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

ACE0 2µC
COMBIAC0 2µC

Publication: AF6ZP0CA
Edition: March 1, 2018
 Copyright © 1975-2018 Zapi S.p.A.
All rights reserved

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

Under no circumstances will Zapi S.p.A. be held responsible to third parties for damage caused
by the improper use of the present publication and of the device/devices described in it.

Zapi spa reserves the right to make changes or improvements to its products at any time and
without notice.

The present publication reflects the characteristics of the product described at the moment of
distribution. The publication therefore does not reflect any changes in the characteristics of the
product as a result of updating.

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

NOTES DEFINITIONS

4 This symbol is used in this publication to indicate an annotation or a suggestion

you should pay attention to.

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

characteristic very important for security. Pay special attention to the
annotations pointed out with this symbol.

Page – 2/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 Contents
1  INTRODUCTION ...................................................................................................................6 
1.1  About this document ...................................................................................................6 
1.1.1  Scope of this manual ....................................................................................6 
1.1.2  Manual revision .............................................................................................6 
1.1.3  Warnings and notes ......................................................................................6 
1.2  About the controller .....................................................................................................7 
1.2.1  Safety ............................................................................................................7 
1.2.2  OEM’s Responsibility ....................................................................................7 
1.2.3  Technical support..........................................................................................7 
2  SPECIFICATIONS .................................................................................................................8 
2.1  General features .........................................................................................................8 
2.2  Technical specifications ..............................................................................................8 
2.3  Current ratings ............................................................................................................9 
2.4  Voltage ratings ..........................................................................................................10 
3  DRAWINGS .........................................................................................................................11 
3.1  Mechanical drawings ................................................................................................11 
3.1.1  Base plate version ......................................................................................11 
3.1.2  Longitudinal heat sink version.....................................................................12 
3.2  Connection drawings ................................................................................................13 
3.2.1  AC Traction configuration ...........................................................................13 
3.2.2  AC Pump configuration ...............................................................................14 
3.2.3  AC CAN Open configuration .......................................................................15 
3.2.4  PMSM Traction configuration......................................................................16 
3.2.5  PMSM Pump configuration .........................................................................17 
4  I/O INTERFACE DESCRIPTION .........................................................................................18 
4.1  Power connectors .....................................................................................................18 
4.2  Ampseal connector ...................................................................................................18 
4.3  Internal connector .....................................................................................................21 
4.4  External devices .......................................................................................................22 
4.4.1  Key Input .....................................................................................................22 
4.4.2  Digital inputs ...............................................................................................22 
4.4.3  Analog inputs ..............................................................................................24 
4.4.4  Special inputs..............................................................................................25 
4.4.5  Encoder inputs ............................................................................................25 
4.4.6  MC output ...................................................................................................26 
4.4.7  EB output ....................................................................................................28 
4.4.8  Auxiliary outputs..........................................................................................29 
4.4.9  High-side driver ...........................................................................................31 
4.4.10  Motor temperature measurement input.......................................................32 
4.4.11  Sensor supply .............................................................................................32 
4.4.12  Analog supply .............................................................................................32 
4.4.13  CAN bus......................................................................................................33 
5  INSTALLATION HINTS .......................................................................................................34 
5.1  Material overview ......................................................................................................34 
5.1.1  Connection cables ......................................................................................34 
5.1.2  Contactors...................................................................................................34 
5.1.3  Fuses ..........................................................................................................34 

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 3/155

 5.2  Installation of the hardware ...................................................................................... 35 
5.2.1  Positioning and cooling of the controller ..................................................... 35 
5.2.2  Wirings: CAN bus connections and possible interferences ........................ 36 
5.2.3  Wirings: I/O connections ............................................................................. 38 
5.2.4  Connection of an encoder .......................................................................... 39 
5.2.5  Connection of a sin/cos sensor .................................................................. 40 
5.2.6  Connection of Hall sensors......................................................................... 40 
5.2.7  Connection of main contactor and key switch ............................................ 41 
5.2.8  Insulation of the truck frame ....................................................................... 41 
5.3  EMC ......................................................................................................................... 42 
5.4  Various suggestions ................................................................................................. 43 
6  FEATURES ......................................................................................................................... 44 
6.1  Operational features ................................................................................................. 44 
6.2  Dual traction motor ................................................................................................... 45 
6.3  Pump motor .............................................................................................................. 45 
6.4  Torque mode ............................................................................................................ 45 
6.5  Speed mode ............................................................................................................. 45 
6.6  Protection and safety features .................................................................................. 45 
6.6.1  Protection features ..................................................................................... 45 
6.6.2  Safety features ........................................................................................... 46 
7  START-UP HINTS ............................................................................................................... 47 
7.1  Check prior to initial power up .................................................................................. 47 
7.2  Configuring motor controller for the application ........................................................ 47 
7.3  Set-up procedure for AC traction inverter ................................................................. 48 
7.3.1  Sin/cos-sensor case ................................................................................... 48 
7.4  Set-up procedure for AC pump inverter.................................................................... 49 
8  PROGRAMMING & ADJUSTEMENTS .............................................................................. 51 
8.1  Settings overview ..................................................................................................... 52 
8.2  Settings description .................................................................................................. 53 
8.2.1  PARAMETER CHANGE ............................................................................. 53 
8.2.2  SET OPTIONS ........................................................................................... 59 
8.2.3  ADJUSTMENTS ......................................................................................... 67 
8.2.4  SPECIAL ADJUST. .................................................................................... 72 
8.2.5  HARDWARE SETTING .............................................................................. 75 
8.3  TESTER function ...................................................................................................... 77 
8.3.1  TESTER – Master microcontroller .............................................................. 77 
8.3.2  TESTER – Supervisor microcontroller ........................................................ 85 
9  OTHER FUNCTIONS .......................................................................................................... 87 
9.1  PROGRAM VACC function ...................................................................................... 87 
9.2  PROGRAM LIFT / LOWER function ......................................................................... 87 
9.3  PROGRAM STEER function .................................................................................... 88 
9.4  Acceleration time ...................................................................................................... 88 
9.5  Braking time ............................................................................................................. 89 
9.6  Acceleration smoothness ......................................................................................... 91 
9.7  Steering curve .......................................................................................................... 91 
9.8  Description of the throttle regulation ......................................................................... 92 
9.9  NMC & NEB output .................................................................................................. 93 
9.10  Battery-charge detection .......................................................................................... 94 
9.11  EVP Setup ................................................................................................................ 95 

Page – 4/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 9.12  Torque Profile ...........................................................................................................97 
9.13  Steering Table ..........................................................................................................99 
9.14  Motor thermal protection .........................................................................................100 
10  DIAGNOSTIC SYSTEM.....................................................................................................101 
10.1  ALARMS menu .......................................................................................................101 
10.2  Diagnoses ...............................................................................................................101 
10.3  Alarms from master µC ...........................................................................................103 
10.3.1  Troubleshooting of alarms from master µC...............................................107 
10.4  Alarms from supervisor µC .....................................................................................131 
10.4.1  Troubleshooting of alarms from supervisor µC .........................................131 
10.5  Info code for electrovalves ......................................................................................136 
11  SPARE PARTS .................................................................................................................137 
12  PERIODIC MAINTENANCE ..............................................................................................138 
13  APPENDICES....................................................................................................................139 
13.1  Appendix A: PC CAN Console user guide ..............................................................139 
13.1.1  PC CAN Console configuration.................................................................139 
13.1.2  Parameter download .................................................................................141 
13.1.3  How to modify the parameters ..................................................................142 
13.1.4  Program Vacc ...........................................................................................143 
13.1.5  Lift & Lower command acquiring...............................................................143 
13.1.6  Steer acquiring ..........................................................................................144 
13.1.7  Tester Functionality...................................................................................144 
13.1.8  Alarm Logbook ..........................................................................................145 
13.2  Appendix B: Zapi Smart Console user guide ..........................................................146 
13.2.1  Operational Modes....................................................................................146 
13.2.2  The keyboard ............................................................................................146 
13.2.3  Home Screen ............................................................................................147 
13.2.4  Connected.................................................................................................148 
13.2.5  How to modify a parameter .......................................................................149 
13.2.6  Program VACC .........................................................................................150 
13.2.7  Lift and Lower commands acquiring .........................................................151 
13.2.8  Steer command acquiring .........................................................................152 
13.2.9  Tester ........................................................................................................152 
13.2.10  Alarms .......................................................................................................152 
13.2.11  Download parameter list to USB stick.......................................................153 

APPROVAL SIGNS

COMPANY FUNCTION INITIALS SIGN

PROJECT MANAGER

TECHNICAL ELECTRONIC
MANAGER VISA

SALES MANAGER VISA

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 5/155

1 INTRODUCTION

1.1 About this document

1.1.1 Scope of this manual
This manual provides important information about ACE0/COMBIAC0 controller: It
presents instructions, guidelines and diagrams related to installation and
maintenance of the controller in an electrically powered vehicle.

1.1.2 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.

1.1.3 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.

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

U 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.

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

Page – 6/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 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 equipment knowledge.

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

U 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.

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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 7/155

2 SPECIFICATIONS

2.1 General features

COMBIAC0/ACE0 inverters are controllers designed to control AC induction,
BLDC and PMSM motors, in the range from 2 kW to 5 kW continuous power,
used in a variety of battery-powered material handling trucks.
COMBIACE0 is designed to control series-wound DC motors too, typically
employed as pump motor; AC and DC sections are combined in the same device.
Typical applications include, but are not limited to: walkie trucks and rider pallet
trucks, stackers, low level order pickers, small counterbalanced trucks, aerial-
access equipment.

The main inverter features are:

 16-bits microcontroller for motor control and main functions, 576+ kByte
embedded flash memory.
 16-bits microcontroller for safety functions, 320+ kByte embedded flash
memory.
 Controller for AC motors from 2 kW to 5 kW.
 Pump controller for series-wound DC motors (only for COMBIAC0).
 Field-oriented motor control.
 Smooth low-speed control and zero-speed holding control.
 Zapi patented sensorless and sense-coil control.
 Driver for a line contactor.
 Low-side and high-side drivers for an electromechanical brake (short
circuit protected).
 Drivers for PWM voltage-controlled electrovalves and for two proportional
valves (PWM current controlled).
 Short-circuit and open-load protection.
 Thermal cutback, warnings and automatic shutdown for protection of
motor and controller.
 ESD-protected CAN bus interface.
 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: .......................................induction AC, synchronous AC, brushless DC
Control mode: ..................................................................... speed or torque control
Operating frequency of the AC inverter: ......................................................... 8 kHz
Operating frequency of the DC chopper (COMBIAC0 only): ........................ 16 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: .................................................................................... 35-pins Ampseal
Package environmental rating: .........................................................................IP65

Page – 8/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 2.3 Current ratings

Maximum Continuous
Nominal DC DC maximum
Model 2-min rated rated current
voltage current [A]
current [Arms] [Arms]

24V 220 110

ACE0 -
36/48V 180 90

24V 220 110 270

COMBIAC0
36/48V 180 90 220

24V 320 160

36/48V 280 140

ACE0 PW -
36/48V 320 140

80V 200 100

24V 320 160 400

36/48V 280 140 300

COMBIAC0 PW
36/48V 320 140 300

80V 200 100 200

4 Combinations of DC choppers and 3-phase inverters different from those

reported in the previous table are also available.

4 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).

4 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 controller base plate temperature of 40°C and a maximum
base plate temperature of 85°C.

4 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 9/155

 2.4 Voltage ratings

Nominal DC voltage 24V 36/48V 80V

Conventional working voltage range 19.2 V ÷ 28.8 V 28.8 V ÷ 57.6 V 57.8 V ÷ 96 V

Non-operational overvoltage limits 35V 65V 115V

Non-operational undervoltage limits 10V 10V 30V

4 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.

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

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

4 Undervoltage is evaluated on the KEY input (A10); overvoltage is evaluated on

the positive battery terminal +B.

Page – 10/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

3 DRAWINGS

3.1 Mechanical drawings

3.1.1 Base plate version

AS
AF6ZP7AA
26/05/15

1/1

COMBIAC0 AMPSEAL FRAMELESS DIMENSIONS

0.5 X 45°

A3
R1

1:2

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 11/155

Page – 12/155
26/05/15
0.5 X 45°
R1
1/1 AS
1:2 A3 AF6ZP7BA
COMBIAC0 AMPSEAL FRAMELESS LONGITUDINAL HEAT SINK DIMENSIONS
3.1.2 Longitudinal heat sink version

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 3.2 Connection drawings
3.2.1 AC Traction configuration

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 13/155

3.2.2 AC Pump configuration

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3.2.3 AC CAN Open configuration

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 15/155

3.2.4 PMSM Traction configuration

Page – 16/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

3.2.5 PMSM Pump configuration

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 17/155

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:

Terminal name Description

+B Positive battery termination
-B Negative battery termination
U, V, W Motor phase terminations.
-P Negative terminal of pump DC motor (COMBIAC0 only).

In combination with COMBIAC0, DC pump motor must be connected between

terminals +B and -P. PWM frequency at -P is 16 kHz. Terminal -P is protected by
short circuit detection, voltage and current measurements. Freewheeling diodes
to +B are built in (MOSFETs internal diodes).

4.2 Ampseal connector

Inverter 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.

The following table lists the functional associations for the pins of the 35-poles
Ampseal connector.

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

4 Some I/O pins can have special functionalities depending on the controller
configuration.

Page – 18/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 Pin Type Name Description
Digital input DI0.
The input is activated when it is connected to +B. With the logic
A1 Input DI0 hardware properly configured it can be used to supply the positive
terminals of EB and MC.
The default function is as TILLER input.
Positive supply of the electromechanical brake. For the 24V
A2 Output PEB
version only, it is supplied through a high-side driver.
Positive supply of electrovalves: EV1, EV2, EV3, EV4, EV5,
EVP1, EVP2, HORN. With the hardware properly configured, it
A3 Input PEV can be used to supply the positive terminal of EB.
This input is to be supplied with positive voltage taken after main
contactor.
Driving output for the electromechanical brake (driving to -B);
A4 Output NEB
PWM controlled; 2 A maximum continuous current.

Negative supply for external devices (encoder, potentiometers,

A5 Output NENC
etc.)
Digital input DI2.
The input is activated when the external switch is closed.
A6 Input DI2 By default, if HARD & SOFT option is ON (see 8.2.2Errore.
L'origine riferimento non è stata trovata.), the H&S function is
activated when the switch is closed.
Digital input DI1. Active high.
The input is activated when it is connected to +B.
A7 Input DI1
The default function is as QI/PB input (quick inversion/pedal
brake). Closing the switch quick inversion function is activated.
Driving output for the on/off electrovalve EV5; 1 A maximum
EV 5 / continuous current (driving to -B).
A8 Output
PPOT Depending on internal jumper configuration it can be used as
positive supply for external devices (+12V/+5V, max150 mA).
Driving output for the on/off electrovalve EV1 (driving to -B); 1 A
A9 Output EV1
maximum continuous current.

A10 Input KEY Input of the key switch signal.

Driving output for the PWM voltage-controlled electrovalve EV2

A11 Output EV2
(driving to -B); 1 A maximum continuous current.

Driving output for the main contactor (driving to -B); PWM voltage-
A12 Output NMC
controlled; 1 A maximum continuous current.

