Zapi ACE2 User Manual

ELECTRONIC • OLEODYNAMIC • INDUSTRIAL
EQUIPMENTS CONSTRUCTION
Via Parma, 59 – 42028 – POVIGLIO (RE) – ITALY
Tel +39 0522 960050 (r.a.) – Fax +39 0522 960259
e-mail: [email protected] – web: www.zapispa.it
EN
User Manual
ACE2
INVERTER
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Copyright © 1975-2009 Zapi S.p.A.
All rights reserved
The contents of this publication is a ZAPI S.p.A. property; all related authorizations are covered
by Copyright. Any partial or total reproduction is prohibited.
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 LEGEND
4 The symbol aboard is used inside this publication to indicate an annotation or a

suggestion you should pay attention.
U The 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.
Page - 2/85 AF2ZP0CL - ACE2 - User Manual

Contents
1 INTRODUCTION ...................................................................................................................5
2 SPECIFICATION ...................................................................................................................6
2.1 Technical specifications ACE2 ...................................................................................6
2.2 Technical specifications ACE2 Power ........................................................................6
2.3 Block diagram .............................................................................................................7
3 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT.......8
3.1 Microswitches .............................................................................................................8
3.2 Accelerator unit...........................................................................................................8
3.3 Other analog control unit ............................................................................................9
3.4 Speed feedback........................................................................................................10
4 INSTALLATION HINTS.......................................................................................................11
4.1 Material overview......................................................................................................11
4.1.1 Connection cables ......................................................................................11
4.1.2 Contactors...................................................................................................11
4.1.3 Fuses ..........................................................................................................11
4.2 Installation of the hardware.......................................................................................12
4.2.1 Positioning and cooling of the controller .....................................................12
4.2.2 Wirings: power cables.................................................................................12
4.2.3 Wirings: CAN connections and possible interferences ...............................13
4.2.4 Wirings: I/O connections .............................................................................15
4.2.5 Connection of the encoder..........................................................................15
4.2.6 Main contactor and key connection ............................................................16
4.2.7 Insulation of truck frame..............................................................................16
4.3 Protection and safety features ..................................................................................17
4.3.1 Protection features......................................................................................17
4.3.2 Safety Features...........................................................................................17
4.4 EMC..........................................................................................................................18
4.5 Various suggestions .................................................................................................20
5 OPERATIONAL FEATURES ..............................................................................................21
5.1 Diagnosis ..................................................................................................................22
6 DESCRIPTION OF THE CONNECTORS............................................................................23
6.1 Connectors of the logic - Traction configuration .....................................................23
6.2 Connectors of the logic - Pump configuration...........................................................24
6.3 Description of power connections.............................................................................25
7 DRAWING ...........................................................................................................................26
7.1 Mechanical drawing ACE2........................................................................................26
7.2 Mechanical drawing ACE2 Power ............................................................................27
7.3 Connection drawing - Traction configuration ............................................................28
7.4 Connection drawing - Pump configuration................................................................29
7.5 Connection drawing - Combi configuration ...............................................................30
8 PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE...................................31
8.1 Adjustments via Console ..........................................................................................31
8.2 Description of Console & Connection .......................................................................31
8.3 Description of Standard Console Menu ....................................................................32
8.3.1 Traction configuration .................................................................................32
8.3.2 Pump configuration .....................................................................................33
8.4 Function configuration ..............................................................................................34
AF2ZP0CL - ACE2 - User Manual Page - 3/85

8.4.1 Traction....................................................................................................... 34
8.4.2 Pump .......................................................................................................... 39
8.5 Parameter regulation................................................................................................ 49
8.5.1 Traction....................................................................................................... 49
8.5.2 Pump .......................................................................................................... 52
8.6 Programming console functions ............................................................................... 56
8.7 Sequence for Ac Inverter Traction setting ................................................................ 57
8.8 Sequence for Ac Inverter Pump setting.................................................................... 58
8.9 Tester: description of the function ............................................................................ 59
8.9.1 Traction....................................................................................................... 59
8.9.2 Pump .......................................................................................................... 60
8.10 Description of the Console “SAVE” function............................................................. 63
8.11 Description of Console “RESTORE” function ........................................................... 64
8.12 Description of Console “PROGRAM VACC” function............................................... 65
8.13 Description of the battery charge detection setting .................................................. 67
8.14 Description of “ALARMS” menu ............................................................................... 68
8.15 Faults diagnostic system .......................................................................................... 69
8.16 Microcontroller alarms overview ............................................................................... 70
8.17 Analysis and troubleshooting of alarms displayed on console ................................. 73
8.18 Microcontroller warning overview ............................................................................. 80
8.19 Analysis and troubleshooting of warnings displayed on console.............................. 81
9 RECOMMENDED SPARE PARTS FOR INVERTER ......................................................... 84
10 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 85
APPROVAL SIGNS
COMPANY FUNCTION INIZIALS SIGN
PROJECT MANAGER FG
TECHNICAL ELECTRONIC
PP
MANAGER VISA
SALES MANAGER VISA MC
Publication N°: AF2ZP0CL

Edition: July 2009

1 INTRODUCTION
Within the ZAPIMOS family, the ACE-2 inverter (E stands for evolution) is the
model suitable for control of 4.0 kW to 9.0 kW motors. It has been expressly
designed for battery electric traction.
It is fit for electric truck, material handling: order pickers, reach truck, CB 2,0 tons,
tractors, boom lift and scissors lift.
The ACE-2 can be supplied in three versions:
1) Sensored version: using an Encoder (Sensor Bearing) in the Motor axle is

realised an extremely precise and reliable motor speed and torque control
2) SenseCoils version: using special auxiliary windings inside the motor instead
of an encoder is realised the motor speed and torque control.
3) Sensorless version: using only the phase voltage feedback is implemented

the motor speed and torque control with the Zapi patented sensor-less
control software.
Here the Sensored Version is descripted: it adopts an Encoder integrated in the

Ball Bearing (Sensor Bearing). The Encoder fills up the truck performance,
respect to the Sensorless and Sense Coils versions, with lower minimum speed,
the “stop on the ramp” service and a smoother inversion; on the other hand the
reliability gets penalized by the fragile mechanics and inaccessible position of the
Sensor Bearing.

2 SPECIFICATION
2.1 Technical specifications ACE2

Inverter for AC asynchronous 3-phase motors
Regenerative braking functions
Can-bus interface
Flash memory (128 Kbytes On-Chip Program Memory)
Digital control based upon a microcontroller
Voltage:.............................................................................................. 24 - 36 - 48 V
Maximum current ACE2 24V/400: ............................................. 400 A (RMS) for 3'
Maximum current ACE2 36-48V/350: ........................................ 350 A (RMS) for 3'
1 hour current rating ACE2 24V/400:................................................. 200 A (RMS)
1 hour current rating ACE2 36-48V/350: ........................................... 170 A (RMS)
Operating frequency: ......................................................................................8 kHz
External temperature range: .............................................................-30 °C ÷ 40 °C
Maximum inverter temperature (at full power): ............................................... 85 °C
2.2 Technical specifications ACE2 Power

Inverter for AC asynchronous 3-phase motors
Regenerative braking functions
Can-bus interface
Flash memory (128 Kbytes On-Chip Program Memory)
Digital control based upon a microcontroller
Voltage:....................................................................................... 24 - 36 – 48- 80 V
Maximum current ACE2 36-48V/450: ........................................ 450 A (RMS) for 3'
1 hour current rating ACE2 36-48V/450: ........................................... 225 A (RMS)
Operating frequency: ......................................................................................8 kHz
External temperature range: .............................................................-30 °C ÷ 40 °C
Maximum inverter temperature (at full power): ............................................... 85 °C

2.3 Block diagram

3 SPECIFICATION FOR THE INPUT DEVICES
FILLING UP THE INSTALLATION KIT
The ACE2 inverter needs some external parts in order to work. The following
devices complete the kit for the ACE2 installation.
3.1 Microswitches
- The microswitches must have a contact resistance lower than 0.1 Ω and a
leakage current lower than 100 µA.
- When full load connected, the voltage drop between the key switch contacts
must be lower than 0.1 V.
- The microswitches send a voltage signal to the microprocessor when a
function request (for ex.: running request) is made.
3.2 Accelerator unit

The accelerator unit can consist of a potentiometer or an Hall effect device.
It should be in a 3-wire configuration. The potentiometer is supplied through
CNA#2.
Potentiometer output signal must be input to CPOT (CNA#3), signal range is from
0 to 10 V.
The negative supply of the potentiometer has to be taken from CNA#9 (GND), or
from CNA-5 (REV/ 1ST SPEED) if the diagnosis PEDAL WIRE KO is done. In
this case the hardware must be configured closing a jumper on the logic card.
Potentiometer value should be in the 0.5 – 10 kΩ range; generally, the load
should be in the 1.5 mA to 30 mA range. Faults can occur if it is outside this
range.
The standard connection for the potentiometer is the one in the Left side of next
figure (potentiometer on one end at rest) in combination with a couple of Travel
demand switches. On request it is also possible the handling in the Right side of
next figure (potentiometer in the middle at rest) still in combination with a couple
of Travel demand switches.
The Procedure for automatic potentiometer signal acquisition is carried out using
the Console. This enables adjustment of the minimum and maximum useful
signal level (PROGRAM VACC function), in either direction. This function is
unique when it is necessary to compensate for asymmetry with the mechanical

elements associated with the potentiometer, especially relating to the minimum
level.
The sequence of procedure is described in the programming console manual.
The two graphs show the output voltage from a non-calibrated potentiometer with
respect to the mechanical “zero” of the control lever. MI and MA indicate the point
where the direction switches close. 0 represents the mechanical zero of the
rotation.
The Left Hand graph shows the relationship of the motor voltage without signal
acquisition being made. The Right Hand Graph shows the same relationship after
signal acquisition of the potentiometer.
3.3 Other analog control unit

1) Input A10 is an analog input, whose typical application is for proportional
braking. It should be in a 3 wire configuration. Potentiometer value should be
in the 0.5-10 kΩ range. Generally, the load should be in the 1.5 mA to 30 mA
range. The CPOTB (A10) signal range is from 0 to 10 V.
2) Connections A22 (PTHERM) and A23 (NTHERM) are used for a motor
thermal sensor. It can be digital (on/off sensor, normally closed) or analog.
See also chapter 8.4 for more explanation.

3.4 Speed feedback
The motor control is based upon the motor speed feedback. The speed
transducer is an incremental encoder, with two phases shifted at 90°. The
encoder can be of different types:
- power supply: +5 V or +12 V.
- electric output: open collector ( NPN), push-pull
- standard (A and B) output.
For more details about encoder installation see also chapter 4.2.5.
4 Note: The encoder resolution and the motor poles pair (the controller can
handle), is specified in the home page display of the handset showing following
headline:
AE2T2B ZP1.13
That means:
AE2T= ACE-2 traction controller
(AE2P= ACE-2 pump controller)
2 = motor’s poles pair number
B = 64 pulses/rev encoder
The encoder resolution is given by the last letter in the following list:
A = 32 pulses/rev
B = 64 pulses/rev
C = 80 pulses/rev
D = 128 pulses/rev

4 INSTALLATION HINTS
In the description of these installation suggestions you will find some boxes of
different colors, they mean:
4 These are information useful for anyone is working on the installation, or a

deeper examination of the content
U These are Warning boxes, they 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
4.1 Material overview

Before to start it is necessary to have the required material for a correct
installation. Otherwise a wrong choice of cables or other parts could lead to
failures/ misbehaviour/ bad performances.
4.1.1 Connection cables
For the auxiliary circuits, use cables of 0.5 mm² section.
For power connections to the motor and to the battery, use cables having section
of at least 50 mm². The screwing torque for the controller power connection must
be comprised in the range 13 Nm÷15Nm.
For the optimum inverter performance, the cables to the battery should be run
side by side and be as short as possible.
4.1.2 Contactors
The main contactor must be installed. Depending on the setting two parameters
in the controller (MAIN CONT VOLT [V%] and MAIN CONT V RID [%] ; see
chapter 8.4.1, 8.4.2):
- the output which drives the main contactor coil is modulated with a PWM at
high frequency (1 kHz). After an initial delay of about 1 sec in which the coil is
driven with a percentage of Vbatt set by MAIN CONT. VOLT. parameter, the
PWM reduces the voltage down to a percentage which is set by the MAIN
CONT V RID parameter. This feature is useful to decrease the power
dissipation of the contactor coil.
4.1.3 Fuses
- Use a 10 A Fuse for protection of the auxiliary circuits.
- For protection of the power unit, refer to chapter 9 (Recommended spare
parts for inverter). 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 spread of fused particles should the fuse blow.

