Company Dept. Services Management Executive

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CONTENTS
Page
A SYSTEM COMPONENTS ............................................................................... 2

B ELECTRICAL PARTICULARS ........................................................................ 4
C MECHANICAL SPECIFICATIONS .................................................................. 5
D SYSTEM DESCRIPTION ................................................................................ 8
E SYSTEM CONFIGURATION ........................................................................... 9
F DESCRIPTION OF CONNECTORS.............................................................. 19
G SETTING MOTHERBOARD AB9ZPA0A ....................................................... 24
H SETTING ANTENNA PROCESSING CARD ZP314C ................................... 29
I TIPS ON SETTING UP .................................................................................. 32
L ALARMS AND TROUBLE-SHOOTING ......................................................... 33
M SAFETY DEVICES AND THEIR USE .................................................... 36
N SUSCEPTIBILITY AND ELECTROMAGNETIC EMISSIONS ............... 37

O RECOMMENDED SPARE PARTS ................................................................ 38
P PERIODICAL MAINTENANCE TO BE REPEATED AT THE GIVEN TIME .. 39
= The information contained in the paragraphs marked with this symbol is essen-
tial for the purposes of safety.
SIGNED IN APPROVAL
COMPANY DEPT. SERVICES MANAGEMENT EXECUTIVE
ENGINEERING SECTION
EXECUTIVE
EXPORT MANAGER
Publication No. AB9ZP0HA

Edition: June 1997
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INTRODUCTION
This equipment enables automatic straight-line trolley-wire steering and manual steer-
ing controlled by a tachometric steering dynamo operated by an external operator.
In addition it controls the phase approaching automatic steering (ROUTE ACQUISI-
TION) just in the direction of incidence on the wire of the steering wheel.
The time supervision operations of the state of the control loop have been accom-
plished with a microprocessor logic that allows more effective system diagnosis func-
tions; safety and ease of user dialogue are consequently increased.
For better motor performance and for reasons of sound pollution, the power servo-
amplifier has been made using MOSFET technology operating above the audible band
(18 kHz).
A SYSTEM COMPONENTS
The trolley-wire system comprises:

A.1) Two inductive route sensors (antennas).
These transform the relative position they occupy with respect to the wire into an
electrical signal. They are mounted on the front and rear of the trolley along its
centre line.
A.2) A 10K position potentiometer.
This is mounted integral with the steering wheel with the task of detecting its posi-
tion in every moment. It is not used in manual steering.
A.3) A servo-motor control unit.
In its turn comprising:
a) A motherboard marked AB9ZPA0A that accomplishes the essential functions
of operating the motor and is on its own able to carry out the necessary action
to control the steering servo-motor in manual operation.
b) An antenna processing card marked ZP314C that transforms the signals com-
ing from the speed sensors (antennas) and from the potentiometer into a bi-
directional steering error that will then be converted into commands for the
servo-motor by the motherboard.
A.4) A user interface console.
This gathers the devices that permit interfacing between the user and the control
unit. It is not a physical component of the assembly kit, but is basically a console
concept to concisely refer to the following list of interface devices:
a) A key switch.
b) A manual-automatic selection switch (off for manual).
c) A 12V alarm buzzer.
d) An automatic mode indicator light (AUTO LED).
e) A manual mode indicator light (MAN LED).
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A.5) A steering servo-motor.

This can operate at most at a rated current of 20A (corresponding to IMax = 35A)
unless expressly requested for higher levels of current and provided that VBatt ≤
36V.
A.6) A tachometric dynamo.
Mounted integral with the steering handwheel. Its use is limited to cases requiring
manual electrical steering.
In applications adopting the recommended tachometric dynamo (AIRPAX 24VDC
internal code 9904 120 16206) the company disclaims all responsibility for dam-
age and operating trouble caused by any use putting stresses in an axial or radial
direction on the dynamo shaft.
A.7) A sinusoidal current generator (that defines the automatic steering route).
It sends a sinusoidal current signal of suitable frequency (typically 6.25kHz) and
amplitude along the underground line.
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B ELECTRICAL PARTICULARS
B.1) Supply range: VBatt = 24 ÷ 80 V DC Without action on the logic

B.2) Current range: IMax < 35 A DC Adjustable with TM3.
For systems operating up to VBatt = 36V it is possible, on request and with pro-
duction modifications, to increase IMax up to 50 A.
B.3) Current required on underground line:
At the typical frequency of 6.25kHz
Imin = 60mARMS
Ityp = 80mARMS
Imax = 90mARMS
On request and with production modifications it is possible to operate at different
frequencies to the typical one of 6.25kHz.
The possible values are: 5.25kHz
6.25kHz
7kHz
10kHz
As the frequency changes the value of the current required on the line also
changes according to the formula:
f −f
I =I + 0 DI
FD F0 f F0
0
Ifo = Current at 6.25kHz (Ifo = 80mA RMS typical)
Ifd = Current at desired frequency (other than 6.25 kHz)
fo = 6.25 kHz
fd = Desired frequency.
B.4 Choice of tachometric dynamo for manual steering.
The standard EPS version requires a specific tachometric dynamo type AIRPAX
24VDC internal code 9904 120 16206.
Unauthorized use of other models definitely involves non-optimum or even impos-
sible operation.
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C MECHANICAL SPECIFICATIONS
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C.1) Choice of the steering reduction ratio.