A13 Input ENCB Phase B of the traction motor encoder.

A14 Input ENCA Phase A of the traction motor encoder.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 19/155

 Pin Type Name Description
Analog input 1.
A15 Input CPOT1 The default function is as accelerator reference (wiper contact of
the accelerator potentiometer).
Digital input DI10.
The input is activated when it is connected to +B.
A16 Input DI10
The default function is as 2ND input, closing the switch valve EV2
is activated.
Digital input DI8.
The input is activated when it is connected to +B.
A17 Input DI8
The default function is as 1ST input, closing the switch valve EV1
is activated.
Digital input DI11.
The input is activated when the external switch is closed to -B.
The default function is as CUTBACK SPEED 1 input.
DI11 /
A18 Input In the sense coil version, this input is connected to the AC motor
CPOT3
sense coil.
Hardware can be properly configured as additional analog or
digital input.
Digital input DI5.
The input is activated when it is connected to +B.
A19 Input DI5
The default function is as HORN input. Closing the switch, the
horn is activated.
Digital input DI6.
A20 Input DI6 The input is activated when it is connected to +B.
The default function is as LOWERING input.
Digital input DI12.
The input is activated when the external switch is closed to -B.
The default function is as CUTBACK SPEED 2 input.
DI12 /
A21 Input In the sense coil version, this input is connected to the AC motor
CPOT4
sense coil.
Hardware can be properly configured as additional analog or
digital input.
Analog input for the thermal sensor of the traction motor.
A22 Input PTH
Internal pull-up consists of a fixed 2 mA (max 5 V) current source.

Driving output for the second PWM current-controlled electrovalve

A23 Output EVP2
(driving to -B).
Driving output for the first PWM current-controlled electrovalve
A24 Output EVP1 (driving to -B).
Default function is as LOWERING valve.
Positive supply for external devices (encoder, potentiometers,
A25 Output PENC
etc.) +12 /+5 V, 150 mA maximum.

A26 Output HORN Driving output for the horn electrovalve (driving to -B). Protected.

Page – 20/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 Pin Type Name Description

A27 Output CANL Low-level CAN bus line.

A28 Output CANH High-level CAN bus line.

Digital input DI9.

A29 Input DI9 The input is activated when the external switch is opened.
The default function is as LIFT DC CUTBACK input.
Analog input for the lift/lower potentiometer.
If PEDAL BRK ANALOG = ON this input is used as analog brake
A30 Input CPOT2 input.
If AUX POT. TYPE is different from 12; this input is used as
reference for the lowering proportional valve.
Digital input DI4.
The input is activated when it is connected to +B.
A31 Input DI4
The default function is as BW request. Closing this input truck
moves backward.
Digital input DI3.
The input is activated when it is connected to +B.
A32 Input DI3
The default function is as FW request. Closing this input truck
moves forward.
Driving output for the PWM voltage-controlled electrovalve EV3
A33 Output EV3
(driving to -B); 1 A maximum continuous current.

Driving output of the on/off electrovalve EV4 (driving to -B); 1 A

A34 Output EV4
maximum continuous current.
Digital input DI7.
A35 Input DI7 The input is activated when it is connected to +B.
The default function is as LIFT enable input.

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 +12 Positive console power supply.
7 Input FLASH It must be connected to pin 8 for flashing the code.
8 Input FLASH It must be connected to pin 7 for flashing the code.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 21/155

 4.4 External devices
4.4.1 Key Input
KEY input (A10) 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 the main contactor closes. The KEY voltage is monitored.

4 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.

Protection
The KEY input is protected against reverse polarity with a diode and it has got
approximately 22 nF of 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).

U 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.

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

Connector position
A10.

4.4.2 Digital inputs

Digital inputs are meant to work in the voltage range from -B to +B. The 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
paragraph 4.2). Pull-down or pull-up resistors are built-in.

Functional devices (like FW, BW, PB, etc.) are normally open, so that each
associated function becomes active when the microswitch closes. Safety-related
devices (like CUTBACK) 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
in the following table. Custom hardware may feature different voltage values.

Page – 22/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 Inverter voltage 24 V 36/48 V 80 V
Logic low threshold 1.8 V 6V 6V
Logic high threshold 4.4 V 13.5 V 13.5 V
Voltage range 0 V ÷ 35 V 0 V ÷ 65 V 0 V ÷ 115 V

U 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 of digital inputs in standard Zapi configurations are listed below.
Custom hardware may feature different impedance values.

Inverter voltage 24 V 36/48 V 80 V

Input impedance 4.5 kΩ 14.5 kΩ 30 kΩ

4 Digital inputs DI1, DI2, DI5, DI6, DI7, DI8, and DI9 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
A1, A6, A7, A16, A17, A19, A20, A29, A31, A32, A35.

Microswitches
- It is suggested that microswitches have a contact resistance lower than 0.1 Ω
and a leakage current lower than 100 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.

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4.4.3 Analog inputs
Analog inputs are for functions such as accelerator or brake references and they
are acquired through a 10-bits analog-to-digital converter (resolution is given by
the 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 80 V

Input impedance 99 kΩ 143 kΩ
Maximum frequency 13 Hz 10 Hz

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

Negative supply of the potentiometer is to be taken from A5 (GND).

Potentiometer resistance should be in the 0.5 k – 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 such a case, the digital
input state is derived by SW from the ADC result. 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
22 nF capacitor to -B for ESD protection.
Connector position
A15, A30.

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U If an analog input is used as a speed feedback, a system safety strategy
must be defined.

U The application software takes care of analog input errors such as VACC
OUT OF RANGE or VACC NOT OK. See paragraph 10.3.

4.4.4 Special inputs

Special inputs normally configured as digital inputs active to -B are available on
pins A18 and A21. It is possible to configure them differently in order to get two
additional digital inputs active to +B or two additional analog inputs (electrically
compatible with standard digital or analog inputs).

A proper hardware configuration permits to transform A18 and A21 in an interface

for a sense-coil or for an absolute sin/cos sensor (PMSM) for special applications
that use brushless motor. For more details about sensor installation see also
paragraphs 5.2.5, 5.2.6.
Protection
Each special input has a 22 nF capacitor to -B for ESD protection.
Connector position
A18, A21.

4.4.5 Encoder inputs

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

Supply voltage 5V 12 V
Logic low 1.4 V 6.4 V
Logic high 3.5 V 4.3 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 25/155

 Connector position
A13, A14.

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

For more details about encoder installation see also paragraph 5.2.4.

4 Note: encoder resolution and motor pole pairs are specified in the Console home
page, which shows a headline like the following:

A0MT2B ZP1.13

Where:
A0MT: ACE0 traction controller (M stands for “Master μC”, S for “Slave μC”)
(A0MP: ACE0 pump controller)
2: motor poles pair number
B: 64 pulses/rev encoder

Encoder resolution is given by the last letter as:

A: 32 pulses/rev
B: 64 pulses/rev
C: 80 pulses/rev
D: 128 pulses/rev

Encoder resolution can be changed through the dedicated parameters. See

paragraph 8.2.5.

4.4.6 MC output
Main (or line) contactor is operated through an open-drain PWM voltage-
controlled output on pin NMC A12.
In order to utilize the built-in free-wheeling diode, the coil must be supplied with
the key voltage, like pin KEY A10 (see chapter 3.2).
A special hardware configuration allows to utilize a built-in free-wheeling diode
connected to pin DI0 A1.
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 diode must be applied between the coil terminals.

Output features
 1 A continuous current (holding).
 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.

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  Configurable output voltage, by means of two dedicated parameters for
pulling and holding stages.

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

4 PWM frequency can be changed by software. However, 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 the
positive supply pin (A10 or A1, depending on the hardware configuration) and
ESD protected by means of a suppressing device. Protected against reverse
polarity of the battery.

Built-in diagnostics:
- Overcurrent
- Driver shorted
- Driver open
- Coil open

Refer to chapter 10 more details about alarms.

4 Overcurrent protection is featured by hardware and it is shared with EB output.

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

current-controlled output.

U 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.

Connector position
A12.

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

freewheeling diode to the positive supply pin (A10 or A1, depending on the
hardware configuration) is built-in.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 27/155

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

U 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.

4.4.7 EB output
Electromechanical brake is operated through an open-drain PWM voltage-
controlled output on pin NEB A4. In order to utilize the built-in freewheeling diode,
the coil must be supplied with pin PEB A2 (see chapter 3.2).

For the 24V versions only, A2 is supplied by a smart high-side driver (see
paragraph 4.4.9). For the other versions, A2 may be supplied either by pin DI0 A1
or by pin PEV A3 depending on the hardware configuration.

In case the vehicle design does not allow the usage of the built-in free-wheeling
diode, i.e. if the return path integrity cannot be guaranteed in all situations,
external free-wheeling diodes must be applied over the inductive loads supplied
by the open drain outputs.

Output features
 Up to 22 A continuous current (holding current).
 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.

4 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 diodes to pin A2
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.
Built-in diagnostics:
- Overcurrent
- Driver shorted
- Driver open
- Coil open

Refer to chapter 10 for more details about alarms.

4 Overcurrent protection is featured by hardware and it is shared with MC output.

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4 EB output can be only a PWM voltage-controlled output. It cannot be used as
current-controlled output.

4 For version different from 24V, it is suggested to discuss with Zapi technicians
about the supply of pin A2.

U Driving an inductive load on a PWM open-drain output, make sure to have

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

Connector position
A2, A4.

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

freewheeling diode to pin A2 is built-in.

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

U 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.

4.4.8 Auxiliary outputs

Open-drain outputs can be used for operating services such as relays, hydraulic
valves, horn, etc.
They work in different modes depending on the hardware structure:
 On/off (EV1, EV4, EV5, and HORN).
 PWM current controlled (EVP1, EVP2).
 PWM voltage controlled (EV2, EV3).

In order to utilize the built-in free-wheeling diodes, the loads must be supplied
from pin A3 (see paragraph 3.2).
In case the vehicle design does not allow the usage of the built-in free-wheeling
diodes, i.e. if the return path integrity cannot be guaranteed in all situations,
external free-wheeling diodes must be applied over the inductive loads supplied
by the open drain outputs.

ON/OFF outputs features

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 29/155

  Up to 1 Arms continuous (hold current) and max 2 A peak (pull current)
for a maximum duration of 200 ms.
 Individual hardware for EV1 for driver shorted and driver open detection.

4 HORN output has not feedback hardware circuit. Any fault diagnosis is not
available but an self-protected driver is used

PWM Voltage controlled Outputs features

 Up to 1 Arms continuous (hold current) and max 2 A peak (pull current)
for a maximum duration of 200 ms.
 Individual hardware for driver shorted and driver open detection.
 1 kHz PWM frequencies. It is applied to all PWM outputs.
 Each PWM voltage controlled outputs can be modified with separate
software parameters.

PWM Current controlled Outputs features

 Up to 1.5 Arms continuous (hold current) and max 1.7 A peak.
 Individual hardware for driver shorted, driver open and coil open detection
 Self-protected against overload condition.
 Dithering feature thanks to a low amplitude current modulation at high
frequency (see paragraph 8.2.4).
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 A3.

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 3.2).

Built-in diagnostics:
- Overcurrent;
- Shorted driver;
- Open driver;
- Open coil (only for PWM current-controlled outputs).
-
Refer to section 10 for more details.

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

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4 The shunt resistor for overcurrent protection is shared among EV1, EV2, EV3,
EV4 and EV5 output. The overcurrent threshold is fixed by hardware to 9 A.

U The maximum total continuous current when outputs EV1, EV2, EV3, EV4,
and EV5 are active at the same time is 3 A. The maximum total peak current
is 9 A.

U 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
A8, A9, A11, A23, A24, A26, A33, A34.

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

free-wheeling diodes are mounted to the A3 pin.

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

U 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.

4.4.9 High-side driver

For 24 V versions, it is also available a high-side switch for critical functions
providing redundancy to turn OFF the EB.
If the open drain EB output is short circuited, it is possible to turn OFF the High
side switch to disconnect load.
The High side switch has maximum output current 3 A. The high side switch
(smart driver) has only ON/OFF control and it is present only on 24 V versions.
Protection
Internal hardware short circuit protection.

Built-in diagnostics:
- Shorted driver
- Open driver

Refer to section 10 for more detailed description.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 31/155

 Connector position
A2

4.4.10 Motor temperature measurement input

Input for motor-temperature sensor, for measuring the temperature of motor
windings, is available on pin PTH A22.
Compatible temperature sensors are like:
- KTY84 with 1000Ω @ 100°C.
- KTY83 with 1670Ω @ 100°C.
- PT1000 with 1385Ω @ 100°C.
On/Off.
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
A22

4.4.11 Sensor supply

Supply for external motor-speed sensors.
Output voltage is configurable via hardware by internal jumper to +12V or +5V;
total maximum output current is 100 mA.

4 Actual values for “+12V” and “+5V” are respectively 13.1 V ± 0.5 V and
5 V ± 0.3 V.

Protection
Sensor supply is protected against over current with a thermal shut down and
protected against accidental connection to +B with a diode.
Connector position
GND A5, +12/+5V A25.

4.4.12 Analog supply

A second supply for external analog sensors and analog speed or brake

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 potentiometers is available on pin A8 in substitution of EV5 output.
Output voltage is configurable via hardware by internal jumper to +12V or +5V;
maximum output current is 100 mA.

4 Actual values for “+12V” and “+5V” are respectively 13.1 V ± 0.5 V and
5 V ± 0.3 V.

Protection
Analog supply output is protected against over current with a thermal shut down
and protected against accidental connection to +B with a diode.
Connector position
GND A5, PPOT (+5/+12) A8.

4.4.13 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.
 Common-mode filter (resistors and capacitor) is present.
Protection
CAN bus interface is protected against accidental connection to +B and -B and
ESD protected.
Connector position
CANL A27, CANH A28.

4 CAN-cabling shall use a pair of twisted wires for CANH and CANL wires.

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

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 33/155

5 INSTALLATION HINTS
This section presents a general procedure for startup and verification of
ACE0/COMBIAC0 controller after installation on a vehicle.
The motor controller is a software configurable device. In a CAN supervisor
system, some or all aspects of setup and operations 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 events are available
to the master controller, stored in a log for service access (see chapter 10)
Events log provides additional information as well as procedures for pinpointing
and eliminating causes for warnings and errors.

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

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

equipment before applying power for the first time.

5.1 Material overview

Before starting the inverter, 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 5.6 Nm ÷ 8.4 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.
5.1.3 Fuses
- Use a 10 A fuse for protection of the auxiliary circuits.
- For the protection of the power unit, refer to chapter 10.5. The fuse value
shown is the maximum allowable. 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.

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 - Selection of appropriate fuse ratings is a system design issue and falls under
the OEMs responsibility.

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

5.2 Installation of the hardware

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

U For traction applications, raise up or otherwise disable driving 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 (in the event of a
malfunction of the pressure-relief valve).

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

injuries to personnel and damages to equipment.

U 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
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.

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
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.

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5.2.2 Wirings: CAN bus connections and possible interferences

4 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.

- 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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U 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.

U 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 37/155

U 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.

4 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).

5.2.3 Wirings: I/O connections

- After crimping cables, verify that all strands are entrapped in the wire barrel.
- Verify that all crimped contacts are completely inserted in the connector
cavities.
- For information about pin assignment, see chapter 4.

