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CONTENTS

Page

A SYSTEM COMPONENTS ............................................................................. 2

B ELECTRICAL CHARACTERISTICS .............................................................. 2
C MECHANICAL SPECS .................................................................................. 4
D SYSTEM DESCRIPTION ............................................................................... 5
E SYSTEM CONFIGURATION ......................................................................... 6
F CONNECTOR DESCRIPTION ...................................................................... 8
G AB9ZPA0A BOARD REGULATION ............................................................... 9
H ALARMS AND FAULTS SPOTTING ........................................................... 12
I SAFETY OPERATIONS AND THEIR USE .......................................... 14

L SUSCEPTIVITY AND ELECTROMAGNETIC EMISSIONS ................. 14

M SUGGESTED SPARE PARTS .................................................................... 15
N PERIODIC MAINTENANCE TO REPEAT WHEN INDICATED ................... 16

= Information provided within paragraph marked by this symbol are absolutely

necessary for safety.

SIGNATURE TABLE

DIVISION EXECUTIVE

ELECTRONIC DESIGNING CENTRE

EXPORT MANAGER

Pubblicazione n°: AB9ZP0FA

Edizione: June 1994

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INTRODUCTION

The AB9ZPA0A board provides electronic control of a steering system, controlled by a

tacho driven generator.
A user friendly microprocessor based logic manages the closed loop control circuit.
Mosfet power devices contribute to a more efficient power circuit, switching at high
frequency with zero noise pollution.

A) SYSTEM COMPONENTS

The system is made of:

A.1) Servomotor control box
Made of a board marked as AB9ZPA0A, which by itself is able to execute
necessary actions to control steering servomotor on manual functioning.
A.2) User interface console
Comprises of devices that allow interaction between user and control box. Devices
are as follows:
a) Key switch.
b) A 12V alarm beeper indicator (BUZZER).
c) A control box supply lighting indicator.
A.3) A tacho-generator
integrally mounted onto steering wheel.

B) CHARACTERISTICS ELECTRICAL

B.1) Supply range:

VBatt = 24 * 80Vdc. With no manipulating option.
B.2) Current range:
Imax < 35Adc. Adjustable by trimmer.
For systems working at 24V or 36V Imax, through production modifications, can
be increased up to 50A.
B.3) Choosing tacho-generator for manual driving.
To achieve maximum levels in speed range, a simple calculation is required to
provide, at maximum rounding
speed, a test point (TP1), Voltage is calculated by the following formula:

0. 0347 ⋅ VBatt + 0. 3
VTP1 = V
3.14

Therefore if: VBatt = 24V VTP1 = 0.36V

VBatt = 36V VTP1 = 0.49V
VBatt = 48V VTP1 = 0.63V
VBatt = 72V VTP1 = 0.89V

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input circuit for tacho generator is:

Compensation circuit is provided to increase sensitivity of a slow rotating steering

wheel. An acceptable level is found by test. Typically, Zapi tacho generators
provide Vmax.=12V, R22=10KOhms and R23=22KOhms. Trimmer R169 damps
the tacho generator signal and permits modification of steering sensitivity.
Therefore when testing, it is possible to choose the best compromise between
good sensitivity for slow rotation of steering wheel and the need for a total
exploitation of the regulating edge allowed by tacho generator.

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C) MECHANICAL SPECS

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C.1) Choosing steering reduction ratio

Approximately at servo-motor nominal rotation speed, steering wheel must rotate
at the speed of n= 6 rpm (it is 5 sec to complete a 180° rotation).
C.2) Choosing servo-motor
Independently from Vbatt, control box can supply such a current :
Imax < 35A.

D) SYSTEM DESCRIPTION

Steering control is achieved by a voltage function provided by a tacho generator

integrally connected to the driving wheel. The signal is proportional to the rotation
steering command determined by the steering wheel.
For selection of DT (see B.3) and adjustment of R169, we offer several options relating
to maximum steering wheel rotation:
- if the steering is very slow (> 5 sec. for a 180° angle of rotation) we can obtain a
great sensitivity at low spinning speed (and the steering is allowed to go to max at
a low tacho spinning speed);
- if the steering is very fast (< 3 sec. for a 180° angle rotation) the maximum voltage
on the servomotor must be limited in order to ensure easy driving at high spinning
speed (but the sensitivity at low spinning speed is not very good).
The operator himself must discover the best compromise between sensitivity at low
steering speed and easy driving at high steering speed. In order to find the best
condition he has to correct the voltage provided by DT trough R169 trimmer adjustment
and occasionally acting on compensation circuit (see par. B.3).