At the rated speed of rotation of the servomotor the steering wheel must turn at
the speed of approximately n = 6 r.p.m. (equal to 5 sec. for a rotation of 180°).
C.2) Choice of the potentiometer reduction ratio.
The potentiometer approximately must turn through an angle covering 2/5 of its
overall resistance for a rotation of 90° of the steering wheel.
Example: If I have a multi-turn potentiometer with 5 turns, for a 90° rotation of the
steering wheel it must turn by 5·(2/5) = 2 turns.
P.S. For optimum operation it is necessary for the mechanical connection between the
potentiometer and steering servo-motor to be rigid with no mechanical play (it is
recommended to use gears, toothed belts, or a spring loaded rigid cable; elastic
belts must definitely not be used).
It is warmly recommended to use multi-turn potentiometers (of 5 or 10 turns) to
reduce the percentage weight the play of the potentiometer has compared to the
angle of rotation of the steering wheel that allows recovering it.
C.3) Installing antennas.
The bottom edge of each antenna must be positioned at an approximate distance
of 6÷8 cm from the underground cable:
The antennas should be positioned vertically on the centre line of the trolley.
The antenna on the side of the steering wheel will need to come before the wheel,
in motion on the side of the steering wheel. The antenna on the side of the load
wheels can be positioned preferably in line with the axle of the load wheels.
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The FWD and REV antennas must be turned the same way:
ALLOWED ALLOWED NOT ALLOWED
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D SYSTEM DESCRIPTION
D.1) Automatic steering (with trolley line)

The underground wire, carrying sinusoidal current at a frequency of 6.25kHz,
induces electromotive forces, proportional to the relative position of the trolley with
respect to the wire, on special sensors (antennas) set on the centre line of the
trolley.
The control logic in every moment keeps these electromotive forces equal, keep-
ing the steering antenna axis over the wire. This action is obtained by suitably
changing the steering angle of the trolley that is transduced by a position
potentiometer integral with the steering wheel.
D.2) Manual steering with tachometric dynamo
The same servo-amplifier controlling automatic steering can also control electrical
manual steering. In this option it is envisaged to use a tachometric dynamo, inte-
gral with the steering handwheel, as the control that transforms the steering
handwheel rotation speed into an electrical signal.
The control logic sets the steering servo-motor in movement at a speed increasing
with the speed of the steering handwheel (and therefore with the voltage of the
tachometric dynamo).
D.3) Operating sequence
We shall now have a detailed look at the tasks the system can perform.
It is able to control the wire acquisition phase (just in the direction of the steering
wheel). By this it is understood that from the moment the operator requests activa-
tion of automatic steering, by turning on the autosel switch (which lights up the
automatic steering LED (AUTOLED)), the system gets ready to detect the electro-
magnetic field radiated by the underground line and, after picking it up, takes the
steering control function away from the operator to perform it automatically, follow-
ing the line.
ACQUISITION:
The wire must be approached at an angle of incidence to it of less than 30° and
only in the direction of the steering wheel:
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When the antenna is approximately D=20cm from the wire, the ACQUISITION
phase begins, signalled by the manual steering LED going out. In this phase the
trolley will converge in automatic steering on the wire and in 7 seconds at the most
it will need to be perfectly aligned with it.
AUTOMATIC MODE:
After the seven seconds of the acquisition phase, the AUTOMATIC MODE phase
begins when the system, in addition to steering independently, checks in real time
that the trolley stays perfectly aligned with the wire; otherwise it sends a signal to
the alarm buzzer and LED (AB9ZPA0A card) and allows stopping the machine by
switching over an internal relay (see paragraph F.5).
E SYSTEM CONFIGURATION
E.1) Configuring the Jumpers:

The jumpers on the motherboard AB9ZPA0A give a certain degree of flexibility to
the application possibilities of the control unit.
In particular, they select the logic (positive or negative) of the external
microswitches enabling travel and the steering control mode.
To adapt the system to every specific application it is necessary to correctly
configure the jumpers on the motherboard (AB9ZPA0A) which are briefly de-
scribed below.
J1 = Specifies the control logic for requests for forward and reverse travel on the
drive. It should be configured in one of the following ways:
a) J1 = The enabling contacts for TRAVEL ARE ACTIVE HIGH (meaning that
the external travel enabling contacts are connected to the battery positive).
b) J1 = The enabling contacts for TRAVEL ARE ACTIVE LOW (meaning that
the external travel enabling contacts are connected to the battery negative).
J5 = Specifies the requested mode for manual steering control, in particular:

a) J5 closed = ELECTRICAL MANUAL STEERING, gives the control unit the
task of controlling manual steering (with DT). In this configuration steering will
be controlled by the same control unit controlling automatic steering.
b) J5 open = EXTERNAL MANUAL HYDRAULIC POWER STEERING, gives
an external steering system (hydraulic power steering) the task of controlling
steering.
J2, J3, J4 = see paragraph G.2 tachometric feedback adjustment.
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The functional diagrams concerning the possible configurations follow. Reference

