................................................. 14
3.1.1 Standard version – Base-plate with fuse................................................... 14
3.1.2 Standard version – Longitudinal Heatsink with fuse .................................. 14
3.1.3 Standard version – Transversal Heatsink with fuse .................................. 15
3.1.4 Premium version – Base-plate with fuse ................................................... 15
3.1.5 Premium version – Longitudinal Heatsink with fuse .................................. 16
3.1.6 Premium version – Transversal Heatsink with fuse................................... 16
3.2 Connection drawings .............................................................................................. 17
3.2.1 Standard version – Dual AC traction configuration.................................... 17
3.2.2 Standard version – CAN controlled Dual AC traction configuration ........... 18
3.2.3 Standard version – CAN controlled Combi AC configuration (AC traction +
AC pump) ................................................................................................. 19
3.2.4 Premium version – Dual AC traction configuration .................................... 20
3.2.5 Premium version – Combi AC configuration (AC traction + AC pump) ...... 21
3.2.6 Premium version – Dual BL traction with Hall sensors .............................. 22
3.2.7 Premium version – Dual BL traction with sin/cos sensors ......................... 23
3.2.8 Premium version – Combi BL configuration (BL traction + BL pump) with
Hall sensors.............................................................................................. 24
3.2.9 Premium version – Combi BL configuration (BL traction + BL pump) with
sin/cos sensors ......................................................................................... 25
3.2.10 Premium version – CAN controlled Dual AC traction configuration ........... 26
3.2.11 Premium version – CAN controlled Combi AC configuration (AC traction +
AC pump) ................................................................................................. 27
3.2.12 Premium version – CAN controlled Dual BL traction with Hall sensors ..... 28
3.2.13 Premium version – CAN controlled Dual BL traction with sin/cos sensors 29
4 I/O INTERFACE DESCRIPTION....................................................................................... 30
4.1 Power connectors .................................................................................................. 30
4.2 Ampseal connector ................................................................................................ 30
4.2.1 Standard version ...................................................................................... 30
4.2.2 Premium version....................................................................................... 32
4.2.3 Dual AC traction configuration .................................................................. 32

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 4.2.4 Combi AC configuration (traction + pump)................................................. 35
4.2.5 Dual BL traction with sin/cos sensor .......................................................... 36
4.2.6 Dual BL traction with Hall sensors ............................................................. 37
4.3 Internal connector ................................................................................................... 38
4.4 External devices ..................................................................................................... 38
4.4.1 Key input ................................................................................................... 38
4.4.2 Digital inputs ............................................................................................. 39
4.4.3 Analog inputs ............................................................................................ 40
4.4.4 Encoder input ............................................................................................ 41
4.4.5 MC output ................................................................................................. 43
4.4.6 EB outputs ................................................................................................ 44
4.4.7 PWM current-controlled output .................................................................. 45
4.4.8 High-side driver ......................................................................................... 47
4.4.9 Motor-temperature measurement .............................................................. 47
4.4.10 Sensor supply ........................................................................................... 48
4.4.11 CAN bus ................................................................................................... 48
5 INSTALLATION HINTS ..................................................................................................... 50
5.1 Material overview .................................................................................................... 50
5.1.1 Connection cables..................................................................................... 50
5.1.2 Contactors................................................................................................. 50
5.1.3 Fuses ........................................................................................................ 51
5.2 Installation of the hardware ..................................................................................... 51
5.2.1 Positioning and cooling of the controller .................................................... 51
5.2.2 Dust and liquid ingress prevention ............................................................ 52
5.2.3 Wirings: power cables ............................................................................... 52
5.2.4 Wirings: CAN bus connections and possible interferences ........................ 52
5.2.5 Wirings: I/O connections ........................................................................... 55
5.2.6 Motor feedback sensor .............................................................................. 56
Incremental encoder speed signals......................................................................... 56
Six-step (or UVW) encoder signals ......................................................................... 56
Sinusoidal Motor Speed Sensor Input ..................................................................... 57
5.2.7 Connection of Motor temperature sensor .................................................. 58
5.2.8 Connection of main contactor and key switch............................................ 58
5.2.9 Insulation of the truck frame ...................................................................... 59
5.3 EMC ....................................................................................................................... 59
6 FEATURES ....................................................................................................................... 61
6.1 Operational features ............................................................................................... 61
6.2 Dual traction motor ................................................................................................. 61
6.3 Pump motor ............................................................................................................ 61
6.4 Torque mode .......................................................................................................... 62
6.5 Speed mode ........................................................................................................... 62
6.6 Protection and safety features ................................................................................ 62
6.6.1 Protection features .................................................................................... 62
6.6.2 Safety features .......................................................................................... 63
7 START-UP HINTS ............................................................................................................. 64
7.1 Check prior to initial power up ................................................................................. 64
7.2 Configuring motor controller for the application ....................................................... 65
7.2.1 Main parameters set-up ............................................................................ 65
7.2.2 Set-up additional procedure for AC pump inverter ..................................... 66

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 7.2.3 Position Sensor acquisition ....................................................................... 66
8 PROGRAMMING & ADJUSTEMENTS ............................................................................. 68
8.1 Settings overview ................................................................................................... 69
8.2 Settings description ................................................................................................ 71
8.2.1 Parameter Change ................................................................................... 71
8.2.2 Valve output ............................................................................................. 74
8.2.3 Parameter Pump ...................................................................................... 75
8.2.4 Set Option ................................................................................................ 77
8.2.5 Adjustments.............................................................................................. 85
8.2.6 Special Adjustment ................................................................................... 90
8.2.7 Hardware Setting ...................................................................................... 93
8.2.8 SLV HW Setting........................................................................................ 95
8.3 Tester Function ...................................................................................................... 96
8.3.1 Tester – Master microcontroller ................................................................ 96
8.3.2 Tester – Supervisor microcontroller ........................................................ 101
9 OTHER FUNCTIONS ...................................................................................................... 106
9.1 Program VACC function ....................................................................................... 106
9.2 Program LIFT / LOWER function .......................................................................... 106
9.3 Program STEER function ..................................................................................... 107
9.4 Potentiometers ..................................................................................................... 108
9.5 Acceleration time .................................................................................................. 109
9.6 Release modulation ............................................................................................. 110
9.7 Acceleration smoothness ..................................................................................... 111
9.8 Steering curve ...................................................................................................... 111
9.9 Throttle profile ...................................................................................................... 112
9.10 MC and EB modulation ........................................................................................ 113
9.11 Battery-charge detection ...................................................................................... 114
9.12 EVP Setup ........................................................................................................... 115
9.13 Torque Profile ...................................................................................................... 116
9.14 Steering table ....................................................................................................... 117
9.15 Motor thermal protection ...................................................................................... 119
9.16 Overvoltage and undervoltage limitations ............................................................. 120
10 DIAGNOSTIC SYSTEM .................................................................................................. 121
10.1 ALARMS menu .................................................................................................... 121
10.2 Diagnoses ............................................................................................................ 121
10.3 Alarms from master µC ........................................................................................ 123
10.3.1 Troubleshooting of alarms from master µC ............................................. 126
10.4 Alarms from supervisor µC ................................................................................... 148
10.4.1 Troubleshooting of alarms from supervisor µC ....................................... 151
11 RECOMMENDED SPARE PARTS ................................................................................. 152
12 PERIODIC MAINTENANCE ........................................................................................... 153
13 APPENDICES ................................................................................................................. 154
13.1 Appendix A: PC CAN Console user guide ............................................................ 154
13.1.1 PC CAN Console configuration............................................................... 154
13.1.2 Parameter download .............................................................................. 155
13.1.3 How to modify parameters ...................................................................... 156
13.1.4 Program Vacc......................................................................................... 157
13.1.5 Lift & Lower acquisition ........................................................................... 158
13.1.6 Steering acquisition ................................................................................ 158

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 13.1.7 TESTER functionality .............................................................................. 159
13.1.8 Alarm Logbook ........................................................................................ 159
13.2 Appendix B: Zapi Smart Console user guide......................................................... 160
13.2.1 Operational Modes .................................................................................. 160
13.2.2 The keyboard .......................................................................................... 161
13.2.3 Home Screen .......................................................................................... 161
13.2.4 Connected............................................................................................... 162
13.2.5 How to modify parameters ...................................................................... 163
13.2.6 PROGRAM VACC................................................................................... 164
13.2.7 Lift and Lower acquisition ........................................................................ 165
13.2.8 Steer acquisition ..................................................................................... 166
13.2.9 Tester...................................................................................................... 166
13.2.10 Alarms..................................................................................................... 166
13.2.11 Download parameter list into a USB stick ................................................ 167

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 APPROVAL SIGNS

COMPANY FUNCTION INITIALS SIGN

PROJECT MANAGER

TECHNICAL ELECTRONIC
MANAGER VISA

SALES MANAGER VISA

REVISIONS TABLE
1.0 30/01/2020 First Release

REVISION DATA MOTIVATION FUNCTION SIGN APPROVAL

WRITING

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1 INTRODUCTION

1.1 About this document

1.1.1 Scope of this manual
This manual provides important information about DUALACE2 NEW
GENERATION controller. It presents instructions, guidelines and diagrams
related to installation and maintenance of the controller in an electrically powered
vehicle.

1.1.2 Terms and abbreviations

A customer specific use of Zapi
Application
hardware and software

CAN Controller Area Network

ESD Electrostatic discharge

LED Light Emitting Diode

MCU Micro Computer Unit

OEM Original equipment manufacturer

PTC Positive temperature coefficient

PWM Pulse width modulation

1.1.3 Manual revision

This revision replaces all previous revisions of this document. Zapi has put much
effort to ensure that this document is complete and accurate at the time of
printing. In accordance with Zapi policy of continuous product improvement, all
data in this document are subject to change or correction without prior notice.

1.1.4 Warnings and notes

In this manual special attention must be paid to information presented in warning
and information notices.
Definitions of warning and information notices are the following.

 This is an information box, useful for anyone working on the installation, or for a
deeper examination of the content.

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 This is a warning box, it can describe:
- operations that can lead to a failure of the electronic device or can be
dangerous or harmful for the operator;
- items which are important to guarantee system performance and safety.

 This is a further warning within the box. Pay special attention to the
annotations pointed out within warning boxes.

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 1.2 About the controller
1.2.1 Safety
Zapi provides this and other manuals to assist manufacturers in using the motor
controller in a proper, efficient and safe manner. Manufacturers must ensure that
all people responsible for the design and use of equipment employing the motor
controller have the proper professional skills and knowledge of equipment.

 The high power levels and high torque available from a motor and motor
controller combination can cause severe or fatal injury.

 Before installation, always verify that the motor controller model is correct
for the vehicle’s battery supply voltage. The DC Supply nominal voltage is
shown on the motor controller’s identification label

 Before doing any operation, ensure that the battery is disconnected and
when the installation is completed start the machine with the driving
wheels raised from the ground to ensure that any installation error does not
compromise safety.

 After the inverter turn-off, even with the key switch open, the internal
capacitors may remain charged for some time. For safe operation onto the
setup, it is recommended to disconnect the battery and to discharge the
capacitors by means of a resistor of about 10 – 100 Ohm between +B
and -B terminals of the inverter for at least 10 seconds.

1.2.2 OEM’s responsibility

Zapi motor controllers are intended for controlling motors in electric vehicles.
These controllers are supplied to original equipment manufacturers (OEMs) for
incorporation into their vehicles and vehicle control systems.
Electric vehicles are subject to national and international standards of
construction and operation which must be observed. It is responsibility of the
vehicle manufacturer to identify the correct standards and to ensure that the
vehicle meets these standards. As a major electrical control component, the role
of a Zapi motor controller should be carefully considered and relevant safety
precautions taken. It has several features which can be configured to help the
system integrator meeting vehicle safety standards.
Zapi does not accept responsibility for incorrect application of its products.
1.2.3 Technical support
For additional information on any topic covered in this document or application
assistance on other Zapi products, contact Zapi sales department.

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2 SPECIFICATIONS

2.1 General features

DUALACE2 NEW GENERATION inverter is a controller designed to control a
pair of AC induction, PMSM, SRM and SRPM motors, in the range from 4 kW to
12 kW continuous power, used in a variety of battery-powered material handling
trucks.
Typical applications include, but are not limited to: counterbalanced trucks with
load up to 3 tons, HLOP (VNA), reach truck, tow tractors, airport ground support
vehicles, aerial-access equipment (telescopic boom and scissor lift), e-mobility
vehicles.

The main inverter features are:

 16-bits real time signal controller for motor control and main functions.
 16-bits real time signal controller for safety functions.
 Field-oriented motor control.
 Compatible with several types of speed/position sensors:
o 2 x Incremental encoder
o 2 x sin/cos sensors
o 2 x set of hall sensors
 Low-side driver for a line-contactor coil.
 Low-side drivers for electromechanical-brake coils
 Driver for a proportional valve (PWM current controlled).
 High-side driver for electromechanical-brake
 Thermal cutback, warnings and automatic shutdown for protection of
motor and controller.
 ESD-protected.
 Software downloadable via serial link (internal connector) or CAN bus
(external connector).
 Diagnostic provided via CAN bus using Zapi PC CAN Console.
 Rugged sealed housing and connectors meet IP65 environmental sealing
standards for use in harsh environments.

2.2 Technical specifications

Motor type: ................................................................. ACIM, PMSM, SRM, SRPM
Control mode: .................................................................... speed or torque control
Operating frequency: .................................................................................... 8 kHz
Ambient operating temperature range: ........................................... -40 °C ÷ 40 °C
Ambient storage temperature range: .............................................. -40 °C ÷ 85 °C
Maximum inverter temperature (at full power): .............................................. 85 °C
Connector: .......................................................................... 23 or 35-pins Ampseal
Package environmental rating: ....................................................................... IP65

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 2.3 Current ratings

Nominal DC Maximum 2-min Continuous rated

voltage [V] rated current [Arms] current [Arms]

2 x 550 2 x 275

2 x 500 2 x 250

24 2 x 450 2 x 225

2 x 400 2 x 200

2 x 350 2 x 175

2 x 550 2 x 275

2 x 500 2 x 250

2 x 450 2 x 225
36 / 48
2 x 400 2 x 200

2 x 350 2 x 175

2 x 275 2 x 135

2 x 400 2 x 200

2 x 350 2 x 175
72 / 80
2 x 300 2 x 150

2 x 250 2 x 125

96 TBD TBD

 Internal algorithms automatically reduce the maximum current limit when heat
sink temperature is above 85°C. Heat sink temperature is measured internally
near the power MOSFETs (see paragraph 6.6.1).

 Two-minute ratings are referred to an inverter equipped with a base plate. No

additional external heat sink or fans are used for the 2-minute rating test. Ratings
are based on an initial base plate temperature of 40°C and a maximum base
plate temperature of 85°C.

 The inverter can deliver the rated continuous current only if it is adequately
cooled. When it is equipped with its own finned heat sink, a proper dissipation is
obtained by applying a 100 m3/h airflow. In case it is provided with the base plate,
it is customer’s duty to design an adequate cooling system that can dissipate the
heat produced by the inverter, keeping its temperature below 85 °C. Otherwise,
the inverter will deliver a continuous RMS current lower than the rated one.

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 Upon request controller can be configured having different current rating for the
two power section

2.4 Voltage ratings

Nominal DC voltage 24 V 36 V / 48 V 72 V / 80 V 96 V

Conventional working voltage range 19.2V÷28.8V 28.8V÷57.6V 57.6V÷96V 76.8V÷115.2V

Non-operational overvoltage limits 35 V 72.5 V 115 V 130 V

Non-operational undervoltage limits 10 V 10 V 30 V 30 V

 Conventionally, the controller can be set to operate without alarm in the range
from 80% to 120% of the nominal battery voltage. With a different DC voltage
than specified, the controller raises an alarm.

 Undervoltage and overvoltage thresholds are defined by hardware. After start-up,

controller is fully operative if the supply voltage stays within these limits.

 Undervoltage is evaluated on the KEY input (A3); overvoltage is evaluated on the

positive battery terminal +B.

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3 DRAWINGS

3.1 Mechanical drawings

3.1.1 Standard version – Base-plate with fuse

3.1.2 Standard version – Longitudinal Heatsink with fuse

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 3.1.3 Standard version – Transversal Heatsink with fuse

3.1.4 Premium version – Base-plate with fuse

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 3.1.5 Premium version – Longitudinal Heatsink with fuse

3.1.6 Premium version – Transversal Heatsink with fuse

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 3.2 Connection drawings
3.2.1 Standard version – Dual AC traction configuration

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 3.2.2 Standard version – CAN controlled Dual AC traction configuration

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 3.2.3 Standard version – CAN controlled Combi AC configuration (AC traction +
AC pump)

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 3.2.4 Premium version – Dual AC traction configuration

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 3.2.5 Premium version – Combi AC configuration (AC traction + AC pump)

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 3.2.6 Premium version – Dual BL traction with Hall sensors

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 3.2.7 Premium version – Dual BL traction with sin/cos sensors

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 3.2.8 Premium version – Combi BL configuration (BL traction + BL pump) with
Hall sensors

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 3.2.9 Premium version – Combi BL configuration (BL traction + BL pump) with
sin/cos sensors

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 3.2.10 Premium version – CAN controlled Dual AC traction configuration

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 3.2.11 Premium version – CAN controlled Combi AC configuration (AC traction +
AC pump)

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 3.2.12 Premium version – CAN controlled Dual BL traction with Hall sensors

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 3.2.13 Premium version – CAN controlled Dual BL traction with sin/cos sensors

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 29/169

4 I/O INTERFACE DESCRIPTION

4.1 Power connectors

Power connections are on vertical posts where to bolt power-cables lugs. On the
cover of the converter they are labeled as follows.

Terminal name Description

+B, -B Battery terminations
UM, VM, WM Motor 1 phase terminations.
US, VS, WS Motor 2 phase terminations.

4.2 Ampseal connector

4.2.1 Standard version
DUALACE2 NEW GENERATION Standard is equipped with a 23-poles Ampseal
connector like that of the figure. Each of the 23 pins is referred to as “A#”, where
“A” denotes the connector name and “#” the pin number, from 1 to 23.

23-poles Ampseal connector of DUALACE2 NEW GENERATION Standard.

 For each I/O pin, the default Zapi function is indicated. The function of each pin
can be changed in the customized software.

 Some I/O pins can have special functionality depending on controller

configuration.

DUALACE2 NEW GENERATION Standard

Pin Type Name Description

A1 Input KEY Input of the key switch signal.

Positive supply for the left-hand side encoder and for

A2 Output PENC_L
potentiometers (+5 V or +12 V, 200 mA maximum).

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 DUALACE2 NEW GENERATION Standard

Pin Type Name Description

Analog input 1.
A3 Input CPOT The default function is as accelerator reference (wiper contact of
the accelerator potentiometer).
Digital input active when connected to +B.
A4 Input FW The default function is as forward request; closing this input the
truck moves forward.
Digital input active when connected to +B.
A5 Input BW The default function is as backward request; closing this input
the truck moves backward.
Digital input active when connected to -B.
A6 Input SEAT
The default function is as seat (or tiller) input.

A7 Input CHA_R Channel A of the right-hand side incremental encoder.

Positive supply for the right-hand side encoder and for

A8 Output PENC_R
potentiometers (+5 V or +12 V, 200 mA maximum).

Negative supply for the left-hand side encoder, the left-hand side
A9 Output NENC_L
thermal sensor and potentiometers.
Analog input 2.
A10 Input CPOT BR The default function is as breaking reference (wiper contact of
the brake potentiometer).

A11 Input CHA_L Channel A of the left-hand side incremental encoder.

If connected to A31 (CANH), it introduces the 120 Ohm

A12 Output CANT
termination resistance between CANL and CANH.

A13 Input CHB_L Channel B of the left-hand side incremental encoder.

A14 Input CHB_R Channel B of the right-hand side incremental encoder.

Negative supply for the right-hand side encoder, the right-hand

A15 Output NENC_R
side thermal sensor and potentiometers.

Driving output for the line – or main – contactor (driving to -B);

A16 Output NLC
PWM controlled; 2 A maximum continuous current.
Connecting this pin to the positive supply of electromechanical
A17 Output PEB brakes and proportional electrovalve closes the recirculating path
for the built-in freewheeling diodes.
Driving output for the right-hand side electromechanical brake
A18 Output NEB_R (driving to -B); PWM controlled; 3 A maximum continuous
current.

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 DUALACE2 NEW GENERATION Standard

Pin Type Name Description

Driving output for the left-hand side electromechanical brake
A19 Output NEB_L (driving to -B); PWM controlled; 3 A maximum continuous
current.

A20 Output CANL Low-level CAN bus line.

A21 Output CANH High-level CAN bus line.

Analog input for the thermal sensor of the right-hand side traction
A22 Input PTH_R motor.
Internal pull-up is a 2 mA current source.
Analog input for the thermal sensor of the left-hand side traction
A23 Input PTH_L motor.
Internal pull-up is a 2 mA current source.

4.2.2 Premium version

DUALACE2 NEW GENERATION Premium is equipped with a 35-poles Ampseal
connector like that of the figure. Each of the 35 pins is referred to as “A#”, where
“A” denotes the connector name and “#” the pin number, from 1 to 35.

35-poles Ampseal connector of DUALACE2 NEW GENERATION Premium.

 For each I/O pin, the default Zapi function is indicated. The function of each pin
can be changed in the customized software.

 Some I/O pins can have special functionality depending on controller

configuration.

4.2.3 Dual AC traction configuration

DUALACE2 NEW GENERATION (dual traction)

Pin Type Name Description

Digital input, active when connected to -B.

A1 Input SPARE
The default function is not defined.

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 DUALACE2 NEW GENERATION (dual traction)

Pin Type Name Description

Digital input, inactive when connected to -B, active when the
switch is open.
A2 Input SR/HB
The default function is as speed-reduction or handbrake
request (see parameter HB ON / SR OFF, paragraph 8.2.3).

A3 Input KEY Input of the key switch signal.

Positive supply for the left-hand side encoder and for

A4 Output PENC_L
potentiometers (+5 V or +12 V, 200 mA maximum).
Analog input 1.
A5 Input CPOT The default function is as accelerator reference (wiper contact
of the accelerator potentiometer).
Digital input active when connected to +B.
A6 Input FW The default function is as forward request; closing this input the
truck moves forward.
Digital input active when connected to +B.
A7 Input BW The default function is as backward request; closing this input
the truck moves backward.
Digital input active when connected to -B.
A8 Input SEAT
The default function is as seat (or tiller) input.

A9 Input CHA_R Channel A of the right-hand side incremental encoder.

Positive supply for the right-hand side encoder and for

A10 Output PENC_R
potentiometers (+5 V or +12 V, 200 mA maximum).

Digital input, active when connected to -B.

A11 Input LOWER The default function is as lowering request. Closing the switch,
NEVP output (A25) is activated according to the setpoint
defined by CPOT EVP (A22).

Digital input, active when connected to -B.

A12 Input SPARE
The default function is not defined.

Digital input active when connected to +B.

A13 Input QI/PB
The default function is as quick-inversion or brake-pedal input.
Analog input 4.
CPOT
A14 Input The default function is as steering reference (wiper contact of
STEER
the steering potentiometer).
Negative supply for the left-hand side encoder, the left-hand
A15 Output NENC_L
side thermal sensor and potentiometers.
Analog input 2.
A16 Input CPOT BR The default function is as breaking reference (wiper contact of
the brake potentiometer).

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 DUALACE2 NEW GENERATION (dual traction)

Pin Type Name Description

A17 Input CHA_L Channel A of the left-hand side incremental encoder.

If connected to A31 (CANH), it introduces the 120 Ohm

A18 Output CANT
termination resistance between CANL and CANH.

A19 Input CHB_L Channel B of the left-hand side incremental encoder.

A20 Input CHB_R Channel B of the right-hand side incremental encoder.

Negative supply for the right-hand side encoder, the right-hand

A21 Output NENC_R
side thermal sensor and potentiometers.
Analog input 4.
CPOT
A22 Input The default function is as reference for the proportional
EVP
electrovalve.

A23 Input NCAN CAN bus negative reference. See paragraph 4.4.11

Positive supply for the high-side driver of pin PEB (A27). By

A24 Input PIN
default, it is to be connected after the main contactor.
Driving output for the proportional electrovalve (driving to -B);
A25 Output NEVP PWM current-controlled; 1.7 A maximum continuous current.
Default function is as LOWERING valve.
Driving output for the line – or main – contactor (driving to -B);
A26 Output NLC
PWM controlled; 2 A maximum continuous current.
Positive supply for the electromechanical brake and the
A27 Output PEB electrovalves. It is supplied by PIN (A24) through a high-side
driver.
Driving output for the right-hand side electromechanical brake
A28 Output NEB_R (driving to -B); PWM controlled; 3 A maximum continuous
current.
Driving output for the left-hand side electromechanical brake
A29 Output NEB_L (driving to -B); PWM controlled; 3 A maximum continuous
current.

A30 Output CANL Low-level CAN bus line.

A31 Output CANH High-level CAN bus line.

Analog input for the thermal sensor of the right-hand side

A32 Input PTH_R traction motor.
Internal pull-up is a 2 mA current source (max 5 V).

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 DUALACE2 NEW GENERATION (dual traction)

Pin Type Name Description

Analog input for the thermal sensor of the left-hand side
A33 Input PTH_L traction motor.
Internal pull-up is a 2 mA current source (max 5 V).
Analog input 5.
A34 Input CPOT5
The default function is not defined.

Analog input 6.
A35 Input CPOT6
The default function is not defined.

4.2.4 Combi AC configuration (traction + pump)

When the inverter is configured as COMBIACE2 NEW GENERATION for
controlling one traction motor and one pump motor, the pinout differs from that of
the dual traction configuration only for the pins listed in the following table. The
other ones are unchanged both in name and in function (see paragraph 4.2.3).

COMBIACE2 NEW GENERATION (traction + pump)

Pin Type Name Description

Digital input, inactive when connected to -B, active when the
SR/HB/ switch is open.
A2 Input
HYDRO
The default function is as hydro request.

Positive supply for the pump encoder and for potentiometers

A4 Output PENC_P
(+5 V or +12 V, 200 mA maximum).

A9 Input CHA_T Channel A of the traction incremental encoder.

Positive supply for the traction encoder and for potentiometers

A10 Output PENC_T
(+5 V or +12 V, 200 mA maximum).

Digital input, active when connected to -B.

A12 Input LIFT The default function is as lift request; closing this input the
pump is activated.

Negative supply for the pump encoder, the pump thermal

A15 Output NENC_P
sensor and potentiometers.

A17 Input CHA_P Channel A of the left-hand side incremental encoder.

A19 Input CHB_P Channel B of the pump incremental encoder.

A20 Input CHB_T Channel B of the traction incremental encoder.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 35/169

 COMBIACE2 NEW GENERATION (traction + pump)

Pin Type Name Description

Negative supply for the traction encoder, the traction side

A21 Output NENC_T
thermal sensor and potentiometers.

CPOT Analog input 4.

A22 Input
LIFT The default function is as lift reference.

Driving output for the traction electromechanical brake (driving

A28 Output NEB_T
to -B); PWM controlled; 3 A maximum continuous current.

Driving output for an auxiliary electrovalve (driving to -B); PWM

A29 Output NAUX
controlled; 3 A maximum continuous current.
Analog input for the thermal sensor of the traction motor.
A32 Input PTH_T
Internal pull-up is a 2 mA current source (max 5 V).

Analog input for the thermal sensor of the pump traction motor.
A33 Input PTH_P
Internal pull-up is a 2 mA current source (max 5 V).

4.2.5 Dual BL traction with sin/cos sensor

When the inverter is configured as DUALBLE2 NEW GENERATION for
controlling two traction brushless motors equipped with sin/cos sensors as speed
and position feedback, the pinout differs from that of the dual AC traction
configuration only for the pins listed in the following table. The other ones are
unchanged both in name and in function (see paragraph 4.2.3).

DUALBLE2 NEW GENERATION with sin/cos sensors

Pin Type Name Description

Analog input 4.
CPOT
A1 Input The default function is as steering reference (wiper contact of
STEER
the steering potentiometer).
Positive supply for the left-hand side sin/cos sensor and for
A4 Output PSENS_L
potentiometers (+5 V or +12 V, 200 mA maximum).

Digital input, active when connected to -B.

A9 Input SPARE
The default function is not defined.
Positive supply for the right-hand side sensor and for
A10 Output PSENS_R
potentiometers (+5 V or +12 V, 200 mA maximum).

A14 Input SIN_R Sine signal of the right-hand side sin/cos sensor.

Negative supply for the left-hand side sin/cos sensor, the left-
A15 Output NSENS_L
hand side thermal sensor and potentiometers.

Digital input, active when connected to -B.

A17 Input SPARE
The default function is not defined.

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 DUALBLE2 NEW GENERATION with sin/cos sensors

Pin Type Name Description

Digital input, active when connected to -B.

A19 Input SPARE
The default function is not defined.
Digital input, active when connected to -B.
A20 Input SPARE
The default function is not defined.
Negative supply for the right-hand side sin/cos sensor, the
A21 Output NSENS_R
right-hand side thermal sensor and potentiometers.

A22 Input COS_R Cosine signal of the right-hand side sin/cos sensor.

A34 Input SIN_L Sine signal of the left-hand side sin/cos sensor.

A35 Input COS_L Cosine signal of the left-hand side sin/cos sensor.

4.2.6 Dual BL traction with Hall sensors

When the inverter is configured as DUALBLE2 NEW GENERATION for
controlling two traction brushless motors, each one equipped with a set of three
Hall sensors as speed and position feedback, the pinout differs from that of the
dual AC traction configuration only for the pins listed in the following table. The
other ones are unchanged both in name and in function (see paragraph 4.2.3).

DUALBLE2 NEW GENERATION with Hall sensors

Pin Type Name Description

A2 Input SH1_L First left-hand side Hall sensor.

Positive supply for the left-hand side Hall sensors and for
A4 Output PSENS_L
potentiometers (+5 V or +12 V, 200 mA maximum).

A9 Input SH2_R Second right-hand side Hall sensor.

Positive supply for the right-hand side sensor and for

A10 Output PSENS_R
potentiometers (+5 V or +12 V, 200 mA maximum).

A12 Input SH1_R First right-hand side Hall sensor.

Negative supply for the left-hand side Hall sensors, the left-
A15 Output NSENS_L
hand side thermal sensor and potentiometers.

A17 Input SH2_L Second left-hand side Hall sensor.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 37/169

 DUALBLE2 NEW GENERATION with Hall sensors

Pin Type Name Description

A19 Input SH3_L Third left-hand side Hall sensor.

A20 Input SH3_R Third right-hand side Hall sensor.

Negative supply for the right-hand side Hall sensors, the right-
A21 Output NSENS_R
hand side thermal sensor and potentiometers.

4.3 Internal connector

Pin Type Name Description

1 - - Not used: it can be unconnected.
2 Input NCLRXD Negative serial reception.
3 Output PCLTXD Positive serial transmission.
4 Output NCLTXD Negative serial transmission.
5 Output GND Negative console power supply.
6 Output +15 Positive console power supply.
7 Input FLASH It must be connected to pin 8 for the Flash memory
programming.
8 Input FLASH It must be connected to pin 7 for the Flash memory
programming.

