Technical Information For Hyster Customer Care Centres

Part n°: 1641566 Revision: 2 (06/2008)
Technical information for

Hyster customer care centres
EPS AC
WG
This manual is addressed to the skilled technicians of Hyster

service network
EPS AC / wire guidance

EPS AC / WIRE GUIDANCE SERVICE
Table of contents
INTRODUCTION�� 3
STEERING SYSTEM AND WIRE GUIDANCE ELECTRIC COMPONENTS�� 3
“EPS AC” MODULE�� 4
“ANTENNA” MODULE�� 5
STEPPER MOTOR�� 8
DOUBLE POTENTIOMETER�� 9
STEERING MOTOR ENCODER�� 10
STEERING WHEEL POSITION SENSOR�� 11
DESCRIPTION OF EPS AC MODULE PARAMETERS�� 12
DESCRIPTION OF “ANTENNA FWD” AND “ANTENNA REV” MODULE PARAMETERS�� 16
WIRE GUIDANCE OPERATION�� 17
WIRE ACQUISITION�� 18
WIRE GUIDANCE ADJUSTMENT�� 20
EPS AC MODULE TROUBLESHOOTING�� 25
ANTENNA MODULE TROUBLESHOOTING�� 35

SERVICE EPS AC / WIRE GUIDANCE
INTRODUCTION
The guidance system is capable of performing three different functions:
• Manual operation
- Multiturn steer with stepper motor.
- Steer with double potentiometer and return spring.
• Steering wheel self-centering
As soon as the aisle photocells detect the side guides, the manual operation is disabled and the steering
wheel centers automatically.
• Wire guidance
The wire guidance system requires two antennas, one in the front part and the other in the rear part of
the truck. These devices are connected to the EPS AC module via CAN BUS and detect the magnetic
field of the underground wire.
STEERING SYSTEM AND WIRE GUIDANCE ELECTRIC COMPONENTS
Antenne filoguida
Stepper motor
EPS AC
Double potentio- WG
meter
EPS AC module
Steering motor encoder
Steering wheel position sensor

“EPS AC” MODULE

Technical specifications:
Digital control through two microprocessors which are both connected via CAN BUS
Encoder interface
Interface for stepper motor or double potentiometer
Analog input KTY84-130 for thermal sensor
Digital inputs..................................................................................3
NPN outputs (max 24V 200mA):...................................................3
NPN output max 90V 2A...............................................................1
Double safety relay inside
Operating frequency:.....................................................................8kHz with PWM aligned with the center
Maximum temperature of inverter:................................................75°C
Protection:.....................................................................................IP55
+ BATT
- BATT
U
V EPS AC
WG
W
It is a control unit with two microprocessors connected to the CAN BUS line. The main microprocessor
operation is constantly monitored by the slave microprocessor, so that the main functions are controlled
twice.
The MOSFET tehcnology (internal transistors) is used to control the steering three-phase motor AC.
The module EPS AC is equipped with a safety contact (pin B1 - B7), to disable the traction and to enable
the electromagnetic brake when a steer alarm occurs. Two contacts are connected in series in between
pins B1 and B7 for safety reasons. The main microprocessor (master) controls the first contact, while the
slave microprocessor controls the second contact.

“ANTENNA” MODULE
The antenna is a device supporting the wire guidance function. It has embedded microprocessor, program-
mable digital filters and Automatic Gain Control Logic (AGC) to convert and elaborate the picked-up
inductive field into the complete information needed to control the truck when guiding automatic mode on
the wire.
The embedded Automatic Gain Control (AGC) compensates for the different depth and current in the
wire.
The Smart Antenna supplies an information composed of three static components:
1) The lateral deviation (SIDE ERROR) of the antenna barycenter against the wire.
2) The angle (APPROACH ANGLE) of the longitudinal axle of the antenna against the wire.
3) The strength of the inductive field (FIELD STRENGTH).
Besides the Smart Antenna supplies a further dynamic information:
4) The lateral deviation processed by the corrective network (DYNAMIC SIDE ERROR).
Technical specifications:
Supply voltage range:....................................................................13V dc - 18V dc
Supply current:..............................................................................120 mA dc
Frequency and current in the wire modes:

• 5.2 kHz (35 mA RMS)
• 5.2 kHz (78 mA RMS)
• 6.25 kHz (78 mA RMS)
• 7 kHz (78 mA RMS)
• 9.1 kHz (78 mA RMS)
• 10 kHz (78 mA RMS)
Frequency tolerance: ....................................................................± 20 Hz

Wire current tolerance:..................................................................± 15%
led
LED OPERATION
When the led flashes (ON/OFF pulses) the antenna is fed and the software processes the data.
When the led flashes and is mainly ON the antenna does not detect the wire field.
When the led flashes and is mainly OFF the antenna detects the wire field.
When the led flashes and emits pulses one after the other the antenna is alarmed.

