Zapi EPS-BLI HYG User manual

ELECTRONIC • OLEODYNAMIC • INDUSTRIAL
EQUIPMENTS CONSTRUCTION
Via Parma, 59 – 42028 – POVIGLIO (RE) – ITALY
Tel [phone] (r.a.) – Fax [phone]
E-mail: [email protected] – web: www.zapispa.it
User Manual
EPS-BLI
HYG
Publication: AFMNA0AA
Edition: June 1, 2018
EN

Page – 2/75 AFMNA0AA – EPS-BLI HYG – User Manual
Copyright © 1975-2018 Zapi S.p.A.
All rights reserved
Contents of this publication are property of ZAPI S.p.A.; all related authorizations are covered by
Copyright. Any partial or total reproduction is prohibited.
Under no circumstances Zapi S.p.A. will be held responsible to third parties for damage caused by
the improper use of the present publication and of the device/devices described in it.
Zapi S.p.A. reserves the right to make changes or improvements to its products at any time and
without notice.
The present publication reflects the characteristics of the product described at the moment of
distribution. The publication therefore does not reflect any changes in the characteristics of the
product as a result of updating.
is a registered trademark property of Zapi S.p.A.
NOTES LEGEND
4The symbol aboard is used inside this publication to indicate an annotation or a
suggestion you should pay attention.
UThe symbol aboard is used inside this publication to indicate an action or a
characteristic very important as for security. Pay special attention to the
annotations pointed out with this symbol.

AFMNA0AA – EPS-BLI HYG – User Manual Page – 3/75
Contents
1INTRODUCTION...................................................................................................................5
1.1About this document................................................................................................... 5
1.1.1Manual Acronyms.........................................................................................5
1.2About the controller .................................................................................................... 6
1.2.1Safety ...........................................................................................................6
1.2.2OEM’s responsibility ..................................................................................... 6
1.2.3Technical support ......................................................................................... 6
2SPECIFICATIONS ................................................................................................................7
2.1General features......................................................................................................... 7
2.2Technical specifications .............................................................................................8
2.3Electrical specifications .............................................................................................. 8
2.4Motor specifications.................................................................................................... 8
3DRAWINGS...........................................................................................................................9
4BLOCK DIAGRAM..............................................................................................................10
4.1Position control......................................................................................................... 10
4.2Coordination between SCM and other modules in the truck .................................... 11
4.2.1Bringing TCM to a safe state ...................................................................... 11
4.2.2SCM has its own contactor.........................................................................12
4.2.3SCM directly on the DC Power rail ............................................................. 12
4.2.4A single MC, driven by the VCM, supplies power rail to all the modules.... 13
4.2.5A single MC, driven by the SCM, supplies power rail to all the modules.... 13
5SYSTEM COMPONENTS...................................................................................................14
5.1Steering motor and gear box.................................................................................... 14
5.2E-steering motor controller ....................................................................................... 14
5.3Feedback sensors ....................................................................................................14
5.3.1Feedback position sensor........................................................................... 14
5.3.2Straight ahead toggle switch ...................................................................... 15
5.4Sensor in the steering command..............................................................................15
5.4.1PWMs type sensor ..................................................................................... 15
5.4.2Force feedback........................................................................................... 16
6CONNECTION DRAWING..................................................................................................17
6.1Ampseal connector................................................................................................... 18
7INSTALLATION PROCEDURE ..........................................................................................19
7.1Prototype installation procedure...............................................................................19
8SETTING THE E-STEERING MOTOR CONTROLLER .....................................................20
8.1Prototype set-up .......................................................................................................20
8.2Quick set-up .............................................................................................................20
8.3ZERO SP POT self-acquisition.................................................................................21
8.4SET STEER 0-POS calibration ................................................................................ 21
9PROGRAMMING & ADJUSTMENTS.................................................................................22
9.1Zapi hand set............................................................................................................ 22
9.2Description of the parameter lists............................................................................. 22
9.2.1SET OPTIONS list ...................................................................................... 24
9.2.2ADJUSTMENTS list.................................................................................... 27
9.2.3SET MODEL list ......................................................................................... 30
9.2.4PARAMETER CHANGE list ....................................................................... 32
9.2.5HARDWARE SETTINGS list ......................................................................38