is made to the possibility of interfacing the control unit either on a purely electro-
mechanical steering system or on a hydraulic system making use of existing hy-
draulic power steering. In this last eventuality an external relay is needed to ener-
gize a solenoid valve to suitably switch over the oil channelling.
E.2) Power connection diagram:
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E.3) Electromechanical system with travel enabling microswitches connected to

negative and electric manual steering.
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Interface description:
a) The 10K potentiometer should be rigidly mounted with no play on the steering
wheel so that it turns 4/5 of its useful travel in the 180° rotation of the steering
wheel.
b) The FWD antenna should be mounted on the steering wheel side.
c) The REV antenna should be mounted on the load wheel side.
d) The forward travel pedal microswitch is understood to be the one producing move-
ment in the direction of the steering wheel, ie. of the FWD antenna.
e) Pins 9 and 11 of the left-hand connector should be connected respectively to the
point with greater potential and to the one with less potential of the drive motor
rotor (see F.4).
f) AUTO LED comes on when there is a request for automatic operation (ie. when
the AUTO SEL switch is turned on).
g) MAN LED is on during manual operation and goes out as soon as the trolley
steers independently after hooking onto the track.
h) Pin 3 of the left-hand connector is connected on the inside to a contact to negative
(NO) that is closed by switching on with the key (CH) and opens in the case of an
alarm. The proposed diagram, for the negative connection for travel enabling, only
claims to suggest correct use (ie. shutting down drive in the case of alarms on
steering), but it can very well be made use of for this purpose in the most prefer-
able manner (for instance wiring onto the drive chopper seat microswitch input).
i) Pin 5 of the left-hand connector is connected on the inside to a contact to negative
(NO) that is closed by switching on with the key (CH) and opens after acquisition
(automatic mode) and when there is an alarm on automatic steering (steering-
shutdown control).
Requested configuration on jumpers:
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E.4) Electromechanical system with travel enabling microswitches connected to

positive and electric manual steering.
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wheel.
rotor (see F.4).
g) MAN LED is on during manual operation and goes out as soon as the trolley
steers independently after hooking onto the track.
shutdown control).
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E.5) Hydraulic control system with external manual hydraulic power steering and
travel enabling towards negative.
If automatic steering is introduced in a trolley equipped with an independent steer-
ing system (hydraulic power steering), the existing hydraulic circuit will be made
use of for automatic steering control. To this regard, the enabling contact to switch
on MAN LED can be used in order to energize a solenoid valve, through an exter-
nal relay, that automatically switches the flow of oil from the hydraulic power steer-
ing circuit to the automatic steering circuit.
The wiring diagram is modified as follows.
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wheel.
rotor (see F.4).
g) Pin 13 of the left-hand connector is connected on the inside to an enabling contact
to earth (max. 100mA) which is removed as soon as the trolley can steer auto-
matically after hooking onto the inductive track.
shutdown control).
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E.6) Hydraulic control system with external manual hydraulic power steering and
travel enabling towards positive
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wheel.
rotor (see F.4).
g) Pin 13 of the left-hand connector is connected on the inside to an enabling contact
to earth (max. 100mA) which is removed as soon as the trolley can steer auto-
matically after hooking onto the inductive track.
shutdown control).
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F DESCRIPTION OF CONNECTORS
The right-hand connector needs no description since it is exclusively dedicated to re-

ceiving antenna and potentiometer input for automatic steering.
Whereas we shall now have a detailed look at the left-hand connector:
F.1) Sound and light signals (manled, autoled, buzzer, +12V).

MANLED (13): This represents enabling to earth to switch on a manual operation
LED. It is on during manual steering. The MANLED signal can be
used to enable an external exchange relay between the manual
operation LED and an exchange solenoid valve between the hydrau-
lic circuit of the external hydraulic power steering and the automatic
steering (see diagram on pages 15 and 17).
AUTOLED (10): This represents enabling to earth to switch on a LED requesting
automatic mode. It comes on when the AUTOSEL switch is turned
on.
BUZZER (16): This represents enabling to earth to supply a buzzer (at 12V 50mA)
that as well as coding breakdown conditions (see paragraph L) it
underlines 3 operating states of the machine when:
- The acquisition phase ends and the automatic mode phase begins
(with a buzz lasting 0.5 seconds).
- It aborts an acquisition phase in progress due to losing the track
(with a buzz lasting 3 seconds at most).
- A new steering control mode starts, from manual to automatic or
vice versa (with a buzz lasting 0.5 seconds).
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+12V (14): The three devices described above are supplied by a source of direct
voltage at 12V available on this pin.
F.2) Automatic mode request (AUTOSEL, GND).
AUTOSEL (15): This is the operating mode selection input.
If shorted to earth (GND (17), through a switch turned on, the auto-
matic mode is selected.
F.3) Tachometric dynamo connections (DT+, DT-).
DT + (8), DT - (6):
Connect the tachometric dynamo for manual steering control between these two
pins. Please note that pin 6 is connected internally to battery negative (GND):
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F.4) Connections to the drive system (NTA, NTI, A1, A2).