Two antennas are mounted on the truck, one on the front side of the truck behind the load wheel axle (REV
antenna), one on the rear side of the truck behind the traction wheel (FWD antenna).
The two antennas must be perfectly aligned one with the other and oriented as shown in figure below.
To fulfil the above statement, we suggest to mount the FWD antenna and drive the truck in wire guided
mode steered wheel side first. When the truck is perfectly centered on the wire, mount the REV antenna
in the truck with its barycenter aligned with the wire.
fwd rev wire

antenna antenna
cable cable
fwd rev wire

antenna antenna
cable cable

CONNECTION AND POSSIBLE CONFIGURATIONS

The antennas communicate with the “EPS AC” module through a dedicated CAN BUS communication
system.
Each antenna has a cable with 5 wires and the sheath. The grey wire (MODE) is used to specify the posi-
tion of the antenna on the truck.
• Rev antenna configuration: connect the MODE (Grey) wire to GND (Brown) connection.
• Fwd antenna configuration: connect the MODE (Grey) wire to a VDD (White) connection.
Fwd antenna Rev antenna

STEPPER MOTOR
The stepper motor is used as a control device in multiturns steering systems without limit switch.
It is used as a generator since it acts as an alternate current generator if the shaft is rotated manual-
ly.
The rotor magnet rotation creates a sinusoidal electromagnetic force divided into two phases shifted
90° out of phase. The amplitude and the frequency are proportional to the rotor revolving speed.
The logic analyses the signal in the two phases to differentiate the rotation direction.
Display parameter of stepper motor position:

EPS AC / main menu tester / set point pot
rotor toothed
ring “A”
magnet
+5 Volt : bearing
rotor toothed
Right limit switch ring “B”
0 Volt:
Central position
shaft
stator
winding
-5 Volt :
Left limit switch
stepper motor

DOUBLE POTENTIOMETER
The hall effect double potentiometer is contained

in the same case and sends two complementary Display parameter of double potentiometer
signals (redundancy). position:
EPS AC / main menu tester / set point pot
+5 Volt :
Right limit switch
+2,5 Volt:
Central position
0 Volt:
Left limit switch
double potentiometer

STEERING MOTOR ENCODER
The type of encoder used is a bearing with sensor, mounted on the driving shaft (see the “MOTORS”
manual part No. 1641577 for the disassembly).
Supply voltage: 5 Volt dc.
When it is enabled, the steering wheel position sensor initializes the encoder count and the steering
wheel is centered (see “STEERING WHEEL POSITION SENSOR”).
If after the self-centering the steering wheel is not perfectly centered, increase or decrease the value
of parameter EPS AC / config menu adjustments / set steer 0 pos.
Once initialized, as a result of the steer driving shaft rotation the encoder sends pulses that are coun-
ted by the software. In this way it is always possible to know the absolute position of the steering
wheel.
The encoder pulse count allows the system to control the steering wheel self-centering when the
truck enters the aisle or when both antennas have acquired the wire in wire guidance mode (lock-on
mode).
In case of an inconsistency between the status of the wheel position sensor and the steering motor
encoder pulse count, the EPS AC module detects the “position error” alarm.
Encoder position display parameter:

EPS AC / main menu tester / feedback
enc
+5 Volt :
Right limit switch
+2,5 Volt:
Central position
0 Volt:
Left limit switch
10
STEERING WHEEL POSITION SENSOR
The sensor is fixed to the steering unit support plate.

When it is enabled, the EPS AC module turns the steering unit clockwise or counterclockwise, accor-
ding to whether the steering wheel position sensor reads the cam on the steer crown gear (enabled
in reading) or not (disabled in reading). When the sensor changes its status (from enabled to disabled
and vice versa), the wheel is centered and the steering motor encoder count is initialized.
In case of an inconsistency between the status of the wheel position sensor and the steering motor
encoder pulse count, the EPS AC module detects the “position error” alarm.
steering wheel position

sensor
steering unit support sensor reading cam

plate
11
DESCRIPTION OF EPS AC MODULE PARAMETERS

VERSION WITH STEPPER MOTOR
MAIN MENU PARAMETER CHANGE
PARAMETER level
0 = low speed
SPEED LIMIT
9 = high speed
Steering unit rotation speed (MDU) when the steering wheel is turned quickly. It establishes the maximum revolving
speed of the steering unit.
0 = low speed
SENSITIVITY
9 = high speed
Steering unit rotation speed (MDU) when the steering wheel is turned slowly.
0 = low torque
CREEP SPEED
9 = high torque
Minimum value of motor torque when the steering wheel is turned slowly. A higher torque allows neutralizing the
“elastic” effect of the tires when the steering wheel is released
0 = no revolving speed reduction

AUX FUNCTION 2
9 = high reduction of rotation speed
It reduces the steering unit rotation speed as the traction speed increases, when the steering wheel is turned
slowly.

AUX FUNCTION 3
It reduces the steering wheel rotation speed as the traction speed increases, when the steering wheel is turned
quickly.
0 = low precision
KP
9 = high precision
It defines the self-centering precision. When the wire guidance is enabled it is replaced by the parameters “wg fwd
gain” and “wg rev gain”.
0 = low precision
KP FINE
9 = high precision
Fine adjustment during self-centering.

DESENSIVITY
9 = no rotation speed reduction
It reduces the steering unit rotation speed during the self-centering when the traction wheel is near the central posi-
tion.

ACCELERATION
Steering motor rotation speed reduction during steering.
12
CONFIG MENU SET OPTIONS
PARAMETER level
DIRECTION GOUCE OPT.1
It defines the direction on the direction indicator.
1 = wire guidance and self-

AUT REQ TYPE centering
2 = only self-centering
Operation system configuration.
0 = Stepper Motor
SYSTEM CONFIG
1 = double potentiometer (RTC)
Steering system configuration.
ON: the diagnosis is enabled