4.2 Installation of the hardware
U Before doing any operation, ensure that the battery is disconnected and
when all the installation is completed start the machine with the drive
wheels raised from the floor to ensure that any installation error do not
compromise safety.
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.
4.2.1 Positioning and cooling of the controller

Install the inverter with the base-plate on a flat metallic surface that is clean and
unpainted.
- Apply a light layer of thermo-conductive grease between the two surfaces to
permit better heat dissipation.
- Ensure that the wiring of the cable terminals and connectors is carried out
correctly.
- Fit transient suppression devices to the horn, solenoid valves, and contactors
not connected to the controller.
- The heat generated by the power block must be dissipated. For this to be
possible, the compartment must be ventilated and the heat sink materials
ample.
- The heat sink material and system should be sized on the performance
requirement of the machine. Abnormal ambient air temperatures should be
considered. In situations where either ventilation is poor, or heat exchange is
difficult, forced air ventilation should be used.
- The thermal energy dissipated by the power block module varies and is
dependent on the current drawn and the duty cycle.
4.2.2 Wirings: power cables
- The power cables length must be as short as possible to minimize power
losses.
- They must be tightened on controller power posts with a Torque of 13-15
Nm.
- The ACE2 module should only be connected to a traction battery. Do not use
converters outputs or power supplies. For special applications please contact
the nearest Zapi Service Centre.
U Do not connect the controller to a battery with a nominal voltage different

than the value indicated on the controller label. A higher battery voltage
may cause power section failure. A lower voltage may prevent the logic
operating.

4.2.3 Wirings: CAN connections and possible interferences
4 CAN stands for Controller Area Network. It is a communication protocol for real
time control applications. CAN operates at data rate of up to 1 Megabits per
second.
It was invented by the German company Bosch to be used in the car industry to
permit communication among the various electronic modules of a vehicle,
connected as illustrated in this image:
- The best cable for can connections is the twisted pair; if it is necessary to
increase the immunity of the system to disturbances, a good choice would
be to use a cable with a shield connected to the frame of the truck.
Sometimes it is sufficient a simple double wire cable or a duplex cable not
shielded.
- In a system like an industrial truck, where power cables carry hundreds of
Ampere, there are voltage drops due to the impedance of the cables, and
that could cause errors on the data transmitted through the can wires. In the
following figures there is an overview of wrong and right layouts of the cables
routing.
U Wrong Layout:
R
Can Bus
Power cables
Module Module
1 2
Module
3
R
The red lines are can wires.

The black boxes are different modules, for example traction controller, pump
controller and display connected by canbus.

The black lines are the power cables.
This is apparently a good layout, but can bring to errors in the can line.
The best solution depends on the type of nodes (modules) connected in the
network.
If the modules are very different in terms of power, then the preferable
connection is the daisy chain.
U Correct Layout:
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 –BATT post of the controller that works with the
highest current, and the others 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, the best way
to deal this configuration is to create a common ground point (star configuration).
U Correct Layout:
R
Can Bus
Power cables
Module
Module
1
2
Center of the Ground connection
Module
3
R
Note: Module 1 power ≈ Module 2 power > Module 3 power
In this case the power cables starting from the two similar controllers must be as
short as possible. Of course also the diameter of the cable concurs in the voltage
drops described before (higher diameter means lower impedance), so in this last
example the cable between the minus of the Battery and the common ground
point (pointed by the arrow in the image) must be dimensioned taking into

account thermal and voltage drop problems.
4 Can advantages:
The complexity of today systems needs more and more data, signal and
information must flow from a node to another. CAN is the solution to different
problems that arise from this complexity
- simplified design (readily available, multi sourced components and tools)
- lower costs (less and smaller cables )
- improved reliability (fewer connections)
- analysis of problems improved (easy connection with a pc to read the data
flowing through the cable).
4.2.4 Wirings: I/O connections

- After crimping the cable, verify that all strands are entrapped in the wire
barrel.
- Verify that all the crimped contacts are completely inserted on the connector
cavities.
U A cable connected to the wrong pin can lead to short circuits and failure;
so, before turning on the truck for the first time, verify with a multimeter the
continuity between the starting point and the end of a signal wire.
- For information about the mating connector pin assignment see the
paragraph “description of the connectors”.
4.2.5 Connection of the encoder
1) ACE2 card is fit for different types of encoder. To control AC motor with Zapi
inverter, it is necessary to install an incremental encoder with 2 phases
shifted of 90°. The encoder power supply can be +5 or +12 V. It can have
different electronic output.
A8 +5V/+12V positive of encoder power supply.

A15 GND negative of encoder power supply.
A7 ENC A phase A of encoder.
A14 ENC B phase B of encoder.
2) Connection of encoder with +5 V power supply.

Connection of encoder with +12 V power supply.
U VERY IMPORTANT
It is necessary to specify in the order the type of encoder used, in terms of
power supply, electronic output and n° of pulses for revolution, because
the logic unit must be set in the correct way by Zapi.
4.2.6 Main contactor and key connection

- The connection of the main contactor can be carried out following the
drawing in the figure
- The connection of the battery line switches must be carried out following
ZAPI instructions.
- 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 inside the logic when the voltage on the
battery power connection overtakes 40% more than the battery nominal
voltage or if the key is switched off before the battery power line is
disconnected.
4.2.7 Insulation of 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.

4.3 Protection and safety features
4.3.1 Protection features
The ACE-2 is protected against some controller injuries 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.
- Thermal protection
If the controller temperature exceeds 85 °C, the maximum current is reduced
in proportion to the thermal increase. The temperature can never exceed 105
°C.
- External agents
The inverter is protected against dust and the spray of liquid to a degree of
protection meeting IP65.
- 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 1 V 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 operations 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.
4.3.2 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.
ACE-2 inverter electronic implements an hardware safety circuit, which is able to

open the Line Contactor (LC) and the Electric Brake (EB) - and therefore to cut
the power line stopping the machine via HARDWARE, that is bypassing the
software control of the LC and EB. This safety circuit is driven by "SAFETY"
input. If safety input is connected to -BATT, the "SAFETY" circuit is inactive; if the
input is open, the "SAFETY" circuit becomes active and, within a timeout, it is
able to open the drivers of LC coil and EB coil. The safety circuit is also
periodically checked by the ACE-2 microcontroller; if the microcontroller detects a

failure in the "SAFETY" circuit, the microcontroller itself will bring the machine in
a safe status.
Suggested connection of "SAFETY" circuit:
- STANDALONE CONFIGURATION: it is suggested to connect safety input to
the "SEAT" microswitch or to the "DEADMAN" microswitch (it depends on the
application); in this way the machine will be brought to a safe status as soon
as the operator leaves the machine.
- COMBI CONFIGURATION: in this case the pump controller acts as
supervisor, checking the traction controller functionality by the CANBUS. So
it is suggested to connect the "SAFETY" input of traction controller to a
dedicated output of pump controller "SAFETY OUT", so that the pump
controller can drive the traction safety input and open the power line in case
of malfunctioning of traction controller.
4.4 EMC
U EMC and ESD performances of an electronic system are strongly

influenced by the installation. Special attention must be given to the
lengths and the paths of the electric connections and the shields. This
situation is beyond ZAPI's control. Zapi can offer assistance and
suggestions, based on its years experience, on EMC related items.
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 represents the studies and
the tests on the electromagnetic energy generated or received by an electrical
device.
So the analysis works in two directions:
1) The study of the emission problems, the disturbances generated by the

device and the possible countermeasure 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 which are working at high frequency and generate
RF energy, but wires and cables have the key role to propagate the disturbs
because they works 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 concern 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 be exposed to.
These tests are carried out at determined levels of electromagnetic fields, to

simulate external undesired disturbances and verify the electronic devices
response.
3) The second type of immunity, 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 a
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 and thus create malfunctions; this effect is particularly
critical in modern machines, with serial communications (canbus) which
are spread everywhere on the truck and which 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 an intermittently malfunction to a completely
failure of the electronic device.
4 IMPORTANT NOTE: it is always much easier and cheaper to avoid ESD from
being generated, than to increase the level of immunity of the electronic devices.
There are different solutions for EMC issues, depending on level of emissions/
immunity required, 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 is 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.
4.5 Various suggestions

- Never connect SCR low frequency chopper with ASYNCHRONOUS
INVERTER because the ASYNCHRONOUS filter capacitors alter the SCR
choppers' work. If it is necessary to use two or more control units (traction +
lift. for ex.), they must belong to the ZAPIMOS family.
- During battery charge, disconnect ASYNCHRONOUS from the battery.

5 OPERATIONAL FEATURES
- Speed control (three versions available: sensored, sense coil and sensorless
as explained in the introduction section) .
- Optimum behaviour 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 hold on a slope) for a programmable time (see also chapter 8.4).
- 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:
- traction inverter
- the traction inverter sends a "hydraulic steering function" request to
the pump inverter on the can-bus line (see also OPTIONS chapter
8.4).
- 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 an hydraulic
steering motor (output A18), see also OPTIONS chapter.
- 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.
- Self diagnosis, the faults can be displayed through the console or Zapi’s
MDI/Display.
- 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.
- Test function within console for checking main parameters.

5.1 Diagnosis
The microcontroller continually monitors the inverter and carries out a diagnostic
procedure on the main functions. The diagnosis is made in 4 points:
1) Diagnosis on key switch closing 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
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 digital console can be used, which gives
a detailed information about the failure; the failure code is also sent on the Can-
Bus.

6 DESCRIPTION OF THE CONNECTORS
6.1 Connectors of the logic - Traction configuration

A1 KEY Connected to the power supply through a microswitch
(CH) with a 10 A fuse in series.
A2 PPOT Potentiometer positive: 12 V / 5 V output; keep load >
1 kohm / 0.5 kohm.
A3 CPOT Accelerator potentiometer wiper.
A4 FORW Forward direction request input. It must be connected
to the forward direction microswitch, active high.
A5 REV Backward direction request input. It must be connected
to the backward direction microswitch, active high.
It can also be used as NPOT (potentiometer negative
reference) with the PEDAL WIRE KO diagnosis
implemented.
A6 SEAT SEAT input; it must be connected to the SEAT
microswitch; it is active when connected to -BATT.
A7 ENCA Incremental encoder phase A input.
A8 PENC Incremental encoder positive supply 12 V / 5 V
A9 -BATT Negative power supply. It is used as NPOT, without
PEDAL WIRE KO diagnosis, for acceleration
potentiometer and brake potentiometer
A10 CPOTBR Brake potentiometer wiper.
A11 SAFETY IN If not connected to -Batt the MC and EB coil power
output will be disabled. In the COMBI configuration it is
connected to SAFETY OUT (CNA#19) of pump
controller. This input can also be used as a general
purpose digital input.
A12 CAN-T If it is connected with A21 (CAN H) it introduces the
120 Ohm termination resistance between CAN-L and
CAN-H.
A13 SR/HB Speed reduction (handbrake) input. Active with switch
opened. Not active with switch closed to -Batt.
A14 ENCB Incremental encoder phase B input.
A15 ENC GND Encoder negative power supply.
A16 NLC Main contactor coil output. The coil is driven to
negative reference.
A17 PLC/PB Positive of the main contactor and electromechanical
brake coil.
A18 NEB Electro mechanic brake coil output. The coil is driven to
negative reference.
A19 SAFETY OUT It drives the external load to negative reference when
the REV input is active. It can be used for a flashing
light or acoustic indicator. The maximum current load is
1 A. In case of inductive load it is suggested to use a
free-wheeling diode across the load (with cathode

connected to +Batt)
A20 CAN-L Low level CAN-BUS voltage I/O.
A21 CAN-H High level CAN-BUS voltage I/O.
A22 PTHERM Input for motor temperature sensor. It is possible to
use a digital or analogue (PTC) sensor.
A23 NTHERM -Batt.
B1 PCLRXD Positive serial reception (Not used: it can be

disconnected).
B2 NCLRXD Negative serial reception.
B3 PCLTXD Positive serial transmission.
B4 NCLTXD Negative serial transmission.
B5 GND Negative console power supply.
B6 +12 Positive console power supply.
B7 FLASH It must be connected to B8 for the Flash memory
programming.
programming.
6.2 Connectors of the logic - Pump configuration

A1 KEY Connected to the power supply through a microswitch
(CH) with a 10 A fuse in series.
A2 PPOT Potentiometer positive: 12 V / 5 V output; keep load >
1 kohm / 0.5 kohm.
A3 CPOT Lifting potentiometer wiper.
A4 LIFT ENABLE Input for potentiometer lifting enable input; it is active
HIGH.
A5 SPEED1 Input for first speed request; it is active HIGH.
It can also be used as NPOT (potentiometer negative
reference) with the PEDAL WIRE KO diagnosis
implemented.
A6 SEAT SEAT input; it must be connected to the SEAT
microswitch; it is active when connected to -BATT.
A7 ENCA Incremental encoder phase A input.
A8 PENC Incremental encoder positive supply 12 V / 5 V
A9 -BATT Negative power supply. It is used as NPOT, without
PEDAL WIRE KO diagnosis, for lifting potentiometer
A10 SPEED2 Input for second speed request; it is active HIGH.
A11 SAFETY IN If not connected to -Batt the AUX1 and AUX2 coil
power output will be disabled. It can also be used as a
general purpose digital input.
A12 CAN-T If it is connected with A21 (CAN H) it introduces the
120 Ohm termination resistance between CAN-L and
CAN-H.
A13 SPEED3 Input for third speed request; it is active when

connected to -Batt.
A14 ENCB Incremental encoder phase B input.
A15 ENC GND Encoder negative power supply.
A16 NLC Main contactor coil output. The coil is driven to
negative reference.
A17 PLC/PAUX Positive of the LC and Auxiliary coil.
A18 NAUX Auxiliary coil output. The coil is driven to negative
reference.
A19 SAFETY OUT In the COMBI configuration it is connected to SAFETY
IN (CNA#11) of traction controller.
It can also be used to drive an external load to
negative reference when the pump motor is driven.
The maximum current load is 1 A. In case of inductive
load it is suggested to use a free-wheeling diode
across the load (with cathode connected to +Batt)
A20 CAN-L Low level CAN-BUS voltage I/O.
A21 CAN-H High level CAN-BUS voltage I/O.
A22 PTHERM Input for motor temperature sensor. It is possible to
use a digital or analogue (PTC) sensor.
A23 NTHERM -Batt.
B1 PCLRXD Positive serial reception (Not used: it can be

disconnected).
B2 NCLRXD Negative serial reception.
B3 PCLTXD Positive serial transmission.
B4 NCLTXD Negative serial transmission.
B5 GND Negative console power supply.
B6 +12 Positive console power supply.
programming.
programming.
6.3 Description of power connections

View of the power bars:
-BATT Negative of the battery.