4.4 External devices

4.4.1 Key input
KEY input A3 (A1) is generally connected to the vehicle start key switch. It
supplies battery voltage to the logic circuitry and it also pre-charges the DC-link
capacitors at key-on, before main contactor closes. The KEY voltage is
monitored.

 Note: external loads connected to the power terminal +B, such as proximity
switches, load the internal PTC resistor along the key input path, with the
consequence that the pre-charge voltage may be lower than expected.

Page 38/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 Protection
The KEY input is protected against reverse polarity with a diode and it has got
approximately a 2.2 nF capacitance to -B for ESD protection and other filtering
elements. This capacitance may give a high current spike at the KEY input
depending on the external circuit.
Fuse FU1 (see functional drawings, paragraph 3.2), should be sized according to
the number of motor controllers connected to it (10 A fuse is recommended) and
the current absorption of the KEY input (input power below 15 W).

 The key switch connected to the KEY input must handle the short inrush
current spike to the ESD protection capacitors. The current peak depends
on the external circuit and wires.

 Cables from the battery to the KEY input should be as short as possible

Connector position
Standard Premium
A1 A3

4.4.2 Digital inputs

Digital inputs are meant to work in the voltage range from -B to +B. Related
command devices (microswitches) must be connected to +B (typically to the key
voltage) or to -B, depending on the input configuration (refer to pin description in
the paragraph 4.4.2). Pull-down or pull-up resistors are built-in.
Functional devices (like FW, BW, LOWER, etc.) are normally open, so that each
associated function becomes active when the microswitch closes. Safety-related
devices (by default only SR/HB) must be normally closed, so that each
associated function becomes active when the microswitch opens.
Nominal voltage figures for digital inputs in standard Zapi configuration are listed
below. Custom hardware may feature different voltage values.

Inverter voltage 24 V 36/48 V 72/80 V 96 V

Low threshold 3.6 V 3.6 V 8.2 V 9.8 V
Active
high High
8.5 V 8.5 V 19 V 22.9 V
threshold
Low threshold 3.6 V 3.6 V 3.8 V 3.8 V
Active
low High
8.5 V 8.5 V 8.8 V 8.8 V
threshold
Voltage range 0 ÷ 35 V 0 ÷ 72.5 V 0 ÷ 115 V 0 ÷ 130 V

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 39/169

 For critical functions, when good diagnostics coverage is necessary, it is
recommended to use two digital inputs for plausibility check, for example
to use both normally open and normally closed contacts.

Protection
Each digital input has a 22 nF capacitor to -B for ESD protection.
Circuit
Input impedance to GND of active high digital inputs in standard Zapi
configurations are listed below. Custom hardware may feature different
impedance values.

Inverter voltage 24 V 36/48 V 72/80 V 96 V

Input impedance
3.8 kΩ 9 kΩ 20 kΩ 27.6 kΩ
(Active high)

 Digital inputs on A1, A2, A8 (A6), A11 and A12 are normally configured to be
activated when closed to -B. Their behavior can be changed by special HW
configuration, as to be activated when closed to +B.

Connector position
Standard Premium
A4, A5, A6 A1, A2, A6, A7, A8, A11, A12, A13

Microswitches
- It is suggested that microswitches have a contact resistance lower than 0.1 Ω
and a leakage current lower than 500 µA.
- In full-load condition, the voltage between the key-switch contacts must be
lower than 0.1 V.
- If the microswitches to be adopted have different specifications, it is
suggested to discuss them with Zapi technicians prior to employ them.
4.4.3 Analog inputs
Analog inputs are for functions such as accelerator or brake references and they
are acquired through a 10-bit analog-to-digital converter (resolution is given by
voltage excursion over 1024 levels).
Circuit
Input impedance and maximum frequency for analog inputs in standard Zapi
configurations are listed below. Custom hardware may feature different values.

Inverter voltage 24 V 36/48 V 72/80 V 96 V

Input impedance 44 kΩ 94 kΩ 240 kΩ 300 kΩ
Maximum frequency 145 Hz 68 Hz 27 Hz 21 Hz

Page 40/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 The standard connection for the potentiometer is that on the left side of next
figure: potentiometer at rest on one end, in combination with a couple of travel-
demand switches. On request it is also possible to have the configuration on the
right side of next figure: potentiometer at rest in the middle, still in combination
with a couple of travel-demand switches.

Potentiometer configuration.
The negative supply of the potentiometer is to be taken from one of NENC pins;
A21 (A15) and A15 (A9).
Potentiometer resistance value should be in the 0.5 – 10 k range; generally, the
load should be in the 1.5 mA to 30 mA range.
A procedure for automatic acquisition of potentiometers signals can be carried
out using the console (see paragraphs 9.1, 9.2 and 9.3).
Analog inputs may also be used as extra digital inputs. In this case ADC value
should be used as the indicator of the input status. For example, a proximity
switch supplied from +B could be connected to an analog input.
Protection
Analog inputs are protected against short circuits to +B and -B. Each one has a
10 nF capacitor to -B for ESD protection.
Connector position
Standard Premium
A3, A10 A5, A14, A16, A22, A34, A35

 If an analog input is used as a speed reference to the motor controller, a

system safety strategy must be defined.

 The application software must take care of analog input errors such as
VACC OUT OF RANGE or VACC NOT OK.

4.4.4 Encoder input

Inputs for motor-speed feedback (encoder signals) have an internal 1 kΩ pull-up
for open collector sensor output. Threshold levels are listed below.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 41/169

 Supply Voltage 5V 12 V
Logic low 1.5 V 3.8 V
Logic high 3.5 V 6.1 V

Speed-sensor signals are acquired through the quadrature peripheral of the

microcontroller.
Protection
Encoder inputs are protected against short circuits to +B and -B and have ESD
suppressor to -B for ESD protection.
Connector position
Standard Premium
A7, A11, A13, A14 A9, A17, A19, A20

 It is important to verify the wiring by ensuring that encoder signals are not
disturbed by motor currents or by electric motor brake.

For more details about encoder installation see also paragraph 5.2.6.

 The encoder resolution, the motor pole pairs and other pieces of information are
specified in the Zapi Console by means of an head line like the following:

A2MT2B 2 ZP1.21

Where:
A2: DUALACE2 NEW GENERATION.
M: Master μC (S: Supervisor μC).
T: Traction controller (P: pump controller).
2: Motor poles pair number.
B: 64 pulses/rev encoder.
2: Motor control generation.
ZP1.21: Firmware version.

The encoder resolution is encoded in the last letter of the first batch as:

Code: A B C D G H
Pulses/rev: 32 64 80 128 256 512

Code: I K X
Pulses/rev: 1024 48 25, 124

Encoder resolution can be changed through the dedicated parameters. See

paragraph 8.2.7.

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 4.4.5 MC output
Main (or line) contactor is operated through an open-drain PWM-voltage-
controlled output.
In order to utilize the built-in freewheeling diode, the coil must be supplied with
KEY voltage, pin A3 (A1), see chapter 3.2
A nonstandard hardware configuration permits to utilize a built-in freewheeling
diode connected to pin PEB A27 (A17).
In case the vehicle design does not allow usage of the built-in freewheeling
diode, i.e. if the return path integrity cannot be guaranteed in all situations, an
external one must be applied between the coil terminals.
Output features
 Up to 1 Arms continuous current (holding).
 Up to 2 A peak (pulling) current for a maximum of 200 ms.
 Individual hardware for detection of: shorted driver, open driver, open coil.
 1 kHz default PWM frequency.
 Configurable output voltage, by means of separate parameters for pulling
and holding stages.

 PWM should only be used for inductive loads such as relays, contactors, motor
brakes or hydraulic valves.

 PWM frequency can be changed by software. If a different PWM frequency has

to be used, it is suggested to discuss it with Zapi technicians.

Protection
Protected against inductive discharge with internal freewheeling diode to pin KEY
A3 (A1) and ESD protected by means of ESD-suppressing device. Protected
against reverse polarity of the battery.
Built-in diagnostics:
- Overcurrent
- Driver shorted
- Driver open
- Coil open
Refer to chapter 10 for more detailed description.

 MC output can only be a PWM-voltage-controlled output. It cannot be used as a

current-controlled output.

 When driving an inductive load on PWM open-drain output, there must

always be a path for the current through a freewheeling diode. Do not
connect any switch or fuse in series with the diode.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 43/169

 Connector position
Standard Premium
A16 A26

 To protect the controller from overvoltage caused by an inductive load,

freewheeling diode to pin KEY A3 (A1) is built-in.

 Please ensure that inductive loads are connected so that the paths through
the freewheeling diodes are always present; otherwise use external
freewheeling diodes.

 Use of brushless fan or other loads with built-in capacitors may lead to
high inrush currents at turn-on, which may eventually bring to open-drain
overcurrent trips. Inrush current must be below the peak current.

4.4.6 EB outputs
Electromechanical brakes are operated through an open-drain PWM-voltage-
controlled outputs on pin NEB_R A28 (A18) and NEB_L A29 (A19). In order to
utilize the built-in freewheeling diodes, the coil must be supplied by pin PEB A27
(A17) (see chapter 3.1.1), which in turn is supplied by a high-side driver (see
paragraph 4.4.8).
In case the vehicle design does not allow the usage of the built-in freewheeling
diode, i.e. if the return path integrity cannot be guaranteed in all situations,
external freewheeling diodes must be applied over the inductive loads supplied
by the open drain outputs.
Output features
 Up to 2.5 Arms continuous current (holding).
 Up to 3 A peak (pulling) current for a maximum of 200 ms.
 Individual hardware for detection of: shorted driver, open driver, open coil.
 1 kHz PWM frequencies.
 Configurable output voltage, by means of separate parameters for pulling
and holding stages.

 PWM shall only be used for inductive loads such as relays, contactors, motor
brakes or hydraulic valves.

Protection
Protected against inductive discharge with internal freewheeling diode to pin PEB
A27 (A17) and ESD protected by suppressor device.
Not protected against reverse polarity of the battery. A way to avoid a failure
caused by the polarity inversion is to activate the contactor only when the voltage
over the DC-bus capacitors has reached the accepted pre charge level.

Page 44/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 Built-in diagnostics:
- Overcurrent
- Driver shorted
- Driver open
- Coil open
Refer to chapter 10 for more detailed description.

 Overcurrent protection is applied by hardware.

 EB outputs can be only a PWM voltage-controlled output. It cannot be used as

current-controlled output.

 Driving an inductive load on a PWM-modulated open-drain output, there is

always to be a path for the current through the freewheeling diode. Do not
connect any switch or fuse in series with the diode.

Connector position
Standard Premium
A18, A19 A28, A29

 To protect the motor controller from overvoltage at inductive load, internal

freewheeling diode toward pin A27 (A17) is built-in.

 Please ensure that the inductive load is connected such that the path for
the freewheeling diode is always intact, or use an external freewheeling
diode if this is not possible.

 Use of brushless fans or other loads with built-in capacitor can give high
inrush current at turn on, which can give an open-drain over-current trip.
The inrush current must be below the open-drain peak current.

4.4.7 PWM current-controlled output

In premium version only (35-poles Ampseal) an additional Open-drain current
controlled output can be used for operating services such as relays, hydraulic
valves, horn, etc.
In order to utilize the built-in freewheeling diodes, the loads must be supplied
from pin PIN A24, see paragraph 3.1.1.
In case the vehicle design does not allow the usage of the built-in freewheeling
diodes, i.e. if the return path integrity cannot be guaranteed in all situations,

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 45/169

 external freewheeling diodes must be applied over the inductive loads supplied
by the open drain outputs.
 Up to 1.5 Arms continuous (hold) current and 1.7 A peak current.
 Individual hardware for detection of shorted driver, open driver and open
coil.
 Self-protected against overload condition.
 Dithering feature thanks to a low amplitude current modulation at high
frequency (see paragraph 8.2.6).
Dithering is typically used when controlling proportional valves in order to
create microscopic movements in the valve to prevent it from “sticking”.
Successful dithering improves the valve response for small changes.
Dithering frequency is available in fixed steps:
20.8, 22.7, 25.0, 27.7, 31.2, 35.7, 41.6, 50.0, 62.5, 83.3.
Dithering current amplitude can be adjusted up to 13% of reference value.
Actual dithering amplitude is dependent on load inductance.
Protection
The auxiliary outputs are protected against inductive discharge with internal
freewheeling diodes on pin PIN A24.
The auxiliary outputs are not protected against reverse polarity of the battery. A
way to avoid a failure caused by the polarity inversion is to activate the contactor
only when the voltage over the DC-bus capacitors has reached the accepted pre
charge level (see picture in section 3.1.1).
Built-in diagnostics:
- Overcurrent;
- Shorted driver;
- Open driver;
- Open coil (only for PWM current-controlled outputs).
Refer to chapter 10 for more details about alarms.

 PWM shall only be used for inductive loads such as relays, contactors, motor
brakes or hydraulic valves

 When driving inductive loads on PWM Open drain outputs there must
always be a path for the current to the freewheeling diodes. Do not connect
any switch or fuse in series with the diode.

Connector position
Premium
A25

Page 46/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 To protect the motor controller from overvoltage at inductive load, internal
freewheeling diodes are mounted to the A24 pin.

 Please ensure that inductive loads are connected such that the path for the
freewheeling diode is always intact, or use an external freewheeling diode if
this is not possible.

 Use of brushless fan or other loads with built-in capacitor can give high
inrush current when turn ON which will give an Open Drain over current
trip. The inrush current must be below the open-drain peak current.

4.4.8 High-side driver

In premium version only (35-poles Ampseal), a high-side switch provides
redundancy in turning off the EB and the EVs. If one of the open-drain outputs is
short circuited, it is possible to turn off the high-side switch so to disconnect the
load on pin A27 (PEB) from the positive supply on pin A24 (PIN).
The high-side switch has a maximum output current of 5 A. The high-side switch
can only be controlled as an on/off switch, it is not suited for switching operation.

 The high-side switch has a maximum output current of 4 A.

 The high-side switch can only be controlled as an on/off switch, it is not suited for
switching operation.

Protection
Built-in diagnostics:
- Shorted driver
- Open driver
Refer to chapter 10 for more detailed description.

Connector position
Premium
A24, A27

4.4.9 Motor-temperature measurement

Inputs for motor-temperature sensors, for measuring the temperature of each
motor windings, is available on pin PTH_R A32 (A22) and PTH_L A33 (A23).
Compatible temperature sensors are like:
- KTY84 with 1000Ω @ 100°C.
- KTY83 with 1670Ω @ 100°C.
- PT1000 with 1385Ω @ 100°C.
- On/Off.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 47/169

 Protection
PTH input is protected against short circuits to +B and ESD protected by
suppressor device. A low-pass filter attenuates the noise from the motor.
Connector position
Standard Premium
A22, A23 A32, A33

4.4.10 Sensor supply

Supplies for external motor-speed sensors are available between pin PENC_R
A10 (A8) and pin NENC_R A21 (A15) and between pin PENC_L A4 (A2) and pin
NENC_R A15 (A9).
Output voltage is configurable via hardware by internal jumper to +12V or +5V;
the maximum output current is 200 mA.

 Actual values for “+12V” and “+5V” are respectively 12.1 V ± 0.5 V and
5 V ± 0.3 V.

Protection
Sensor supply has a current limiter at 200 mA and it is protected against
accidental connection to +B with a diode.
Connector position
Standard Premium
A8, A15 A10, A21

Standard Premium
A2, A9 A4, A15

4.4.11 CAN bus

CAN bus interface is available for communication with the controller, featuring:
 Physical Interface according to ISO 11898-2.
 Data rate can be 125, 250 or 500 kbit/s.
 CAN driver is +5 V supplied and provides a rail to rail signal on the
differential output (CANH - CANL).
 An internal 120 Ω termination resistor can be built-in.

Page 48/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 CAN bus interface is isolated with Opto-couplers and internal +5 V supply from
isolated DC/DC.
The CAN driver gives maximum amplitude on the CAN_H to CAN_L signal.

Ground reference for CAN, CAN_GND, must be routed together with CAN_H and
CAN_L in the CAN-bus to avoid communication problems.
There is internal high impedance connection between CAN_GND and B- for ESD
protection and EMC suppression components.

 Incorrect use of isolation - risk of personnel injury. Isolation is only for

increased noise immunity when running high current to the motor. The
isolation must not be used for safety.
i.e. CAN_GND and B- shall be externally connected together in one point in
the vehicle system.

Protection
CAN bus interface is protected against accidental connection to +B and –B and
ESD protected.
Connector position
Standard Premium
A20, A21, A22 A30, A31, A32

 The CAN wiring shall consist of a pair of twisted wires for CANH and CANL.

 The CAN wiring shall have a characteristic impedance of 60 Ω; both physical ends
of the CAN bus shall be terminated with 120 Ω between CANH and CANL for the
best possible noise immunity.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 49/169

5 INSTALLATION HINTS
Installation the motor controller in a specific vehicle may vary from what is
presented here or include additional steps. It is the responsibility of the vehicle
manufacturer to develop detailed instructions for installation and maintenance of
the motor controller in the target vehicle.

 The motor controller contains no user adjustable or user replaceable

components beneath its protective cover. Do not remove the cover.

 Do not clean the motor controller using high-pressure water.

 Wiring errors, improper setup, or other conditions may cause the vehicle to
move in the wrong direction or at the wrong speed.

 Take necessary precautions to prevent injury to personnel or damage to

equipment prior to applying power for the first time.

 The instructions in this chapter are general-purpose procedures that do not

address vehicle-specific requirements. Personnel performing maintenance should
consult the vehicle manufacturer's instructions, which always supersede the
instructions in this document.

5.1 Material overview

Before starting the inverter installation, it is necessary to have the required
material for a correct installation. Wrong choice of additional parts could lead to
failures, misbehaviors or bad performance.
5.1.1 Connection cables
For the auxiliary circuits, use cables of 0.5 mm² section.
For power connections to the motor and from the battery, use cables having
proper section. The screwing torque for the controller power connection must be
comprised in the range 13 Nm ÷ 15 Nm. For the optimum inverter performance,
the cables to the battery should be run side by side and be as short as possible.
5.1.2 Contactors
Main contactor has always to be installed. The output driving the coil is
modulated with a 1 kHz PWM basing on parameters MC VOLTAGE and MC
VOLTAGE RED.. After an initial delay of about 1 second, during which the coil is
driven with a percentage of VBATT defined by MC VOLTAGE, PWM reduces the
mean voltage down to the percentage set in MC VOLTAGE RED.. This feature is
useful to decrease the power dissipation of the coil and its heating.

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 5.1.3 Fuses
- Use a 10 A fuse for protection of the auxiliary circuits

- Selection of appropriate fuse ratings is a system design issue and falls under
the OEMs responsibility. As a rule of thumb, the fuse shall be rated based on
the motor controller’s power output (2 min. rating) listed in chapter 2.3.

Calculate DC input current as follows:

𝑃𝑜𝑤𝑒𝑟 𝑜𝑢𝑡𝑝𝑢𝑡 [𝑘𝑉𝐴](2 min 𝑟𝑎𝑡𝑖𝑛𝑔) 𝑥 1000

𝐼𝐷𝐶𝐼𝑁 =
𝑉𝐷𝐶

Select a fuse with rating and time delay characteristics which will carry 𝐼𝐷𝐶_𝐼𝑁
indefinitely, but blow within 2 - 3 seconds for 2 x 𝐼𝐷𝐶_𝐼𝑁 .

- Chapter 11 shows the maximum allowable values. For special applications or

requirements these values can be reduced.

- For safety reasons, we recommend the use of protected fuses in order to

prevent the spreading of particles in case a fuse blows.
- Selection of appropriate fuse ratings is a system design issue and falls under
the OEMs responsibility.

 The fuse is not intended to protect the motor controller or motor against
overloads.

5.2 Installation of the hardware

 Before doing any operation, ensure that the battery is disconnected.

 Take necessary precautions to not compromise safety in order to prevent

injuries to personnel and damages to equipment.

5.2.1 Positioning and cooling of the controller

Install the inverter with the base-plate on a flat, clean and unpainted metallic
surface.
- Ensure that the installation surface is clean and unpainted.
- Apply a light layer of thermo-conductive grease between the two surfaces to
permit good heat dissipation.
- Ensure that cable terminals and connectors are correctly connected.
- Fit transient suppression devices to the horn, solenoids and contactors not
connected to the controller.
- Ensure the compartment to be ventilated and the heat-sinking materials
ample.
- Heat-sinking material and should be sized on the performance requirement of
the machine. Abnormal ambient temperatures should be considered. In

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 situations where either external ventilation is poor or heat exchange is
difficult, forced ventilation should be used
- Thermal energy dissipated by the power module varies with the current
drawn and with the duty cycle.

 Hot surfaces - risk of personnel injury. After operation of the motor

controller, the heat sink may be too hot to touch. Allow it to cool before
performing any maintenance.

 Water sensitive equipment - risk of damage to equipment. Do not clean the

motor controller using high-pressure water.

5.2.2 Dust and liquid ingress prevention

The dust/moisture protection of the motor controller is only valid when the
mating I/O connector is inserted and correctly assembled with appropriate
cable seals.
The motor controller cover provides a measure of protection from liquids and
particles dripping, splashing or spraying onto it. The motor controller must not
be subjected to liquids under high pressure.
5.2.3 Wirings: power cables
- Power cables must be as short as possible to minimize power losses.
They must be tightened onto controller power posts with a torque of
13 Nm ÷ 15 Nm.
- The DUALACE2 New Gen should only be connected to a traction battery. Do
not use converters outputs or power supplies. For special applications please
contact the nearest Zapi Service Centre.

 Do not connect the controller to a battery with a nominal voltage different

to the nominal value, indicated on the controller label. A higher battery
voltage may cause failures in the power section. A lower voltage may not
allow the controller to work.

 Ring lugs for motor and battery connections must be adequately rated to
carry motor and battery currents. Otherwise cables and terminal posts may
be overheated.

5.2.4 Wirings: CAN bus connections and possible interferences

 CAN stands for Controller Area Network. CAN bus is a communication protocol
for real time control applications. CAN bus operates at data rate of up to 1 Mbit/s.
It was invented by the German company Bosch to be used in the automotive
industry to permit communication among the various electronic modules of
vehicle, connected as illustrated in the following image.

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 - The best type of cables for CAN bus 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 shielded cables, where the shield is connected to the
frame of the truck. Sometimes it is sufficient a not shielded two-wire cable or
a duplex cable.

- In a system like an industrial truck, where power cables carry currents of

hundreds of Ampere, voltage drops due to the impedance of the cables may
be considerable, and that could cause errors on the data transmitted through
the CAN wires. The following figures show an overview of wrong and right
layouts for the routing of CAN connected systems.

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 Wrong Layout:
R
Can bus
Power cables

Module
Module
1
2

Module
3
R

Red lines are CAN bus wires.

Black boxes are different modules, for example a traction controller, a pump
controller and a display connected via CAN bus.
Black lines are the power cables.
This is apparently a good layout, but actually it can bring to errors onto 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.

 Correct Layout:
R
Can bus
Power cables

Module
Module
1
2

Module
3
R

Note: Module 1 power > Module 2 power > Module 3 power

The chain starts from the -B post of the controller that deals with the highest
current, while the other ones 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 (for example a
steering controller), the best way to address this configuration is creating a
common ground point (star configuration), as it is in the next figure.

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 Correct Layout:
R
Can bus
Power cables

Module
Module
1
2
Centre of the Ground connection

Module
3
R

Note: Module 1 power ≈ Module 2 power > Module 3 power

In this case, the power cables of the two similar controllers must be as short as
possible. Of course also the diameter of the cables concurs in the voltage drops
described before (a greater diameter brings to a lower impedance), so in this last
example the cable between negative battery terminal and the center of the
ground connection (pointed by the arrow in the image) must be sized taking into
account both thermal and voltage drop problems and considering the current
drawn from the battery by the overall system.

 The complexity of modern systems needs more and more data, signal and
information must flow from a node to another. CAN bus is the solution to different
problems that arise from this complexity.
- simple design (readily available, multi sourced components and tools)
- low costs (less and smaller cables)
- high reliability (fewer connections)
- ease of analysis (easy connection with a pc for sniffing the data being
transferred onto the bus).

5.2.5 Wirings: 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 pin assignment, see chapter 3.2.
- Very high currents may circulate between motor controller and battery. Even
if cables are dimensioned correctly, this may lead to a significant voltage
drop between motor controller B- terminal and negative terminal on the
battery. This means that there may be voltage differences between GND
references of different units in a control system. Therefore it is strongly
recommended to connect all wires of sensors supplied by the motor
controller directly to the intended I/O connector pins.
- Consider an alternative path for I/O cables that generates less noise (EMC).

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 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.

5.2.6 Motor feedback sensor

To minimize the possibility of electrical noise coupling into motor feedback sensor wires,
avoid routing cables next to conductors carrying high currents or high current pulses.
Noise immunity may also be improved by using twisted conductor cable for the motor
feedback sensor cables from motor to the motor controller.

 Wiring of feedback sensor and the relationship between feedback sensor vs.
rotational direction depends upon feedback sensor installation in the motor.
Contact the motor manufacturer to get the correct wiring and relationship
between rotational direction and feedback sensor signals. Swapping the
channels from feedback sensor will lead to improper motor operation.

 The motor feedback sensor may be ESD sensitive; see ESD related system
design suggestions in chapter 12.4.

Incremental encoder speed signals

The incremental encoder speed sensor provides speed and direction feedback for the
motor controller. The standard speed encoder switches two open collector outputs to
produce two square wave signals phase shifted 90 º ±45 º (see Figure 16), with a
maximum frequency of 20 kHz. The sensor signals must have a minimum 6μs edge
separation.
The motor controller can be configured to accept different pulses/revolution.

Figure 16. Incremental speed encoder signals

The speed encoder sensor signals are connected to the Encoder CHA & CHB inputs
(chapter 4.4.4) and the sensor is supplied using sensor supply (see chapters 4.4.10).
Six-step (or UVW) encoder signals
The six-step encoder, for DC brushless motors, provides position, speed and direction
feedback for the motor controller. The six-step encoder switches three open collector
outputs to produce a three-phase square wave output for six-step commutation timing
(see Figure 17), phase shifted 120 º ±15 º, max 400 Hz. The motor controller can be
configured to operate DC brushless motors.

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 Figure 17. Six-step encoder signals
The six-step encoder sensor signals are connected to the SH1, SH2 and SH3 inputs
(chapter 4.2.6) and the sensor is supplied using sensor supply (see chapters 4.4.10).

 Care must be taken to ensure that the six-step hall device matches the motor
controller sensor supply voltage

Sinusoidal Motor Speed Sensor Input

The sinusoidal sensor for synchronous motors provides position, speed and direction
feedback for the motor controller. The sinusoidal analog sensor produces a single-ended
two-phase sinusoidal wave output (see Figure 19).

Figure 19. Sinusoidal analog sensor signal

Connect the feedback sensor according to chapter 4.2.5.

Dynamic offset and gain adjustments (individual for each channel) are done in software
to compensate for minor changes in sensor characteristics.

 It is suggested to share with Zapi technicians the specifications of the

adopted encoder in order to be sure about its full compatibility with the
Zapi controller

 The number of pulses/rev can be properly set using the dedicated

parameters (see paragraph 8.2.7).

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 The maximum speed detectable by standard Hardware configuration can be
limited depending on the number of pulse/rev. Contact Zapi technician for
checking

 It is strongly suggested, for safety reasons, to lift the wheels from the floor
and set the correct value according to the type of sensor used prior to
perform any operation with the truck.

5.2.7 Connection of Motor temperature sensor

A temperature sensor with a positive temperature coefficient embedded in the
motor winding provides a means for the motor controller to monitor motor
temperature. Motor temperature is used in the vector control algorithms, and can
also be used to protect the motor from overheating.
The motor controller can be configured to operate with different sensors such as
KTY 84, PT1000 and similar.

 Installation of the motor temperature sensor is done by the motor

manufacturer. Contact the motor manufacturer to get the correct wiring. If
the temperature sensor cables are not connected with the right polarity, the
sensor readings will not be correct and overtemperature protection of the
motor will not work properly.

5.2.8 Connection of main contactor and key switch

Main contactor and key switch can be connected as the following figure.

CONNECTION OF MAIN CONTACTOR AND KEY SWITCH

The connection of the battery line switches must be carried out following
instructions from Zapi.

If a mechanical battery line switch is installed, it is necessary that the key

supply to the inverter is open together with power battery line; if not, the
inverter may be damaged if the switch is opened during a regenerative
braking.

An intrinsic protection is present against battery voltages above 140% of the

nominal one and against the key switching off before disconnecting the
battery power line.

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 During start-up (after voltage has been supplied to the KEY_INPUT of the
motor controller), the motor controller monitors the voltage of the capacitor
bank. When the voltage over the capacitor bank has reached a pre-defined
level, the motor controller will switch on the main contactor.
5.2.9 Insulation of the truck frame

 As stated by EN-1175 “Safety of machinery – Industrial truck”, chapter 5.7,

“there shall be no electrical connection to the truck frame”. So the truck
frame has to be isolated from any electrical potential of the truck power
line.

5.3 EMC

 EMC and ESD performances of an electronic system are strongly

influenced by the installation. Special attention must be given to lengths,
paths and shielding of the electric connections. These aspects are beyond
of Zapi control. Zapi can offer assistance and suggestions on EMC related
problems, basing on its long experience. However, ZAPI declines any
responsibility for non-compliance, malfunctions and failures, if correct
testing is not made. The machine manufacturer holds the responsibility 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 deals with the

electromagnetic behavior of an electrical device, both in terms of emission and
reception of electromagnetic waves that may cause electromagnetic interference
with the surrounding electronics or malfunctions of the device itself.
So the analysis works in two directions:
1) The study of the emission problems, the disturbances generated by the
device and the possible countermeasures to prevent the propagation of that
energy. We talk about “conduction” issues when guiding structures such as
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 at high frequency which can generate RF energy.
However wires have the key role to propagate disturbs because they work as
antennas, so a good layout of the cables and their shielding can solve the
majority of the emission problems.
2) The study of the immunity can be divided in two main branches: protection
from electromagnetic fields and from electrostatic discharge. The
electromagnetic immunity concerns the susceptibility of the controller with
regard to electromagnetic fields and their influence on the correct work made
by the electronic device. There are well defined tests which the machine has
to undergo. These tests are carried out at determined levels of
electromagnetic fields, simulating external undesired disturbances and
verifying the response.

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 The second type of immunity, to ESD, concerns the prevention of the effects
of electric current due to excessive electric charge stored in an object. In fact,
when a charge is created on a material and it remains there, it becomes an
“electrostatic charge”; ESD happens when there is a rapid transfer from one
charged object to another. This rapid transfer has, in turn, two important
effects:
- This rapid charge transfer can determine, by induction, disturbs on the
signal wiring thus causing malfunctions; this effect is particularly critical in
modern machines, with serial communications (CAN bus) which are
spread everywhere on the truck and which may carry critical information.
- 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 a temporary malfunction to a definitive
failure of the electronic device.

