2.2 Lift cylinder

Fig. 5-2 Lift cylinder
 

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2.3 Tilt cylinder
 

Fig. 5-3 Tilt cylinder
 

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Electrical system (V18)

2.4 Summary
The ZAPIMOS chopper family represents ZAPI's answer to the needs of the 90's. To ensure that products remain on the market, without running the risk of becoming technically obsolescent, the ZAPIMOS family offer the following features:
-Advanced technology
-Economical cost.
-Maximum safety.
-Maximum flexibility.
-Open to future technical innovations.
-Optimum level of protection.
The design has been derived from:
-High Frequency Mos Technology.
-Real time control over the internal and external components that influence the behavior of the machine, with self diagnosis of the checking circuit themselves.
-Stored Program Machine (SPC), where the hardware is completely separate from the functions to be configured. The programmer is parametric and can easily be modified by the end user.
-Various chopper configurations can be selected by the user, without the need for hardware modifications.
-Future technological updates are made easy for the user.
-The communication protocol will continue to evolve, thereby offering increased possibilities of interaction and expansion. For this reason, the Zapimos family offers a standard dialogue mode with external systems. This allows interfacing with commercially available systems. Zapi can offer a range of individually designed Console Software options with various features and prices.
-Dual-SEM meets the requirements of (IP51). This provides excellent protection against spray (water, acid.) and against the ingress of dust or small foreign particles. Access to the control logic is very simple, and allows simple substitution or replacement.
-The Dual-SEM family of Choppers are suitable for operating on DC voltages from 24V to 80V inclusive, with maximum Armature currents up to 500A. The choppers may be used to control two DC Separately Excited Motors with power rating from 3kW up to 7kW.
Steering angle transducer
Angular position of steered wheels is transduced to an electric information (voltage) by means of a potentiometer, with following characteristics:
-resistance in the 2kohm to 20kohm range;
-suggested rotation electric angle: at least 300:
-Positive supply: 5V or 10V;
-Potentiometer has to be installed in a way that the “zero” position (straight wheels), poti output voltage is in the middle of the electric range corresponding to a full left-to-right transition of the steered wheels;
-Install the potentiometer in a way that, when truck turn right, poti output voltage increase;
-use “SET STEER MIN” and "SET STEER MAX' functions to record the extremes (minimum and maximum) of the potentiometer range; see chapter 5.4.
-use “SET STEER 0-POS” function to record the poti output when the steered wheels are straight;
2.5 PROTECTION FEATURES
-Battery polarity inversion;
It is necessary to fir a MAIN CONTRACTOR to protect the inverter against reverse battery polarity and for safety reasons.
-Connection Errors:

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All inputs are protected against connection errors.
-Thermal protection
If the chopper temperature exceeds 75C, the maximum current is reduced in proportion to the thermal increase. The temperature can never exceeds 100C.
-External agents:
The inverter is protected against dust and the spray of liquid to a degree of protection meeting IP54
-Protection against uncontrolled movements:
The main contactor will not close if:
-The Power unit is not functioning.
-The Logic is not functioning perfectly.
-The output voltage of the accelerator does not fall below the minimum voltage value stored, with 1V added.
-Running microswitch in closed position.
-Low battery charge:
when the battery charge is low, the maximum current is reduced to the half of the maximum current programmed.
-Protection against accidental Start up
A precise sequence of operation are necessary before the machine will start.
Operation cannot begin if these operations are not carried out correctly.
Requests for drive, must be made after closing the key switch.
2.6 OPERATIONAL FEATURES
-Speed control.
-Optimum behaviour an a slope due to the speed feedback:
-the motors speed follows the accelerator, starting a regenerative braking if the speed overtakes the speed set-point.
-the system can perform an electrical stop on a ramp (the machine is electrically hold on a slope) for a programmable time.
-Stable speed in every position of the accelerator.
-Electronic differential feature with torque balance between external and internal wheel.
-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:
-the traction inverter sends a “hydraulic steering function” request to the pump inverter on the can-bus line.
-moreover, if the pump inverter is not present (for ex: tractor application), the traction inverter can manage an “hydraulic steering function” by driving a hydro contactor which drive a hydraulic steering motor (output C31).
-High efficiency of motor and battery due to high frequency commutations.
-Modification of parameters through the programming console.
-Internal hour-meter with values that can be displayed on the console.
-Memory of the last five alarms with relative hour-meter and temperature displayed on the console.
-Diagnostic function with Zapi handset for checking main parameters.
-Built in BDI feature.
-Flash memory, sw downloadable via serial link and via CANBUS.
-Can open interface available.
 