E) SYSTEM DESCRIPTION

To act as power steering Jumper J5 on AB9ZPA0A board ought to be closed.

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E.1) Power connection scheme:

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E.2) Connection scheme:

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F) CONNECTOR DESCRIPTION

F.1) Acoustic and lighting signalling (ledalim, buzzer, 12V)

LEDALIM(13): Indicates supply is active on logic board.
BUZZER (16): Represents consent toward ground for supplying an acoustic indicator
(12V 50 mA) which gives out signs of alarm conditions
+12V (14): Two devices described above are supplied with a continuous current at
12 V, available on this point.

F.2) Tacho-generator connections (DT+, DT-)

DT + (6), DT - (8):
Connect manual steering control tacho-generator between these two pins.

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F.3) End stroke microswitches connections

FCL(1), FCR(7): Connect end stroke microswitches (normally closed) between these
pins and a battery negative, which is available, for ex., on pin 17.

NOTE: to turn off powersteering (ail) remove negative away from end stroke
microswitches.
At FCL opening, movement on steering motor direction, caused by
positive signals on DT (DT+ > DT-) is stopped.

F.4) Safety relay connections:

K2 (3) : On K2 (3) connection a normally open (no) relay is available toward
ground. It closes when turning key and opens in case of stopping
alarm.

G) AB9ZPA0A BOARD REGULATION

On AB9ZPA0A board 6 trimmers are placed. 2 of them (TM4 and TM5) are internal
regulations adjusted during testing phase. Other regulations should be carried on,
concerning the specific automatic guided vehicle utilised, in respect of following
indications:

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G.1) Maximum Current (IMax.) Adjustment

TM3 = To modify Maximum Current rating on steering servomotor adjust TM3.
Turning clockwise current increases. Since an excessive increase is
destructive, we advise to have this operation carried out by either skilled
people or, at least, making sure that maximum current doesn't exceed
35A (use ammeter series connected to motor).

G.2) Tachometer Feedback Adjustment:

TM2 = To be adjusted in such a way to take into circuit a dual-pole of type below:

which must feature a resistance between A and B calculated out this

expression:
720
RAB = KΩ
RMOT ⋅ IMax
Where: Rmot = steering servomotor ohmic resistance (ohm);
Imax = steering maximum current (A);
Once determined desired RAB, make a jumper connection between J2, J3
and J4, which allow, correcting TM2 value, to obtain desired RAB.

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For example: on above drawing a RTM2=75K resistor is inserted.

IMax servo-amplifier default adjustment is specified onto a label on
chassis.
It's possible to achieve adjustment of TM2 simply by blocking steering
motor at maximum current, then adjusting TM2 in view of having 0V on pin
7 of U10 IC. If doubts still endure whether TM2 adjustments are correct or
not, leave open all jumper J2, J3, J4.

G.3) Tachometer Generator Adjustment:

Turning R169 clockwise, the signal coming from steering generator (TP1) can be
increasingly reduced. Thus the steering movement speed, but at the expense of
low rotation sensitivity.
To accurately adjust R169, consideration should be given to sudden changes of
rotation speed of the steering wheel.
you have to take into account a generally not foreseeable variable i.e. rapidity on
steer rotation (bound to both servo-motor and chosen mechanic reduction ratio).
Because if steer is very slow (greater than 5 sec for 180° rotation angle) I can
successfully care about low spinning rating sensitivity (R169 anticlockwise)
allowing steer to go to MAX speed even while tacho-generator spinning speed is
not even very high. On the contrary, if steer is very fast (less than 3 sec. for 180°
rotation angle) I must given limit max voltage on servo-motor, to guaranty
driveability at high rotation rating, and I must have low rating get worse (R169
clockwise). To operator is the task of the best compromise between sensitivity,
when steering slowly, and driveability when steering quickly, handling R169 and
occasionally acting on compensation circuit (see par. B.4).
H) ALARMS AND FAULTS SPOTTING

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H.1) Fuses Description

The system is provided with 2 fuses.
- F1, 32A fuse, in series with battery positive, placed aside to CN1 (17 pins), for
power board protection.

- F2, 2A fuse, placed on AB9ZPA0A board, for logic protection.

If system looks dead after key-start-up, check fuse on logic board.
If control box couldn't make any sort of movement on steering motor, check
fuse on power board.
H.2) Description of alarms.
If F2 fuse is not open, the system issues a signal, by means of a led, placed on to
ABZPA0A, concerning an eventual failure condition:

Same information is repeated, with a certain delay, by means of an acoustic external

indicator (BUZZER).