 It is always much easier and cheaper to avoid ESD from being generated, rather
than increasing the level of immunity of the electronic devices.

There are different solutions for EMC issues, depending on the required level of
emissions/ immunity, the type of controller, materials and position of the wires
and electronic components.
1) EMISSIONS. Three ways can be followed to reduce the emissions:
- SOURCE OF EMISSIONS: finding the main source of disturb and work
on it.
- SHIELDING: enclosing contactor and controller in a shielded box; using
shielded cables;
- 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 are generally a suggested not expensive solution to reduce
the emission level.
2) ELECTROMAGNETIC IMMUNITY. The considerations made for emissions
are valid also for immunity. Additionally, further protection can be achieved
with ferrite beads and bypass capacitors.
3) ELECTROSTATIC IMMUNITY. Three ways can be followed to prevent
damages from ESD:
- PREVENTION: when handling ESD-sensitive electronic parts, ensure the
operator is grounded; test grounding devices on a daily basis for correct
functioning; this precaution is particularly important during controller
handling in the storing and installation phase.
- ISOLATION: use anti-static containers when transferring ESD-sensitive
material.
- GROUNDING: when a complete isolation cannot be achieved, a good
grounding can divert the discharge current trough a “safe” path; the
frame of a truck can works like a “local earth ground”, absorbing excess
charge. So it is strongly suggested to connect to truck frame all the parts
of the truck which can be touched by the operator, who is most of the
time the source of ESD.

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6 FEATURES

6.1 Operational features

- Speed control or Torque control available
- The motor speed follows the accelerator, starting a regenerative braking if
the speed overtakes the speed set-point.
- The system can perform an electrical stop on a ramp (the machine is
electrically held in place) for a programmable time (see also paragraph
8.2.4).
- Regenerative release braking based upon deceleration ramps.
- Direction inversion with regenerative braking based upon deceleration ramps.
- Optimized speed control and reference sensitivity at low speeds.
- Hydraulic steering function:
 When DUALACE2 New Gen works as dual traction inverter:
The traction inverter sends a "hydraulic steering function" request to
the pump inverter on the CAN bus line.
 When DUALACE2 New Gen works as combi inverter:
The pump inverter manages a hydraulic steering function, that is it
drives the pump motor at the programmed speed for the
programmed time.
- High efficiency of motor and battery due to high frequency commutations.
- Double microcontroller for safety functions.
- Self-diagnoses with faults displayed by means of Zapi tools (Smart console,
PC CAN Console) or Zapi MDI/Display.
- Inverter settings managed by means of Zapi tools (Smart console, PC CAN
Console).
- Log of alarms history.
- TESTER function for monitoring the main readouts

6.2 Dual traction motor

In the case of a dual-traction setup, there is the additional processing of the
associated steering signal (from a potentiometer or switches) in order to generate
separate torque demands for the left and right motors of the vehicle. This allows
the two motors to be operated at different speeds, which greatly assists in turning
the vehicle and prevents wheel scrub. After the torque demands have been
generated, the operation of each motor control system is as described in the case
of a single traction motor.

6.3 Pump motor

Pump motor control is similar to traction motor control, although motion is
requested using a different combination of switches.

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 6.4 Torque mode
In this mode the controller maintains the motor torque output at a constant value
for a given throttle position. This is similar to DC motors (in particular, series
wound DC motors) and provides a driving experience like a car. To prevent
excessive speed when the load torque is low, for example when driving down hill,
a maximum vehicle speed can be set.

6.5 Speed mode

In this mode the controller maintains the motor at a constant speed for a given
throttle position, as long as sufficient torque is available. Speed mode differs from
torque mode in that the torque value applied to the motor is calculated by the
controller based on the requested speed (determined by throttle position) and the
actual speed of the vehicle.

6.6 Protection and safety features

6.6.1 Protection features
DUALACE2 NEW GEN is protected against:
- Battery polarity inversion
It is necessary to fit a main contactor to protect the inverter against reverse
battery polarity and for safety reasons.
- Connection errors
All inputs are protected against connection errors.
- Voltage monitoring
Protected against battery undervoltage and overvoltage.
- Thermal protection
If the controller temperature exceeds 85 °C, the maximum current is reduced
in proportion to the temperature excess. The temperature can never exceed
105 °C.

Thermal cutback.

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 - External agents
The inverter is protected against dust and liquid sprays to a degree of
protection meeting IP65. Nevertheless, it is suggested to carefully study
controller installation and position. With few simple shrewdness, the
controller protection degree can be strongly increased.
- Uncontrolled movements
The main contactor will not close in the following conditions:
- The power unit is not working.
- The logic board does not work perfectly.
- The output voltage of the accelerator is more than 1 V above the
minimum value stored during the calibration procedure.
- Travel-demand microswitches are active.
- Low battery charge
When the battery charge is low, the maximum current is reduced to half of
the maximum current programmed.
- Accidental start-up
A precise sequence of operations is necessary for the machine to start.
Operation cannot begin if these operations are not carried out correctly.
Requests for drive must be made after closing the key switch.
6.6.2 Safety features

 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.

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7 START-UP HINTS
The motor controller is a software configurable device.
In a CAN supervisor system, some or all aspects of the motor controller setup
and operation may be managed by a vehicle master controller communicating
over the CAN bus. For standalone operation (primarily the I/O version),
customized software must be installed in the motor controller.

Built-in diagnostics functions monitor battery voltage, heat sink temperature,

motor temperature, and other conditions. Error and warning information is
available to the master controller, and all event information is stored in an event
log for service access (see chapter 10).

The event log provides additional information as well as procedures for

pinpointing and eliminating causes for warning and error conditions.

7.1 Check prior to initial power up

 For traction applications, raise up or otherwise disable drive wheels to

prevent the possibility of unexpected vehicle motion or motion in the wrong
direction during initial commissioning. For hydraulic applications, open the
valve to prevent the possibility of excessive pressure to build-up (in the
event of a malfunction of the pressure-relief valve).

 Do not connect the controller to a battery with a nominal voltage different

to the nominal value, indicated on the controller label. A higher battery
voltage may cause failures in the power section. A lower voltage may not
allow the controller to work

 Take necessary precautions to do not compromise safety in order to

prevent injury to personnel or damage to equipment

 All motor controller settings and functionality have to be verified and

validated by the OEM prior to use in the field by an end user.
The complete range of parameter values that are updated by the truck
controller (or any other device) must also be verified and validated prior to
use in the field by the end user.
During the process when the parameter values are established it is of major
importance to take proper safety precautions when testing since incorrect
parameter values may jeopardize the operation of the truck’s safety critical
functions.

 It is the OEMs responsibility to ensure that the vehicle is configured and set
up to conform to applicable safety regulations

 After operation, even with the key switch open, the internal capacitors may
remain charged for some time. For safe operation onto the setup, it is

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 recommended to disconnect the battery and to discharge the capacitors by
means of a resistor of about 10 Ω – 100 Ω between terminals +B and -B of
the inverter.

Perform the following checks before applying power to the motor controller for the
first time:
1. Verify that the proper motor controller for the application has been installed.
2. Verify that the battery voltage matches the motor controller nominal DC
supply voltage showed on the product identification label.
3. Verify that the correct software for the application has been loaded.
4. Verify that all power and signal wires are correctly connected.
5. Verify that battery and motor terminals are tightened with appropriate torque.
6. Verify that the I/O plug (Ampseal connector) is fully mated and latched in
position on the motor controller.
7. Verify that the motor controller is correctly fused for the application. Refer to
the vehicle maintenance documentation for the correct fuse size.

7.2 Configuring motor controller for the application

Normally, motor controllers shipped for OEM series production are programmed
by production lines with the correct parameters and do not require any further
configuration.
Please refer to the OEM documentation for any further setup required during
vehicle commissioning.

Setting up a prototype controller for a new vehicle, within a vehicle development

program, may require extensive parameterization and possibly re-programming
of the motor controller via the CAN bus.

7.2.1 Main parameters set-up

When the key switch is closed, if no alarms or errors are present, the Console
display shows the standard Zapi opening line.
For the setting of your truck, use the procedure below.
If you need to reply the same settings on different controllers, use the SAVE and
RESTORE sequence. Remember to re-cycle the key switch if you want to make
active any change to the configuration.
- In ADJUSTMENTS, set BATTERY VOLTAGE according to the nominal
battery voltage (see paragraph 8.2.5).
- Check the wiring and that all commands are functioning. Use the
TESTER function to have a real-time feedback about their state.
- Perform the accelerator acquisition using the PROGRAM VACC
procedure (see paragraph 9.1).
- Set the maximum current for traction and braking in MAX. CURRENT
TRA and MAX. CURRENT BRK (see paragraph 8.2.1).
- Set the motor-related parameters. It is suggested to discuss them with
Zapi technicians.
- Set the parameter SET MOT.TEMPERAT according to the type of motor
thermal sensor adopted.
- Set the acceleration delay (parameters ACCEL MODULATION and
ACCEL DELAY). Test the behavior in both directions.

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 - Set the FREQUENCY CREEP starting from 0.3 Hz. The machine should
just move when the drive request is active. Increase the level
accordingly.
- Set speed reduction as required by your specifications (see parameter
HB ON / SR OFF in list SET OPTIONS).
- Set the other performance-related parameters such as RELEASE
BRAKING, INVERSION BRAKING, DECELERATION BRAKING, PEDAL
BRAKING, SPEED LIMIT BRAKING, MAX SPEED FORW, MAX SPEED
BACK.
- Set the parameters related to the behavior on a slope (STOP ON RAMP
and AUXILIARY TIME parameters).
- Test the truck in all operative conditions (with and without load, on flat
and on ramp, etc.).
7.2.2 Set-up additional procedure for AC pump inverter
This section describes the additional set-up procedure for the pump section when
controller is used in Combi configuration.
- MAX SPEED LIFT, 1ST SPEED COARSE, 2ND SPEED COARSE,
3RD SPEED COARSE.
- Set the parameters related to hydraulic steering, such as
HYD SPEED FINE and HYDRO TIME.
- Test the pump in all operative conditions (with and without load, etc.).

At the end of your modifications, re-cycle the key switch to make them effective.

7.2.3 Position Sensor acquisition

Position sensor needs to be acquired because it has an arbitrary shift with
respect to the magnetic-field zero position. Offset, amplitude and angle must be
set before starting a PM for the first time.
Preliminary settings are the same as described above. Plus, an automatic
acquisition procedure embedded in the inverter software is to be activated only
once at commissioning.

Before starting the procedure, be sure that the motor is free to spin, with a
minimum load on the shaft.
- In OPTIONS, select ABS SENS. ACQUIRE.
- Select NO at the request of saving data (otherwise the main coil will be
opened).
- The message ACQUIRING ABS indicates that the acquisition procedure
is ready to start.
- Use the TESTER function to monitor the motor speed for the next steps.
- Activate the TILLER and FW (or BW) microswitches. Motor starts running
in open-loop mode.
- Because of the open-loop mode, it is normal if the reported speed is not
perfectly stable, but value on display must be, in any case, quite fixed.
- If the motor does not spin, it vibrates or speed on display oscillates too
much, stop the acquisition procedure releasing the FW or BW command
(see troubleshooting at the paragraph end).
- The first phase, where motor is spinning at low speed (something like
5 Hz), allows the inverter to acquire signal offset and amplitude for both
channels.
- After the previous steps are completed, rotor is aligned to the magnetic
field origin, and the sin/cos angle is acquired and stored.

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 - The next part is a sort of verification, where the motor is accelerated up
to 50 Hz in closed-loop mode.
- Because of the closed loop, the speed reported on display must be
stable.
- If something has gone wrong (rotor is not correctly aligned because of
friction on the shaft or any other problem), it is possible that rotor starts
spinning at uncontrolled speed with high current absorption. The only
way to stop it is by switching the inverter off using the key switch.
- When the procedure is correctly completed, the main contactor opens
and display shows ACQUIRE END.
- Re-cycle the key switch and verify that the motor can run according to
the accelerator input in both directions.

The inverter goes down the procedure automatically; every phase is marked by a
different message on display.

In case of problems, mainly in the first phase, consider the following suggestions.
- Check that PM motor pole pairs are set correctly.
- Check that sensor pole pairs are set correctly.
- In HARDWARE SETTING increase the ABS.SENS. ACQ.ID parameter
(the motor current used for the open-loop phase) so to have more torque
and perhaps solve some friction problems (ID RMS MAX must be set
congruently).

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8 PROGRAMMING & ADJUSTEMENTS
The DUALACE2 New Gen software is powerful and exhaustive, but it is also
complex, with a long list of parameters that grant a fine control of all the
functionalities the inverter can perform. After a deep reading of this section, a
well-trained technician or an engineer will be able to understand and modify the
parameters.
The procedure for modifying the parameters is the following.
- Before doing any change save a copy of the parameters set. This
procedure is easy to do thanks to the Zapi Smart Console (see section
13.2) or thanks to the PC CAN Console (see section 13.1).
- Inside the saved copy or in a related text file write down the reason of the
changes.
- Change the parameters with full knowledge of what you are doing.
- After having saved the new parameters, check that all parameters have
been changed according to your modifications by reading again the value
stored inside the parameters.
To access and adjust all inverter parameters it is necessary to use the Zapi
console. Since the DUALACE2 New Gen has no external serial connector, three
possibilities are available:
- To use the Zapi Smart Console connected to the CAN bus (ask directly
to Zapi for the dedicated user manual).
- To use the PC CAN Console software. The following paragraphs
describe the controller configuration in the case the operator is using
Zapi PC CAN Console.
- To connect the Zapi Smart Console (or old hand console) through a
remote module, like a Zapi tiller card of a Zapi display. This module is to
be connected to the same CAN bus line of the inverter.

Zapi Smart Console and PC CAN Console software are tools developed to
improve setup and programming of all Zapi products installed in any application.
It features a clean and easy-to-use interface in order to simplify access to
parameters and troubleshooting.

See Appendix A and Appendix B to have a general overview and basic

knowledge about the use of these tools.

 Zapi tools permit a deep control over the parameters and behavior of Zapi
controllers. Their use is restricted to engineers and well trained
technicians.

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 8.1 Settings overview
Inverter settings are defined by a wide set of parameters, organized as follows.

HARDWARE
PARAMETER CHANGE SET OPTIONS ADJUSTMENT SPEC ADJUSTMENT
SETTING
ACC. TORQUE DEL. HM DISPLAY OPT. SET BATTERY M ADJUSTMENT #01 TOP MAX SPEED
DEC. TORQUE DEL. HM CUSTOM 1 OPT. ADJUST KEY VOLT. M ADJUSTMENT #02 CONF.POSITIVE LC
ACCELER. DELAY HM CUSTOM 2 OPT. ADJUST BATTERY S ADJUSTMENT #01 FEEDBACK SENSOR
RELEASE BRAKING TILL/SEAT SWITCH SET POSITIVE PEB S ADJUSTMENT #02 POSITIVE E.B.
TILLER BRAKING EB ON TILLER BRK SET PBRK. MIN DIS.CUR.FALLBACK ROTATION CW ENC
INVERS. BRAKING BATTERY CHECK SET PBRK. MAX SET CURRENT ROTATION CW MOT
DECEL. BRAKING STOP ON RAMP MIN LIFT M SET TEMPERAT. ROTATION CW POS
PEDAL BRAKING PULL IN BRAKING MAX LIFT S SET TEMPERAT. ENCODER PULSES 1
SPEED LIMIT BRK. SOFT LANDING MIN LOWER HW BATTERY RANGE ENCODER PULSES 2
STEER BRAKING QUICK INVERSION MAX LOWER DUTY PWM CTRAP MOTOR P. PAIRS 1
MAX SPEED FORW PEDAL BRK ANALOG THROTTLE 0 ZONE PWM AT LOW FREQ MOTOR P. PAIRS 2
MAX SPEED BACK HB ON / SR OFF THROTTLE X1 MAP PWM AT HIGH FREQ
CUTBACK SPEED 1 MAIN POT. TYPE THROTTLE Y1 MAP FREQ TO SWITCH
CTB. STEER ALARM AUX POT. TYPE THROTTLE X2 MAP HIGH ADDRESS
CURVE SPEED 1 SET MOT.TEMPERAT THROTTLE Y2 MAP CAN BUS SPEED
CURVE SPEED 2 STEERING TYPE THROTTLE X3 MAP EXTENDED FORMAT
FREQUENCY CREEP M.C. FUNCTION THROTTLE Y3 MAP DEBUG CANMESSAGE
TORQUE CREEP M.C. OUTPUT BAT. MIN ADJ. CONTROLLER TYPE
MAX. CURRENT TRA EBRAKE ON APPL. BAT. MAX ADJ. MOTOR TYPE M
MAX. CURRENT BRK AUX OUT FUNCTION BDI ADJ STARTUP MOTOR TYPE S
ACC SMOOTH COMP.VOLT.OUTPUT BDI RESET SAFETY LEVEL
INV SMOOTH BUMPER STOP BATT.LOW TRESHLD RS232 CONSOLE
STOP SMOOTH SYNCRO STEER RIGHT VOLT 2ND SDO ID OFST
BRK SMOOTH AUTO PARK BRAKE STEER LEFT VOLT VDC START UP LIM
STOP BRK SMOOTH ACCEL MODULATION STEER ZERO VOLT VDC UP LIMIT
EB. ENGAGE DELAY HIGH DYNAMIC MAX ANGLE RIGHT VDC START DW LIM
AUXILIARY TIME INVERSION MODE MAX ANGLE LEFT VDC DW LIMIT
ROLLING DW SPEED STEER TABLE STEER DEAD ANGLE
REL. MIN MODUL. WHEELBASE MM STEER ANGLE 1
FIXED AXLE MM STEER ANGLE 2
STEERING AXLE MM SPEED FACTOR
REAR POT ON LEFT SPEED ON MDI
DISPLAY TYPE LOAD HM FROM MDI
PDO2RX CHECK UP DONE
ABS.SENS.ACQUIRE CHECK UP TYPE
RESOLVER PULSE MC VOLTAGE

MC VOLTAGE RED.
EB VOLTAGE
EB VOLTAGE RED.
MAX MOTOR TEMP.
TEMP. MOT. STOP
A.SENS.MAX SE
A.SENS.MIN SE
A.SENS.MAX CE
A.SENS.MIN CE
OFFSET ANGLE
SENSOR ANGLE D
ANGLE CORRECTION
COR ANGLE FEEDB.
DIAG.JUMP SENSOR

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 SLV HARDWARE
PARAMETER PUMP SLV SET OPTIONS SLV ADJUSTMEN VALVE OUTPUT
SETTING
P ACCELER. DELAY S AUX OUT FUNCT. SLV ADJUSTMENT EVP TYPE S TOP MAX SPEED

P RELEASE BRK S DIAG.JUMP SENS EVP COIL RESIST. S FEEDBACK SENS

P TILLER BRAKING MIN EVP S ROT. CW ENC

P DECEL. BRAKING MAX EVP S ROT CW MOT

P SPD. LIMIT BRK EVP OPEN DELAY S ENC PULSES 1

MIN SPEED LIFT EVP CLOSE DELAY S ENC PULSES 2

MAX SPEED LIFT DITHER AMPLITUDE S MOT. P. PAIRS 1

1ST PUMP SPEED DITHER FREQUENCY S MOT. P. PAIRS 2

P MAX.CURR. TRA. S FEEDBACK SENS

P MAX.CURR. BRK. S ROT. CW ENC

HYD PUMP SPEED S ROT CW MOT

P AUXILIARY TIME
P EBRAKE ON APPL
P EB.ENGAGE DEL.
P ROLLING DW SPD
P ACCEL MODULAT.
P STOP ON RAMP
HYDRO TIME
P THROTTLE 0
P THROTTLE X1
P THROTTLE Y1
P THROTTLE X2
P THROTTLE Y2
P THROTTLE X3
P THROTTLE Y3

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 8.2 Settings description
In the following paragraphs, parameters are presented as follows:

Parameter Allowable range Description

Name of the parameter Allowable range of Description of the parameter and possibly suggestions on how to
as indicated in the PC values that can be set it.
CAN Console tool. set.
(Availability) (resolution)

In the “Parameter” column, the availability field (between parentheses) lists the
controller types where the parameter is available.

Controller types are coded as:

A = All controller types
D = Dual Traction controller
C = Combi controller
CO = Dual/Combi open CAN controller
N = none

 The parameters and the functionalities described in the following paragraphs are
referred to Zapi standard software. They could be different in any other
customized software releases depending on customer’s requests.

8.2.1 Parameter Change

PARAMETER CHANGE
Parameter Allowable range Description
ACC. TORQUE DEL. 0.1 s ÷ 10 s This parameter defines the acceleration ramp if TORQUE
CONTROL is ON, i.e. the time needed to increase the
(A) (steps of 0.1 s) torque from the minimum value up to the maximum one.

DEC. TORQUE DEL. 0.1 s ÷ 10 s This parameter defines the deceleration ramp if TORQUE
CONTROL is ON, i.e. the time needed to decrease the
(A) (steps of 0.1 s) torque from the maximum value down to the minimum one.

ACCELER. DELAY 0.1 s ÷ 25.5 s This parameter defines the acceleration ramp, i.e. the time
needed to speed up the motor from 0 Hz up to 100 Hz.
(A)
(steps of 0.1 s) A special software feature manages the acceleration ramp
depending on the speed setpoint (see paragraph 9.5).

RELEASE BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
after the running request is released, i.e. the time needed
(A) (steps of 0.1 s) to decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

TILLER BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
after the tiller/seat switch is released, i.e. the time needed
(A) (steps of 0.1 s) to decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

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 PARAMETER CHANGE
Parameter Allowable range Description
INVERS. BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
when the direction switch is toggled during drive, i.e. the
(A) (steps of 0.1 s) time needed to decelerate the motor from 100 Hz down to
0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

DECEL. BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
when the accelerator is released but not completely, i.e.
(A) (steps of 0.1 s) the time needed to decelerate the motor from 100 Hz down
to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

PEDAL BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
when the braking pedal is pressed, i.e. the time needed to
(A) (steps of 0.1 s) decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

SPEED LIMIT BRK. 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
upon a speed-reduction request, i.e. the time needed to
(A) (steps of 0.1 s) decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

STEER BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp related to
the steering angle, i.e. the time needed to decelerate the
(A) (steps of 0.1 s) motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

MAX SPEED FORW 0% ÷ 100% This parameter defines the maximum speed in forward
direction as a percentage of TOP MAX SPEED.
(A) (steps of 1%)

MAX SPEED BACK 0% ÷ 100% This parameter defines the maximum speed in backward
direction as a percentage of TOP MAX SPEED.
(A) (steps of 1%)

CUTBACK SPEED 1 10% ÷ 100% This parameter defines the maximum speed performed
when cutback input 1 is active. It represents a percentage
(A) (steps of 1%) of TOP MAX SPEED.

CTB. STEER ALARM 0% ÷ 100% This parameter defines the maximum traction speed when
an alarm from the EPS is read by the microcontroller, if the
(A) (steps of 1%) alarm is not safety-related. The parameter represents a
percentage of TOP MAX SPEED.

CURVE SPEED 1 0% ÷ 100% This parameter defines the maximum traction speed when
the steering angle is equal to the STEER ANGLE 1 angle.
(A) (steps of 1%) The parameter represents a percentage of TOP MAX
SPEED.

CURVE SPEED 2 1% ÷ 100% This parameter defines the maximum traction speed when
the steering angle is equal to the STEER ANGLE 2 angle.
(A) (steps of 1%) The parameter represents a percentage of TOP MAX
SPEED.

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 PARAMETER CHANGE
Parameter Allowable range Description
FREQUENCY CREEP 0.6Hz ÷ 25Hz This parameter defines the minimum speed when the
forward- or reverse-request switch is closed, but the
(A) (steps of 0.1 Hz) accelerator is at its minimum.

TORQUE CREEP 0% ÷ 100% This parameter defines the minimum torque applied when
torque control is enabled and the forward- or
(A) (steps of 1/255) reverse-request switch is closed, but the accelerator is at
its minimum.

MAX. CURRENT TRA 0% ÷ 100% This parameter defines the maximum current applied to
the motor during acceleration, as a percentage of the
(A) (steps of 1%) factory-calibrated maximum current.

MAX. CURRENT BRK 0% ÷ 100% This parameter defines the maximum current applied to
the motor during deceleration, as a percentage of the
(A) (steps of 1%) factory-calibrated maximum current.

ACC SMOOTH 1÷5 This parameter defines the acceleration profile: 1 results in
a linear ramp, higher values result in smoother parabolic
(A) (steps of 0.1) profiles.

INV SMOOTH 1÷5 This parameter defines the acceleration profile performed
when the truck changes direction: 1 results in a linear
(A) (steps of 0.1) ramp, higher values result in smoother parabolic profiles.

STOP SMOOTH 3Hz ÷ 100Hz This parameter defines the frequency at which the
smoothing effect of the acceleration profile ends.
(A) (steps of 1 Hz)

BRK SMOOTH 1÷5 This parameter defines the deceleration profile: 1 results in
a linear ramp, higher values result in smoother parabolic
(A) (steps of 0.1) profiles.

STOP BRK SMOOTH 3Hz ÷ 100Hz This parameter defines the frequency at which the
smoothing effect of the deceleration profile ends.
(A) (steps of 1 Hz)

EB. ENGAGE DELAY 0 s ÷ 12.75 s This parameter defines the delay introduced between the
traction request and the actual activation of the traction
(A) (steps of 0.05 s) motor. This takes into account the delay occurring between
the activation of the EB output (i.e. after a traction request)
and the effective EB release, so to keep the motor
stationary until the electromechanical brake is actually
released. The releasing delay of the brake can be
measured or it can be found in the datasheet.

AUXILIARY TIME 0 s ÷ 10 s For the encoder version, this parameter defines how long
the truck holds in place if the STOP ON RAMP option is
(A) (steps of 0.1 s) ON.

ROLLING DW SPEED 1 Hz ÷ 50Hz This parameter defines the maximum speed for the
rolling-down function.
(A) (steps of 1 Hz)

REL. MIN MODUL 8% ÷ 100% This parameter defines the threshold speed for the fast
response of release braking function (see paragraph 9.6)
(A) (steps of 1%)

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 8.2.2 Valve output
PARAMETER CHANGE
Parameter Allowable range Description
EVP TYPE NONE ÷ ANALOG This parameter defines the behavior of output EVP A25
(A) NONE = Output A25 is not enabled.
DIGITAL = Output A25 manages an on/off valve
ANALOG = Output A25 manages a PWM-modulated
current-controlled proportional valve.

EVP COIL RESIST. 0 ÷ 255 This parameter defines the resistance of the coil
connected to EVP output (A25).
(A) (steps of 1/255)
It is expressed in Ohm

MIN EVP 0% ÷ 100% This parameter determines the minimum current applied to
the EVP when the potentiometer position is at the
(A) (steps of 1/255) minimum. This parameter is not effective if the EVP is
programmed like an on/off valve.

MAX EVP 0% ÷ 100% This parameter determines the maximum current applied
to the EVP when the potentiometer position is at the
(A) (steps of 1/255) maximum. This parameter also determines the current
value when the EVP is programmed like an ON/OFF valve.

EVP OPEN DELAY 0 s ÷ 12.75 s It determines the current increase rate on EVP. The
parameter sets the time needed to increase the current to
(A) (steps of 0.05 s) the maximum possible value.

EVP CLOSE DELAY 0 s ÷ 12.75 s It determines the current decrease rate on EVP. The
parameter sets the time needed to decrease the current
(A) (steps of 0.05 s) from the maximum possible value to zero.

DITHER AMPLITUDE 0% ÷ 13% This parameter defines the dither signal amplitude. The
dither signal is a square wave added to the proportional-
(A) valve set-point. In this way the response to set-point
variations results optimized. This parameter is a
percentage of the valve maximum current. Setting the
parameter to 0% means the dither is not used.
The available values are:
0.0%, 1.0%, 2.5%, 4.0%, 5.5%, 7.0%, 8.5%, 10%,
11.5%, 13.0%

DITHER FREQUENCY 20.8 Hz ÷ 83.3 Hz This parameter defines the dither frequency.
(A) The available values are:
20.8, 22.7, 25, 27.7, 31.2, 35.7, 41.6, 50, 62.5, 83.3

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 8.2.3 Parameter Pump
All the parameters listed below refer to pump motor

PARAMETER PUMP
Parameter Allowable range Description
P ACCELER. DELAY 0.1 s ÷ 25.5 s This parameter defines the acceleration ramp, i.e. the time
needed to speed up the motor from 0 Hz up to 100 Hz.
(C)
(steps of 0.1 s) A special software feature manages the acceleration ramp
depending on the speed setpoint (see paragraph 9.5).

P RELEASE BRK 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
after the running request is released, i.e. the time needed
(C) (steps of 0.1 s) to decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

P TILLER BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
after the tiller/seat switch is released, i.e. the time needed
(C) (steps of 0.1 s) to decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

P DECEL. BRAKING 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
when the accelerator is released but not completely, i.e.
(C) (steps of 0.1 s) the time needed to decelerate the motor from 100 Hz down
to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

P SPD. LIMIT BRK. 0.1 s ÷ 25.5 s This parameter defines the deceleration ramp performed
upon a speed-reduction request, i.e. the time needed to
(C) (steps of 0.1 s) decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 0).

MIN SPEED LIFT 0% ÷ 100% This parameter defines the minimum speed of the pump
motor during lift, as a percentage of the maximum voltage
(C) (steps of 1%) applied to the pump motor.

MAX SPEED LIFT 0% ÷ 100% This parameter defines the maximum speed of the pump
motor during lift, as a percentage of the maximum voltage
(C) (steps of 1%) applied to the pump motor.

1ST PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor when
1st speed is requested. It represents a percentage of the
(C) (steps of 1%) maximum pump speed.

P MAX. CURR. TRA. 0% ÷ 100% This parameter defines the maximum current applied to
the motor during acceleration, as a percentage of the
(C) (steps of 1%) factory-calibrated maximum current.

P MAX. CURR. BRK. 0% ÷ 100% This parameter defines the maximum current applied to
the motor during deceleration, as a percentage of the
(C) (steps of 1%) factory-calibrated maximum current.

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 PARAMETER PUMP
Parameter Allowable range Description
HYD PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor used
for the hydro steering, when traction request is present. It
(C) (steps of 1%) represents a percentage of the maximum pump speed.
When it is set to 0% Hydro fuction is disabled

P AUXILIARY TIME 0 s ÷ 10 s This parameter defines how long the motor holds in place
if the STOP ON RAMP option is ON.
(C) (steps of 0.1 s)

P EBRAKE ON APPL. ABSENT, PRESENT This parameter defines whether the application includes an
electromechanical brake or not.
(C)

P EB. ENGAGE DELAY 0 s ÷ 12.75 s This parameter defines the delay introduced between the
traction request and the actual activation of the pump
(C) (steps of 0.05 s) motor. This takes into account the delay occurring between
the activation of the EB output (i.e. after a pump request)
and the effective EB release, so to keep the motor
stationary until the electromechanical brake is actually
released. The releasing delay of the brake can be
measured or it can be found in the datasheet.