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6.4 FUNCTION CONFIGURATION
6.4.1"Dualac2" and “Dualac2 Power”- Master
Using the CONFIG MENU of the programming console, the user can configure the following functions
SUBMENU 'SET OPTION''
1 HOUR COUNTER
-RUNNING: the counter registers travel time only.
-KEY ON: the counter registers when the ‘key’ switch is closed.
2 BATTERY CHECK
-ON: the battery discharge level check is carried out; when the battery level reaches 10%, an alarm is signaled and the maximum current is reduced to the half of the programmed value.
-OFF: the battery discharge level check is carried out but no alarm is signaled.
3 HYDRO KEY ON
-ON/OFF: if this option is programmed ON the traction inverter manages an hydraulic steering function when the ‘key’ is switched ON.
4 STOP ON RAMP
-ON: the stop on ramp feature (truck electrically hold on a ramp) is managed for a time established by ‘auxiliary time’ parameter.
-OFF: the stop on ramp feature is not performed.
5 AUX INPUT #1
-EXCLUSIVE HYDRO: input C10 activates hydraulic steering function, output A31 is activated.
-OPTION #1: input C10 is the input for an handbrake device, active low (open switch).
-CUTBACK SPEED: input C10 is the input for a speed reduction device, active low (open switch).
6 PEDAL BRAKING
-ANALOG: the mechanical brake pedal has a switch and a potentiometer installed. When the accelerator is released and the pedal brake is pushed the inverter performs an electrical braking whose intensity is proportional to the brake pedal potentiometer. The minimum intensity is established by the “Release braking” parameter, when the brake pedal is slightly pressed (brake switch close but brake potentiometer at the minimum). The maximum intensity is established by the “Pedal braking” parameter when the brake pedal is fully pressed (brake potentiometer at the maximum). In the middle positions, the electrical braking intensity is a linear function between minimum and maximum intensity.
-DIGITAL: the truck does not have a potentiometer installed on the mechanical brake pedal, but only a microswitch; when the accelerator pedal is released and the brake pedal is pushed (brake switch closed), the inverter performs and electrical braking following “Pedal braking” parameter.
7 SET TEMPERATURE
-DIGITAL: a digital (ON/OFF) motor thermal sensor is connected to C25 (C#%) input.
-ANALOG: an analog motor thermal sensor is connected to C25 (C35) (the curve can be customized on a customer request)
-NONE: no motor thermal sensor switch is connected.
8 STEER TABLE This parameter is used to set the correct steering table.
SUBMENU “ADJUSTEMENT”
1 SET POT BRK MIN:  records the maximum value of braking pedal potentiometer when the braking pedal is fully pressed; the procedure is similar to the “Program Vacc” function (see chapter 6.3). This procedure must be carried out only if the “pedal braking” option is programmed as “Analog”.
3 SET BATTERY TYPE: select the nominal battery voltage;
4 ADJUST BATTERY: fine adjustment of the battery voltage measured by the controller.

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5 MAX STEER RIGHT: this is the function to record in the controller EEPROM the steering poti output voltage when the wheels are fully turned right (maximum of the steering poti range).
6 MAX STEER LEFT: this is the function to record in the controller EEPROM the steering poti output voltage when the wheels are fully turned left (minimum of the steering poti range).
7 SET STEER 0 POS: this is the function to record in the controller EEPROM the steering poti output voltage when the wheels are straight.
8 SET STEER RIGHT: this parameter sets the max steering angle in right direction.
9 SET STEER LEFT: this parameter sets the max steering angle in left direction.
10 THROTTLE 0 ZONE: establishes a deadband in the accelerator input curve (see also curve below).
11 THROTTLE X POINT: these parameter change the characteristic of the accelerator input curve.
12 THROTTLE Y POINT: these parameter change the characteristic of the accelerator input curve.

VACC MIN and VACC MAX are values programmable by the “Program Vacc” function.
13 ADJUSTMENT #01: adjust the upper level of the battery discharge table.
14 ADJUSTMENT #02: adjust the lower level of the battery discharge table.