Page – 4/75 AFMNA0AA – EPS-BLI HYG – User Manual
9.2.6SPECIAL ADJUSTMENTS list ................................................................... 42
9.2.7TESTER list ................................................................................................ 44
10E-STEERING MOTOR CONTROLLER ALARMS..............................................................48
10.1Stop traction when E-steering motor controller is no longer operative.....................48
10.2Alarm list...................................................................................................................49
10.3CAN bus alarm list....................................................................................................62
11SAFETY REQUIREMENTS & RECOMMENDATIONS ......................................................64
11.1Safety function of stopping the traction after an E-steering controller alarm............64
11.2Vehicle master control (VMC) safety functions.........................................................65
11.3Fault exclusions........................................................................................................ 66
11.3.1Mechanical mounting of the magnet for the steered wheel sensor ............ 66
11.4Safety relevant parameters ...................................................................................... 66
11.5Safety relevant notes................................................................................................66
12INSTALLATION REQUIREMENTS & RECOMMENDATIONS..........................................67
13ESD CAUTIONS .................................................................................................................68
14UPLOAD FIRMWARE IN E-STEERING MOTOR CONTROLLER.....................................69
14.1Required tools ..........................................................................................................69
14.2Upload sequence ..................................................................................................... 69
15PERIODIC MAINTENANCE................................................................................................75
15.1Testing the faulty detection circuitry ......................................................................... 75
APPROVAL SIGNS
COMPANY FUNCTION INITIALS SIGN
PROJECT MANAGER
TECHNICAL ELECTRONIC
MANAGER VISA
SALES MANAGER VISA

AFMNA0AA – EPS-BLI HYG – User Manual Page – 5/75
1 INTRODUCTION
1.1 About this document
This manual provides important information about EPS BLI controller. It presents
mechanical, electrical and functional features; installation and handling of the Zapi
assembly.
This user manual refers to Zapi part number F07267A.
1.1.1 Manual Acronyms
VMC (or VCM): ........ Vehicle Master Control
TMC: ........................ Traction Control Module
MuC: ........................ Master microcontroller
SuC: ........................ Slave microcontroller
ACIM: ...................... AC Induction Motor
PM: .......................... Permanent Magnet
BLAC: ...................... Brushless AC Motor
ESD: ........................ Electrostatic Discharge
EPS: ........................ E-steering controller
CPOT: ..................... Central Zero Potentiometer (Pos./Neg.)
CNA#i: ..................... Connector A, pin i
PWM: ....................... Pulse-Width Modulation
PL: ........................... Performance Level
ENC: ........................ Encoder
CCW: ....................... Counterclockwise
FOC: ........................ Field Oriented Control
PDO: ........................ Project Data Object
DUT: ........................ Device Under Test
FMEA: ..................... Failure Mode and Effect Analysis
PCB: ........................ Printed Circuit Board
BOM: ....................... Bill Of Material

Page – 6/75 AFMNA0AA – EPS-BLI HYG – 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 knowledge of equipment.
UBefore doing any operation, ensure that the battery is disconnected and when
the installation is completed start the machine with the driving wheels raised
from the ground to ensure that any installation error does not compromise
safety.
UAfter the inverter turns-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
DC-link capacitors.
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.

AFMNA0AA – EPS-BLI HYG – User Manual Page – 7/75
2 SPECIFICATIONS
2.1 General features
EPS BLI is an integrated electrical steering controller, thought to be mounted axially
onto the steering motor. The main application is as steering controller for any kind of
forklift trucks including counterbalanced trucks. It can work steer by wire but also steer
assist (with embedded software modification). The motor technology is brushless AC
motor. Integrating motor and controller minimizes the wiring, reduces the installation
time and improves reliability.
An electrical steering system saves the consumption given by the losses in the priority
valve and in the pump motor of a hydraulic steering system, increasing the efficiency of
the full truck even up to 10% - 15%. Furthermore, it opens the door to an easy and
flexible customization approach. Redundancy in the microcontrollers and in the
sensors make possible to fulfill ISO13849 Category # 3 and PLd requirements.
Figure 2.1-1.
The main inverter features are:
Digital control using two microcontrollers.
Both microcontrollers connected over CAN bus.
#2 Analog (or PWMs) inputs for a quasi-redundant steering handle sensor.
#1 PWM output (CNA#14): general purpose, voltage controlled and short
circuit protected (max 0.7 A @ Vbatt ≤48 V).
#1 PWM output (CNA#10): driver of the force feedback device, current
controlled and overcurrent protected (max 1.3 A @ Vbatt ≤48 V).
#1 Digital output (CNA#9) as positive breaker for CNA#14 and CNA#10,
overcurrent protected (max 2 A @ Vbatt ≤48 V).
#1 13.5 V DC supply source (max 240 mA).
#1 Spare digital input (CNA#12) with inner 3.3 kΩpull-up to 13.5 V.
#1 Embedded steering motor sensor (position sensor).
#1 Embedded motor thermal sensor: KTY84-130 analog sensor.
#1 Embedded steered-wheel home-position sensor.