+BATT Positive of the battery.
U; V; W Connection bars of the three motor phases; follow this
sequence and the indication on the motor.

7 DRAWING
7.1 Mechanical drawing ACE2
Existing others versions (with or without power fuse):

- With heat sink 200x40x150mm (longitudinal / transversal)

7.2 Mechanical drawing ACE2 Power
Existing others versions (with or without power fuse):

- With heat sink 200x40x185mm (transversal)
- With heat sink 200x40x200mm (transversal / longitudinal)

7.3 Connection drawing - Traction configuration

7.4 Connection drawing - Pump configuration

7.5 Connection drawing - Combi configuration

8 PROGRAMMING & ADJUSTMENTS USING
DIGITAL CONSOLE
8.1 Adjustments via Console

Adjustment of Parameters and changes to the inverter’s configuration are made
using the Digital Console. The Console is connected to the “B” connector of the
inverter.
8.2 Description of Console & Connection
Digital consoles used to communicate with AC inverter controllers must be fitted

with EPROM CK ULTRA, minimum "Release Number 3.02".

8.3 Description of Standard Console Menu
8.3.1 Traction configuration

8.3.2 Pump configuration

8.4 Function configuration
8.4.1 Traction
Using the CONFIG MENU of the programming console, the user can configure
the following functions (see "OPERATIONAL FEATURE" chapter for an
explanation of "hydraulic steering function"):
SUBMENU "SET OPTIONS"
1) DISPLAY TYPE
This parameter decides wich display is connected to the inverter.
0: No Display
1: MDI PRC connected
2: ECO DISPLAY connected
3: SMART DISPLAY connected
4: MDI CAN connected
2) TILLER SWITCH
This option handles the input CNA#6 . This input opens when the operator
leaves the truck. It is connected to a key voltage when the operator is
present. There are two levels:
- HANDLE: CNA#6 is managed as tiller input (no delay when released).
- SEAT: CNA#6 is managed as seat input (with a delay when released -
debouncing function)
3) HOUR COUNTER
- RUNNING: the counter registers travel time only.
- KEY ON: the counter registers when the "key" switch is closed.
4) CUTBACK MODE
OPTION#1, PRESENT or OPTION#2.
- If option 2.5 POT is ON:
OPTION#1: A13 is a handbrake.
PRESENT: A13 is a speed reduction request.
OPTION#2: no function for A13.
- If option 2.5 POT is OFF:
OPTION#1: A13 is a handbrake.
PRESENT: A13 is a speed reduction request.
OPTION#2: A13 is enable input.
5) BATTERY CHECK
- ON: the battery discharge level check is carried out; when the battery
level reaches 10%, an alarm is signalled 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
signalled.
6) 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. After this
time, the behaviour depends on the "aux output #1" option programming
(see also the following table).

- OFF: the stop on ramp feature is not performed.
7) AUX OUTPUT #1
- BRAKE: output A18 drives an electromagnetic brake coil which is
activated every time the traction motor is driven.
- FREE: No function.
- OPTION#1: Reverse Alarm. A18 is active when input REVERSE is
active or when motor is drived in reverse direction.
8) SET MOT. TEMPERATURE

- DIGITAL: a digital (ON/OFF) motor thermal sensor is connected
between A22 and A23 inputs.
- ANALOG: an analogue motor thermal sensor is connected between
A22 and A23 (the curve can be customized on a customer request).
- NONE: no motor thermal sensor switch is connected.
9) AUX INPUT#1
This parameter decide if input A10 is used for brake or for quick inversion.
BRAKE: A10 is used like brake pedal.
BELLY: A10 is used like quick inversion input. There’s inversion until A10 is
closed.
TIMED: A10 is used for quick inversion request and inversion is timed.
10) 2.5 POT

ON: when the potentiometer is under the half range level, is backward. When
is over is forward. Forward and backward microswitches are not present.
Enable is A4.
11) BACKING:
ON: Inching function is available. Enable input on A19, Forward direction
request input on A4, reverse direction request input on A5.
12) EPS
ON: EPS is present.
SUBMENU "ADJUSTMENTS"
1) SET POT BRK MIN

It records the minimum value of braking pedal potentiometer when the
braking switch is closed; the procedure is similar to the "Program Vacc"
function (see chapter 9.4). This procedure must be carried out only if the
"Pedal braking" option is programmed as "Analog".
2) SET POT BRK MAX

It 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 9.4). This procedure must be carried out only if the
"Pedal braking" option is programmed as "Analog".
3) SET BATTERY TYPE

It selects the nominal battery voltage.
4) ADJUST BATTERY
Fine adjustment of the battery voltage measured by the controller.

5) THROTTLE 0 ZONE
It establishes a deadband in the accelerator input curve (see also curve
below).
6) THROTTLE X POINT
This parameter changes the characteristic of the accelerator input curve.
7) THROTTLE Y POINT
This parameter changes the characteristic of the accelerator input curve.
VACC MIN and VACC MAX are values programmable by the "Program
Vacc" function.
8) BATT. MIN. ADJ.

It adjusts the lower level of the battery discharge table. It is used to calibrate
the discharge algorithm with the battery of the application. See chapter 9.5
for more information.
9) BATT. MAX. ADJ.

It adjusts the upper level of the battery discharge table. It is used to calibrate
10) ADJUSTMENT #03

This parameter adjusts the updating of battery charge after Key-On.
Decreasing this parameter the difference between the battery voltage
measured after Key-On and the last stored value necessary to update the
charge with the new value measured decrease. It is used to calibrate the
discharge algorithm with the battery of the application. See chapter 9.5 for
more information.
11) LOAD HM FROM MDI

When set On, the HourMeter of the Controller is transferred and recorded on
the HourMeter of the Standard MDI (connected on the Serial Link).

12) CHECK UP DONE
Turn it On when the required Maintenance service has been executed to
cancel the CHECK UP NEEDED warning.
13) CHECK UP TYPE

It specifies the handling of the CHECK UP NEEDED warning:
- NONE: No CHECK UP NEENED warning
- OPTION#1: CHECK UP NEENED warning shown on the hand set and
- MDI after 300 hours
- OPTION#2: Equal to OPTION#1 but Speed reduction after 340 hours
- OPTION#3: Equal to OPTION#2 but the truck definitively stops after 380
hours
14) MAIN CONT VOLT

It specifies the percentage of battery voltage supplied to MC coil to close the
contactor.
15) AUX OUT VOLT

It specifies the percentage of battery voltage supplied to EB coil to apply the
electro mechanic brake.
16) MAIN CONT. V RID

It specifies the percentage of MAIN CONT VOLT parameter, supplied to MC
coil to keep the contactor closed.
Example 1
MAIN CONT VOLTAGE = 100%
MAIN CONT V RID = 70%
The contactor will be closed with full battery voltage applied to the coil and
then the voltage will be reduced to 70% of battery voltage.
Example 2
The contactor will be closed with 70% of battery voltage applied to the coil
and then the voltage will be kept at the same value.
Example 3
and then the voltage will be reduced to 49% of battery voltage.
17) AUX OUTPUT V RID

It specifies the percentage of AUX OUT VOLT parameter, supplied to EB coil
to keep the electro mechanic brake applied.
Example 1
The Ebrake will be closed with full battery voltage applied to the coil and then
the voltage will be reduced to 70% of battery voltage.
Example 2
The Ebrake will be closed with 70% of battery voltage applied to the coil and
then the voltage will be kept at the same value.
Example 3

The Ebrake will be closed with 70% of battery voltage applied to the coil and
AUX STOP A18

OUTPUT ON OUTPUT BEHAVIOUR ON A SLOPE
RAMP
The truck is electrically hold on a
-It drives the coil of a slope; when the time set by
BRAKE ON electromagnetic brake. "auxiliary time" parameter is
-The hydraulic steering function elapsed the brake is applied and
request is sent to the pump the 3-phase bridge is released. Do
inverter by the can-bus link. not use this combination if the
negative brake is not installed.
The truck is not electrically hold on
a slope, but comes down very
-It drives the coil of a slowly; when the time set by
electromagnetic brake. "auxiliary time" parameter is
BRAKE OFF
elapsed, the brake is applied and
-The hydraulic steering function
the 3-phase bridge is opened. Do
request is sent to the pump
not use this combination if the
inverter by the can-bus link.
negative brake is not installed.
-It drives the coil of a hydraulic The truck is electrically hold on a
HYDRO steering contactor when the slope; when the time set by
CONT. ON direction input or brake pedal "auxiliary time" parameter is
input are active or a movement of elapsed, the truck comes down
the truck is detected.-The very slowly, till the flat is reached.
hydraulic steering function
request is also sent to the pump
-It drives the coil of a hydraulic
HYDRO OFF steering contactor when the The truck is not electrically hold on
CONT. direction input or brake pedal a slope, but comes down very
input are active or a movement of slowly till the flat is reached.
the truck is detected.
-The hydraulic steering function
-It drives the coil of a hydraulic The truck is electrically hold on a
EXCL. ON steering contactor when the slope; when the time set by
HYDRO exclusive hydro input is active. "auxiliary time" parameter is
-The hydraulic steering function elapsed, the truck comes down
request is also sent to the pump very slowly, till the flat is reached.
-It drives the coil of a hydraulic
EXCL. OFF steering contactor when the The truck is not electrically hold on
HYDRO exclusive hydro input is active. a slope, but comes down very
-The hydraulic steering function slowly till the flat is reached.

SUBMENU "SPECIAL ADJUST"
1) ADJUSTMENT#01
Reserved.
2) ADJUSTMENT#02
Reserved.
3) SET CURRENT
It adjusts the regolation of maximum current. It shouldn’t be changed.
4) HIGH ADRESS
Reserved.
5) DEBUG MODE
Reserved.
6) INVERTER TYPE
It decides what kind of inverter is used.
0 and 1: traction.
2 and 3: pump.
The change of this parameter changes the other parameters at the next
keyoff.
7) SAFETY IN
0: input allways closed (bridged)
1: safety_in_drived: safety came from a different controller, need a can
handshake.
2: general purpose input (not jet defined. Need hardware change)
8) SAFETY OUT
0: none : fa comunque la diag all'init per verificare il funzionamento.
1: driver: is for drive a safety in.
2: general purpose: standard function: reverse direction indicator.
9) MAIN CONTACTOR
OFF No main contactor (directly connect to +Battery)
ON Main contactor in stand alone config
OPTION#1 Traction +pump 1 only MC
OPTION#2 Traction +pump 2 MC
10) AUX OUT FUNCTION

ON/OFF. If OFF, A18 is not drived and there is no diagnosis on it.
8.4.2 Pump
Using the config menu of the programming console, the user can configure the
following functions.
SUBMENU "SET OPTIONS"
1) DISPLAY TYPE
This parameter decides wich display is connected to the inverter.
0: No Display
1: MDI PRC connected
2: ECO DISPLAY connected

3: SMART DISPLAY connected
4: MDI CAN connected
2) TILLER SWITCH
This option handles the input CNA#6 . This input opens when the operator
leaves the truck. It is connected to a key voltage when the operator is
present. There are two levels:
- HANDLE: CNA#6 is managed as tiller input (no delay when released).
- SEAT: CNA#6 is managed as seat input (with a delay when released -
debouncing function)
3) HOUR COUNTER
- RUNNING: the counter registers travel time only.
- KEY ON: the counter registers when the "key" switch is closed.
4) CUTBACK MODE
OPTION#1: A13 is third speed request
PRESENT: A13 is speed reduction request
OPTION#2: A13 has no function.
5) BATTERY CHECK
- ON: the battery discharge level check is carried out; when the battery
level reaches 10%, an alarm is signalled 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
signalled.
U Very important:
In the combi system (pump + traction), the battery discharge calculation for
the complete system is carried out by the traction inverter; the information
about the pump inverter consumption is sent on the can-bus line from the
pump inverter to the traction inverter. So the correct programming for the
"Battery check" option is:
traction inverter: ON
pump inverter: OFF.
6) STOP ON RAMP
- ON: the stop on ramp feature (truck pump electrically hold on with load)
is managed for a time established by "auxiliary time" parameter.
- OFF: the stop on ramp feature is not performed.
7) AUX OUTPUT #1
Not used.
8) SET MOT TEMPERATURE

- ANALOG: an analogue motor thermal sensor is connected between A22
and A23 inputs (the curve can be customized on a customer request).
- DIGITAL: a digital (ON/OFF) motor thermal sensor is connected between
A22 and A23 inputs.
- NONE: no motor thermal sensor switch is connected.