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MAIN CONT VOLTAGE: this parameters adjusts the Line contractor coil voltage (PWM output C26)
16 AUX OUTPUT VOLTAGE: this parameters adjusts the Electric brake coil voltage (PWM output C28).
6.4.2"Dualac2" and “Duallac2 Power”- slave
Using the config menu of the programming console, the user can configure the following functions.
SUBMENU “SET OPTIONS”
Not available.
SUBMENU “ADJUSTMENT”
1 SET BATTERY TYPE: selects the nominal battery voltage;
2 ADJUST BATTERY: fine adjustment of the battery voltage measured by the controller. 
3 AUX OUTPUT VOLTAGE: this parameter adjust the voltage of the auxiliary output coil (hydraulic steering contractor coil, PWM output A31
6.4.3"Dualac2&hp" and “Dualac2hp Power”- Master
See chapter 5.4.1.
6.4.4"Dualac2&hp" and “Dualac2&hp Power”-Slave
Using the config menu of the programming console, the user can configure the following functions.
SUBMENU “ADJUSTMENT”
1 SET BATTERY TYPE: selects the nominal battery voltage;
2 ADJUST BATTERY: find  of the battery voltage measured by the controller.
3 SET ACCELER MIN: This parameter is used to adjust minimum value of the lift potentiometer. Press ENTER, pull the lever till the lift switch closes, then record the value (OUT--->ENTER).
4 SET ACCELER MAX: This parameter is used to adjust maximum value of the lift potentiometer. Press RNTER, pull the lever to maximum, then record the value (OUT------>ENTER).
5 THROTTLE 0 ZONE: establishes a deadband in the lifting accelerator input curve (see also curve below).
6 THROTTLE X POINT: these parameter change the characteristic of the lifting accelerator input curve.
7 THROTTLE Y POINT: these parameter change the characteristic of the lifting accelerator

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input curve.
8 AUX OUTPUT VOLTAGE: this parameter adjust the voltage of the auxiliary output coil (hydraulic steering contractor coil), PWM output A31.
6.5 PARAMETER REGULATION
6.5.1"Dualac2"- Master
The following parameters can be modified:
1 ACC DELAY: Determines the acceleration ramp.
2 REALEASE BRAKING: controls the deceleration ramp when the travel request is released.
3 INVERSION BRAKING: controls the deceleration ramp when the direction switch is inverted during travel.
4 PEDAL BRAKING: determines the deceleration ramp when the travel request is released and the brake pedal switch is closed.
5 SPEED LIMIT BRAKING: Deceleration ramp when the pedal position is changed but not completely released.
6 BRAKE CUTBACK: determine the deceleration ramp when the speed reduction input becomes active and the motor slow down.
7 MAX SPEED FORWARD: determine the maximum speed in forward direction.
8 MAX SPEED BACKWARD:  determines the maximum speed in backward direction.
9 CURVE CUTBACK: Speed reduction when the truck is doing a curve. The parameter sets the speed set point when the truck driving wheels are running in opposite direction (3 wheels truck, steering angle greater than roughly 67); or when the maximum steering angle is reached (4 wheels truck, the internal wheel is stopped). in intermediate steering angles, the speed setpoint will be within range between the straight wheel speed and the curve cutback speed.
10 CUTBACK SPEED: speed reduction when the cutback switch is active.
11 FREQUENCY CREEP: minimum speed when the forward or reverse switch is closed, but the accelerator is on a minimum position,
12 MAXIMUM CURRENT: this changes the maximum current of the inverter.
13 AUXILIARY TIME: determines the time that the truck is hold on the ramp if the “stop on ramp” option is ON.
6.5.2"Dualac2"- Slave
The menu is not available.
6.5.3"Dualac2&hp"- Master
The following parameters can be modified:
1 ACC DELAY: determine the accelerator ramp.
2 RELEASE BRAKING: controls the deceleration ramp when the travel request is released.
3 INVERSION BRAKING: controls the deceleration ramp when the direction switch is inverted during travel.
4 PEDAL BRAKING: determines the deceleration ramp when the travel request is released and the brake pedal switch is closed.
5 SPEED LIMIT BRAKING: Deceleration ramp when the pedal position is changed but not completely released.
6 BRAKE CUTBACK: determines the deceleration ramp when the speed reduction input becomes active and the motor slow down.
7 MAX SPEED FORWARD: determines the maximum speed in forward direction.
8 MAX SPEED BACKWARD: determines the maximum speed in backward direction.
9 CURVE CUTBACK: Speed reduction when the truck is doing a curve. The parameter sets the speed set point when the truck driving wheels are running in opposite direction (3 wheels truck, steering angle greater than roughly 67) or when the maximum steering angle is reached (4 wheels truck, the internal wheel is stopped). In intermediate steering angles, the speed setpoint will be within a range between the straight wheel speed and the curve cutback speed.
10 CUTBACK SPEED: speed reduction when the cutback switch is active
11 FREQUENCY CREEP: minimum speed when the forward or reverse switch is closed, but the accelerator is on a minimum position.
12 MAXIMUM CURRENT: this changes the maximum current of the inverter.
13 AUXIARY TIME: determines the time that the truck is hold on the ramp if the “stop on ramp” option is ON.
6.5.2"Dualac2"-- Slave
The menu is not available.
6.5.3"Dualac2&hp"-Master
The following parameters can be modified:
1 ACC DELAY: determines the acceleration ramp.
2 RELEASE BRAKING: controls the deceleration ramp when the travel request is released.
3 INVERSION BRAKING: controls the deceleration ramp when the direction switch is inverted during travel.
4 PEDAL BRAKING: determines the deceleration ramp when the travel request is released and the brake pedal switch is closed.
5 SPEED LIMIT BRAKING: deceleration ramp when the pedal position is changed but not completely released.
6 BRAKE CUTBACK: determine the deceleration ramp when the speed reduction input becomes active and the motor slow down.
7 MAX SPEED FORWARD: determines the maximum speed in forward direction.
8 MAX SPEED BACKWARD: determines the maximum speed in backward direction.
9 CURVE CUTBACK: Speed reduction when the truck is doing a curve. The parameter sets the speed setpoint when the truck driving wheels are running in opposite direction (3 wheels truck, steering angle greater than roughly 67); In intermediate steering angles, the speed setpoint will be within a range between the straight wheel speed and the curve cutback speed.
10 CUTBACK SPEED: speed reduction when the cutback switch is active.
11 FREQUENCY CREEP: minimum speed when the forward or reverse switch is closed, but the accelerator is on a minimum position.
12 MAXIMUM CURRENT: this changes the maximum current of the inverter.
13 AUXILIARY TIME: determines the time that the truck is hold on the ramp if the "stop on