Page – 8/75 AFMNA0AA – EPS-BLI HYG – User Manual
2.2 Technical specifications
Modulation strategy: .................................................................... center-aligned PWM
Operating frequency:...........................................................................................8 kHz
External temperature range:..................................................................-30 °C ÷ 40 °C
Maximum inverter temperature:........................................................................... 90 °C
International protection marking: ...........................................................................IP65
2.3 Electrical specifications
Nominal supply voltage: .......................................................................................24 V
Nominal maximum current: .............................................................................50 Arms
Maximum time at maximum current: ..............................................2’ (alarm after 5 s)
Minimum battery voltage: ..................................................................................12.5 V
Maximum battery voltage: ....................................................................................35 V
Minimum input (key) supply voltage after start-up: ............................................12.5 V
Auxiliary circuits (key input) fuse rating: ......................................................max 6.3 A
Power fuse rating (proposal): ..................................................................... max 40 A*
CAN bus communication speed: ......................................................... up to 500 kbps
* Rated tripping current of the fuse should be selected according to the current-carrying
capacity of cables and connections.
2.4 Motor specifications
Type: ......................................................................................................brushless AC
Manufacturer: .......................................................................................... InMotion US
Model: .......................................................................................................Boise Motor
Power: ................................................................................................... 600 W S2 1 h
Speed: ..........................................................................................................3000 rpm
Max motor torque @ Imax = 50 Arms: .....................................3.1 Nm @ Vbatt = 24V
Gear box: ........................................................................ Sumitomo CNVMS-5087-43
Total gear box ratio: ..............................................................................................1:43
Thermal sensor: ............................................................................................. PT-1000

AFMNA0AA – EPS-BLI HYG – User Manual Page – 9/75
3 DRAWINGS
1
1
2
2
3
3
4
4
5
5
6
6
A A
B B
C C
D D
QUOTE SENZA TOLLERANZA/Dim. withouttolerance:PESO/Weight:DUREZZA/Hardness:
TECNICO/Technician:
NOTE:
Notes: FORMATO/Size:DIMENS./Dim.: COD. PROD./Part number:SCALA/Scale:
RUGOSITA'/Roughness:
(UNI-ISO 468/UNI 4600) (ISO 13715)
SPIGOLI/State of edges:
RAGGI NON QUOTATI/Radius not dim.:
SMUSSI NON QUOTATI/Chamfer notdim.:
TRATTAMENTO TERMICO/Thermal treatment: TRATTAMENTO SUPERFICIALE/Surface treatment:
mm
SFORMI FACCIA GEN./Taper not dim.:
DISEGNO NUM./Drawing n.:
VISTO/Visa:
DATA/Date:
PAGINA/Page: SERIE/Serie:
DESCRIZIONE/Description:
± 1
Ra 3.2 -0.5 +0.1
1°
PULITO DAI RESIDUI DI LAVORAZIONE
CLEANED FROM PROCESSING REMNANTS
A.C.
TIPO DI MATERIALE/Material type:
This drawing is a ZAPI s.p.a. property. Its reproduction is prohibited except for a written authorization. The only allowed use is that relative to the repairs of ZAPI products.
POVIGLIO (RE) - ITALY
PESO SPEC./Density:
From 0.3 to 0.7X45°
From R 0.3 to R 0.7
1:2 A3 /
HYSTER YALE EPS-BLI + BOISE + SUMITOMO
1/1 SER
14/03/18
AFMNA70B
Isometric View ( 1 : 2 )
ZAPI P/N: F07267A
HYG P/N: 8827292
MODEL: HYG EPS-BLI 24V 50A WITH MOTOR
WEIGHT OF THE ASSEMBLY: 6.470 Kg
ASSY CONSISTING OF:
1) ZAPI STEERING CONTROLLER
MODEL: EPS-BLI 24V 50A WITH MOTOR
2) INMOTION US MOTOR
MODEL: BOISE MOTOR 24V 50A
600W 3000 RPM S2 1h
3) SUMITOMO GEAR BOX
MODEL: CNVMS-5087-51
RATIO: 1 : 43
OPERATING TEMPERATURE RANGE: FROM - 10°C TO + 40°C
MAX CONTINUOUS TORQUE: 89 Nm OUTPUT OR 2.2 Nm INPUT AT 1450 RPM
MAX PULSIVE TORQUE: 192 Nm (3 secs MAXIMUM, 6 hrs LIFETIME)
01
01
01 ADDED TECHNICAL DATA.
Figure 3-1.