U A cable connected to the wrong pin can lead to short circuits and failures;
so, before turning on the truck for the first time, verify with an ohmmeter

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5.2.4 Connection of an encoder
ACE0/COMBIAC0 can handle different types of encoder. To control AC
motor, it is necessary to install an incremental encoder with 2 phases shifted
by 90°. The encoder supply can be 5 V or 12 V. For special applications it is
possible to install incremental encoder with zero-position signal.

A25 +5V/+12V Positive power supply.

A5 GND Negative power supply.
A14 ENC A Phase A.
A13 ENC B Phase B.
A20 Z POS Z-index.

Connection of a standard encoder.

Connection of an encoder with zero-position signal.

U VERY IMPORTANT
It is necessary to specify in the commercial order the type of encoder used,
in terms of power supply and electronic output, so that the logic can be
properly set by Zapi lines.

U VERY IMPORTANT
The number of pulses/rev can be properly set using the dedicated
parameters (see paragraph 8.2.5).

U The maximum speed detectable by standard hardware configuration can be

limited depending on number of pulse/rev. Contact Zapi technician for
checking this aspect.

U VERY IMPORTANT
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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 39/155

5.2.5 Connection of a sin/cos sensor
When the PMSM is of the BLAC type (when turning its shaft it produces
sinusoidal electromotive force at its terminals), it is necessary to install an
absolute sin/cos sensor. At the first key-on, an auto-teaching procedure has to be
performed so to acquire the sensor signals.

A25 +5V/+12V Positive power supply.

A5 GND Negative power supply.
A18 SIN Sine signal.
A21 COS Cosine signal.

Connections of a sin/cos sensor.

U VERY IMPORTANT
It is necessary to specify the type of sensor used in terms of power supply,
electronic output and number of pulses per revolution, because the logic
unit and the software must be set in the correct way by Zapi.

5.2.6 Connection of Hall sensors

When the PMSM is of the BLDC type, it must be controlled with a six steps
inverter (trapezoidal waves). A PMSM is a BLDC when, by turning its shaft
lightened, the electromotive force between two motor terminals is of trapezoidal
shape.
To control BLDC motor with Zapi inverter, it is necessary to three Hall sensors.
Hall sensors power supply can be +5 or +12 V.

A25 +5V/+12V Positive power supply.

A5 GND Negative power supply.
A13 HS1 Hall sensor 1.
A14 HS2 Hall sensor 2.
A18 HS3 Hall sensor 3.

Connection of Hall sensors.

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U VERY IMPORTANT
Since the logic unit and the software must be set in the correct way by Zapi
lines, it is absolutely mandatory to specify in the commercial order the type
of Hall sensors used (in terms of supply voltage, output voltage and
number of pulses per revolution), their configuration in the d-axis rotor
orientation and their sequence around one turn.

5.2.7 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.
5.2.8 Insulation of the truck frame

U 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.

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 5.3 EMC

U 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.
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.

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4 IMPORTANT NOTE: 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.

5.4 Various suggestions

- Never connect SCR low frequency chopper with asynchronous inverter
because the asynchronous filter capacitors alter the functioning of the SCR
choppers. If it is necessary to use two or more control units (for example
traction and lift), they must belong to the ZAPIMOS family.
- During battery charge, disconnect asynchronous from the battery.

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6 FEATURES

6.1 Operational features

- Speed control (three versions available: sensored, sense coil and sensorless,
as explained in the introduction section).
- Optimum behavior on a slope due to the speed feedback.
- 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
8.2.1).
- Stable speed in every position of the accelerator.
- Regenerative release braking based upon deceleration ramps.
- Regenerative braking when the accelerator pedal is partially released
(deceleration).
- Direction inversion with regenerative braking based upon deceleration ramp.
- Regenerative braking and direction inversion without contactors: only the
main contactor is present.
- The release braking ramp can be modulated by an analog input, so that a
proportional brake feature is obtained.
- Optimum sensitivity at low speeds.
- Voltage boost at the start and with overload to obtain more torque (with
current control).
- The inverter can drive an electromechanical brake.
- Hydraulic steering function:
 When ACE0/COMBIAC0 works as traction inverter:
- The traction inverter sends a "hydraulic steering function" request to
the pump inverter on the CAN bus line.
- If the pump inverter is not present (for ex: tractor application), the
traction inverter can manage a hydraulic steering function by driving
a hydraulic DC steering motor with DC section (see also paragraph
8.2.1 – HYDRO SETTINGS).
 When ACE0/COMBIAC0 works as pump inverter:
- The pump inverter manage an "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-diagnosis with faults that can be displayed through the console (Smart
console, PC CAN Console) or Zapi MDI/Display.
- Modification of parameters through the programming console (Smart
console, PC CAN Console).
- Internal hour-meter with values that can be displayed on the console.
- Memory of the last five alarms with relative hour-meter and temperature
displayed on the console (Smart console, PC CAN Console).
- TESTER function within console (Smart console, PC CAN Console) for
checking main parameters.

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 6.2 Dual traction motor
In the case of dual traction motors, there is 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.

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
ACE0 / COMBIAC0 is protected against the following failures and malfunctions:
- 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

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 105 °C.

Thermal cutback

- 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.
- Protection against 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.
- Protection against accidental start-up
A precise sequence of operations are 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

U ZAPI controllers are designed according to the prEN954-1 specifications for

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

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7 START-UP HINTS

7.1 Check prior to initial power up

U 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).

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

prevent injury to personnel or damage to equipment

U After operation, even with the key switch open, the internal capacitors may
remain charged for some time. For safe operation, we recommend that the
battery is disconnected, and a short circuit is made between battery
positive and battery negative power terminals of the inverter using a
resistor between 10 ohm and 100 ohm.

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.

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 7.3 Set-up procedure for AC traction inverter
This section describes the basic set-up procedure for ACE0/COMBIAC0 to be
carried out using the Zapi Console.
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 8.2.3).
- 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.
- 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.).

7.3.1 Sin/cos-sensor case

Sin/Cos sensors have a sinusoidal output voltage, with variable amplitude and
offset, and normally sin/cos wave 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.

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 - 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.
- 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.
- 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).
- If increasing ABS.SENS. ACQ.ID is not enough, increase the
ABS.SENS.A.KTETA parameter. It manages the speed in the open-loop
phase and in some situations a faster speed can help to achieve a more
even rotation.

4 Offset angle can also be manually refined using the MAN.OFFSET ANGLE
parameter. However, the voltage range of the sensor must be first acquired using
the automatic procedure.

7.4 Set-up procedure for AC pump inverter

This section describes the basic set-up procedure for the ACE0 inverter in pump
configuration. If you need to replicate the same set of settings on different
controllers, use the SAVE and RESTORE sequence; otherwise go down the
following sequence.

- In ADJUSTMENT, set BATTERY VOLTAGE according to the nominal

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 battery voltage (see paragraph 8.2.3).
- 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 lift and lowering 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 parameter SET MOT.TEMPERAT according to the type of motor
thermal sensor adopted.
- Set the acceleration delay (ACCEL MODULATION and ACCEL DELAY
parameters). Test the behavior in both directions.
- Set the FREQUENCY CREEP starting from 0.3 Hz. The pump should
just run when the 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
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.

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8 PROGRAMMING & ADJUSTEMENTS
The ACE0/COMBIAC0 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
13.2.11) or thanks to the PC CAN Console (see section 13.1.3).
- 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 ACE0/COMBIAC0 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.

U 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.

SPECIAL
PARAMETER CHANGE SET OPTIONS ADJUSTMENT HARDWARE SETTING
ADJUSTMENT
ACC. TORQUE DEL. HM DISPLAY OPT. SET BATTERY ADJUSTMENT #01 TOP MAX SPEED
DEC. TORQUE DEL. HM CUSTOM 1 OPT. ADJUST KEY VOLT. ADJUSTMENT #02 CONF.POSITIVE LC
ACCELER. DELAY HM CUSTOM 2 OPT. ADJUST BATTERY CURR. SENS. COMP FEEDBACK SENSOR
RELEASE BRAKING TILL/SEAT SWITCH SET POSITIVE PEB DIS.CUR.FALLBACK POSITIVE E.B.
TILLER BRAKING EB ON TILLER BRK SET PBRK. MIN SET CURRENT ROTATION CW ENC
INVERS. BRAKING BATTERY CHECK SET PBRK. MAX SET TEMPERATURE ROTATION CW MOT
DECEL. BRAKING STOP ON RAMP MIN LIFT DC HW BATTERY RANGE ROTATION CW POS
PEDAL BRAKING PULL IN BRAKING MAX LIFT DC DUTY PWM CTRAP ENCODER PULSES 1
SPEED LIMIT BRK. SOFT LANDING MIN LOWER PWM AT LOW FREQ ENCODER PULSES 2
STEER BRAKING QUICK INVERSION MAX LOWER PWM AT HIGH FREQ MOTOR P. PAIRS 1
MAX SPEED FORW PEDAL BRK ANALOG THROTTLE 0 ZONE FREQ TO SWITCH MOTOR P. PAIRS 2
MAX SPEED BACK HARD & SOFT THROTTLE X1 MAP DITHER AMPLITUDE •••
MAX SPEED LIFT HB ON / SR OFF THROTTLE Y1 MAP DITHER FREQUENCY
1ST PUMP SPEED MAIN POT. TYPE THROTTLE X2 MAP HIGH ADDRESS
HYDRO SETTING
2ND PUMP SPEED AUX POT. TYPE THROTTLE Y2 MAP CAN BUS SPEED
3RD PUMP SPEED SET MOT.TEMPERAT THROTTLE X3 MAP EXTENDED FORMAT DC PUMP
4TH PUMP SPEED STEERING TYPE THROTTLE Y3 MAP DEBUG CANMESSAGE HYDRO PUMP SPEED
5TH PUMP SPEED M.C. FUNCTION BAT. MIN ADJ. CONTROLLER TYPE HYDRO COMPENS.
HYD PUMP SPEED EBRAKE ON APPL. BAT. MAX ADJ. SAFETY LEVEL PUMP IMAX
CUTBACK SPEED 1 AUX OUT FUNCTION BDI ADJ STARTUP RS232 CONSOLLE PU. ACCELER. DEL
CUTBACK SPEED 2 SYNCRO BDI RESET ID CANOPEN OFST PU. DECELER. DEL
H&S CUTBACK AUTO PARK BRAKE BATT.LOW TRESHLD 2ND SDO ID OFST MAX SPEED LIFTDC
CTB. STEER ALARM AUTO LINE CONT. STEER RIGHT VOLT VDC START UP LIM LIFT DC CUTBACK
CURVE SPEED 1 ACCEL MODULATION STEER LEFT VOLT VDC UP LIMIT 1ST PU.DC SPEED
CURVE CUTBACK EVP TYPE STEER ZERO VOLT VDC START DW LIM 2ND PU.DC SPEED
FREQUENCY CREEP EVP2 TYPE MAX ANGLE RIGHT VDC DW LIMIT PU.DC CREEP SPD
TORQUE CREEP EV1 MAX ANGLE LEFT RESOLVER PULSE PU.DC COMPENSAT.
MAX. CURRENT TRA EV2 STEER DEAD ANGLE HYDRO TIME
MAX. CURRENT BRK EV3 STEER ANGLE 1 HYDRO FUNCTION
ACC SMOOTH EV4 STEER ANGLE 2
INV SMOOTH EV5 SPEED FACTOR
STOP SMOOTH HORN SPEED ON MDI
BRK SMOOTH HIGH DYNAMIC LOAD HM FROM MDI
STOP BRK SMOOTH INVERSION MODE CHECK UP DONE
BACKING SPEED STEER TABLE CHECK UP TYPE
BACKING TIME WHEELBASE MM MC VOLTAGE
EB. ENGAGE DELAY FIXED AXLE MM MC VOLTAGE RED.
AUXILIARY TIME STEERING AXLE MM EB VOLTAGE
ROLLING DW SPEED REAR POT ON LEFT EB VOLTAGE RED.
MIN EVP DISPLAY TYPE PWM EV2
MAX EVP ABS.SENS.ACQUIRE PWM EV3
EVP OPEN DELAY MAX. MOTOR TEMP.
EVP CLOSE DELAY STOP MOTOR TEMP.
MIN EVP2 A.SENS.MAX SE
MAX EVP2 A.SENS.MIN SE
EVP2 OPEN DELAY A.SENS.MAX CE
EVP2 CLOSE DELAY A.SENS.MIN CE
MAN.OFFSET ANGLE
MAN.OFFS.ANG.DEC
BAT.ENERGY SAVER
MOT.T. T.CUTBACK
VACC SETTING

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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 values Description of the parameter and possibly suggestions on
that can be set. how to set it.
(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
T = Traction controller (in single-motor applications)
TM = Traction main controller (in multiple-motor applications)
TS = Traction secondary controller (in multiple-motor applications)
P = AC pump controller
CO = CANopen controller
N = None

4 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 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
(T, TM, P, CO) (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
(T, TM, P, CO) (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.
(T, TM, P, CO)
(steps of 0.1 s) A special software feature manages the acceleration ramp
depending on the speed setpoint (see paragraph 9.4).

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
(T, TM, P, CO) (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 9.5).

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 PARAMETER CHANGE
Parameter Allowable range Description
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
(T, TM) (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 9.5).

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
(T, TM, CO) (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 9.5).

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.
(T, TM, P, CO) (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 9.5).

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
(T, TM, CO) (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 9.5).

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
(T, TM) (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 9.5).

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
(T, TM) (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 9.7).

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

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

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

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

2ND PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor when
nd
2 speed is requested. It represents a percentage of the
(P) (steps of 1%) maximum pump speed.

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 PARAMETER CHANGE
Parameter Allowable range Description
3RD PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor when
rd
3 speed is requested. It represents a percentage of the
(P) (steps of 1%) maximum pump speed.

4TH PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor when
th
4 speed is requested. It represents a percentage of the
(P) (steps of 1%) maximum pump speed.

5TH PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor when
5th speed is requested. It represents a percentage of the
(P) (steps of 1%) maximum pump speed.

HYD PUMP SPEED 0% ÷ 100% This parameter defines the speed of the pump motor used
for the steering, when HYDRO FUNCTION is ON. It
(P) (steps of 1%) represents a percentage of the maximum pump speed.

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

CUTBACK SPEED 2 10% ÷ 100% This parameter defines the maximum speed performed
when cutback input 2 is active. It represents a percentage
(T, TM, P) (steps of 1%) of TOP MAX SPEED.

H&S CUTBACK 10% ÷ 100% This parameter defines the maximum speed performed
when the Hard-and-Soft function is active. It represents a
(T, TM) (steps of 1%) percentage 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
(T, TM) (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.
(T, TM) (steps of 1%) The parameter represents a percentage of TOP MAX
SPEED.

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

FREQUENCY CREEP 0.6 Hz ÷ 25 Hz This parameter defines the minimum speed when the
forward- or reverse-request switch is closed, but the
(T, TM, P) (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
(T, TM, P, CO) (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
(T, TM, P, CO) (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
(T, TM, P, CO) (steps of 1%) factory-calibrated maximum current.