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ramp "option is ON"
6.5.4"Dualac2&hp"-Slave
Here following the list of parameters which can be set in this menu:
1 PU. ACCELER. DELAY: acceleration ramp of pump motor.
2 PU. DECELER. DELAY: deceleration ramp of pump motor.
3 SPEED LIMIT: determines the maximum lifting speed (percent of the voltage applied to the motor) with a potentiometer control, when the potentiometer is at the maximum of the programmed range.
4 CREEP SPEED: determines the minimum lifting speed (percent of voltage applied to the motor) with a potentiometer control, when the potentiometer is at the minimum of the programmed range.
5 COMPENSATION: This parameter sets the voltage compensation (V) applied to the motor when the proportional lifting function is active. The value of this V applied to the motor is a function of the motor current. Aim of this is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V will be increased.
6 1ST SPEED FINE: This parameter sets the pump motor speed (voltage applied to the motor) when the 1st speed request is active.
7 1ST SPEED COMP: this parameter sets the voltage compensation (V) applied to the motor when the 1st speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
8 2ND SPEED FINE:   this parameter sets the voltage compensation (V) applied to the motor when the 2nd speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
9 2ND SPEED COMP: this parameter sets the voltage compensation (V) applied to the motor when the 2nd speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
10 3RD SPEED FINE:  this parameter sets the voltage compensation (V) applied to the motor when the 3rd speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
11 3RD SPEED COMP:  this parameter sets the voltage compensation (V) applied to the motor when the 3rd speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
12 4TH SPEED FINE: this parameter sets the voltage compensation (V) applied to the motor when the 4th speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
13 4TH SPEED COMP:this parameter sets the voltage compensation (V) applied to the motor when the 4th speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
14 5TH SPEED FINE: this parameter sets the voltage compensation (V) applied to the motor when the 5th speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.
15 5TH SPEED COMP: this parameter sets the voltage compensation (V) applied to the motor when the 5th speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed change when the motor is loaded. Increasing the parameter, the V is increased.

