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DIAGNOSTICS AND MEASUREMENTS SERVICE
PUMP AND TRACTION ACE2 MODULE ALARM ANALYSIS AND TROUBLESHOOTING
ALARM breakdown search

“Watchdog”
Cause: This alarm could be caused by a malfunctioning of the
canbus shutting off Master-Slave communication.
This is a safety test. IT is a self-diagnosis test within the
logic between the Master and Slave micro-controllers.
“Eeprom ko” Try to carry out a CLEAR EEPROM operation (see the
Cause: console manual). Turn off then on again with the key to
verify the result. If the alarm persists, the control device
This alarm is due to a HW or SW defect in the integrated
needs replacing. If the alarm disappears, the param-
non-volatile memory that supports the parameters of the
eters previously reset will be replaced by the default
control device. This alarm does not inhibit machine opera-
parameters.
tion, but the truck will work with the default values.
“Logic failure #3”

This type of failure is not connected to external compo-
Cause: nents, so when it manifests itself the ACE logic board
A hardware problem pertaining to the logic card as a pro- needs replacing.
tection against high current values (overload).

Cause: nents, so when it manifests itself the ACE2 logic board
The fault pertains to the hardware section of the logic card needs replacing.
that manages the retroaction of the phase voltage.
“Logic failure #1” Finding the trouble appearing on start up or in standby,

it is very likely in these cases that the fault is due to un-
dervoltage, so it is advisable to check:
• Diminishing pulsations of the key input signal (be-
neath the undervoltage threshold) due to external
loads, such as switching on DC/DC converters,
switching on relays or contactors, energizing/de-
energizing solenoids.
• Check the connection of the electrical cables to the
battery terminal, positive and negative, to MC and to
the control device +Batt and –Batt, which must be
Cause: tightened to a torque of between 13Nm and 15Nm.
• If no voltage transient is detected on the power sup-
This alarm appears when the control device detects over
ply line and the alarm is present every time the key
or under voltage conditions. The overvoltage threshold is
is switched on, then the fault probably lies with the
45V, the undervoltage threshold is 9V on the 24V control
hardware of the control device and so the logic board
device. On the 48V control device, the overvoltage thresh-
needs replacing.
old is 65V and the undervoltage threshold is 11V.
Finding the trouble appearing during motor operation, in
this case there could be undervoltage or overvoltage.
• If the alarm appears during acceleration while in trac-
tion or operation of the hydraulic functions, it is most
likely due to undervoltage; check the battery charge
and the connection of the electrical cables.
• If the alarm appears during brake release, it is most
likely due to overvoltage; check the contact of the line
contactor and the connection of the electrical cables
of the battery.
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SERVICE DIAGNOSTICS AND MEASUREMENTS

“Vmn low” If the problem appears on start up (LC doesn't close at
all), check:
Cause 1: • The internal motor connections (ohm continuity)
• The motor power cable connections
Test on start-up. Before switching on the LC, the software • Motor loss to the truck frame
checks the power bridge: it turns on the top side power • If the motor connections are OK, the problem lies
MOSFETs alternately and waits until the phase voltage within the control device, so replace it.
rises up to the value of the capacitor in parallel. If the
voltage of the phases is under 66% of the voltage of the If the alarm takes place while the motor is operating,
capacitor in parallel, this alarm appears. check:
• The motor connections
Cause 2: • If the coil-winding/cables of the motor phases show
Motor operating test. When the motor is operating, the losses towards the truck's bodywork
power bridge is ON and the motor voltage feedback is • That the LC power contact closes correctly, with a
tested; if it is below the controlled value (considering a good contact
range of values), an error status appears. • If no trouble is found with the motors, the problem
lies within the control device, so replace it.
“Vmn high”
If the problem appears on start up (LC doesn't close at
Cause 1: all), check:
Before switching on the LC, the software checks the power • The internal motor connections (ohm continuity)
bridge: it turns on the bottom side power MOSFETs alter- • The motor power cable connections
nately and waits until the phase voltage decreases down • If the motor connections are OK, the problem lies
to -BATT. If the voltage of the phases is under 10% of the within the control device, so replace it.
nominal voltage of the battery, this alarm appears. If the problem appears after having closed the LC (LC
closes and then opens again), check:
Cause 2:
• The motor connections
This alarm may appear even once the start-up diagnosis • If the coil-winding/cables of the motor phases show
has been passed and therefore the LC has closed. In losses towards the truck's bodywork
this situation, the phase voltage should be less than 1/2 • If no trouble is found with the motors, the problem
Vbatt. Should it exceed this value, an error status would lies within the control device, so replace it.
appear.
“Contactor closed”
Cause:
Before activating the MC coil, the control device verifies
Please check the LC power contacts and replace it if
whether the contactor is blocked. The control device ac-
necessary.
tivates the bridge for a few tens of milliseconds, trying to
discharge the bank of capacitors If the capacitor voltage
fails to decrease by 20% of the key voltage, an alarm is
generated.
“Contactor open” • It could be a problem with the contacts in the MC not

Cause: working (not inserted), try replacing the MC.
• If the MC contactors work properly, the problem lies
The main contactor coil has been activated by the control
within the control device, so replace it.
device, but the contactor fails to close.
“Stby I high”
This type of error is not connected to external com-
Cause: ponents, so when it manifests itself the control device
The current transducer or the current feedback circuit has needs replacing.
a fault in the control device.
23

“Capacitor charge”
The charging capacitor diagram is shown below:
• There is an external load in parallel with the bank
of capacitors that disperses the current from the
pre-charging circuit of the capacitors of the control
device, thereby preventing the central contacts from
charging. Check if a lamp bulb or a dc/dc converter
or an auxiliary load is positioned in parallel with the
bank of capacitors.
• The charge resistance or PTC is open; add a power
resistance over the electrical terminals of the line
contactor; if the alarm disappears, it means that the
Cause: internal charge resistance of the control device is
damaged.
When the key is turned on, the inverter tries to charge
• The charging circuit is faulty inside the control de-
the power capacitors through a series of PTC and the
vice.
power resistance and it checks whether the capacitors
• There is a problem in the electrical section of the
have charged within a short time frame. If the measured
control device.
capacitor voltage is less than 20% of the nominal voltage
of the battery, an alarm is signalled; the main contactor is
not closed.
“Th. protection” IT is necessary to increase the cooling of the control

device. In the case of a finned heat dissipation device,
to achieve adequate cooling, these factors are important:
the flow [m3/h] and temperature [°C] of the cooling air. In
Cause: the case of a heat dissipation device with the base plate
This alarm appears when the base plate temperature is of the control device installed on the truck's bodywork, the
above 85°C. Afterwards, the maximum current decreases thickness of the bodywork and the flatness and rough-
in proportion to the increase in temperature from 85°C to ness of its surface are important. If, when the alarm is
105°C. At 105° the current is limited to 0 Amps. signalled, the control device is cold, the possible causes
could be failure of the thermal sensor or of the logic card.
In this case the control device needs to be replaced.
“Motor temperat.” Check the heat sensor inside the motor (look for MO-
TOR TEMPERATURE in the TESTER menu); check the
Cause: value in ohms of the sensor and the sensor cabling. If
This warning appears when the temperature sensor is the sensor is OK, boost the motor cooling. If the warning
open (if digital) or it has exceeded the 150°C threshold is present when the motor is cold, then the problem is
(if analog). located inside the control device.
“Battery low”
Take the charged battery. If it doesn't work, measure the
Cause: battery voltage with a voltmeter and compare it to the value
It appears when the battery charge is less than or equal to in the BATTERY VOLTAGE parameter. If they are differ-
10% of the total charge and the BATTERY CHECK adjust- ent, adjust the value of the ADJUST BATTERY function.
ment is not 0 (refer to SET OPTION menu).
“Driver shorted” • Check if there is a short circuit or a low pull-down

impedance between NMC (CNA#16) and –BATT.
Cause: • The driver circuit is damaged in the logic board, which
The driver of the main contactor coil has shorted. must be replaced.
24
ALARM troubleshooting
“Contactor driver”
Cause: This kind of failure is not connected to external compo-
nents; replace the ACE2 logic board.
The MC coil driver is not capable of carrying the load. The
device or its pilot circuit is damaged.
“Vacc not ok”