P ROLLING DW SPEED 1 Hz ÷ 50Hz This parameter defines the maximum speed for the
rolling-down function.
(C) (steps of 1 Hz)

P ACCEL MODULAT. OFF ÷ ON This parameter enables or disables the acceleration-

modulation function.
(C)
OFF = The acceleration rate is inversely proportional
to the ACCEL DELAY parameter.
ON = The acceleration ramp is inversely proportional
to the ACCEL DELAY parameter only if speed setpoint
is greater than 100 Hz. Below 100 Hz the acceleration
ramp is also proportional to the speed setpoint, so that
the acceleration duration results equal to ACCEL
DELAY.
See paragraph 9.5.

P STOP ON RAMP OFF ÷ ON This parameter enables or disables the stop-on-ramp

feature (the motor is electrically held in place for a defined
(C) time).
ON = The stop-on-ramp feature is performed for a time
set in the P AUXILIARY TIME parameter.
OFF = The stop-on-ramp feature is not performed.
Instead, a controlled slowdown is performed for a
minimum time set in the AUXILIARY TIME parameter.
After the AUXILIARY TIME interval, the three-phase
bridge is released and, if present, the electromechanical
brake activated (see parameter SLV AUX OUT
FUNCTION).

HYD TIME 0 ÷ 20 This parameter defines the time for that the hydro function
stays activated after traction request releasing.
(C) (steps of 0,1)

P THROTTLE 0 ZONE 0% ÷ 100% This parameter defines a dead band in the lift
potentiometer input curve.
(C) (steps of 1%)
See paragraph 9.9.

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 PARAMETER PUMP
Parameter Allowable range Description
P THROTTLE X1 MAP 0% ÷ 100% This parameter defines the lift potentiometer curve.
(C) (steps of 1%) See paragraph 9.9.

P THROTTLE Y1 MAP 0% ÷ 100% This parameter defines the lift potentiometer curve.
(C) (steps of 1%) See paragraph 9.9.

P THROTTLE X2 MAP 0% ÷ 100% This parameter defines the lift potentiometer curve.
(C) (steps of 1%) See paragraph 9.9.

P THROTTLE Y2 MAP 0% ÷ 100% This parameter defines the lift potentiometer curve.
(C) (steps of 1%) See paragraph 9.9.

P THROTTLE X3 MAP 0% ÷ 100% This parameter defines the lift potentiometer curve.
(C) (steps of 1%) See paragraph 9.9.

P THROTTLE Y3 MAP 0% ÷ 100% This parameter defines lift potentiometer curve.

(C) (steps of 1%) See paragraph 9.9.

8.2.4 Set Option

SET OPTIONS
Parameter Allowable range Description
HM DISPLAY OPT. 0÷6 This parameter defines the configuration for the hour meter
shown on a display (i.e. MDI). The possible settings are the
(D, C) same described for parameter HM CUSTOM 1 OPT..

HM CUSTOM 1 OPT. 0÷6 This parameter decides the configuration for the hour meter
number 1 accessible to the customer.
(A)
The possible settings are:
0: The hour meter counts since the controller is on.
1: The hour meter counts when the three-phase
power bridge is active.
2: Not used in ACE2 NEW GENERATION.
3: The hour meter counts when one of the valve
outputs is active.
4: Not used in ACE2 NEW GENERATION.
5: The hour meter counts when one of the valve
outputs is active.
6: Not used in ACE2 NEW GENERATION.

HM CUSTOM 2 OPT. This parameter decides the configuration for the hour meter
0÷6 number 2 accessible to the customer. The possible settings
(A) are the same of HM CUSTOM 1 OPT. parameter.

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 SET OPTIONS
Parameter Allowable range Description
TILL/SEAT SWITCH HANDLE ÷ SEAT This option handles the input A8 (A6). This input opens
when the operator leaves the truck. It is connected to a key
(D, C) voltage when the operator is present.
HANDLE = A8 (A6) is managed as tiller input (no
delay when released).
DEADMAN = A8 (A6) is managed as dead-man input
(no delay when released).
SEAT = A8 (A6) is managed as seat input (with a
delay when released and the de-bouncing function).

EB ON TILLER BRK OFF ÷ ON This option defines how the electromechanical brake is
managed depending on the status of tiller/seat input:
(D, C)
ON = the electromechanical brake is engaged as
soon as the tiller input goes into OFF state. The
deceleration ramp defined by TILLER BRAKING
parameter has no effect.
OFF = when the tiller input goes into OFF state, the
“tiller braking” ramp is applied before engaging the
electromechanical brake.

BATTERY CHECK 0÷3 This option specifies the management of the low battery
charge situation. There are four levels of intervention:
(A)
0 = The battery charge level is evaluated but ignored,
meaning that no action is taken when the battery runs
out.
1 = The BATTERY LOW alarm occurs when the
battery level is evaluated to be lower or equal to
BATT.LOW TRESHLD. With the BATTERY LOW
alarm, the control reduces the maximum speed down
to 24% of the full speed and it also reduces the
maximum current down to 50% of the full current.
2 = The BATTERY LOW alarm occurs when the
battery level is evaluated to be lower or equal to
BATT.LOW TRESHLD.
3 = The BATTERY LOW alarm occurs when the
battery level is evaluated to be lower or equal to
BATT.LOW TRESHLD. With the BATTERY LOW
alarm, the control reduces the maximum speed down
to 24% of the full speed.
See parameter BATT.LOW TRESHLD in the
ADJUSTMENTS list, paragraph 8.2.5.

STOP ON RAMP OFF ÷ ON This parameter enables or disables the stop-on-ramp

feature (the truck is electrically held in place on a slope for
(A) a defined time).
ON = The stop-on-ramp feature is performed for a time
set in the AUXILIARY TIME parameter.
OFF = The stop-on-ramp feature is not performed.
Instead, a controlled slowdown is performed for a
minimum time set in the AUXILIARY TIME parameter.
After the AUXILIARY TIME interval, the three-phase bridge
is released and, if present, the electromechanical brake
activated (see parameter AUX OUT FUNCTION).

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 SET OPTIONS
Parameter Allowable range Description
PULL IN BRAKING OFF ÷ ON This parameter enables or disables the functionality that
continues to give torque even if the traction (or lift) request
(A) has been released.
ON = When the operator releases the traction request,
the inverter keeps running the truck, as to oppose the
friction that tends to stop it. Similarly, in pump
applications, when the operator releases the lift
request, the inverter keeps running the pump avoiding
the unwanted descent of the forks.
OFF = When the operator releases the traction (or lift)
request, the inverter does not power anymore the
motor. This setting is useful especially for traction
application. When the truck is travelling over a ramp
and the driver wants to stop it by gravity, the motor
must not be powered anymore, until the truck stops.

SOFT LANDING OFF ÷ ON This parameter enables or disables the control of the
deceleration rate of the truck when the accelerator is
(A) released.
ON = When the accelerator is released, the inverter
controls the deceleration rate of the truck through the
application of a linearly decreasing torque curve. This
is useful when the operator releases the accelerator
while the truck is going uphill. If the rise is steep, the
truck may stop fast and may also go backwards in
short time, possibly leading to a dangerous situation.
OFF = When the accelerator is released, the inverter
does not control the deceleration rate of the truck,
instead it stops driving the motor.

QUICK INVERSION NONE ÷ BELLY This parameter defines the quick-inversion functionality.
(D, C) NONE = The quick-inversion function is not managed.
BRAKE = Upon a quick-inversion request, the motor is
braked.
TIMED = The quick-inversion function is timed: upon a
QI request the controller drives the motor in the
opposite direction for a fixed time (1.5 seconds by
default).
BELLY = The quick-inversion function is managed but
not timed: upon a QI request the controller drives the
motor in the opposite direction until the request is
released.

PEDAL BRK ANALOG OFF ÷ ON This parameter defines the kind of brake pedal adopted.
(D, C) ON = Brake pedal outputs an analog signal, braking is
linear.
OFF = Brake pedal outputs a digital signal, braking is
on/off.

HB ON / SR OFF OFF, ON This parameter defines the function associated with input
A19 (A13).
(D, C)
ON = Handbrake.
OFF = Speed reduction.

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 SET OPTIONS
Parameter Allowable range Description
MAIN POT. TYPE 0 ÷ 11 This parameter decides the feature of the main
potentiometer, connected to pin A5 (A3).
(D, C)
Pot. Low to High / Direction Enable En. dead
#
type High to Low switches switch band

0 V-type L to H X

1 V-type L to H X X

2 V-type H to L X

3 V-type H to L X X

4 Z-type L to H X

5 Z-type L to H X X

6 Z-type L to H X X

7 Z-type L to H X

8 Z-type H to L X

9 Z-type H to L X X

10 Z-type H to L X X

11 Z-type H to L X

AUX POT. TYPE 0 ÷ 12 This parameter decides the type of the auxiliary
potentiometer, connected to pin A16 (A10).
(D, C)
Pot. Low to High / Direction Enable En. dead
#
type High to Low switches switch band

0
Same as MAIN POT. TYPE,
÷
see previous parameter.
11

12 No H to L X X
13
÷ For future uses
15

SET MOT.TEMPERAT NONE ÷ OPTION#2 Sets the motor temperature sensor type.
(A) NONE = no motor thermal sensor switch is connected.
DIGITAL = a digital (ON/OFF) motor thermal sensor is
connected to A33 (A23).
OPTION#1 = an analogue motor thermal sensor is
connected to A33 (A23). The temperature sensor is a
KTY 84-130 PTC (positive thermal coefficient
resistance).
OPTION#2 = an analogue motor thermal sensor is
connected to A33 (A23). The temperature sensor is a
KTY 83-130 PTC (positive thermal coefficient
resistance)
OPTION#3 = an analog motor thermal sensor is
connected to A33 (A23). The temperature sensor is a
PT1000 PTC (positive thermal coefficient resistance).

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 SET OPTIONS
Parameter Allowable range Description
STEERING TYPE NONE ÷ OPTION #4 It allows to select which type of steering unit is connected to
the controller.
(A)
NONE = NO steering module is present on the truck,
controller does not wait for CAN message by the EPS
and it does not apply braking steer cutback.
OPTION#1 = EPS is present and it is configured with
an ENCODER + TOGGLE SWITCHES. These signals
are transmitted to controller over CAN bus.
OPTION#2 = EPS is present and it is configured with a
POT + ENCODER. These signals are transmitted to
controller over CAN bus.
ANALOG = A hydraulic steer is used on the truck and
controller is reading through one of its analog input the
signal coming from a wheel potentiometer in order to
read the wheel rotation.
OPTION#4 = EPS is present and it is configured Open
CAN

M.C. FUNCTION OFF ÷ OPTION#2 This parameter defines the configuration of the NLC output
A26 (A16), dedicated to the main – or line – contactor.
(A)
OFF = Main contactor is not present. Diagnoses are
masked and MC is not driven.
ON = Main contactor is in standalone configuration.
Diagnoses are performed and MC is closed after
key-on only if they have passed.
OPTION#1 = For a traction-and-pump setup, with only
one main contactor for both controllers. Diagnoses are
performed and MC is closed after key-on only if they
have passed.
OPTION#2 = For a traction-and-pump setup, with two
main contactors. Each controller drives its own MC.
Diagnoses are performed and MCs are closed after
key-on only if they have passed.

M.C. OUTPUT ABSENT, PRESENT This parameter defines whether a load coil is connected to
the NLC output A26 (A16) or not.
(A)
ABSENT = NLC output is not connected to any load
coil.
PRESENT = NLC output is connected to a load coil (by
default, that of the main contactor).

EBRAKE ON APPL. ABSENT, PRESENT This parameter defines whether the application includes an
electromechanical brake or not.
(A)

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 SET OPTIONS
Parameter Allowable range Description
AUX OUT FUNCTION NONE, BRAKE This parameter enables or disables the NEB output A28
(A18), dedicated to the electromechanical brake.
(A)
NONE = Diagnoses are masked and E.B. is not driven
upon a traction request.
BRAKE = E.B. is driven upon a traction request if all
the related diagnoses pass. The behavior on a slope
depends on the STOP ON RAMP setting.
Do not use this setting if the electromechanical
brake is not really present.
Note: in applications with two controllers driving two
traction motors and only one E.B., this parameter has to be
set on BRAKE only in the controller that drives the E.B.

COMP.VOLT.OUTPUT 0÷3 This parameter defines the voltage compensation for the
MC and EB drivers in dependence of the battery voltage.
(A)
0 = None.
1 = MC only.
2 = EB only.
3 = MC and EB.

BUMPER STOP OFF ÷ ON This parameter enables or disables the bumper stop
function.
(CO)
OFF = function disabled
ON = function enabled according to dedicated inputs
state

SYNCRO OFF ÷ ON It enables or disables the syncro message

(CO) OFF = the syncro message is not used
ON = the syncro message is enabled

AUTO PARK BRAKE OFF ÷ ON It enables or disables the autonomous management of the
Brake output:
(CO)
OFF = the output is activated or deactivated according
to the signal received by CAN bus
ON = the output is managed autonomously by the
controller itself ignoring any activation/deactivation
signal received by CAN bus

ACCEL MODULATION OFF ÷ ON This parameter enables or disables the acceleration-

modulation function.
(A)
OFF = The acceleration rate is inversely proportional to
the ACCEL DELAY parameter.
ON = The acceleration ramp is inversely proportional to
the ACCEL DELAY parameter only if speed setpoint is
greater than 100 Hz. Below 100 Hz the acceleration
ramp is also proportional to the speed setpoint, so that
the acceleration duration results equal to ACCEL
DELAY.
See paragraph 9.5.

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 SET OPTIONS
Parameter Allowable range Description
HIGH DYNAMIC OFF ÷ ON This parameter enables or disables the high-dynamic
function.
(A)
ON = All acceleration and deceleration profiles set by
dedicated parameters are ignored and the controller
works always with maximum performance.
OFF = Standard behavior.

INVERSION MODE OFF ÷ ON This parameter sets the behavior of the Quick-Inversion
input A17 (A11):
(A)
ON = The Quick-Inversion switch is normally closed
(function is active when the switch is open).
OFF = The Quick-Inversion switch is normally open
(function is active when the switch is closed).

STEER TABLE NONE ÷ OPTION#2 This parameter defines the steering table.
(D, CO) NONE = The inverter does not follow any predefined
steering table, but it creates a custom table according
to parameters WHEELBASE MM, FIXED AXLE MM,
STEERING AXLE MM and REAR POT ON LEFT.
OPTION#1 = Three-wheels predefined steering table.
OPTION#2 = Four-wheels predefined steering table.
The steering table depends on the truck geometry. The two
options available as default may not fit the requirements of
your truck. It is advisable to define the geometrical
dimensions of the truck in the parameters listed below in
order to create a custom table.
It is strongly recommended to consult paragraph 9.14 in
order to properly understand how to fill the following
parameters. If the steering performance of the truck do not
match your requirements even if you have defined the right
truck geometry, contact a Zapi technician in order to
establish if a custom steering table has to be created.

WHEELBASE MM 0 ÷ 32000 This parameter must be filled with the wheelbase distance,
i.e. the distance present between the two truck axles. The
(D, CO) distance must be expressed in millimeters.
See paragraph 9.14.

FIXED AXLE MM 0 ÷ 32000 This parameter must be filled with the axle length at which
the non-steering wheels are connected. The length must be
(D, CO) expressed in millimeters.
See paragraph 9.14.

STEERING AXLE MM 0 ÷ 32000 This parameter must be filled with the axle length at which
the non-steering wheels are connected. The length must be
(D, CO) expressed in millimeters.
See paragraph 9.14.

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 SET OPTIONS
Parameter Allowable range Description
REAR POT ON LEFT OFF ÷ ON This parameter defines the position of the steering
potentiometer.
(D, CO)
OFF = The steering potentiometer is not placed on the
rear-left wheel.
ON = The steering potentiometer is placed on the rear-
left wheel.

DISPLAY TYPE 0÷9 This parameter defines which type of display is connected
to the inverter.
(D, C)
0 = None.
1 = MDI PRC.
2 = ECO DISPLAY.
3 = SMART DISPLAY.
4 = MDI CAN.
5 ÷ 9 = available for future developments.

PDO2RX ABSENT ÷ PRESENT This parameter defines whether or not the message
PDORX is expected to be received.
(CO)
ABSENT = Message PDO2RX is not expected to be
received.
PRESENT = Message PDO2RX is expected to be
received. If it is not received, a CAN alarm is raised.

S AUX OUT FUNCTION NONE, BRAKE This parameter enables or disables the NEB output A29
(A19), dedicated to the electromechanical brake.
(D, CO)
NONE = Diagnoses are masked and E.B. is not driven
upon a traction request.
BRAKE = E.B. is driven upon a traction request if all
the related diagnoses pass. The behavior on a slope
depends on the STOP ON RAMP setting.
Do not use this setting if the electromechanical
brake is not really present.

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 8.2.5 Adjustments
ADJUSTMENTS
Parameter Allowable range Description
SET BATTERY 24 V ÷ 80 V This parameter must be set to the nominal battery voltage.
The available options are:
(A)
24V, 36V, 48V, 72V, 80V

ADJUST KEY VOLT. Fine adjustment of the key voltage measured by the
controller. Calibrated by Zapi production department during
(A) the end of line test.

ADJUST BATTERY Fine adjustment of the battery voltage measured by the

controller. Calibrated by Zapi production department during
(A) the end of line test.

SET POSITIVE PEB 12 V ÷ 80 V This parameter defines the supply-voltage value

connected to PEBA27 (A17). Available values are:
(A)
12V, 24V, 36V, 40V, 48V, 72V, 80V

SET PBRK. MIN 0 V ÷ 25.5 V It records the minimum value of brake potentiometer when
the brake is analog.
(D, C) (steps of 0.1 V)

SET PBRK. MAX 0 V ÷ 25.5 V It records the maximum value of brake potentiometer when
the brake is analog.
(D, C) (steps of 0.1V)

MIN LIFT 0 V ÷ 25.5 V It records the minimum value of lower potentiometer when
the lower switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(D, C)

MAX LIFT 0 V ÷ 25.5 V It records the maximum value of lower potentiometer when
the lower switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(D, C)

MIN LOWER 0 V ÷ 25.5 V It records the minimum value of lower potentiometer when
the lower switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(D, C)

MAX LOWER 0 V ÷ 25.5 V It records the maximum value of lower potentiometer when
the lower switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(D, C)

THROTTLE 0 ZONE 0% ÷ 100% This parameter defines a dead band in the accelerator
input curve.
(D, C) (steps of 1%)
See paragraph 9.9.

THROTTLE X1 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

THROTTLE Y1 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

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 ADJUSTMENTS
Parameter Allowable range Description
THROTTLE X2 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

THROTTLE Y2 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

THROTTLE X3 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

THROTTLE Y3 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(D, C) (steps of 1%) See paragraph 9.9.

BAT. MIN ADJ. -12.8% ÷ 12.7% It adjusts the lower level of the battery discharge table. It is
used to calibrate the discharge algorithm for the battery
(A) (steps of 0.1%) used.
See paragraph 0.

BAT. MAX ADJ. -12.8% ÷ 12.7% It adjusts the upper level of the battery discharge table. It is
used to calibrate the discharge algorithm for the battery
(A) (steps of 0.1%) used.
See paragraph 9.11.

BDI ADJ STARTUP -12.8% ÷ 12.7% Adjusts the level of the battery charge table at start-up, in
order to calculate the battery charge at key-on.
(A) (steps of 0.1%)
See paragraph 9.11.

BDI RESET 0% ÷ 100% It adjusts the minimum variation of the battery discharge
table to update the battery % at the start up. It is used to
(A) (steps of 1%) calibrate the discharge algorithm for the battery used.
See paragraph 9.11.

BATT.LOW TRESHLD 1% ÷ 50% This parameter defines the minimum charge percentage
below which the BATTERY LOW alarm rises.
(A) (steps of 1%)

STEER RIGHT VOLT 0 V ÷ 25.5 V This parameter records the maximum steering-control
voltage while turning right.
(A) (steps of 0.1 V)
See paragraph 9.3.

STEER LEFT VOLT 0 V ÷ 25.5 V This parameter records the maximum steering-control
voltage while turning left.
(A) (steps of 0.1 V)
See paragraph 9.3.

STEER ZERO VOLT 0 V ÷ 25.5 V This parameter records the maximum steering-control
voltage when it is in the straight-ahead position.
(A) (steps of 0.1 V)
See paragraph 9.3.

MAX ANGLE RIGHT 0° ÷ 90° This parameter defines the maximum steering-wheel
angle while turning right.
(A) (steps of 1°)

MAX ANGLE LEFT 0° ÷ 90° This parameter defines the maximum steering-wheel
angle while turning left.
(A) (steps of 1°)

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 ADJUSTMENTS
Parameter Allowable range Description
STEER DEAD ANGLE 1° ÷ 50° This parameter defines the maximum steering-wheel
angle up to which the permitted traction speed is 100%.
(D, C) (steps of 1°)
See paragraph 9.8.

STEER ANGLE 1 1° ÷ 90° This parameter defines the steering-wheel angle at which
traction speed is reduced to the value imposed by CURVE
(D, C) (steps of 1°) SPEED 1.
For steering-wheel angles between STEER DEAD ANGLE
and STEER ANGLE 1, traction speed is reduced linearly
from 100% to CURVE SPEED 1.

See paragraph 9.8.

STEER ANGLE 2 1° ÷ 90° This parameter defines the steering-wheel angle beyond
which traction speed is reduced to CURVE CUTBACK.
(D, C) (steps of 1°)
For steering-wheel angles between STEER ANGLE1 and
STEER ANGLE 2 traction speed is reduced linearly from
CURVE SPEED 1 to CURVE CUTBACK.

See paragraph 9.8.

SPEED FACTOR 0 ÷ 255 This parameter defines the coefficient used for evaluating
the truck speed (in km/h) from the motor frequency (in Hz),
(A) (steps of 1) according to the following formula:
𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 [𝐻𝑧]
𝑆𝑝𝑒𝑒𝑑 [𝑘𝑚 ℎ] = 10 ∙
𝑆𝑝𝑒𝑒𝑑 𝑓𝑎𝑐𝑡𝑜𝑟

SPEED ON MDI OFF ÷ ON This parameter enables or disables the speed visualization
on MDI display:
(D, C)
ON = MDI shows traction speed when the truck is
moving. In steady-state condition the speed indication
is replaced by the hour-meter indication.
OFF = Standard MDI functionality.

LOAD HM FROM MDI OFF ÷ ON This parameter enables or disables the transfer of the
hour-meter to a MDI unit.
(D, C)
OFF = controller hour meter is not transferred and
recorded on the MDI hour meter.
ON = controller hour meter is transferred and recorded
on the MDI hour meter (connected via the Serial Link).

CHECK UP DONE OFF ÷ ON In order to cancel the CHECK UP NEEDED warning, set
this parameter ON after the required maintenance service.
(A)

CHECK UP TYPE NONE ÷ OPTION#3 This parameter defines the CHECK UP NEEDED warning:
(A) NONE = no CHECK UP NEEDED warning.
OPTION#1 = CHECK UP NEEDED warning shown on
the hand-set and MDI after 300 hours.
OPTION#2 = Like OPTION#1, plus speed reduction
intervenes after 340 hours.
OPTION#3 = Like OPTION#2, plus the truck
definitively stops after 380 hours.

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 ADJUSTMENTS
Parameter Allowable range Description
MC VOLTAGE 0% ÷ 100% This parameter specifies the duty-cycle (tON/TPWM) of the
PWM applied to the main-contactor output A26 (A16)
(A) (steps of 1%) during the first second after the activation signal that
causes the main contactor to close.

MC VOLTAGE RED. 0% ÷ 100% This parameter defines a percentage of MC VOLTAGE

parameter and it determines the duty-cycle applied after
(A) (steps of 1%) the first second of activation of the contactor.
For details and examples see paragraph 0.

EB VOLTAGE 0% ÷ 100% This parameter specifies the duty-cycle (tON/TPWM) of the

PWM applied to the electromechanical brake output A28
(A) (steps of 1%) (A18) during the first second after the activation signal that
causes the electromechanical brake to release.

EB VOLTAGE RED. 0% ÷ 100% This parameter defines a percentage of EB VOLTAGE

parameter and it determines the duty-cycle applied after
(A) (steps of 1%) the first second since when the electromechanical brake is
released.
For details and examples see paragraph 0.

MAX. MOTOR TEMP. 60°C ÷ 175°C This parameter defines the motor temperature above
which a 50% cutback is applied to the maximum current.
(A) (steps of 1°C) Cutback is valid only during motoring, while during braking
the 100% of the maximum current is always available
independently by the temperature.

TEMP. MOT. STOP 60°C ÷ 190°C This parameter defines the maximum motor temperature
permitted, above which the controller stops driving the
(A) (steps of 1°C) motor.

DIAG.JUMP SENS 0-255Hz This parameter defines the maximum jump admitted for
the feedback sensor of motor 1 above which the controller
(A) stops driving the motor rising an alarm.

S DIAG.JUMP SENS 0-255Hz This parameter defines the maximum jump admitted for
the feedback sensor of motor 2 above which the controller
(A) stops driving the motor rising an alarm.

A.SENS.MAX SE Volt This parameter records the maximum offset voltage at the
(Only for BLE version sine analog input during the auto-teaching procedure.
with sin/cos sensor)
It can be compared with the A.SENS.OFFSET SR entry
(A) value.

A.SENS.MIN SE Volt This parameter records the minimum offset voltage at the
(Only for BL version sine analog input during the auto-teaching procedure.
with sin/cos sensor)
It can be compared with the A.SENS.OFFSET SR entry
(A) value.

A.SENS.MAX CE Volt This parameter records the maximum offset voltage at the
(Only for BLE version) cosine analog input during the auto-teaching procedure.
(A) It can be compared with the A.SENS.OFFSET CR entry
value.

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 ADJUSTMENTS
Parameter Allowable range Description
A.SENS.MIN CE Volt This parameter records the minimum offset voltage at the
(Only for BLE version cosine analog input during the auto-teaching procedure.
with sin/cos sensor)
It can be compared with the A.SENS.OFFSET CR entry
(A) value.

TOOTHS OFF.ANGLE This parameter records the angle offset of index signal
input during the auto-teaching procedure.
(Only for BLE version
with zero-index
encoder)
(A)

OFFSET ANGLE 0° - 180° This parameter gives the possibility to manually adjust the
offset angle present between the absolute position sensor
(Only for BLE version (steps of 0.1°) and the PMSM rotor orientation. The unit is degrees and
with sin/cos sensor or
the max value is 180°.
sixstep)
(A)

HYST. ANGLE This parameter records the hysteresis angle present

between the absolute position sensor and the PMSM rotor
(Only for BLE version orientation during the auto-teaching procedure.
with sixstep)
(A)

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 8.2.6 Special Adjustment

 Note: SPECIAL ADJUST. must only be accessed by skilled people. To change

settings in this group of settings, a special procedure is needed. Ask for this
procedure directly to a Zapi technician. In SPECIAL ADJUST. there are
factory-adjusted parameters that should be changed by expert technicians only.

SPECIAL ADJUSTMENTS
Parameter Allowable range Description
M ADJUSTMENT #01 First gain of the first traction-motor current-sensing
amplifier.
(Read Only)
NOTE: only Zapi technicians can change this value through
(A) a special procedure.

M ADJUSTMENT #02 Second gain of the first traction-motor current-sensing

amplifier.
(Read Only)
NOTE: only Zapi technicians can change this value through
(A) a special procedure.

S ADJUSTMENT #01 First gain of the second traction-motor current-sensing

amplifier.
(Read Only)
NOTE: only Zapi technicians can change this value through
(A) a special procedure.

S ADJUSTMENT #02 Second gain of the second traction-motor current-sensing

amplifier.
(Read Only)
NOTE: only Zapi technicians can change this value through
(A) a special procedure.

DIS.CUR.FALLBACK OFF ÷ ON This parameter disables or enables current reduction

(applied after one minute of traction).
(A)
ON = Current reduction is disabled.
OFF = Current reduction is enabled.

SET CURRENT (Factory adjusted). This is maximum current that the

inverter can provide to the motor.
(Read Only)
(A)

M SET TEMPERAT. 0°C ÷ 255°C This parameter calibrates the master controller-temperature
reading.
(A) (steps of 1°C)

S SET TEMPERAT. 0°C ÷ 255°C This parameter calibrates the slave controller-temperature
reading.
(A) (steps of 1°C)

HW BATTERY RANGE 0÷3 This parameter defines the battery voltage range.
(Read Only) (steps of 1) NOTE: only Zapi technicians can change this value.
(A)

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 SPECIAL ADJUSTMENTS
Parameter Allowable range Description
DUTY PWM CTRAP 0% ÷ 100% This parameter defines the duty cycle for overcurrent
threshold. Reserved.
(Read Only)
(A)

PWM AT LOW FREQ This parameter defines the power-bridge PWM frequency at
low speed.
(A)
NOTE: only Zapi technicians can change this value through
a special procedure.

PWM AT HIGH FREQ This parameter defines the power-bridge PWM frequency at
high speed.
(A)
NOTE: only Zapi technicians can change this value through
a special procedure.

FREQ TO SWITCH Volt (Factory adjusted). This parameter defines the electrical
frequency at which the switching frequency is changed from
(A) PWM AT LOW FREQ to PWM AT HIGH FREQ.

HIGH ADDRESS 0÷4 This parameter is used to access special memory

addresses.
(A)

CAN BUS SPEED 20 kbps ÷ 500 kbps This parameter defines the CAN bus data-rate in kbps.
(A) 20, 50, 125, 250, 500

EXTENDED FORMAT OFF, ON This parameter defines the CAN bus protocol.
(A)

DEBUG CANMESSAGE OFF, ON This parameter enables or disables special debug

messages.
(A)

CONTROLLER TYPE 0÷3 This parameter defines the controller type:

(A) Dual Traction wired
Combi wired
Dual OPEN CAN
Combi OPEN CAN
NOTE: a mismatch between this parameter and the
hardware configuration may lead to a severe malfunctioning
of the controller.

MOTOR TYPE M 0÷1 This parameter defines the motor 1 type:

(A) AC Motor: AC induction motor
BL Motor: permanent magnet synchronous motor

MOTOR TYPE S 0÷1 This parameter defines the motor 1 type:

(A) AC Motor: AC induction motor
BL Motor: permanent magnet synchronous motor

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 SPECIAL ADJUSTMENTS
Parameter Allowable range Description
SAFETY LEVEL 0÷3 This parameter defines the safety level of the controller, i.e.
the functionality of the supervisor microcontroller.
(A)
0 = Supervisor µC does not check any signal.
1 = Supervisor µC checks the inputs and the outputs.
2 = Supervisor µC checks the inputs and the motor set-
point.
3 = Supervisor µC checks the inputs, the outputs and
the motor set-point.

