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

THYRISTOR CHOPPER
UNIFIED TYPE
ZU

Publication n.: 550025

Edition : March 1990
INDEX

2 Legend
3 Recommended spare parts ZU300-500 and ZU650-800
3 Colour code
4 Applications
5 Features of the control
6 Method of operation
7 Main parts of the controller
8 Foot pedal and potentiometers
9 Logic unit
12 Diodes and power thyristors
13 Fuses
13 Power capacitors
14 Adjustment trimmers
15 Microswitches
16 Contactors
17 Arc extinguishing circuit
17 Power supply
18 Panel insulation
18 Motor insulation test
18 Mounting features
19 Adjusting and testing
20 Test points
25 Trouble shooting
29 Periodic maintenance to be repeated in the advised time frames
30 Location of connectors and adjustment trimmers of ZU logic with safety logic
31 Power circuit for ZU chopper with safety circuit with references for test points
32 Electrical connections for ZU with safety logic, 4 terminal motor, with references for
test points
33 Electrical connections for ZU with safety logic, 4 terminal motor, power supply, with
references for test points
34 Electrical connections for ZU with safety logic, 6 terminal motor, with references for
test points
35 Foot pedal parts breakdown
36 Foot pedal part numbers
LEGEND

ADF = Braking diode anode

AZZ = Positive resetting
AZZ* = Negative resetting
+BATT = Battery positive
-BATT = Battery negative
BB = Bypass block
BS = Commutation coil
BTA = Forward contactor coil
BTB = Bypass contactor coil
BTI = Reverse contactor coil
BTP = Pump contactor coil
CH = Key switch return
CPOT = Potentiometer central
CS = Commutation capacitor
CTP = Parallel contactor command
DF = Braking diode
DS = Commutation diode
DV = Fly-wheel diode
FA = Auxiliary fuse 10A
FP = Main fuse
FR = Braking
GSCR1 = Main scr gate
GSCR2 = Off-scr gate
MA = Forward micro switch
MB = Bypass micro switch
MI = Reverse micro switch
MP = Pump micro switch
NPOT = Potentiometer negative
NTA = Forward contactor negative
NTB = Bypass contactor negative
NT2B = Second bypass contactor negative
NTI = Reverse contactor negative
PIU15 = +15 volts
PPOT = Potentiometer positive
PT = Contactors positive
RV = Speed reduction
SCR1 = Main scr
SCR2 = Off-scr
+SH = Shunt positive
-SH = Shunt negative
SIC = Safety
VCS = Commutation capacitor voltage
VMN = Negative motor voltage

page 2
RECOMMENDED SPARE PARTS RECOMMENDED SPARE PARTS
ZU300-500 ZU650-800

part part
number description number description

E07008 Potentiometer 5k 1G. E07008 Potentiometer 5k 1G.

C22000 Microswitch 10A 250VAC C22000 Microswitch 10A 250VAC
F00050 Logic unit ZU 24-80V B F00050 Logic unit ZU 24-80V B
F00059 Logic unit ZU 96V B F00059 Logic unit ZU 96V B
(as an alternative) (as an alternative)
P14010 Impregnated commutation coil P14010 Impregnated commutation coil
E32103 Commutation diode ZP71R P12011 Arc suppressors ZU650 - 800
E32104 Braking diode ZP200N E32103 Commutation diode ZP71R
E32104 Fly-wheel diode ZP200N E32106 Braking diode ZP300N
E35251 Off-scr ZP83 E32106 Fly-wheel diode ZP300N
E35201 Main scr ZP308 heat sink E35251 Commutation scr ZP83
C16504 Protected power fuse 300A E35200 Main scr ZP333 heat sink
C16506 Protected power fuse 425A C16505 Protected power fuse 355A
C16507 Protected power fuse 500A C16501 Glass fuse 6x30 10A
C16501 Glass fuse 6x30 10A C16509 Fuse - holder 6x30
C16509 Fuse - holder 6x30 E15036 Commutation cap. 160µF 250V
E15042 Commutation cap. 200µF 160V C19506 Insulator D8 H=13mm ZAPI
E15036 Commutation cap. 160µF 250V C12302 Female connector 6 pins
C19506 Insulator D8 H=13mm ZAPI C12303 Female connector 8 pins
C12302 Female connector 6 pins C12304 Female connector 10 pins
C12303 Female connector 8 pins C12755 Female pin 0,32-0,9mmq
C12304 Female connector 10 pins C15259 Opened DX plastic cover
C12755 Female pin 0,32-0,9mmq C15264 Closed SX plastic cover
C15259 Opened DX plastic cover
C15264 Closed SX plastic cover