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16 HYDRO SPEED FINE: this parameter sets the pump motor speed (voltage applied to the motor) when the hydraulic steering function request is active.
17 HYDRO SPEED COMP: this parameter sets the voltage compensation (V) applied to the motor when the hydro speed request is active. The value of V applied to the motor is a function of the motor current. Aim of this function is to reduce, as far as possible, the speed change when the motor is loaded. Increasing the parameter, the  V is increased.
18 HYDRO TIME: hydraulic steering function delay.
19 PUMP IMAX: The maximum current of pump chopper.
6.6 TESTER: DESCRIPTION OF THE FUNCTION
The most important input or output signals can be measured in real time using the TESTER function of the console. The Console acts as a multimeter able to read voltage , current and temperature. In the following chapter a list of relative measurements for different configurations.
6.6.1"Dualac2" and “Dualac2 Power”-Master
1) MOTOR VOLTAGE: This is the voltage supplied to the motor by the inverter; it is expressed as a percentage of the full voltage (which depends of the battery voltage).
2) FREQUENCY: this is the frequency of the voltage and current supplied to the motor.
3) ENCODER: this is the speed of the motor, expressed in the same unit of the frequency this information comes from the speed motor.
4) SLIP VALUE: this is the difference of speed between the rotating field and the shaft of the motor, expressed in the same unit of the frequency.
5) CURRENT RMS: Root Mean Square value of the motor current.
6) TEMPERATURE: The temperature measured on the aluminum heat sink holding the MOSFET devices.
7) TEMPERATURE #1: this is the temperature of the right motor; if the option is programmed “NONE” it shows 0.
8) TEMPERATURE #2:  this is the temperature of the LEFT motor; if the option is programmed “NONE” it shows 0.
9) ACCELERATOR: the voltage of the accelerator potentiometer's wiper (CPOT). The voltage level is shown on the Left Hand Side of the Console Display and the value in percentage is shown on the Right Hand Side.
10) STEER ANGLE: this is the indication of the angular position of the steered wheel.
11) BRAKE PEDAL POTI: voltage of the brake potentiometer's wiper (CPOTB). The parameter is active only if the PEDAL BRAKING parameter is set ANALOG
12) INTERNAL WHEEL CUTBACK: this is the indication of the speed reduction applied to the internal wheel: in other words, it shows the ratio of the two speeds.
13) SEAT SWITCH: the level of the Seat Microswitch digital input.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
14) FOWARD SWITCH: the level of the Forward direction digital input FW.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
15) BACKWARD SWITCH: the level of the Reverse direction digital input BW.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
16) ENABLE SWITCH: the level of the Enable digital input:
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
17) BRAKE SWITCH: the level of the Pedal Brake Microswitch.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
18) CUTBACK SWITCH: the level of the Speed Reduction Microswitch.
ON/ GND = input active, switch open.
OFF/ +VB= input non active, switch closed.
19) EXCLSIVE HYDRO: status of the exclusive hydro switch.