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 PARAMETER CHANGE
Parameter Allowable range Description
ACC SMOOTH 1÷5 This parameter defines the acceleration profile: 1 results in
a linear ramp, higher values result in smoother parabolic
(T, TM, P, CO) (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
(T, TM, CO) (steps of 0.1) ramp, higher values result in smoother parabolic profiles.

STOP SMOOTH 3 Hz ÷ 100 Hz This parameter defines the frequency at which the
smoothing effect of the acceleration profile ends.
(T, TM, P, CO) (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
(T, TM, CO) (steps of 0.1) profiles.

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

BACKING SPEED 0% ÷ 100% This parameter defines maximum speed performed when
the inching function is active. The parameter represents a
(T, TM) (steps of 1%) percentage of TOP MAX SPEED.

BACKING TIME 0 s ÷ 10 s This parameter defines the duration of the inching function.
(T, TM) (steps of 0.1 s)

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
(T, TM, P, CO) (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
(T, TM, P, CO) (steps of 0.1 s) ON.

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

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.

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 PARAMETER CHANGE
Parameter Allowable range Description
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.

MIN EVP2 0% ÷ 100% This parameter determines the minimum current applied
on the EVP2 when the position of the potentiometer is at
(A) (steps of 1/255) the minimum. This parameter is not effective if the EVP2 is
programmed like an on/off valve.

MAX EVP2 0% ÷ 100% This parameter determines the maximum current applied
to the EVP2 when the position of the potentiometer is at
(A) (steps of 1/255) the maximum. This parameter also determines the current
value when the EVP2 is programmed like an ON/OFF
valve.

EVP2 OPEN DELAY 0 s ÷ 12.75 s It determines the acceleration ramp on EVP2. The
parameter sets the time needed to increase the current to
(A) (steps of 0.05 s) the maximum possible value.

EVP2 CLOSE DELAY 0 s ÷ 12.75 s It determines the deceleration ramp on EVP2. The
parameter sets the time needed to decrease the current
(A) (steps of 0.05 s) from the maximum possible value to zero.

HYDRO SETTINGS
COMBIAC0 has the possibility to drive an AC motor and a DC pump motor
simultaneously, the PARAMETER CHANGE list has these additional parameters
relative to the DC pump control.

HYDRO SETTINGS
Parameter Allowable range Description
DC PUMP OFF ÷ ON It manages the DC chopper:
(A) OFF = Only AC three-phase traction controller (ACE0).
ON = AC three-phase traction controller and DC pump
chopper (COMBIAC0).

HYDRO PUMP SPEED 0% ÷ 100% It defines the maximum speed of the hydraulic pump. In
particular, it defines the voltage applied to the pump motor
(A) (steps of 1) as a percentage of the maximum voltage.

HYDRO COMPENS. 0% ÷ 100% This parameter defines the voltage compensation applied
to the motor when the hydraulic pump is active. The
(A) amount of compensation is a function of the motor current.
(steps of 1%)
Aim of this function is to keep the speed constant in
different operating conditions.

PUMP IMAX 0% ÷ 100% It defines the maximum current of the DC pump chopper.
(A) (steps of 1%)

PU. ACCELER. DEL 0.1 s ÷ 25.5 s It defines the acceleration ramp for the pump motor.
(A) (steps of 0.1 s)

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 HYDRO SETTINGS
Parameter Allowable range Description
PU. DECELER. DEL 0.1 s ÷ 25.5 s It defines the deceleration ramp for the pump motor.
(A) (steps of 0.1 s)

MAX SPEED LIFTDC 0% ÷ 100% It limits the maximum speed of the lifting function. In
particular, it defines the voltage applied to the pump motor
(A) (steps of 1%) as a percentage of the maximum voltage.

LIFT DC CUTBACK 0% ÷ 100% It limits the maximum speed of the lifting cutback function.
In particular, it defines the voltage applied to the pump
(A) (steps of 1%) motor as a percentage of the maximum voltage.

1ST PU.DC SPEED 0% ÷ 100% It limits the maximum speed of the 1st function. In
particular, it defines the voltage applied to the pump motor
(A) (steps of 1%) as a percentage of the maximum voltage.

2ND PU.DC SPEED 0% ÷ 100% It limits the maximum speed of the 2nd function. In
particular, it defines the voltage applied to the pump motor
(A) (steps of 1%) as a percentage of the maximum voltage.

PU.DC CREEP SPD 0% ÷ 100% It sets the minimum speed for the pump motor. In
particular, it defines the voltage applied to the pump motor
(A) (steps of 1%) when the Lift SW is closed, as a percentage of the
maximum voltage.

PU.DC COMPENSAT. 0% ÷ 100% This parameter defines the voltage compensation applied
to the motor when the proportional lifting function is active.
(A) (steps of 1%) The amount of compensation is a function of the motor
current. Aim of this function is to reduce, as far as
possible, the speed difference between the loaded and
unloaded conditions.

HYDRO TIME 0 s ÷ 20 s (T, TM, TS, CO): in traction configurations, it defines the
time period in that the DC pump motor is left on after the
(A) (steps of 0.1 s) travel demand has been released.
(P): in pump configuration, it specifies how much time the
AC motor must remain active after the hydraulic request
has been released.

HYDRO FUNCTION NONE ÷ OPTION #2 This parameter selects how the pump that enables
hydraulic functions is managed.
(A)
NONE = No hydraulic functions is present.
KEYON = ACE0/COMBIAC0 drives a pump motor
from key-on and constantly keeps it on.
RUNNING = ACE0/COMBIAC0 drives a pump motor
only when there is an associated request (for
example a lift request).
OPTION #1 = ACE0/COMBIAC0 does not control a
pump motor, but the truck integrates hydraulic
functions and the ACE0/COMBIAC0 is the master
controller, controlling them through a valve. So the
output that drives the hydraulic valve (for example
EVP) is activated at key-on.
OPTION #2 = Same as OPTION#1, but the valve is
driven only when there is the associated request.

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8.2.2 SET OPTIONS
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
(T, TM, P, CO) 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.
(T, TM, P, CO)
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: The hour meter counts when the DC motor power
bridge is active.
3: The hour meter counts when one of the valve
outputs is active.
4: The hour meter counts when the three-phase
power bridge is active or the DC motor power bridge
is active.
5: The hour meter counts when the DC motor power
bridge is active or one of the valve outputs is active.
6: The hour meter counts when the three-phase
power bridge is active or the DC motor power bridge
is active or one of the valve outputs is active.

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

TILL/SEAT SWITCH HANDLE ÷ SEAT This option handles the input A1. This input opens when
the operator leaves the truck. It is connected to a key
(T, TM, P) voltage when the operator is present.
HANDLE = A1 is managed as tiller input (no delay
when released).
DEADMAN = A1 is managed as dead-man input (no
delay when released).
SEAT = A1 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:
(T)
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.

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 SET OPTIONS
Parameter Allowable range Description
BATTERY CHECK 0÷3 This option specifies the management of the low battery
charge situation. There are four levels of intervention:
(T, TM, P, CO)
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 8.2.3.

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
(T, TM, P, CO) 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).

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.

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 SET OPTIONS
Parameter Allowable range Description
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.
(T, TM, P) 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.
(T, TM) ON = Brake pedal outputs an analog signal, braking is
linear.
OFF = Brake pedal outputs a digital signal, braking is
on/off.

HARD & SOFT OFF ÷ ON This parameter enables or disables the Hard-and-Soft
functionality. With H&S, it is possible to start the truck (at
(T, TM) reduced speed) only by activating the H&S switch and the
accelerator, without the tiller input.
ON = H&S function is enabled.
OFF = H&S function is disabled (default option).

HB ON / SR OFF OFF, ON This parameter defines the function associated with input
A18.
(T, TM)
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 A15.
(T, TM)
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 A30.
(T, TM, P)
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 For For
13 ÷
÷ future 13 ÷ 15 future future
uses uses 15 uses
15

SET MOT.TEMPERAT NONE ÷ OPTION#2 Sets the motor temperature sensor type.
(T, TM, P, CO) NONE = no motor thermal sensor switch is connected.
DIGITAL = a digital (ON/OFF) motor thermal sensor is
connected to A22.
OPTION#1 = an analogue motor thermal sensor is
connected to A22. The temperature sensor is a KTY
84-130 PTC (positive thermal coefficient resistance).
OPTION#2 = an analogue motor thermal sensor is
connected to A22. The temperature sensor is a KTY
83-130 PTC (positive thermal coefficient resistance)
OPTION#3 = an analog motor thermal sensor is
connected to A22. The temperature sensor is a PT1000
PTC (positive thermal coefficient resistance).

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 SET OPTIONS
Parameter Allowable range Description
STEERING TYPE NONE ÷ ANALOG It allows to select which type of steering unit is connected to
the controller.
(T, TM)
NONE = NO steering module is present on the truck,
ACE0/COMBIAC0 does not wait for CAN message by
the EPS and it does not apply EPS and braking steer
cutback.
OPTION#1 = EPS is present and it is configured with
an ENCODER + TOGGLE SWITCHES. These signals
are transmitted to ACE0/COMBIAC0 over CAN bus.
OPTION#2 = EPS is present and it is configured with a
POT + ENCODER. These signals are transmitted to
ACE0/COMBIAC0 over CAN bus.
ANALOG = A hydraulic steer is used on the truck and
ACE0/COMBIAC0 is reading through one of its analog
input the signal coming from a wheel potentiometer in
order to read the wheel rotation.

M.C. FUNCTION OFF ÷ OPTION#2 This parameter defines the configuration of the NLC output
(A12), 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 (A12) or not.
(T, TM, P, CO)
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.
(T, TM, P, CO)

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 SET OPTIONS
Parameter Allowable range Description
AUX OUT FUNCTION NONE, BRAKE This parameter enables or disables the NEB output (A4),
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. .

SYNCRO OFF ÷ ON This parameter 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 This parameter enables or disables the autonomous
management of the brake.
(CO)
OFF = E.B. is activated or deactivated according to the
signal received via CAN bus.
ON = E.B. is managed by the controller itself ignoring
any activation/deactivation signal received via CAN
bus.

AUTO LINE CONT. OFF ÷ ON This parameter enables or disables the autonomous
management of the main contactor.
(CO)
OFF = Main contactor is opened or closed according to
the signals received by CAN bus.
ON = Main contactor is managed by the controller itself
ignoring any activation/deactivation signal received via
CAN bus.

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

modulation function.
(T, TM, P, CO)
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 9.4.

EVP TYPE NONE ÷ DIGITAL This parameter defines the behavior of output EVP1 (A24).
(A) NONE = Output A24 is not enabled.
ANALOG = Output A24 manages a PWM-modulated
current-controlled proportional valve.
DIGITAL = Output A24 manages an on/off valve.

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 SET OPTIONS
Parameter Allowable range Description
EVP2 TYPE NONE ÷ DIGITAL This parameter defines the behavior of output EVP2 (A23).
(A) NONE = Output A23 is not enabled.
ANALOG = Output A23 manages a PWM current-
controlled proportional valve.
DIGITAL = Output A23 manages an on/off valve.

EV1 ABSENT ÷ OPTION#2 This parameter defines the behavior of output EV1 (A9).
(A) ABSENT = Output A9 is not enabled.
OPTION#1 = Output A9 manages an ON/OFF valve.
By default it is activated by the 1st speed command.
OPTION#2 = free for future use.

EV2 ABSENT ÷ DIGITAL This parameter defines the behavior of output EV2 (A11).
(A) ABSENT = Output A11 is not enabled.
DIGITAL = Output A11 manages a PWM voltage-
controlled valve. The PWM frequency is 1 kHz and the
duty cycle depends on parameter PWM EV2
(ADJUSTMENTS list, paragraph 8.2.3).

EV3 ABSENT ÷ DIGITAL This parameter defines the behavior of output EV3 (A33).
(A) ABSENT = Output A33 is not enabled.
DIGITAL = Output A33 manages a PWM voltage-
controlled valve. The PWM frequency is 1 kHz and the
duty cycle depends on parameter PWM EV3
(ADJUSTMENTS list, paragraph 8.2.3).

EV4 ABSENT ÷ DIGITAL This parameter defines the behavior of output EV4 (A34).
(A) ABSENT = Output A34 is not enabled.
DIGITAL = Output A34 manages an on/off valve.

EV5 ABSENT ÷ DIGITAL This parameter defines the behavior of output EV5 (A8).
(A) ABSENT = Output A8 is not enabled.
DIGITAL = Output A8 manages an on/off valve.

HORN ABSENT ÷ DIGITAL It enables the control of output HORN (A26).

(A) ABSENT = Output A26 is not enabled.
DIGITAL = Output A26 manages an ON/OFF valve.

HIGH DYNAMIC OFF ÷ ON This parameter enables or disables the high-dynamic

function.
(T, TM, P, CO)
ON = All acceleration and deceleration profiles set by
dedicated parameters are ignored and the controller
works always with maximum performance.
OFF = Standard behavior.

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 SET OPTIONS
Parameter Allowable range Description
INVERSION MODE OFF ÷ ON This parameter sets the behavior of the Quick-Inversion
input (A7):
(T, TM)
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.
(TM) 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 9.13 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’s axles. The
(TM) distance must be expressed in millimeters.
See paragraph 9.13.

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
(TM) expressed in millimeters.
See paragraph 9.13.

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
(TM) expressed in millimeters.
See paragraph 9.13.

REAR POT ON LEFT OFF ÷ ON This parameter defines the position of the steering
potentiometer.
(TM)
OFF = The steering potentiometer is not placed on the
rear-left wheel.
ON = The steering potentiometer is placed on the rear-
left wheel.

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 SET OPTIONS
Parameter Allowable range Description
DISPLAY TYPE 0÷9 This parameter defines which type of display is connected
to the inverter.
(T, TM, P)
0 = None.
1 = MDI PRC.
2 = ECO DISPLAY.
3 = SMART DISPLAY.
4 = MDI CAN.
5 ÷ 9 = available for future developments.

ABS.SENS.ACQUIRE OFF ÷ ON This parameter activates the acquisition of motor speed

(Only for BLE0 with sensor used for PMSM (Permanent-Magnets Synchronous
sin/cos or PWM sens) Motor).
(A) Contact Zapi technicians for a detailed description of
the acquisition procedure.

4 IMPORTANT NOTE: output EV5 may be not available depending on hardware

configuration even if the parameter EV5 is set as PRESENT.

8.2.3 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 feeding pin A3.
The 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.
(T, TM, CO) (steps of 0.1V)

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

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 ADJUSTMENTS
Parameter Allowable range Description
MIN LIFT DC 0 V ÷ 25.5 V It records the minimum value of lifting potentiometer when
the lift switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(T, TM, TS, P)

MAX LIFT DC 0 V ÷ 25.5 V It records the maximum value of lifting potentiometer when
the lift switch is closed.
(Read Only) (steps of 0.1V)
See paragraph 9.2.
(T, TM, TS, P)

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.
(T, TM, TS, P)

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.
(T, TM, TS, P)

THROTTLE 0 ZONE 0% ÷ 100% This parameter defines a dead band in the accelerator
input curve.
(T, TM, P) (steps of 1%)
See paragraph 9.8.

THROTTLE X1 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

THROTTLE Y1 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

THROTTLE X2 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

THROTTLE Y2 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

THROTTLE X3 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

THROTTLE Y3 MAP 0% ÷ 100% This parameter defines the accelerator input curve.
(T, TM, P) (steps of 1%) See paragraph 9.8.