Acquire the maximum and minimum value of the po-
Cause: tentiometer via the PROGRAM VACC function. If the
The test has been performed with the key activated and alarm persists, check the mechanical calibration and
immediately after both drive requests have been deacti- the operation of the potentiometer. If the alarm is not
vated. This alarm appears if the ACCELERATOR reading deactivated, the fault is in the ACE logic board, therefore
in the TESTER menu is 1.0V over the min. PROGRAM proceed with replacement.
VACC acquisition when the throttle is released.
“Incorrect start tract” The possible causes of this alarm are (see the TESTER
items to make troubleshooting easier):
• Active drive request with key activated
• Active man on board sensor with key activated.
Cause: Check the wiring. Check the microswitches. It could also
It is a warning for an incorrect start sequence. be an issue of an incorrect error sequence performed by
the operator. A fault in the logic board is another possibil-
ity; therefore, after checking all the above conditions and
finding nothing, replace the ACE logic board.
“Forw+back” Check the wiring of the inputs of the Fwd and Rev drive
requests (see the TESTER items to make troubleshoot-
ing easier). Check for any faults with the microswitches.
Cause: A fault in the logic board is another possibility. Therefore,
This alarm appears when both the (Fwd and Bwd) motion after checking that the drive request switches work
requests are active at the same time. properly and the wiring is correct, the ACE-2 logic board
needs replacing.
“Encoder error” • Check both the electrical and mechanical operation

of the encoder and check for any constriction of the
cables.
Cause: • Verify the encoder's mechanical installation, check-
ing whether the encoder slides inside its housing,
This fault is signalled under the following conditions: the
producing an alarm condition.
frequency supplied to the motor is greater than 40 Hz and
• Even an electromagnetic sound on the sensor
the encoder's feedback signal shows leaps of more than
bearing could cause this alarm. In these cases, try
40 Hz in just a few tens of mSec. This behaviour is linked
replacing the encoder.
to an encoder malfunction.
• If the problem persists even after replacing the en-
coder, the fault lies with the control device.
25
“Vdc off shorted” IT is very likely that the fault is due to overvoltage, there-
fore you should check:
• The connection of the electrical cables to the battery
terminal, positive and negative, to MC and to the con-
Cause: trol device +Batt and –Batt, which must be tightened
to a torque of between 13Nm and 15Nm.
This fault is displayed when the control device detects
• If no voltage transient is detected on the line +B and
a low logic level of the VDC-off signal during start-up
the alarm is present every time the key is switched
diagnosis.
on, then the fault probably lies with the hardware
of the control device and so the logic board needs
replacing.
“Wrong slave ver.”

Cause: Check the two software versions.
The software versions for the Slave and Master are not
the same.
“Vdc link overv.” Finding the trouble appearing on start up or in stand-

by:
• Check the connection of the electrical cables to the
battery terminal, positive and negative, to LC and to
the control device +Batt and –Batt, which must be
Cause: tightened to a torque of between 13Nm and 15Nm.
This fault is displayed when the control device detects a • If no voltage transient is detected on the power
condition of overvoltage. The overvoltage threshold is 65V line and the alarm is present every time the key is
on the 48V control device. On the 116V control device, the switched on, then the fault probably lies with the
undervoltage threshold is 30V. hardware of the control device and so the logic board
needs replacing.
Finding the trouble appearing during motor operation:
If the alarm appears during brake release, check the
contact of the line contactor and the connection of the
electrical cables of the battery.
“Tiller mismatch” Check the wiring of the Tiller input (use the TESTER
items to make troubleshooting easier). A fault in the logic
Cause: is another possibility. Therefore, after checking that the
The Master and Slave have a different value to the Tiller Tiller switch works properly and the wiring is correct, the
signal from the VCM unit. ACE-2 logic board needs replacing.
“Brake run out” Check the mechanical calibration and the operation of
Cause: the brake potentiometer. If the alarm remains, the fault
lies with the ACE logic board, proceed with replace-
The CPOTBRAKE input read by the microcontroller is at
ment.
the maximum value with no handbrake request.
“Stop rq. from eps”

Cause: Check the EPS.
The EPS sends a signal causing the motor to stop.
26
“Init vmn high” Check:
Cause: • The internal motor connections
Before switching on the LC, the software checks the volt-
• Motor loss to the truck frame
age of the power bridge without activating it. The software
• If the motor connections are OK, the problem lies
expects the voltage to have a “stationary state” value. If
within the control device.
this value is too high, this alarm appears.
“Init vmn low” Check:

Cause: • The internal motor connections (ohm continuity)
Before switching on the LC, the software checks the volt-
• Motor loss to the truck frame
age of the power bridge without activating it. The software
• If the motor connections are OK, the problem lies
expects the voltage to have a “stationary state” value. If
within the control device.
this value is too low, this alarm appears.
“Eeprom ko”
This kind of failure is not connected to external compo-
Cause: nents; replace the ACE2 logic board.
The control device cannot access the memory.
“Param restore” If CLEAR EEPROM has been run before last switching
on the key, this warning only means that the EEPROM
has been completely reset. A drive request or a hydraulic
Cause: request cancels the alarm. If this alarm appears when
This warning appears when the control device has reset the key is activated without CLEAR EEPROM being
to its default values. requested by the operator, then the problem could be
located inside the control device.
“Wrong ram mem”

Cause: Try switching the key off and back on again. If the alarm
The algorithm implemented to check the main RAM reg- still remains, replace the ACE2 logic board.
isters finds incorrect content: the register is “dirty”. This
alarm inhibits machine operations.
“Stall rotor”
Check that the indications of FREQUENCY and EN-
Cause: CODER in the tester menu are the same and are not
The traction rotor is blocked or the encoder signal is not zero during a traction request.
received correctly by the control device.
“Waiting slave”
still remains, replace the ACE2 logic board.
When switching on, there is no activation message from
Slave μC to Master μC.
“Hardware fault”
Cause: nents, so when it manifests itself the ACE logic board
The software versions for the Slave and Master are dif- needs replacing.
ferent.
27
“Pot accel mism” Check the potentiometers. A fault in the logic board is
Cause: another possibility. Therefore, after checking that the
potentiometer works properly and the wiring is correct,
The Master and Slave do not have the same value on the
the ACE-2 logic board needs replacing.
accelerator signal from one of the two potentiometers.
“Pot brake mism” Check the potentiometers. A fault in the logic board is
Cause: another possibility. Therefore, after checking that the
potentiometer works properly and the wiring is correct,
The Master and Slave do not have the same value on the
the ACE-2 logic board needs replacing.
brake signal from one of the two potentiometers.
“Sens mot temp ko” Check the ohm value of the sensor and the wire har-
ness assembly of the sensor. If the sensor is OK, then
Cause: the problem is in the ACE logic board, proceed with
The motor heat sensor output is outside the limits. replacement.
“Pev not ok”

Cause:
The PEV connector (CNA#17) is not connected to the Check the connector A17.
battery or the voltage is different. The traction is station-
ary if AUXOUT is used for electrical braking and PEV is
indispensable (AUX OUT FUNCTION = PRESENT).
“Vkey off shorted” IT is very likely that the fault is due to undervoltage,
therefore you should check:
• Diminishing pulsations of the key input signal (be-
neath the undervoltage threshold) due to external
loads, such as switching on DC/DC converters,
switching on relays or contactors, energizing / de-
energizing solenoids.
Cause: • Check the connection of the electrical cables to the
This fault is displayed when the control device detects a low battery terminal, positive and negative, to MC and
logic level of the Key-off signal during start-up diagnosis. to the control device +Batt and –Batt, which must be
tightened to a torque of between 13Nm and 15Nm.
• If no voltage transient is detected on the power sup-
ply line and the alarm is present every time the key
is switched on, then the fault probably lies with the
hardware of the control device and so the logic board
needs replacing.
"Flash checksum" The problem is in the flash memory of the microcontrol-