COLOUR CODE

A = Orange M = Brown

B = White N = Black

BB = Blue R = Pink

C = Light blue RR = Red

G = Yellow V = Green

GG = Grey VV = Violet

page 3
APPLICATIONS

The ZU range of thiristor based equipment is used to control the speed of D.C. motors that

are fitted to lift trucks, pallet trucks, electric cars and industrial scrubbing and cleaning

machines.

This type of controller offers infinite control of the drive motor from zero to full speed, using

the latest developments in electronic technology.

Operation of a vehicle is achieved by the use of an accelerator foot pedal which gives

smooth acceleration and controlled braking.

page 4
FEATURES OF THE CONTROL

Unified supply voltage (24-80) without changes.

Reverse polarity protection.
Acceleration adjustment with trimmer.
Maximum current adjustment with trimmer.
Braking adjustment with trimmer.
Adjustment of bypass switching on with trimmer.
Adjustment of bypass switching off with trimmer.
Safety against short circuit components.
Safety against foot pedal failure when turning the key on.
Reset of the electronic during direction reversing.
Pulse mode power supply for logic unit.
Variable frequency and pulse width modulation.
Total conduction of SCR1.
Isolated baseplate.
No electric arcing of bypass contactor switching on.
Bypass over current protection.
Complies with European standards.

OPTIONS

Thermistor giving gradual reduction of current limit characteristic.

Speed reduction with raised load
Second bypass with switching on and off in current (field weakening logic).
Common voltage of the contactor coils.

page 5
METHOD OF OPERATION

The electronic control system supplies power to the drive motor.The operator can control

the speed of the vehicle by means of a foot pedal or a hand control.

The control system regulates the speed of the drive motor by controlling the power output

from zero to 100% (total conduction): control is achieved by rotation of a potentiometer

connected to the pedal or to a tiller handle.The potentiometer sends an output voltage which

is proportional to the angle through which it is turned. This signal is analysed by the logic

which determines the on and off duty cicle of the power thyristors.

The power thyristors are connected between the motor and the battery and act as a fast

operating switch. When closed, the battery is connected to the motor and therefore full

voltage is supplied. When opened the motor is disconnected from the battery and so

delivers no power to the motor.

By adjusting the on and off times of the thyristors over a variable frequency of 0 - 180Hz and

variable pulses, the average power supplied to the motor, and therefore the vehicle speed

is regulated.

picture 1

page 6
PEDAL AND POTENTIOMETERS

The function of the pedal (Picture 2a,2b,2c) is to provide the logic unit with a voltage signal

proportional to the angle of rotation.

When operating either a foot pedal or tiller handle, a potentiometer rotates and supplies a

voltage signal to the logic unit: the greater the angle of rotation the larger the signal.

Two methods can be used to test the operation of a potentiometer:

1) With the potentiometer connected to the controller and key switch closed (Picture 2d)

measure the voltage between the terminals 1 and 2; by turning the potentiometer shaft this

should change smoothly and uniformely from 4 to 13V.

2) With the potentiometer disconnected from the controller, continue as above, but

measuring the resistance instead of voltage.The range resistance of the potentiometer

used in this control is distributed over 25°.

picture 2a picture 2b

picture 2c picture 2d

page 8
LOGIC UNIT

The logic unit contains electronics that control the characteristic of the controller and

vehicle. The most important are as follows:

THYRISTOR OPERATION (firing).