SUBMENU "ADJUSTMENTS"
1) SET BATTERY TYPE

It selects the nominal battery voltage.
2) ADJUST BATTERY
Fine adjustment of the battery voltage measured by the controller.
3) THROTTLE 0 ZONE
It establishes a dead band in the lift potentiometer input curve (see also
curve below).
4) THROTTLE X POINT
This parameter, together with the THROTTLE Y POINT, changes the
characteristic of the lift potentiometer input curve : when the potentiometer is
depressed to X point per cent, the corresponding pump speed is Y point per
cent of the Maximum pump speed. The relationship between the lift
potentiometer position and the pump speed is linear between the THROTTLE
0 ZONE and the X point and also between the X point and the maximum
potentiometer position but with two different slopes.
5) THROTTLE Y POINT
This parameter, together with the THROTTLE X POINT, changes the
characteristic of the lift potentiometer input curve (see also paragraph 13.5):
when the potentiometer is de-pressed to X point per cent, the corresponding
pump speed is Y point per cent of the Maximum pump speed. The
relationship between the potentiometer position and the pump speed is linear
between the THROTTLE 0 ZONE and the X point and also between the X
point and the maximum accelerator position but with two different slope.
VACC MIN and VACC MAX are values programmable by the "Program
Vacc" function.
6) BATT. MIN. ADJ.

It adjusts the lower level of the battery discharge table. It is used to calibrate

7) BATT. MAX. ADJ.
It adjusts the upper level of the battery discharge table. It is used to calibrate
8) ADJUSTMENT #03
This parameter adjusts the updating of battery charge after Key-On.
Decreasing this parameter the minimum difference between the battery
voltage measured after Key-On and the last stored value, necessary to
update the charge with the new value measured, decrease. It is used to
calibrate the discharge algorithm with the battery of the application. See
chapter 9.5 for more information.
9) LOAD HM FROM MDI

When set On, the HourMeter of the Controller is transferred and recorded on
the HourMeter of the Standard MDI (connected on the Serial Link).
10) CHECK UP DONE

Turn it On when the required Maintenance service has been executed to
cancel the CHECK UP NEEDED warning.
11) CHECK UP TYPE

It specifies the handling of the CHECK UP NEEDED warning:
- NONE: No CHECK UP NEENED warning
- OPTION#1: CHECK UP NEENED warning shown on the hand set and
MDI after 300 hours
- OPTION#2: Equal to OPTION#1 but Speed reduction after 340 hours
- OPTION#3: Equal to OPTION#2 but the truck definitively stops after 380
hours
12) MAIN CONT VOLT

It specifies the percentage of battery voltage supplied to MC coil to close the
contactor.
13) AUX OUT VOLT

It specifies the percentage of battery voltage supplied to AUX coil to close the
AUXILIARY electro valve.
14) MAIN CONT. V RID

It specifies the percentage of MAIN CONT VOLT parameter, supplied to MC
coil to keep the contactor closed.
Example 1
The contactor will be closed with full battery voltage applied to the coil and
Example 2
and then the voltage will be kept at the same value.
Example 3

and then the voltage will be reduced to 49% of battery voltage.
15) AUX OUTPUT V RID

It specifies the percentage of AUX OUT VOLT parameter, supplied to EB coil
to keep the electro mechanic brake applied.
Example 1
The load will be closed with full battery voltage applied to the coil and then
the voltage will be reduced to 70% of battery voltage.
Example 2
The load will be closed with 70% of battery voltage applied to the coil and
then the voltage will be kept at the same value.
Example 3
The load will be closed with 70% of battery voltage applied to the coil and

SUBMENU "SPECIAL ADJUST"
1) ADJUSTMENT#01
Reserved.
2) ADJUSTMENT#02
Reserved.
3) SET CURRENT
It adjust the regolation of maximum current. It shouldn’t be changed.
4) HIGH ADRESS
Reserved.
5) DEBUG MODE
Reserved.
6) INVERTER TYPE
It decides what kind of inverter is used.
0 and 1: traction.
2 and 3: pump.
The change of this parameter changes the other parameters at the next
keyoff.
7) SAFETY IN
0: input allways closed (bridged)
1: safety_in_drived: safety came from a different controller, need a can
handshake.
2: general purpose input (not jet defined. Need hardware change).
8) SAFETY OUT
0: none : fa comunque la diag all'init per verificare il funzionamento.
1: driver: is for drive a safety in.
2: general purpose: standard function: reverse direction indicator.
9) MAIN CONTACTOR
OFF No main contactor (directly connect to +Battery)
ON Main contactor in stand alone config
OPTION#1 Traction +pump 1 only MC
OPTION#2 Traction +pump 2 MC
10) AUX OUT FUNCTION

ON/OFF. If OFF, A18 is not drived and without diagnosis.

Flow chart showing how to make changes to OPTION Menu.
AE2T2B ZP0.12
1) Opening Zapi Menu. 24V 400A 00000
2) Press Top Left & Right Buttons to enter SET % ' %

Menu. ' ' '
CONFIG MENU
3) The Display will show: SET MODEL. SET MODEL
4) Press ROLL UP or ROLL DOWN button until % ' '

SET MODEL Menu appears. ' ' '
CONFIG MENU
5) SET OPTIONS appears on the display. SET OPTIONS
' % '
6) Press ENTER to go into the SET MODEL Menu. ' ' '
HOUR COUNTER
7) The display will shows the first OPTION. RUNNING

desired OPTION appears. % ' '
BATTERY CHECK
9) Desired OPTION appears. OFF
10) Press SET UP or SET DOWN button in order to ' ' %

modify the changes. ' ' %
BATTERY CHECK
11) New OPTION appears. ON
' ' '

12) Press OUT to exit the Menu. ' % '
ARE YOU SURE?

13) Confirmation request appears. YES=ENTER NO=OUT
14) Press ENTER to accept the changes, or press ' % ' ' ' '
OUT if you do not accept the changes. ' ' ' ' % '
CONFIG MENU
15) SET OPTIONS Menu appears. SET OPTIONS
16) Press OUT again. Display now show the ' ' '
Opening Zapi Menu. ' % '

Flow chart showing how to make changes to ADJUSTMENTS Menu.
AE2T2B ZP0.12
2) Press Top Left & Right Buttons to enter CONFIG % ' %

Menu. ' ' '
CONFIG MENU
3) The display will show: SET MODEL. SET MODEL

ADJUSTMENTS Menu appears. ' ' '
CONFIG MENU
5) ADJUSTMENTS appears on the display. ADJUSTMENTS
6) Press ENTER to go into the ADJUSTMENTS ' % '

Menu. ' ' '
BATTERY TYPE
7) The display will shows SET BATTERY TYPE. 48V
8) Press ROLL UP or ROLL DOWN button until the % ' '

desired parameter is reached. % ' '
TROTTLE 0 ZONE
9) The desired parameter appears. 3%
10) Press SET UP or SET DOWN button to modify ' ' %

the adjustment. ' ' %
TROTTLE 0 ZONE
7%
' ' '

11) Press OUT. ' % '
' % '
12) Press ENTER to confirm. ' ' '
13) Repeat the same from 5 to 12 points for the
other adjustments.

Flow chart showing how to use the SET BATTERY TYPE adjustment.
AE2T2B ZP0.12

Menu. ' ' '
CONFIG MENU
4) Press ROLL UP button until % ' '

ADJUSTMENTS Menu appears. ' ' '
CONFIG MENU

Menu. ' ' '
SET BATTERY TYPE

7) The display will show: SET BATTERY TYPE. 80V
8) Press SET UP to choose nominal value of the ' ' %

battery. ' ' '
SET BATTERY TYPE

9) New battery value appears. 48V
' ' '

10) Press OUT. ' % '
ARE YOU SURE?

13) Press OUT. Display now shows the Opening ' ' '
Zapi Menu. ' % '

Flow chart showing how to carry out ADJUSTMENT BATTERY operation by
console.
AE2T2B ZP0.12

Menu. ' ' '
CONFIG MENU
4) Press ROLL UP button until ADJUSTMENTS % ' '

Menu appears. ' ' '
CONFIG MENU

Menu. ' ' '
SET BATTERY TYPE

7) The display will show the first OPTION. 48V

desired OPTION appears. % ' '
ADJUSTMENT BATTERY
9) ADJUST BATTERY appears. 50.2V
10) Press SET UP or SET DOWN button in order to

' ' %
increase or decrease respectively. Set the value ' ' %
read by an external meter.
ADJUSTMENT BATTERY
11) Battery value appears on the display. 50.6V
' ' '

12) Press OUT to exit the Menu. ' % '
ARE YOU SURE?

CONFIG MENU
15) ADJUSTMENTS Menu appears. ADJUSTMENT
16) Press OUT. Display now show the Opening ' ' '
Zapi Menu. ' % '

8.5 Parameter regulation
In addition to the input configuration, parameter modification is made directly by
ZAPI on customer specifications, or by the customer, making the adjustments
using the programming console.
8.5.1 Traction
The following parameters can be modified:
1) ACCELERATION 0
It specifies the motor acceleration at 0 Hz. At level 0 the acceleration is
maximum. Increasing the parameter’s level the acceleration decreases.
2) INV. ACCEL 0
It specifies the motor acceleration at 0 Hz after an inversion of direction. At
level 0 the acceleration is maximum. Increasing the parameter’s level the
acceleration decreases.
3) ACCELERATION 1
It specifies the motor acceleration at ACC PROF. FREQ 1 [Hz]. At level 0 the
acceleration is maximum. Increasing the parameter’s level the acceleration
decreases.
4) ACCELERATION 2
decreases.
5) ACCELERATION 3
decreases.
6) ACC PROF. FREQ 1

In correspondence to this frequency in [Hz] the acceleration is defined by the
ACCELERATION 1 parameter.
7) ACC PROF. FREQ 2

8) ACC PROF. FREQ 3


9) RELEASE BRAKING
Seconds. It controls the deceleration ramp when the travel request is
released. The parameter sets the time needed to decelerate the traction
motor from 100Hz to 0Hz.
10) INVERSION BRAKING

Seconds. It controls the deceleration ramp when the direction switch is
inverted during travel. The parameter sets the time needed to decelerate the
traction motor from 100Hz to 0Hz.
11) DECELERATION BRAKING

Seconds. It controls the deceleration ramp when the accelerator has turned
down but not completely released. The parameter sets the time needed to
decelerate the traction motor from 100Hz to 0Hz.
12) PEDAL BRAKING

Seconds. It controls the deceleration ramp when the pedal position is
changed but not completely released. The parameter sets the time needed to
decelerate the traction motor from 100Hz to 0Hz.
13) SPEED LIMIT BRK

Seconds. It controls the deceleration ramp when a speed reduction has been
activated. The parameter sets the time needed to decelerate the traction
14) TIL. REL. BRAKING

Seconds. It controls the deceleration ramp when the tiller is released. The
parameter sets the time needed to decelerate the traction motor from 100Hz
to 0Hz.
15) MAX SPEED FORW

It determines the maximum speed in forward direction.
16) MAX SPEED BACK

It determines the maximum speed in backward direction.