Page – 10/75 AFMNA0AA – EPS-BLI HYG – User Manual
4 BLOCK DIAGRAM
A block diagram of the motor control implemented in the E-steering motor controller is
depicted below. It is an indirect field-oriented control for brushless AC motors.
Figure 4-1. Motor control.
4.1 Position control
In general, several steering modes are possible, the main being steer-by-wire and
steering assist. This manual deals with the steer-by-wire mode which implements a
position-control loop. In a position-control loop the angle of the steered wheel is one-to-
one matched with that of the steering handle.
Figure 4.1-1. Closed loop mode.

AFMNA0AA – EPS-BLI HYG – User Manual Page – 11/75
4.2 Coordination between SCM and other modules in the truck
This chapter gives a list of possible solutions for coordinating the modules in the truck.
Acronyms:
SCM: Steering control module.
VCM: Vehicle control master (also VMC).
TCM: Traction control module.
PCM: Pump control module.
MC: Main contactor.
SC: Steering contactor.
MuC: Master microcontroller.
SuC: Slave microcontroller.
4.2.1 Bringing TCM to a safe state
Coordination between SCM and other modules performs the safety-related function of
leading the traction to a safe state when the SCM is lost. This safety function is not in
charge of the steering system, instead it involves others modules in the truck.
Coordination between SCM and other modules performs the safety-related function of
leading the traction to a safe state when the SCM is lost. This safety function is not in
charge of the steering system, instead it involves others modules in the truck.
Whatever the connecting diagram to coordinate SCM and other modules in the truck is,
the following inquiry raises up.
An error in the SCM stops the steering, but the traction is commanded to a safe state
via CAN bus only. As a consequence, transmission of the SCM errors has a proper
redundancy (MuC and SuC in the SCM check that the error information has been
transmitted over CAN bus); however the correct reception and the action of leading the
TCM to a safe state are not demanded to the steering system.
Even if the event “error in the SCM together with TCM fails to lead the truck to a safe
state” could represent an accumulation of faults, it is better the OEM is informed about
this safety issue and involved for possibly taking countermeasures. Countermeasures
to upgrade this external process (from SCM error to TCM in a safe state) to a better
controlled handling could be:
a) Supplying the positive to the coil of the MC or of the EB via the high-side driver in
the E-steering motor controller (CNA#14). Another module shall supply the low-
side driver of the coil. This handling has the drawback that sudden engagement
of the EB leads to an uncomfortable violent braking of the traction while the truck
is travelling fast.
b) Using redundancy in both VCM and TCM (VCM and TCM should be designed
with a category #3 architecture) to ensure that the SCM error is received by the
destination and that the traction is taken to a safe state.
c) In case the TCM directly picks up the SCM error frame from CAN bus (without
using VCM as a gateway), only the TCM should be designed with a category #3
architecture to ensure the SCM error is received by the destination and the
traction is taken to a safe state.