Cause: ler that could be damaged or in the program saved in
it that could be corrupted. Try reprogramming the logic,
After switching on the key, the software checks the integrity
if the alarm is still signalled, then the problem is in the
of the program saved in the flash memory. If the outcome
microcontroller. Replace the ACE logic board.
of the test is negative, this alarm is generated.
“MC coil shor.” • The most likely cause of this error code is in the wire
harness assembly or in the load coil. Therefore, the
Cause: first step is to check the connections between the
This alarm occurs when there is a short circuit in the MC outputs of the control device and the loads.
coils connected to the output CNA#16. Once the overload • If no faults/problems are found on the outside, the
has been removed the alarm automatically disappears, trouble lies in the control device that must therefore
releasing and therefore re-enabling a drive request. be replaced.
28
“Waiting for node”
Cause: Check the communication channel.
The control device is waiting for the activation signal from
one of the system's units but this signal fails to arrive.
“Vacc out range” Acquire the maximum and minimum value of the poten-
Cause: tiometer via the PROGRAM VACC function. If the alarm
persists, check the mechanical calibration and the opera-
The CPOT input read by the microcontroller is not within
tion of the potentiometer. If the alarm remains, the fault
the Vacc_min to Vacc_max range, programmed via the
is in the ACE logic board, proceed with replacement.
“PROGRAMM VACC” function.
“Tiller open”
Cause: The warning disappears with the next drive request.
This warning appears when the tiller is released, after a set
stand-by time (30 seconds) the main contactor opens.
“Output mismatch”
Cause: This is a fault inside the control device, it is necessary
This is a safety test. The Slave μC checks the command to proceed with replacement.
output data of the motor of the Master μC and finds a
discrepancy.
“Wd syncro”
Cause: This is a fault inside the control device, it is necessary

to proceed with replacement.
The Watchdog signal is not received by the Slave's mi-
crocontroller.
“No slave enable”

still remains, replace the ACE2 logic board.
There is no activation message from the Slave μC to the
Master μC while the control device is in operation.
“Dir sel out rang”

Cause: Check the connections of the switch and measure the
signal with a tester.
The signal from the drive request switch is outside the
limits.
“Power mos short”

Cause:
Before switching on the MC, the software checks the power This kind of failure is not connected to external compo-
bridge: it turns on the bottom and top side power MOSFETs nents; replace the control device.
alternately and waits until the phase voltage decreases
toward -BATT (increase up to +Batt). If the phase voltage
does not follow the commands, this alarm appears.
29
“Coil shor. eb.” • The most likely cause of this error code is in the wire
harness assembly or in the load coil. Therefore, the
Cause: first step is to check the connections between the
This alarm appears when there is a short circuit in the outputs of the control device and the loads.
EB/AUX coils connected to the output CNA#18. Once the • If no faults/problems are found on the outside, the
overload has been removed the alarm automatically disap- trouble lies in the control device that must therefore
pears, releasing and then re-enabling a drive request. be replaced.
“Current gain”
Cause: Request the assistance of a Zapi technician to carry out
the correct adjustment procedure for the current gain
The maximum current gain parameters contain default
parameters.
values, which means that the maximum current adjustment
procedure has not yet been performed.
“Analog input”
Cause:
This alarm appears when the A/D conversion of the analog
If the problem persists, the ACE logic board needs
inputs gives a “frozen” value, on all the converted signals,
replacing.
for longer than 400msec. The aim of this diagnosis is to
find a fault in the A//D converter or a problem in the stream
of codes that omits resetting the conversion of the analog
signal.
“Tiller error” Using a voltmeter check the voltage between the two
Cause: PIN's If the state of one of the inputs is correct, it could
be a problem internal to the module. Replace the mod-
Incongruence between PIN signals (XA2-1) and (XA2-
ule.
15).
“Evp driver open”

The driver circuit is damaged in the logic board, which
Cause: must be replaced.
The EVP driver is not capable of carrying the load.
“M/S par chk mism”

Cause: Try resetting and saving the list of parameters.
When switching on, there is a discrepancy between Master
and Slave in the checksum parameter.
“Input mismatch”
Cause: This is a fault inside the control device, proceed with
replacement.
The Slave μC has different values to the inputs from the
Master μC.
“Param transfer”
replacement.
The Master cannot transfer the list of parameters to the
Slave.
30
“Sp mismatch”
replacement.
This is a safety test. The Master μC has detected an incor-
rect set point of the Slave μC.
“Throttle prog.” Acquire the maximum and minimum value of the po-
tentiometer via the PROGRAM VACC function. If the
Cause: alarm persists, check the mechanical calibration and
the operation of the potentiometer. If the alarm is not
One of the potentiometers has not been programmed
deactivated, the fault is in the ACE logic board, therefore
correctly.
proceed with replacement.
“Iq mismatched”

the correct adjustment of the motor parameters.
The error between the lq set point and the estimated lq is
outside the limits.
“Aux driv.open”
nents; replace the ACE2 logic board.
The EB/AUX coil driver is not capable of carrying the load.
The device or its pilot circuit is damaged.
“Data acquisition”
Cause: The alarm ends when the acquisition is completed.
Acquisition of current gains.
“No can msg.”

Cause: This type of failure is not connected to external compo-
nents, so when it persists the ACE logic board needs
This fault is signalled when there is no communication with
replacing.
the supervisor uC.
“Check up needed”
Cause: IT is sufficient to take the CHECK UP DONE option onto
It is only a warning reminding you to call scheduled main- level ON after maintenance has been performed.
tenance.
“Thermic sensor ko”

nents; replace the control device.
The control device heat sensor output is outside the lim-
its.
“Wrong set bat.” • Check that the value of the SET-BATTERY parameter
of the control device corresponds to the nominal volt-
age of the battery.
Cause: • Verify that the TESTER MENU / BATTERY VOLTAGE
On start up, the control device checks the battery volt- parameter has the same value as the battery voltage
age and ensures that it is within a specific range of the measured using a voltmeter. If it does not match, run
nominal value. the ADJUST BATTERY function.
• Replace the battery.
31
“Wrong zero”
It is recommended to check:
• The internal motor connections (ohm continuity)
Cause: • The motor power cable connections
On start up, the high resolution VMN feedback does not • Motor loss to the truck frame
come within the range of permissible values around 2.5V. • If the motor connections are OK, the problem lies
The circuit is damaged in the control device. within the control device, so replace it.
“Field orient ko”

the correct adjustment of the motor parameters.
The error between the ld set point and the estimated ld is
outside the limits.
“Aux driv. shrt.” • Check if there is a short circuit or a low pull-down

impedance between NEB/NAUX (CNA#18) and
Cause: –BATT.
The driver of the coil of the electromechanical brake / • The driver circuit is damaged in the logic board, which
auxiliary solenoid valve has shorted. must be replaced.
“Controller mismatch”
Cause: Replace the control.
Incorrect customer ID code, no matching in the protected
area of the memory where this parameter is saved.
32
DIAGNOSIS SYSTEM FOR VCM MODULE

VCM - MASTER MODULE ALARM ANALYSIS AND TROUBLESHOOTING
“Out port pull-up”
The problem is on the logic board, which must be re-
Cause: placed.
This alarm pertains to the hardware configuration.
“Pump inc. start” The probable causes of this alarm (use the TESTER
items to make troubleshooting easier) can be an active
pump request when switching on the key or a pump
request when there is not an active seat input. Check
Cause: the wire harness assemblies. Check the microswitches.
The cause could also be an error in the sequence per-
This signal is displayed for an incorrect start sequence.
formed by the operator or a fault in the logic; if all the
above conditions have been checked and nothing has
been found, replace the control device.
“No can msg. 33”

Cause: First of all, check the wire harness assemblies. If they
are correct, the problem is on the logic board, which
Problem on the CAN-BUS line. The error is reported if the
must then be replaced.
VCM control device does not receive any message from
the CAN-BUS line.