17) CUTBACK SPEED 1
Speed reduction when the cutback input is active.
18) BACKING SPEED

It determines the speed in inching function.
19) BACKING TIME

It determines the time of the inching function.
20) FREQUENCY CREEP

Minimum speed when the forward or reverse switch is closed, but the
accelerator is on a minimum position.
21) MAXIMUM CURRENT

This parameter changes the maximum current of the inverter.
22) BRK SMOOTH

It gives a parabolic form to the deceleration ramp.
23) STOP BRK SMOOTH

Hz. It sets the level of frequency where the smooth effect of the deceleration
parabolic form ends.
24) CURVE CUTBACK

Determines the speed reduction in curve (only if the EPS is present).
25) STEER DEAD ANGLE

Under this angle the curve cutback is not applied (only if the EPS is present).
26) AUXILIARY TIME

Time units value (seconds). For the encoder version, it determines the time
duration the truck is hold on the ramp if the STOP ON RAMP option is ON.
The following table shows the minimum / maximum programmable value for
each parameter. In the table is also present the parameters resolution.
PARAMETER UNIT MIN VALUE MAX VALUE RESOLUTION

ACCELERATION 0 (*) Sec. 0,3 10 0,1
INV. ACCEL 0 (*) Sec. 0,3 10 0,1
ACC PROF. FREQ 1 Hz 0 200 1
RELEASE BRAKING (**) Sec. 0,3 10 0,1
INVERS BRAKING (**) Sec. 0,3 10 0,1
DECELERATION BRAKING (**) Sec. 0,3 10 0,1
PEDAL BRAKING (**) Sec. 0,3 10 0,1
SPEED LIMIT BRAKING (**) Sec. 0,3 10 0,1

MAX SPEED FW Hz 5 200 1
MAX SPEED BW Hz 5 200 1
CUTBACK SPEED 1 %Max Sp 10 100 1
FREQUENCY CREEP Hz 0,6 4 0,1
MAXIMUM CURRENT % IMAX 0 100 1
BRK SMOOTH Num 1 5 0,1
STOP BRK SMOOTH Hz. 3 20 1
AUXILIARY TIME Sec. 0 10 0,1
4 (*) The acceleration time shown is the time from 0 Hz to 100 Hz. This is the ideal
ramp calculated by the software; the real ramp could change as a function of
motor control parameter setting and, obviously, as a function of the load.
4 (**) The braking feature is based upon deceleration ramps. The value shown in
the table is the time to decrease the speed from 100 Hz to 0 Hz. This is the ideal
ramps calculated by the software; the real ramp could change as a function of
motor control parameter setting and, obviously, as a function of the load.
After changing a parameter, press ENTER to confirm data when requested by

the message on the console. Parameters modified and optimized on one unit can
be stored by the console (SAVE) and then released (RESTORE) on another
inverter, thus allowing fast and standardized settings (see console manual for
details).
8.5.2 Pump
The following parameters can be modified:
1) ACCELERATION 0
It specifies the motor acceleration at 0 Hz. At level 0 the acceleration is
maximum. Increasing the parameter’s level the acceleration decreases.
2) ACCELERATION 1
decreases.
3) ACCELERATION 2
decreases.
4) ACCELERATION 3
decreases.
5) ACC PROF. FREQ 1


6) ACC PROF. FREQ 2

7) ACC PROF. FREQ 3

8) RELEASE BRAKING
Seconds. It controls the deceleration ramp when the pump request is
released. The parameter sets the time needed to decelerate the traction
9) MAX SPEED LIFT

It determines the pump maximum speed when LIFT ENABLE switch is
closed .
10) 1ST SPEED COARSE

It determines the pump maximum speed when SPEED1 switch is closed .
11) 2ND SPEED COARSE

It determines the pump maximum speed when SPEED2 switch is closed .
12) 3RD SPEED COARSE

It determines the pump maximum speed when SPEED3 switch is closed.
13) HYD SPEED FINE

It determines the pump maximum speed when an hydraulic steering function
request is received via CAN BUS.
14) CUTBACK SPEED 1

Speed reduction when the cutback input is active.
15) FREQUENCY CREEP

Minimum speed when the LIFT ENABLE switch is closed, but the accelerator
is on a minimum position.
16) MAXIMUM CURRENT

This parameter changes the maximum current of the inverter.
17) AUXILIARY TIME

Time units value (seconds). For the encoder version, is the delay when an
hydraulic steering function request is switched off.
The following table shows the minimum / maximum programmable value for
each parameter. In the table is also present the parameters resolution.
PARAMETER UNIT MIN VALUE MAX VALUE RESOLUTION

RELEASE BRAKING (**) Sec. 0,3 10 0,1
MAX SPEED LIFT Hz 5 200 1
1ST SPEED COARSE Hz 5 200 1
ND
2 SPEED COARSE Hz 5 200 1
3RD SPEED COARSE Hz 5 200 1
HYD SPEED FINE Hz 5 200 1
CUTBACK SPEED 1 %Max Sp 10 100 1
FREQUENCY CREEP Hz 0,3 2 0,1
MAXIMUM CURRENT % IMAX 0 100 1
AUXILIARY TIME Sec. 0 10 1

Flow Chart showing how to make Programme changes using Digital Console
fitted with Eprom CK ULTRA.
AE2T2B ZP0.12
1) Opening Zapi Display. 24V 400A 00000
' % '
2) Press ENTER to go into the General Menu. ' ' '
MAIN MENU
3) The Display will show: PARAMETER CHANGE
4) Press ENTER to go into the Parameter Change ' % '

facility. ' ' '
ACCELERATION 0
5) The Display will show the first parameter. 2
6) Press either ROLL UP and ROLL DOWN to % ' '

display the next parameter. % ' '
7) The names of the Parameters appear on the INV. ACCEL 0

Display. 1
8) When the desired Parameter appears, the

Display will show the parameter value. Press either ' ' %
SET UP (Top Right) or SET DOWN (Bottom Right) ' ' %
buttons to increase/decrease the value.
INV. ACCEL 0
9) The Display will show the New Level. 2
10) When you are satisfied with the results of the ' ' '
changes you have made, Press OUT. ' % '
ARE YOU SURE?

11) The Display asks “ ARE YOU SURE?”. YES=ENTER NO=OUT
12) Press ENTER to accept the changes, or press

OUT if you do not wish to accept the changes and ' % ' ' ' '
wish to make further modifications to the ' ' ' ' % '
parameters.
MAIN MENU

8.6 Programming console functions
- Functional configuration (see 8.1, 8.2, 8.3, 8.4).
- Parameter programming (see 8.5.1, 8.5.2).
- Tester: the user can verify the state of the following parameters:
TRACTION PUMP
battery voltage (V) battery voltage (V)
motor voltage (%) motor voltage (%)
voltage booster (%) voltage booster (%)
frequency (Hz) frequency (Hz)
encoder (Hz) encoder (Hz)
slip value (Hz) slip value (Hz)
current rms (A) current rms (A)
motor power (W) motor power (W)
battery charge (%) battery charge (%)
temperature (°C) temperature (°C)
motor temperat. (°C) motor temperature (°C)
accelerator (V) handle/seat switch (ON/OFF)
handle/seat switch (ON/OFF) lifting control (V)
forward switch (ON/OFF) lifting enable (ON/OFF)
st
backward switch (ON/OFF) 1 speed switch (ON/OFF)
cutback switch (ON/OFF) 2nd speed switch (ON/OFF)
hand brake (ON/OFF) 3rd speed switch (ON/OFF)
Brakepedal pot. (%) hydro speed req. (ON/OFF)
ND
2 hourmeters 2nd hourmeters
- Save function (for storing data).

- Restore function (for loading parameters on another inverter).
- Display of the last 5 alarms including hour-meter value and temperature at
the moment of the alarm.
- Accelerator range programming: records the minimum and maximum useful
accelerator stroke values for both direction of running.
- See the console manual for a detailed description of function and
parameters.

8.7 Sequence for Ac Inverter Traction setting
When the "Key Switch" is closed, if no alarms or errors are present, the Console
Display will be showing the Standard Zapi Opening Display.
If the controller is not configured to your requirements, follow the sequence
detailed on Chapter 9.2. Remember to re-cycle the Key Switch if you make any
changes to the controller’s configuration. Otherwise follow the sequence detailed
below:
1) Select the Options required. See Chapter 8.4.1.

2) Select and set the Battery Voltage. See Chapter 8.4.1.
3) Confirm correct installation of all wires. Use the Console’s TESTER function
to assist.
4) Perform the accelerator signal acquisition procedure using the Console
“PROGRAM VACC”. Procedure is detailed on Chapter 9.4.
5) Set the "MAXIMUM CURRENT” Current, using the table on Chapter 8.5.1.
6) Set the Acceleration Delay requirements for the machine. Test the
parameters in both directions.
7) Set the FREQUENCY CREEP level starting from level 0.3 Hz. The machine
should just move when the accelerator microswitch is closed. Increase the
Level accordingly.
8) Set the Speed Reductions as required. Make adjustments to “CUTBACK
SPEED” Check the performance with the accelerator pedal totally depressed.
If the machine is a forklift, check the performance with and without load.
9) RELEASE BRAKING. Operate the machine at full speed. Release the
accelerator pedal. Adjust the level to your requirements. If the machine is a
forklift, check the performance with and without load.
10) INVERSION BRAKING. Operate the machine at 25% full speed. Whilst
travelling INVERT the Direction Switch. Set a soft Level of Inversion Braking.
When satisfactory, operate the machine at Full Speed and repeat. If the
machine is a Forklift, repeat the tests and make adjustments with and without
load. The unloaded full speed condition should be the most representative
condition.
11) DECELERATION BRAKING. Operate the machine at full speed. Release the
accelerator pedal until 50% of its range is reached. Adjust the level to your
requirements. If the machine is a forklift, check the performance with and
without load.
12) PEDAL BRAKING (If used). Operate the machine at full Speed. Release the
accelerator pedal and press the Pedal Brake. Set braking level to your
requirements. If the machine is a forklift, check the performance with and
without load.
13) SPEED LIMIT BRAKING (If used). Operate the machine at full Speed. Close
the speed reduction switch. Set braking level to your requirements. If the
machine is a forklift, check the performance with and without load.
14) Set “MAX SPEED FORW”.
15) Set “MAX SPEED BACK” (Reverse).
16) Make the choice for the truck behaviour on a slope (see chapter 8.4). If the
"Stop on ramp" option is ON, set the desired value of "auxiliary time"
parameter.
17) Set “SET TEMPERATURE”, setting the motor thermal sensor type used.

8.8 Sequence for Ac Inverter Pump setting
When the "Key Switch" is closed, if no alarms or errors are present, the Console
Display will be showing the Standard Zapi Opening Display.
If the controller is not configured to your requirements, follow the sequence
detailed on Chapter 9.2. Remember to re-cycle the Key Switch if you make any
changes to the controller’s configuration. Otherwise follow the sequence detailed
below:
1) Select the Options required. See Chapter 8.4.2.

2) Select and set the Battery Voltage. See Chapter 8.4.2.
3) Confirm correct installation of all wires. Use the Console’s TESTER function
to assist.
4) Perform the lift signal acquisition procedure using the Console “PROGRAM
VACC”. Procedure is detailed on Chapter 9.4.
5) Set the "MAXIMUM CURRENT” Current, using the table on Chapter 8.5.2.
6) Set the Acceleration and Deceleration Delay requirements for the pump.
7) Set the “FREQUENCY CREEP” level starting from 0 Hz. The pump should
just turn when the request microswitch is closed. Increase the level
accordingly.
8) Set the Speed Reductions as required. Make adjustments to “CUTBACK
SPEED 1”. Check the performance with the full request. Check the
performance with and without load.
9) Set “MAX SPEED LIFT” , max speed of pump motor when Lift enable switch
is closed.
10) Set “1ST SPEED COARSE”, speed of pump motor when SPEED1 switch is
closed.
11) Set “2ND SPEED COARSE”, speed of pump motor when SPEED2 switch is
closed.
12) Set “3RD SPEED COARSE”, speed of pump motor when SPEED3 switch is
closed.
13) Set “HYD SPEED FINE” to adjust the hydraulic steering speed (pump motor
speed when HYDRO function is requested).
14) Set “AUXILIARY TIME” (time delay before pump stops when an hydraulic
steering function request is switched off).
15) Set “SET TEMPERATURE”, setting the motor thermal sensor type used.

8.9 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. The following definition listing shows the
relative measurements.
8.9.1 Traction
1) BATTERY VOLTAGE
Level of battery voltage measured at the input to the key switch.
2) MOTOR VOLTAGE
This is the RMS voltage supplied to the motor by the inverter; it is expressed
as a percentage of the full voltage (which depends of the battery voltage).
3) 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.
4) FREQUENCY
This is the frequency of the voltage and current supplied to the motor.
5) ENCODER
This is the speed of the motor, expressed in the same unit of the frequency;
this information comes from the speed sensor.
6) 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.
7) CURRENT RMS
Root Mean Square value of the motor current.
8) MOTOR POWER
It is the power provided to the motor.
9) BATTERY CHARGE
The percentage Charge level of the battery.
10) TEMPERATURE
The temperature measured on the aluminium heat sink holding the MOSFET
devices.
11) MOTOR TEMPERAT.
This is the temperature of the motor; if the option is programmed "None" (see
chapter 8.4.1) it shows 0°.
12) 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.
13) HANDLE/SEAT switch
The level of the Handle/Seat digital entry
- ON / GND = active entry of closed switch.
- OFF / GND = non active entry of open switch.
14) FORWARD SWITCH
The level of the Forward direction digital entry FW.
- ON / +VB = active entry of closed switch.
15) BACKWARD SWITCH
The level of the Reverse direction digital entry BW.