RS232 CONSOLLE OFF ÷ ON This parameter enables or disables the console to change
settings.
(A)
NOTE: only Zapi technicians can change this value.

NODE ID OFST 0 ÷ 126 This parameter defines the offset of the CAN frame IDs.
(CO) (by steps of 1)

ID CANOPEN OFST 0 ÷ 56 This parameter defines the offset of the Open CAN frame
IDs.
(CO) (by steps of 8)

2ND SDO ID OFST 0 ÷ 126 This parameter defines if another SDO communication
channel has to be added. Specify an ID offset different from
(A) (by steps of 2) 0 in order to enable the channel.

VDC START UP LIM by 1% steps) This parameter defines the battery voltage (as percentage
of the nominal voltage) above which delivered power is
(A) reduced in order to avoid an overvoltage condition during
braking.

VDC UP LIMIT 0% ÷ 255% This parameter defines the battery voltage (as percentage
of the nominal voltage) above which the inverter stops in
(A) (by 1% steps) order to avoid a triggering of overvoltage condition.

VDC START DW LIM 0% ÷ 255% This parameter defines the battery voltage (as percentage
of nominal voltage) below which delivered power is reduced
(A) (by 1% steps) in order to avoid an undervoltage condition (typically during
accelerations with low battery).

VDC DW LIMIT 0% ÷ 255% This parameter defines the battery voltage (as percentage
of nominal voltage) below which the inverter stops in order
(A) (by 1% steps) to avoid an uncontrolled shutdown due to an undervoltage
condition.

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 8.2.7 Hardware Setting
The HARDWARE SETTINGS parameters group includes the motor-control-
related parameters. Only those parameters the user can modify are here
described.

 For descriptions and teaching about missing parameters contact a Zapi

technician.

HARDWARE SETTING
Parameter Allowable range Description
TOP MAX SPEED 0 Hz ÷ 600 Hz This parameter defines the maximum motor speed.
Factory adjusted.
(A) (by steps of 10 Hz)

CONF.POSITIVE LC 0÷2 This parameter defines the positive supply configuration

for the main-contactor coil. Factory adjusted.
(A) (steps of 1)
0: The positive supply of Main Contactor coil is
connected to PEB A27 (A17).
1: The positive supply of Main Contactor coil is
connected to KEY A3 (A1).
2: The positive supply of Main Contactor coil is
connected to SEAT A8 (A6).
NOTE: only Zapi technicians can change this value
through a special procedure.

FEEDBACK SENSOR 0÷6 This parameter defines the type of the adopted speed
sensor for motor 1. Factory adjusted.
(A)
0 = Incremental encoder.
1 = Sin/cos sensor.
2 = Incremental encoder + sin/cos sensor.
3 = Incremental encoder + sin/cos sensor + index.
4 = PWM absolute sensor + incremental encoder + index.
5 = Resolver.
6 = Hall effect sensor (six-step).
NOTE: not all the sped sensor models listed above are
compatible with DualACE2.
sensor model should be discussed with Zapi
technicians

POSITIVE E.B. 0÷2 This parameter defines the hardware configuration for the
positive terminal of the electromechanical brake PEB A27.
(A)
0 = PEB is managed by an internal high-side driver,
supplied by PIN A24. This is the standard configuration.
1 = PEB is externally connected to the SEAT input A8.
2 = PEB is externally connected after the main
contactor.
NOTE: configurations 1 and 2 are not standard and their
adoption should be discussed with Zapi technicians.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 93/169

 HARDWARE SETTING
Parameter Allowable range Description
ROTATION CW ENC OPTION#1 ÷ OPTION#2 It defines how the signal sequence coming from the
encoder channels is expected by controller 1
(A)
OPTION#1 = Channel A anticipates channel B.
OPTION#2 = Channel B anticipates channel A.

ROTATION CW MOT OPTION#1 ÷ OPTION#2 It permits to change the sequence in which the motor 1
phases are powered. Factory adjusted.
(A)
OPTION#1 = U-V-W corresponds to forward direction.
OPTION#2 = V-U-W corresponds to forward direction.

ROTATION CW POS OPTION#1 ÷ OPTION#2 It permits to reverse the direction read by the absolute
position sensor.
(Only for BLE version)
OPTION#1 = Sin anticipates cos.
(A)
OPTION#2 = Cos anticipates sin.

ENCODER PULSES 1 32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution (motor 1). It must be set equal to ENCODER
(A) PULSES 2; otherwise the controller raises an alarm.
The available options are:

25 32 48 64 80

124 128 256 512 1024

NOTE: with standard HW, the capability to use encoders

with high number of pulses could be limited depending on
the speed. Ask to Zapi technician before to operate on this
parameter

ENCODER PULSES 2 32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution (motor 1). It must be set equal to ENCODER
(A) PULSES 1; otherwise the controller raises an alarm.
The available options are:

25 32 48 64 80

124 128 256 512 1024

NOTE: with standard HW, the capability to use encoders

with high number of pulses could be limited depending on
the speed. Ask to Zapi technician before to operate on this
parameter

MOTOR P. PAIRS 1 1 ÷ 30 This parameter defines the number of pole pairs of the
motor 1. It must be set equal to MOTOR P. PAIRS 2;
(A) otherwise the controller raises an alarm.

MOTOR P. PAIRS 2 1 ÷ 30 This parameter defines the number of pole pairs of the
motor 1. It must be set equal to MOTOR P. PAIRS 1;
(A) otherwise the controller raises an alarm.

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 8.2.8 SLV HW Setting
HARDWARE SETTING
Parameter Allowable range Description
S FEEDBACK SENS. 0÷6 This parameter defines the type of the adopted speed
sensor for motor 2. Factory adjusted.
(A)
0 = Incremental encoder.
1 = Sin/cos sensor.
2 = Incremental encoder + sin/cos sensor.
3 = Incremental encoder + sin/cos sensor + index.
4 = PWM absolute sensor + incremental encoder +
index.
5 = Resolver.
6 = Hall effect sensor (six-step).

S ROT. CW ENC OPTION#1 ÷ OPTION#2 It defines how the signal sequence coming from the
encoder channels is expected by controller 2
(A)
OPTION#1 = Channel A anticipates channel B.
OPTION#2 = Channel B anticipates channel A.

S ROT CW MOT OPTION#1 ÷ OPTION#2 It permits to change the sequence in which the motor 2
phases are powered. Factory adjusted.
(A)
OPTION#1 = U-V-W corresponds to forward direction.
OPTION#2 = V-U-W corresponds to forward direction.

S ENC PULSES 1 32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution (motor 2). It must be set equal to ENCODER
(A) PULSES 2; otherwise the controller raises an alarm.
The available options are:

25 32 48 64 80

124 128 256 512 1024

NOTE: with standard HW, the capability to use encoders

with high number of pulses could be limited depending on
the speed. Ask to Zapi technician before to operate on this
parameter

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 95/169

 HARDWARE SETTING
Parameter Allowable range Description
S ENC PULSES 2 32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution (motor 1). It must be set equal to ENCODER
(A) PULSES 1; otherwise the controller raises an alarm.
The available options are:

25 32 48 64 80

124 128 256 512 1024

NOTE: with standard HW, the capability to use encoders

with high number of pulses could be limited depending on
the speed. Ask to Zapi technician before to operate on this
parameter

S. MOT. P. PAIRS 1 1 ÷ 30 This parameter defines the number of pole pairs of the
motor 1. It must be set equal to MOTOR P. PAIRS 2;
(A) otherwise the controller raises an alarm.

S. MOT P. PAIRS 2 1 ÷ 30 This parameter defines the number of pole pairs of the
motor 2. It must be set equal to MOTOR P. PAIRS 1;
(A) otherwise the controller raises an alarm.

8.3 Tester Function

The TESTER function gives real- time feedbacks about the state of the controller,
the motor and command devices. It is possible to know the state (active/inactive,
on/off) of the digital I/Os, the voltage value of the analog inputs and the state of
the main variables used for the motor and hydraulics control.
In the following tables, “Parameter” columns also report between brackets lists of
the controller types where each parameter is available.
Controller types are coded as:
A = All controller types
D = Dual Traction controller
C = Combi controller
CO = Dual/Combi open CAN controller
N = none

8.3.1 Tester – Master microcontroller

The following table lists the master microcontroller data that can be monitored
through the TESTER function.

TESTER (Master µC)

Unit of measure
Parameter Description
(resolution)
KEY VOLTAGE Volt (0.1 V) KEY voltage A3 (A1) value measured in real time.
(A)

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
BATTERY VOLTAGE Volt (0.1 V) Battery voltage measured in real time across the DC-bus.
(A)

MOTOR VOLTAGE Percentage (1%) Theoretical phase- to- phase voltage to be applied at the
motor terminals, as a percentage of the supply voltage.
(A)
The actual applied voltage is changed by INDEX
OVERMOD. (see next item).

INDEX OVERMOD. Percentage (1%) Correction applied to the motor-voltage set-point in order
to compensate for the actual battery voltage.
(A)
The actual motor voltage delivered is the product of
MOTOR VOLTAGE and INDEX OVEMOD.

FREQUENCY Hertz (0.1 Hz) Frequency of the current sine-wave that the inverter is
supplying to the motor.
(A)

MEASURED SPEED Hertz (0.1 Hz) Motor 1 speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
(A)

MEASURED SPD SLV Hertz (0.1 Hz) Motor 2 speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
(A)

SLIP VALUE Hertz (0.01 Hz) Motor slip, i.e. difference between the current frequency
and the motor speed (in Hz).
(A)

CURRENT RMS Ampere (1 A) Root-mean-square value of the line current supplied to the
motor 1.
(A)

𝐶𝑢𝑟𝑟𝑒𝑛𝑡 [𝐴𝑟𝑚𝑠] = 𝐼𝑄 2 + 𝐼𝐷 2

CURRENT RMS SLV Ampere (1 A) Root-mean-square value of the line current supplied to the
motor 2.
(A)

𝐶𝑢𝑟𝑟𝑒𝑛𝑡 [𝐴𝑟𝑚𝑠] = 𝐼𝑄 2 + 𝐼𝐷 2

IMAX LIM. TRA Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a traction request. The
(A) value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc.).

IMAX LIM. BRK Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a braking request. The
(A) value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc.).

ID FILTERED RMS Ampere (1 A) Projection of the current vector on the d-axis, expressed in
root-mean-square Ampere.
(A)

IQ FILTERED RMS Ampere (1 A) Projection of the current vector on the q-axis, expressed in
root-mean-square Ampere.
(A)

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 97/169

 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
IQIMAX LIM. TRA Ampere (1 A) Maximum value of the q-axis current component,
according to traction-related settings, expressed in
(A) root-mean-square Ampere

IQIMAX LIM. BRK Ampere (1 A) Maximum value of the q-axis current component,
according to braking-related settings, expressed in
(A) root-mean-square Ampere.

MOT. POWER WATT Watt (1 W) Estimation of the power supplied to the motor.
(A)

STATOR FLUX MWB 10-3 Weber (0.1 mWb) Estimation of the motor magnetic flux.
(A)

MOTION TORQUE NM Nm (0.1 Nm) Estimation of the motor torque.

(A)

STEER ANGLE Degrees (1°) Current steering- wheel angle. When the steering is
straight ahead STEER ANGLE is zero.
(A)

TEMPERATURE Celsius degrees (1 °C) Temperature measured on the inverter base plate.
(A) This temperature is used for the HIGH TEMPERATURE
alarm.

TEMPERATURE SLV Celsius degrees (1 °C) Temperature measured on the inverter base plate.
(A) This temperature is used for the HIGH TEMPERATURE
alarm.

MOTOR TEMPERAT. Celsius degrees (1 °C) Motor-windings temperature.

(A) Normally the sensor is a PTC Philips KTY84-130. This
temperature is used for the MOTOR OVERTEMP alarm.

DI2-A8 SEAT SW OFF/ON Status of the TILLER/SEAT input A8 (A6).

(D, C)

DI3-A13 QI/PB SW OFF/ON Status of the quick-inversion/pedal-brake input A17 (A11).

(D, C)

DI0-A6 FW SW OFF/ON Status of the forward-request input A6 (A4).

(D, C)

DI1-A7 BW SW OFF/ON Status of the backward-request input A7 (A5).

(D, C)

DI0-A6 ENABLE OFF/ON Status of the lowering-request input A6 (A4).

(D, C)

DI7-A2 SR/HB OFF/ON Status of the speed-reduction/hand-brake input A2.

(D, C)

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
DI6-A1 SPARE OFF/ON Status of the spare input A1.
(D)

DI4-A11 LIFT OFF/ON Status of the lift-request input A11 .

(D, C)

DI5-A12 LOWER OFF/ON Status of the lowering-request input A12.

(D, C)

DI6-A1 SPD1 SW OFF/ON Status of the speed1 input A1.

(C)

IN0 BUMPER STOP OFF/ON Status of the bumper stop input 0.

(CO)

IN1 BUMPER STOP OFF/ON Status of the bumper stop input 1.

(CO)

A5 POT#1 Volt (0.01 V) Voltage of the analog input 1 A5 (A3).

(D, CO)

A16 POT#2 Volt (0.01 V) Voltage of the analog input 2 A16 (A10).
(D, CO)

A14 POT#3 Volt (0.01 V) Voltage of the analog signal on A14.

(D, CO)

A22 POT#4 Volt (0.01 V) Voltage of the analog signal on A22.

(D, CO)

A34 POT#5 Volt (0.01 V) Voltage of the analog signal on A34.

(D, CO)

A35 POT#6 Volt (0.01 V) Voltage of the analog signal on A35.

(D, CO)

MAIN CONT. % (1%) Voltage applied over the main contactor coil. It
corresponds to the duty cycle value of PWM applied,
(D, CO) expressed as percentage.

ELEC.BRAKE MST % (1%) Voltage applied over the electromechanical brake coil. It
corresponds to the duty cycle value of PWM applied,
(D, CO) expressed as percentage.

ELEC.BRAKE SLV % (1%) Voltage applied over the electromechanical brake coil. It
corresponds to the duty cycle value of PWM applied,
(D, D.CO) expressed as percentage.

SET EVP % (1%) Setpoint of proportional electrovalve EVP.

(D, CO)

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 99/169

 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
CTRAP HW Number (1) Counter showing the number of occurrences of hardware-
overcurrent detection.
(A)

CTRAP THRESOLD Volt (0.01 V) Threshold voltage of the overcurrent detection circuit.
(A)

TRUCK SPEED km/h (0.1 km/h) Speed of the truck (it requires custom software embedding
gear ratio and wheels radius).
(A)

ODOMETER KM km (1 km) Odometer: overall distance traveled by the truck.

(A)

CPU TIME F US - Reserved for Zapi technicians use.

(A)

CPU TIME M US - Reserved for Zapi technicians use.

(A)

NODE ID 1- 126 CAN node ID used by controller

(CO)

TARGET SPEED 10∙Hz Speed setpoint transmitted over CAN bus. It is expressed
in tenths of Hz.
(CO)

BRAKING REQUEST 0-255 Braking setpoint transmitted over CAN bus.

(CO)

CONTROL WORD 0-65535 Control word transmitted over CAN bus.

(CO)

CONTROL WORD 2 0-65535 Status word 2 travelling over CAN bus.

(CO)

STATUS WORD 0-65535 Status word travelling over CAN bus.

(CO)

WARNING SYSTEM 0-65535 Warning code (in case of warning).

(CO)

TARGET EVP1 % (1%) Setpoint of the proportional electrovalve EVP1 transmitted

over CAN bus.
(CO)

TORQUE REQ. % (255 steps) Torque setpoint of the motor transmitted over CAN bus,
expressed as percentage of the maximum torque.
(CO)

TORQUE BRK REQ. % (255 steps) Breaking torque setpoint of the motor transmitted over
CAN bus, expressed as percentage of the maximum
(CO) torque.

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
BYTE 4 PDO1TX % (1%) Status byte4 of PDO1TX travelling over CAN bus.
(CO)

BYTE 5 PDO1TX % (1%) Status byte5 of PDO1TX travelling over CAN bus.
(CO)

BYTE 6 PDO1TX % (1%) Status byte6 of PDO1TX travelling over CAN bus.
(CO)

BYTE 7 PDO1TX % (1%) Status byte7 of PDO1TX travelling over CAN bus.
(CO)

BYTE 2 PDO2TX % (1%) Status byte2 of PDO2TX travelling over CAN bus.
(CO)

BYTE 5 PDO2TX % (1%) Status byte5 of PDO2TX travelling over CAN bus.
(CO)

WORD 6 PDO2TX % (1%) Status word of PDO2TX travelling over CAN bus.
(CO)

ROTOR POSITION Degrees (0.1°) Real-time absolute orientation of the rotor, expressed in
degrees.
(Only for BLE version )
(A)

8.3.2 Tester – Supervisor microcontroller

The following table lists the supervisor microcontroller data that can be monitored
through the TESTER function.
TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
KEY VOLTAGE Volt (0.1 V) KEY voltage A3 (A1) value measured in real time.
(A)

BATTERY VOLTAGE Volt (0.1 V) Battery voltage measured in real time across the DC-bus.
(A)

MOTOR VOLTAGE Percentage (1%) Theoretical phase- to- phase voltage to be applied at the
motor terminals, as a percentage of the supply voltage.
(A)
The actual applied voltage is changed by INDEX
OVERMOD. (see next item).

INDEX OVERMOD. Percentage (1%) Correction applied to the motor-voltage set-point in order
to compensate for the actual battery voltage.
(A)
The actual motor voltage delivered is the product of
MOTOR VOLTAGE and INDEX OVEMOD.

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 TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
FREQUENCY Hertz (0.1 Hz) Frequency of the current sine-wave that the inverter is
supplying to the motor.
(A)

MEASURED SPEED Hertz (0.1 Hz) Motor 1 speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
(A)

MEASURED SPD SLV Hertz (0.1 Hz) Motor 2 speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
(A)

SLIP VALUE Hertz (0.01 Hz) Motor slip, i.e. difference between the current frequency
and the motor speed (in Hz).
(A)

CURRENT RMS Ampere (1 A) Root-mean-square value of the line current supplied to the
motor 1.
(A)

𝐶𝑢𝑟𝑟𝑒𝑛𝑡 [𝐴𝑟𝑚𝑠] = 𝐼𝑄 2 + 𝐼𝐷 2

CURRENT RMS SLV Ampere (1 A) Root-mean-square value of the line current supplied to the
motor 2.
(A)

𝐶𝑢𝑟𝑟𝑒𝑛𝑡 [𝐴𝑟𝑚𝑠] = 𝐼𝑄 2 + 𝐼𝐷 2

IMAX LIM. TRA Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a traction request. The
(A) value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc.).

IMAX LIM. BRK Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a braking request. The
(A) value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc.).

ID FILTERED RMS Ampere (1 A) Projection of the current vector on the d-axis, expressed in
root-mean-square Ampere.
(A)

IQ FILTERED RMS Ampere (1 A) Projection of the current vector on the q-axis, expressed in
root-mean-square Ampere.
(A)

IQIMAX LIM. TRA Ampere (1 A) Maximum value of the q-axis current component,
according to traction-related settings, expressed in
(A) root-mean-square Ampere

IQIMAX LIM. BRK Ampere (1 A) Maximum value of the q-axis current component,
according to braking-related settings, expressed in
(A) root-mean-square Ampere.

MOT. POWER WATT Watt (1 W) Estimation of the power supplied to the motor.
(A)

STATOR FLUX MWB 10-3 Weber (0.1 mWb) Estimation of the motor magnetic flux.
(A)

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 TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
MOTION TORQUE NM Nm (0.1 Nm) Estimation of the motor torque.
(A)

STEER ANGLE Degrees (1°) Current steering- wheel angle. When the steering is
straight ahead STEER ANGLE is zero.
(A)

TEMPERATURE Celsius degrees (1 °C) Temperature measured on the inverter base plate.
(A) This temperature is used for the HIGH TEMPERATURE
alarm.

TEMPERATURE SLV Celsius degrees (1 °C) Temperature measured on the inverter base plate.
(A) This temperature is used for the HIGH TEMPERATURE
alarm.

MOTOR TEMPERAT. Celsius degrees (1 °C) Motor-windings temperature.

(A) Normally the sensor is a PTC Philips KTY84-130. This
temperature is used for the MOTOR OVERTEMP alarm.

DI2-A8 SEAT SW OFF/ON Status of the TILLER/SEAT input A8 (A6).

(D, C)

DI3-A13 QI/PB SW OFF/ON Status of the quick-inversion/pedal-brake input A17 (A11).

(D, C)

DI0-A6 FW SW OFF/ON Status of the forward-request input A6 (A4).

(D, C)

DI1-A7 BW SW OFF/ON Status of the backward-request input A7 (A5).

(D, C)

DI0-A6 ENABLE OFF/ON Status of the lowering-request input A6 (A4).

(D, C)

DI7-A2 SR/HB OFF/ON Status of the speed-reduction/hand-brake input A2.

(D, C)

DI6-A1 SPARE OFF/ON Status of the spare input A1.

(D)

DI4-A11 LIFT OFF/ON Status of the lift-request input A11 .

(D, C)

DI5-A12 LOWER OFF/ON Status of the lowering-request input A12.

(D, C)

DI6-A1 SPD1 OFF/ON Status of the speed1 input A1.

(D)

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 TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
IN0 BUMPER STOP OFF/ON Status of the bumper stop input 0.
(CO)

IN1 BUMPER STOP OFF/ON Status of the bumper stop input 1.

(CO)

A5 POT#1 Volt (0.01 V) Voltage of the analog input 1 A5 (A3).

(D, CO)

A16 POT#2 Volt (0.01 V) Voltage of the analog input 2 A16 (A10).
(A)

A14 POT#3 Volt (0.01 V) Voltage of the analog signal on A14.

(A)

A22 POT#4 Volt (0.01 V) Voltage of the analog signal on A22.

(A)

A34 POT#5 Volt (0.01 V) Voltage of the analog signal on A34.

(A)

A35 POT#6 Volt (0.01 V) Voltage of the analog signal on A35.

(D)

MAIN CONT. % (1%) Voltage applied over the main contactor coil. It
corresponds to the duty cycle value of PWM applied,
(D) expressed as percentage.

CTRAP HW Number (1) Counter showing the number of occurrences of hardware-

overcurrent detection.
(A)

CTRAP THRESOLD Volt (0.01 V) Threshold voltage of the overcurrent detection circuit.
(A)

CPU TIME F US - Reserved for Zapi technicians use.

(A)

CPU TIME M US - Reserved for Zapi technicians use.

(A)

NODE ID 1-126 CAN node ID used by controller

(CO)

TARGET SPEED 10∙Hz Speed setpoint transmitted over CAN bus. It is expressed
in tenths of Hz.
(CO)

BRAKING REQUEST 0-255 Braking setpoint transmitted over CAN bus.

(CO)

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 TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
CONTROL WORD 0-65535 Control word transmitted over CAN bus.
(CO)

STATUS WORD 0-65535 Status word travelling over CAN bus.

(CO)

WARNING SYSTEM 0-65535 Warning code (in case of warning).

(CO)

TORQUE REQ. % (255 steps) Torque setpoint of the AC motor transmitted over CAN
bus, expressed as percentage of the maximum torque.
(CO)

TORQUE BRK REQ. % (255 steps) Breaking torque setpoint of the AC motor transmitted over
CAN bus, expressed as percentage of the maximum
(CO) torque.

BYTE 4 PDO1TX % (255 steps) Status byte4 of PDO1TX travelling over CAN bus.
(CO)

BYTE 5 PDO1TX % (255 steps) Status byte5 of PDO1TX travelling over CAN bus.
(CO)

BYTE 6 PDO1TX % (255 steps) Status byte6 of PDO1TX travelling over CAN bus.
(CO)

BYTE 7 PDO1TX % (255 steps) Status byte7 of PDO1TX travelling over CAN bus.
(CO)

BYTE 2 PDO2TX % (255 steps) Status byte2 of PDO2TX travelling over CAN bus.
(CO)

BYTE 5 PDO2TX % (255 steps) Status byte5 of PDO2TX travelling over CAN bus.
(CO)

WORD 6 PDO2TX % (255 steps) Status word of PDO2TX travelling over CAN bus.
(CO)

ROTOR POSITION Degrees (0.1°) Real-time absolute orientation of the rotor, expressed in
degrees.
(Only for BLE2 version)
(A)

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 105/169

9 OTHER FUNCTIONS

9.1 Program VACC function

This function enables the adjustment of the minimum and maximum useful levels
of the voltage from the accelerator potentiometer, in both directions. This function
is particularly useful when it is necessary to compensate for asymmetry of
mechanical elements associated with the potentiometer, especially relating to the
minimum level.

The following two graphs show the output voltage of a potentiometer versus the
mechanical angle of the control lever. Angles MI and MA indicate the points
where the direction switches close, while 0 represents the mechanical zero of the
lever, i.e. its rest position. Also, the relationship between motor voltage (Vmot)
and potentiometer voltage (Vacc) is shown. Before calibration, Vmot percentage
is mapped over the default 0 – 5 V range; instead, after the adjustment procedure
it results mapped over the useful voltage ranges of the potentiometer, for both
directions.

Before ‘PROGRAM VACC’. After ‘PROGRAM VACC’.

PROGRAM VACC can be carried out through Zapi PC CAN Console or through
Zapi Smart Console. For the step-by-step procedures of the two cases, refer to
paragraphs 13.1.4 or 13.2.6.

9.2 Program LIFT / LOWER function

This function allows to adjust the minimum and maximum useful signal levels of
lift and lowering request. This function is useful when it is necessary to
compensate for asymmetry of the mechanical elements associated with the
potentiometer, especially relating to the minimum level.

This function looks for and records the minimum and maximum potentiometer
wiper voltage over the full mechanical range of the lever.

The values to be acquired are organized in the ADJUSTMENT list, they are:
- MIN LIFT
- MAX LIFT

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 - MIN LOWER
- MAX LOWER

See paragraphs 13.1.5 or 13.2.7 for the acquiring procedure.

9.3 Program STEER function

This enables the adjustment of the minimum and maximum useful signal levels of
the steering control. This function is useful when it is necessary to compensate
for asymmetry with the mechanical elements associated with the steering.

This function looks for and records the minimum, neutral and maximum voltage
over the full mechanical range of the steering. It allows to compensate for
dissymmetry of the mechanical system in both directions.

The values to be acquired are organized in the ADJUSTMENT list, they are:
- STEER RIGHT VOLT
- STEER LEFT VOLT
- STEER ZERO VOLT

See paragraphs 13.1.6 or 13.2.8 for acquiring procedure.

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 9.4 Potentiometers
The controller can handle different types of potentiometers and, if present,
direction and enable switches. Parameters MAIN POT. TYPE and AUX POT.
TYPE are to be set accordingly to the configuration of the machine (see
paragraph 8.2.4).

The following graphs describe how the mechanical position of the potentiometer
wiper and its voltage result in the forward and backward requests. Basing on the
application, the voltage excursion may differ from the 0 V through 5 V here
shown.

 Adopting a Z-type potentiometer, both the speed set-point and the travel direction
are defined; direction switches are not mandatory.

 Adopting a V-type potentiometer, only the speed set-point is defined; a couple of

direction switches are mandatory, except where the application only requires one
direction of rotation (for example only lift in pump applications).

Z-type, L to H Z-type, H to L
5 5
ACC POT [V]

ACC POT [V]

2.5 2.5

BW FW BW FW

0% 50% 100% 0% 50% 100%

Wiper position Wiper position

V-type, L to H V-type, H to L
5 5
ACC POT [V]

ACC POT [V]

FW or BW FW or BW

0% 100% 0% 100%
Wiper position Wiper position

Potentiometer configurations.

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 9.5 Acceleration time
The ACCELER. DELAY parameter allows to define the acceleration rate
depending on the speed set-point variation and on ACCEL MODULATION.
- ACCEL MODULATION = OFF
The acceleration time results:
Set−point step
ACCELER. DELAY ∙ 100 Hz

- ACCEL MODULATION = ON
Acceleration time is evaluated differently by software depending on the
set-point variation.

Fast response:
 Set-point step < 100 Hz
The acceleration time results:
Set−point step
ACCELER. DELAY ∙ 100 Hz

Modulation (grey area):

 Set-point step > 8 Hz
 Set-point step <= 100 Hz
The acceleration rate is re-scaled so that the acceleration time results
equal to ACCELER. DELAY.

Wide variation:
 Set-point step > 100 Hz
The acceleration time results:
Set−point step
ACCELER. DELAY ∙ 100 Hz

Speed [Hz]

100

Acceleration
modulation

ACCELER. DELAY
Time [s]
Speed evolution during acceleration.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 109/169

 9.6 Release modulation
Parameter RELEASE BRAKING allows to define the deceleration rate depending
on the speed set-point variation upon a travel release. Deceleration time is
evaluated differently by software depending on the speed variation.

Fast response:
 Set-point drop < 100 Hz · REL. MIN MODUL.
The deceleration time results:
Set−point drop
RELEASE BRAKING ∙ 100 Hz

Modulation (grey area):

 Set-point drop > 100 Hz · REL. MIN MODUL.
 Set-point drop <= 100 Hz
The deceleration rate is re-scaled so that the deceleration time results
equal to RELEASE BRAKING.

Wide variation:
 Set-point drop > 100 Hz
The deceleration time results:
Set−point drop
RELEASE BRAKING ∙ 100 Hz

Speed [Hz]

100
Release
modulation

REL. MIN
MODUL.

0 REL. BRAKING
Time [s]
Speed evolution during release.

 The deceleration modulation is valid for all the braking-related parameters:

DECEL. BRAKING, INVER. BRAKING, RELEASE BRAKING, TILLER BRAKING,
PEDAL BRAKING, SPEED LIMIT BRK, STEER BRAKING.

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 9.7 Acceleration smoothness
Smoothing-related parameters define a parabolic profile for the acceleration or
deceleration ramps close to 0 Hz. Values from 1 to 5 define the smoothness
effect, without a phisycal meaning: 1 results in a linear ramp, higher values result
in smoother acceleration profiles.

Acceleration smoothness.

 The smoothing effect is applied to acceleration, braking and inversion as per the
settings of parameters ACC SMOOTH, BRK SMOOTH and INV SMOOTH.

 The reference speed for the parabolic profile is given by parameters STOP
SMOOTH and STOP BRK SMOOTH.

9.8 Steering curve

Steering-related parameters (CURVE SPEED 1, CURVE SPEED 2, STEER
ANGLE 1 and STEER ANGLE 2) define a speed-reduction profile dependent on
the steering-wheel angle.

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 The profile is valid both for positive and negative angle values.

Example:
 Three-wheel CB truck
 Permitted steering-wheel angles = -90° ÷ 90°
 CURVE SPEED 1 = 50%
 CURVE SPEED 2 = 30%
 STEER DEAD ANGLE = 40°
 STEER ANGLE 1 = 50°
 STEER ANGLE 2 = 80°

This set of parameters define the speed profile depicted in the graph below.

Steering curve.