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ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
20) HAND BRAKE: the level of the Handbrake Microswitch.
ON/ GND = input active, switch open.
OFF/ +VB= input non active, switch closed.
21) VOLTAGE BOOSTER: this is the booster of the voltage supplied to the motor in load condition; it it expressed in a percentage of the full voltage.
22) BATTERY VOLTAGE: level of battery voltage measured at the input of the key switch.
23) BATTERY CHARGE: the percentage Charge level of the battery.
6.6.2"Dualac2" and “Dualac2 Power”-Slave
1) MOTOR VOLTAGE: this it the voltage supplied to the motor by the inverter; it is expressed as a percentage of the full voltage (which depends of the battery voltage).
2) FREQUENCY: this is the frequency of the voltage and current supplied to the motor.
3) ENCODER: this is the speed of the motor, expressed in the same unit of the frequency; this information comes from the speed sensor.
4) SLIP VALUE: this is the difference of speed between the rotating filed and the shaft of the motor, expressed in the same unit of the frequency.
5) CURRENT RMS: Root Mean Square value of the motor current.
6) TEMPERATURE: the temperature measured on the aluminum heat sink holding the MOSFET devices.
7) SEAT SWITCH: the level of the Seat Microswitch digital input.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
8) FORWARD SWITCH: the level of the Forward direction digital input FW.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
9) BACKWARD SWITCH: the level of the Reverse direction digital input BW.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
10) ENABLE SWITCH: the level of the Enable digital input.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
11) VOLTAGE BOOSTER: this is the booster of the voltage supplied to the motor in load condition; it is expressed in a percentage of the full voltage.
12) BATTERY VOLTAGE: level of battery voltage measured at the input of the key switch.
6.6.3"Dualac2&hp' and “Dualac2&hp Power”- Master
1) MOTOR VOLTAGE: this is the voltage supplied to the motor by the inverter; it is expressed as a percentage of the full voltage (which depends of the battery voltage).
2) FREQUENCY: this is the frequency of the voltage and current supplied to the motor.
3) ENCODER: this is the speed of the motor, expressed in the same unit of the frequency; this information comes from the speed sensor.
4) SLIP VALUE:  this is the difference of the speed between the rotating field and the shaft of the motor, expressed in the same unit of the frequency.
5) CURRENT RMS: Root Mean Square value of the motor current.
6) TEMPERATURE: the temperature measured on the aluminum heat sink holding the MOSFET devices.
7) TEMPERATURE #1: this is the temperature of the right motor; if the option is programmed “NONE” it shows 0.
8) TEMPERATURE #2:   this is the temperature of the left motor; if the option is programmed “NONE” it shows 0.
9) ACCELERATION: the voltage of the accelerator potentiometer's wiper (CPOT). The voltage level is shown on the Left Hand Side of the Console Display and the value in percentage is shown on the Right Hand Side.
10) STEER ANGLE: this is the indication of the angular position of the steered wheel.
11) BRAKE PEDAL POTI: voltage of the brake potentiometer's wiper (CPOTB). The parameters active only if the PEDAL BRAKING parameter is set ANALOG.
12) INTERNAL WHEEL CUTBACK: this is the indication of the speed reduction applied to the internal wheel; in other words, it shows the ratio of the two speeds.
13) SEAT SWITCH: the level of the Seat Microswitch digital input.

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ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
14) 2nd SPEED SWITCH: status of the second speed switch of the hydraulic system.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
15) 3RD RD SPEED SWITCH: status of the third speed switch of the hydraulic system.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
16) 4TH SPEED SWITCH: status of the fourth speed switch of the hydraulic system.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
17) 5TH SPEED SWITCH: status of the fifth speed switch of the hydraulic system.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
18) HYDRO SPEED REQ.: status of the hydro speed request of the hydraulic system.
ON/ +VB = input active, switch closed.
OFF/ GND= input non active, switch open.
19) PUMP CURRENT: current of the pump motor.
20) PUMP VMN: voltage between pump chopper output and -BATT.
21) PUMP TEMPERATURE: temperature of pump chopper power section.
22) VOLTAGE BOOSTER: this is booster of the voltage supplied to the motor in load condition; it is expressed in a percentage of the full voltage.
23) BATTERY VOLTAGE: level of battery voltage measured at the input of the key switch.
6.7 OTHER FUNCTIONS
SAVE AND RESTORE FUNCTION
SAVE function allows to transfer controller parameters to the Pc console memory. With this function, a copy of the controller set of parameters can be retained in a PC and downloaded to another controller (see RESTORE).
RESTORE function allows to download controller parameters from the Pc console memory to the controller Eeprom. Thus a copy of the parameters stored in a Pc can be downloaded in a controller avoiding the parameter setting operation. For more details, please refer Pc console manual.
6.8 ANALYSIS OF TRACTION RELATED ALARMS DISPLAYED ON CONSOLE
1. WATCH DOG
It is a self-diagnosing test within the logic between Master and Slave u controllers. This alarm could also be caused by a canbus malfunctioning, which blinds  Master-Slave communication. So, before replacing the controller, check the canbus.
2. LOGIC FAILURE #3
Fault in the hardware section of the logic board which manages the hardware current protection. Replace the logic board.
3. LOGIC FAILURE #2
Fault in the hardware section of the logic board which manages  the phase's voltage feedback Replace the logic board.
4. LOGIC FAILURE #1
This alarm signals that the undervoltage/ overvoltage protection interrupt has been triggered.
Two possible reasons:
a. A real undervoltage/ overvoltage situation happened.
b. Fault in the hardware section of the logic board which manages the overvoltage protection.
Replace the logic card.
5. VMN LOW, VMN HIGH
The rest is carried out during initial diagnosis and in standby. Possible cause:
a. problem with the motor connections or the motor power circuit; check if the 3 phases are correctly connected; check if there's a dispersion of the motor to truck frame.
b. fault in the inverter power section, replace the controller.
6. STBY I HIGH

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The  uCs verify if the feedback of current sensors device output is within the zero current window. Possible causes of the alarm:
a. Current sensor failure;
b. failure in the logic card: first replace the logic card; if the defect persists, replace the power unit.
7. CAPACITOR CHARGE
Follows the charging capacitor system: When the key is switch ON. The inverter tries to charge the capacitor thought a power resistance, and check if the capacitor are charged within a timeout. If they do not charge, an alarm is signaled ; the main contactor is not closed.