CAN CHECK
OFF: the diagnosis is disabled
It enables/disables the diagnosis on CAN.
CONFIG MENU ADJUSTMENTS
PARAMETER level
0 = low precision
WG FWD GAIN
9 = high precision
With enabled wire guidance: precision during the steering wheel self-aligning with the wire, in the traction wheel
direction.
0 = low correction
WG FWD POT
9 = high correction
With enabled wire guidance: it defines the correction of the angle created by the steering motor encoder, in the trac-
tion wheel direction, because of a side error of the antenna
0 = low precision
WG REV GAIN
9 = high precision
With enabled wire guidance: precision during the steering wheel self-aligning with the wire, in the load wheel direc-
tion.
0 = low correction
WG REV POT
9 = high correction
With enabled wire guidance: it defines the correction of the angle created by the steering motor encoder, in the load
wheel direction, because of a side error of the antenna.
SET BATTERY value in Volt

Battery rated voltage.
NO LOAD CURRENT
Current absorbed by the steering motor without load.
13
MAX MANUAL ANGLE %

Percentage of the absolute angle the steering angle is limited to in manual mode (for steering motor encoder values
higher than 2.5 Volt).
MIN MANUAL ANGLE %

Percentage of the absolute angle the steering angle is limited to in manual mode (for steer motor encoder values
lower than 2.5 Volt).
FWD DISPLACE CM cm
Distance between the fwd antenna and the traction wheel axle.
REV DISPLACE CM cm (negative)

Distance between the rev antenna and the load wheel axle.
AXLE DISTANCE CM cm
Distance between the load wheel axle and the traction wheel axle.
SET MIN ENCODER Volt

Minimum encoder value with wheels turned by -90°
SET MAX ENCODER Volt

Maximum encoder value with wheels turned by -90°
ZERO SP POT acquisition value

This parameter is used to acquire the double potentiometer voltage with the steering wheel released (steering
wheel centered).
Value modifiable with intervals of

SET STEER 0-POS
5 mV
In wire guidance mode the truck can move parallel to the wire in the traction wheel direction (mean value of param-
eter EPS AC / main menu tester / side error fwd higher or lower than 0). The side deviation can be compensated
for through this parameter.
In manual mode (RTC or Stepper Motor) it determines the position of the steering wheel after the self-centering
phase.
Value modifiable with intervals of

WG REV OFFSET
20 mV
In wire guidance mode the truck can move parallel to the wire in the load wheel direction (mean value of parameter
EPS AC / main menu tester / side error rv higher or lower than 0). The side deviation can be compensated for
through this parameter.
VERSIONE CON DOPPIO POTENZIOMETRO
PARAMETER level
0 = low torque
CREEP SPEED
9 = high torque
Minimum value of motor torque when the steering wheel is turned slowly. A higher torque allows neutralizing the
“elastic” effect of the tires when the steering wheel is released.
14
0 = low precision
KP
9 = high precision
It defines the self-centering precision. With enabled wire guidance it is replaced by the parameters “wg fwd gain”
and “wg rev gain”.
0 = low precision
KP FINE
9 = high precision
Fine adjustment of self-centering precision.
0 = high reduction of revolving speed

DESENSIVITY
It reduces the rotation speed of the steering unit during self-centering when the traction wheel is near the central
position.
0 = high reduction of revolving speed

ACCELERATION
Steering motor rotation speed reduction during steering.
Range 0 - 9
1ST ANGLE COARSE If the value increase, the maximum
steering angle increases, too.
Coarse adjustment of the maximum steering angle for feedback value of the control potentiometer and of the steer-
ing motor encoder higher than 2.5 Volt (parameters EPS AC / main menu tester / feedback enc and EPS AC / main
menu tester / set point pot).
Range 0 - 9
1ST ANGLE FINE If the value increase, the maximum
Fine adjustment of the maximum steering angle for feedback value of the control potentiometer and of the steering
motor encoder higher than 2.5 Volt (parameters EPS AC / main menu tester / feedback enc and EPS AC / main
Range 0 - 9
2ND ANGLE COARSE If the value increase, the maximum
Coarse adjustment of the maximum steering angle for feedback values of the control potentiometer and of the steer-
ing motor encoder lower than 2.5 Volt (parameters EPS AC / main menu tester / feedback enc and EPS AC / main
Range 0 - 9
2ND ANGLE FINE If the value increase, the maximum
Fine adjustment of the maximum steering angle for feedback values of the control potentiometer and of the steer-
ing motor encoder lower than 2.5 Volt (parameters EPS AC / main menu tester / feedback enc and EPS AC / main

NUMBNESS
It reduces the rotation speed of the steering unit when the traction wheel is near the central position.
The “CONFIG MENU SET OPTIONS” and “CONFIG MENU ADJUSTMENTS” parameters are
the same as in the version with stepper motor.
15
DESCRIPTION OF “ANTENNA FWD” AND “ANTENNA REV” MODULE PARA-

METERS
PARAMETER level
5,20 KHz
6,25 KHz
LINE FREQ. KHZ 7,00 KHz
9,10 KHz
10,00 KHz
Frequency in the wire.
0 = no lead (derivative) correction

LEAD REGULATION 9 = maximum lead (derivative) cor-
rection
It adjusts the derivative contribute to an embedded PID corrective network applied to the lateral deviation of the
antenna. It is used to avoid the oscillations (instability) during the truck operation at high speed in wire guidance
mode.
It is advisable to set the LEAD parameter at the same level on both antennas (do the same with the LAG parameter
on both antennas).
0 = no lead (derivative) correction

LAG REGULATION 9 = maximum lead (derivative) cor-
rection
It adjusts the integral contribute to an embedded PID corrective network PID applied to the lateral deviation of the
antenna. It is used to avoid the oscillations (instability) during the truck operation at high speed in wire guidance
mode.
It is advisable to set the LAG parameter at the same level on both antennas (do the same with the LEAD parameter
on both antennas).
0 = the antenna is very insensitive.