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
(T, TM, P, CO) (steps of 0.1%) used.
See paragraph 9.10.

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
(T, TM, P, CO) (steps of 0.1%) used.
See paragraph 9.10.

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 ADJUSTMENTS
Parameter Allowable range Description
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.
(T, TM, P, CO) (steps of 0.1%)
See paragraph 9.10.

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
(T, TM, P, CO) (steps of 1%) calibrate the discharge algorithm for the battery used.
See paragraph 9.10.

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

STEER RIGHT VOLT 0 V ÷ 25.5 V This parameter records the maximum steering-control
voltage while turning right.
(T,TM) (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.
(T,TM) (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.
(T,TM) (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.
(T,TM) (steps of 1°)

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

STEER DEAD ANGLE 1° ÷ 50° This parameter defines the maximum steering-wheel
angle up to which the permitted traction speed is 100%.
(T, TM) (steps of 1°)
See paragraph 9.7.

STEER ANGLE 1 1° ÷ 90° This parameter defines the steering-wheel angle at which
traction speed is reduced to the value imposed by CURVE
(T, TM) (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 9.7.

STEER ANGLE 2 1° ÷ 90° This parameter defines the steering-wheel angle beyond
which traction speed is reduced to CURVE CUTBACK.
(T, TM) (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 9.7.

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 ADJUSTMENTS
Parameter Allowable range Description
SPEED FACTOR 0 ÷ 255 This parameter defines the coefficient used for evaluating
the truck speed (in km/h) from the motor frequency (in Hz),
(T, TM, CO) (steps of 1) according to the following formula:

⁄ 10 ∙  

SPEED ON MDI OFF ÷ ON This parameter enables or disables the speed visualization
on MDI display:
(T, TM, CO)
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.
(T, TM, P, CO)
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.
(T, TM, P, CO)

CHECK UP TYPE NONE ÷ OPTION#3 This parameter defines the CHECK UP NEEDED warning:
(T, TM, P, CO) 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.

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

PWM applied to the main-contactor output (A12) during the
(A) (steps of 1%) 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 9.9.

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

PWM applied to the electromechanical brake output (A4)
(A) (steps of 1%) 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 9.9.

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 ADJUSTMENTS
Parameter Allowable range Description
PWM EV2 0% ÷ 100% This parameter defines the duty-cycle of the PWM applied
to EV2 output (A11).
(A) (255 steps)

PWM EV3 0% ÷ 100% This parameter defines the duty-cycle of the PWM applied
to EV3 output (A33).
(A) (255 steps)

MAX. MOTOR TEMP. 60°C ÷ 175°C This parameter defines the motor temperature above
which a 50% cutback is applied to the maximum current.
(T, TM, P, CO) (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.

STOP MOTOR TEMP. 60°C ÷ 190°C This parameter defines the maximum motor temperature
permitted, above which the controller stops driving the
(T, TM, P, CO) (steps of 1°C) motor.

A.SENS.MAX SE Volt This parameter records the maximum offset voltage at the
(Only for BLE0 with sine analog input during the auto-teaching procedure.
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 BLE0 with sine analog input during the auto-teaching procedure.
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 BLE0) cosine analog input during the auto-teaching procedure.
(A) It can be compared with the A.SENS.OFFSET CR entry
value.

A.SENS.MIN CE Volt This parameter records the minimum offset voltage at the
(Only for BLE0 with cosine analog input during the auto-teaching procedure.
sin/cos sensor)
It can be compared with the A.SENS.OFFSET CR entry
(A) value.

MAN.OFFSET ANGLE 0° - 180° This parameter gives the possibility to manually adjust the
(Only for BLE0) offset angle present between the absolute position sensor
(steps of 0.1°) and the PMSM rotor orientation. The unit is degrees and
(A) the max value is 180°.

MOT.T. T.CUTBACK 0% - 100% This parameter defines the motor thermal cutback. The
control linearly reduces the motor torque basing on the
(A) (256 steps) motor temperature. Reference limits of the linear reduction
are MAX MOTOR TEMP and TEMP. MOT. STOP.
See paragraph 9.14.

BAT.ENERGY SAVER OFF ÷ ON When set to ON, this parameter enables the possibility to
save the battery charge when it has reached a certain
(T, TM, P) value, through a maximum torque reduction.

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8.2.4 SPECIAL ADJUST.

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

ADJUSTMENT #02 Gain of the second traction-motor current-sensing amplifier.

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

CURR. SENS. COMP OFF ÷ ON This parameter enables or disables the linear compensation
for the current sensors.
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 See table on the right (Factory adjusted). This is maximum current that the
inverter can provide to the motor.
(Read Only)
(A) Controller Allowable values
voltage [Arms]

24V 220, 320, 350

36V/48V 180, 280, 320

80V 200

SET TEMPERATURE 0°C ÷ 255°C This parameter calibrates the 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)

DUTY PWM CTRAP 0% ÷ 100% This parameter defines the duty cycle for overcurrent
threshold. Reserved.
(Read Only)
(A)

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 SPECIAL ADJUST.
Parameter Allowable range Description
ADJUSTMENT #03 0% ÷ 255% Gain of the pump-motor current-sensing amplifier.
(Read Only) NOTE: only Zapi technicians can change this value through
a special procedure.

SET CURRENT PUMP See table on the right This is the pump motor maximum current.
(Read Only) Controller Allowable values
voltage [Arms]

24V 270, 300, 400

36V/48V 220, 300

80V 200

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.

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

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)

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 SPECIAL ADJUST.
Parameter Allowable range Description
CONTROLLER TYPE 0 ÷ 15 This parameter defines the controller type:
(A) 0 = Traction AC
1 = Pump AC
2 = CAN OPEN AC
3 = Dual traction AC (master)
4 = Dual traction AC (slave)
5 = Traction brushless
6 = Pump brushless
7 = CAN OPEN brushless
8 = Dual traction brushless (master)
9 = Dual traction brushless (slave)
10 = Multi-motor traction AC (slave 2)
11 = Multi-motor traction AC (slave 3)
12 = Multi-motor traction brushless (slave 2)
13 = Multi-motor traction brushless (slave 3)
14 = Gen. set AC (slave 2)
15 = Gen. set brushless (slave 3)
NOTE: a mismatch between this parameter and the
hardware configuration may lead to a severe malfunctioning
of the controller.

SAFETY LEVEL 0÷3 This parameter defines the safety level of the controller, i.e.
the functionality of the supervisor microcontroller.
(T, TM, P, CO)
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.

ID CANOPEN OFST 0 ÷ 56 This parameter defines the offset of the CANopen 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
(T, TM, P, CO) reduced in order to avoid an overvoltage condition during
braking.

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 SPECIAL ADJUST.
Parameter Allowable range Description
VDC UP LIMIT 0% ÷ 255% This parameter defines the battery voltage (as percentage
of the nominal voltage) above which the inverter stops and
(T, TM, P, CO) (by 1% steps) gives a LOGIC FAILURE #1 alarm in order to avoid a
damaging 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
(T, TM, P, CO) (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 and
(T, TM, P, CO) (by 1% steps) gives a LOGIC FAILURE #3 alarm in order to avoid an
uncontrolled shutdown due to an undervoltage condition.

RESOLVER PULSE Used for special resolvers. Reserved.

(A) Note: only Zapi technicians can change this value.

8.2.5 HARDWARE SETTING

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

4 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.
(T, TM, P, CO) (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 PEV (pin A3)
1: The positive supply of Main Contactor coil is
connected to KEY (pin A10)
2: The positive supply of Main Contactor coil is
connected to TILLER input (pin A1)
NOTE: only Zapi technicians can change this value
through a special procedure.

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 HARDWARE SETTING
Parameter Allowable range Description
FEEDBACK SENSOR 0÷6 This parameter defines the type of the adopted speed
sensor. 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).

POSITIVE E.B. 0÷2 This parameter defines the hardware configuration for the
positive terminal of the electromechanical brake PEB (A2).
(A)
0 = PEB is managed by the smart driver (available for
24V version only).
1 = PEB comes from the TILLER input (A1). The internal
jumper must be properly configured.
2 = PEB comes from PEV (A3). PEV must be connected
to terminal +B of the controller. This is the default
configuration for 36/48V and 80V version.

ROTATION CW ENC OPTION#1 ÷ OPTION#2 It defines how the signal sequence coming from the
encoder channels is expected by controller
(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
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 BLE0)
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. It must be set equal to ENCODER PULSES 2;
(A) otherwise the controller raises an alarm.
The available options are:
32, 48, 64, 80, 64, 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

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 HARDWARE SETTING
Parameter Allowable range Description
ENCODER PULSES 2 32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution. It must be set equal to ENCODER PULSES 1;
(A) otherwise the controller raises an alarm.
The available options are:
32, 48, 64, 80, 64, 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
traction motor. It must be set equal to MOTOR P. PAIRS
(A) 2; otherwise the controller raises an alarm.

MOTOR P. PAIRS 2 1 ÷ 30 This parameter defines the number of pole pairs of the
traction motor. It must be set equal to MOTOR P. PAIRS
(A) 1; 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
T = Traction controllers (in single motor applications)
TM = Traction main controllers (in multiple motor applications)
TS = Traction secondary controllers (in multiple motor applications)
P = AC pump controllers
CO = CANopen controllers
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 (A10) value measured in real time.
(A)

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

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
DC BUS CURRENT Ampere (1 A) Estimation of the DC current the inverter is drawing from
the battery.
(A)

BATTERY CHARGE Percentage (1%) Estimation of the battery charge based on the battery
voltage.
(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 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.
(A)

2 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

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
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.

FLAGS LIMITATION ON, OFF Flag for any current limitation being active, for example
thermal current cutback, maximum current reached, etc. .
(A)

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

-3
STATOR FLUX MWB 10 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.
(T, TM)

TEMPERATURE 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.

DC PUMP CURRENT Ampere (1 A) DC current of the pump motor.

(A)

DC PUMP VMN % (1%) Voltage applied to the pump motor.

(A) Duty cycle of the PWM applied to the motor.

DI0-A1 TILLER SW OFF/ON Status of the TILLER/SEAT input (pin A1).

(T, TM, TS)

DI1-A7 QI/PB SW OFF/ON Status of the quick-inversion/pedal-brake input (pin A7).

(T, TM)

DI2-A6 HS SW OFF/ON Status of the hard & soft input (pin A6).
(T, TM)

DI3-A32 FW SW OFF/ON Status of the forward input (pin A32).

(T, TM)

DI3-A32 ENABLE OFF/ON Status of the digital input 3 on (pin A32).

(T, TM)

DI3-A32 FW-INCH OFF/ON Status of the forward input (pin A32), when the inching
function is enabled.
(TS)

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 79/155

 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
DI4-A31 BW SW OFF/ON Status of the backward input (pin A31).
(T, TM)

DI4-A31 BW-INCH OFF/ON Status of the backward input (pin A31), when the inching
function is enabled.
(TS)

DI5-A19 HORN OFF/ON Status of the digital input 5 (pin A19), dedicated to the horn
(not for BLE0).
(not for BLE0)
(T, TM)

DI5-A19 LOWER DC OFF/ON Status of the digital input 5 (pin A19), dedicated to the
lower function done through a descent proportional valve
(only for BLE0) on A24 (only for BLE0).
(T, TM)

DI6-A20 LOWER DC OFF/ON Status of the digital input 6 (pin A20), dedicated to the
lower function done through a descent proportional valve
(not for BLE0) on A24 (not for BLE0).
(T, TM)

DI7-A35 LFT/E DC OFF/ON Status of the digital input 7 (pin A35), dedicated to the lift
function (only for COMBIAC0).
(only for COMBIAC0)
(T, TM)

DI7-A35 ENAB. DC OFF/ON Status of the digital input 7 (pin A35) dedicated to the
enable function (only for ACE0).
(T, TM)

DI8-A17 SPD1 DC OFF/ON Status of the spare digital input 8 (pin A17).
(T, TM)

DI9-A29 PURID DC OFF/ON Status of the digital input 9 (pin A29).

(T, TM)

DI10-A16 SPD2 DC OFF/ON Status of the spare digital input 10 (pin A16).
(T, TM)

DI11-A18 CUTBAC1 OFF/ON Status of the spare digital input 11 (pin A18).
(T, TM)

DI12-A21 CUTBAC2 OFF/ON Status of the spare digital input 12 (pin A21).
(T, TM)

DI0-A1 SEAT SW OFF/ON Status of the TILLER/SEAT input (pin A1).

(P)

st
DI1-A7 SPD1 SW OFF/ON Status of the digital input 1 (pin A7), dedicated to the 1
pump speed (for ACE0/COMBIAC0 configured as pump
(P) controller).

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
DI2-A6 HYDRO SW OFF/ON Status of the digital input 2 (pin A6), dedicated to the
hydraulic request (for ACE0/COMBIAC0 configured as
(P) pump controller).

DI3-A32 LFT/E SW OFF/ON Status of the digital input 3 (pin A32), dedicated to the lift
function (for ACE0/COMBIAC0 configured as pump
(P) controller).

DI4-A31 LOWER SW OFF/ON Status of the digital input 4 (pin A31), dedicated to the
lowering function (for ACE0/COMBIAC0 configured as
(P) pump controller).

nd
DI5-A19 SPD2 SW OFF/ON Status of the digital input 5 (pin A19), dedicated to the 2
pump speed (for ACE0/COMBIAC0 configured as pump
(P) controller).

DI6-A20 FREE OFF/ON Status of the digital input 6 (pin A20), free for custom
functions (for ACE0 configured as pump controller).
(P)

rd
DI7-A35 SPD3 SW OFF/ON Status of the digital input 7 (pin A35), dedicated to the 3
pump speed (for ACE0/COMBIAC0 configured as pump
(P) controller).

th
DI8-A17 SPD4 SW OFF/ON Status of the digital input 8 (pin A17), dedicated to the 4
pump speed (for ACE0/COMBIAC0 configured as pump
(P) controller).

th
DI9-A29 SPD5 SW OFF/ON Status of the digital input 9 (pin A29), dedicated to the 5
pump speed (for ACE0/COMBIAC0 configured as pump
(P) controller).

DI10-A16 CUTBAC1 OFF/ON Status of the digital input 10 (pin A16), dedicated to the
pump cutback (for ACE0/COMBIAC0 configured as pump
(P) controller).

DI11-A18 FREE OFF/ON Status of the digital input 11 (pin A18), free for custom
functions (for ACE0/COMBIAC0 configured as pump
(P) controller).

DI12-A21 FREE OFF/ON Status of the digital input 12 (pin A21), free for custom
functions (for ACE0/COMBIAC0 configured as pump
(P) controller).

NODE ID 0 ÷ 56 Node ID of the controller over CAN bus.

(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)

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 81/155

 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
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)

TARGET EVP2 % (1%) Setpoint of the proportional electrovalve EVP2 transmitted

over CAN bus.
(CO)

TARGET PUMP % (1%) Setpoint of the DC pump transmitted over CAN bus.
(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.