16) CUTBACK SWITCH
The level of the Speed Reduction Microswitch.
- ON / GND = active entry of speed reduction microswitch.
- OFF / +VB = non active entry of microswitch.
17) HAND BRAKE
The level of the Hand Brake Microswitch.
- ON / GND = active entry of Brake pedal Microswitch.
18) BRAKEPEDAL POT.
The percentage of the pressure on the brake pedal (100% if the pedal is
totally pressed, 0% if the pedal is released).
19) 2ND HOURMETERS
This parameter displays the working hour of traction controller.
20) STEER ANGLE
It shows the steering angle.
8.9.2 Pump
1) BATTERY VOLTAGE
Level of battery voltage measured at the input to the key switch.
2) 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).
3) 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.
4) FREQUENCY
This is the frequency of the voltage and current supplied to the motor.
5) ENCODER
This is the speed of the motor, expressed in the same unit of the frequency;
this information comes from the speed sensor.
6) 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.
7) CURRENT RMS
Root Mean Square value of the motor current.
8) MOTOR POWER
It is the power provided to the motor.
9) BATTERY CHARGE
The percentage Charge level of the battery.
10) TEMPERATURE
The temperature measured on the aluminium heat sink holding the MOSFET
devices.
11) MOTOR TEMPERATURE
This is the temperature of the motor; if the option is programmed "None" (see
chapter 8.4.2) it shows 0°.
12) HANDLE/SEAT switch
The level of the Handle/Seat digital entry
- OFF / +VB = non active entry of open switch.
13) LIFTING CONTROL
The voltage of the lift 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.
14) LIFT ENABLE
Status of the lifting switch.

15) 1ST SPEED SWITCH
Status of the first speed switch of the pump.
16) 2ND SPEED SWITCH
Status of the second speed switch of the pump.
17) 3RD SPEED SWITCH
Status of the third speed switch of the pump.
- OFF / +VB = non active entry of open switch.
18) HYDRO SPEED REQ.
Status of the hydro speed request of the pump.
- ON = an hydro speed request is received via Can Bus.
- OFF = no hydro speed request active.
19) CUTBACK SWITCH
The level of the Speed Reduction Microswitch.
- ON / GND = active entry of speed reduction microswitch.
20) 2ND HOURMETERS
This parameter displays the working hour of pump controller.

Flow Chart showing how to use the TESTER function of the Digital Console.
AE2T2B ZP0.12
' % '
2) Press ENTER to go into the General menu. ' ' '
MAIN MENU

TESTER MENU appear on the display. % ' '
MAIN MENU
5) The Display shows: TESTER
' % '
6) Press ENTER to go into the TESTER function. ' ' '
7) The first variable to be tested is shown on the BATTERY VOLTAGE

Display. %
8) Press either ROLL UP or ROLL DOWN buttons

% ' '
until your desired variable for measurement % ' '
appears on the Display.
' ' '

9) When you have finished, Press OUT. ' % '
FREQUENCY
10) The Display shows: Hz
11) Press OUT again and return to Opening Zapi ' ' '
Display. ' % '
MAIN MENU
TESTER
Remember it is not possible to make any changes using TESTER. All you
can do is measure as if you were using a pre-connected multimeter.
21) Other functions

8.10 Description of the Console “SAVE” function
The SAVE function allows the operator to transmit the Parameter values and
Configuration data of the inverter into the Console memory. It is possible to load
64 different programmes.
The information saved in the Console memory can then be reloaded into another
inverter using the RESTORE function.
The data that is available via the SAVE function is as follows:
- All Parameter Values (PARAMETER CHANGE).
- Options (SET. OPTIONS).
- The Level of the Battery (ADJUST BATTERY).
Flow Chart showing how to use the SAVE function of the Digital Console.
AE2T2B ZP0.12
' % '
MAIN MENU

SAVE PARAM. appears on the display. % ' '
MAIN MENU
5) The Display will show: SAVE PARAM.
' % '
6) Press ENTER to go into the SAVE function. ' ' '
7) If this facility has been used before the type of

SELECT: MOD. 00
inverter data stored appears on the top Main with a FREE
2 digit reference.
8) Keep pressing either ROLL UP or ROLL DOWN

% ' '
keys until the second Main indicates a FREE % ' '
storage facility.
SELECT: MOD. 01
FREE
' % '
9) Press ENTER to commence SAVE routine. ' ' '
10) You can see the items that are being stored READING …
whilst the SAVE routine is happening. ACCEL. DELAY (ECC.)
MAIN MENU
11) When finished, the Console shows: SAVE PARAM
12) Press OUT to return to the Opening Zapi ' ' '
Display. ' % '

8.11 Description of Console “RESTORE” function
The RESTORE PARAM function allows transfer of the Console’s stored data into
the memory of the inverter. This is achieved in a fast and easy way using the
method previously used with the SAVE PARAM. function.
The data that is available via the RESTORE PARAM. function is as follows:
- All Parameter Values (PARAMETER CHANGE).
- Options (SET OPTIONS).
- The level of the Battery (ADJUST BATTERY).
U ATTENTION: When the RESTORE operation is made, all data in the inverter
memory will be written over and replace with data being restored.
Flow Chart showing how to use the RESTORE function of the Digital Console.
AE2T2B ZP0.12
' % '
MAIN MENU

RESTORE PARAM. appears on the Display. % ' '
MAIN MENU
5) The Display will show: RESTORE PARAM.
6) Press ENTER to go into the RESTORE PARAM. ' % '

Function. ' ' '
7) The Display shows the type of Model stored, SELECT : MOD. 00

with a Code Number. AE2T ZAPI V1
8) Keep pressing either ROLL UP and ROLL

% ' '
DOWN buttons until the desired model appears on % ' '
the Display.
SELECT : MOD. 01
AE2T ZAPI V1
9) Press ENTER to commence the Restore ' % '

operation. ' ' '
10) The Display will ask “ARE YOU SURE?”. ARE YOU SURE?
YES=ENTER NO=OUT
' % ' ' ' '

11) Press ENTER for YES, or OUT for No. ' ' ' ' % '

12) You can see the items that are being stored in
STORING
the inverter memory whilst the RESTORE routine is ACCELER. DELAY
happening.
MAIN MENU
13) When finished the Console displays: RESTORE PARAM.
Display. ' % '
8.12 Description of Console “PROGRAM VACC” function

This enables adjustment of the minimum and maximum useful signal level, in
either direction. This function is unique when it is necessary to compensate for
asymmetry with the mechanical elements associated with the potentiometer,
especially relating to the minimum level.
The two graphs show the output voltage from a non-calibrated potentiometer with
respect to the mechanical “zero” of the control lever. MI and MA indicate the point
where the direction switches close. 0 represents the mechanical zero of the
rotation.
The Left Hand graph shows the relationship of the motor voltage without signal
acquisition being made. The Right Hand Graph shows the same relationship after
signal acquisition of the potentiometer.
This function looks for and remembers the minimum and maximum potentiometer
wiper voltage over the full mechanical range of the pedal. It enables
compensation for non symmetry of the mechanical system between directions.
The operation is performed by operating the pedal after entering the PROGRAM
VACC function.

Flow Chart showing how to use the PROGRAM VACC function of the Digital
Console.
AC2 ZAPI V0.0

' % '
2) Press ENTER to go into the General Menu. ' ' '
MAIN MENU

PROGRAM VACC appears on the display. % ' '
MAIN MENU
5) The Display will show: PROGRAM VACC
6) Press ENTER to go into the PROGRAM VACC ' % '

routine. ' ' '
7) The Display will show the minimum and

VACC SETTING
maximum values of potentiometer wiper output. 4.8 4.8
Both directions can be shown.
8) Press ENTER to clear these values. ' % '

Display will show 0.0. ' ' '
9) Select Forward Direction, close any interlock MIN VACC MAX

switches that may be in the system. 0.0 - 0.0
10) Slowly depress the accelerator pedal (or tiller

butterfly) to its maximum value. The new minimum
and maximum voltages will be displayed on the
Console plus an arrow indicating the direction.
11) Select the Reverse Direction and repeat Item MIN VACC MAX
10. 0.6 ↑ 4.4
' ' '

12) When finished, press OUT. ' % '
ARE YOU SURE

13) The Display will ask: “ARE YOU SURE?”. YES=ENTER NO=OUT
' % '
14) Press ENTER for yes, or OUT for NO. ' % '
MAIN MENU
15) When finished, the Console shows: PROGRAM VACC
16) Press OUT again to return to the Opening Zapi ' ' '
Menu. ' % '

8.13 Description of the battery charge detection setting
The Battery Charge detection uses two setting that specify the Full Charge
Voltage Level (100%) and the Discharge Voltage Level (10%). These two
settings are the Bat.Max.Adj and the 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 Discharged Detection occurs when the battery is not
totally discharged, it is necessary to reduce the Bat.Min.Adj setting as indicated
in the figure below).
48V NOMINAL BATTERY VOLTAGE
24V NOMINAL BATTERY VOLTAGE

8.14 Description of “ALARMS” menu
The ALARMS logbook in the MAIN MENU’ records the alarms of the controller. It
has a FIFO (First Input First Output) structure that means the oldest alarm is lost
when the database is full and a new alarm occurs. The logbook is composed of
five locations getting possible to stack five different type of alarms with the
following information:
1) The alarm code

2) The times that each alarm occurs consecutively
3) The Hour Meter value when the first event of every alarm occurred
4) And the inverter temperature when the first event of every alarm occurred.
This function permits a deeper diagnosis of problems as the recent history 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 hourmeter indicated
in this memory refers to the first time the alarm occurred. In this way, comparing
this hourmeter with the controller hourmeter, 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 said period.

Flow Chart showing how to use the ALARMS function via the Digital Console.
AE2T2B ZP0.12
' % '
MAIN MENU

PARAMETER CHANGE appears on the display. % ' '
MAIN MENU
5) The Display will show: ALARMS
' % '
6) Press ENTER to go into the ALARMS function. ' ' '
CODE
7) The Display will show the most recent Alarm. 00005 #02 20°C
8) Each press of the ROLL UP button brings up

% ' '
following Alarms. Pressing ROLL DOWN returns to % ' '
the most recent.
9) If an Alarm has not occurred, the Display will CODE

show: ALARM NULL. 00007 #03 18°C
10) When you have finished looking at the Alarms, ' ' '
press OUT to exit the ALARMS menu. ' % '
CLEAR LOGBOOK?
11) The Display will ask “CLEAR LOGBOOK?”. YES=ENTER NO=OUT
' % ' ' ' '

12) Press ENTER for yes, or OUT for NO. ' ' ' ' % '
Display. ' % '
8.15 Faults diagnostic system

The fault diagnostic system of ACE-2 controller is divided into 2 main groups of
faults:
ALARMS: these are the faults which open the power section, which means the
power bridge is opened and, when possible, the LC is opened and EB is applied.
These are faults related to:
- failures in the motor/controller that the power system is not anymore able to
drive the truck
- safety related failures

WARNINGS: these are faults which do not stop the truck or stop it by a controlled
regenerative braking. In other words, the controller is working well, but it has
detected conditions to reduce the performances or to stop the truck without
opening the power devices. These warnings are related to:
- wrong operator sequences
- conditions which require performance reduction (like high temperatures, ….)
8.16 Microcontroller alarms overview
Error Description Effect Machine status Restart

Code When the test is procedure
done
Flash checksum The program verify MC is not closed, Start-up Key re-cycle
MDI code allarm 71 is EB is applied,
not OK traction/pump
stopped
Analog The analogue MC is opened, Start-up, running Traction/Pump
MDI code allarm 96 channel EB is applied, request
Reading is not traction/pump
updated stopped
Wrong set battery The absolute MC is not closed, Start-up Traction/Pump
difference between EB is applied, Request
the Key voltage and traction/pump
the nominal battery stopped
voltage is greater
than 20% of Vbatt
nom.
Capacitor charge Power capacitors MC is not closed, Start-up Traction/Pump
MDI code allarm 60 voltage does not EB is applied, request
increase Traction/Pump
stopped
Coil shorted hw ko The harware to MC is not closed, Start-up Traction/Pump
MDI code allarm 76 check a MC or EB is applied, Request
EB/AUX coil Traction/Pump
shorted is damaged stopped
Driver shorted The MC driver is MC is opened (the Start-up, stand-by, Traction/Pump
MDI code allarm 74 shorted so it is not command is running Request
able to open the released), EB is
contactor applied,
Traction/Pump
stopped
Aux driver shorted The EB/AUX driver MC is opened (the Start-up, stand-by, Traction/Pump
is shorted so it is command is running Request
not able to open the released), EB is
contactor applied,
Traction/Pump
stopped
Safety in The safety input is MC is opened, Start-up, stand-by, Key re-cycle
MDI code allarm 86 open (it is not EB is applied, running
connected to –Batt) Traction/Pump
stopped

Safety out The Safety-out MC is not closed, Start-up Traction/Pump
driver is damaged EB is applied, request
(shorted or open) Traction/Pump
stopped
Watchdog#1 The watchdog MC is opened, Start-up, stand-by, Key re-cycle
MDI code allarm 8 signal #1 is not in EB is applied, running
the correct status Traction/Pump
stopped
Watchdog#2 The watchdog MC is opened, Start-up, stand-by, Key re-cycle
MDI code allarm 8 signal #2 is not in EB is applied, running
the correct status Traction/Pump
stopped
Keyoff shorted At Start-up the Key- MC is not closed, Start-up Key re-cycle
MDI code allarm 76 off EB is applied,
logic signal is low Traction/Pump
stopped
Logic Failure#1 An undervoltage / MC is not closed, Start-up, stand-by, Traction/Pump
MDI code allarm 54 overvoltage EB is applied, running request
condition has been Traction/Pump
detected stopped
Logic failure #3 High current HW MC is not closed, Start-up Traction/Pump