NTA (4): A request for travel in the direction of the steering wheel must provide
enabling on this input that can be either at the level of battery positive or
at the level of battery negative; it is enough to just specify the envisaged
mode by configuring the jumper J1 (see paragraph E.1).
NTI (2): A request for travel in the direction of the load wheels must provide ena-
bling on this input that can be either at the level of battery positive or at
the level of battery negative; it is enough to just specify the envisaged
mode by configuring the jumper J1 (see paragraph E.1).
A1 (9): This should be connected on the brush at a higher potential of the drive
rotor.
A2 (11): This should be connected on the brush at a lower potential of the drive
rotor.
These are used to identify the real state of movement of the trolley,
making it possible to discriminate the travel phases from the braking or
rest phases of the trolley. Depending on the type of configuration of the
drive chopper we will need to envisage the following cases:
Case a): 4-terminal motor on conventional chopper:
Case b): 4-terminal motor on energy-recovery chopper:
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In addition it is necessary to check that a 10M resistor is connected between pins 3 and
9 of the integrated circuit U9 (LP339) of card AB9ZPA0A (not present on old systems).
Case c): 3-terminal motor and chopper with just one quadrant:
In this type of connection it is necessary to include an appropriate interface card.
Case d): 3-terminal motor and 2-quadrant chopper:

In this type of connection it is necessary to include an appropriate interface card.
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F.5) Internal relay connections for interface with the outside.

On the motherboard AB9ZPA0A there are 2 external interface relays whose con-
tacts are accessible on K2, K3.
N.B. Each contact can switch direct currents of 4A DC at the most.

Description of internal relay control:
K2(3): Normally open; it is closed by switching on with the key.
With the key switched on it opens in the case of an alarm.
K2 gives enabling to negative (for an external device enabling drive)
which fails only in the case of an alarm on steering or by switching off
with the key.
K3(5): Normally open. It is closed by switching on with the key. It is opened at
the end of acquisition (after the 7 seconds after getting the automatic
steering signal). It stays open in the case of an alarm in automatic mode.
It is closed by returning to manual mode (typically used to lock aligned
steering).
F.6) Limit microswitch connection (FCL, FCR).

FCL(1): It is possible to stop steering in the direction produced by positive signals
of DT by opening the connection between FCL and negative (GND = pin
17 of CN1).
It is therefore possible to connect a normally closed microswitch be-
tween FCL and GND as a left limit microswitch.
FCR(7): It is possible to stop steering in the other direction of the steering motor
by opening the connection between FCR and negative (GND = pin 17 of
CN1).
It is therefore possible to connect a normally closed microswitch be-
tween FCR and GND as a right limit microswitch.
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G SETTING MOTHERBOARD AB9ZPA0A
On the board AB9ZPA0A there are 6 trimmers, 2 of which (TM4 and TM5) are internal
settings to be made in the testing phase. The other settings should be made with refer-
ence to the particular system of using the trolley wire, following these instructions:
G.1) Setting the maximum current (IMax.)

TM3 = To change the value of the maximum current of the steering servomotor
it is necessary to use TM3. Turning it clockwise increases the current.
Since too high an increase in IMax is destructive, it is advised to entrust
this operation to a skilled person or it is at least necessary to make sure
that the maximum current stays under 35, by connecting an ammeter in
series with the motor; except in the case of expanding the chopper.
G.2) Setting the tachometric feedback:
This is used to partially compensate the fall in ohms on the motor resistor in order
to associate the control (DT signal) with the speed (instead of with the voltage) of
the motor. This option was created mainly to improve the dynamics of the system
in the case of automatic steering. Therefore, if:
1) The control unit only operates on manual electric steering.
And:
2) The fall in voltage on the motor resistor at the max. current (Rmot x IMax) is
less than 20% VBatt.
The difficulty of setting TM2, along with the poor benefits produced, advise ignor-
ing this setting by opening J2, J3 and J4.
In the other cases, TM2 should be set so as to insert a bipolar connection, of the
type shown below, in the circuit.
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This must have a resistance between A and B expressed by the following equa-
tion:
720
RAB = KΩ
RMOT ⋅ IMax
Where: Rmot = resistance in ohms of the steering servo-motor (ohm)
Imax = maximum steering current (A)
After determining the desired RAB it is necessary to make the jumper between J2,
J3 and J4 which, correcting TM2, allows obtaining the desired RAB.
For example: In the above drawing, a resistor TRM2=75k is inserted.