9.9 Throttle profile

The controller performs the speed control along a non-linear function of the
accelerator position, so to provide a better resolution of the speed set-point at low
speed. The relationship between the throttle voltage and the speed set-point is
defined as a polygonal chain, as per the following table of points.

Throttle signal Speed set-point

[% of MAX VACC] [% of MAXIMUM SPEED]
0 FREQUENCY CREEP
THROTTLE 0 ZONE FREQUENCY CREEP
THROTTLE X1 MAP THROTTLE Y1 MAP
THROTTLE X2 MAP THROTTLE Y2 MAP
THROTTLE X3 MAP THROTTLE Y3 MAP
MAX VACC MAX SPEED

The speed remains at the FREQUENCY CREEP value as long as the voltage
from the accelerator potentiometer is below THROTTLE 0 ZONE. Basically this

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 defines a dead zone close to the neutral position. For higher potentiometer
voltages, the speed set-point grows up as a polygonal chain. The following graph
better displays the throttle – speed relationship.

Throttle profile.

9.10 MC and EB modulation

The outputs dedicated to drive the main contactor and the electromechanical
brake are PWM-modulated in an open loop fashion (voltage controlled).
For both the outputs, dedicated parameters (under SET OPTIONS list) define the
pull-in duty-cycle and the retention one, the first applied in the first second of
actuation, the latter afterwards. The following table summarizes how parameters
effect such duty-cycles.

Pull-in Retention

MC Duty-cycle [%] MC VOLTAGE MC VOLTAGE · MC VOLTAGE RED.

EB Duty-cycle [%] EB VOLTAGE EB VOLTAGE · EB VOLTAGE RED.

Example 1:
MC VOLTAGE = 100%  Pull-in duty-cycle = 100%
MC VOLTAGE RED. = 80%  Retention duty-cycle = 80% (100% x 80%).

Example 2:
MC VOLTAGE = 80%  Pull-in duty-cycle = 80%
MC VOLTAGE RED. = 100%  Retention duty-cycle = 80% (80% x 100%).

Example 3:
MC VOLTAGE = 80%  Pull-in duty-cycle = 80%
MC VOLTAGE RED. = 80%  Retention duty-cycle = 64% (80% x 80%).

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 113/169

 MC duty cycle [%]

MC VOLTAGE
Pull-in

MC VOLTAGE · MC VOLTAGE RED

Retention

1s Time
Main contactor output behavior.

9.11 Battery-charge detection

During operating condition, the battery-charge detection makes use of two
parameters that specify the full-charge voltage (100%) and the discharged-
battery voltage (10%): BAT.MAX.ADJ and BAT.MIN.ADJ.
It is possible to adapt the battery-charge detection to your specific battery by
changing the above two settings (e.g. if the battery-discharge detection occurs
when the battery is not totally discharged, it is necessary to reduce
BAT.MIN.ADJ).
Moreover, BDI ADJ STARTUP adjusts the level of the battery charge table at the
start-up, in order to evaluate the battery charge at key-on. The minimum variation
of the battery charge that can be detected depends on the BDI RESET
parameter.
The battery-charge detection works as the following procedure.
Start-up
1) The battery voltage is read from key input when the battery current is
zero, which is when the output power stage is not driven. It is evaluated
as the average value over a window of time, hereafter addressed as
Vbatt.
2) Vbatt is compared with a threshold value which comes as function of the
actual charge percentage; by this comparison a new charge percentage is
obtained.
3) The threshold value can be changed with the BDI ADJ STARTUP
parameter.
4) If the new charge percentage is within the range “last percentage (last
value stored in EEPROM) ± BDI RESET” it is discarded; otherwise charge
percentage is updated with the new value.
Operating condition
Measure of the battery voltage, together with the charge percentage at the time of
the voltage sampling, give information about the instantaneous battery current.
1) The battery voltage is read when the battery current is not zero, which is
when the output power stage is driven. Vbatt is evaluated as the average
value over a window of time.

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 2) Vbatt is compared with a threshold value which comes as function of the
actual charge percentage; by this comparison the current provided by the
battery is obtained.
3) Current obtained at step 2 integrated over time returns the energy drawn
from the battery, in Ah.
4) Charge percentage is dynamically updated basing on the energy from step 3.
5) Threshold values for the battery charge can be modified by means of
BAT.MAX.ADJ. and BAT.MIN.ADJ. as to adapt the battery-charge detection
to the specific battery in use.

9.12 EVP Setup

When the EVP is set as ANALOG (see paragraph 8.2.2) the output is managed
as explained in the following example.
Considering the case in that the EVP request is concerning the lowering valve,
the MIN EVP parameter (see paragraph 8.2.2) determines the minimum current
set point applied to the valve when the position of the potentiometer is at the
minimum (MIN LOWER) (see paragraph 8.2.2).
Then, the current set point applied to the valve increases proportionally with the
potentiometer voltage up to the maximum (MAX EVP) (see paragraph 8.2.2),
reached when the position of the potentiometer is at the maximum (MAX
LOWER) (see paragraph 8.2.2).

EVP management.
If the valve is set as ON-OFF the MIN EVP parameter is disabled and the current
set point applied to the valve is only dependent by MAX EVP.
The dynamic delay seen during the modification of the current set point, in both
cases, ANALOG Valve and ON/OFF Valve, is dependent by the OPEN DELAY
and CLOSE DELAY parameters (see paragraph 8.2.2).
OPEN DELAY determines the current increase rate on EVP and it sets the time
needed to increase the current to the maximum permitted value.
CLOSE DELAY determines the current decrease rate on EVP and sets the time
needed to decrease the current from the maximum value to minimum.

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 EVP set point.
Example 1:
The lowering output is set to ANALOG and the descent request consists of a step
whose width corresponds to MAX EVP.
The current is immediately set to the MIN EVP and then it is increased up to MAX
EVP in the time set by the OPEN DELAY parameter.
In the same way, if the actual set point applied is the maximum and the lowering
request is removed all at once, the current is reduced to minimum with a time
delay equal to CLOSE DELAY and then is set to zero.
Example 2:
The lowering output is set to ON/OFF.
As soon as the lowering request is applied, the current will increase from zero to
MAX EVP in the time frame correspondent to OPEN DELAY value.
In the same way, when the lowering request is removed, the set point current is
reduced to zero with a time delay equal to CLOSE DELAY.

9.13 Torque Profile

By setting the proper parameter, it is possible to define a limit for the maximum
torque demand (through set points) in the weakening area, for matching two
goals:
1. Not overtaking the maximum torque profile of the motor.
Superimposing a limiting profile to the maximum torque as to get different
drive performances (Eco mode, Medium performance, High performance).

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 Torque profile.

Torque curves.

9.14 Steering table

Steering table allows to automatically calibrate the rotation applied to the steering
wheels so to obtain the desired steering angle of the truck.
The STEER TABLE parameter defines whether to adopt a custom or predefined
steering table:
 NONE = custom steering table, according to the following parameters:
o WHEELBASE MM: distance between the front axle and the rear
axle of the truck.
o FIXED AXLE MM: axle width of the axle where the fixed wheels
are.

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 o STEERING AXLE MM: axle width of the axle where the steering
wheels are.
All three previous parameters must be expressed in millimeters.
 OPTION#1 = three-wheels predefined steering table.
 OPTION#2 = four-wheels predefined steering table

Geometrical steering-related parameters.

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 9.15 Motor thermal protection
The controller performs a thermal protection of the driven motor by monitoring its
temperature and applying a linear cutback to the maximum current when it
becomes excessive.
Thermal protection can be tuned setting parameters MAX. MOTOR TEMP.,
TEMP.MOT. STOP ADJUSTMENTS list.
A linear reduction is performed for temperatures between MAX. MOTOR TEMP.
and TEMP. MOT. STOP . It acts scaling down the torque profile (see paragraph
9.15) by a percentage from 100% to 50%.
When motor temperature reaches TEMP. MOT. STOP, current cutback is fixed to
50%.

Torque reduction for motor thermal protection.

 Cutback is valid only during motoring, instead during braking the 100% of the
maximum current is always available regardless the motor temperature.

 If the signal from the motor thermal sensor is out of range (for example due to a
problem related to the wiring), a cutback equal to 50% is applied.

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 9.16 Overvoltage and undervoltage limitations
The controller performs overvoltage and undervoltage protections by monitoring
the DC-link voltage and reducing the torque profile when the voltage becomes
too high or too low.

Overvoltage and undervoltage limitations can be tuned by setting parameters

VDC START UP LIM, VDC UP LIM, VDC START DW LIM and VDC DW LIM in
the SPECIAL ADJUSTMENTS list. These parameters represent a percentage of
the nominal battery voltage.

A linear reduction of the torque profile is performed scaling it down by a

percentage from 100% to 0% depending on the sensed voltage, as depicted in
the graph below. Outside the limits defined by VDC UP LIM and VDC DW LIM
the torque profile is clamped to zero. Normal operation at full torque profile is
automatically restored as soon as the voltage goes back into the range defined
by VDC START DW LIM and VDC START UP LIM.

Overvoltage and undervoltage limitations are transparent to the user and they do
not rise any alarm.

Reduction of the torque profile based on the battery voltage

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10 DIAGNOSTIC SYSTEM
The diagnostic system of DUALACE2 New Gen provides the operator with
information about a wide set of faults or problem that the controller can
encounter.
Faults which cause the power section to stop, meaning the power bridge opens
and, when possible, the main contactor opens and the electromechanical brake is
applied. They can be related to hardware failures that forbid to run the motor or
safety-related failures.
Problems which do not imply to stop the truck or allow to stop it by mean of a
controlled regenerative braking. The controller still works, but it has detected
conditions that require to stop the truck or at least to reduce its performance.
Detailed information about each alarm is given in paragraphs 10.2 and 10.4.

10.1 ALARMS menu

The ALARMS logbook in the records the alarms occurred on the controller. It has
a FIFO (First Input First Output) structure which means that the oldest alarm is
lost when the database is full and a new alarm occurs. The logbook is composed
of locations where it is possible to stack different types of alarms with the
following information:
1) the alarm code;
2) the number of times each alarm has consecutively occurred;
3) the hour-meter value at the last occurrence of each alarm;
4) the inverter temperature at the first occurrence of each alarm.
This function permits a deeper diagnosis of problems as the recent history of the
controller can be revised.

 NOTE: if the same alarm is continuously happening, the controller does not use
new memory of the logbook, but only updates the last memory cell increasing the
related counter (point 2) of previous list). Nevertheless, the hour-meter indicated
in this memory refers to the first time the alarm occurred. In this way, comparing
this hour-meter with the controller hour-meter, it is possible to determine:
- When this alarm occurred the first time.
- How many hours are elapsed from the first occurrence to now.
- How many times it has occurred in this period.

For simple visual diagnosis of system faults and for monitoring the system status,
a red LED is provided on the body of the controller. It is ON at the start-up and
then it stays continuously OFF when there is no fault; when there is a fault it
flashes several times, with a repeated pattern that identifies a specific alarm.

10.2 Diagnoses
The microcontroller constantly monitors the inverter and carries out a diagnostic
procedure on the main functions.

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 For simple visual diagnosis of system faults and to monitor system status, a red
LED is provided on the body of the controller.

Alarm LED.
At start-up it is turned ON for 2 seconds and then it stays continuously OFF when
there is no fault.
In case of fault it produces flash codes displaying all the active faults in a
repeating cycle.
Each code consists of two digits (see chapter 10) shown through the following
sequence:
1) the LED blinks as much times as the first digit value
2) it makes a pause of 1 sec
3) it blinks as much times as the second digit value.
The sequence it is repeated after a pause of 2 seconds.
In case of fault concerning supervisor uC the sequence is the same with the only
difference that LED stays ON for 2 sec before to start for flashing the appropriate
code.
Examples:
- Alarm 54 on master uC

- Alarm 54 on supervisor uC

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 The diagnosis is made in 4 points:
1) Diagnosis on start-up that checks: watchdog circuit, current sensor, capacitor
charging, phase's voltages, contactor drives, can-bus interface, if the switch
sequence for operation is correct and if the output of the accelerator unit is
correct.
2) Standby diagnosis in standby that checks: watchdog circuit, phase voltages,
contactor driver, current sensor, can-bus interface.
3) Diagnosis during operation that checks: watchdog circuits, contactor driver,
current sensors, can-bus interface.
4) Continuous diagnosis that check: temperature of the inverter, motor
temperature.
Diagnosis is provided in two ways: the console can be used, which gives a
detailed information about the failure, but the failure code is also sent on the CAN
bus.

10.3 Alarms from master µC

MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
MC is opened, EB is applied, Start-up, stand-by,
WAITING FOR NODE Key re-cycle 0 0 224
Traction/Pump stopped running
According to parameter
Start-up, standby, Battery recharge,
BATTERY LOW BATTERY CHECK (SET 0 FF42 66
running key re-cycle
OPTIONS list, paragraph 8.2.2).
Controller
DATA ACQUISITION Traction is stopped Traction request 0 0 247
calibration
Check-up done, key
CHECK UP NEEDED Start-up 0 0 249
re-cycle
MC is opened, Traction/Pump Start-up, standby,
RPM HIGH 0 FFA1 161
stopped running
Start-up, standby,
BUMPER STOP Traction is stopped 0 FFA2 162
running
WARNING SLAVE It depends on the supervisor uC 1 FF01 244

ACQUIRING A.S. Sensor Acquiring Key re-cycle 2 FFAB 171

ACQUIRE END Sensor Acquiring Key re-cycle 2 FFAD 173

ACQUIRE ABORT Sensor Acquiring Key re-cycle 2 FFAC 172

MC is not closed, EB is applied,
SIN/COS D.ERR XX running Key re-cycle 3 FFA8 168
Traction/Pump, valves stopped
ENCODER D.ERR XX Traction is stopped running Key re-cycle 3 FFA9 169
MC is opened , EB is applied,
HOME SENS.ERR XX Running Key re-cycle 3 FFB0 176
EVP stopped
EB is applied, Traction/Pump, Perform ABS SENS.
OFFSET SPD.SENS. Start-up 3 FF99 174
valves stopped. ACQUIRE
MC is not closed, EB is applied,
PWM ACQ. ERROR Start-up Key re-cycle 6 FFA4 164
Traction/Pump, valves stopped
Valves or
MC is opened, EB is applied,
ED SLIP MISMATCH Running Traction/Pump 7 FFA3 163
Traction/Pump stopped
request
MC is opened, EB is applied, Start-up, stand-by,
WATCHDOG Key re-cycle 8 6010 8
Traction/Pump, valves stopped running
MC is opened (the command is
Start-up, stand-by,
EVP DRIVER OPEN released), EB is applied, Valves request 9 FFF8 240
running
Traction/Pump, valves stopped
Valves or
Start-up, stand-by,
EVP COIL OPEN Valves stopped Traction/Pump 9 5002 214
running
request
MC is opened , EB is applied, Start-up, stand-by, Traction/Pump
EVP DRIV. SHORT. 9 5003 215
EVP stopped running request

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 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Valves or
Start-up, stand-by,
STALL ROTOR Traction/Pump stopped Traction/Pump 11 FFD3 211
running
request
Install the correct
MC is not closed, EB is applied,
CONTROLLER MISM. Start-up software and Key 12 FFEF 239
Traction/Pump, valves stopped
re-cycle
Controller works using default Start-up, stand-by,
EEPROM KO 13 3610 208
parameters running
Traction/Pump
PARAM RESTORE No effect Start-up 14 0 209
request
MC is not closed, EB is applied,
HW FAULT EV. Start-up Key re-cycle 16 FFEE 238
Traction/Pump stopped
Valves or
MC is opened, EB is applied,
LOGIC FAILURE #3 Start-up, stand-by Traction/Pump 17 FF11 17
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
LOGIC FAILURE #2 Start-up, stand-by, Traction/Pump 18 FF12 18
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
LOGIC FAILURE #1 Stand-by, running Traction/Pump 19 5114 19
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
VKEY OFF SHORTED Start-up Key re-cycle 20 5101 220
Traction/Pump stopped
Start-up, stand-by,
CONT. DRV. EV Valves stopped Valves request 21 FFE8 232
running
Valves or
Start-up, stand-by,
DRV. SHOR. EV Valves stopped Traction/Pump 21 FFF9 234
running
request
MC remains closed, EB is
Valves or
applied, Traction/Pump, valves Start-up, Stand-by,
OPEN COIL EV. Traction/Pump 21 FFF2 242
stopped (the command is running
Request
released)
Valves or
MC is not closed, EB is applied, Start-up, stand-by,
LC COIL OPEN Traction/Pump 22 FFE6 230
Traction/Pump, valves stopped running
request
Valves or
IQ MISMATCHED Traction is stopped, MC is opened Running Traction/Pump 24 FFF5 245
request
Pump motor stopped, valves Start-up, stand-by,
PEB NOT OK Valves request 25 FFDB 217
stopped running
Start-up, stand-by,
AUX BATT. SHORT. None 27 5001 194
running
Valves or
MC is not closed, EB is applied,
INIT VMN LOW Start-up Traction/Pump 30 3121 207
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
VMN LOW Start-up Traction/Pump 30 3120 30
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
INIT VMN HIGH Start-up Traction/Pump 31 3111 206
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
VMN HIGH Start-up, stand-by Traction/Pump 31 3110 31
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
HW FAULT Start-up Key re-cycle 32 FFE3 227
Traction/Pump stopped
MC is opened, EB is applied,
HW FAULT EB. Start-up Key re-cycle 34 FFE5 229
Traction/Pump stopped
Valves or
MC is not closed, EB is applied, Start-up, stand-by,
POSITIVE LC OPEN Traction/Pump 35 FFD5 213
Traction/Pump, valves stopped running
request
Valves or
MC is opened, EB is applied,
FIELD ORIENT. KO Running Traction/Pump 36 FFFD 253
Traction/Pump, valves stopped
request
MC is not closed (command is not Valves or
CONTACTOR CLOSED activated), EB is applied, Start-up Traction/Pump 37 5442 37
Traction/Pump stopped request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
CONTACTOR OPEN Traction/Pump 38 5441 38
Traction/Pump, valves stopped running
request
Traction is stopped, EB is applied, Traction/Pump
POWER MISMATCH Running 39 FFD4 212
MC is opened request
MC remains closed, EB is applied Valves or
EB. DRIV.SHRT. (the command is released), Stand-by, running Traction/Pump 40 3222 254
Traction/Pump, valves stopped Request
MC is not closed, EB is applied,
WRONG SET BAT. Start-up 41 3100 251
Traction/Pump, valves stopped
MC is not closed, EB is applied,
WRONG KEY VOLT. Start-up 41 3101 170
Traction/Pump, valves stopped

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 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
MC remains closed, EB is applied Valves or
EB. DRIV.OPEN (the command is released), Running Traction/Pump 42 3224 246
Traction/Pump, valves stopped Request
MC remains closed, EB is applied Valves or
Start-up, Stand-by,
EB. COIL OPEN (the command is released), Traction/Pump 43 FFD8 216
running
Traction/Pump, valves stopped Request
Start-up, stand-by, Traction/Pump
HANDBRAKE Traction/Pump motor is stopped 46 FFDD 221
running request
MC is not closed, EB is applied, Traction/Pump
MOT.PHASE SH. Start-up 47 FFC4 196
Traction/Pump, valves stopped request
MC remains closed, EB is applied Valves or
Start-up, Stand-by,
THROTTLE PR‚ (the command is released), Traction/Pump 48 FFF3 243
running
Traction stopped Request
Start-up, stand-by,
LIFT+LOWER Pump is stopped Pump request 49 FFBB 187
running
Valves or
Start-up, stand-by,
TILLER OPEN LC opens
running
Traction/Pump 51 0 228
Request
Valves or
MC is not closed, EB is applied,
STBY I HIGH Start-up, stand-by Traction/Pump 53 2311 53
Traction/Pump stopped
request
Valves or
MC is not closed, EB is applied,
OVERLOAD Running Traction/Pump 57 FFB4 180
Traction/Pump stopped
request
Valves or
MC is not closed, EB is applied,
CAPACITOR CHARGE Start-up Traction/Pump 60 3130 60
Traction/Pump, valves stopped
request
Maximum current is reduced
according to parameter MOT.T. Start-up, stand-by,
THERMIC SENS. KO 61 4211 250
T.CUTBACK and speed is running
reduced to a fixed value.
Traction controller reduces the
Start-up, stand-by,
TH. PROTECTION max current linearly from Imax 62 4210 62
running
(85°C) down to 0 A (105°C)
Start-up, stand-by, Traction/Pump
BRAKE RUN OUT Traction is stopped 63 FFCC 204
running Request
Valves or
TILLER ERROR Traction stopped, EB applied Stand-by, running Traction/Pump 64 FFB9 185
Request
Maximum current is linearly
Start-up, stand-by,
MOTOR TEMPERAT. reduced (see paragraph 9.15) and 65 4110 65
running
speed is reduced to a fixed value.
EB is applied, Traction/Pump, Start-up, stand-by,
MOTOR TEMP. STOP 65 FFB2 178
valves stopped running
Valves or
MC is opened, EB is applied, Start-up, stand-by,
NO CAN MSG. Traction/Pump 67 8130 248
Traction/Pump, valves stopped running
request
Maximum current is reduced
according to parameter MOT.T. Start-up, stand-by,
SENS MOT TEMP KO 68 4311 218
T.CUTBACK and speed is running
reduced to a fixed value.
MC is not closed, Traction/Pump,
SMARTDRIVER KO Start-up Key re-cycle 69 3302 193
valves stopped
Valves or
Start-up, stand-by,
EPS RELAY OPEN Traction/Pump motor is stopped Traction/Pump 70 FFCD 205
Running
request
MC is opened, EB is applied,
WRONG RAM MEM. Stand-by Key re-cycle 71 FFD2 210
Traction/Pump, valves stopped
MC is opened (the command is Valves or
Start-up, stand-by,
DRIVER SHORTED released), EB is applied, Traction/Pump 74 3211 74
running
Traction/Pump, valves stopped request
MC is opened (the command is Valves or
Start-up, stand-by,
CONTACTOR DRIVER released), EB is applied, Traction/Pump 75 3221 75
running
Traction/Pump, valves stopped request
Start-up
Valves or
MC is opened, EB is applied, (immediately after
COIL SHOR. MC Traction/Pump 76 2250 223
Traction/Pump, valves stopped MC closing), stand-
request
by, running
Valves or
MC is not closed, EB is applied,
VDC LINK OVERV. Stand-by, running Traction/Pump 77 FFCA 202
Traction/Pump, valves stopped
request
Start-up, stand-by,
VACC NOT OK Traction/Pump motor is stopped Traction/ request 78 FF4E 78
running
INCORRECT START Traction/Pump motor is stopped Start-up, stand-by Traction request 79 FF4F 79
Start-up, stand-by,
PUMP INC START Pump motor is stopped Pump request 79 FFBD 189
running
Start-up, stand-by,
FORW + BACK Traction is stopped Traction request 80 FF50 80
running
Valves or
MC is opened , EB is applied,
SPEED FB. ERROR Running Traction/Pump 81 FFAF 175
EVP stopped
request

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 125/169

 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Valves or
MC is opened, EB is applied,
ENCODER D.ERR XX Running Traction/Pump 3 FFA9 169
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
WRONG ENC SET Start-up Key re-cycle 83 FF51 181
Traction/Pump, valves stopped
MC is not closed, EB is applied,
POS. EB. SHORTED Start-up Key re-cycle 84 3223 195
Traction/Pump, valves stopped
Start-up, Stand-by, Traction/Pump
VACC OUT RANGE Traction/Pump motor is stopped 85 FFE2 226
Running request
MC is not closed, EB is applied, Start-up, Stand-by,
VDC OFF SHORTED Key re-cycle 88 FFC8 200
Traction/Pump, valves stopped Running
MC is opened, EB is applied,
POWERMOS SHORTED Start-up Key re-cycle 89 FFE9 233
traction/pump stopped
PUMP VACC RANGE DC Pump motor is stopped Start-up, stand-by Pump request 90 FFC0 192
MC opened, EB is applied,
WRONG SLAVE VER. Start-up Key re-cycle 91 FFC5 197
Traction/Pump, valves stopped
Controller works, but with low
CURRENT GAIN Start-up, stand-by 92 6302 236
maximum current
MC stays closed, EB is applied, Start-up, stand-by,
PARAM TRANSFER Key re-cycle 93 FFC7 199
Traction/Pump, valves stopped running
Speed is reduced according to
parameter CTB. STEER ALARM Start-up, stand-by, Return into correct
STEER SENSOR KO 95 FFB3 179
(PARAMETER CHANGE list, running range
paragraph 8.2.1)
MC is opened, EB is applied,
ANALOG INPUT Stand-by, running Key re-cycle 96 FFFA 237
traction/pump stopped
Save again the
MC stays closed, EB is applied,
M/S PAR CHK MISM Start-up parameter and Key 97 FFC6 198
Traction/Pump, valves stopped
re-cycle
Valves or
EB is applied, Traction/Pump
TORQUE PROFILE Start-up, stand-by Traction/Pump 98 FFC9 201
motor is stopped
request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
CTRAP THRESHOLD Traction/Pump 99 FFEB 235
Traction/Pump, valves stopped running
request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
COIL SHOR. EB. Traction/Pump 76 FFB1 177
Traction/Pump, valves stopped running
request
Valves or
MC is opened, EB is applied,
ENCODER ERROR XX Running Traction/Pump 153 FF52 153
Traction/Pump, valves stopped
request
MC is opened, EB applied, Start-up, standby,
INT. CANBUSKO Key re-cycle 67 8131 188
Traction/Pump stopped running
MC is opened, EB applied, Start-up, standby,
INPUT MISMATCHXX Key re-cycle 59 FF9D 157
Traction/Pump stopped running
MC is opened, EB applied,
SP MISMATCH XX Running Key re-cycle 15 FF9B 155
traction/pump stopped
MC is opened, EB applied,
OUT MISMATCH XX Running Key re-cycle 15 FF9A 154
traction/pump stopped

10.3.1 Troubleshooting of alarms from master µC

ACQUIRE ABORT (MDI/LED code = 2)
Cause:
The acquiring procedure relative to the absolute feedback sensor aborted.

ACQUIRE END (MDI/LED code = 2)

Cause:
Absolute feedback sensor acquired.

ACQUIRING A.S. (MDI/LED code = 2)

Cause:
Controller is acquiring data from the absolute feedback sensor.

Troubleshooting:
The alarm ends when the acquisition is done.

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 ANALOG INPUT (MDI/LED code = 96)
Cause
This alarm occurs when the A/D conversion of the analog inputs returns frozen
values, on all the converted signals, for more than 400 ms. The goal of this
diagnosis is to detect a failure in the A/D converter or a problem in the code flow
that skips the refresh of the analog signal conversion.

Troubleshooting
If the problem occurs permanently it is necessary to replace the logic board.

AUX BATT. SHORT. (MDI/LED code = 27)

Cause:
The voltage on PEB output (pin A27) is at high value even if it should not.
For the versions where the high driver is not installed, it is possible to decide
where the positive supply for pin A27 comes from by choosing a dedicated
hardware configuration. The parameter POSITIVE E.B. has to be set in
accordance with the hardware configuration (see paragraph 8.2.7), because the
software makes a proper diagnosis depending on the parameter; a wrong setting
could generate a false fault. The available choices are:
0 = PEB is managed by the high side driver supplied by PIN A2. This is the
standard configuration
1 = PEB comes from the SEAT input (A8).
2 = PEB is externally connected after the main contactor..

This alarm can only appear if POSITIVE E.B. is set as 1 SEAT.

Troubleshooting:
Verify that the parameter POSITIVE E.B. is set in accordance with the actual coil
positive supply (see paragraph 8.2.7).
In case no failures/problems have been found, the problem is in the controller,
which has to be replaced.

BATTERY LOW (MDI/LED code = 0)

Cause:
Parameter BATTERY CHECK is other than 0 (SET OPTION list, paragraph 8.2.3)
and battery charge is evaluated to be lower than BATT.LOW TRESHLD
(ADJUSTMENTS list, paragraph 8.2.5).

Troubleshooting:
Check the battery charge and charge it if necessary.
If the battery is actually charged, measure the battery voltage through a voltmeter
and compare it with the BATTERY VOLTAGE reading in the TESTER function. If
they are different, adjust the ADJUST BATTERY parameter (ADJUSTMENTS list,
paragraph 8.2.5) with the value measured through the voltmeter.
If the problem is not solved, replace the logic board.

BRAKE RUN OUT (MDI/LED code = 63)

Cause:
The CPOT BRAKE input read by the microcontroller is out of the range defined
by parameters SET PBRK. MIN and SET PBRK. MAX (ADJUSTMENTS list,
paragraph 8.2.5).

Troubleshooting:
Check the mechanical calibration and the functionality of the brake potentiometer.
Acquire the minimum and maximum potentiometer values.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 127/169

 If the alarm is still present, replace the logic board.

BUMPER STOP (MDI/LED code = 0)

Cause
The two digital inputs dedicated to the bumper functionality are high at the same
time. The alarm can occur only if parameter BUMPER STOP = ON and only if
DUALACE2 is in OPEN CAN configuration (see parameter CONTROLLER TYPE
in SPECIAL ADJUST. list, paragraph 8.2.6).

Troubleshooting
Turn off one or both inputs dedicated to the bumper functionality.
If the alarm occurs even if the inputs are in the rest position, check if the
microswitches are stuck.
In case the problem is not solved, replace the logic board.

CAPACITOR CHARGE (MDI/LED code = 60)

It is related to the capacitor-charging system:

Cause
When the key is switched on, the inverter tries to charge the power capacitors
through the series of a PTC and a power resistance, checking if the capacitors
are charged within a certain timeout. If the capacitor voltage results less than a
certain percentage of the nominal battery voltage, the alarm is raised and the
main contactor is not closed.

Troubleshooting
Check if an external load in parallel to the capacitor bank, which sinks current
from the capacitors-charging circuit, thus preventing the caps from charging well.
Check if a lamp or a DC/DC converter or an auxiliary load is placed in parallel to
the capacitor bank.
The charging resistance or PTC may be broken. Insert a power resistance across
line-contactor power terminals; if the alarm disappears, it means that the charging
resistance is damaged.
The charging circuit has a failure or there is a problem in the power section.
Replace the controller.

CHECK UP NEEDED (MDI/LED code = 0)

Cause:
This is a warning to point out that it is time for the programmed maintenance.

Troubleshooting:
Turn on the CHECK UP DONE option after that the maintenance service.

CONT. DRV. EV XX (MDI/LED code = 21)

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 Cause:
One or more on/off valve drivers are not able to drive the load. For the meaning
of code “XX”, refer to paragraph Errore. L'origine riferimento non è stata
trovata..
Alarm not present on DualACE2.

Troubleshooting:
The device or its driving circuit is damaged. Replace the controller.

CONTACTOR CLOSED (MDI/LED code = 37)

Cause
Before driving the LC coil, the controller checks if the contactor is stuck. The
controller drives the power bridge for several dozens of milliseconds, trying to
discharge the capacitors bank. If the capacitor voltage does not decrease by
more than a certain percentage of the key voltage, the alarm is raised.