Thyristors are turned on with voltage pulses supplied to the gate. The correct switching of

these devices controls the duty cycle, hence the output to the drive motor.

CURRENT LIMIT OF THE CONTROLLER.

This facility controls the maximum current so that a predetermined value is never exceeded.

This value should be within the safety limits of the controller and permitt the vehicle to

accelerate from certain gradients.

ACCELERATION CONTROL.

In order to provide the vehicle with excellent characteristic there is an adjustable accelera-

tion ramp.

BRAKING CONTROL.

This facility controls the retardation torque if the direction lever is put into the opposite

direction whilst travelling (P5).Standstill unless corrected the vehicle will restart in the

opposite direction.

OPTIONAL THERMAL PROTECTION.

In order that the heat sink temperature does not exceed a preset value, of 80° centigrade,

a thermistor is located near the main thyristor. The nominal value of 80° centigrade can be

changed by a trimmer located in the inner part of the card. It is not possible to be adjusted

from the outside of the logic.

page 9
Adjustment of the maximum temperature is done in this way: should the temperature of the

heat sink reach a prefixed level, the logic unit will gradually decrease the current supplied

to the motor, hereby decreasing the heat sink temperature.

This facility protects the controller from a temperature that would exceed its design. The

current, and therefore the power supplied to the motor, is decreased and not interrupted

So that:

a) The vehicle will not lose all power.

b) But will only operate at a restricted level.

SAFETY CIRCUIT.

The safety circuit ensures that under equipment failure conditions, full uncontrolled power

is not supplied to the vehicle.

This circuit is in accordance with new European standards.

The circuit is backed up with an identical circuit with inter reaction. If one of the circuits fails,

the other stops the machine. In this way no uncontrolled movements can occur, caused by

non operation of the safety circuit. The SCR, diodes, contactors, pedal, potentiometer, etc.

are tested, in order to comply with the European standards.

Considerable research was done on the safety elements of the controller. As a result of

careful selection test of the power components, reliabiity of the complete system is incresed.

For example, a short circuited SCR tested in the traditional way would allow the direction

contactors to close,resulting in a large electrical arc. The logic electronics will detect this

situation before the foot pedal is operated and will not allow the contactors to close. Under

this condition wear and consequent damage to contactor tips and motor are greatly

reduced.

page 10
BYPASS CONTROL

Check the bypass switching-on current. Bypass cannot be enabled until current falls below

a certain value.

Check the bypass switching-on time. The electronic logic will not allow the bypass to close

until a certain time has elapsed from total conduction (adjustable with trimmer P7).

Check the bypass over current (adjustable with trimmer P6).

This system now guarantees total control. The maximum preset current of equipment is

never exceeded.

A special electronic circuit, unique to Zapi, permits the opening of the bypass contactor

without electrical arcing.

FIELD WEAKENING CONTROL

Check the opening and closing current of the second bypass (when it is fitted), with this

system it is possible to adjust the second bypass at a lower switching-on current, (trimmer

P8 - P9) with respect to the first bypass.

In this situation the second bypass closes after and opens before in respect to the first
bypass, making the vehicle more functional.

picture 3

page 11
DIODES AND POWER THYRISTORS

In order to check the diodes and thyristors, disconnect one terminal and measure the

resistance as follows:

DIODES:

Between 1 and 2 in one direction the resistance has to be more than 1 Kohm.

In the opposite direction it has to be almost zero (Picture 4a).

THYRISTORS:

Between 1 and 2 the resistance has to be more than 1 Kohm in both direction.

Between 1 and 3 the resistance has to be more than 1 Kohm in both direction.

Between 2 and 3 you should read about 20 ohm +/- 5 ohm in both directions (Picture 4b).

picture 4a

picture 4b

page 12
FUSES

On this equipment two fuses are used, one is 10A for the auxilliaries services (A) and a

power one for the main circuit (B).

They are both encapsulated to prevent dissipation of the element onto the equipment.