Cause:
The parameters are saved in both the Master and Slave Try saving the parameters again.
EEPROM. These two non-volatile memories must contain If the trouble still remains when the key switch is reac-
the same parameter values and must be periodically com- tivated, replace the board.
pared. This alarm is generated if any differences are found.
This alarm does not prevent the machine from working,
but the default parameters are used.
Cause: Try saving the parameters again.
The parameters are saved in both the Master and Slave If the trouble still remains when the key switch is reac-
EEPROM. These two non-volatile memories must contain tivated, replace the board.
the same values for each parameter and the values must
be periodically compared. If the Master cannot transfer the
parameters to the Slave, an alarm is generated.
“Reset encoder” The cause of this alarm (use the TESTER items to
make troubleshooting easier) is due to the fact that the
encoder reset input is not active.
First of all, lower the forks until the encoder reset input
Cause: is active.
VCM waits for the encoder reset input to be active before If the trouble remains, check the wire harness assem-
enabling any hydraulic function (only the lowering function blies and check that the microswitches work correctly.
is permitted). IT is possible that there is also a fault in the logic; if all
the above conditions have been checked and nothing
has been found, replace the control device.
33
“Analog input”
Cause: This is a fault inside the microcontroller, replace the
board.
Problem in the analog-digital module of the microcontroller.
All the functions are stopped.
“Watchdog”
Cause:
This is an internal error, the module needs replacing.
A software watchdog is programmed for each microcon-
troller. Its function is to check that the software is working
properly. All the functions are stopped.
“Reset encoder ko” The cause of this alarm (use the TESTER items to make
troubleshooting easier) depends on the fact that the en-
coder reset input is active in an incorrect fork position.
Cause: If the trouble remains, check the wire harness assem-
blies and the operation of the microswitches. IT is also
VCM displays the active encoder reset input in a different
possible that there is a fault in the logic; if all the above
position to the expected one.
conditions have been checked and nothing has been
found, replace the control device.
“Logic failure #1” Depends on the cause of the alarm:

• There has been a real drop in voltage. The alarm
should simply disappear upon switching the key off
Cause: and back on again. The cause of the undervoltage is
to be determined according to the conditions in which
This alarm signals that a condition of undervoltage has
it occurs. For example: a truck function that requires
been detected upon inserting the key. All the functions
a high voltage can reduce the battery voltage.
are stopped.
• Fault in the circuit detecting undervoltage conditions.
The board must be replaced.
“Battery out” The cause of this alarm (use the TESTER items to make
troubleshooting easier) depends on the fact that the
inputs of the disconnected battery are not active.
First of all, insert the battery into the correct position in
the truck's bodywork.
VCM waits to see that the inputs of the disconnected bat- blies and check that the microswitches work correctly
tery are active before enabling any functions. according to the settings of the parameters. IT is also
“Waiting for node”

Cause:
The control device receives a message from the CAN The COMBI module cannot be activated, but it has to wait
indicating that another control device in the network has until the other module exits from the error condition.
failed; consequently the VCM control device cannot be
operated but has to WAIT for the other control device to
exit from its error condition.
34
“Valve enable”
Check whether there is an alarm on the supervisor uC.
Cause: If there are no alarms, the fault is in the hardware and
It occurs when uC Master tries to activate an output but the board needs replacing.
the supervisor uC does not enable it.
“Tiller mismatch” The cause of this alarm (use the TESTER items to
make troubleshooting easier) derives from a different
reading of the condition of the "dead man" switch by
VCM and traction.
Misalignment between VCM and traction for the dead blies and the operation of the microswitches. IT is also
man input. possible that there is a fault in the logic; if all the above
“Battery low”
Recharge the battery. If it doesn't work, measure the
Cause: battery voltage with a voltmeter and compare it to the
value of the BATTERY VOLTAGE parameter. If the
It occurs when the battery charge level is less than or equal
values are different, adjust the value of the ADJUST
to 10% of the total charge and the BATTERY CHECK set-
BATTERY function.
ting is not 0 (refer to SET OPTION menu).
“Wrong ram mem.”

Cause: Try switching the key off and then on; if the alarm still
The algorithm included to check the main RAM registers remains, replace the logic board.
has found incorrect content: the register is “dirty”. This
alarm prevents the machine's functions.
“Eeprom ko”
Cause: If the fault persists after the key has been reactivated,
replace the module. If the fault disappears, the previ-
A fault in the area of memory containing the parameters or
ously saved parameters will be replaced by the default
problems existing during the operations of reading/writing
parameters.
to this memory. This alarm does not prevent the machine
from working, but the default parameters are used.
“Controller mism.”
Cause: Replace the control device.
Incorrect customer ID code in the protected area of the
memory where this parameter is saved.
“Param restore” If CLEAR EEPROM mode was active before last switch-
ing on the key, this message indicates that the EEPROM
has been correctly deleted. The alarm disappears on
Cause: making a drive or pump request. If this alarm occurs
This message appears when the control device has reset when switching on the key without CLEAR EEPROM
to its default values. being requested by the operator, there could be a prob-
lem in the control device.
“Sdo trac” Check the communication between the two control de-
Cause: vices, if the communication is correct then replace the
board.
HM communication trouble between VCM and traction.
35
“Encoder locked #1” Check whether ENCODER1 in the tester menu is other
than zero during a lifting request. Verify the wire harness
Cause: assembly and the operation of the sensor. IT is also
The encoder is blocked or the encoder signals are not
“Encoder locked #2” Check whether ENCODER2 in the tester menu is other
than zero during a lifting request. Verify the wire harness
Cause: assembly and the operation of the sensor. IT is also
The encoder is blocked or the encoder signals are not
“Hm mismatch”
Cause: Check the settings of the hour meter parameters.
Inconsistency between VCM and traction for the hour
meter.
“Lift/low lever”
Cause: Check the mini-lever.
The mini-lever in relation to the lifting/lowering lever is in
an alarm status.
“Pump in alarm”
Cause: Check the alarm on the pump control device.
Alarm on the pump control device.
“Wrong slave ver.”

Install the correct software release on the supervisor
Cause: uC.
Incorrect software release on the supervisor uC.
“No can msg. 5”

Cause: Check the pump control device.
No CAN message from the pump control device.
“No can msg. A”

No CAN message from the mini-lever.
“Interlock fork” Check whether Reach pot is acquired correctly. If it is

not, then it must be acquired. Verify the wire harness
assembly and the operation of the sensor. IT is also
Cause: possible that there is a fault in the logic; if all the above
VCM is not able to run the interlock function. conditions have been checked and nothing has been
“Carriage lever”
The mini-lever in relation to the retractable carriage lever
is in an alarm status.
36
“Tilt lever”
The mini-lever in relation to the tilt lever is in an alarm
status.
“Side shift lever”

The mini-lever in relation to the side shift lever is in an
alarm status.
“Wrong config”
Check the configuration of the parameters for this func-
Cause: tion. Download the configuration file again.
Incorrect communication between VCM and traction.
“No config master”

Incorrect configuration file in Master uC.
“No config backup”

Incorrect configuration file in the supervisor uC.
“Pcf timeout”
Cause: Check the configuration of the parameters for this func-
tion. Download the configuration file again.
Time expired when checking the configuration file between
VCM and traction.
“Waiting pcf”
Cause: Wait for the update to be completed.
Waiting to check the configuration file between VCM and
traction.
“Preselector” Check which function generates the alarm condition.

Verify the wire harness assemblies and the operation of
Cause: the sensor. IT is also possible that there is a fault in the
VCM is not able to run the height pre-selection function logic; if all the above conditions have been checked and
correctly. nothing has been found, replace the control device.
37
“Overload” Check that the weight load on the forks does not exceed
the rated load capacity indicated on the identification data
plate. If so, remove the excess load.
Cause: If the alarm persists, check that the load cells are
functioning properly and that the parameters are set
The load is greater than the capacity of the truck.
properly.
If the alarm persists, replace the module.
“Wrong parameter”
Cause: Check the parameters.
Throttle configuration parameters.
“Reach sens out r”

Check that the sensor is working correctly, check its
Cause: wiring.
The carriage position analogue sensor is out of range.
“Reach acq. sens.”