Page – 12/75 AFMNA0AA – EPS-BLI HYG – User Manual
4.2.2 SCM has its own contactor
Figure 4.2.2-1. SCM with its own contactor.
The best choice is to install SCM with its own contactor.
Pros:
For turning operational, SCM does not need synchronization with another module
in the truck. SCM is immediately operative after key-on.
An error in the TCM or PCM causes the MC to open, but SCM remains operative
during the stopping interval.
Cons:
See 4.2.1: Bringing TCM to a safe state.
4.2.3 SCM directly on the DC Power rail
Figure 4.2.3-1. SCM directly connected to the DC power rail.
This choice is similar to the 4.2.2 case.
Pros:
For turning operational, SCM does not need synchronization with another module
in the truck. SCM is immediately operative after key-on.
An error in the TCM or PCM causes the MC to open, but SCM remains operative
during the stopping interval.
Cost reduction vs. 4.2.2 (one contactor is saved).
Cons:
Power stage of the SCM is always supplied: when connecting battery plug,
sparkles occur in the plug pins for the DC rail caps inside the SCM.
Power stage of the SCM is always supplied: OEM (and UL) approval is required.
See 4.2.1: Bringing TCM to a safe state.

AFMNA0AA – EPS-BLI HYG – User Manual Page – 13/75
4.2.4 A single MC, driven by the VCM, supplies power rail to all the modules
Figure 4.2.4-1. Single MC driven by the VCM, supplying all the power modules.
This choice is widespread.
Pros:
Cost reduction vs. 4.2.2 (one contactor is saved)
Cons:
An error in the TCM or PCM causes the MC to open. As a consequence, steering
is not allowed during the stopping interval.
To turn operational, SCM needs a waking-up command from the VCM (i.e.
information about MC being closed). This is a safety function to be implemented
in the VCM (i.e. the VCM has to perform a category #3 function, leading to a
redundant and expensive VCM architecture).
UChapter 14.2 deals about this safety function to be implemented in the VCM.
See 4.2.1: Bringing TCM to a safe state.
4.2.5 A single MC, driven by the SCM, supplies power rail to all the modules
Figure 4.2.5-1. Single MC driven by the SCM to supply all the power modules.
This choice is a possible alternative to the 4.2.4.
Pros:
Cost reduction vs. 4.2.2 (one contactor is saved)
To turn operational, SCM DOES NOT need a waking-up command from the VCM
because the SCM turns operative as soon as it has closed the MC. A VCM
designed according category#3 is not strictly required.
Cons:
An error in the TCM or PCM causes the MC to open. As a consequence, steering
is not allowed during the stopping interval.
See 4.2.1: Bringing TCM to a safe state.

Page – 14/75 AFMNA0AA – EPS-BLI HYG – User Manual
5 SYSTEM COMPONENTS
The integrated steering system needs the following components in order to work. The
following list describes the complete equipment.
5.1 Steering motor and gear box
The integrated steering system includes a three phase brushless AC motor
(Pn = 600 W @ 3000 rpm S2 – 1 h) with an absolute position sensor on the motor
shaft.
The steering motor shaft is coupled to an integrated gear box. The gear ratio is 1:43.
5.2 E-steering motor controller
It consists of a control unit working with a nominal battery voltage in the range 12.5
through 35 V and a maximum current of 50 Arms. With a parameter (see MAXIMUM
CURRENT), it is possible to set the maximum current limitation to a lower value.
Figure 5.2-1
5.3 Feedback sensors
The feedback sensors arranged to work in closed-loop manual mode consist of:
1) A feedback position sensor on the motor shaft.
2) A straight-ahead toggle switch.
5.3.1 Feedback position sensor
The feedback position sensor is a redundant contactless rotary sensor. It is based on
an integrated Hall element array. The angular position of a simple two-pole magnet is
translated into analogue output voltages and used by the controller to know the real-
time steered wheel position.