A15 POT#1 Volt (0.01 V) Voltage of the analog input 1 (pin A15).
(A)

A30 POT#2 Volt (0.01 V) Voltage of the analog input 2 (pin A30).
(A)

D11-A18 POT#3 Volt (0.01 V) Voltage of the analog input 3 (pin A11), if the associated
hardware is configured as analog input.
(A)

D12-A21 POT#4 Volt (0.01 V) Voltage of the analog input 4 (pin A21), if the associated
hardware is configured as analog input.
(A)

SIN FB. INPUT Volt (0.01 V) Voltage of the sine input (pin A21).
(Only for BLE0 with
sin/cos sens)
(A)

COS FB. INPUT Volt (0.01 V) Voltage of the cosine input (pin A18).
(Only for BLE0 with
sin/cos sens)
(A)

A24 SET EVP Percentage (1%) Setpoint of the EVP1 output (pin A24).
(A)

A23 SET EVP2 Percentage (1%) Setpoint of the EVP2 output (pin A23).
(A)

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 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
A9 OUTPUT EV1 OFF/ON Status of the EV1 output (pin A9).
(A)

A11 OUTPUT EV2 OFF/ON Status of the EV2 output (pin A11).
(A)

A33 OUTPUT EV3 OFF/ON Status of the EV3 output (pin A33).
(A)

A34 OUTPUT EV4 OFF/ON Status of the EV4 output A34.

(A)

A8 OUTPUT EV5 OFF/ON Status of the EV5 output A8.

(A)

A26 OUTPUT HORN OFF/ON It shows the status of the HORN output (pin A26)..
(A)

A12 MAIN CONT. % (1%) Voltage applied over the main contactor coil. It
corresponds to the duty cycle value of PWM applied,
(A) expressed as percentage.

A4 ELEC.BRAKE % (1%) Voltage applied over the electromechanical brake coil. It

corresponds to the duty cycle value of PWM applied,
(A) expressed as percentage.

CTRAP HW Units (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)

A.SENS.OFFSET SR Digital units (1) Voltage offset of the sine signal, acquired during the
automatic acquisition of the sin/cos sensor.
(Only for BLE0 with
sin/cos sens)
(A)

A.SENS.OFFSET CR Digital units (1) Voltage offset of the cosine signal, acquired during the
automatic acquisition of the sin/cos sensor.
(Only for BLE0 with
sin/cos sens)
(A)

ANGLE OFFSET Degrees (0.1°) Angular offset between the stator and the sin/cos sensor.
(Only for BLE0 with
sin/cos sens)
(A)

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 83/155

 TESTER (Master µC)
Unit of measure
Parameter Description
(resolution)
ANGLE OFFSET ENC Degrees (0.1°) Angular offset between the stator and the index signal (in
case of ABI encoder, i.e. encoder with index – or zero –
(Only for BLE0 with signal).
encoder)
(A)

ROTOR POSITION Degrees (0.1°) Real-time absolute orientation of the rotor, expressed in
degrees.
(Only for BLE0)
(A)

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

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

(T, TM, CO)

CPU TIME F US - Reserved for Zapi technicians use.

(A)

CPU TIME M US - Reserved for Zapi technicians use.

(A)

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

DI0-A1 OFF/ON Status of the digital input 0 (pin A1).

(A)

DI1-A7 OFF/ON Status of the digital input 1 (pin A7).

(A)

DI2-A6 OFF/ON Status of the digital input 2 (pin A6).

(A)

DI3-A32 OFF/ON Status of the digital input 3 (pin A32).

(A)

DI4-A31 OFF/ON Status of the digital input 4 (pin A31).

(A)

DI5-A19 OFF/ON Status of the digital input 5 (pin A19).

(A)

DI6-A20 OFF/ON Status of the digital input 6 (pin A20).

(A)

DI7-A35 OFF/ON Status of the digital input 7 (pin A35).

(A)

DI8-A17 OFF/ON Status of the digital input 8 (pin A17).

(A)

DI9-A29 OFF/ON Status of the digital input 9 (pin A29).

(A)

DI10-A16 OFF/ON Status of the digital input 10 (pin A16).

(A)

DI11-A18 OFF/ON Status of the digital input 11 (pin A18).

(Not for BLE0)
(A)

DI12-A21 OFF/ON Status of the digital input 12 (pin A21).

(Not for BLE0)
(A)

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 85/155

 TESTER (Supervisor µC)
Unit of measure
Parameter Description
(resolution)
A15 POT#1 Volt (0.01 V) Status of the analog input 1 (pin A15).
(A)

A30 POT#2 Volt (0.01 V) Status of the analog input 2 (pin A30).
(A)

D11-A18 POT#3 Volt (0.01 V) Status of the analog input 3 (pin A18), when the
associated hardware is configured as analog input.
(A)

D12-A21 POT#4 Volt (0.01 V) Status of the analog input 3 (pin A21), when the
associated hardware is configured as analog input.
(A)

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

(CO)

Page – 86/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

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 ADJUSTEMNT list, they are:
- MIN LIFT DC
- MAX LIFT DC
- MIN LOWER

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 87/155

 - 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 ADJUSTEMNT list, they are:
- STEER RIGHT VOLT
- STEER LEFT VOLT
- STEER ZERO VOLT

See paragraphs 13.1.6 or 13.2.8 for acquiring procedure.

9.4 Acceleration time

The ACCEL DELAY parameter allows to define the acceleration rate depending
on the final-speed setpoint and on ACCEL MODULATION.
- ACCEL MODULATION = OFF
Acceleration time can be obtained applying this formula:

∙
100
- ACCEL MODULATION = ON
Acceleration time is evaluated differently by software for setpoint values
above or below 100 Hz.

Case 1 (black trace in the graph):

 Final-speed setpoint = 100 Hz
 ACCEL DELAY = 2.5 s
Acceleration time results 2.5 s.

Case 2 (red trace in the graph):

 Final-speed setpoint = 60 Hz
 ACCEL DELAY = 2.5 s
Acceleration rate is re-scaled so that acceleration time results equal to
ACCEL DELAY, in this case 2.5 s.

Case 3 (green trace in the graph):

 Final-speed setpoint = 150 Hz
 ACCEL DELAY = 2.5 s
Acceleration time results:
Acceltime sec ∙ Accelerdelay 3,75sec

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 Acceleration time.

9.5 Braking time

The DECEL. BRAKING parameter allows to define the deceleration rate
depending on the final-speed setpoint. Deceleration time is evaluated differently
by software for speed steps greater or smaller than 100 Hz.

Case 1 (black trace in the graph):

 Initial speed = 110 Hz
 Final-speed setpoint = 10 Hz
 DECEL. BRAKING = 2.5 s
The deceleration time results 2.5 s.

Case 2 (red trace in the graph):

 Initial speed = 60 Hz
 Final-speed setpoint = 10 Hz
 DECEL. BRAKING = 2.5 s
The deceleration rate is re-scaled so that the deceleration time results
equal to DECEL. BRAKING, in this case 2.5 s.

Case 3 (green trace in the graph):

 Initial speed = 150 Hz
 Final-speed setpoint = 10 Hz
 DECEL. BRAKING = 2.5 s
The deceleration time results:
Deceltime sec ∙ DecelBraking 3,75sec

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 89/155

 Braking delay.

4 Note: This example is valid for all the braking-related parameters:

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

Page – 90/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 9.6 Acceleration smoothness
Smoothing-related parameters define a parabolic profile for the acceleration or
deceleration ramps close to 0 rpm. Values have not a phisycal meaning: 1 means
linear ramp, higher values (up to 5) result in smoother accelerations.

Acceleration smoothness.

4 Note: This example is valid for ACC SMOOTH, BRK SMOOTH, INV SMOOTH.

9.7 Steering curve

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

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

Example:
 Three-wheel CB truck
 Permitted steering-wheel angles = -90° ÷ 90°

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 91/155

  CURVE SPEED 1 = 50%
 CURVE CUTBACK = 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.

9.8 Description of the throttle regulation

ACE0/CombiAC0 controls the truck speed by means of a not linear function of
the accelerator position, as to provide a better resolution of the speed control
when the truck is moving slowly.

For the definition of such response, the following parameters are used:
 THROTTLE 0 ZONE [% of MAX VACC]
 THROTTLE X1 POINT [% of MAX VACC]
 THROTTLE Y1 POINT [% of MAX SPEED]
 THROTTLE X2 POINT [% of MAX VACC]
 THROTTLE Y2 POINT [% of MAX SPEED]
 THROTTLE X3 POINT [% of MAX VACC]
 THROTTLE Y3 POINT [% of 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
defines a dead zone close to the neutral position.
For higher potentiometer voltages, the speed setpoint grows up as a polygonal
chain defined by the following table of points.

Page – 92/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 Throttle signal Speed setpoint
[% of MAX VACC] [% of MAX VACC]
0 FREQUENCY CREEP
THROTTLE 0 ZONE FREQUENCY CREEP
THROTTLE X1 POINT THROTTLE Y1 POINT
THROTTLE X2 POINT THROTTLE Y2 POINT
THROTTLE X3 POINT THROTTLE Y3 POINT
MAX VACC MAX SPEED

The following graph better displays the throttle – speed relationship.

Throttle profile.

9.9 NMC & NEB output

For the NMC output [or NEB output] there is the possibility to set a pull-in voltage
and to define a retention voltage continuously applied to the coil.

MC VOLTAGE [or EB VOLTAGE] parameter specifies the duty cycle applied in

the first second after key-on and MC VOLT RED [or EB VOLT RED] determines
the duty-cycle applied after that, necessary to keep the contactor closed [or brake
disengaged] according to this formula:
% ∙

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 93/155

 NMC & NEB output management.

Example 1:
MC VOLTAGE = 100%
MC VOLTAGE RED = 70%
Contactor is closed by applying 100% of duty-cycle to the coil and then then it is
reduced to 70%.

Example 2:
MC VOLTAGE = 70%
MC VOLTAGE RED. = 100%
Contactor is closed by applying 70% of duty-cycle to the coil and then it is kept at
the same value.

Example 3:
MC VOLTAGE = 70%
MC VOLTAGE RED = 70%
Contactor is closed by applying 70% of duty-cycle to the coil and then it is
reduced to 49% (70% of 70%).

9.10 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

Page – 94/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 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.
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.

4) 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.

9.11 EVP Setup

When the EVP is set as ANALOG (see paragraph 8.2.1) 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 8.2.1) determines the minimum current
set point applied to the valve when the position of the potentiometer is at the
minimum (MIN LOWER) (see paragraph 8.2.1).
Then, the current set point applied to the valve increases proportionally with the
potentiometer voltage up to the maximum (MAX EVP) (see paragraph 8.2.1),
reached when the position of the potentiometer is at the maximum (MAX
LOWER) (see paragraph 8.2.1).

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 95/155

 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 8.2.1).
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.

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.

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 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.

9.12 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).

Torque profile.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 97/155

 Torque curves.

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 9.13 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.
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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 99/155

 9.14 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.,

STOP MOTOR TEMP. and MOT.T. T.CUTBACK in the ADJUSTMENTS list.

A linear reduction is performed for temperatures between MAX. MOTOR TEMP.

and STOP MOTOR TEMP. . It acts scaling down the torque profile (see
paragraph 9.12) by a percentage from 100% to MOT.T. T.CUTBACK.

When motor temperature reaches STOP MOTOR TEMP., current cutback is fixed
to the percentage set in parameter MOT.T. T.CUTBACK.

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

4 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 parameter MOT.T. T.CUTBACK
is applied.

Page – 100/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

10 DIAGNOSTIC SYSTEM
The diagnostic system of ACE0/CombiAC0 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.

4 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

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 101/155

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

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

Page – 102/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 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's
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 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 0000 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 0000 247
calibration

Check-up done,
CHECK UP NEEDED Start-up 0 0000 249
key 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

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 103/155

 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE

ENCODER D.ERR XX Traction is stopped running Key re-cycle 3 FFA9 169

HOME SENS.ERR XX MC is opened , EB is applied, Running Key re-cycle 3 FFB0 176

EVP stopped

OFFSET SPD.SENS. EB is applied, Traction/Pump, Start-up Perform ABS 3 FF99 153

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

MC is opened (the command is

Start-up, stand-by,
EVP2 DRIVER OPEN released), EB is applied, Valves request 10 FFB8 184
running
Traction/Pump, valves stopped
Valves or
Start-up, stand-by,
EVP2 COIL OPEN Valves stopped Traction/Pump 10 50F2 182
running
request

MC is opened , EB is applied, Start-up, stand-by, Traction/Pump

EVP2 DRIV. SHORT 10 50F3 183
EVP stopped running request
Valves or
Start-up, stand-by,
STALL ROTOR Traction/Pump stopped Traction/Pump 11 FFD3 211
running
request

MC is not closed, EB is applied, Install the correct

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 0000 209
request
Valves or
MC is not closed, EB is applied, Start-up, stand-by,
SEAT MISMATCH Traction/Pump 15 FFDE 222
Traction/Pump stopped running
request

HW FAULT EV. MC is not closed, EB is applied, 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)

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 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Start-up, stand-by,
COIL SHOR. EVAUX Valves stopped Valves request 21 FFF1 241
running
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,
PUMP VMN LOW Start-up Traction/Pump 28 FF1C 28
Traction/Pump, valves stopped
request
Valves or
MC is not closed, EB is applied,
PUMP VMN HIGH Start-up Traction/Pump 29 FF1D 29
Traction/Pump, valves stopped
request
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

HW FAULT MC is not closed, EB is applied, Start-up Key re-cycle 32 FFE3 227

Traction/Pump stopped
Valves or
MC is not closed, EB is applied,
PUMP VMN NOT OK Start-up Traction/Pump 33 FFBE 190
Traction/Pump, valves stopped
request

HW FAULT EB. MC is opened, EB is applied, Start-up Key re-cycle 34 FFE5 229

Traction/Pump stopped

MC is not closed, EB is applied, Start-up, stand-by, Valves or

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
Valves or
applied (the command is
EB. DRIV.SHRT. Stand-by, running Traction/Pump 40 3222 254
released), Traction/Pump, valves
Request
stopped
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
Valves or
applied (the command is
EB. DRIV.OPEN Running Traction/Pump 42 3224 246
released), Traction/Pump, valves
Request
stopped
MC remains closed, EB is
Valves or
applied (the command is Start-up, Stand-by,
EB. COIL OPEN Traction/Pump 43 FFD8 216
released), Traction/Pump, valves running
Request
stopped
MC is not closed, EB is applied,
WAIT MOTOR STILL Start-up 45 FF9B 155
Traction/Pump stopped

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 105/155

 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
Valve, pump, traction stopped, Start-up 45 FFBA 186
WAIT MOT.P STILL
LC opened, EB applied

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 Valves or
Start-up, Stand-by,
THROTTLE PROG. applied (the command is Traction/Pump 48 FFF3 243
running
released), Traction stopped Request
Start-up, stand-by,
LIFT+LOWER Pump is stopped Pump request 49 FFBB 187
running
Lift/lower
Start-up, stand-by,
PUMP VACC NOT OK Traction/Pump motor is stopped potentiometer at 50 FFBC 188
running
rest
Valves or
Start-up, stand-by,
TILLER OPEN LC opens Traction/Pump 51 0000 228
running
Request
MC is open, EB is applied (the
PUMP I=0 EVER command is released), DC pump Running Pump request 52 2312 52
stopped
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
MC is open, EB is applied (the
PUMP I NO ZERO command is released), DC pump Running Pump request 56 FFBF 191
stopped
Valves or
MC is not closed, EB is applied,
OVERLOAD Running Traction/Pump 57 FFB4 180
Traction/Pump stopped
request
Valves or
MC is opened, EB is applied,
WRONG ZERO Start-up Traction/Pump 58 3201 252
Traction/Pump, valves 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

H&S input
TILLER ERROR Traction stopped, EB applied Stand-by, running 64 FFB9 185
released
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

MC is opened, EB is applied, Start-up, stand-by, Valves or

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,
SMARTDRIVER KO Start-up Traction request 69 3302 193
Traction/Pump, 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

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 MDI / CAN
Restart ZAPI
Error code Effect Condition LED OPEN
procedure CODE
CODE CODE
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
MC-EF COIL SHOR. Traction/Pump 76 2250 223
Traction/Pump, valves stopped MC closing),
request
stand-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 Accelerator at rest 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
SPEED FB. ERROR MC is opened , EB is applied, Running 81 FFAF 175
Traction/Pump
EVP stopped
request
Valves or
MC is opened, EB is applied,
ENCODER ERROR Running Traction/Pump 82 FF52 82
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 Traction request 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
STEER SENSOR KO 95 FFB3 179
(PARAMETER CHANGE list, running correct 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 97 FFC6 198
Traction/Pump, valves stopped
Key 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

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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 107/155

 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.