A very high field strength is neces-
sary to consider the acquired wire.
ACQUISITION AREA
9 = the antenna is very sensitive.
A very low field strength is sufficient
to consider the acquired wire.
It sets the magnetic field threshold allowing the antenna to acquire the wire.
30 mm
35 mm
40 mm
ANTENNA HEIGHT mm
45 mm
……...
90 mm
Distance in millimeters of the antenna base from the wire.
CONFIG MENU ADJUSTMENTS
PARAMETER level
STRENGHT ACQ. ON = acquisition start
It enables the magnetic field acquisition with the antenna aligned with the wire.
16
WIRE GUIDANCE OPERATION

WIRE GUIDANCE MODE ENABLING CONTROLS
PUSH BUTTON FOR WIRE GUIDANCE MODE SELECTION The wire acquisition starts by pressing
ON/off and pilot light led for wire guidance mode the wire guidance selection push button
enabling (“ON”). The pilot light starts blinking
Push button for wire Wire guidance enabling and the buzzer emits an intermittent
guidance selection pilot light sound.
ON/OFF When the antenna “acquires” the wire
field the manual operation is disabled,
the buzzer emits a long sound and then
it stops. The pilot light is still on.
To disable the wire guidance mode
keep pressed for two seconds the wire
guidance selection push button (“OFF”).
The buzzer emits a long sound and then
it stops. The pilot light switches off.
Push button for wire Push button for wire guidance

guidance selection Wire guidance enabling mode selection OFF
ON/OFF pilot light
Push button for wire guidance
mode selection ON
Wire guidance enabling pilot

light
17
WIRE ACQUISITION
WIRE ACQUISITION ON THE LOAD WHEEL SIDE
In manual operation the truck is programmed to perform traction at full speed according to the traction
performance selected.
By pressing the wire guidance mode push button (“ON)”, the truck speed is limited to 0.8 km/h (0.49mi/h)
(fig.1).
When the antenna rev acquires the wire the EPS AC module disables the steer and starts controlling the
self-aligning (fig.2). In this step the antenna rev is very near to the wire and the truck stops to allow the
steering wheel to reach the steering angle (about 90°) that is necessary to approach the antenna fwd to
the wire.
If the wire is intersected with an angle of about 45°, during the self-aligning the steering wheel rotates more
than 90° (maximum 105°) to approach the antenna fwd to the wire.
When the antenna fwd acquires the wire (fig.3), the truck stops to allow the steering wheel to reach a
steering angle of about 0°. Then the steering wheel alignes perfectly the antenna fwd with the wire. This
step takes about 2 seconds, during which the traction speed is limited to 2.5 km/h (1.55mi/h).
When both antennas are perfectly aligned with the wire (lock-on mode - fig.4) the truck can perform trac-
tion at full speed.
If the truck approaches the wire at a too high speed or if intersects the wire with a too wide angle (higher
than 45°), the wire guidance mode cannot be enabled.
wire guidance push button “ON”

Fig. 1 Fig. 2
Fig. 3 Fig. 4
18
WIRE ACQUISITION ON THE STEERING WHEEL SIDE

In manual mode the truck is programmed to perform traction at full speed according to the traction perfor-
mance selected.
By pressing the wire guidance mode push button (“ON”), the truck speed is limited to 2.5 km/h (1.55mi/h)
(fig.1).
When the antenna fwd acquires the wire the EPS AC module disables the steer and starts controlling the
self-aligning (fig.2).
When both antennas are perfectly aligned with the wire (lock-on mode - fig.4) the truck can perform trac-
tion at full speed.
If the truck approaches the wire at a too high speed or if intersects the wire with a too wide angle (higher
than 45°), the wire guidance mode cannot be enabled.
wire guidance
push button
“ON”
Fig. 1 Fig. 2
Fig. 3 Fig. 4
19
WIRE GUIDANCE ADJUSTMENT

SIGNAL STRENGTH SETTING
Line Driver
When a new system is installed it can be necessary to adjust the alternating current signal strength sent
by the line driver according to the application conditions and the wire resistance. To adjust the signal stren-
gth connect a multimeter (Amp. a.c.) in series with the wire and act on the line driver potentiometer TM1
(trimmer) till the right current value is obtained (78 mA / 35 mA).
20
ADJUSTMENT
Set the following parameters to enable wire guidance system.
Operation system configuration
SICOS / config menu set options / wire guidance ON: present wire guidance
EPS AC / config menu set options / aut req type 1: wire guidance and self-centering
Set the distance (cm) between the axle of the load wheels and the axle of the traction wheel (see fig.1).
Axles distance setting
EPS AC / config menu adjustment / axle distance cm
parameter “axle distance cm” value

Fig. 1
The following setting procedure has to be carried out connecting the programming device to the EPS AC
module and communicating with the “FWD antenna” and “REV antenna” modules.
Module Module number Model type

Steering wheel FWD Antenna 0
11
Load wheel REV Antenna 1
Connection to EPS AC module and communication with FWD antenna

Set the wire frequency
Frequency setting
FW ANTENNA / main menu parameter change / line freq khz 5.2 kHz
6.2 kHz
7 kHz
10 kHz
21
Set the distance (mm) of the base of the antenna from the wire (fig.2).
Wire distance setting
FW ANTENNA / main menu parameter change / antenna height mm
antenna Fwd
parameter “antenna
height mm” value
wire Fig. 2
Put the truck with the antennas perfectly in the centre of the wire guidance.
Acquisition of the magnetic field of the wire
FW ANTENNA / config menu adjustment / strenght acq ON
Wait 5 seconds and then save the data pushing the buttons “OUT” and then “ENTER”.
To check if the signal has been acquired properly, is necessary to enter the MAIN MENU TESTER.
Signal acquisition testing
FW ANTENNA / main menu tester / field strenght
FW ANTENNA / main menu tester / aligned strenght
Both values must be equal or higher than 70%. If not, repeat the acquisition of the magnetic field of the
wire by the FWD antenna.
Connection to EPS AC module and communication with REV ANTENNA