AFMNA0AA – EPS-BLI HYG – User Manual Page – 15/75
5.3.2 Straight ahead toggle switch
The straight ahead toggle switch must be of NPN type (i.e. it must connect B- to
CNA#3). A possible arrangement for the straight-ahead switch (proximity switch) is
shown in Figure 4-6 below. The proximity switch is connected to the truck frame; the
iron plate rotates together with the steered wheel.
Figure 5.3.2-1. Straight-ahead toggle switch.
5.4 Sensor in the steering command
Closed-loop steering mode relies on a steering command device in the tiller of the truck
in charge of transmit the steering set point to the E-steering controller. This solution
implies mechanical hard stops and a rigid one-to-one relationship between steering
command position and steered wheel position (tiller is always aligned with the steered
wheel in the straight ahead direction). A disadvantage of this arrangement is that the
steered wheel automatically moves at key-on to recover the relaxation occurred after
past session key-off.
5.4.1 PWMs type sensor
This option provides high noise rejection and little failure-mode list. This sensor
consists of two independent PWM type outputs with a 200 Hz ± 40 Hz frequency and a
duty cycle in the range 5% to 95% per revolution programmed with triangle wave
shape 90° shifted (see figure 5.4.1-1). Quasi-redundant or fully-redundant set point
sensors may be adopted.
Figure 5.4.1-1.

Page – 16/75 AFMNA0AA – EPS-BLI HYG – User Manual
UQuasi-redundant is intended as a device composed of two separated
(independent) sensors with a common supply source. With a simple change in
the BOM, the E-steering motor controller may be configured for a fully redundant
sensor (i.e. two supply sources).
5.4.2 Force feedback
A force-feedback device must be installed on the steering command axle as to
dynamically modify the force needed to act on it. The friction at the steering command
will be real-time adjusted according to either a Zapi basic implementation or a
customer’s requirement.
For actuating this function, a current controlled friction device is required. Two
technologies are known: magnetic fluid and proportional electromagnetic brakes (a not
representative example for an arrangement with a magnetic brake is shown in figure
5.4.2-1). No preference or reliability evaluation is given in this manual about the
different technologies. Whatever is the OEM’s final choice, the current in the friction
device must stay equal or lower than 1 A.
Figure 5.4.2-1 Example for a force-feedback assembly (not representative).

AFMNA0AA – EPS-BLI HYG – User Manual Page – 17/75
6 CONNECTION DRAWING
Figure 10-1.

Page – 18/75 AFMNA0AA – EPS-BLI HYG – User Manual
6.1 Ampseal connector
The E-steering controller adopts a 23-poles Ampseal connector. In this manual, each
pin nis addressed as A#n or CNA#n.
Figure 6.1-1
A1 Digital input (general purpose redundant).
A2 +5V +5V supply output.
A3 PBATT Positive battery connection.
A4 PBATT Positive battery connection.
A5 PBATT Positive battery connection.
A6 NBATT Negative battery connection.
A7 NBATT Negative battery connection.
A8 NBATT Negative battery connection.
A9 PCOIL Positive terminal of the TFD coil (1.3 A max).
A10 NCOIL Negative terminal of the TFD coil (1.3 A max).
A11 Digital input (general purpose redundant).
A12 SW1 Digital input for the home switch.
A13 GND Ground (negative reference).
A14 PCOIL2 Safety out (EPS-operative signal).
A15 KEY-IN Key input (logic supply input).
A16 GND Ground (negative reference).
A17 CPOC2 2nd triangle wave shape PWM.
A18 VCC2 13.5 V 200 mA supply output. Free for future use.
A19 GND Ground (negative reference).
A20 CPOC1 1st triangle wave shape PWM.
A21 +5V 5 V supply output.
A22 CANL1 CAN bus channel LOW (No 120  termination
aboard).
A23 CANH1 CAN bus channel HIGH (No 120  termination
aboard).