To check the fuses disconnect one terminal and measure with the ohm-meter between

terminals 1 and 2 (Picture 5). If the meter does not register zero, the fuse is open and has

to be replaced.

1 2
1 B 2
A

picture 5

POWER CAPACITORS

To check the capacitors, disconnect one terminal. Measure with an ohm-meter between

terminals 1 and 2 (Picture 6).

When the capacitor is satisfactory, the pointer of the instrument moves toward zero and then

returns to its original position. If the capacitor is short-circuit, the pointer will show zero or

low Ohms and will not move from there.

picture 6

page 13
ADJUSTMENT TRIMMERS

These are used to adjust the characteristics of the logic unit which is dependent on the

vehicle to which it is installed.

The following adjustments can be made:

Maximum motor current.

Braking.

Acceleration delay.

Bypass switching-on time

Bypass switching-off

Second bypass switching on and off

To check the operation of a trimmer it must be unsoldered from the logic card. The

resistance between the points 1 and 2 (Picture 7) has to be measured. When the screw is

turned, the resistance should a continuously between zero and the maximum value stated

on the trimmer.

The type used are of the multi-turn variety (20 turns).

picture 7

page 14
MICROSWITCHES

These are used to allow operation of the direction and bypass, contactors. Switches can

be checked by measuring the resistance between points 1 and 2 (Picture 8), once they have

been disconnected. With the lever A in one position the resistance is zero, changing the

position, the resistance becomes infinity. The same applies for point 1 and 3.

picture 8

page 15
CONTACTORS

The contactors used are designed to carry very high currents and are used to electrically

connect and disconnect parts of the equipment such as the battery to the motor circuit.

The main parts of a contactor are: the coil, which, when energised, operates the moving

contact, in order to open or close a circuit. The arc extinguishing circuit (suppression

networks) consisting of a resistor RT and a diode D, are used to reduce the duration of the

arc, which forms in the microswitches when the coil is de-energised.

To check a contactor is advisable to proceed as follows:

check that the moving part does not have any mechanical restriction:
check that the contacts are in good condition and that they are not welded;

disconnect the coil from the control circuit and the arc-extinguishing circuit (only for

the pump) and check that the resistance value is correct

In this type of equipment the forward,reverse and bypass contactors do not need to have

an arc-soppression circuit: these are present in the logic unit.

picture 9a picture 9b

page 16
ARC EXTINGUISHING CIRCUIT

In this equipment the arc extinguishing circuits are located within the logic unit, except for

the pump contactor, where the arc extinguishing circuit can be made of a single diode

(Picture 10). If the installation is done by the customer, correct polarity must be observed.

If it is done by Zapi, it will be already present.

picture 10

POWER SUPPLY

This may be used when 24V contactors are required on a system operating with a battery

voltage between 36 and 96V. In this way the power supply reduces these voltages to 24V.

Under this conditions the electronic logic complete with contactors is multi-voltage and will
accept each level of voltage between 36 and 96V, without changes. In order to use the

electronic logic at 24V, it is only necessary to remove the supply and follow the scheme.

The supply must be present only when the voltage of the contactors is universal, that is:

when you want to use the contactors with a 24V coil with battery voltages between 36 and

96V. When the battery voltage is 24V the supply must be removed.

The power supply must not be used when the contactors operate at the same voltage as

the battery.

page 17
PANEL INSULATION

The thyristors and the contactors are insulated from the baseplate. To test the insulation,

check the resistance between the components and the baseplate. These must exceed at

least 1 Kohm per battery volt.

Present European standards require that each chopper is tested with various voltages to

measure the strength and the insulation resistance.

MOTOR INSULATION TEST

Disconnect the cables to the motor. Measure the resistance between all motor terminals

and motor casing. Values should be more than 1 Kohm for each battery volt.

MOUNTING FEATURES

Heat generated in the equipment is dissipated trough the base plate and it is recommended

that any metal surface to which the controller is fitted should be a minimum of 6mm thick.

The surface has to be flat enough as to ensure good contact, and it is advisable to apply

thermoconductive grease to the surfaces in contact.