Possible reasons:
a) The charging resistance is opened.
b) The charging circuit has a failure.
c) There is a problem in the power section.
8. MAIN CONTACTOR ALARMS 
COIL SHORTED:
When the key is switch ON the uController checks the LC coil driver short-circuit protection hardware. If it does not react in a correct way to the uC stimulus, the alarm is signaled. Replace the logic board. When the fault occurs while the LC is closed, the alarm signals a short-circuit across LC coil. Check if there are external short-circuit and if the ohmic value of the MC coil is correct; otherwise replace the logic.
DRIVER SHORTED:
When the key is switch ON, the uC checks that the LC coil driver is not shorted; if it is, this alarm is signaled. Preliminary, check if there is an external short or low impedance pull-down between NLC (C26) and -BATT. If no external causes can be found out, replace the controller.
CONTACTOR DRIVER:
When the initial diagnosis if finished, the traction logic closes the LC and checks the voltage on the Drain of the driver. If this is not low, the driver is not able to close an alarm is signaled.
Replace the logic.
CONTACTOR OPEN:
The main contactor coil has been driven by the logic board, but the contactor does not close.
Two possible reasons:
a) the wires to the coil are interruption or not well connected.
b) the contact of the contactor is not properly working (does not pull-in).
CONTACTOR CLOSED;
Before driving the Lc coil, the controller checks if the LC contact is stuck. The controller drivers the bridge for a while, trying to discharge the capacitor bank. If they don't discharge, the fault condition is entered. It is suggested to check the contactor contact, if it is mechanically stuck.
9. ENCODER ERROR
This alarm is signaled in following condition: the frequency supplied to the motor is higher than 20 Hz, and the signal feedback from the encoder has a jump higher than 20 Hz in few tens millisecond. This condition clearly shows a malfunctioning of the encoder signal. It is suggested to preliminary check the encoder wiring; if no fault is found in the wiring it is necessary to replace the encoder.
10. STEER SENSOR KO
This is an alarm which signals an out of range of the steering potentiometer signal. The fault

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condition is entered in these two following conditions:
-the “Set steer 0 pos” (straight wheels programmation) parameter is wrong (lower than “Set steer min” or higher than "Set steer max').
-the feedback signal of the steering potentiometer is outside the window defined by “set steer min” or higher than “Set steer max” parameters.
In the first case, repeat the steering potentiometer acquisition. In the second case check the steering poti and its wiring. Eventually , repeat again the steering potentiometer acquisition.
11. PEDAL WIRE KO
This alarm is signaled if a fault is detected in the accelerator unit wiring (NPOT or PPOT cable is interrupted).
12. WRONG SET BATTERY
When the key is turned ON, the controller check the battery voltage and compares it with the “SET BATTERY” parameter setting . If the actual value is 20% higher or lower than normal value, the fault condition is entered. Replace the battery with a correct battery.
13. SLAVE KO
Slave and Master uCs perform a cross-check in order to verify their functionality. If the MASTER detects SLAVE uC malfunctioning, it brings the controller in a safe status opening the power bridge and the Line Contactor.
14. MASTER KO
Slave and Master uCs perform a cross-check in order to verify their functionality. There are two conditions under which slave enters this fault condition:
-the SLAVE Uc receives incoherent can message from the MASTER uC
-the SLAVE uC compares the inputs status and the related MASTER operations, and find they are not coherent.
In both cases, the SLAVE brings the controller to a safe status opening the power bridge and the Line contactor.
15. INPUT MISMATCH
Safety related inputs (Fw direction, Rev direction, acceleration enable, seat switch)are input to both microcontrollers by independent hw circuit. The two uCs read these inputs and compare by exchanging related status on the canbus. If the SLAVE uC finds a mismatch between its inputs and MASTER inputs, it brings the controller to a safe status opening the power bridge and the Line contactor
16. AUX OUTPUT KO
The uP checks the driver of the electromrchanical brake coil. If the status of the driver output does not correspond to the signal coming from the uP, the alarm is signaled. It is suggested to preliminary check if there is an external short or low impendence pull down between NAUX (31) and -BATT. If no external cause can be found, replace the logic card.
17. EEPROM KO
Fault in the area of memory in which the adjustment parameters are stored; this alarm does not inhibits truck operation, but the controller will use default parameters. If the defect persists when the key is switch OFF and ON again, replace the logic. If the alarm disappears, remember that the parameters stored previously have ben cancelled and replaced by the default values.
18 HIGH TEMPERATURE
Master or Slave or both temperatures are greater than 75C. The maximum current is reduced proportionally to the temperature increase. At 100C the max current of both inverter is reduced to zero. If the alarm is signaled when the controller is cold:
a) thermal sensor failure;
b) failure in the logic card.
19. MOTOR TEMPEARTURE
This warning is signaled if right or left or both motors temperature switches open (digital sensor) or if analog signals overtakes the cut off level. If it happens when the motor is cold, heck the wiring, If all is ok, replace the logic board.
20. BATTERY LOW
If the “battery check” option is ON, a battery discharge algorithm is carried out. When the