Set the wire frequency
Frequency setting
REV ANTENNA / main menu parameter change / line freq khz 5.2 kHz
6.2 kHz
7 kHz
10 kHz
Set the distance (mm) of the base of the antenna from the wire (fig.3).
Wire distance setting
REV ANTENNA / main menu parameter change / antenna height mm
22
antenna Rev
parameter “antenna
height mm” value
wire
Fig. 3
Acquisition of the magnetic field of the wire

REV ANTENNA / config menu adjustment / strenght acq ON
Wait 5 seconds and then save the data pushing the buttons “OUT” and then “ENTER”.
To check if the signal has been acquired properly, is necessary to enter the MAIN MENU TESTER.
Signal acquisition testing
REV ANTENNA / main menu tester / field strenght
REV ANTENNA / main menu tester / aligned strenght
Both values must be equal or higher than 70%. If not, repeat the acquisition of the magnetic field of the
wire by the REV antenna.
Move the truck in traction wheel direction and verify the following tester
values:
EPS AC / main menu tester / side error fw
The average value needs to be around 0.
If the average value is higher than 0, increase the value of the parameter
EPS AC / config menu adjustment / set steer 0 pos (2500 mV) until
the side error fwd average value is around 0.
If the average value is lower than 0, decrease the value of the parame-
terEPS AC / config menu adjustment / set steer 0 pos (2500 mV) until
the side error fwd average value is around 0.
23
Move the truck in load wheels direction and verify the following tester
values:
EPS AC / main menu tester / side error rv
The average value needs to be around 0.
If the average value is higher than 0, decrease the value of the parameter
EPS AC / config menu adjustment / wg rev offset (2500 mV) until the
side error rev average value is around 0.
If the average value is lower than 0, increase the value of the parameter
EPS AC / config menu adjustment / wg rev offset (2500 mV) until the
side error rev average value is around 0.
Move the truck in traction wheel direction.

If the truck does strong oscillations on the wire, reduce the level of the
parameters:
EPS AC / config menu adjustment / wg fw gain
EPS AC / config menu adjustment / wg fw pot
Move the truck in load wheels direction.

If the truck does strong oscillations on the wire, reduce the level of the
parameters:
EPS AC / config menu adjustment / wg rev gain
EPS AC / config menu adjustment / wg rev pot
24
EPS AC MODULE TROUBLESHOOTING

“Micro slave ko”
Cause:
This alarm occurs if the main microprocessor is detecting the direction of the stepper motor not matched
with the direction of the stepper motor that the slave microprocessor is detecting.
Remedy:
It is necessary to replace the Controller.
“Micro slave #4”

Cause:
It occurs in one of the following conditions:
• The main microprocessor sends an analog signal towards the slave microprocessor to reset the slave
microprocessor on demand. When the slave microprocessor detects this analog signal external to a
window from 2.2 to 2.8 and not in the range to generate the reset on demand, the slave microprocessor
raises this alarm.
• If the slave microprocessor detects the field in the motor rotates in the opposite direction respect to the
sign of the stepper motor speed, this alarm occurs (stepper motor version).
• If the slave microprocessor detects the field in the motor rotates in the opposite direction respect to the
commanded position, this alarm occurs (RTC version and autocentring).
Remedy:
“Micro slave #8”

Cause:
It occurs when the encoder counting of the main microprocessor is not matched with the encoder counting
of the slave microprocessor .
Remedy:
“Micro slave”
Cause:
It occurs when the information on the status bus between the main microprocessor and the slave microproc-
essor is frozen to the 0FF value (the slave microprocessor does not update the status bus configuration).
Remedy:
“Input error #1”

Cause:
It occurs when the voltage on B1 (NK1: Lower Potential Terminal of the Safety Contacts) is higher than
16V before to turn the safety contacts closed.
Remedy:
When the safety contacts are open, the voltage on B1 is expected to be close to 0 Volt and this is independ-
ent from whether the safety contacts are connected to a plus battery or to a minus battery. The worst case
is case 1. Then, when the safety contacts are open, B1 is connected to a minus battery through a load.
Only a harness mistake may connect NK1 to a higher than 16V voltage.
25
“Serial err #1”

Cause:
Main microprocessor and Slave microprocessor communicate via a local serial interface. This alarm oc-
curs when the slave microprocessor does not receive the communication from the main microprocessor
through this serial interface.
Remedy:
“Slave com error”

Cause:
Main microprocessor and Slave microprocessor communicate via a local serial interface. This alarm oc-
curs when the main microprocessor does not receive the communication from the slave microprocessor
through this serial interface.
Remedy:
“Slave watch dog”