When operating, the equipment should be sufficiently protected from possible corrosive

chemicals and mechanical shocks.

Check the presence of suppression circuits on the contactors (pump), horn and any

electrically operated solenoids. Voltage peaks should not exceed 100V.

If the truck operates in a freezing environment, insert a resistor of about 20W in the tiller or

in the pedal to avoid condensation.

When supplying the control system with power for the first time, it is advisable to lift one of

the driving wheels for safety purposes.

page 18
ADJUSTING AND TESTING

When the installation is complete, before supplying power to the system, make sure that

one of the driving wheels are lifted from the floor.

Close the key switch and operate the accelerator. It is necessary to check both the forward

and reverse directions.

If the equipment operates correctly lower the drive wheel to the floor and test the vehicle,

laden and unladen.

If it is necessary the operator must make the following adjustments:

MAXIMUM CURRENT.

Maximum current is measured with a stulled motor. If the current does not correspond with

the stated value, adjust trimmer P3. The ammeter should be connected on a motor cable.

ACCELERATION.

Adjust trimmer P4 to suit application or operator.

PEDAL.

Ensure that the vehicle does not start to move immediately as a direction contactor is closed

and that it reaches maximum speed when the foot pedal or tiller handle lever is at the end

of its travel, if not adjust potentiometer pin.

ELECTRONIC BRAKING.

Make the vehicle run at it's maximum speed and then reverse the direction; If braking is not

satisfactory, adjust P5.

BYPASS PULL-IN.

If the bypass switches on too early or too late, adjust trimmer P7.

BYPASS DROP-OUT.

If the bypass opens at too low or too high current, adjust trimmer P6.

SWITCHING ON AND OFF OF THE SECOND BYPASS (When it is present).

If it does not correspond to desired values, adjust trimmers P8 - P9.

page 19
TEST POINTS (Ref.pages 30 to 34)

A, B and C refers to the multiple connectors on the logic unit.

Voltage measurements are made with respect to battery negative.

1a. This is the negative side of the pedal potentiometer. The connection reaches negative

through a diode giving a voltage drop of about 500mV. If the voltage on this point is
less than 300mV, the logic goes into safety mode. The voltage is zero when either the

positve supply to the pedal potentiometer is opened (orange wire) or the negative

supply (black wire) is opened.

2a. This is the wiper of the pedal potentiometer. When operated by the pedal, the voltage

on this point must vary from 4 to 13 Volts. Over this range, the controller will give infinite

control of the drive motor.

3a. This is the positive stabilized supply voltage to the pedal potentiometer and should be

15 Volts.

4a. Normally it is not connected. It is only used in case of speed reduction with raised

load.

5a. This is the output from the safety circuit. The voltage should be zero volts when foot

pedal is released, and 1,8 volts when foot pedal is operated.

6a. This is the output from microswitch 2 (by-pass swicth). The voltage on this point is high,

when the pedal is operated to its maximum depression, this point should measure 2,5

volts.

page 20
7a. This point is the connection between the direction switch output and the relevant

direction contactor coil. With the direction switch closed in one direction and the foot

pedal released, this point should measure battery voltage (VB). When the foot pedal

is operated this point should measure 1,8 volts. Note this is relative to the direction

selected.

8a. This point is the same as item 7 but applies to the opposite direction.

1b. When one of the direction contactors operate, this point becomes battery negative

(B-). If this point cannot be confirmed, the opposite direction should be selected.

2b. This point refers to the other direction contactor. Voltages as per item 9 will apply.

3b. This point is battery negative (B-).

4b. This point is the positive return from the key switch. With the key switch open this point
should measure zero volts, and battery voltage (VB) when the key switch is closed.

5b. This is the negative supply to the by-pass contactor if fitted. When the by-pass
contactor is open this point should measure battery voltage (VB). When the contactor

closes, this point should measure approx 3 volts.

6b. This is the negative supply to either a second by-pass, or field weakening contactor

if fitted. When the contactor is open this point should measure battery voltage (VB).