The IMax the servo-amplifier is set to is specified on the label on the chassis.
It is possible to make a practical setting of TM2 by locking the steering motor on
maximum current and adjusting TM2 to have 0V on pin 7 of the integrated circuit
U10. Should any doubts remain on the correctness of the TM2 setting, leave all 3
jumpers J2, J3, J4 open.
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G.3) Setting plugging

TM1 = This setting is used to distinguish between the travel phase and the rest
or braking phase of the trolley. To set it, put a tester on VDC onto the
test point TP2 and gradually accelerate the machine. The voltage on
TP2, which at rest must be 5V, will have to switch over at 0 with the
travel contactor switch turned on and before the trolley starts to move.
By turning TM1 clockwise the transition 5V -> 0V of TP2 will take place
with the throttle pedal pressed more.
G.4) Setting the tachometric dynamo:

R169 = Turning R169 clockwise attenuates the signal from the tachometric
steering dynamo in a growing manner (signal on TP1 falling).
In this way the steering speed is reduced, but sensitivity is penalized at
low speeds.
For setting up R169 it is necessary to take into account a generally non-
foreseeable variable, in other words the speed of rotation of the steering
wheel at the rated speed of the steering servo-motor (connected with the
geared motor and the mechanical reduction ratio chosen).
This is because if the wheel is slow (longer than 5 sec. for 180° of rota-
tion) it is possible to privilege the sensitivity at low speeds of rotation
(R169 anticlockwise) allowing steering to go to the top limit for a speed
of rotation of DT that is not high.
Whereas, if the wheel is very fast (less than 3 sec. for 180° of rotation), it
is necessary to limit the maximum voltage on the steering motor (when
turning the handwheel at the highest speed possible), by turning R169
clockwise. This has the disadvantage of a loss of sensitivity of the steer-
ing handwheel at slow speeds of rotation.
To get round this, it is possible to introduce a non-linear network (al-
ready envisaged on card AB9ZPA0A) that eliminates the dynamo signal
attenuation circuit, for very low signals supplied by it (ie. for slow rotation
of the handwheel).
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Non-linear network:
The idea is to limit the voltage on the motor to VMMOT < VBATT obtain-
ing a non-linear adjustment curve of the following type:
Criteria for sizing R21, R169, R22, R23:
0.0347 ⋅ VMMOT
VXM = = [V] = Voltage required on TP1 to have
3.14
VMMOT on the motor.
R23 = as preferred provided that 1K<R23<22K.
VDTM − 0.6
R21 = ⋅ R23
VXM
 0.6 
R169 =  − 1⋅ R23
 VXM 
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R22 determines the gradient (tga) of the feature of saturation, see previous
graph.
An approximate value may be
R22 = 0 makes tga = 0 ( )
R169 + R23
R22 =
10
EXAMPLE: If VBATT = 24V and I want VMMOT = 16V with VDTM = 3V then:
0.0347 ⋅ 16
VXM = = 0.177V
3.14
I choose R23 = 18K
3 − 0.6
R21 = ⋅ 18K = 244K
0.177
 0.6 
R169 =  − 1⋅ R23 = 43K
 0.177 
R22≡5.6K.
In this way the user is provided with all the theoretical instruments to set the DT
signal. There remains the fact that tests on the field are the most significant ones.
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H SETTING ANTENNA PROCESSING CARD ZP314C
This card performs the function of processing the signals supplied by the inductive
sensors (antennas) and sensors for steering error generation in automatic mode that
will then be made executive by the motherboard AB9ZPA0A.
On the ZP314C card there are 2 diodes (DL1 and DL2) for warnings:
DL1, DL2 = DL2 is off when the FWD antenna is close to the underground induction
line. DL1 performs the same function for the REV antenna.
In addition there are 14 settings to be made in the suggested order and in the automatic
operating mode.
H.1) Antenna settings on steering wheel (FWD)

TM11, TM12 = Get positioned with the antenna on the steering wheel (FWD)
centred on the underground wire. The signals from the two left
and right sensors (measurable at test points P9 and P10) must be
the same and should be set, through TM11 for P9 and TM12 for
P10, to the rated value, measured with AC tester, of 180mVRMS.
To this regard it is compulsory to use a multimeter that can meas-
ure voltage in AC up to 10kHz (refer to the user's manual).
Turning TM11 or TM12 clockwise decreases the corresponding
signal.
H.2) Potentiometric offset setting
TM10 = The position transducer potentiometer must be installed so that, with a
straight steering wheel (measured with AC tester) it supplies zero volt-
age on its slider (central).
If during mechanical tightening the signal level at this point shifts, it will
be possible to bring it back to 0 by using trimmer TM10. If on steering in
the direction of the steering wheels the trolley follows a line parallel to
but not overlapping the wire (after setting TM11 and TM12), use TM10
to bring the trolley back over the wire.
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H.3) Setting the steering error offset

TM9 = This setting should already have been made. To check or refine it, it is
neces sary to go over the wire in automatic mode and zero all requests
for travel. After 30 seconds the system will go into TIME OUT status
when it stops steering (at least until a travel request is activated). At this
stage, put a voltmeter on VDC on test point P6. Turn TM9 until you
measure 0V on P6.
H.4) Setting potentiometric feedback