MDI code allarm 17 protection circuit is EB is applied, request
damaged Traction/Pump
stopped
Power mos shorted Short circuit on the MC is not closed, Start-up Traction/Pump
MDI code allarm 89 power Mosfets EB is applied, request
Traction/Pump
stopped
Vmn high Motor output MC is not closed, Start-up, Traction/Pump
voltage higher than EB is applied, Stand-by request
expected Traction/Pump
stopped
Vmn low Motor output MC is opened, Start-up, running Traction/Pump
MDI code allarm 72 voltage lower than EB is applied, request
expected Traction/Pump
stopped
Stby I high In stby condition MC is not closed, Start-up Traction/Pump
MDI code allarm 53 (no current applied EB is applied, request
to the motor) the Traction/Pump
current feedbacks stopped
are out of permitted
stby range
Wrong 0 voltage The motor phases MC is not closed, Start-up Traction/Pump
MDI code allarm 53 voltage feedback EB is applied, Request
are out of permitted Traction/Pump
range stopped
Contactor closed LC contact is stuck MC is not closed Start-up Traction/Pump
MDI code allarm 75 (command is not Request
activated),
EB is applied,
Traction/Pump
stopped

Hardware fault 20 The Mosfets driver MC is not closed , Start-up Key re-cycle
are not switched off EB is applied,
with Watch-dog Traction/Pump
signal in alarm stopped
status
Hardware fault 21 The EB/AUX driver MC is not closed , Start-up Key re-cycle
is not switched off EB is applied,
status
Hardware fault A1 The MC driver is MC is not closed , Start-up Key re-cycle
not switched off EB is applied,
status
Coil shorted MC Shortcircuit on MC MC is opened, Start-up Traction/Pump
MDI code allarm 76 coil EB is applied, (immediately after Request
Traction/Pump MC closing),
stopped stand-by, running
Coil shorted EF Shortcircuit on MC is opened, Start-up Traction/Pump
MDI code allarm 68 EB/AUX coil EB is applied, (immediately after Request
Traction/Pump MC closing), stand-
stopped by, running
Contactor open The MC coil has MC is opened , Start-up Traction/Pump
MDI code allarm 77 been driven but MC EB is applied, (immediately after Request
does not close Traction/Pump MC closing),
stopped Stand-by,
running
Logic failure #2 Motor phases MC is opened , Start-up Traction/Pump
MDI code allarm 55 voltage feedback EB is applied, (immediately after Request
circuits are Traction/Pump MC closing)
damaged stopped
Contactor driver Driver of MC coil is MC is opened (the Stand-by, running Traction/Pump

MDI code allarm 75 damaged (not able command is Request
to close) released), EB is
applied,
Traction/Pump
stopped
Aux Driver Open Driver of EB/AUX MC is opened, EB Stand-by, running Traction/Pump
coil is damaged is applied, Request
(not able to apply Traction/Pump
the brake) stopped
Encoder Error Problem on the MC is opened, EB is Running Traction/Pump

MDI code allarm 82 encoder reading applied, Request
Traction/Pump
stopped
Wrong Ram The program checks MC is opened, EB is Continuous Key re-cycle

Memory the contents of main applied,
MDI code allarm 71 RAM registers and Traction/Pump
find a “dirty value” stopped

8.17 Analysis and troubleshooting of alarms displayed on console
1) FLASH CHECKSUM
Cause:
After Key-on the software verifies the integrity of program stored in the flash
memory, if the verify has a negative result this alarm is generated.
Troubleshooting:
The problem is in the microcontroller flash memory, which could be
damaged, or in the program stored inside, which could be corrupted.
Try to program the logic again, if the alarms is still signalled the problem is in
the microcontroller. Replace the ACE logic board.
2) ANALOG
Cause:
This alarm occurs when the A/D conversion of the analog inputs gives frozen
value, on all of the converted signals, for more than 400msec. The goal of
this diagnosis is to detect a failure of the A/D converter or a problem in the
code flow that omits the refreshing of the analog signal conversion.
Troubleshooting:
If the problem occurs permanently it is necessary to substitute ACE logic
board.
3) WRONG SET BATTERY

Cause:
At start-up, the controller checks the battery voltage and verify it is within a
window around the nominal value.
Troubleshooting:
- Check that the controller SET BATTERY parameter value matches the
battery nominal voltage.
- Check that TESTER MENU / BATTERY VOLTAGE parameter shows
same value as the battery voltage measured with a voltmeter. If it does
not match, then do an “ADJUST BATTERY” function.
- Replace the battery.
4) CAPACITOR CHARGE
Follows the charging capacitor system:

Cause:
When the key is switched ON, the inverter tries to charge the power
capacitors through a series of a PTC and a power resistance, and check if
the capacitor are charged within a timeout. If the capacitor voltage measured
is less than 20% of the nominal battery voltage, an alarm is signalled; the
main contactor is not closed.
Troubleshooting:
- There is an external load in parallel to capacitor bank, which sinks
current from the controller capacitors pre-charging circuit, thus preventing
the caps from charging. Check if a lamp or a dc/dc converter or an
auxiliary load is placed in parallel to capacitor bank.
- The charging resistance or PTC is opened; insert a power resistance
across line contactor power terminals; if the alarm disappears, it means
the controller internal charging resistance is damaged.
- The charging circuit has a failure, inside the controller.
- There is a problem in the controller power section.
5) COIL SHORT HW KO
Cause:
The hardware circuits which manages short circuits protection of LC and
EB/AUX coils has a problem.
Troubleshooting:
This type of fault is not related to external components; replace the ACE logic
board.
6) DRIVER SHORTED
Cause:
The driver of the main contactor coil is shorted.
Troubleshooting:
- Check if there is a short or a low impedance pull-down between NMC
(CNA#16) and –BATT.
- The driver circuit is damaged in the logic board, which has to be
replaced.
7) AUX DRIVER SHORTED

Cause:
The driver of the electro mechanic brake/ auxiliary electro valve coil is
shorted.
Troubleshooting:
- Check if there is a short or a low impedance pull-down between
NEB/NAUX (CNA#18) and –BATT.
replaced.
8) SAFETY IN
Cause:
The safety input is opened and accordingly the MC is opened an EB/AUX
OUT coil is driven.
Troubleshooting:
Check the CAN#11 input, if it is connected to –Batt and the alarm is
generated then there is a fault in the SAFETY IN hardware circuit. Replace
the logic board.
9) SAFETY OUT
Cause:

The safety out driver is shorted.
Troubleshooting:
- Check if there is a short or a low impedance pull-down between SAFETY
OUT (CAN#19) and –BATT.
replaced.
10) WATCHDOG#1
Cause:
At start-up the watch dog signal is already active before the software has
generated it. At stby or running condition the watch dog signal is not active
(in alarm status).
Troubleshooting:
The WD hardware circuit or microcontroller output port are damaged. In both
cases no external component are involved. Replace the logic board.
11) WATCHDOG#2
Cause:
At start-up the watch dog signal is already active before the software has
generated it. At stby or running condition the watch dog signal is not active
(in alarm status).
Troubleshooting:
The WD hardware circuit or microcontroller output port are damaged. In both
cases no external component are involved. Replace the logic board.
12) KEYOFF SHORTED

Cause:
This fault is displayed when the controller detects a low logic level of Key-Off
signal during Start-Up diagnosis.
Troubleshooting:
It is very likely the fault is due to an under voltage, so it is suggested to
check:
- Key input signal down-going pulses (below under voltage threshold) due
to external loads, like DC/DC converters starting-up, relays or contactor
switching, solenoids energizing / de-energizing.
- Check the connection of power cables to the battery terminal, positive
and negative, to MC and to controller +Batt and –Batt, which must be
screwed with a torque comprised in the range 13Nm÷15Nm.
- If no voltage transient is detected on the supply line and the alarm is
present every time the key is switched ON, the failure is probably in the
controller hardware, so it is necessary to replace the logic board.
13) LOGIC FAILURE#1

Cause:
This fault is displayed when the controller detects an over voltage or under
voltage condition. Over voltage threshold is 45V, under voltage threshold is
9V in the 24V controller. In 48V controller over voltage threshold is 65V,
under voltage threshold is 11V.
Troubleshooting:
Troubleshooting of fault displayed at start-up or in standby; in these cases it
is very likely the fault is due to an under voltage, so it is suggested to check:
- Key input signal down-going pulses (below under voltage threshold) due
to external loads, like DC/DC converters starting-up, relays or contactor
switching, solenoids energizing / de-energizing.
- Check the connection of power cables to the battery terminal, positive

and negative, to MC and to controller +Batt and –Batt, which must be
screwed with a torque comprised in the range 13Nm÷15Nm.
- If no voltage transient is detected on the supply line and the alarm is
present every time the key is switched ON, the failure is probably in the
controller hardware, so it is necessary to replace the logic board.
Troubleshooting of fault displayed during motor driving; in this case it can
be an under voltage or an over voltage condition.
- If the alarm happens during traction acceleration or driving hydraulic
functions, it is very likely it is an under voltage condition; check battery
charge condition, power cable connection.
- If the alarm happens during release braking, it is very likely it is due to
over voltage condition; check line contactor contact, battery power cable
connection.
14) LOGIC FAILURE #3

Cause:
Hardware problem in the logic card circuit for high current (overload)
protection.
Troubleshooting:
This type of fault is not related to external components, so, when it is present
it is necessary to replace the ACE logic board.
15) POWER MOS SHORTED

Cause:
Before switching the MC on, the software checks the power bridge: it turns
on alternatingly the Low side and High side Power Mosfets and expects the
phases voltage to decrease down to –BATT (increase up to +Batt). If the
phases voltage do not follow the commands, this alarm occurs.
Troubleshooting:
This type of fault is not related to external components; replace the controller.
16) VMN HIGH

Cause 1:
Before switching the LC on, the software checks the power bridge: it turns on
alternatingly the Low side Power Mosfets and expects the phases voltage to
decrease down to -BATT. If the phases voltage is higher than 10% of
nominal battery voltage, this alarm occurs.
Cause 2:
This alarm may occur also when the start up diagnosis is overcome, and so
the LC is closed. In this condition, the phases’ voltages are expected to be
lower than 1/2 Vbatt. If it is higher than that value, fault status is entered.
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
- If the motor connection are OK, the problem is inside the controller,
replace it.
- If the problem occurs after closing the LC (the LC closed and then opens
back again), check:
- Motor connections
- If motor phases windings/cables have leakages towards truck frame
- If no problem are found on the motors, the problem is inside the
controller, replace it.

17) VMN LOW
Cause 1:
Start-up test. Before switching the LC on, the software checks the power
bridge: it turns on alternatingly the High side Power Mosfets and expects the
phases voltage to increase toward the rail capacitor value. If the phases
voltage is less than 66% of the rail capacitor voltage, this alarm occurs.
Cause 2:
Motor running test. When the motor is running, power bridge is ON, the motor
voltage feedback is tested; if it is lower than commanded value (a window of
values are considered) fault status is entered.
Troubleshooting:
- If the problem occurs at start up (the LC does not close at all), check:
- Motor leakage to truck frame
- If the motor connections are OK, the problem is inside the controller,
replace it.
- If the alarm occurs during motor running, check:
- Motor connections
- If motor phases 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
18) STBY I HIGH

Cause:
The current transducer or the current feedback circuit is damaged in the
controller.
Troubleshooting:
This type of fault is not related to external components so, when it is present,
it is necessary to replace the controller.
19) WRONG 0 VOLTAGE

Cause:
At start-up the high resolution VMN feedback is not comprised in a permitted
window of values centred around 2,5V. The circuit is damaged in the
controller.
Troubleshooting:
It is suggested to check:
- Motor leakage to truck frame
- If the motor connections are OK, the problem is inside the controller,
replace the logic board
20) CONTACTOR CLOSED

Cause:
Before driving the MC coil, the controller checks if the contactor is stuck. The
controller drives the bridge for some tens milliseconds, trying to discharge the
capacitors bank. If the capacitor voltage does decrease by 20% of the key
voltage the alarm is generated.
Troubleshooting:
It is suggested to verify the power contacts of LC; to replace the LC is
necessary.