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charge level is 20%, the alarm is signaled and the current is reduced to the half of the programmed level.
21. VACC NOT OK
The test is made in standby. This alarm indicates that the accelerator voltage is 1V greater then the minimum value programmed by the PROGRAM VACC function. Possible causes:
a. the potentiometer is not correctly calibrated;
b. the potentiometer is defective.
22. INCORRECT START
This alarm signals an incorrect staring sequence. Possible causes:
a. Fw or Rev or Enable microswitch failure;
b. error in sequence made by the operator;
c. incorrect wiring;
d. if the default persist after checking the harness, replace the logic.
23. FORW +BACK
The test is carried out continuously, An alarm is signaled when a double running request is made simultaneously. Possible causes:
a. defective wiring;
d. running microswitch failure;
c. incorrect operation;
d. if the defect persists, replace the logic.
24. THERMIC SENSOR OK
The range of inverter temperature sensor is always checked and a warning is signaled if it is out of range. When this alarm is signaled, the maximum current of the controller is reduced to halt.
25. WAITING FOR NODE #4
The Slave has detected a failure, the Master cannot close the main contactor because of the alarm status of the Slave (which the Master knows by the CAN-Bus line). The failure must be looked for in the Slave controller, use the remote console to get connection to the Slave uC.
26. WAITING FOR NODE #3
The Master uC has detected a fault condition, the Slave is aware of this thanks to canbus communication; it cannot drive the motor until the Master has resolved its problem. The fault has to be looked for in the Master.
27. NO CAN MESSAGE #4
Master (node #3) signals that is has lost can communication with the Slave (node #4) This fault could be determined by a problem in the truck canbus line or by an internal problem in the controller logic card. It is suggested to preliminary check canbus connection.
28. NO CAN MESSAGE #3
Slave (node#4) signals that it has lost can communication with the Master (node#3). This fault could be determined by the a problem in the truck canbus line or by an internal problem in the controller logic card. It is suggested to preliminary check canbus connection.

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6.9 "DUAL2' AND ‘DUALAC2&HP’ INVERTER DIAGNOSTIC TRACTION RELATED FAULT CODES

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6.10 PUMP RELATED FAULT CODES

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6.11 ANALYSIS OF PUMP RELATED ALARMS DISPLAYED ON CONSOLE
1. PUMP VMNLOW The pump chopper power output is feedback to the μC. If this feedback voltage is not coherent with the applied PWM, this fault condition is signaled. There could be many causes:- failure in the pump chopper power section- failure in the pump chopper driving section- failure in the pump chopper voltage feedback circuit- dispersion in the pump motor to truck frame. 2. PUMP STBY I HIGH The pump chopper current sensor feedback is out of the zero-current window while no PWM is applied to the pump chopper. The most likely cause is a failure in the current sensor. 3. PUMP TEMPERATURE Pump chopper temperature is higher than 75°C, maximum current is proportionally reduced. If the alarm is present when the controller is cold, there is a failure in the temperature sensor or in the feedback circuit. 4. PUMP This is a warning in the MASTER controller, which inform that the SLAVE is in a pump chopper related fault condition.

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Error Code
Error detected by VMC20
 

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Error detected by left ACS (EMCY)