AFMNA0AA – EPS-BLI HYG – User Manual Page – 19/75
7 INSTALLATION PROCEDURE
For mass production cautions on correctness of the connecting drawing (according
figure 10-1) and of the mechanical installation are recommended.
UFor the correctness of the installation and for minimizing the risk of troubles,
please read and adopt accurately advices of topic 14 (installation requirements &
recommendations).
7.1 Prototype installation procedure
This procedure is relative to the connecting drawings in Figure 10-1. It is valid for both
steered wheel with and without mechanical hard stops. When mechanical hard stops are
present, cautions must be taken in order the angle of the steered wheel to be electrically
controlled and limited with margin before impacting the hard stops.
It describes the step by step installation procedure to get the prototype working.
For every truck released on the field, the correct installation set-up is already known and
so only quick set-up is required (see 8.2).
Carry out the procedure in the following order.
Step1 Lift up the steered wheel from the floor.
Step2 Connect the parts as for the connecting drawing in Figure 10-1 except for the
PBATT connections. Up to three wires 1.5 mm2for NBATT are foreseen (same
for PBATT). Total current rating for three 1.31 mm2PVC wires is about 36 A @
Tamb = 40°C. Total current rating for two 1.31 mm2PVC wires is about 26.5 A
@ Tamb = 40°C. Total current rating for three pins of the AMPSEAL connector
in the tin plated part number is 21 A (bottleneck).
Step3 Move mechanically the steered wheel in the straight ahead orientation.
Step4 Switch on the key and with the Zapi Can Console (or with the Zapi hand set in
a remote mode from another unit in the truck) check the reading CENTER
WHEEL SW in the tester menu is ON (meanwhile the steered wheel is straight
ahead). If it is not, there is a problem in the steered wheel sensor.
Step5 With the Zapi PC CAN Console (or with the Zapi hand set in a remote mode
from another unit in the truck) check the adjustment SET STEER 0-POS is 0°.
Step6 With the Zapi PC CAN Console (or with the Zapi hand set in a remote mode
from another unit in the truck) set parameters 1ST ANGLE GAIN and 2ND
ANGLE GAIN to values compatible with the position of the mechanical hard
stops (to avoid the steered wheel impacts the mechanical hard stops).
Step7 Connect the battery to the controller.
Step8 Switch on the key. The system should start steering.
Step9 Turn to topic 8 SETTING THE E-STEERING MOTOR CONTROLLER.

Page – 20/75 AFMNA0AA – EPS-BLI HYG – User Manual
8 SETTING THE E-STEERING MOTOR
CONTROLLER
Two procedures: one for the first prototype (paragraph 8.1) and one for every E-steering
motor controller released on the field (paragraph 8.2) are described here. Then
calibration and acquisition procedures follow.
8.1 Prototype set-up
This procedure shall be executed on the prototype after the integrated steering system
has been installed on the truck and the installation procedure has been performed. All
the steps below are assumed to be performed with the Zapi PC CAN Console (or with
the Zapi hand set in a remote mode from another unit in the truck or with a customized
VMC and its CAN bus supported object dictionary). Any new set-up for a parameter must
be saved and the key re-cycled before re-testing it.
Step1 Make a ZERO SP POT self-acquisition (see 8.3).
Step2 Make a SET STEER 0-POS calibration (see 8.4).
Now the system is expected to work properly in a basic set-up configuration.
Step3 Set the limiting position of the steered wheel with parameters 1ST ANGLE
GAIN and 2ND ANGLE GAIN (see 9.2.4).
Step4 Acquire settings NEG SP1 DELTA and POS SP1 DELTA (see 9.2.2).
Step5 Select the handling for the force-feedback device with options FRICTION
MODE (see 9.2.1).
Step6 Set the minimum force-feedback profile via parameters SET STEER MIN, SET
STEER HTS, SET TFD LTS, SET TFD HTS (see 9.2.4).
Step7 Set the maximum force-feedback profile via parameter SET STEER MAX (see
9.2.4).
Step8 Check that the steady state response of the steered wheel to a same set point
is accurate and repetitive enough. Tune POS ACCURACY if it is not (see
13.2.4.16 and 13.2.4.17).
Step9 Check the dynamic response of the steered wheel to a step in the set point is
fast enough and free from overshooting. Tune parameters LEAD FB
REGULAT and LAG FB REGULAT if it is not (see 9.2.4).
Step10 Set parameters related to dynamic numbness as to reduce the sensitivity of
the steering response with traction speed (see 9.2.4).
Step11 Set AUXILIARY TIME (see 9.2.4).
8.2 Quick set-up
This procedure shall be executed on every manufactured truck. In mass production, the
default set-up is assumed to work properly and so only procedures to adapt the steering
assembly to the particular mounting arrangement (on its own lift truck) are required.
All the steps below are assumed to be performed with the Zapi PC CAN Console (or with
the Zapi hand set in a remote mode from another unit in the truck or with a customized
VMC and its CAN bus supported object dictionary). Any new set-up for a parameter must
be saved and the key re-cycled before re-tested.
Step1 Make a ZERO SP POT self-acquisition (see 8.3).