Troubleshooting
It is suggested to verify the power contacts of LC; if they are stuck, is necessary
to replace the LC.

CONTACTOR DRIVER (MDI/LED code = 75)

Cause
The LC coil driver is not able to drive the load. The device itself or its driver circuit
is damaged.

Troubleshooting
This type of fault is not related to external components; replace the logic board.

CONTACTOR OPEN (MDI/LED code = 38)

Cause
The LC coil is driven by the controller, but it seems that the power contacts do not
close. In order to detect this condition the controller injects a DC current into the
motor and checks the voltage on power capacitor. If the power capacitors get
discharged it means that the main contactor is open.

Troubleshooting
LC contacts are not working. Replace the LC.
If LC contacts are working correctly, contact a Zapi technician.

CONTROLLER MISM. (MDI/LED code = 12)

Cause
The software is not compatible with the hardware. Each controller produced is
“signed” at the end of line test with a specific code mark saved in EEPROM
according to the customized part number.
According with this “sign”, only the customized firmware can be uploaded.

Troubleshooting
Upload the correct firmware.
Ask for assistance to a Zapi technician in order to verify that the firmware is
correct.

CTRAP THRESHOLD (MDI/LED code = 99)

Cause

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 129/169

 This alarm occurs when a mismatch is detected between the setpoint for the
overcurrent detection circuit (dependent on parameter DUTY PWM CTRAP, see
paragraph 8.2.6) and the feedback of the actual threshold value.

Troubleshooting
The failure lies in the controller hardware. Replace the logic board.

CURRENT GAIN (MDI/LED code = 92)

Cause:
The current gain parameters are at the default values, which means that the
maximum current adjustment procedure has not been carried out yet.

Troubleshooting:
Ask for assistance to a Zapi technician in order to do the adjustment procedure of
the current gain parameters.

DATA ACQUISITION (MDI/LED code = 0)

Cause:
Controller in calibration state.

Troubleshooting:
The alarm ends when the acquisition is done.

DRIVER SHORTED (MDI/LED code = 74)

Cause
The driver of the LC coil is shorted.

Troubleshooting
Check if there is a short or a low impedance pull-down between NLC (pin A12)
and -B.
The driver circuit is damaged; replace the logic board.

DRV. SHOR. EV XX (MDI/LED code = 21)

Cause:
One or more on/off valve drivers are shorted. For the meaning of code “XX”, refer
to paragraph Errore. L'origine riferimento non è stata trovata..
Alarm not present on DualACE2.

Troubleshooting:
Check if there is a short circuit or a low impedance path between the negative
terminals of the involved coils and -B.
If the problem is not solved, replace the logic board.

EB. COIL OPEN (MDI/LED code = 43)

Cause:
No load is connected between the NEB output (pin A28 (A18)) and the EB
positive terminal PEB (pin A27).

Troubleshooting:
Check the EB coil.
Check the wiring.
If the problem is not solved, replace the logic board.

EB. DRIV.OPEN (MDI/LED code = 42)

Cause:

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 The EB driver (pin A28 (A18)) is not able to drive the load. The device itself or its
driving circuit is damaged.

Troubleshooting:
This type of fault is not related to external components. Replace the logic board.

EB. DRIV.SHRT. (MDI/LED code = 40)

Cause:
The EB driver is shorted (pin A28 (A18)).
The microcontroller detects a mismatch between the setpoint and the feedback at
the EB output.

Troubleshooting:
Check if there is a short or a low impedance path between the negative coil
terminal and -B.
Check if the voltage applied is in accordance with the settings of the EB-related
parameters (see paragraph 8.2.5).
If the problem is not solved, replace the controller.

EEPROM KO (MDI/LED code = 13)

Cause:
A HW or SW defect of the non-volatile embedded memory storing the controller
parameters. This alarm does not inhibit the machine operations, but it makes the
truck to work with the default values.

Troubleshooting:
Execute a CLEAR EEPROM procedure (refer to the Console manual). Switch the
key off and on to check the result. If the alarm occurs permanently, it is
necessary to replace the controller. If the alarm disappears, the previously stored
parameters will be replaced by the default parameters.

ED SPLIP MISMATCH (MDI/LED code = 7)

Cause
The control detects a mismatch between the expected slip and the evaluated
one. This diagnostic occurs only if ED COMPENSATION = TRUE.

ENCODER D.ERR XX (MDI/LED code = 3)

Cause:
This alarm occurs only when the controller is configured as PMSM and the
feedback sensor selected is the encoder. The A and B pulse sequence is not
correct. The hexadecimal value “XX” facilitates Zapi technicians debugging the
problem.

Troubleshooting:
Check the wirings.
If the motor direction is correct, swap A and B signals.
If the motor direction is not correct, swap two of the motor cables.
If the problem is not solved, contact a Zapi technician.

ENCODER ERROR XX
Cause:
The frequency supplied to the motor is above 40 Hz and the feedback from the
feedback sensor has a jump greater than value define by parameter DIAG.JUMP
SENS in few tens of millisecond (see paragraph 8.2.5)Special Adjustment. This
condition is related to an encoder failure.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 131/169

 Troubleshooting:
Check both the electric and the mechanical functionality of the encoder.
Check the wires crimping.
Check the mechanical installation of the encoder, if the encoder slips inside its
housing it may raise this alarm.
The electromagnetic noise on the sensor can be a cause for the alarm. In this
case try to replace the encoder.
If the problem is still present after replacing the encoder, the failure is in the
controller. Replace it.

EPS RELAY OPEN (MDI/LED code = 70)

Cause:
The controller receives from EPS information about the safety contacts being
open.

Troubleshooting:
Verify the EPS functionality.

PUMP INC START (MDI/LED code = 79)

Cause:
Man-presence switch is not enabled at pump request.

Troubleshooting:
- Check wirings.
- Check microswitches for failures.
- Through the TESTER function, check the states of the inputs are
coherent with microswitches states.
- If the problem is not solved, replace the logic board.

EVP COIL OPEN (MDI/LED code = 9)

Cause:
No load is connected between the NEVP output (pin A23) and the electrovalve
positive terminal.

Troubleshooting:
Check the EVP condition.
Check the EVP wiring.
If the problem is not solved, replace the logic board.

EVP DRIV. SHORT. (MDI/LED code = 9)

Cause
The EVP driver (output NEVP, pin A23) is shorted.
The microcontroller detects a mismatch between the valve set-point and the
feedback of the EVP output.

Troubleshooting
Check if there is a short circuit or a low-impedance conduction path between the
negative of the coil and -B.
Collect information about:
the voltage applied across the EVP coil,
the current in the coil,
features of the coil.
Ask for assistance to Zapi in order to verify that the software diagnoses are in
accordance with the type of coil employed.

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 If the problem is not solved, it could be necessary to replace the controller.

EVP DRIVER OPEN (MDI/LED code = 9)

Cause:
The EVP driver (output NEVP, pin A23) is not able to drive the EVP coil. The
device itself or its driving circuit is damaged.

Troubleshooting:
This fault is not related to external components. Replace the logic board.

FIELD ORIENT. KO (MDI/LED code = 36)

Cause
The error between the estimated Id (d-axis current) and the relative setpoint is
out of range.

Troubleshooting
Ask for assistance to a Zapi technician in order to do the correct adjustment of
the motor parameters.

FORW + BACK (MDI/LED code = 80)

Cause:
This alarm occurs when both the travel requests (FW and BW) are active at the
same time.

Troubleshooting:
Check that travel requests are not active at the same time.
Check the FW and BW input states through the TESTER function.
Check the wirings relative to the FW and BW inputs.
Check if there are failures in the microswitches.
If the problem is not solved, replace the logic board.

HANDBRAKE (MDI/LED code = 46)

Cause:
Handbrake input is active.

Troubleshooting:
Check that handbrake is not active by mistake.
Check the SR/HB input state through the TESTER function.
Check the wirings.
Check if there are failures in the microswitches.
If the problem is not solved, replace the logic board.

HOME SENS.ERR XX (MDI/LED code = 3)

Cause
The controller detects a difference between the estimated absolute orientation of
the rotor and the position of the index signal (ABI encoder).
It is caused by a wrong acquisition of the angle offset between the stator and the
index signal. The hexadecimal value “XX” facilitates Zapi technicians debugging
the problem.

Troubleshooting
Repeat the auto-teaching procedure.

HW FAULT EB. XX (MDI/LED code = 34)

Cause:

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 133/169

 At start-up, the hardware circuit dedicated to enable and disable the EB driver
(output NEB, pin A28) is found to be faulty. The hexadecimal value “XX”
facilitates Zapi technicians debugging the problem.

Troubleshooting:
This type of fault is not related to external components. Replace the logic board.

HW FAULT EV. XX (MDI/LED code = 16)

Cause:
At start-up, the hardware circuit dedicated to enable and disable the EV drivers is
found to be faulty. The hexadecimal value “XX” facilitates Zapi technicians
debugging the problem.

Troubleshooting:
This type of fault is not related to external components. Replace the logic board.

HW FAULT XX (MDI/LED code = 32)

Cause
At start-up, some hardware circuit intended to enable and disable the power
bridge or the LC driver (output NLC, pin A26) is found to be faulty. The
hexadecimal value “XX” facilitates Zapi technicians debugging the problem.

Troubleshooting
This type of fault is related to internal components. Replace the logic board.

INCORRECT START (MDI/LED code = 79)

Cause:
Incorrect starting sequence. Possible reasons for this alarm are:
- A travel demand active at key-on.
- Man-presence sensor active at key on.

Troubleshooting:
Check the states of the input at key-on.
Check wirings and the microswitches for failures.
Through the TESTER function, check the states of the inputs are coherent with
microswitches states.
If the problem is not solved, replace the logic board.

INIT VMN HIGH XX (MDI/LED code = 31)

Cause
Before closing the LC, the software checks the power bridge voltage without
driving it. The software expects the voltage to be in a “steady state” value.
If it is too high, this alarm occurs. The hexadecimal value “XX” identifies the faulty
phase:
81: phase U
82: phase V
83: phase W

Troubleshooting
Check the motor power cables.
Check the impedance between U, V and W terminals and -B terminal of the
controller.
Check the motor leakage to truck frame.
If the motor connections are OK and there are no external low impedance paths,
the problem is inside the controller. Replace it.

Page 134/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 INIT VMN LOW XX (MDI/LED code = 30)
Cause
Before closing the LC, the software checks the power bridge voltage without
driving it. The software expects the voltage to be in a “steady state” value. If it is
too low, this alarm occurs. The hexadecimal value “XX” identifies the faulty
phase:
01: phase U
02: phase V
03: phase W

Troubleshooting
Check the motor power cables.
Check the impedance between U, V and W terminals and -B terminal of the
controller.
Check the motor leakage to truck frame.
If the motor connections are OK and there are no external low impedance paths,
the problem is inside the controller. Replace it.

IQ MISMATCHED (MDI/LED code = 24)

Cause
The error between the estimated Iq (q-axis current) and the related set point is
out of range.

Troubleshooting
Ask for assistance to a Zapi technician in order to do the correct adjustment of
the motor parameters.

LC COIL OPEN (MDI/LED code = 22)

Cause
No load is connected between the NLC output (pin A26) and the positive voltage
(for example +KEY).

Troubleshooting
Check the wiring, in order to verify if LC coil is connected to the right connector
pin and if it is not interrupted.
If the alarm is still present, than the problem is inside the logic board; replace it.

LIFT+LOWER (MDI/LED code = 49)

Cause:
Both the pump requests (LIFT and LOWER) are active at the same time.

Troubleshooting:
Check that LIFT and LOWER requests are not active at the same time.
Check the LIFT and LOWER states through the TESTER function.
Check the wirings and the microswitches.
If the problem is not solved, replace the logic board.

LOGIC FAILURE #1 (MDI/LED code = 19)

Cause
The controller detects an undervoltage condition at the KEY input (pin A3).
Undervoltage threshold are indicated at paragraph 2.4

Troubleshooting (fault at startup or in standby)

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 Fault can be caused by a key input signal characterized by pulses below the
undervoltage threshold, possibly due to external loads like DC/DC converters
starting-up, relays or contactors during switching periods, solenoids energizing or
de-energizing. Consider to remove such loads.
If no voltage transient is detected on the supply line and the alarm is present
every time the key switches on, the failure probably lies in the controller
hardware. Replace the logic board.

Troubleshooting (fault displayed during motor driving)

If the alarm occurs during motor acceleration or when there is a hydraulic-related
request, check the battery charge, the battery health and power-cable
connections.

LOGIC FAILURE #2 (MDI/LED code = 18)

Cause
Fault in the hardware section of the logic board which deals with voltage
feedbacks of motor phases.

Troubleshooting
The failure lies in the controller hardware. Replace the controller.

LOGIC FAILURE #3 (MDI/LED code = 17)

Cause
A hardware problem in the logic board due to high currents (overload). An
overcurrent condition is triggered even if the power bridge is not driven.

Troubleshooting
The failure lies in the controller hardware. Replace the controller.

M/S PAR CHK MISM (MDI/LED code = 97)

Cause:
At start-up there is a mismatch in the parameter checksum between the master
and the supervisor microcontrollers.

Troubleshooting:
Restore and save again the parameters list.

COIL SHOR. MC (MDI/LED code = 76)

Cause:
This alarm occurs when there is an overload of the MC driver (pin A26). As soon
as the overload condition disappears, the alarm will be removed automatically by
releasing and then enabling a travel demand.

Troubleshooting:
The typical root cause is in the wiring harness or in the load coil. So the very first
check to carry out concerns the connections between the controller outputs and
the loads.
Collect information about characteristics of the coils connected to the two drivers
and ask for assistance to a Zapi technician in order to verify that the maximum
current that can be supplied by the hardware is not exceeded.

COIL SHOR. EB (MDI/LED code = 76)

Cause:

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 This alarm occurs when there is an overload of the EB driver (pin A28). As soon
as the overload condition disappears, the alarm will be removed automatically by
releasing and then enabling a travel demand.

Troubleshooting:
The typical root cause is in the wiring harness or in the load coil. So the very first
check to carry out concerns the connections between the controller outputs and
the loads.
Collect information about characteristics of the coils connected to the two drivers
and ask for assistance to a Zapi technician in order to verify that the maximum
current that can be supplied by the hardware is not exceeded.

MOT.PHASE SH. XX (MDI/LED code = 47)

Cause
Short circuit between two motor phases. The hexadecimal value “XX” identifies
the shorted phases:
36: U – V short circuit
37: U – W short circuit
38: V – W short circuit

Troubleshooting
Verify the motor phases connection on the motor side.
Verify the motor phases connection on the inverter side.
Check the motor power cables.
Replace the controller.
If the alarm does not disappear, the problem is in the motor. Replace it.

MOTOR TEMPERAT. (MDI/LED code = 65)

Cause:
This warning occurs when the temperature sensor has overtaken the MAX.
MOTOR TEMP. threshold (if analog) (see paragraph 8.2.5).

Troubleshooting:
Check the temperature read by the thermal sensor inside the motor through the
MOTOR TEMPERATURE reading in the TESTER function.
Check the sensor ohmic value and the sensor wiring.
If the sensor is OK, improve the cooling of the motor.
If the warning is present when the motor is cool, replace the controller.

MOTOR TEMP. STOP. (MDI/LED code = 65)

Cause:
This warning occurs when the temperature sensor is open (if digital) or if it has
overtaken the TEMP. MOT. STOP threshold (if analog) (see paragraph 8.2.5).

Troubleshooting:
Check the temperature read by the thermal sensor inside the motor through the
MOTOR TEMPERATURE reading in the TESTER function.
Check the sensor ohmic value and the sensor wiring.
If the sensor is OK, improve the cooling of the motor.
If the warning is present when the motor is cool, replace the controller.

NO CAN MSG. XX (MDI/LED code = 67)

Cause

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 137/169

 CANbus communication does not work properly. The hexadecimal value “XX”
identifies the faulty node.

Troubleshooting
Verify the CANbus network (external issue).
Replace the logic board (internal issue).

INT CANBUSKO (MDI/LED code = 67)

Cause
Internal CANbus communication between the two uC does not work properly.

Troubleshooting
Replace the logic board (internal issue).

OFFSET SPD.SENS. (MDI/LED code = 3)

Cause:
It is necessary to acquire the offset angle between the stator and the speed
sensor, i.e. they mutual angular misalignment. An automatic function is dedicated
to this procedure.

Troubleshooting:
Perform the teaching procedure: in OPTIONS, select ABS SENS. ACQUIRE. See
paragraph Errore. L'origine riferimento non è stata trovata. for more details.

OPEN COIL EV. XX (MDI/LED code = 21)

Cause:
This fault appears when no load is connected between one or more EV outputs
and the positive terminal PEV (pin A24)
Alarm not present for DualACE2

Troubleshooting:
Check the coils.
Check the wiring.
If the problem is not solved, replace the logic board.

OVERLOAD (MDI/LED code = 57)

Cause
The motor current has overcome the limit fixed by hardware.

Troubleshooting
If the alarm condition occurs again, ask for assistance to a Zapi technician. The
fault condition could be affected by wrong adjustments of motor parameters.

PARAM RESTORE (MDI/LED code = 14)

Cause:
The controller has restored the default settings. If a CLEAR EEPROM has been
made before the last key re-cycle, this warning informs you that EEPROM was
correctly cleared.

Troubleshooting:
A travel demand or a pump request does cancel the alarm.
If the alarm appears at key-on without any CLEAR EEPROM performed, replace
the controller.

PARAM TRANSFER (MDI/LED code = 93)

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 Cause:
Master uC is transferring parameters to the supervisor.

Troubleshooting:
Wait until the end of the procedure. If the alarm remains longer, re-cycle the key.

PEB NOT OK (MDI/LED code = 25)

Cause:
PEB terminal PIN (pin A27) is supplied by Terminal PIN (pin A24). This pin is not
connected to the battery or the voltage is different from that defined by parameter
SET POSITIVE PEB (see the ADJUSTMENTS list, paragraph 8.2.5).
This alarm can occur if AUX OUT FUNCTION or S AUX OUT FUNTION iare
active.

Troubleshooting:
Check PEV terminal (pin A27): it must be connected to the battery voltage (after
the main contactor).
Set the nominal PEV voltage in parameter SET POSITIVE PEB in the
ADJUSTMENTS list (see paragraph 8.2.5).

POS. EB. SHORTED (MDI/LED code = 84)

Cause:
The voltage on terminal PEB (pin A27) is at the high value even if the high side
driver is turned OFF.

Troubleshooting:
Verify that the parameter POSITIVE EB is set in accordance with the actual coil
positive supply (see paragraph 8.2.7). Since the software makes a proper
diagnosis depending on the parameter, a wrong setting could generate a false
fault.
Check if there is a short or a low impedance path between PEB (pin A27) and the
positive battery terminal +B. In case no failures/problems can be found, the
problem is in the controller, which has to be replaced.

POSITIVE LC OPEN (MDI/LED code = 35)

Cause:
The voltage feedback of the LC driver (output NLC, pin A26) is different than
expected.

Troubleshooting:
Verify LC coil is properly connected.
Verify CONF. POSITIVE LC parameter is set in accordance with the actual coil
positive supply (see paragraph 8.2.7). Software makes a proper diagnosis
depending on the parameter; a wrong setting could generate a false fault.
In case no failures/problems have been found, the problem is in the controller,
which has to be replaced.

POWER MISMATCH (MDI/LED code = 39)

Cause
The error between the power setpoint and the estimated power is out of range.

Troubleshooting
Ask for assistance to a Zapi technician about the correct adjustment of the motor
parameters..

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 139/169

 PWM ACQ. ERROR (MDI/LED code = 6)
Cause
This alarm occurs only when the controller is configured to drive a PMSM and the
feedback sensor selected in the HARDWARE SETTINGS list is ENCODER ABI +
PWM.
The controller does not detect correct information on PWM input at start-up.

Troubleshooting
Re-cycle the key.
Check the sensor in order to verify that it works properly.
Check the wiring.
If the problem occurs permanently it is necessary to substitute logic board.

RPM HIGH (MDI/LED code = 0)

Cause:
This alarm occurs in Gen. Set versions when the speed exceeds the threshold
speed.

SENS MOT TEMP KO (MDI/LED code = 68)

Cause:
The output of the motor thermal sensor is out of range.

Troubleshooting:
Check if the resistance of the sensor is what expected measuring its resistance.
Check the wiring.
If the problem is not solved, replace the logic board.

SIN/COS D.ERR XX (MDI/LED code = 3)

Cause:
This alarm occurs only when the controller is configured as PMSM and the
feedback sensor selected is sin/cos. The signal coming from sin/cos sensor has a
wrong direction. The hexadecimal value “XX” facilitates Zapi technicians
debugging the problem.

XX DESCRIPTION Cause
Problem of the sensor.
The module of the signal sin and signal cos is not
20 A signal is clamped.
constant
A signal is short or open

1 direction wrong Swapped motor or sensor phases

2 direction wrong Swapped motor or sensor phases

3 sensor not connected or without power
4 scaling error check motor pulses or sensor periodicity

5 Error on module A signal short or open

6 Error on module A signal short or open

Troubleshooting:
Check the wirings.
If the motor direction is correct, swap the sin and cos signals.
If the motor direction is not correct, swap two of the motor cables.
If the problem is not solved, contact a Zapi technician.

SMARTDRIVER KO (MDI/LED code = 69)

Cause:

Page 140/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 Hardware problem in the circuit for the management of high side driver. The
driver is turned ON but the output voltage does not increase.

Troubleshooting:
Verify that the coil is connected correctly between terminals PEB (pin A27) and
NEB (pin A28). The output of Smart driver is in fact evaluated checking the
voltage feedback of low side driver.
Verify that the parameter POSITIVE EB is set in accordance with the actual coil
positive supply (see paragraph 8.2.7). The software makes a proper diagnosis
depending on the parameter; a wrong setting could generate a false fault.
In case no failures/problems have been found, the problem is in the controller,
which has to be replaced.

SPEED FB. ERROR (MDI/LED code = 81)

Cause
This alarm occurs if the absolute position sensor is used also for speed
estimation. If signaled, it means that the controller measured that the engine was
moving too quick.

Troubleshooting
Check that the sensor used is compatible with the software release.
Check the sensor mechanical installation and if it works properly.
Also the electromagnetic noise on the sensor can be a cause for the alarm.
If no problem is found on the motor or on the speed sensor, the problem is inside
the controller, it is necessary to replace the logic board.

STALL ROTOR (MDI/LED code = 11)

Cause:
The traction rotor is stuck or the encoder signal is not correctly received by the
controller.

Troubleshooting:
Check the encoder condition.
Check the wiring.
Through the TESTER function, check if the sign of FREQUENCY and ENCODER
are the same and if they are different from zero during a traction request.
If the problem is not solved, replace the logic board.

STBY I HIGH (MDI/LED code = 53)

Cause
In standby, the sensor detects a current value different from zero.
Troubleshooting
The current sensor or the current feedback circuit is damaged. Replace the
controller.

STEER SENSOR KO (MDI/LED code = 95)

Cause:
The voltage read by the microcontroller at the steering-sensor input is not within
the STEER RIGHT VOLT ÷ STEER LEFT VOLT range, programmed through the
STEER ACQUIRING function (see paragraph 9.3).

Troubleshooting:
Acquire the maximum and minimum values coming from the steering
potentiometer through the STEER ACQUIRING function. If the alarm is still

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 141/169

 present, check the mechanical calibration and the functionality of the
potentiometer.
If the problem is not solved, replace the logic board.

TH. PROTECTION (MDI/LED code = 62)

Cause:
The temperature of the controller base plate is above 85 °C.
The maximum current is proportionally decreased with the temperature excess
from 85 °C up to 105 °C. At 105 °C the current is limited to 0 A.

Troubleshooting:
It is necessary to improve the controller cooling. To realize an adequate cooling
in case of finned heat sink important factors are the air flux and the cooling-air
temperature. If the thermal dissipation is realized by applying the controller base
plate onto the truck frame, the important factors are the thickness of the frame
and the planarity and roughness of its surface.
If the alarm occurs when the controller is cold, the possible reasons are a
thermal-sensor failure or a failure in the logic board. In the last case, it is
necessary to replace the controller.

THERMIC SENS. KO (MDI/LED code = 61)

Cause:
The output of the controller thermal sensor is out of range.

Troubleshooting:
This kind of fault is not related to external components. Replace the controller.

THROTTLE PR. (MDI/LED code = 48)

Cause:
A wrong profile has been set in the throttle profile.

Troubleshooting:
Set properly the throttle-related parameters (see paragraph 9.9).

TILLER ERROR (MDI/LED code = 64) (Not present on DualACE2)

Cause:
Input mismatch between H&S input and TILLER/SEAT input: the two inputs are
activated at the same time.

Troubleshooting:
Check if there are wrong connections in the external wiring.
Using the TESTER function of the controller verify that the input-related readings
are in accordance with the actual state of the external input switches.
Check if there is a short circuit between pins
In case no failures/problems have been found, the problem is in the controller,
which has to be replaced.

TILLER OPEN (MDI/LED code = 51)

Cause:
Tiller/seat input (A8 (A6)) has been inactive for more than 120 seconds.

Troubleshooting:
Activate the tiller/seat input.
Check the tiller/seat input state through the TESTER function.
Check the wirings.

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 Check if there are failures in the microswitches.
If the problem is not solved, replace the logic board.

TORQUE PROFILE (MDI/LED code = 98)

Cause:
There is an error in the choice of the torque profile parameters.

Troubleshooting:
Check in the HARDWARE SETTINGS list the value of those parameters.

VACC NOT OK (MDI/LED code = 78)

Cause:
At key-on and immediately after that, the travel demands have been turned off.
This alarm occurs if the ACCELERATOR reading (in TESTER function) is above
the minimum value acquired during the PROGRAM VACC procedure.

Troubleshooting:
Check the wirings.
Check the mechanical calibration and the functionality of the accelerator
potentiometer.
Acquire the maximum and minimum potentiometer value through the PROGRAM
VACC function.
If the problem is not solved, replace the logic board.

VACC OUT RANGE (MDI/LED code = 85)

Cause:
The CPOT input read by the microcontroller is not within the MIN VACC ÷ MAX
VACC range, programmed through the PROGRAMM VACC function (see
paragraph 9.1).
The acquired values MIN VACC and MAX VACC are inconsistent.

Troubleshooting:
Acquire the maximum and minimum potentiometer values through the
PROGRAM VACC function. If the alarm is still present, check the mechanical
calibration and the functionality of the accelerator potentiometer.
If the problem is not solved, replace the logic board.

VDC LINK OVERV. (MDI/LED code = 77)

Cause
This fault is displayed when the controller detects an overvoltage condition.
Overvoltage threshold depends on the nominal voltage of the controller (see
paragraph 2.4)

As soon as the fault occurs, power bridge and MC are opened. The condition is
triggered using the same HW interrupt used for undervoltage detection, uC
discerns between the two evaluating the voltage present across DC-link
capacitors:
High voltage  Overvoltage condition
Low/normal voltage  Undervoltage condition

Troubleshooting
If the alarm happens during the brake release, check the line contactor contact
and the battery power cable connection.

VDC OFF SHORTED (MDI/LED code = 88)

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 143/169

 Cause
The logic board measures a voltage value across the DC-link that is constantly
out of range, above the maximum allowed value.

Troubleshooting
Check that the battery has the same nominal voltage of the inverter.
Check the battery voltage, if it is out of range replace the battery.
If the battery voltage is ok, replace the logic board.

VKEY OFF SHORTED (MDI/LED code = 20)

Cause
At key-on, the logic board measures a voltage value of the KEY input that is
constantly out of range, below the minimum allowed value.

Troubleshooting
Check that the battery has the same nominal voltage of the inverter.
Check the battery voltage, if it is out of range replace the battery.
If the battery voltage is ok, replace the logic board.

VMN HIGH (MDI/LED code = 31)

Cause 1
Before switching the LC on, the software checks the power bridge: it turns on
alternatively the low-side power MOSFETs and expects the phase voltages
decrease down to -B. If the phase voltages are higher than a certain percentage
of the nominal battery voltage, this alarm occurs.
Cause 2
This alarm may also occur when the start-up diagnosis has succeeded and so
the LC has been closed. In this condition, the phase voltages are expected to be
lower than half the battery voltage. If one of them is higher than that value, this
alarm occurs.

Troubleshooting
If the problem occurs at start-up (the LC does not close), check:
motor internal connections (ohmic continuity);
motor power cables connections;
if the motor connections are OK, the problem is inside the controller. Replace it.
If the alarm occurs while the motor is running, check:
motor connections;
that the LC power contact closes properly, with a good contact;
if no problem is found, the problem is inside the controller. Replace it.

VMN LOW (MDI/LED code = 30)

Cause 1
Start-up test. Before switching the LC on, the software checks the power bridge:
it turns on alternatively the high-side power MOSFETs and expects the phase
voltages increase toward the positive rail value. If one phase voltage is lower
than a certain percentage of the rail voltage, this alarm occurs.

Cause 2
Motor running test. When the motor is running, the power bridge is on and the
motor voltage feedback tested; if it is lower than expected value (a range of
values is considered), the controller enters in fault state.

Troubleshooting
If the problem occurs at start up (the LC does not close at all), check:

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 motor internal connections (ohmic continuity);
motor power-cables connections;
if the motor connections are OK, the problem is inside the controller; replace it.
If the alarm occurs while the motor is running, check:
motor connections;
that the LC power contact closes properly, with a good contact;
if no problem is found, the problem is inside the controller. Replace it.

WAITING FOR NODE (MDI/LED code = 0)

Cause:
The controller receives from the CAN bus the message that another controller in
the net is in fault condition; as a consequence the controller itself cannot enter
into an operative status, but it has to wait until the other node comes out from the
fault status.

Troubleshooting:
Check if any other device on the CAN bus is in fault condition.

WARNING SLAVE (MDI/LED code = 1)

Cause:
Warning on supervisor uC.

Troubleshooting:
Connect the Console to the supervisor uC and check which alarm is present.

WATCHDOG (MDI/LED code = 8)

Cause
This is a safety related test. It is a self-diagnosis test that involves the logic
between master and supervisor microcontrollers.

Troubleshooting
This alarm could be caused by a CAN bus malfunctioning, which blinds
master-supervisor communication.

WRONG ENC SET (MDI/LED code = 83)

Cause
Mismatch between “ENCODER PULSES 1” parameter and “ENCODER PULSES
2” parameter (see paragraph 8.2.7).

Troubleshooting
Set the two parameters with the same value, according to the adopted encoder.

WRONG KEY VOLT. (MDI/LED code = 41)

Cause
The measured key voltage is not the right one for the inverter.

Troubleshooting
Check if the SET KEY VOLTAGE parameter in the ADJUSTMENTS list is set in
accordance with the key voltage.
Check if the key voltage is ok using a voltmeter, if not check the wiring.
In case the problem is not solved, replace the logic board.