When the contactor closes this point should measure approx 3 volts.

1c. This point is the output from the control fuse and should always measure battery

voltage (VB).

page 21
2c. This is the sensing point for electric plug-braking, and should measure battery voltage

(VB).

3c. This point should be battery negative (B-).

4c. This point should measure the same as point 1c with key on and zero volts with key

off.

5c. This point shows the voltage to be seen on the main thyristor anode. It is necessary

to view this point by using an oscilloscope. With the foot pedal 50% depressed the

waveform should look as shown below.

picture 11

6c. This point measures the capacitor voltage. During operation the voltage waveform can

only be measured with an oscilloscope.

7c. This point is the non-reversing input to the current limit amplifier. As this point rises milli-

volts above battery negative when high currents are being drawn, zero voltage will be

seen on this point.

8c. This point is the commutation, or off thyristor gate.

page 22
9c. This point is battery negative.

10c. This point is the main thyristor gate.

25. This point is the battery positive power cable coming from the battery (B+).

26. This point is the battery negative power cable coming from the battery (B-).

27. This point is the switched (SW) or anode side of the main thyristor. Its measurement

should show the waveform as in test point 5c.

28. This point is the negative power connection to the by-pass contacor. The current limit
shunt is connected between this point and battery negative. It is most important that

any negative pick up wires are connected to the test point 26, and not this point.

29. This point is to be found on the 3 way terminal block, close to the control fuse. The point
is the fused battery positive (B+) supply to the key switch.

30. This point is located as per 29 above and is the positive return from the key switch.
Measurements as in test point 4b apply.

31. This point is located as per 29 and 30 above and is a true battery negative (B-) supply

line that may be used for auxilliary circuits.

32. This point is a 10 amp glass fuse that is used to supply the battery positive as per test

point 29.

page 23
WHEN POWER SUPPLY FOR CONTACTORS IS USED

33. When there is the power supply for contactors there must be 24V. This is the new
supply of the contactors.

34. This point should be Battery voltage VB.

35. This point should be Battery voltage VB, when key is turned on.

36. Power fuse inserted in battery positive cable.

37. It is the cable down the pump contactor coil, which should have the battery voltage or
24V if there is the supply, when the microswitch is opened.

38. It is a negative, which must always have voltage zero in respect to the battery minus.

page 24
TROUBLE SHOOTING (Ref.pages 30 to 34)

D. The vehicle is completely dead, the pump motor does not operate.

Check the following test points:

n.36 : check the main fuse because the total current of the chopper and the pump

motor flows through it.

n.2c : this point is between the battery positive and the auxiliaries fuse. If there is no

voltage, open circuit of the cable has occoured.

n.32 : check the auxiliaries fuse, which could be open circuit.

n.4c : check the voltage at this point; if it is OK, go on. If not check the key or fuse.

n.4b : There should be battery voltage, if not check the preceeding circuit.

n.5a : check that there is a voltage of about 1V, when pedal is depressed. If there is

battery voltage, change the logic unit.

E. The direction contactors do not close.

Check the following test points.

n.4b : There should be battery voltage, if not check preceeding circuits.

page 25
 n.5a : depressing the foot pedal, in point 5a the voltage must be 1,8 +/- 0,3 Volt. If the

voltage is high, change the logic unit. If the voltage is almost zero, it is an open circuit

coil.

n.5c : check the voltage in 5c, which should be at least VB/2. If it is zero, this means

that SCR1 o SCR2 or the commutation capacitor is short circuit, or the bypass

contactor tips are welded together.

F. The contactors close and the truck does not move.

Check test points n.1a,2a,3a:

n.1a : with respect to battery negative there should be at least 500 mV, if not the black

wire of the potentiometer or the orange wire of the same potentiometer are open circuit.

n.2a : the green cable going from the centre or wiper of the potentiometer to the logic

unit may be open circuit.

n.3a : the orange cable, which is the positive supply to the potentiometer (15V) may

be open circuit.