Cause:
Every 16msec, inside the code cycle, the main microprocessor rises an then lowers an input for the slave
microprocessor (SYNC). When the slave microprocessor detects no edge for more than 100 msec on this
input, this alarm occurs. This is just a watch dog function: when the main microprocessor does not execute
the code cycle it does not update the SYNC signal and the slave microprocessor cuts off the steer and
traction.
Remedy:
“KM closed”
Cause:
This alarm occurs at key on if the slave microprocessor detects the safety contact, of the main microproc-
essor, closed prior to be commanded.
Remedy:
This alarm occurs if the connection B7 (K1) is around a voltage of 16 Volt when switching on the key. In
fact, when the safety contacts are open, K1 is expected being connected to a battery voltage (not 16 Volt).
Search for a harness problem or replace the controller.
“KS closed”
Cause:
This alarm occurs at key on if the main microprocessor detects the safety contact, of the slave microproc-
essor, closed prior to be commanded.
Remedy:
This alarm occurs if the connection B1 (NK1) is around a voltage of 16Vdc when switching on the key. In
fact, when the safety contacts are open, NK1 is expected being connected to a minus battery voltage (not
16 Volt). Search for a harness problem or replace the controller.
26
“KS open”
Cause:
This alarm occurs if the main microprocessor detects the safety contact, of the slave microprocessor, open
when expected being closed.
Remedy:
“High current”
Cause:
This alarm occurs if the circuit to limit via hardware the current in the motor is always active.
Remedy:
Check the motor is suited to work with the EPS AC WG (not oversized). Otherwise it is necessary to replace
the Controller.
“Power failure #1”

Cause:
This alarm occurs when the current in the phase U of the motor is zero and the motor is commanded for
moving.
Remedy:
Check the battery positive arrives to the controller. Check the continuity of the motor cable phase U. Oth-
erwise it is necessary to replace the Controller.

Cause:
This alarm occurs when the current in the phase V of the motor is zero and the motor is commanded for
moving.
Remedy:
Check the battery positive arrives to the controller. Check the continuity of the motor cable phase V. Oth-

Cause:
This alarm occurs when the current in the phase W of the motor is zero and the motor is commanded for
moving.
Remedy:
Check the battery positive arrives to the controller. Check the continuity of the motor cable phase W. Oth-
“Logic failure #1”

Cause:
This alarm occurs when the real voltage between phases U and V of the motor is different from the de-
sired.
Remedy:
27

Cause:
This alarm occurs when the real voltage between phases U and W of the motor is different from the de-
sired.
Remedy:
“Main cont. open”

Cause:
This alarm occurs only when the setting CAN BUS is present. Then the EPS AC controller waits for a via
CAN information that the traction controller has closed the main contactor. If this information lacks more
than about 1.5 seconds, this alarm occurs.
Remedy:
Find, on the traction controller, the reason for keeping the main contactor open.
“Can bus KO”

Cause:
This alarm occurs only when the setting CAN BUS is present. Then the EPS AC controller must receive
the event messages from the traction controller. If these messages lack more than about 1sec, this alarm
occurs.
Remedy:
Check the CAN Bus communication system and analyse the frames from the traction controller to the steer
controllers.
“Path out”
Cause:
This alarm occurs in WG mode if the truck is lock-on and at least one antenna looses the field.
Remedy:
Check the truck is still on the wire, there is the current in the inductive wire and the antennas are right
working.
“Motor locked”
Cause:
This alarm occurs if the current in the steering motor stays close to the maximum current longer than
1sec.
Remedy:
Search for a mechanical problem locking the motor.
“D line sensor KO”

Cause:
This alarm occurs when the mean voltage on the Direct line of the stepper motor (connection B3) is not
null: the voltage on every stepper motor line is a sine wave with null mean voltage.
Remedy:
Check the continuity of the stepper motor connections. In particular the resistance between B3 and the
minus battery (with the stepper motor at rest) is expected being very low (close to 30 ohms).
28
“Q line sensor KO”

Cause:
This alarm occurs when the mean voltage on the Quadrature line of the stepper motor (connection B9) is
not null: the voltage on every stepper motor line is a sine wave with null mean voltage.
Remedy:
Check the continuity of the stepper motor connections. In particular the resistance between B9 and the
minus battery (with the stepper motor at rest) is expected being very low (close to 30 ohms).
“S.P out of range”

Cause:
This alarm occurs for a fault on the command potentiometer (CPOC1 on B3, OC2 on B9).
When a single command potentiometer is chosen, the alarm occurs if its wiper exits the range from 0.8
Volt to 4.2 Volt.
When the double potentiometer is chosen, the alarm occurs if the sum of the two wiper voltages
(CPOC1+CPOC2) exits the range from 4.5 Volt to 5.5 Volt.
Remedy:
Check the connections of the potentiometer. This alarm occurs when one connection of the command
potentiometer is broken.
“FB sensor lock”

Cause:
This alarm occurs if the feedback encoder counting does not change even if the steering motor is com-
manded for moving.
Remedy:
Check the encoder is right working. Search for a mechanical problem locking the motor.
“Bad encoder sign”

Cause:
This alarm occurs if the encoder counting increases in the opposite direction. When the frequency in the
motor is positive, the encoder counting is expected being positive too. Otherwise this alarm occurs.
Remedy:
Swap the two channels of the encoder in between A16 and A17.
“Angle”
Cause:
This alarm can occur in WG mode if the steered wheel oscillates in lock-on mode for bouncing or instabil-
ity.
Remedy:
Switch the key off and on. If the problem occurs again carry out a CLEAR EEPROM operation. Consult the
“Answers” section of the contact management system (CMS) for instructions about the CLEAR EEPROM
procedure.
“Position error”
Cause:
This alarm occurs for an error in the redundant test of the feedback sensors. With the feedback encoder
used together the straight- ahead toggle switch, this alarm occurs if the level of the straight ahead switch
is not matched with the direction of the steered wheel.
29
This alarm occurs when:

• the tester parameter EPS AC / main menu tester / end stroke cw is ON and the tester parameter EPS
AC / main menu tester / feedback enc is lower than 2 Volt.
• The tester parameter EPS AC / main menu tester / end stroke cw is OFF and the tester parameter EPS
AC / main menu tester / feedback enc is higher than 3 Volt.
Remedy:
Check the toggle switch connected to B12 is right working. Verify also the sensor bearing in the motor
(encoder) has not a slip (the sensor bearing has two rings: one is connected to the rotor shaft; the other is
connected to the motor frame. Check these two rings are strictly connected to their structure without slip.
“Steer sensor KO”

Cause:
This alarm occurs if the command potentiometer (CPOC1 On B3 or CPOC2 on B9) changes with a jerk
larger than 1 Volt in 16 msec. This alarm is used to catch a discontinuity in the voltages of the command
potentiometer.
Remedy:
Replace the double potentiometer.
“Stepper mot mism”

Cause:
This alarm occurs if the frequency and the amplitude of the voltages exits the stepper motor lines are mis-
matched in between (i.e. the voltage from the D and Q line of the stepper motor have high amplitude but
with very low frequency). In normal condition when the amplitude of the stepper motor lines increases, the
frequency of the stepper motor lines must increase too.
Remedy:
“EEPROM KO”
Cause:
It’s due to a hardware or software defect of the non-volatile embedded memory supporting the controller
parameters.
Remedy:
Carry out a CLEAR EEPROM operation. Consult the “Answers” section of the contact management system
(CMS) for instructions about the CLEAR EEPROM procedure.
Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to replace
the controller.
“Gain EEPROM KO”

Cause:
The parameters to compensate for the gain of the current amplifiers (factory set parameters) are recorded
in a not volatile memory (eeprom) with a redundant handling. In fact every adjustment is recorded in three
eeprom locations. If the values in these three locations are different in between this alarm occurs.
Remedy:
30
“Current gain”
Cause:
This alarm occurs when the current amplification gain compensation parameters (factory set parameters)
have incorrect default values (i.e. the maximum current was not regulated). It occurs also if the current shunt
thermal sensor measures a temperature outside the range –30°C to +75°C degrees prior of the maximum
current regulation.
Remedy:
Check the termal sensor, if It is ok carry out a CLEAR EEPROM operation. Consult the “Answers” section
of the contact management system (CMS) for instructions about the CLEAR EEPROM procedure.
“Lateral out”
Cause:
This alarm occurs in WG mode if the truck is lock-on and at least one antenna’s error overtakes the thresh-
olds set by factory parameters. In FWD direction, only the error in the FWD antenna is used to raise this
alarm.
Remedy:
“SL. lateral out”

Cause:
The slave microprocessor makes its own diagnosis on the antenna errors. The slave microprocessor raises
this alarm if the truck is lock-on and at least one antenna’s error overtakes a fixed threshold of 100 mm
(3.93 in).
Remedy:
This alarm should never occur because the main microprocessor must discover a lateral out condition early
than the slave microprocessor. So, replace the controller in case of SL. LATERAL OUT alarm.
“High temperature”
Cause:
This alarm occurs if either the temperature of the controller base plate overtakes 75°C or the thermal sen-
sor on the current shunt measures a temperature outside the range –45°C to +160°C.
Remedy:
If the cause is a temperature higher 75°C, improve the cooling of the controller; otherwise it is necessary
to replace the controller.
“Motor temperat.”
Cause:
This alarm occurs when the thermal sensor inside the motor measures a temperature higher than 150°C.
It occurs also when trying to acquire the motor resistance with a temperature in the motor higher than
150°C.
Remedy:
Check the thermal sensor in the motor is right working. If it is, improve the cooling of the motor.
31
“Antenna stuff.”
Cause:
This alarm occurs when at least one antenna has a wrong stuffing sequence of the CAN Bus frame. The
stuffing sequence is used to discover whether the program of at least one antenna is frozen.
Remedy:
It is necessary to replace the antennas.
“Ant. missing”
Cause:
This alarm occurs when at least one antenna does not communicate with the EPS AC controller via the
local CAN Bus.
Remedy:
Try to activate the communication with the FWD and REV antenna using the programming device connected
to the EPS AC controller. Replace the antenna that it is not possible to communicate with.
“Antenna failure”
Cause:
This alarm occurs when one antenna is alarmed.
Remedy:
to the EPS AC controller. Replace the alarmed antenna.
“SL ant. missing”

Cause:
The slave microprocessor makes its own diagnosis on the communication with the antennas via local CAN
Bus. This alarm occurs when the slave microprocessor is not able to communicate with one antenna.
Remedy:
to the EPS AC controller. Replace the antenna that it is not possible to communicate with.
“STBY I High”
Cause:
This alarm occurs two ways:
• In the initial rest state after key on, if the outputs of the current amplifiers are not comprised in the window
2.2 to 2.8 Volt.
• After the initial diagnosis this alarm occurs when the outputs of the current amplifiers at rest, have a drift
larger than +/-0.15V.
Remedy:
It is necessary to replace the controller.
“VMN not OK”

Cause:
This alarm occurs in the initial rest state after key on if the outputs of the motor voltage amplifiers are not
in the window from 2.2 to 2.8 Volt.
32
Remedy:

Cause:
This alarm occurs in the rest state if the output of the voltage amplifier of the phase V - U have a drift larger
than +/-0.25 Volt.
Remedy:

Cause:
This alarm occurs in the rest state if the output of the voltage amplifier of the phase U - W have a drift larger
than +/-0.25 Volt.
Remedy:
“High temperature”
Cause:
This alarm occurs when the temperature of the base plate is higher than 78°C. Then the maximum current
decreases proportionally with the temperature increases from 78°C up to 100°. At 100°C the Current is
limited to 0 Amps.
Remedy:
Improve the air cooling of the controller.
“Data acquisition”
Cause:
This alarm occurs when the acquiring the motor resistance or when adjusting the parameters to compensate
for the gain of the current amplifiers (maximum current factory adjusted).
Remedy:
Recycle the key.
“Steer hazard”
Cause:
This is just a warning to inform that the steering controller is limiting the angle in the steering direction. No
speed reduction occurs on the traction.
“Looking for path”

Cause:
This is just a warning to inform that the truck is acquiring the wire in WG mode. The truck speed will be
reduced properly.
33
“Loosing path”
Cause:
This is just a warning to inform that the truck in lock-on mode is having a lateral drift larger than ¾ of the
threshold for the LATERAL OUT alarm. The truck speed will be reduced properly.
“Losing straight”
Cause:
This is just a warning to inform that the truck in lock-on mode has a steered wheel angle larger than 1.5
times the limiting value. An angle alarm cuts off the truck if the steered wheel angle overtakes two times
the limiting value. The truck speed will be reduced properly.
“Waiting data”
Cause:
At key-on the EPS AC controller asks to the traction controller to send a list of parameters via CAN Bus.
From the request until the parameters are correctly relieved, this warning occurs. The steer is not activated
yet and the safety relays remain open when this warning is present.
“Waiting for track”

Cause:
At key-on the EPS AC controller needs an assent from the traction controller to close the safety contacts
and to turn onto operational mode. Until this assent is not relieved, this warning occurs. The steer is not
activated yet and the safety relays remain open when this warning is present.
“EPS not aligned”

Cause:
This is a real alarm that cut off the traction. It occurs at the initial alignment if the straight-ahead condition
is not matched within 6 sec. Throughout this 6 secs delay, the steer is not activated yet, the safety relays
are open and the traction is stopped.
“Emergency”
Cause:
This Alarm occurs when the operator pushes the VNA emergency button.
34
ANTENNA MODULE TROUBLESHOOTING

When the antenna is alarmed the diagnostic led flashes quickly.
“Coil mismatch”
Cause:
The antenna has jut one coil detecting the side position against the wire (side error). If its network breaks
down, the side error is null even in case of a very big error (dangerous situation of deviation from the wire
not detected). To solve this problem, the side position coil is processed with two different networks (two
filters, two automatic gain controls, two separate modulation systems). These network outlets are expected
to be identical.
This alarm occurs if the two networks detect a lateral deviation higher than 50mm (1.96 in).
Remedy:
Replace the antenna.
“Coil open”
Cause:
This alarm occurs if the coil detecting the side position against the wire is disconnected.
Remedy:
“Eeprom ko”
Cause:
This alarm occurs when the memory area containing the adjustment parameters is damaged.
Remedy:
35
Part n°: 1641566 Revision: 2 (06/2008)

Technical Information For Hyster Customer Care Centres

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Technical Information For Hyster Customer Care Centres

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Part n°: 1641566 Revision: 2 (06/2008)

Technical information for

This manual is addressed to the skilled technicians of Hyster

EPS AC / wire guidance

STEERING SYSTEM AND WIRE GUIDANCE ELECTRIC COMPONENTS

Steering motor encoder

Steering wheel position sensor

“EPS AC” MODULE

Frequency and current in the wire modes:

Frequency tolerance: ....................................................................± 20 Hz

fwd rev wire

fwd rev wire

CONNECTION AND POSSIBLE CONFIGURATIONS

Fwd antenna Rev antenna

Display parameter of stepper motor position:

The hall effect double potentiometer is contained

STEERING MOTOR ENCODER

Encoder position display parameter:

STEERING WHEEL POSITION SENSOR

The sensor is fixed to the steering unit support plate.

steering wheel position

steering unit support sensor reading cam

DESCRIPTION OF EPS AC MODULE PARAMETERS

MAIN MENU PARAMETER CHANGE

0 = no revolving speed reduction

0 = no revolving speed reduction

0 = high reduction of rotation speed

0 = high reduction of rotation speed

CONFIG MENU SET OPTIONS

1 = wire guidance and self-

ON: the diagnosis is enabled

CONFIG MENU ADJUSTMENTS

SET BATTERY value in Volt

MAX MANUAL ANGLE %

MIN MANUAL ANGLE %

REV DISPLACE CM cm (negative)

SET MIN ENCODER Volt

SET MAX ENCODER Volt

ZERO SP POT acquisition value

Value modifiable with intervals of

Value modifiable with intervals of

VERSIONE CON DOPPIO POTENZIOMETRO

MAIN MENU PARAMETER CHANGE

0 = high reduction of revolving speed

0 = high reduction of revolving speed

0 = no rotation speed reduction

DESCRIPTION OF “ANTENNA FWD” AND “ANTENNA REV” MODULE PARA-

0 = no lead (derivative) correction

0 = no lead (derivative) correction

0 = the antenna is very insensitive.

CONFIG MENU ADJUSTMENTS

WIRE GUIDANCE OPERATION

Push button for wire Push button for wire guidance

Wire guidance enabling pilot

wire guidance push button “ON”

WIRE ACQUISITION ON THE STEERING WHEEL SIDE

WIRE GUIDANCE ADJUSTMENT

parameter “axle distance cm” value

Module Module number Model type

Connection to EPS AC module and communication with FWD antenna

Connection to EPS AC module and communication with REV ANTENNA

Acquisition of the magnetic field of the wire