ACQUIRE END (MDI/LED code = 2)

Cause:
Absolute feedback sensor acquired.

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 A2) is at high value even if it should not.
For the versions where the smart driver is not installed (36/48V and 80V), it is
possible to decide where the positive supply for pin A2 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
8.2.5), 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 smart driver (available for 24V version
only).
- 1 = PEB comes from the TILLER input (A1).
- 2 = PEB comes from PEV (A3). PEV must be connected to terminal
+B of the controller. This is the default configuration for 36/48V and
80V version.

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

Troubleshooting:
- Verify that the parameter POSITIVE E.B. is set in accordance with the
actual coil positive supply (see paragraph 8.2.5).
- 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
8.2.2) and battery charge is evaluated to be lower than BATT.LOW
TRESHLD (ADJUSTMENTS list, paragraph 8.2.3).

Troubleshooting:
- Check the battery charge and charge it if necessary.

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 - 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 8.2.3) 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 8.2.3).

Troubleshooting:
- Check the mechanical calibration and the functionality of the brake
potentiometer.
- Acquire the minimum and maximum potentiometer values.
- 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 the controller is in CAN OPEN configuration (see parameter
CONTROLLER TYPE in SPECIAL ADJUST. list, paragraph 8.2.4).

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)

Cause
It is related to the capacitor-charging system:

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

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 109/155

 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.

COIL SHOR. EB (MDI/LED code = 76)

Cause
This alarm occurs when an overload of the EB driver (output NEB A4)
occurs.

Troubleshooting
- Check the connections between the controller outputs and the loads.
- Collect information about characteristics of the coil connected to the
driver 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.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.

COIL SHOR. EVAUX (MDI/LED code = 21)

Cause:
This alarm occurs when an overload of the EV drivers occurs.

Troubleshooting:
- Check the connections between the controller outputs and the loads.
- Collect information about characteristics of the coils connected to the
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.
In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.

COIL SHOR. MC (MDI/LED code = 76)

Cause
This alarm occurs when an overload of the MC driver (output NMC A12)
occurs.

Troubleshooting
- Check the connections between the controller outputs and the loads.
- Collect information about characteristics of the coil connected to the
driver 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.

Page – 110/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 - In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.

CONT. DRV. EV 02 (MDI/LED code = 21)

Cause:
AUX valve driver is not able to drive the load.

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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 111/155

 CURRENT GAIN (MDI/LED code = 92)
Cause:
The maximum 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 NMC
(A12) and -B.
- The driver circuit is damaged; replace the logic board.

DRV. SHOR. EV 02 (MDI/LED code = 21)

Cause:
AUX valve driver is shorted.

Troubleshooting:
- Check if there is a short circuit or a low impedance path between the
negative terminal of the coils and -B.
- If the problem is not solved, replace the logic board.

EB. COIL OPEN (MDI/LED code = 43)

Cause:
This fault appears when no load is connected between the NEB output (A4)
and the EB positive terminal PEB (A2).

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:
The EB coil driver is not able to drive the load. The device itself or its driving
circuit is damaged.

Troubleshooting:
This type of fault is not related to external components. Replace the logic
board.

EB. DRIV.SHRT. (MDI/LED code = 40)

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 Cause:
- The EB driver is shorted.
- The microcontroller detects a mismatch between the valve 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 parameters
settings (see paragraph 8.2.5).
- If the problem is not solved, replace the controller.

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.

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.

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 (MDI/LED code = 82)

Cause
This fault occurs when the frequency supplied to the motor is higher than 30
Hz and the signal feedback from the encoder has a too high jump in few tens
of milliseconds. This condition is related to an encoder failure.

Troubleshooting
- Check the electrical and the mechanical functionality of the encoder and
the wires crimping.
- Check the mechanical installation of the encoder, if the encoder slips
inside its housing it will raise this alarm.
- Also the electromagnetic noise on the sensor can be the cause for the
alarm. In these cases try to replace the encoder.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 113/155

 - If the problem is still present after replacing the encoder, the failure is in
the controller.

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.

EVP COIL OPEN (MDI/LED code = 9)

Cause:
No load is connected between the EVP output (A24) 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 DRIVER OPEN (MDI/LED code = 9)

Cause:
The EVP driver 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.

EVP DRIV. SHORT. (MDI/LED code = 9)

Cause
- The EVP driver (output A24) 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:
o the voltage applied across the EVP coil,
o the current in the coil,
o 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.
If the problem is not solved, it could be necessary to replace the controller.

EVP2 COIL OPEN (MDI/LED code = 10)

Cause:
No load is connected between the EVP2 output (A23) and the electrovalve
positive terminal.

Troubleshooting:
- Check the EVP2 condition.
- Check the EVP2 wiring.

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 - If the problem is not solved, replace the logic board.

EVP2 DRIVER OPEN (MDI/LED code = 10)

Cause:
The EVP2 driver is not able to drive the EVP2 coil. The device itself or its
driving circuit is damaged.

Troubleshooting:
This fault is not related to external components. Replace the logic board.

EVP2 DRIV. SHORT. (MDI/LED code = 10)

Cause
- The EVP2 driver (output A23) is shorted.
- The microcontroller detects a mismatch between the valve set-point and
the feedback of the EVP2 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:
o the voltage applied across the EVP2 coil,
o the current in the coil,
o 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.
- If the problem is not solved, it could be necessary to replace the
controller.

FIELD ORIENT. KO (MDI/LED code = 36)

Cause
The error between the Id (d-axis current) setpoint and the estimated Id 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 115/155

 - 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 detected 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 orientation
of the rotor 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:
At start-up, the hardware circuit dedicated to enable and disable the EB
driver (output A4) 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 A12) 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 wirings.
- Check microswitches for failures.

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 - 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.

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 Iq (q-axis current) setpoint and the estimated Iq 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
This fault appears when no load is connected between the NMC output A12
and the positive voltage (for example the KEY voltage).

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 117/155

 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 input states 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.

LOGIC FAILURE #1 (MDI/LED code = 19)

Cause
This fault is displayed when the controller detects an undervoltage condition
at the KEY input (A10). Undervoltage threshold depends on the nominal
voltage of the controller.

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

Undervoltage threshold 10V 10V 30V 30V

Troubleshooting (fault at startup or in standby)

- 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.

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 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.

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 TEMP. STOP (MDI/LED code = 65)

Cause:
The temperature sensor has overtaken the threshold defined by STOP
MOTOR TEMP. (if analog, see paragraph 8.2.3).

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 TEMPERAT. (MDI/LED code = 65)

Cause:
This warning occurs when the temperature sensor is open (if digital) or if it
has overtaken the MAX. MOTOR TEMP. threshold (if analog) (see paragraph
8.2.3).

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
CANbus communication does not work properly. The hexadecimal value “XX”
identifies the faulty node.

Troubleshooting

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 119/155

 - Verify the CANbus network (external issue).
- 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 7.3.1 for more details.

OPEN COIL EV. (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 A3). For the meaning of code
“XX”, refer to paragraph 10.510.5.

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)

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.

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 PEV NOT OK (MDI/LED code = 25)
Cause:
Terminal PCOM is not connected to the battery or the voltage is different
from that defined by parameter SET POSITIVE PEB (see the
ADJUSTMENTS list, paragraph 8.2.3).
This alarm can occur if output NAUX1 is present (and the related setting is
active) or the AUX OUT function is active.

Troubleshooting:
- Check PCOM terminal: it must be connected to the battery voltage (after
the main contactor).
- Set the nominal PCOM voltage in parameter SET POSITIVE PEB in
ADJUSTMENTS list (see paragraph 8.2.3).

POS. EB. SHORTED (MDI/LED code = 84)

Cause:
The voltage on pin A2 is high even if the smart driver is turned OFF.

Troubleshooting:
- Verify that the parameter POSITIVE E.B. is set in accordance with the
actual coil positive supply (see paragraph 8.2.5).
- Check if there is a short or a low impedance path between pin A2 and of
the +B. In case no failures/problems have been found, the problem is in
the controller, which has to be replaced.

POSITIVE LC OPEN (MDI/LED code = 35)

Cause
The positive voltage of LC is different from 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 8.2.5). Software, depending on
the parameter value, makes a proper diagnosis; a mismatch between the
hardware and the parameter configuration 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.

POWERMOS SHORTED (MDI/LED code = 89)

Cause
The DC-link voltage drops to zero when a high-side or low-side MOSFET is
turned on.

Troubleshooting
- Check that motor phases are correctly connected.
- Check that there is no dispersion to ground for every motor phases.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 121/155

 - In case the problem is not solved, replace the controller.

PUMP VACC NOT OK (MDI/LED code = 50)

Cause:
The minimum voltage of the lift potentiometer is not correctly set.

Troubleshooting:
It is suggested to repeat the acquiring procedure of MIN LIFT and MAX LIFT
(see paragraph 9.2).

PUMP VMN LOW (MDI/LED code = 28)

Cause:
The pump motor output is lower than expected, considering the PWM duty cycle
applied.

Troubleshooting:
A) If the problem occurs at start up (the LC does not close at all), check:
- Motor internal connections;
- Motor power cables connections;
- If the motor connection are OK, the problem is inside the controller.

B) If the problem occurs after closing the LC (the LC closes and then opens back
again), check:
- Motor internal connections;
- If motor windings/cables have leakages towards truck frame;
- If no problem are found on the motors, the problem is inside the
controller.

C) If the alarm occurs during motor running, check:

- Motor internal connections;
- If motor windings/cables have leakages towards truck frame;
- That the LC power contact closer properly, with a good contact;
- If no problem are found on the motors, the problem is inside the
controller, it is necessary to replace the logic board.

PUMP VMN HIGH (MDI/LED code = 29)

Cause:
This test is carried out when the pump motor is turning (PWM applied). The
pump motor output is higher than expected, considering the PWM applied.

Troubleshooting:
- Motor internal connections
- If motor windings/cables have leakages towards truck frame
- If no problem are found on the motors, the problem is inside the
controller, it is necessary to replace the logic board.

PUMP VMN NOT OK (MDI/LED code = 33)

Cause:
Switching the LC on, the software checks the output voltage on -P connector, and
expects that it is at a “steady state” value (if DC PUMP option is set to ON, see
paragraph 8.2.1 – HYDRO SETTINGS).
If the voltage is too low, this alarm occurs.

Troubleshooting:
Please check:

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 - The motor connected to -P must be completely still before this alarm
occurs. The software waits 30 seconds before showing this alarm. During
this time it shows the WAIT MOTOR STILL warning.
- Motor internal connections
- Motor power cables connections
- Motor leakage to truck frame
- If the motor connections are ok, the problem is inside the controller it is
necessary to replace the logic board.

PUMP I NO ZERO (MDI/LED code = 56)

Cause:
In standby condition (pump motor not driven), the feedback coming from the
current sensor in the pump chopper gives a value out of a permitted range,
because the pump current is not zero.

Troubleshooting:
This type of fault is not related to external components; replace the
controller.

PUMP I=0 EVER (MDI/LED code = 52)

Cause:
While the pump motor is running, the current feedback is constantly stuck to
zero.

Troubleshooting:
 Check the motor connection, that there is continuity. If the motor
connection is opened, the current cannot flow, so the test fails and the
error code is displayed;
 If everything is ok for what it concerns the motor, the problem could be in
the current sensor or in the related circuit.

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.

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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 123/155

 RPM HIGH (MDI/LED code = 0)
Cause:
This alarm occurs in Gen. Set versions when the speed exceeds the
threshold speed.

SEAT MISMATCH (MDI/LED code = 15)

Cause
This alarm can appear only in a Traction + Pump configuration or in a multi-
motor one.
There is an input mismatch between the traction controller and the pump
controller relatively to the TILLER/SEAT input (A1): the two values recorded
by the two controllers are different.

Troubleshooting
- Check if there are wrong connections in the external wiring.
- Using the TESTER function, verify that the seat inputs are in accordance
with the actual state of the external switch.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.

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.

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.

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.

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 - 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.

SMARTDRIVER KO (MDI/LED code = 69)

Cause:
There is a hardware problem in the smart driver circuit (high-side driver on
pin A2). The driver is set to be ON but the output voltage does not increase.

Troubleshooting:
- Verify that the EB coil is connected correctly between pin A2 and pin A4.
- Verify that the parameter POSITIVE E.B.is set in accordance with the
actual configuration (see paragraph 8.2.5). The software, in fact,
depending on specific parameter value, makes a proper diagnosis; a
wrong configuration of this parameter could generate a false fault.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.

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 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 125/155

 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 PROG. (MDI/LED code = 48)

Cause:
A wrong profile has been set in the throttle profile.

Troubleshooting:
Set properly the throttle-related parameters (see paragraph 9.8).

TILLER ERROR (MDI/LED code = 64)

Cause:
Input mismatch between the Hard&Soft input (A6) and the TILLER/SEAT input
(A1): the two inputs are activated at the same time.

Troubleshooting:
- Check if there are wrong connections in the external wiring.
- Using the TESTER menu of the controller verify that what the controller
sees in input is in accordance with the actual state of the external switch
inputs.
- Check if there is a short circuit between A6 and A1.
- 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 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.
- 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.

Page – 126/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 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.

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

Overvoltage threshold 35V 65V 115V 130V

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)

Cause
The logic board measures a voltage value across the DC-link that is
constantly out of range, above the maximum allowed value.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 127/155

 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:
- motor internal connections (ohmic continuity);
- motor power-cables connections;

Page – 128/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 - 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.

WAIT MOTOR STILL (MDI/LED code = 45)

Cause:
The controller is waiting for the motor to stop rotating. This warning can only
appear in controllers for brushless motors.

WAIT MOT.P STILL (MDI/LED code = 45)

Cause:
If DC Pump option is set to ON, the software expects the voltage on -P
output to be at a “steady state” value, before switching the LC on.
If the voltage is different, it could be due to the fact that the motor connected
to -P is not still. For this reason, the software waits 30 seconds for the
voltage to be at the “steady state” value (and for the pump motor to be still).
After this time, the software assumes that the problem is not due to the fact
that the pump motor is not still, and show the PUMP VMN NOT OK alarm.