Other cases of faults in the logic unit can cause this mode of failure. Where the contactors

close and the truck does not operate. Therefore, if the faults are not recognized in 1a,2a,3a,

change the logic unit.

page 26
G. The pump contactor does not close and the motor does not rotate.

Check test points n.37,n.38:

n.37 : there must be battery voltage when the lever of the distributor is at rest, and zero

volt when the microswitch is closed.

n.38 : this voltage should be always zero.

H. The fuse 32 opens repeatedly.

Disconnect the faston terminals of the coils on all the contactors and check that their

value is as indicated in the chart below.

If no short circuit is found or very low values of resistance, check the arc suppression

elements.

page 27
 I. The vehicle goes slowly and has no power.

Check test point n.2a where the maximum voltage of the potentiometer of the pedal

completely depressed must reach at least 13V. If this is correct, insert an ammeter into

the motor cable and check that the maximum current. Adjust with trimmer P3.

L. After depressing the pedal, the truck makes a light buzzing and goes in safety.

There could be two causes:

1) there is no turn-on voltage on the gate on SCR1 (test point n.10c) which should have

the form as in the picture below:

picture 12

2) diode DS is short circuit. For the test of this diode, see page 12.

M. When foot pedal is depressed, the truck makes a jerk and then goes in safety.

Check test point n.8c. It is because very likely there is not the turn-on voltage on the gate

of SCR2. The pulse to this gate is similar to the one in picture 12. The same type of failure

can also occur if the capacitors CS, or the diode DS are short circuit.

page 28
PERIODIC MAINTENANCE TO BE REPEATED IN THE ADVISABLE TIME
PERIODS

Contactor tip wear: contacts have to be changed when the tip material

is worn out;______________________________________________ 3 MONTHS

Control of pedal micro: check with instruments the resistance of the

switch.

Ensure mechanical soundness;______________________________ 3 MONTHS

Check the power cables to the battery and motor. They should be in

good condition, including the insulation;__________________________ 3 MONTHS

Check the foot pedal and contactor springs. This should be in excellent

condition;_______________________________________________ 3 MONTHS

Check the mechanical movement of the contactors, which should be free to move. In the

case of faults with the electrical controller, that may render the truck to be dangerous , the

user is obliged not to use it. Contact authorized ZAPI agent or distributor.

page 29
PEDAL DETAILS
article description
Ref. code
1 S09005 Two levers pedal box 052001
2 B22536 Steel screw VTCEI M6x30
3 S09006 Pedal forward lever 052019
4 C23505 Pedal screw VTCEI M6x15 052028
5 B20030 Steel screw VTSEI M5x20
6 C25506 SX two levers pedal shaft 052008
7 C23504 Pedal screw VTCEI M4x15 052027
8 Weather strip
9 C14751 Alluminium cover 11VC
10 B20027 Steel screw VTSEI M5x16
11 C24508 SX shaft spring of two levers pedal 052030
12 C02000 Pedal brass 052004
13 C02001 Brass fixing ring 052005
14 C22000 Microswitch 10A 250VAC
15 S01015 Forward / reverse microswitch angle 052009
16 B14018 Steel screw M4x10
17 B43061 Steel nut M4
18 B16018 Steel screw VTSTC M4x10
19 S01012 Pedal potentiometer angle 052026
20 B13518 Steel screw VTCEI M4x10
21 E07008 Potentiometer 5k0 1G.
22 C03500 Alluminium cam 052006
23 B44100 Steel sprig EI M4x10
24 S00027 Potentiometer lever 052017
25 C25508 Two levers pedal shaft L=48 052014
26 S00026 Potentiometer lever 052016
27 C24507 Potentiometer spring of two levers pedal 052024
28 C25507 Two levers pedal shaft L=23 052015
29 S00028 Potentiometer lever 052018
30 S01014 Bypass microswitch angle 052023
31 C24509 DX shaft spring of two levers pedal 052031
32 B09727 Brass screw VTCTC M3x16
33 B43041 Steel nut M3
34 S09007 Pedal reverse lever 052020
35 C25505 DX two levers pedal shaft 052025

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