TM2 = This adjusts the angle of rotation of the steering wheel necessary to
neutralize a certain error on the antennas (difference between RH and
LH sensors), ie. the extent of the corrective action.
By turning TM2 clockwise the steering wheel makes broader corrections.
This setting also affects the manner in which the trolley aligns itself over
the wire in the acquisition phase: to get better acquisition (with limited
super-elongation) it is better for TM2 to be turned clockwise.
By turning TM2 fully anticlockwise the trolley will swing and not steer.
H.5) Gian loop adjustment.
TM1 = To obtain an optimum setting of the automatic driving mode, a coordi-
nate adjustment of the trimmers TM1 and TM2 is needed.
Turning clockwise TM1, the again increases, making the system motion
closer to a straight line and more reactive but, on the other hand, more
abrupt and closes to the oscillation (sensitivity adjustment).
H.6) Setting antenna on load wheel (REV)
TM13, TM14 = Get positioned with the antenna on the load wheel (REV) centred
on the underground wire. The signals from the two left and right
sensors (measurable at test points P12 and P11) must be the
same and should be set, through TM13 for P12 and TM14 for
P11, to the rated value, measured with a digital AC tester, of
180mVRMS.
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To this regard it is compulsory to use a multimeter that can meas-

ure voltage in AC up to 10kHz (refer to the user’s manual).
Turning TM13 or TM10 clockwise decreases the corresponding
signal.
H.7) Weighted setting of antennas in steering when reversing
TM3 = When steering in the direction of the load wheels, the steering error is
made through a combination of the error of the rear antenna (REV) and
the front antenna (FWD). This is used to redistribute on both antennas
the range around the wire that would otherwise be concentrated on just
the FWD antenna.
Turning TM3 anticlockwise gives more weight to the antenna on the
steering wheel (FWD), thereby attenuating the breadth of the swings
over the wire on the steering wheel side.
If when reversing, the trolley follows a line parallel to but not overlapping the wire (also
after setting TM13, TM14 and TM10), check that the sensors of the load wheels (REV)
are perfectly aligned with the sensors of the steering wheel (referring to the trolley axis):
If the problem persists, slightly correct the level of the signal of one of the two REV
sensors with TM13 or TM14.
H.8) Setting the angle of acquisition
TM8 = By turning TM8 anticlockwise it is possible to increase the steering cor-
rection in the acquisition phase thereby improving the withdrawal phase
at the end of acquisition. It is likewise clear that a higher angle of inci-
dence on the wire will take longer for aligning at the end of acquisition.
H.9) Setting the safety device on the automatic wire
TM4, TM5 = These trimmers are used to adjust the limits of a side band on the
wire in which the antennas can automatically fluctuate without setting
off an alarm.
TM4 sets the limits for the front antenna, TM5 sets the limits for the
rear antenna. To set TM4 (or TM5) put the front antenna FWD (or
rear one REV) on the desired side limit (for instance with the axle at
4 cm from the wire), put a tester on VDC onto the anode of D6 (or
D4), turn TM4 (or TM5) to have at this point 2VDC.
Pagina 31
MENU
I TIPS ON SETTING UP
For the operational check on automatic steering, it is wise to set the trolley over the wire
in manual mode.
Then with the trolley stationary, select automatic mode by turning on AUTOSEL, select
the desired direction of travel and move in that direction by a few centimetres.
At this stage the system will go into automatic steering. If all goes well the steering
wheel will set itself in a direction incident to the wire (it will be very simple to check this
with the trolley stationary and antenna moved sideways).
Otherwise either of the two following irregular situations may occur:
I.1) Reverse potentiometric feedback:

If, with the trolley over the wire and antenna moved sideways with respect to the
centre, the steering wheel swerves towards either of the two mechanical limit
stops, swap over NPOT (7) and PPOT (5) (see F connector description).
I.2) Reverse antenna feedback:

If, with the trolley over the wire and antenna moved sideways with respect to the
centre, the steering wheel corrects in a proportional manner but away from the
wire, swap over the connections FL (10) and FR (11) for the FWD antenna and
the connections RL (3) and RR (4) for the REV antenna (see F connector descrip-
tion).
Pagina 32
MENU
L ALARMS AND TROUBLE-SHOOTING
L.1) Description of fuses

The system has two safety fuses.
- A 32A fuse (F1) in series with the battery positive, alongside the connector
CN1 (17 pin), protecting the power portion.
- A 2A fuse (F2) on the AB9ZPA0A card protecting the logic.

If, once the key has been switched on, the system shows no sign of life, check the
fuse in the logic.
If the unit produces no movement of the steering motor, check the fuse on the
power portion.
L.2) Description of alarms
If the fuse F2 is integral, the system signals through a LED on the ABZPA0A card
of any failures:
The same information is repeated, with a certain delay, by the external buzzer.
Below we list the diagnosed alarm situations.
Pagina 33
MENU
ALARM 1: Automatic mode alarm.