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Alarm analysis:
ALARM 2: Manual alarm; signalled with 2 succeeding flashes and a pause.
Cause: Issued in case of failure on power section while driving manually.
Solution: Verify F1 fuse (32A) on logic board is OK.
ALARM 3: Failure alarm on tacho-generator.
Cause: Issued whenever Tacho-gen. is shorted or interrupted.
Solution: Verify connections and eventually change Tacho-gen.
ALARM 4: Watch Dog alarm.
Cause: Issued due to either a hardware or software failure on digital section.
Solution: Turn off the machine, then start again. If problem persists change
control box.
ALARM 5: Thermal threshold exceeded alarm.
Cause: Issued whenever chassis temperature exceeds 70°C.
Solution: Let control box get cold. If the alarm occur systematically it becomes
necessary to better thermal dissipation.
ALARM 6: Current sensor failure or unadjusted.
Cause: Issued if, when idling (during which no current should be detected out),
sensor detects unforeseen output voltage level.
Solution: Try to adjust sensor offset manipulating TM4 (AB9ZPA0A). You can
have an echo measuring voltage on pin 14 of U10 (AB9ZPA0A board),
which must be brought to 0V.
If alarm persists, either you must change current hall sensor (U3)and
then adjust again TM4, or control box has to be changed.
ALARM 7: Thermal lower threshold exceeded alarm.
Cause: Issued whenever chassis temperature exceeds 64°C.
This alarm condition achieves the only effect of reducing current to 2/3
of max current rating.
ALARM 8: Blocked motor alarm
Cause: Issued whenever working current matches with max.current for 7
successive seconds time.
This alarm condition achieves the only effect of reducing current of 2/3
in respect of max current rating.

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I) SAFETY OPERATIONS AND THEIR USE

When manually driving conditions are being monitored "on line":

a) safety on closing of internal current loop.
b) safety on steering tacho-generator failures.
c) safety about signalling idling current.
a) Control box functioning scheme is reported below:

According to first safety procedure you can verify, in real time, that current set
point (I*) and real motor current (I) have same sign.
Since this internal current loop includes power section and motor itself, either a
defect on the first or motor halt cause the alarm.
b) Safety on tacho-generator faults is handled testing, on line, attendance of tacho-
generator inductance. This is made accessible having introduced it into matter as
a dynamic resonant element in Colpitts oscillator.
Therefore we can detect both faults due to interruptions and those due to tacho-
gen. short circuit.
c) Microprocessor logic is able to test, continuously, current sensor idling output, and
whether found out of zero, arises alarm.
All 3 alarm conditions cause a relay to open (see par. F4) which removes negative to
direction contactors.

L) SUSCEPTIVITY AND ELECTROMAGNETIC EMISSIONS

Susceptivity and electromagnetic emission are remarkably affected by installation

procedure; attention should apply towards electric connection path, length and towards

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M) SUGGESTED SPARE PARTS FOR EPS AB9ZPA0A

TEM CODE DESCRIPTION

C16528 Glass fuse 5X20 2A

C16541 Ceramic fuse 10X38 32A

C12437 AMP FE 17 channels 90 Connector

C12773 FE prod conn AMP Pimespo

C15310 EPS exaustered plastic cover

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PERIODIC MAINTENANCE TO BE REGULARLY

REPEATED

Check out the wear of electric contacts: they should be replaced when matchboard is
too strong and worn-out. Electric contacts should be checked every 3 months.

Check motor-battery power links: they should be in excellent condition as well as the
cable insulation. Wires should be checked every 3 months.

Check contactor mechanical movements. They should be frictionfree and not stick.
Mechanical movements of the contactors should be checked every 3 months.

Checks should be done by skilled personnel only and, all spare parts should be original.
Installation of this electronic controller should be done according to the diagrams
included in this manual and any variation should be done accordingly with the supplier.
The supplier is not responsible for any problem that rises from using wiring solutions
different from the ones suggested on this manual.

Any cause which is visible or realizable by an ordinary technician who periodically

checks the equipment, that can create damages or defects to the device should be
transmitted to the ZAPI's technician or to the technical commercial net.
They will take the responsibility for possible decisions regarding the functioning safety
of the electric vehicle.

DO NOT USE A VEHICLE WITH A

FAULTY ELECTRONIC CONTROLLER
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COSTRUZIONE APPARECCHIATURE ELETTRONICHE - OLEODINAMICHE - INDUSTRIALI

42028 - POVIGLIO - (R.E.) - Via della Costituzione,32 - ITALIA
Tel. (0522) 960050 (r.a.) - Tlx. 530021 AINDRE I - Fax (0522) 960259

EPS POWER STEERING

TECHNICAL DOCUMENTATION