21) HARDWARE FAULT 20
Cause:
Before driving the MC coil, the controller checks if the Mosfets drivers are
turned of by a not active (alarm status) Watch-dog signal. If they are not
turned of then the alarm is generated.
Troubleshooting:
The problem is inside the controller, no external component are involved,
replace the logic board.
22) HARDWARE FAULT 21

Cause:
Before driving the MC coil, the controller checks if the EB/AUX driver is
turned of by a not active (alarm status) Watch-dog signal. If it is not turned of
then the alarm is generated.
Troubleshooting:
23) HARDWARE FAULT A1

Cause:
Before driving the MC coil, the controller checks if the MC/AUX driver is
turned of by a not active (alarm status) Watch-dog signal. If it is not turned of
then the alarm is generated.
Troubleshooting:
24) COIL SHORTED MC

Cause:
This alarm occurs when there is a short circuit of the MC coils connected to
CNA#16 output. After the overload condition has been removed, the alarm
exits automatically by releasing and then enabling a travel demand.
Troubleshooting:
- The typical root cause for this error code to be displayed is in the harness
or in the load coil. So the very first check to carry out concerns
connections between controller outputs and loads.
- In case no failures/problems have been found externally, the problem is
in the controller, which has to be replaced.
25) COIL SHORTED EF

Cause:
This alarm occurs when there is a short circuit of the EB/AUX coils connected
to CNA#18 output. After the overload condition has been removed, the alarm
exits automatically by releasing and then enabling a travel demand.
Troubleshooting:
- The typical root cause for this error code to be displayed is in the harness
or in the load coil. So the very first check to carry out concerns
connections between controller outputs and loads.
- In case no failures/problems have been found externally, the problem is
in the controller, which has to be replaced.
26) CONTACTOR OPEN

Cause:
The main contactor coil has been driven by the controller, but the contactor
does not close.

Troubleshooting:
- It could be a problem of the contacts in the MC that are not working
(does not pull-in), try replacing the MC.
- If the contactors of MC are working correctly than the problem is in the
27) LOGIC FAILURE #2

Cause:
Fault is in the hardware section of the logic board which manages the
phase’s voltage feedback.
Troubleshooting:
This type of fault is not related to external components, so when it happens it
is necessary to replace the ACE2 logic board.
28) CONTACTOR DRIVER

Cause:
The MC 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 ACE2
logic board.
29) AUX DRIVER OPEN

Cause:
The EB/AUX 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 ACE2
logic board.
30) ENCODER ERROR

Cause:
This fault is signalled in following conditions: the frequency supplied to the
motor is higher than 40 Hz and the signal feedback from the encoder has a
jump higher than 40 Hz in few tens mSec. This condition is related to a
malfunctioning of the encoder.
Troubleshooting:
- Check both the electric and the mechanical encoder functionality, the
wires crimping.
- Check the encoder mechanical installation, if the encoder slips inside its
compartment raising this alarm condition.
- Also the electromagnetic noise on the sensor bearing can be a cause for
the alarm. In these cases try to replace the encoder.
- If the problem is still present after replacing the encoder, the failure is in
the controller.
31) WRONG RAM MEMORY

Cause:
The algorithm implemented to check the main RAM registers finds a wrong
contents: the register is “dirty”. This alarm inhibit the machine operations.
Troubleshooting:
Try to switch the key off and then on, if the alarm is still present replace the
ACE2 logic board.

8.18 Microcontroller warning overview
Error code Description Effect Machine status Restart

when the test is procedure
done
Vacc not OK The accelerator/ lift Traction/ Pump motor Start-up, stand- Traction/Pump
MDI code potentiometer value is higher is stopped by, running request
allarm 78 than the minimum value
recorded, and the
direction/enable switches are
opened.
Incorrect start Incorrect starting sequences Traction/ Pump motor Start-up, stand- Traction/Pump
MDI code is stopped by request
allarm 79
Vacc out of The accelerator input is out Traction/ Pump motor Start-up, stand- Traction/Pump
range of the range Vacc_min ÷ is stopped by, running request
MDI code Vacc_max, which has been
allarm 85 acquired with “PROGRAMM
VACC” function.
Temperature The controller has reached Traction controller Continuous
MDI code the thermal cutback reduces the max
allarm 62 temperature of 85°C when current linearly from
the current is IMAX Imax (85°C) down to
0A (105°C)
Motor Motor temperature sensor is The maximum current Continuous
temperature opened (if digital) or has is reduced to half and
MDI code overtaken the threshold of speed is reduced
allarm 65 150°C (if analogue)
Brake run out The Brake potentiometer No effect, the warning Continuous Traction/Pump
input is at the maximum is only displayed request
value without the HB request through the console
Handbrake A traction request is done Traction motor is Stand-by, Traction/ Pump
with the Handbrake input stopped running request
active
Current Gain The Maximum current gain Controller works, but Start-up, stand-
MDI code parameters are the default with low maximum by
allarm 92 values, which means the current
maximum current adjustment
procedure has not been
carried out yet
Sens mot The output of the motor The maximum current Continuous
temp Ko thermal sensor is out of is reduced to half and
MDI code range. speed is reduced
allarm 65
Thermic sens The output of the controller The maximum current Continuous
Ko thermal sensor is out of is reduced to half and
MDI code range. speed is reduced
allarm 61
Slip profile Error on the parameters of Traction/Pump motor Start-up, stand- Traction/ Pump
MDI code the slip profile setting. is stopped by, running request
allarm 99
EEPROM KO Error is detected in Eeprom Controller works continuous
MDI code or in Eeprom management using default
allarm 71 parameters
Forward + The travel demands are Traction is stopped Start-up, stand- Traction
Backward active in both directions at by, running request
MDI code the same time
allarm 80

8.19 Analysis and troubleshooting of warnings displayed on
console
1) VACC NOT OK
Cause:
The test is made at key-on and immediately after that both the travel
demands have been turned off. This alarm occurs if the ACCELERATOR
reading in the TESTER menu’ is 1,0V higher than PROGRAM VACC min
acquisition when the accelerator is released.
Troubleshooting:
Acquire the maximum and minimum potentiometer value through the
PROGRAM VACC function. If the alarm is still present, check the mechanical
calibration and the functionality of the potentiometer. If the alarm is not
disappeared the failure is in the ACE logic board, replace it.
2) INCORRECT START
Cause:
This is a warning for an incorrect starting sequence.
Troubleshooting:
The possible reasons for this alarm are (use the readings in the TESTER to
facilitate the troubleshooting):
- A travel demand active at key on
- Presence man sensor active at key on
Check the wirings. Check the micro switches. It could be also an error
sequence made by the operator. A failure in the logic is possible too; so
when all of the above conditions were checked and nothing was found,
replace the ACE logic board.
3) VACC OUT OF RANGE

Cause:
The CPOT input red by the microcontroller is not comprised in the range
Vacc_min ÷ Vacc_max, programmed through the “PROGRAMM VACC”
function.
Troubleshooting:
Acquire the maximum and minimum potentiometer value through the
PROGRAM VACC function. If the alarm is still present, check the mechanical
calibration and the functionality of the potentiometer. If the alarm is not
disappeared the failure is in the ACE logic board, replace it.
4) TEMPERATURE
Cause:
This alarm occurs when the temperature of the base plate is higher than 85°.
Then the maximum current decreases proportionally with the temperature
increases from 85° up to 105°. At 105° the Current is limited to 0 Amps.
Troubleshooting:
It is necessary to improve the controller cooling. For realise an adequately
cooling in case of finned heat sink are important factor the flux [m3/h] and
temperature [°C] of cooling air. In case of thermal dissipation realised with
the controller base plate installed on truck frame it is important the thickness
of frame and the planarity and roughness of its surface. If the alarm is
signalled when the controller is cold, the possible reasons are a thermal
sensor failure or a failure in the logic card. In this case, it is necessary to
replace the controller.

5) MOTOR TEMPERATURE
Cause:
This warning occurs when the temperature sensor is opened (if digital) or has
overtaken the threshold of 150° (if analogue).
Troubleshooting:
Check the thermal sensor inside the motor (use the MOTOR
TEMPERATURE reading in the TESTER menu); 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, then the problem is
inside the controller.
6) BRAKE RUN OUT

Cause:
The CPOTBRAKE input red by the microcontroller is at the maximum value
without the hand brake request.
Troubleshooting:
Check the mechanical calibration and the functionality of the brake
potentiometer. If the alarm is not disappeared the failure is in the ACE logic
board, replace it.
7) HAND BRAKE
Cause:
The hand brake input is active when a traction request is done.
Troubleshooting:
The possible reasons for this alarm are (use the readings in the TESTER to
facilitate the troubleshooting):
- The HB switch is damaged so it does not close the input CNA#13 to –
Batt. Replace it.
- The HB switch work correctly but in the tester menu the HB input is
always ON. In this case the failure is in the logic board, replace it.
8) CURRENT GAIN
Cause:
The Maximum current gain parameters are at the default values, which
means the maximum current adjustment procedure has not been carried out
yet.
Troubleshooting:
Ask the assistance of a Zapi technician to do the correct adjustment
procedure of the current gain parameters
9) SENS MOT TEMP KO

Cause:
The output of the motor thermal sensor is out of range.
Troubleshooting:
Check the sensor ohmic value and the sensor wiring. If the sensor is OK,
then the problem is inside the ACE logic board, replace it.
10) THERMIC SENS KO

Cause:
The output of the controller thermal sensor is out of range.
Troubleshooting:
This type of fault is not related to external components; replace the controller.

11) SLIP PROFILE
Cause:
There is an error on the choice of the parameters of the slip profile.
Troubleshooting:
Check in the hardware setting menu the value of those parameter
12) EEPROM KO
Cause:
It’s due to a HW or SW defect of the non-volatile embedded memory
supporting the controller parameters. This alarm does not inhibit the machine
operations, but the truck will work with the default values.
Troubleshooting:
Try to execute a CLEAR EEPROM operation (refer to 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 have been replaced by the default
parameters.
13) FORW+BACK
Cause:
This alarm occurs when both the travel demands (Fwd and Bwd) are active
at the same time.
Troubleshooting:
Check the wiring of the Fwd and Rev travel demand inputs (use the readings
in the TESTER to facilitate the troubleshooting). Check the microswitches for
failures.
A failure in the logic is possible too. So, when you have verified the travel
demand switches are fine working and the wiring is right, it is necessary to
replace the ACE-2 logic board.

9 RECOMMENDED SPARE PARTS FOR
INVERTER
Part number Description ACE Version
C16588 Protected 350 A strip UL Fuse. 24V/400 &

36-48V/450
C16588 Protected 350 A strip UL Fuse. 24V/500
C16586 Protected 250 A strip UL Fuse. 36-48V/350
C16603 Protected 200 A strip UL Fuse. 80V/300
C16520 10 A 20 mm Control Circuit Fuse All
C29523 SW 180 80 V All

Single Pole Contactor
C29522 SW 180 48 V All

C29508 SW 180 24 V All

C12531 Connector Ampseal 23 pins Female All
C12372 Connector Molex 8 pins Female All

10 PERIODIC MAINTENANCE TO BE
REPEATED AT TIMES INDICATED
Check the wear and condition of the Contactors’ moving and fixed contacts.
Electrical Contacts should be checked every 3 months.
Check the Foot pedal or Tiller microswitch. Using a suitable test meter, confirm
that there is no electrical resistance between the contacts by measuring the volt
drop between the terminals. Switches should operate with a firm click sound.
Microswitches should be checked every 3 months.
Check the Battery cables, cables to the inverter, and cables to the motor. Ensure
the insulation is sound and the connections are tight.
Cables should be checked every 3 months.
Check the mechanical operation of the pedal or tiller. Are the return springs ok ?
Do the potentiometers wind up to their full or programmed level ?
Check every 3 months.
Check the mechanical operation of the Contactor(s). Moving contacts should be

free to move without restriction.
Check every 3 months.
Checks should be carried out by qualified personnel and any replacement parts
used should be original. Beware of NON ORIGINAL PARTS.
The installation of this electronic controller should be made according to the
diagrams included in this Manual. Any variations or special requirements should
be made after consulting a Zapi Agent. The supplier is not responsible for any
problem that arises from wiring methods that differ from information included in
this Manual.
During periodic checks, if a technician finds any situation that could cause
damage or compromise safety, the matter should be bought to the attention of a
Zapi Agent immediately. The Agent will then take the decision regarding
operational safety of the machine.
Remember that Battery Powered Machines feel no pain.
NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER.
U IMPORTANT NOTE ABOUT WASTE MANAGEMENT:

This 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 types of waste materials.
Zapi commits itself to update its technology in order to reduce the
presence of polluting substances in its product.

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ELECTRONIC • OLEODYNAMIC • INDUSTRIAL

Downloaded from www.dlmanuals.com

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

4 The symbol aboard is used inside this publication to indicate an annotation or a

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

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AF2ZP0CL - ACE2 - User Manual Page - 3/85

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COMPANY FUNCTION INIZIALS SIGN

SALES MANAGER VISA MC

Publication N°: AF2ZP0CL

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The ACE-2 can be supplied in three versions:

1) Sensored version: using an Encoder (Sensor Bearing) in the Motor axle is

3) Sensorless version: using only the phase voltage feedback is implemented

Here the Sensored Version is descripted: it adopts an Encoder integrated in the

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2.1 Technical specifications ACE2

2.2 Technical specifications ACE2 Power

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3.2 Accelerator unit

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3.3 Other analog control unit

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4 These are information useful for anyone is working on the installation, or a

U These are Warning boxes, they describe:

4.1 Material overview

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4.2.1 Positioning and cooling of the controller

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

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The red lines are can wires.

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

Center of the Ground connection

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

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4.2.4 Wirings: I/O connections

A8 +5V/+12V positive of encoder power supply.

2) Connection of encoder with +5 V power supply.

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4.2.6 Main contactor and key connection

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

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