Signalled by a single flash of the LED DL1 and by an unbroken buzz.
Cause: It occurs after one of the two following causes:
a) The automatic steering system has stopped working (the LED comes
on intermittently for 1.5 sec.).
b) The trolley, which in automatic operation must be aligned with the
wire, has been shifted sideways too far (you can modify this lateral
limit acting on TM4 and TM5 of card ZP314C) (the LED comes on
intermittently for 0.5 sec.).
Remedies: Check that the underground line is powered and is not broken.
If the cause is a), check that the trimmers TM1 and TM2 are not posi-
tioned too close to their limits. Try increasing the gain by turning TM1 on
ZP314C clockwise.
If the alarm persists, replace the logic.
If the cause is b), try widening the admitted band around the wire using
TM4 and TM5 of ZP314C.
ALARM 2: Manual alarm.
Signalled by two consecutive flashes and a pause.
Cause: It occurs in the case of failure on the power portion in manual steering.
Remedies: Check that the fuse F1 (32A) on the logic is integral.
Check that the steering motor has not been cut off and is mechanically
loaded (with the motor running I must have a higher current than IMax by
6%). If the problem persists, replace the unit.
ALARM 3: Failure alarm on the tachometric dynamo.
Cause: It occurs if DT is interrupted or short-circuited.
Remedies: If the problem is not due to the wiring replace DT.
ALARM 4: Watch-dog alarm.
Cause: It occurs due to a hardware or software defect of the digital part.
Remedies: Switch off the machine and power it up again.
If the problem persists, replace the unit.
ALARM 5: Alarm for thermal threshold exceeded.
Cause: It occurs if the temperature of the chassis exceeds 70°C.
Remedies: Let the unit cool down.
If the alarm occurs systematically, it is necessary to improve the unit’s
dissipation.
Pagina 34
MENU
ALARM 6: Alarm for current sensor defective or not set.

Cause: It occurs if at rest (when there should be no current) the sensor shows an
unforeseen output voltage level.
Remedies: Try and adjust the sensor offset with TM4 (AB9ZPA0A) (a check can be
had by measuring the voltage on pin 14 of U10 (AB9ZPA0A) which must
be taken to 0V).
If the alarm persists, either replace the current hall sensor (U6) then set
TM4 again, or replace the unit.
ALARM 7: Alarm for lower thermal threshold exceeded (=64°C).
Cause: It occurs if the chassis temperature exceeds 64°C.
This alarm condition has the only effect of reducing the maximum current
that can be obtained to two thirds.
ALARM 8: Motor shutdown alarm.
Cause: It occurs if the working current coincides with the maximum current for
consecutive seconds.
This alarm condition has the only effect of reducing the maximum current
that can be obtained to two thirds.
Pagina 35
MENU
M SAFETY DEVICES AND THEIR USE
M.1) Safety devices in manual steering

Three malfunctioning conditions are tested on electric manual steering:
a) Safety on re-closing the internal current loop.
b) Safety on failures of the steering DT.
c) Safety on the presence of current at rest.
Let’s look at them in detail:
a) the functional diagram of the unit is the following:
The first form of safety verifies in real time that the current set point (I*) and the
real current of the motor (I) have the same sign.
Since this internal current ring includes the power section and the motor itself, a
defect in the former or stoppage of the motor cause this alarm.
CAUTION: This alarm is unwillingly activated even if the steering motor running
absorbs less than 6% of IMax. This possibility is excluded by setting IMax to ap-
propriate values for the power capacity required by the geared motor.
PREQ
Approximately: I MAX = ⋅3
VBATT
b) The safety on DT failures detects the presence on line of DT inductance. This
is possible having introduced it as a resonating dynamic element in a Colpits
oscillator.
It is therefore possible to identify both the defects of disconnection and short-
circuiting of the DT.
c) The microprocessor logic continuously tests the current sensor output at rest
and, finding it to be other than zero, it causes an alarm.
All three of these alarm conditions cause a relay to open (see par. F.5) that has to
remove the negative enabling drive.
Pagina 36
MENU
M.2) Safety devices in automatic steering.

Two malfunctioning conditions are tested in automatic steering:
a) Failure to eliminate in real time the automatic steering error
(long flash = 1.5 s.).
b) The antennas come off the track to the side (short flash = 0.5 s.).
Let’s look at them in detail:
a) In automatic steering, the operating logic envisages neutralizing the error from
the steering antenna with a more or less broad rotation of the steering wheel
and therefore of the potentiometer integral with it.
The outcome is that apart from a certain transient, the system moves at speed
with an automatic steering error close to zero.
If the system fails to accomplish this condition (due to malfunctioning) we will have
activation of an alarm condition.
b) If, during automatic steering, one of the two antennas comes off the line of the
wire to the side by a margin greater than the one set with TM4 and TM5 (card
ZP314C, see par. H.9), we will have the immediate action of an alarm condi-
tion.
Both these alarm conditions cause a relay to open (see par. F.5) that removes the
negative enabling drive.
N SUSCEPTIBILITY AND ELECTROMAGNETIC EMISSIONS
The electromagnetic emissions and susceptibility are considerably affected by the

means of installation; special attention must be paid to the length and route of the elec-
trical connections and shielding.
Therefore, Zapi disclaims all liability concerning malfunctioning attributable to the
above, especially if the machine manufacturer does not carry out the tests required by
the current standards (conducted emissions, radiated emissions, IEC 801-2 (ESD), IEC
801-3 (radiated susceptibility), IEC 801-4 (BURST), IEC 801-5 (SURGE), IEC-6 (con-
ducted immunity)).
Pagina 37
MENU
O RECOMMENDED SPARE PARTS
ARTICLE CODE DESCRIPTION
C16528 Glass fuse 5x20 2A