WRONG RAM MEM. (MDI/LED code = 71)

Cause

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 145/169

 The algorithm implemented to check the main RAM registers finds wrong
contents: the register is “dirty”. This alarm inhibits the machine operations.

Troubleshooting
Try to switch the key off and then on again, if the alarm is still present replace the
logic board.

WRONG SET BAT. (MDI/LED code = 41)

Cause
At start-up, the controller checks the battery voltage (measured at key input) and
it verifies that it is within a range of ±20% around the nominal value.

Troubleshooting
Check that the SET BATTERY parameter inside the ADJUSTMENTS list
matches with the battery nominal voltage.
If the battery nominal voltage is not available for the SET BATTERY parameter
inside the ADJUSTMENTS list, record the value stored as HARDWARE
BATTERY RANGE parameter in the SPECIAL ADJUST. list and contact a Zapi
technician.
Through the TESTER function, check that the KEY VOLTAGE reading shows the
same value as the key voltage measured with a voltmeter on pin A3. If it does not
match, then modify the ADJUST BATTERY parameter according to the value
read by the voltmeter.
Replace the battery.

WRONG SLAVE VER. (MDI/LED code = 91)

Cause:
There is a mismatch in the software versions of master and supervisor
microcontrollers.

Troubleshooting:
Upload the software to the correct version or ask for assistance to a Zapi
technician.

INPUT MISMATCH (MDI/LED code = 59)

Cause:
The master microcontroller records different input values with respect to the
master microcontroller.

Troubleshooting:
Compare the values read by master and slave through the TESTER function.
Ask for the assistance to a Zapi technician.
If the problem is not solved, replace the logic board.

SP MISMATCH XX (MDI/LED code = 15)

Cause:
This is a safety related test. The master μC has detected a mismatch in the
speed setpoint with respect to the master μC. The hexadecimal value “XX”
facilitates Zapi technicians debugging the problem.

Troubleshooting:
Check the matching of the parameters between master and supervisor.
Ask for assistance to a Zapi technician.
If the problem is not solved, replace the logic board.

Page 146/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 OUT MISMATCH XX (MDI/LED code = 15)
Cause:
This is a safety related test. Master μC has detected that supervisor μC is driving
traction motor in a wrong way (not corresponding to the operator request). The
hexadecimal value “XX” facilitates Zapi technicians debugging the problem.

Troubleshooting:
Checks the matching of the parameters between Master and Supervisor.
Ask for assistance to a Zapi technician.
If the problem is not solved, replace the logic board.

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 147/169

 10.4 Alarms from supervisor µC

MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
MC is opened, EB is applied, Start-up, stand-by,
WAITING FOR NODE Key re-cycle 0 0 224
Traction/Pump stopped running
According to parameter
Start-up, standby, Battery recharge,
BATTERY LOW BATTERY CHECK (SET 0 FF42 66
running key re-cycle
OPTIONS list, paragraph 8.2.2).
Controller
DATA ACQUISITION Traction is stopped Traction request 0 0 247
calibration
Check-up done, key
CHECK UP NEEDED Start-up 0 0 249
re-cycle
MC is opened, Traction/Pump Start-up, standby,
RPM HIGH 0 FFA1 161
stopped running
Start-up, standby,
BUMPER STOP Traction is stopped 0 FFA2 162
running
WARNING SLAVE It depends on the supervisor uC 1 FF01 244

ACQUIRING A.S. Sensor Acquiring Key re-cycle 2 FFAB 171

ACQUIRE END Sensor Acquiring Key re-cycle 2 FFAD 173

ACQUIRE ABORT Sensor Acquiring Key re-cycle 2 FFAC 172

MC is not closed, EB is applied,

SIN/COS D.ERR XX running Key re-cycle 3 FFA8 168
Traction/Pump, valves stopped

ENCODER D.ERR XX Traction is stopped running Key re-cycle 3 FFA9 169

MC is opened , EB is applied,
HOME SENS.ERR XX Running Key re-cycle 3 FFB0 176
EVP stopped
EB is applied, Traction/Pump, Perform ABS
OFFSET SPD.SENS. Start-up 3 FF99 174
valves stopped. SENS. ACQUIRE
MC is not closed, EB is applied,
PWM ACQ. ERROR Start-up Key re-cycle 6 FFA4 164
Traction/Pump, valves stopped
Valves or
MC is opened, EB is applied,
ED SLIP MISMATCH Running Traction/Pump 7 FFA3 163
Traction/Pump stopped
request
MC is opened, EB is applied, Start-up, stand-by,
WATCHDOG Key re-cycle 8 6010 8
Traction/Pump, valves stopped running
MC is opened (the command is
Start-up, stand-by,
EVP DRIVER OPEN released), EB is applied, Valves request 9 FFF8 240
running
Traction/Pump, valves stopped
Valves or
Start-up, stand-by,
EVP COIL OPEN Valves stopped Traction/Pump 9 5002 214
running
request
MC is opened , EB is applied, Start-up, stand-by, Traction/Pump
EVP DRIV. SHORT. 9 5003 215
EVP stopped running request
Valves or
Start-up, stand-by,
STALL ROTOR Traction/Pump stopped Traction/Pump 11 FFD3 211
running
request
Install the correct
MC is not closed, EB is applied,
CONTROLLER MISM. Start-up software and Key 12 FFEF 239
Traction/Pump, valves stopped
re-cycle
Controller works using default Start-up, stand-by,
EEPROM KO 13 3610 208
parameters running
Traction/Pump
PARAM RESTORE No effect Start-up 14 0 209
request
MC is not closed, EB is applied,
HW FAULT EV. Start-up Key re-cycle 16 FFEE 238
Traction/Pump stopped
Valves or
MC is opened, EB is applied,
LOGIC FAILURE #3 Start-up, stand-by Traction/Pump 17 FF11 17
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
LOGIC FAILURE #2 Start-up, stand-by, Traction/Pump 18 FF12 18
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
LOGIC FAILURE #1 Stand-by, running Traction/Pump 19 5114 19
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
VKEY OFF SHORTED Start-up Key re-cycle 20 5101 220
Traction/Pump stopped
Start-up, stand-by,
CONT. DRV. EV Valves stopped Valves request 21 FFE8 232
running
Valves or
Start-up, stand-by,
DRV. SHOR. EV Valves stopped Traction/Pump 21 FFF9 234
running
request

Page 148/169 AFNZPxxx – DUALACE2 NEW GENERATION – User Manual

 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
MC remains closed, EB is
Valves or
applied, Traction/Pump, valves Start-up, Stand-by,
OPEN COIL EV. Traction/Pump 21 FFF2 242
stopped (the command is running
Request
released)
Valves or
MC is not closed, EB is applied, Start-up, stand-by,
LC COIL OPEN Traction/Pump 22 FFE6 230
Traction/Pump, valves stopped running
request
Valves or
IQ MISMATCHED Traction is stopped Running Traction/Pump 24 FFF5 245
request
Pump motor stopped, valves Start-up, stand-by,
PEV NOT OK Valves request 25 FFDB 217
stopped running
Start-up, stand-by,
AUX BATT. SHORT. None 27 5001 194
running
Valves or
MC is not closed, EB is applied,
INIT VMN LOW Start-up Traction/Pump 30 3121 207
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
VMN LOW Start-up Traction/Pump 30 3120 30
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
INIT VMN HIGH Start-up Traction/Pump 31 3111 206
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
VMN HIGH Start-up, stand-by Traction/Pump 31 3110 31
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
HW FAULT Start-up Key re-cycle 32 FFE3 227
Traction/Pump stopped
MC is opened, EB is applied,
HW FAULT EB. Start-up Key re-cycle 34 FFE5 229
Traction/Pump stopped
Valves or
MC is not closed, EB is applied, Start-up, stand-by,
POSITIVE LC OPEN Traction/Pump 35 FFD5 213
Traction/Pump, valves stopped running
request
Valves or
MC is opened, EB is applied,
FIELD ORIENT. KO Running Traction/Pump 36 FFFD 253
Traction/Pump, valves stopped
request
MC is not closed (command is Valves or
CONTACTOR CLOSED not activated), EB is applied, Start-up Traction/Pump 37 5442 37
Traction/Pump stopped request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
CONTACTOR OPEN Traction/Pump 38 5441 38
Traction/Pump, valves stopped running
request
Traction is stopped, EB is Traction/Pump
POWER MISMATCH Running 39 FFD4 212
applied, MC is opened request
MC remains closed, EB is applied Valves or
EB. DRIV.SHRT. (the command is released), Stand-by, running Traction/Pump 40 3222 254
Traction/Pump, valves stopped Request
MC is not closed, EB is applied,
WRONG SET BAT. Start-up 41 3100 251
Traction/Pump, valves stopped
MC is not closed, EB is applied,
WRONG KEY VOLT. Start-up 41 3101 170
Traction/Pump, valves stopped
MC remains closed, EB is applied Valves or
EB. DRIV.OPEN (the command is released), Running Traction/Pump 42 3224 246
Traction/Pump, valves stopped Request
MC remains closed, EB is applied Valves or
Start-up, Stand-by,
EB. COIL OPEN (the command is released), Traction/Pump 43 FFD8 216
running
Traction/Pump, valves stopped Request
Start-up, stand-by, Traction/Pump
HANDBRAKE Traction/Pump motor is stopped 46 FFDD 221
running request
MC is not closed, EB is applied, Traction/Pump
MOT.PHASE SH. Start-up 47 FFC4 196
Traction/Pump, valves stopped request
MC remains closed, EB is applied Valves or
Start-up, Stand-by,
THROTTLE PROG. (the command is released), Traction/Pump 48 FFF3 243
running
Traction stopped Request
Start-up, stand-by,
LIFT+LOWER Pump is stopped Pump request 49 FFBB 187
running
Valves or
Start-up, stand-by,
TILLER OPEN LC opens
running
Traction/Pump 51 0 228
Request
Valves or
MC is not closed, EB is applied,
STBY I HIGH Start-up, stand-by Traction/Pump 53 2311 53
Traction/Pump stopped
request
Valves or
MC is not closed, EB is applied,
OVERLOAD Running Traction/Pump 57 FFB4 180
Traction/Pump stopped
request
Valves or
MC is not closed, EB is applied,
CAPACITOR CHARGE Start-up Traction/Pump 60 3130 60
Traction/Pump, valves stopped
request

AFNZPxxx– DUALACE2 NEW GENERATION – User Manual Page 149/169

 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Maximum current is reduced
according to parameter MOT.T. Start-up, stand-by,
THERMIC SENS. KO 61 4211 250
T.CUTBACK and speed is running
reduced to a fixed value.
Traction controller reduces the
Start-up, stand-by,
TH. PROTECTION max current linearly from Imax 62 4210 62
running
(85°C) down to 0 A (105°C)
Start-up, stand-by, Traction/Pump
BRAKE RUN OUT Traction is stopped 63 FFCC 204
running Request
Valves or
TILLER ERROR Traction stopped, EB applied Stand-by, running Traction/Pump 64 FFB9 185
Request
Maximum current is linearly
reduced (see paragraph 9.14) Start-up, stand-by,
MOTOR TEMPERAT. 65 4110 65
and speed is reduced to a fixed running
value.
EB is applied, Traction/Pump, Start-up, stand-by,
MOTOR TEMP. STOP 65 FFB2 178
valves stopped running
Valves or
MC is opened, EB is applied, Start-up, stand-by,
NO CAN MSG. Traction/Pump 67 8130 248
Traction/Pump, valves stopped running
request
Maximum current is reduced
according to parameter MOT.T. Start-up, stand-by,
SENS MOT TEMP KO 68 4311 218
T.CUTBACK and speed is running
reduced to a fixed value.
MC is not closed, Traction/Pump,
SMARTDRIVER KO Start-up Key re-cycle 69 3302 193
valves stopped
Valves or
Start-up, stand-by,
EPS RELAY OPEN Traction/Pump motor is stopped Traction/Pump 70 FFCD 205
Running
request
MC is opened, EB is applied,
WRONG RAM MEM. Stand-by Key re-cycle 71 FFD2 210
Traction/Pump, valves stopped
MC is opened (the command is Valves or
Start-up, stand-by,
DRIVER SHORTED released), EB is applied, Traction/Pump 74 3211 74
running
Traction/Pump, valves stopped request
MC is opened (the command is Valves or
Start-up, stand-by,
CONTACTOR DRIVER released), EB is applied, Traction/Pump 75 3221 75
running
Traction/Pump, valves stopped request
Start-up
Valves or
MC is opened, EB is applied, (immediately after
COIL SHOR. MC Traction/Pump 76 2250 223
Traction/Pump, valves stopped MC closing), stand-
request
by, running
Valves or
MC is not closed, EB is applied,
VDC LINK OVERV. Stand-by, running Traction/Pump 77 FFCA 202
Traction/Pump, valves stopped
request
Start-up, stand-by,
VACC NOT OK Traction/Pump motor is stopped Traction/ request 78 FF4E 78
running
INCORRECT START Traction/Pump motor is stopped Start-up, stand-by Traction request 79 FF4F 79
Start-up, stand-by,
PUMP INC START Pump motor is stopped Pump request 79 FFBD 189
running
Start-up, stand-by,
FORW + BACK Traction is stopped Traction request 80 FF50 80
running
Valves or
MC is opened , EB is applied,
SPEED FB. ERROR Running Traction/Pump 81 FFAF 175
EVP stopped
request
Valves or
MC is opened, EB is applied,
ENCODER ERROR XX Running Traction/Pump 153 FF52 153
Traction/Pump, valves stopped
request
MC is not closed, EB is applied,
WRONG ENC SET Start-up Key re-cycle 83 FF51 181
Traction/Pump, valves stopped
MC is not closed, EB is applied,
POS. EB. SHORTED Start-up Key re-cycle 84 3223 195
Traction/Pump, valves stopped
Start-up, Stand-by, Traction/Pump
VACC OUT RANGE Traction/Pump motor is stopped 85 FFE2 226
Running request
Start-up, Stand-by,
PEDAL WIRE KO Traction is stopped Traction request 86 FF56 86
Running
MC is not closed, EB is applied, Start-up, Stand-by,
VDC OFF SHORTED Key re-cycle 88 FFC8 200
Traction/Pump, valves stopped Running
MC is opened, EB is applied,
POWERMOS SHORTED Start-up Key re-cycle 89 FFE9 233
traction/pump stopped
MC opened, EB is applied,
WRONG SLAVE VER. Start-up Key re-cycle 91 FFC5 197
Traction/Pump, valves stopped
Controller works, but with low
CURRENT GAIN Start-up, stand-by 92 6302 236
maximum current
MC stays closed, EB is applied, Start-up, stand-by,
PARAM TRANSFER Key re-cycle 93 FFC7 199
Traction/Pump, valves stopped running

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 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Speed is reduced according to
parameter CTB. STEER ALARM Start-up, stand-by, Return into correct
STEER SENSOR KO 95 FFB3 179
(PARAMETER CHANGE list, running range
paragraph 8.2.1)
MC is opened, EB is applied,
ANALOG INPUT Stand-by, running Key re-cycle 96 FFFA 237
traction/pump stopped
Save again the
MC stays closed, EB is applied,
M/S PAR CHK MISM Start-up parameter and Key 97 FFC6 198
Traction/Pump, valves stopped
re-cycle
Valves or
EB is applied, Traction/Pump
TORQUE PROFILE Start-up, stand-by Traction/Pump 98 FFC9 201
motor is stopped
request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
CTRAP THRESHOLD Traction/Pump 99 FFEB 235
Traction/Pump, valves stopped running
request
Valves or
MC is opened, EB is applied, Start-up, stand-by,
COIL SHOR. EB. Traction/Pump 76 FFB1 177
Traction/Pump, valves stopped running
request
MC is opened, EB applied, Start-up, standby,
INT. CANBUSKO Key re-cycle 67 8131 188
Traction/Pump stopped running
MC is opened, EB applied, Start-up, standby,
INPUT MISMATCHXX Key re-cycle 59 FF9D 157
Traction/Pump stopped running
MC is opened, EB applied,
SP MISMATCH XX Running Key re-cycle 15 FF9B 155
traction/pump stopped
MC is opened, EB applied,
OUT MISMATCH XX Running Key re-cycle 15 FF9A 154
traction/pump stopped
Pump motor stopped, valves Start-up, stand-by,
PEB NOT OK Valves request 25 FFDB 217
stopped running

10.4.1 Troubleshooting of alarms from supervisor µC

See paragraph 10.3.1

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11 RECOMMENDED SPARE PARTS
Part number Description Version

C12535 AMPSEAL CONNECTOR 35 pins Female

C16520 10A 20mm Control Circuit Fuse

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12 PERIODIC MAINTENANCE
Check the wear and the condition of the contactors’ moving and fixed contacts.
Electrical contacts should be checked every 3 months.

Check the Foot pedal or seat microswitch. Using a suitable test meter, confirm
that there is no electrical resistance between the contacts by measuring the
voltage drop between the terminals. Switches should operate with a clear click
sound.
Microswitches should be checked every 3 months.

Check the Battery cables, cables connected to the inverter, and cables
connected to the motor. Ensure that the insulation is sound and that the
connections are tight.
Cables should be checked every 3 months.

Check the mechanical functionality of the pedals or tiller. Control that the return
springs are ok and that the potentiometers excursion matches their full or
programmed level.
Check every 3 months.

Check the mechanical functionality 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 modifications should
be evaluated with a Zapi Agent. The supplier is not responsible for any problem
that arises from connections 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 brought to the attention of a
Zapi Agent immediately. The Agent will then take the decision regarding the
operational safety of the machine.

Remember that Battery Powered Machines feel no pain.

NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER.

 IMPORTANT NOTE ABOUT WASTE MANAGEMENT:

This controller has both mechanical parts and high-density electronic parts
(printed circuit boards and integrated circuits). If not properly handled
during waste processing, this material may become a relevant source of
pollution. The disposal and recycling of this controller has to follow the
local laws for these kinds of waste materials.
Zapi commits itself to update its technology in order to reduce the
presence of polluting substances in its products.

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13 APPENDICES
The goal of this chapter is to give the operator a general overview about the use
of Zapi PC CAN Console and Zapi Smart Console.
The description focuses on the basic information about connection and settings.
For additional functionalities available for both tools, it is suggested to contact
Zapi technicians in order to receive more detailed information or dedicated
documentation.

13.1 Appendix A: PC CAN Console user guide

Windows Pc CAN Console uses standard Zapi communication protocol to display
inverter information. It provides all standard Zapi Console functions with the
easier handling of Windows environment. Besides, Pc CAN Console offers the
possibility to save parameter configurations into a file and to restore them onto
the control afterwards.
Before running Pc CAN Console, the user must install it launching "setup.exe".

13.1.1 PC CAN Console configuration

Running the PC Can Console software, the following window appears:

The first step to accomplish is to define the CAN device attached to the PC, so
select the “Configuration” (Alt-C)  Can Device (Ctrl-C) menu or click on Can
Device icon.

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 From this form you can define the CAN device in use (IXXAT, IFAK or Peak) and
the CAN communication speed. Once you have defined the CAN interface, you
have to choose which CAN device you want to connect to: choose “Connection”
 “Set Node” (or press the “Set Node” icon).

Once you have chosen the node you want to connect to, start the connection.
Insert the password in order to have the possibility to change the parameters:
choose “Configuration”  “Enter Password”. Type the password: “ZAPI”

13.1.2 Parameter download

Once you are connected to the selected node, you need to download the inverter
parameters: choose “Function”  “Parameter” menu (or press the “Parameter”
icon).

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 Then click on the “Receive” button: the parameters will be downloaded
automatically.
When the parameters have been all received, you can change their values.

13.1.3 How to modify parameters

Before doing any change, save the old parameters set by clicking “File”  “Save”
(give the file an understandable name for ease of future use).
The complete list of parameters will be saved as a csv file in order to be opened
with Microsoft Excel® or any other spreadsheet tool.
The file contains the whole list of parameter and for each one various data are
available, in particular:

 Parameter value as it is saved within the controller (“Value” column).

 Parameter value as it is shown by console or similar tools (“Scaled Value”
column).
 Name of the menu where parameter is placed (“Name menu” column).

File name is generated as a hexadecimal code of the time and date of saving.
This codification prevents any overwrite of previously saved files.
Once you have selected the menu inside that resides the parameter you want to
change, it is possible to modify the value using the “+” and “–“ buttons.
Click on the “Store” button to save the changes on EEPROM.

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13.1.4 Program Vacc
Choose “Function”  “Program Vacc” menu.

When “Acquire” is pressed, the PROGRAM VACC procedure starts:

 Select the Enable switch, if any;
 Select the direction switch (either forward or backward);
 Depress the pedal to its maximum excursion.
Displayed values will vary accordingly to operator inputs.

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 13.1.5 Lift & Lower acquisition
Once you have connected to the inverter, you need to download the parameters;
choose “Function”  “Parameter” menu (or press the “Parameter” icon).
Choose “Adjustment” menu.
Select the value you want to acquire by pressing the “acquiring” button, the
acquisition will start:

- Select the Enable switch, if any.

- Select the control switch (either lift or lower).
- Move the control sensor (lift/lower potentiometer) to the correct
position according to what you are acquiring.
- Press “Stop Teach” button.
The procedure is the same for both lift and lower potentiometers.

13.1.6 Steering acquisition

Once you have connected you need to receive the inverter parameter; choose
“Function”  “Parameter” menu (or press the “Parameter” icon).
Choose “Adjustment” menu.
Select the value to acquire by pressing “acquiring” button, the acquisition will
start: the procedure is the same described for Lift & Lower acquisition in the
previous paragraph.

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 13.1.7 TESTER functionality
From the main page you can also access to the TESTER function from the
Function menu (Alt-u)Tester (Ctrl-T) menu where you can check some inverter
information.

13.1.8 Alarm Logbook

This window will display the alarms stored in the controller.
For every alarm will be shown the working hour at which it’s occurred, the motor
temperature and the number of repetitions.

Four buttons are present:

Update  user can update alarm logbook;
Clear  user can clear alarm logbook on inverter EEPROM;
Close  closes the window;
Print  prints alarm logbook data on the selected printer.

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 13.2 Appendix B: Zapi Smart Console user guide

13.2.1 Operational Modes

Smart Console has been designed to have multiple ways of operation. Three
modes can be identified:
 Serial connection powered by four standard AA size batteries placed in the
battery holder of the console.
 CAN bus connection powered by four standard AA size batteries placed in
the battery holder of the console.
 CAN bus connection with Smart Console supplied by an external dc source.
This source may be a standard battery (lead-acid or other type) or a DC/DC
converter
Current-loop serial connection
Smart Console offers the same serial connection as the well-known Console
Ultra.
Main features of this operational mode are:
 Current-loop serial communication.
 Console is connected to a single controller only (even if Remote Console
option is available).
 Selectable baud-rate.
 Zapi can provide the serial cable compatible with Molex SPOX connector
used in Console Ultra.
CAN bus connection
The Smart Console can connect to an existing CAN line and connect with any
Zapi controller inside this line.
Main features of this operational mode:
 It can be connected to a CAN line composed of any combination of modules,
both Zapi ones and non-Zapi ones;
 Supported speeds: 125, 250, 500 kbps;
 It sees the entire CAN line and all CAN modules.

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 13.2.2 The keyboard
The keyboard is used to navigate through the menus. It features some keys with
special functions and a green LED. Different button functions are shown below.
UP and DOWN keys
In most cases a menu is a list of items: these items are ordered in rows. The
selected item is highlighted in light blue.
Up and down keys are used to move the selection up and down: in other words
they are used to roll or scroll the menu.
LEFT and RIGHT keys
Normally used to increase and decrease the value associated with the selected
item.
OK and ESC keys
OK key is used either to confirm actions or to enter a submenu.
ESC is used either to cancel an action or to exit a menu.
F1, F2, F3 keys
These buttons have a contextual use. The display will show which F button can
be used and its function.
ON key
Used while operating with internal batteries.

 While the Smart Console is powered from external sources on pin CNX8 the ON
button is deactivated regardless the presence of the batteries.

Green LED
When the console is powered running the green LED is on.
Green LED can blink in certain cases which will be described better in the
following sections.

13.2.3 Home Screen

After showing the Zapi logo, the HOME SCREEN will appear on the display:

From top:
 First line tells which firmware version is running inside the console, in this
case ZP 0.15.
 RS232 Console: enter this menu to start a serial connection as in the Console
Ultra.

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  CAN Console: enter this menu to establish a CAN connection.
 AUTOSCAN CAN: another way to establish a CAN connection.
 Console Utilities and Menu Console: ignore them at the moment.
 The current hour is shown at the bottom right.
Moreover, the green LED is on and still.
The “RS232” line is already highlighted at the start-up. Press OK key to start a
serial connection.
Display prompts a message to inform you that a connection attempt is ongoing.
If serial connection fails a “NO COMMUNICATION” warning will be shown after
some seconds: press ESC key and look for what is preventing the connection.

 Please notice the red dot appearing on the top right of the display every time you
press a button. It indicates that the console has received the command and it is
elaborating the request. If the red dot does not appear when a button is pressed,
there is probably a failure inside the keyboard or the console has stalled.

13.2.4 Connected
If connection is successful, the display will show a page similar to the next one.

This menu shows basic information about the controller, in a similar way to the
console Ultra.
 First line displays the controller firmware.
 Second line shows controller voltage, controller current and hour meter.
 Last line shows the current alarm code, if present.
Press OK to access the MAIN MENU.

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 MAIN MENU contains the complete list of menus available in the controller.
Contrary to Console Ultra there are no “hidden” menus which must be reached by
some combinations of buttons: here all menus are visible.
Use UP and DOWN keys to navigate the list: once you find the desired menu
press OK to enter it.

13.2.5 How to modify parameters

From MAIN MENU enter the desired menu (for example the PARAMETER
CHANGE menu).

With UP and DOWN keys you can scroll the list: once you have highlighted the
parameter you want to modify, press either LEFT or RIGHT keys to decrease or
increase the parameter value.

 Keep LEFT/RIGHT button pressed to continuously repeat the value modification

(“auto-repeat” function): this function will speed up the procedure in case many
parameter values must be changed.

You can press ESC to exit the menu at any time. In case parameters have been
modified, the console will prompt the request to confirm/discard changes.

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 Description above is valid for every menu which contains parameters and options
like SET OPTIONS, ADJUSTMENT, HARDWARE SETTINGS, etc.

13.2.6 PROGRAM VACC

PROGRAM VACC menu has been slightly modified from old consoles.
Upon entering this menu the console shows the current programmed values.

When OK is pressed, PROGRAM VACC procedure starts. Console invites you:

 to select the enable switch, if any;
 to select the direction switch (either forward or backward);
 to depress the pedal to its maximum excursion.
Displayed values vary accordingly to operator inputs.

 Sequence above can slightly vary depending on controller firmware. Anyway the
logic remains the same: before programming the min/max values, execute any
starting sequence which is necessary, then press the pedal or push the joystick.

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 When ESC is pressed, console asks if programmed values must be saved or
discarded.

13.2.7 Lift and Lower acquisition

From MAIN MENU go into the Adjustment menu.
With UP and DOWN keys you can scroll the list: once you have highlighted a
value you want acquire, press OK.
When OK is pressed, the procedure starts:
 select the Enable switch, if any;
 select the control switch if any (either lift or lower);
 move the control sensor (lift/lower potentiometer) to the correct position
according to what you are acquiring.

Displayed values vary accordingly to operator inputs.

 Sequence above can slightly vary depending on controller firmware. Anyway the
logic remains the same: before programming the min/max values, execute any
starting sequence which is necessary, then press the pedal or push the joystick.

It is possible to acquire all the values in only one session.

At the end you can press ESC and the console will prompt a request to
confirm/discard changes.

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 13.2.8 Steer acquisition
From MAIN MENU go into the Adjustment menu.
The procedure to follow is the same described in previous paragraph.

13.2.9 Tester
Compared to standard console Ultra, the TESTER menu has been deeply
modified. Now it shows four variables at once: use UP/DOWN keys to scroll the
list.

13.2.10 Alarms
ALARMS menu has changed from Console Ultra. Display shows all controller
alarms at once.

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 Five is the maximum number of alarm codes which is stored inside the controller.

Colors are used to separate recurrent alarm codes from rare events. In order of
increasing frequency, alarm names can be:
 White: up to 5 occurrences
 Yellow: up to 20,
 Orange: up to 40,
 Red: more than 40.
Use UP/DOWN to select a certain alarm in the list: if OK is pressed, additional
pieces of information about that alarm are displayed.
Press F1 to clear the alarm logbook of the controller: once F1 is pressed, the
console asks for confirmation.

13.2.11 Download parameter list into a USB stick

When Smart Console is connected to a controller, it has the possibility to
download all parameters into a USB stick.
To use this function, go into the menu SAVE PARAMETER USB in the
MAIN MENU.
File format
The complete list of parameters is saved as a csv file in order to be opened with
Microsoft Excel® or any other spreadsheet tool.
The file is formatted in the same way as if it has been created with the PC CAN
Console. Thus it contains the whole list of parameter and, for each one, various
data are available, in particular:
 Parameter value as it is saved within controller (“Value” column).
 Parameter value as it is shown by console or similar tools (“Scaled Value”
column).
 Name of the menu where parameter is placed tools (“Name menu”
column).
File name is generated as a hexadecimal code of the time and date of save.
This codification prevents any overwrite of previously saved files.
Download procedure
After entering SAVE PARAMETER TO USB, the Smart Console checks the
presence of a USB stick. If the stick is not connected, it asks the operator to
connect one.

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 When the stick is present, the display shows the content, starting from the root
directory (/) of the filesystem. Display looks like the following picture.

Notice that only directories are shown, not single files.

While exploring the content, the navigation buttons work in the following way:
 Up/down keys scroll the list.
 Right key explore the highlighted directory: its content (directories only)
will be shown immediately.
 Left key returns one level back in the directory tree: it does not work in the
root directory.
 Esc returns to HOME SCREEN.
 OK starts download.
When saving files, the console creates a subdirectory whose name has eight
digits:
 First four digits are controller type.
 Fifth and sixth digits are the customer identification code.
 Seventh and eight digits are the code of the software installed inside the
controller.
An example of this code is the first directory name (VMNCNA11) shown in the
previous figure.
If parameters are downloaded multiple times from the same controller, or from
another controller whose eight digit code is the same, all parameter files are
saved in the same location.
If the directory does not exist, it is created when download is carried out for the
first time.

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 To download parameters, proceed as follows:
1. Navigate the directory list and go into the directory where you want to
save the parameters.
2. If this directory already contains the subdirectory with the correct 8 digits
go to step 3. If it is not present, a new subdirectory will be created
automatically. Do not enter the subdirectory manually.
3. Press OK to start parameter download. A progression bar shows the
ongoing process.
4. When finished, press ESC so to return to MAIN MENU. USB stick can be
removed safely.
Connect the USB stick to a PC and enter the directory of point 1). A subdirectory
with the correct name and, inside this one, a csv file are present.

 During download the led blinks slowly to indicate the console is running.

When download has finished USB stick can be unplugged safely.

 Do not remove USB stick during download or the file will result empty or
corrupted.

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