Troubleshooting:
- If the motor connected to -P is still moving, just wait for it to be still.
- If not, in 30 seconds the alarm PUMP VMN NOT OK will appear.
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 parameters ENCODER PULSES 1 and ENCODER
PULSES 2 (see paragraph 8.2.5).

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 129/155

 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
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 the KEY
input A10) 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 A10. If it does not match, then modify the ADJUST BATTERY
parameter according to the value read by the voltmeter.
- Replace the battery.

WRONG ZERO(MDI/LED code = 58)

Cause:
At start-up, the amplifiers used to measure the motor voltage sense voltages
outside a fixed range.

Troubleshooting:
This fault is related to internal components. Replace the logic board.

Page – 130/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 10.4 Alarms from supervisor µC

Error MDI / CAN

Restart ZAPI
Effect Condition LED OPEN
Code procedure CODE
CODE CODE
Start-up, stand-by,
BUMPER STOP Traction sopped 0 FFC7 199
running

MC is opened, EB is applied,
WATCHDOG Stand-by, running Key re-cycle 8 6010 8
traction/pump stopped
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 3611 209
request

MC is opened, EB is applied,
SP MISMATCH xx Running Key re-cycle 15 FFF2 242
traction/pump stopped

MC is opened, EB is applied,
OUT MISMATCH xx Running Key re-cycle 16 FFE3 227
traction/pump stopped
Valves or
MC is opened, EB is applied,
LOGIC FAILURE #3 Stand-by Traction/Pump 17 FF11 17
traction/pump stopped
request
MC is opened, EB is applied,
SP MISMATCH PUMP Running Key re-cycle 18 FFF1 241
traction/pump stopped

MC is opened, EB is applied,
OUT MISMATCH PU Running Key re-cycle 20 FFF0 240
traction/pump stopped
Valves or
MC is opened, EB is applied,
LOGIC FAILURE #1 Stand-by, running Traction/Pump 19 5114 19
traction/pump stopped
request
MC is opened, EB is applied, Start-up, standby,
INPUT MISMATCH Key re-cycle 58 FFD5 213
Traction/Pump stopped running

Start-up, stand-by,
W.SET. TG-EB XX Traction/Pump motor is stopped Key re-cycle 59 FFD4 212
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
Start-up, stand-by,
NO CAN WR MSG.XX No effect 67 8131 229
running

MC is opened, EB is applied,
WRONG RAM MEM. Stand-by Key re-cycle 71 FFD2 210
Traction/Pump, valves stopped
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
MC is not closed, EB is applied,
WRONG ENC SET Start-up Key re-cycle 85 FF51 201
Traction/Pump, valves stopped

EB is applied, traction/pump Start-up, stand-by,

STEER SENSOR KO Key re-cycle 95 FFC3 200
stopped running

MC is opened, EB is applied,
ANALOG INPUT Stand-by, running Key re-cycle 96 FFFA 237
traction/pump stopped

10.4.1 Troubleshooting of alarms from supervisor µC

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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 131/155

 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 the controller is in CAN OPEN configuration (see parameter
CONTROLLER TYPE in SPECIAL ADJUST. list, paragraph 8.2.4).

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.

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.

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.

INPUT MISMATCH (MDI/LED code = 58)

Cause:
The supervisor 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.

LOGIC FAILURE #1 (MDI/LED code = 19)

Cause
This fault is displayed when the controller detects an undervoltage condition
at the KEY input. Undervoltage threshold is 11V for 36/48V controllers and
30 V for 72/80V controllers.

Troubleshooting (fault at startup or in standby)

Page – 132/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 - 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 #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.

NO CAN MSG. XX (MDI/LED code = 67)

Cause
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).

NO CAN WR MSG.XX (MDI/LED code = 67)

Cause
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).

OUT MISMATCH XX (MDI/LED code = 16)

Cause:
This is a safety related test. Supervisor μC has detected that master μC is
driving the 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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 133/155

 OUT MISMATCH PU (MDI/LED code = 20)
Cause:
This is a safety related test. Supervisor μC has detected that master μC is
driving the pump motor in a wrong way (not corresponding to the operator
request).

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.

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 cancels the alarm.
- If the alarm appears at key-on without any CLEAR EEPROM performed,
replace the controller.

SP MISMATCH XX (MDI/LED code = 15)

Cause:
This is a safety related test. The supervisor 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.

SP MISMATCH PUMP (MDI/LED code = 18)

Cause:
This is a safety related test. The supervisor μC has detected a mismatch in
the DC-pump speed setpoint with respect to the master μC.

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.

STEER SENSOR KO (MDI/LED code = 95)

Cause:
The voltage read by the microcontroller at the steering-sensor input is not
within the range from STEER RIGHT VOLT to STEER LEFT VOLT,
programmed through the STEER ACQUIRING function (see paragraph 9.3).

Troubleshooting:
- Acquire the maximum and minimum values from the steering
potentiometer through the STEER ACQUIRING function.
- Check the mechanical calibration and the functionality of the
potentiometer.
- If the problem is not solved, replace the logic board.

Page – 134/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

 VDC LINK OVERV. (MDI/LED code = 77)
Cause
This fault is displayed when the controller detects an overvoltage condition.
Overvoltage threshold is 65 V for 36/48V controllers and 116 V for 80V
controllers.
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.

W.SET. TG-EB (MDI/LED code = 59)

Cause:
Supervisor microcontroller has detected that the master microcontroller has
imposed a wrong setpoint for TG or EB output.

Troubleshooting:
- Check the matching of the parameters between master and supervisor.
- Ask for the assistance of a Zapi technician.
- If the problem is not solved, replace the logic board.

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 = 85)

Cause:
Mismatch between ENCODER PULSES 1 parameter and ENCODER
PULSES 2 parameter (see paragraph 8.2.5).

Troubleshooting
Set the two parameters with the same value, according to the adopted
encoder.

WRONG RAM MEM. (MDI/LED code = 71)

Cause:
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.

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 135/155

 WRONG SLAVE VER. (MDI/LED code = 91)
Cause:
Wrong software version on supervisor uC.

Troubleshooting:
Upload the correct software version or ask for assistance to a Zapi
technician.

10.5 Info code for electrovalves

Errors related to HW circuits driving electrovalves (CONT DRV. EV, DRV. SHOR.
EV) are followed by an info code which helps to detect which EV circuit is
affected by the problem.

EVs are coded with a hexadecimal number:

- 02: EV1 (A9)
- 04: EV2 (A11)
- 08: EV3 (A33)
- 20: EV4 (A34)
- 80: EV5 (A8)

If more than one EV circuit is found to be faulty, the code shown corresponds to
the sum of the single info codes. This results in the following table of possibilities,
where faulty EVs are marked with an “F”.

Info    Info 
EV1  EV2  EV3  EV4  EV5  EV1  EV2  EV3  EV4  EV5 
code  code 
02  F       80           F 
04     F       82  F        F 
06  F  F       84     F      F 
08     F       86  F  F      F 
0A  F  F       88       F    F 
0C     F  F       8A  F    F    F 
0E  F  F  F       8C     F  F    F 
20     F       8E  F  F  F    F 
22  F  F       A0         F  F 
24     F  F       A2  F      F  F 
26  F  F  F       A4     F    F  F 
28     F  F       A6  F  F    F  F 
2A  F  F  F       A8       F  F  F 
2C     F  F  F       AA  F    F  F  F 
2E  F  F  F  F       AC     F  F  F  F 
              AE  F  F  F  F  F 

Page – 136/155 AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual

11 SPARE PARTS
Part number Description

C12532 AMPSEAL CONNECTOR 35 pins Female

C29508 SW 180 24V Single Pole Contactor

C29522 SW 180 48V Single Pole Contactor

AF6ZP0CA – COMBIAC0 & ACE0 2uC – User Manual Page – 137/155

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 Tiller 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.

U 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 to the operator a general overview relating the
use of Zapi PC CAN Console and Zapi Smart Console.
The description contained in the next paragraph focuses on the basic information
about the connection and change of parameters.
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’s information. It provides all standard Zapi Console functions with the
easier handling of Windows devices. Besides, Pc CAN Console offers another
function: the possibility to save parameter configurations to a file and to restore
them to the control.
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 will appear:

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 used (IXXAT or IFAK or Peak)
and the CAN communication speed then press the OK button.
Once you have defined the CAN interface, you have to choose which CAN-
device you need to connect to, then choose “Connection” -> “Set Node” menu (or
push the “Set Node” icon).

Once you have chosen the node to which you want to connect, start the
connection and insert the password in order to have the possibility to change the
parameters.
So, choose “Configuration” -> “Enter Password”.

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 Write the Password -> “ZAPI”

13.1.2 Parameter download

Once you are connected to the selected node, you need to download the
inverter’s parameters; choose “Function” > “Parameter” menu (or push the
“Parameter” icon).

Then click on Receive button: the parameters will be downloaded automatically.

When the device has finished to send the device parameters you can change
them.

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13.1.3 How to modify the parameters

Before doing any change, save the old parameters set by clicking over “File” >
“Save” and give to the file an understandable name.
The complete list of parameters will be saved as a .csv file in order to be opened
with Microsoft Excel® or any other spreadsheet generator tool.
The file contains the whole list of parameter and, for each parameter, various
kinds of information 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 (“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.
Once you have selected the menu inside that resides the parameter you want to
change, it is possible to modify the parameter 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 will start:

 Select the Enable switch, if any;
 Select the direction switch (either forward or backward);
 Press the pedal up to its maximum excursion.

Displayed values will vary accordingly to operator inputs.

13.1.5 Lift & Lower command acquiring

Once you are connected to the inverter, you need to download the parameters;
choose “Function” > “Parameter” menu (or push the “Parameter” icon).
Choose “Adjustment” menu.
Select the value you want to acquire by pressing the “acquiring” button and the
acquisition will start:

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 - 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 all the lift and lower potentiometers.

13.1.6 Steer acquiring

Once you are connected you need to receive the inverter’s parameter; choose
“Function” > “Parameter” menu (or push the “Parameter” icon).
Choose “Adjustment” menu.
Select the value to acquire by pressing “acquiring” button and the acquisition will
start: the procedure is the same described for Lift & Lower acquisition at
paragraph 13.1.5

13.1.7 Tester Functionality

From the main page you can also access to the inverter TESTER menu from the
Function menu (Alt-u)->Tester (Ctrl-T) menu where you can check some inverter
information.

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13.1.8 Alarm Logbook
This window will display the alarms stored in the controller.
For every alarm will be shown the 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

The 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

The Smart Console offers the same serial connection as the well-known Console
Ultra.
Main characteristics of this operational mode are:
 Current-loop serial communication;
 Console is connected to a single controller only (even if Remote Console
option is available);
 Baud-rate selectable;
 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 characteristics of this operational mode:
 It can be connected to a CAN line composed of any combination of modules,
both Zapi ones and not-Zapi ones;
 Supported speeds: 125 kbps, 250 kbps, 500 kbps;
 It sees the entire CAN line and all CAN modules.

13.2.2 The keyboard

The keyboard is used to navigate inside the different menus. It features some

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 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 “scroll”.

LEFT and RIGHT keys

Normally used to increase and decrease the value associated with the selected
item inside a menu.

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 say which F button can be
used and its function.

ON key
Used while operating with internal batteries.

4 While the Smart Console is powered from external sources on pin CNX8 the
button ON is deactivated regardless of the presence of the batteries.

Green LED
When the console is powered on and running the green LED is on.
Green LED can blink in certain cases which will be described better in following
sections.

13.2.3 Home Screen

After showing the Zapi logo, the HOME SCREEN will appear on the display:

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 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;
 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 must be turned on and still.

The “RS232” line is already highlighted at the start-up so 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.

4 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 an image 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
pressing many buttons all at once: now 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 a parameter

From MAIN MENU enter the menu inside that there is the parameter that you
want to change (for example the PARAMETER CHANGE menu).

With UP and DOWN keys you can scroll the whole list: once you have highlighted
the parameter that you want to modify, use LEFT or RIGHT keys to decrease or
increase the parameter value.

4 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 some parameter has
been modified, the console will prompt a request to confirm/discard changes.

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4 Description above is valid for every menu which contains parameters and options
like SET OPTIONS, ADJUSTMENTS, HARDWARE SETTINGS, etc. .

13.2.6 Program VACC

Program VACC menu has been slightly modified compared with old console.
Upon entering this menu the console will show the current programmed values.

When OK is pressed PROGRAM VACC procedure will start: console will invite
you:
 To select the Enable switch, if any;
 Then select the direction switch (either forward or backward);
 Press the pedal up to its maximum excursion.

Displayed values will vary accordingly to operator inputs.

4 Sequence above can slightly vary depending on controller firmware. Anyway the
logic will remain the same: before programming the min/max values, execute any
starting sequence which is necessary, then press the pedal/push the joystick.

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 When ESC is pressed, console will ask if programmed values must be saved or
discarded.

13.2.7 Lift and Lower commands acquiring

From MAIN MENU enter the Adjustment menu.
With UP and DOWN keys you can scroll the whole list: once you have highlighted
a value that you want acquire press OK.
When OK is pressed the procedure will start:
 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 will vary accordingly to operator inputs.

4 Sequence above can slightly vary depending on controller firmware. Anyway the
logic will remain the same: before programming the min/max values, execute any
starting sequence which is necessary, then press the pedal/push the joystick.

It is possible step by step 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 command acquiring
From MAIN MENU enter the Adjustment menu.
The procedure to follow is the same described in paragraph 13.2.7.

13.2.9 Tester
Compared to standard console Ultra, the TESTER menu has been modified
deeply. Now it shows four variables at once: use UP/DOWN keys to scroll the list
as usual.

13.2.10 Alarms
ALARMS menu has changed from Console Ultra. Display shows all controller
alarms at once.

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4 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

information about that alarm will be displayed.

Press F1 to cancel the alarm logbook of the controller: once pressed, the console
will ask for confirmation.

13.2.11 Download parameter list to USB stick

When Smart Console is connected to a controller, it has the possibility to
download all parameters inside a USB stick.
To use this function, enter 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 generator 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 parameter,
various kinds of information 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.

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 Download procedure

After entering SAVE PARAMETER TO USB the Smart Console will check the
presence of the USB stick. If the stick is not connected yet, it will ask the operator
to connect one.
When the stick is present, the display will show the content, starting from the root
directory (/) of the filesystem. It should look 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 are used to control scrolling.
 Right key enters the highlighted directory: its content (directories only) will
be shown immediately.
 Left key returns up to one level in the directory structure: it does not work
while being in /
 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.

To download parameters, use following procedure:

1. Navigate the directory list and enter the directory where you want to save
the parameters
2. If this directory already contains the subdirectory with the correct 8 digits

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 go to step 3. If it is not present, a new subdirectory will be created
automatically. Do not enter the subdirectory
3. Press OK to start parameter download. A progression bar shows the
process.
4. When finished, press ESC and display will return to MAIN MENU. USB
stick can be removed safely
Connect the USB stick to a PC and enter the directory of point 1). There will be a
subdirectory with the correct name and, inside this one, a csv file will be present.

4 During download the LED will blink slowly to indicate the console is still running.
When download has finished USB stick can be unplugged safely.

U Do not remove USB stick during download or the file will be empty or
corrupted!

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