C16541 Ceramic fuse 10x38 32A
C12437 Connector AMP FE 17 way 90
C12436 Connector AMP FE 11 way 90
C13200 Flat cable connector MA 20 way
C99015 Latch connector 20 way L = 110
C12773 Cap FE conn AMP Pimespo
C15310 EPS aspirated plastic cover
Pagina 38
MENU
P PERIODICAL MAINTENANCE TO BE REPEATED AT THE GIVEN TIME
Check on main remote control switch contact wear: they need to be replaced when the
match-boarding is too strong and is too worn; ....................................... 3 MONTHS
Check the power wirings going to the battery and motor: they must be in a good state of
repair, including the protective sheath; .................................................. 3 MONTHS
Check the mechanical movement of the main remote control switch which must be free
and must not jam; ................................................................................... 3 MONTHS
All work must be carried out by qualified personnel and the spare parts must be genu-
ine ones.
Installation must strictly follow the attached assembly diagrams and any variant must be
agreed upon with the supplier. The supplier disclaims all liability for problems conse-
quent upon failure to observe the proposed solutions.
Any cause that may be seen or deduced by an average technical person, who periodi-
cally checks the equipment, such as to be able to generate damage or defects to the
equipment must be notified to the ZAPI technical staff or the technical-sales network
that will take on the responsibility for any decisions concerning the operating safety of
the electric vehicle.
IN THE EVENT OF TROUBLE WITH THE ELECTRICAL EQUIPMENT

MAKING IT DANGEROUS TO USE THE VEHICLE, THE USER MUST NOT
USE IT.
Pagina 39
MENU
COSTRUZIONE APPARECCHIATURE ELETTRONICHE - OLEODINAMICHE - INDUSTRIALI

42028 - POVIGLIO - (R.E.) - Via Parma, 59 - ITALIA
Tel. (0522) 960050 (r.a.) - Tlx. 530021 AINDRE I - Fax (0522) 960259
TECHNICAL DOCUMENTATION
EPS POWER STEERING +
ZP314C TROLLEY-WIRE CARD

Company Dept. Services Management Executive

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MENU

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

M SAFETY DEVICES AND THEIR USE .................................................... 36

N SUSCEPTIBILITY AND ELECTROMAGNETIC EMISSIONS ............... 37

COMPANY DEPT. SERVICES MANAGEMENT EXECUTIVE

Publication No. AB9ZP0HA

The trolley-wire system comprises:

A.5) A steering servo-motor.

B.1) Supply range: VBatt = 24 ÷ 80 V DC Without action on the logic

C.1) Choice of the steering reduction ratio.

ALLOWED ALLOWED NOT ALLOWED

D.1) Automatic steering (with trolley line)

E.1) Configuring the Jumpers:

J5 = Specifies the requested mode for manual steering control, in particular:

The functional diagrams concerning the possible configurations follow. Reference

E.2) Power connection diagram:

E.3) Electromechanical system with travel enabling microswitches connected to

Requested configuration on jumpers:

E.4) Electromechanical system with travel enabling microswitches connected to

Requested configuration on jumpers:

Requested configuration on jumpers:

Requested configuration on jumpers:

The right-hand connector needs no description since it is exclusively dedicated to re-

F.1) Sound and light signals (manled, autoled, buzzer, +12V).

F.4) Connections to the drive system (NTA, NTI, A1, A2).

Case a): 4-terminal motor on conventional chopper:

Case b): 4-terminal motor on energy-recovery chopper:

Case d): 3-terminal motor and 2-quadrant chopper:

F.5) Internal relay connections for interface with the outside.

N.B. Each contact can switch direct currents of 4A DC at the most.

F.6) Limit microswitch connection (FCL, FCR).

G SETTING MOTHERBOARD AB9ZPA0A

G.1) Setting the maximum current (IMax.)

For example: In the above drawing, a resistor TRM2=75k is inserted.

G.3) Setting plugging

G.4) Setting the tachometric dynamo:

Criteria for sizing R21, R169, R22, R23:

R23 = as preferred provided that 1K<R23<22K.

R22 = 0 makes tga = 0 ( )

I choose R23 = 18K

H SETTING ANTENNA PROCESSING CARD ZP314C

H.1) Antenna settings on steering wheel (FWD)

H.3) Setting the steering error offset

H.4) Setting potentiometric feedback

To this regard it is compulsory to use a multimeter that can meas-

Otherwise either of the two following irregular situations may occur:

I.1) Reverse potentiometric feedback:

I.2) Reverse antenna feedback:

L ALARMS AND TROUBLE-SHOOTING

L.1) Description of fuses

- A 2A fuse (F2) on the AB9ZPA0A card protecting the logic.

ALARM 1: Automatic mode alarm.

ALARM 6: Alarm for current sensor defective or not set.

M SAFETY DEVICES AND THEIR USE

M.1) Safety devices in manual steering

M.2) Safety devices in automatic steering.

N SUSCEPTIBILITY AND ELECTROMAGNETIC EMISSIONS

The electromagnetic emissions and susceptibility are considerably affected by the

O RECOMMENDED SPARE PARTS

ARTICLE CODE DESCRIPTION

C16528 Glass fuse 5x20 2A

P PERIODICAL MAINTENANCE TO BE REPEATED AT THE GIVEN TIME