Cause: Repeat the acquisition.
The maximum value acquired by the carriage position
analogue sensor is out of range.
“Check up”
Cause: IT is sufficient to take the CHECK UP DONE option onto
It is only a warning reminding you to call scheduled main- level ON after maintenance has been performed.
tenance.
“Seat”
Check the seat and the dead man switch
Cause: Check the wiring.
The dead man switch is operating but the seat sensor is If the alarm persists, replace the module.
not active
“No can msg 2” Check the CAN connection on the traction controller.
Cause: Check that the traction communicates on the CAN
Bus.
No CAN message from the traction controller device
“No can msg 6” Check the CAN connection on the steering controller.
Cause: Check that the steering wheel communicates on the
CAN Bus.
No CAN message from the EPS control device.
38
“No can msg 10”
Check the CAN connection on the display. Check that
Cause: the display communicates on the CAN Bus.
No CAN message from the display.
“Can bus display”

Cause: Check the relay
The key relay driven from the display is open
“Cantiller”
Cause:
The Can Tiller is connected to the CAN Bus. The VCM
Disconnect the Can Tiller and turn on and off the truck
carries out the hydraulic control that arrives from the Can
to restore normal operation.
Tiller. Any other controls arriving from the Joystick or from
the MLM is ignored.
“Trolley blocked”
Check that the carriage sensor is working correctly,
Cause: check its wiring.
The SEN signal coming from the carriage does not move Check the wiring.
during the carriage forward or carriage backward func- If the problem persists, replace the control.
tion.
39
VCM - SLAVE MODULE ALARM ANALYSIS AND TROUBLESHOOTING
“Drv. shrt A” • Check if there is a short circuit or low impedance
between one of the outputs and –BATT.
The driver of one the first eight outputs has shorted. must then be replaced.
“Drv. open A”
This kind of failure is not connected to external compo-
Cause: nents; replace the logic board.
VCM is not able to enable one of the first eight outputs.
“Watchdog master”
Cause: This is an internal error, the module needs replacing.
A hardware watchdog enables synchronising the micro-
controllers. All the functions are blocked.
“No can msg. 2”

Cause: First of all, check the wire harness assemblies. If they
are correct, the problem lies with the logic board, which
There is a problem connected with the CAN-BUS line. The
must be replaced.
error is reported if the supervisor uCr does not receive any
messages from the CAN-BUS line.
“Pev drv. short.” • Check if there is a short circuit or low impedance

between pin A13 and +BATT.
The top driver of the PEVP1 output has shorted. must be replaced.
“Pev drv. open”

nents; replace the logic board.
VCM is not able to enable the top driver of the PEVP1
output.
“Coil open A” • It is recommended to check the wire harness assem-

bly to see whether the coil is connected to the correct
Cause: pin and whether the connection is broken.
This fault occurs when no load is connected between one • If, in spite of connecting the coil to the correct pin or
of the outputs NEVP1, NEVP2….NEVP8 and the positive replacing it, the alarm remains, the problem is in the
pole. logic board, which must then be replaced.
“Valve mism. out”

Cause:
Alarm of the SLAVE currently disabled. Set point calculated
by the SLAVE different to the set point of the MASTER.
“Watchdog”
Cause: This is an internal error, the module needs to be
There is watchdog software in each microcontroller. Its replaced.
function is to check that the software is working properly.
All the functions are blocked.
40
“Out port pull-up”
The problem is on the logic board, which must be re-
Cause: placed.
This alarm pertains to the hardware configuration.
“Analog input”
Cause: This is a fault inside the microcontroller, replace the
board.
There is a problem in the "from analog to digital" module
of the microcontroller. All the functions are blocked.
“Logic failure #1” Depends on the cause that generated the alarm:
• In the case of a real drop in voltage, the alarm will
disappear by simply turning the key off and then back
Cause: on. The cause of the undervoltage is to be determined
according to the conditions in which it occurs. For
This alarm signals that a condition of undervoltage has
example: a truck function that requires a high voltage
occurred upon inserting the key. All the functions are
can reduce the battery voltage.
blocked.
• Fault in the circuit detecting undervoltage conditions.
The board must be replaced.
“No can msg. 5”
Cause: Check the pump control device.

No CAN message from the pump control device.
“No can msg. A”

No CAN message from the mini-lever.
“In. mism. D”
Compare the values read by Master and Slave with the
Cause: panel's tester menu.
Incorrect match on the digital input between Master and Contact Zapi technical support.
Slave.
“In. mism. A/E”

Compare the values read by Master and Slave with the
Cause: panel's tester menu.
Incorrect match on the analog inputs or on the inputs of Contact Zapi technical support.
the encoder between Master and Slave.
“Wrong ram mem.”

Cause: Try turning the key off and back on; if the alarm still
The algorithm implemented to check the main RAM reg- remains, replace the logic board.
isters finds incorrect content: the register is “dirty”. This
alarm inhibits the operation of the machine.
“Eeprom ko”
Cause: If the fault persists after the key has been reactivated,
replace the module. If the fault disappears, the previ-
A fault in the area of memory containing the parameters
ously saved parameters will be replaced by the default
or problems during the operations of reading/writing to
parameters.
this memory. This alarm does not inhibit the machine from
working, but the default parameters are used.
41
“Controller mism.”
Cause: Replace the control device.
Incorrect customer ID code in the protected area of the
memory where this parameter has been saved.
“Param restore” If CLEAR EEPROM mode was active before last switch-
ing on the key, this message indicates that the EEPROM
has been correctly deleted. The alarm disappears on
Cause: making a drive or pump request. If this alarm appears
This message appears when the control device has reset when switching on the key without CLEAR EEPROM be-
to its default values. ing requested by the operator, there could be a problem
in the control device.
“Drv. shrt B” • Check for a short circuit or low impedance between

Cause: one of the outputs and –BATT.
• The driver circuit is damaged in the logic board, which
The driver of one the outputs NEVP9, NEV1,..NEV3 has
must then be replaced.
shorted.
“Dvr. open B”
nents; replace the logic board.
VCM is not able to enable one of the outputs NEVP9,
NEV1,..NEV3.
“Coil open B” • It is recommended to check the wire harness assem-

bly to see whether the coil is connected to the correct
Cause: pin and there are no breaks.
• If, in spite of connecting the coil to the correct pin
This fault occurs when no load is connected between one
or replacing it, the alarm remains, the problem is in
of the outputs NEVP1, NEVP2….NEVP8 and the positive
the logic board of the control device, which must be
pole.
replaced.
“Out 1/2 coil sh.” • The most likely cause of this error code is in the wire
Cause: harness assembly or in the load coil. Therefore, first
of all check the connections between the outputs of
This alarm occurs when there is a short circuit of the coil
the control device and the loads.
of EVP1 or EVP2. Once the overload has been removed
• If no problems are found on the outside, the trouble
the alarm automatically disappears, releasing and then
lies with the control device that must be replaced.
re-enabling a drive request.
42
“Laser coil sh.” • The most likely cause of this error code is in the wire
of EV1. Once the overload has been removed the alarm
automatically disappears, releasing and then re-enabling
a drive request.
“Bat out coil sh.”

• The most likely cause of this error code is in the wire
a drive request.
“Load brk coil sh” • The most likely cause of this error code is in the wire
is in the control device that must be replaced.
a drive request.
“Alarm coil sh.” • The most likely cause of this error code is in the wire
is in the control device that must be replaced.
a drive request.
43
“Drv. shrt. evp1”
This error does not depend on external components.
Cause:
Replace the module.
VCM is not able to run the EVP1 output

Cause:
Replace the module.

Cause:
Replace the module.

Cause:
Replace the module.

Cause:
Replace the module.

Cause:
Replace the module.

Cause:
Replace the module.

Cause:
Replace the module.
44
“Drv. open brake”
Cause:
Replace the module.
VCM is not able to run the brake output
“No can msg. 1”

Switch the truck off and then back on.
Cause:
Timout on the local CAN Bus
“Drv. shrt. ev1” Check if there is a short circuit or a low pull-down imped-
ance between the output and -BATT
Cause: The circuit of the driver of the logic board is damaged,
Short circuit on the EV1 output replace the module.
“Drv. shrt. brake” Check if there is a short circuit or a low pull-down imped-
Short circuit on the brake output replace the module.
“Coil open ev1” It is recommended to check the wire harness assembly

Cause: to understand whether the coils are connected to the
correct pin of the connector and if the line is broken.
Connection error between the EV1 output and the posi-
tive.

tive.
45
“Coil open brake” It is recommended to check the wire harness assembly
Connection error between the brake output and the posi-
tive.

tive.
“Coil open evp1” It is recommended to check the wire harness assembly

Connection error between the EVP1 output and the posi-
tive.

tive.

tive.

tive.

tive.

tive.

tive.

tive.
46
EPS ACW MODULE DIAGNOSIS SYSTEM

EPS ACW MODULE ALARM ANALYSIS AND TROUBLESHOOTING

“Watchdog”
Cause:
MuC and SuC communicate via a Can Bus local commu- If this alarm is repeated, the problem lies with the control
nication system. Communication between them requires device.
bit stuffing (the bit stuffing must be reversed for each new
frame). If the bit stuffing remains “frozen” for longer than
100msec, this alarm is generated.
“Eeprom ko”
Cause:
Each microcontroller has its own EEPROM with two lists
Run Clear Eeprom. If the problem persists, replace the
of parameters (to have a local backup). Each list has its
control device.
own checksum. When both checksums are wrong, this
alarm is generated. If one list of parameters has an incor-
rect checksum, it will be settled by using the second list
(backup with correct checksum).

Cause:
This alarm occurs with the steering system at rest if the IT is necessary to replace the control device.
amplifier on the connected voltage Vu-Vw is in the range
of +/- 250mV around Vuw_zero for 96msec (sampling time
8msec for 12 consecutive samples).

Cause:
This alarm occurs with the steering system at rest if the IT is necessary to replace the control device.
amplifier on the connected voltage Vu-Vw is in the range
of +/- 250mV around Vuw_zero for 96msec (sampling time
8msec for 12 consecutive samples).
“Vmn not ok”

Cause:
This alarm occurs with the key enabled if at least one volt-
age amplifier on the connected voltage Vv-Vu and Vu-Vw If the alarm is repeated, the control device needs re-
is in the range of +/- 300mV around 2.4Vdc for 50msec placing.
(sampling time 10msec for 5 consecutive samples). (Per-
missible outputs at rest from 2.1V to 2.7V). On completing
the diagnosis, the offset value of the voltage amplifiers
(Vvu_zero and Vuw_zero) will be acquired.
47
“Main cont. open”
Cause: This is not a problem related to Eps. When this warning
is generated, it means that the contactor is open (or not
This warning is active when the steering system control
yet closed).
device receives the information that the current contactor
is open via CAN BUS.
“Stby I high”
Cause:
This alarm occurs in two ways:
• With the key enabled, if at least one current amplifier
on the U and W phase is in the range of +/- 300mV
around 2.5Vdc for 50msec (sampling time 10msec
for 5 consecutive samples). (Permissible outputs of If the alarm is repeated, the control device needs re-
current amplifiers with key enabled are from 2.2V to placing.
2.8V). On completing the diagnosis, the offset value
of the current amplifiers (IU_zero and IW_zero) will be
acquired.
• With the steering system at rest, if at least one cur-
rent amplifier on the U and W phase is in the range
of +/- 150mV around IU_zero or IW_zero for 96msec
(sampling time 8msec for 12 consecutive samples).
“Capacitor charge” Some cases:

• If this alarm occurs only in the control device of the
steering system, check the continuity of the cables
at CNA#3-4-5 from the battery and from Eps.
• If the cables at CNA #3-4-5 are OK, measure the
voltage CNA#3-4-5 and –B within 3 sec of enabling
the key. Only if the measured voltage is greater than
Cause: 14Vdc (and on a short duration on STATUS#5 it is
instead lower) replace the control device.
This alarm occurs with the key enabled, if the DC Bus
• If the voltage measured between CNA#3-4-5 and –B
(capacitors in parallel) fails to reach a minimum value of
14Vdc within 3.2secs. STATUS #5 gives the value in real is close to 0 there are two possibilities:
time of the battery connection (+B) on a short duration. - Short circuit on DC rail and –B in Eps (discon-
nect CNA#3-4-5 and measure the voltage in the
DC bus of the traction control device (+B to –B):
replace Eps if the voltage of the DC bus of the
traction device is greater than 14Vdc.
- Short circuit on DC rail and –B on another unit in
the truck.
“High temperature”
Cause:
This alarm occurs when the temperature in the MOSFET
cases is: Improve the cooling system of the control device. Other-
• greater than 80°C for longer than 3.84secs @ MAXI- wise, it is necessary to replace the control device.
MUM CURRENT=70A
O
• greater than 90°C for longer than 3.84secs @ MAXI-
MUM CURRENT=50A.
48
“Motor temperat.”
Cause:
This alarm occurs only when DIAG MOTOR TEMP is
Check whether the heat sensor in the motor is working
ON and the heat sensor at the motor input measures a
correctly. If it is, improve the motor cooling system.
temperature greater than 120°C. It also occurs when the
motor resistance has been acquired with a temperature
in the motor greater than 120°C (also with DIAG MOTOR
TEMP ON).
“High current”
Cause:
If the alarm is repeated, the control device needs re-
This alarm occurs with the key enabled, if the the circuit
placing.
is always active in order to limit the maximum current via
hardware (it may be due to a fault with the current ampli-
fier).
“Power failure #3” If the alarm is repeated, check that the battery is con-
Cause: nected to the control device. Otherwise, the problem
can be a fault in the three-phase bridge or in the motor
Current in phase W of the motor less than 5.4Arms for
connection to the terminal W.
100msec even if controlled at more than 28% Imax.
Current in phase V of the motor less than 5.4Arms at
connection to the terminal V.
Current in phase U of the motor less than 5.4Arms at
connection to the terminal U.
“Bad steer 0-set”

Cause:
Switch off the key.
This warning appears when the hardware setting 0-POS
TEACHING has been activated (and the key switched
back on).
“Steer sensor KO”

Cause:
This alarm occurs when the steering potentiometer (XA1-8 Replace the potentiometer.
XA1-9) varies with a peak broader than 1 Volt in 16 msec.
This alarm is used to identify a discontinuity in the control
potentiometer voltages.
“Steer hazard”
Cause: Turn the steering wheel in the opposite direction.
This warning occurs when the steered wheel reaches the
maximum angle.
49
“Selfcheck #2”
Cause:
This warning appears when SELFCHECKING routine #2
is in progress and the outcome of the check has not yet
been determined. This self-checking routine monitors the
encoder and the current in the motor when it is operated to Turn the key back on to clear the warning SELFCHECK
move at a fixed speed of 25Hz. It is recommended to run #2.
SELFCHECK #2 with the steered wheel raised. The aim of
this self-test is to check the operation of the encoder and
mechanical components (transmission, sensor bearings,
gears, pinion). Once the collected data have been proc-
essed and there is an unexpected outcome, this warning
message turns into an alarm message.
“Selfcheck #1”
Cause:
This warning appears when SELFCHECKING routine #1
is in progress and the outcome of the check has not yet
been determined. This self-checking routine measures the
Turn the key back on to clear the warning SELFCHECK
resistances of the motor between phases V and W (Rvw)
#1.
and between phases W and U (Rwu) with a multimeter,
using a fixed current of 14.7Adc. The aim of this self-test is
to check the operation of the motor and the power bridge
of the three phases. Once the collected data have been
processed and there is an unexpected outcome, this warn-
ing message turns into an alarm message.
“Can bus warn”

The problem could concern the cables of the Can Bus
Cause: or the Can Bus transceiver inside the traction, the Eps
If a node fails to receive the Can Bus message of the or another unit on the truck. To identify the root of the
traction (Can ID 0x388 for MuC and 0x389 for SuC) for problem, a Can Bus is required.
longer than 200msec, this alarm will appear.
50
“SP mismatch”
Cause:
Depending on the command, MuC and SuC calculate
the set point of the steering motor speed independently
of each other. SuC is concerned that the values it is cal-
culating in real time match the values calculated by MuC.
This alarm is generated when there is no such match. SuC
specifies the condition that led to a discrepancy with a hex
code (see YY pair above).
Incorrect conditions between MuC and SuC may be: If the alarm is repeated, the problem lies with the control
• With no limitation on the closed loop maximum angle, device.
there is a discrepancy on the point of setting the steer-
ing motor speed greater than 10Hz. YY = 01h.
• With a limitation on the closed loop maximum angle,
there is a discrepancy due to the fact that MuC has
detected the limitation of the maximum angle and SuC
has not detected it (or vice versa). YY = 02h.
• With a closed loop due to resetting at rest, there is a
discrepancy due to the fact that MuC has detected the
condition for resetting at rest and SuC has not detected
it (or vice versa). YY = 04h.
“Out mismatch”
Cause:
MuC and SuC read the commands and calculate the set
point of the steering motor independently of each other.
Then MuC activates the motor; SuC checks, in real time,
that the operation on the motor conforms to the value of
the set point of the steering motor. This alarm is generated
if the above does not occur. SuC specifies the condition
leading to a discrepancy with a hex code (see YY pair
above).
Incorrect conditions between MuC and SuC may be:
• The present and controlled steering motor speeds (set
point) have a greater movement than 10Hz and with
opposite signs. YY = 03h.
If the alarm is repeated, the problem lies with the control
• The present and controlled steering motor speeds (set
device.
point) have the same sign, one movement greater
than 10Hz, but the present speed is 50% less than
the controlled speed. YY = 05h.
• At least one of the above discrepancies occurs. The
present and controlled pair currents (set point) have a
greater movement than 3Aac and with opposite sign
YY = 0Bh when the first discrepancy mentioned above
occurs; 0Dh when the second discrepancy mentioned
above occurs.
• At least one discrepancy between point 1 and 2 occurs.
The present and controlled pair currents have the same
sign, one movement greater than 3Aac, but the present
pair current is 50% less than the controlled pair current.
YY = 13h when condition 1 occurs; 15h when condition
2 occurs.
51
“W.D. syncro”
Cause:
Every 32 measurements of the input values (analog and
digital) (e.g. every 4msec) MuC generates a falling edge
on an input of the SuC used as Request Interrupt. This IR Reactivate the key. If the alarm is repeated, the prob-
works as a synchronizing mechanism for SuC allowing it to lem is in the control device. It could also be a problem
start the first of the 32 measurements of the input values. related to ESD.
When MuC has completed the second A/D conversion
(second of the 32 AD conversions in autoscan mode), it
triggers the Synchro input at a higher level. SuC generates
this alarm when no falling edge is detected on the Synchro
input for more than 90 msec.
“Wrong slave ver”

Cause: Download the same software release (same number)
on both microcontrollers.
This alarm is generated by MuC if the Software releases on
MuC and SuC do not match (different releases).
“Wrong ram memory”
Cause:
• The process (running the code) does not pass through
one (at least) of the main steps of the stream of codes
for a time longer than 80msec (e.g. function for reading
inputs, functions to calculate the set point values for
the steering motor, function to supervise the state of
the steering system, ISRs to operate the motor control
device).
device.
O
• Deterministic Finite Automaton (DFA) is characterised
by state transitions. As a protective measure, every
transition state is controlled by assigning two variables
(state label and its complement). These two variables
identify the new state (redundancy on the label). This
redundancy has been designed to prevent a failure in
the RAM leading to an incorrect destination status for
DFAs. If the two state labels are inconsistent or not
complementary, this alarm is generated.
“Param restore”
Cause: Reactivate the key.
This alarm is a confirmation that a Clear Eeprom parameter
has been run correctly.
“Can bus ko m/s”

Cause:
If the alarm is repeated, the problem lies with the steer-
MuC and SuC communicate via a local Can Bus com-
ing system control device.
munication system (integrated). If a node receives no
response from another node for any longer than 100msec,
this alarm is generated.
52
“Stepper motor mism”
Cause:
This alarm appears in two ways:
• Channels D and Q of the stepper motor are processed
in two ways: A/D conversion and alignment encoder
interface. When the A/D conversion gives a fast move- Check that there is no short circuit between CNA#20 or
ment (breadth of line D or Q greater than the crest 4.6V) CNA#17 and GND. Check that the stepper motor is type
and the alignment encoder gives a slow movement approved. If it is, replace the stepper motor and check the
(less than 2 pulses in 80msec: e.g. 25Hz) for more than wire harness assembly. If the problem persists, replace
200msec. the control device.
O
• If the crest value of a channel of the stepper motor
(DL or QL) is less than 0.61V while the crest value of
the second channel is greater than 2V for more than
120msec (it detects a short circuit between one channel
of the stepper motor and GND).
“Motor locked”
Cause:
Too much torque required for steering or trouble with the
This alarm occurs if the current in the motor remains
encoder (run selfcheck #2).
greater than 90% Imax for more than 1 sec, when the trac-
tion speed is greater than 15% (the delay time becomes 5
sec, when the traction speed is less than 5%).

Check which are the different parameters between
Cause: MuC and SuC and update (write) the parameters that
MuC compares its own checksum for the list of parameters do not match. To identify the problem easily run Clear
with the checksum of the list of parameters in SuC. If there Eeprom.
are any discrepancies, MuC generates this alarm.
“Fb jerk”
Cause: Interference or defect of the encoder or encoder cables.
This alarm occurs if the position of the steered wheel meas- One possibility is that the correct phase movement of
ured with the encoder has a step (discontinuity) greater 90 degrees between CHA and CHB in the encoder has
than 21 degrees (turn 244/4096) in 16msec and the step been lost.
does not return to having a smaller gap for 13 consecutive
sample measurements (total 208msec).
“Current gain”
Cause:
This alarm occurs when the gains of the current amplifiers Contact Zapi technical support or replace the control.
(ADJUSTMENT #03 and ADJUSTMENT #04) are set on
default values (Imax has not yet been adjusted).
53
“Position error”
Cause:
This alarm occurs due to an error in the feedback sensor
redundancy test. Here we have one encoder and one (two)
toggle switch. This alarm occurs if the sector count (toggle
switch configuration) and the encoder count do not match.
The sector is equipped with a FEEDBACK SECTOR reader
in the tester menu; the encoder count device is equipped
If the alarm occurs when installing a new control device,
with STEER ANGLE reading in the tester menu.
make sure that AUX FUNCTION 11 corresponds to the
If there are two toggle switches: layout of the toggle switches and that PULSE IN 180
DEG. has been set correctly. If the alarm occurs after the
FEEDBACK set-up has been performed properly, search for a fault
STEER ANGLE on a toggle switch or on the encoder. Troubleshooting
SECTOR
[degrees] consists in comparing the STEER ANGLE and FEED-
permitted
BACK SECTOR when an alarm occurs. In the event of
from -15 to +15 1° or 4°
an alarm, it is expected that these values will not observe
the permitted matches given in the tables alongside. The
from +15 to +75 1°
problem could concern a sensor (check PROX SWITCH
from +75 to +105 1° or 2° 1 and PROX SWITCH 2) or the encoder (check STEER
from +105 to +165 2° ANGLE and FEEDBACK SECTOR).
from +165 to -165 2° or 3°
A list of possible fault modes is given below:
from -165 to -105 3°
• A switch changes its level even though it has not
from -105 to -75 3° or 4°
been engaged by the iron plate (cam) on the steered
from -75 to -15 4° wheel.
• If the encoder is composed of a bearing with a sen-
If there is only one toggle switch:
sor, a ring of the sensor bearing has slippage (the
FEEDBACK sensor bearing has two rings: one is connected to
STEER ANGLE the rotor shaft, the other to the motor chassis). Check
SECTOR
[degrees] that these two rings are each firmly joined to their
permitted
structure with no slippage.
from +15 to +165 1° • Fault in the encoder with low resolution (such as a
from -165 to -15 4° loose magnet or a fault with the Hall sensor).
• The STEER ANGLE has slipped it could also occur
When the FEEDBACK SECTOR and STEER ANGLE do when the truck is stationary) due to interference on
not match, there is a POSITION ERROR alarm in less the encoder channels.
than 100msec.
NOTE: The permitted STEER ANGLE thresholds for each

FEEDBACK SECTOR given in the above tables refer to an
ideal situation with STEER 0-POS DEG set to 0 degrees
(no offset between SW1 and null angle) and a cam of length
180 degrees. The actual thresholds concerning the offset
SW1 and the length of the cam are shown in real time in
the FEEDBACK SECTOR message.
54
“Slave alarm”
Cause:
When SuC generates an alarm, the power supply is cut off
and the steering motor can no longer be activated. MuC
then generates this warning. On the Zapi panel, MuC
specifies the LSByte of the alarm code of SuC on position
XX. For example:
device.
1. LOGIC FAILURE #4: SLAVE ALARM 10
2. OUTPUT MISMATCH: SLAVE ALARM D0
3. INPUT MISMATCH: SLAVE ALARM FA
4. SP MISMATCH: SLAVE ALARM CF
“Waiting master”
Cause:
If the warning is repeated, the problem lies with the
With the key activated, SuC waits for MuC to send a ”ready
control device.
to steer” frame on the local CAN Bus communication sys-
tem. If the message fails to arrive for longer than 4sec,
this warning will appear.
“Eps not aligned”

Cause:
This warning occurs with the key enabled in three differ-
ent ways:
• No activation on the straight switch (SW1 on CNA#12)
Selfchecking STATUS #2 helps find the origin of the
for longer than 3 sec.
problem.
O
• No activation on the straight switch (SW1 on CNA#12)
for a 180° MDU rotation.
O
• The encoder is not able to return to the position of 0°
(straight) after SW1 has been activated.
“Logic supply err”

Cause: Reactivate the key. If the error is repeated, the problem
lies with the control device.
This alarm appears if the 13.5V logic power voltage that ac-
tuates the three phase power bridge is less than 11Vdc.
55
“Fb sensor locked”
Cause:
It is closed loop monitoring. This alarm occurs if the current
speed (freq_enci measured with the main encoder) does
not follow the controlled speed (set point) (freq_req deriving
This alarm may be due to:
from pre-processing the outputs of the stepper motor) for
• At least one encoder channel is broken
longer than 500msec and the traction speed is greater than
• Too much friction in the transmission
15% (at the lowest traction speed, the delay time increases
• A fault in the control device
up to 2.5sec, when the traction speed is less than 5%).
• A fault in the motor (e.g. a blocked encoder or a
This alarm occurs if the misalignment between the current
broken phase of the motor).
speed and the controlled speed remains greater than 30%
of the controlled speed and greater than 5Hz above the
delay time of 500msec (variable depending on the speed
of the truck). Monitoring is suspended for 400ms whenever
the error sign (freq_req_freq_enc.) changes from positive
to negative or vice versa.
“Q line sensor ko”

Cause: Check the continuity of the stepper motor connections.
In particular the resistance between CNA#17 and the
This alarm occurs when the average voltage on the step-
negative pole of the battery (with the stepper motor at
per motor alignment line (connection CNA#17) is not zero:
rest) should be very low (around 30 Ohms).
the voltage on each stepper motor line is a sinusoid with
zero average voltage.
“D line sensor ko”

Cause: Check the continuity of the stepper motor connections.
In particular the resistance between CNA#20 and the
This alarm occurs when the average voltage on the step-
negative pole of the battery (with the stepper motor at
per motor direct line (connection CNA#20) is not zero: the
rest) should be very low (around 30 Ohms).
voltage on each stepper motor line is a sinusoid with zero
average voltage.
Cause:
Master uC and Slave uC have their own list of parameters
(with their own local backup). Parameter modification is Try changing a parameter again. If the problem persists,
controlled by MuC only. MuC writes its own parameters replace the control device.
and instructs SuC to do the same for its own list of param-
eters. Running the writing parameter on SuC is password
protected. This alarm is generated by the MuC should SuC
refuse to run the writing command.
“Data acquisition”
Cause:
This alarm occurs when adjusting the maximum current Reactivate the key.
(set in the factory) and when a procedure is run for acquir-
ing the motor resistance. Acquiring motor resistance has
not yet been implemented.
56

“Can bus ko”
The problem may consist in an incorrect Can Bus con-
Cause: nection or depend on the traction control device being
If on both MuC and SuC there are no Can Bus messages switched off or not fitted. To identify the root of the
pertaining to traction (Can ID 0x388 for MuC and 0x389 for problem, a Can Bus analyser is required.
SuC) for longer than 200msec, this alarm is generated.
“Input mismatch”
Cause:
MuC and SuC read the values of the inputs independ-
ently of each other. SuC is concerned that the values it is
reading match, in real time, the values MuC is reading. If
this does not occur, this alarm is generated. SuC specifies
which input is responsible for the discrepancy with a hex
code (see YY pair above).
The faulty inputs between MuC and SuC may be:
• Discrepancy on straight or 90° switch (SW1 on CNA#12
device.
and SW2 on CNA#11). YY = 83h.
• Discrepancy in the quadrant of the MDU in a turn of
360° (SW1 vs. SW2 vs. AUX FUNCTION #11 setting).
YY=08h.
• Discrepancy in the speed of the stepper motor greater
than max_stepper_motor_speed/5 (CNA#20 and
CNA#17).YY=04h.
• Discrepancy in the encoder count greater than 10
counts (one count of 2296 corresponds to an MDU at
180°) (CNG#1 and CNG#3). YY=20h.
“Init vmn not ok” Try and disconnect the motor terminals from the control
device, reactivate the key and read STATUS #5. If the
long duration value (e.g. 1st value) is in the range be-
Cause: tween 8 and 13.5Vdc, the problem is a dispersion (loss of
After activating the key with the three-phase bridge disa- motor isolation). Otherwise, replace the control device.
bled, the DC bus voltage should reach 14Vdc in 3.2sec
(CAPACITOR CHARGE alarm, if this does not occur). At
the same time the steering control device monitors the volt-
age common to the motor terminals (see STATUS #5 1st
value) and generates this alarm after the 3.2sec. and:
• The common voltage is less than 7Vdc (bottom MOS-
FET shorted –B).
O
• The common voltage is blocked at DC Bus (top MOS-
FET shorted +B). (IT is considered blocked if it is in a
range of +/- 1Vdc around the DC Bus). STATUS #5 in
the TESTER menu gives the value in real time of this
common voltage on long duration.
57
“Analog”
Cause:
• With the key activated, the A/D converter is on and
should complete an initial conversion of the analog
inputs within 16msec. If this does not occur, this alarm Reactivate the key. If the problem persists, replace the
is generated. control device.
• Under conditions of stationary status, the main signals
(currents of the motor and sensor in the wheel of the
steering system) require a new A/D conversion every
250usec. Should no conversion successfully conclude
within 1.25msec, this alarm will be generated (e.g. after
5 consecutive failed conversions).
“Acq aborted”
Cause: Reactivate the key. If the problem persists, replace the

control device.
This alarm occurs if the wheel self-centering was nega-
tive
“Enc pulses acq”
Cause: Wait for the self-centering to be completed.

This warning occurs to indicate that the wheel self-
centering is in progress.
58

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DIAGNOSTICS AND MEASUREMENTS SERVICE

PUMP AND TRACTION ACE2 MODULE ALARM ANALYSIS AND TROUBLESHOOTING

ALARM breakdown search

“Logic failure #3”

“Logic failure #2”

“Logic failure #1” Finding the trouble appearing on start up or in standby,

ALARM breakdown search

“Contactor open” • It could be a problem with the contacts in the MC not

ALARM breakdown search

“Th. protection” IT is necessary to increase the cooling of the control

“Driver shorted” • Check if there is a short circuit or a low pull-down

“Vacc not ok”

“Encoder error” • Check both the electrical and mechanical operation

“Wrong slave ver.”

“Vdc link overv.” Finding the trouble appearing on start up or in stand-

“Stop rq. from eps”

“Init vmn low” Check:

“Wrong ram mem”

“Pev not ok”

"Flash checksum" The problem is in the flash memory of the microcontrol-

Cause: This is a fault inside the control device, it is necessary

“No slave enable”

“Dir sel out rang”

“Power mos short”

“Evp driver open”

“M/S par chk mism”

Cause: Request the assistance of a Zapi technician to carry out

“No can msg.”

“Thermic sensor ko”

“Field orient ko”

“Aux driv. shrt.” • Check if there is a short circuit or a low pull-down

DIAGNOSIS SYSTEM FOR VCM MODULE

“No can msg. 33”

“M/S par chk mism”

“Logic failure #1” Depends on the cause of the alarm:

“Waiting for node”

“Wrong ram mem.”

“Wrong slave ver.”

“No can msg. 5”

“No can msg. A”

“Interlock fork” Check whether Reach pot is acquired correctly. If it is

“Side shift lever”

“No config master”

“No config backup”

“Preselector” Check which function generates the alarm condition.

“Reach sens out r”

“Reach acq. sens.”

“Can bus display”

VCM - SLAVE MODULE ALARM ANALYSIS AND TROUBLESHOOTING

“No can msg. 2”

“Pev drv. short.” • Check if there is a short circuit or low impedance

“Pev drv. open”

“Coil open A” • It is recommended to check the wire harness assem-

“Valve mism. out”

“No can msg. 5”

Cause: Check the pump control device.

“No can msg. A”

“In. mism. A/E”

“Wrong ram mem.”

“Drv. shrt B” • Check for a short circuit or low impedance between

“Coil open B” • It is recommended to check the wire harness assem-

“Bat out coil sh.”

“Drv. shrt. evp2”