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1.0 INTRODUÇÃO
Este equipamento permite a direção assistida controlada manualmente e a centragem automática. A direção
controlada manualmente pode usar um tacogerador ou um motor de passo fixo no volante. A operação de
centragem automática requer um dispositivo fixado mecanicamente na unidade de acionamento motorizado
(MDU). Este dispositivo pode ser um potenciômetro ou um codificador, o sistema adotado pela NACCO fornece um
codificador montado no eixo do motor da direção.
O MDU utiliza um motor de indução trifásica barato, robusto e sem necessidade de manutenção.
A interface CAN integrada facilita e agiliza a troca de comunicação entre o nosso EPS e outros controladores
colocados no caminhão, ampliando potencialmente o desempenho da direção para orientar a equalização da
velocidade de tração, o gerenciamento CAN de um aplicativo de orientação por fio e assim por diante.
As opções de configuração, ajuste de direção, funções de medição e operações de resolução de problemas são
integralmente suportadas pelo controlador portátil equipado com o número de release CKULTRA ZP3.01 ou
posterior do Eprom.
Maior segurança e operação são fornecidas por dois microprocessadores: o primeiro deles executa operações e o
segundo executa funções de supervisor.
Os microprocessadores combinados com o controlador de mão tornam a manutenção fácil e direta, reduzindo o
tempo de ajuste e de solução de problemas. Aumento do desempenho do motor de direção e redução dos níveis
de ruído são obtidos usando a tecnologia MOSFET.

2.0 COMPONENTES DO SISTEMA

O equipamento EPS_AC consiste nas seguintes partes:

2.1 UNIDADE DE CONTROLE DE DIREÇÃO DO MOTOR SERVO

Consiste em uma unidade de controle usando a lógica marcada ADCZPA0D, que opera o motor CA para a direção
de centralização manual e automática.

Unidade de 48Vbatt fornece uma corrente máxima de 50Amps (Reach Truck AC)

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2.2 CONSOLE DO OPERADOR

A unidade de controle pode suportar os seguintes dispositivos normalmente fixados no console do operador.

1) Key switch
2) Manual/automatic centering selection switch (AUTOSEL).
3) A status device (BUZZER).
4) A steer angle indicator gauge.The steering system includes a three phase AC induction motor with a maximum
rated power of:

2.3 AC STEERING SERVO MOTOR

- 30A current rating (Imax=70A) if the battery voltage is 48Vdc. (about 1KW rated power motor).

The gear box should be chosen so that the complete 180° MDU rotation takes 3 to 6 seconds at the maximum
steer speed.

2.4 STEERING HANDLE

This is a multi-turn steering handle or wheel attacched to a command device. There are two option:
1) tacho-generator. This solution requires just a two wire connection.
2) stepper motor. This solution requires either a six wire connection or an optional three wire connection.
This last device has a frictional linkage because there is no gear box.

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Mounting the command device to eliminate axial or radial loading on the input shaft is important for reliable
operation.

NOTE: All trucks use only the stepper motor system- on the EPS AC, the tacho system is never used.

2.5 MOTOR SHAFT ENCODER

For the EPS AC controller to function correctly, it is necessary to connect an encoder installed on the shaft of the
steering motor. The encoder is necessary to carry out the following functions:

1. To increase the safety level

2. To execute the automatic centering operation
3. To manage the steer indicator
4. To replace the limit switches

This encoder has a resolution of 64 pulses per rotation: it is connected to Pin #6 CNA (Supply Positive Voltage =
5Vdc), Pin #7 CNA (Supply Negative Voltage = GND), Pin #16 CNA ( Channel A), Pin #17 CNA (channel B).

The encoder is fundamental for the correct functioning of electronic controllers of asynchronous AC motors. Its
function is to supply the controller with information relative to intant speed, acceleration, motor braking and
direction of rotation (particularly important for the steering controller). For these reasons, the encoder must be
installed on the motor shaft. When the controller has this rotation signal, it can maintain constant rotation speed
for example with traction when the truck descends a ramp. To know the direction of rotation is usefull to control
the direction of travel, usefull when the 360° steering system is installed.

2.5.1 COMPONENT DESCRIPTION

The kind of encoder used is a 'sensorised bearing' installed in the upper parte of each motor (traction, pump,
steering) to guide the motor shaft (Ref.A Fig.2)

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The inner (rotating) ring of the bearing, has a series of polarized north-south magnets fixed to it by means of a
plastic ring.
On the inside of the external (fixed) ring of the bearing there is a sensor, when the inner ring (and also the
armature) rotates, the alternation of the magnetic polarity is read generating a sequence of on-off signals (square
wave form).
The number of impulses per revolution depends on th enumber of magnets present in the bearing.
The encoders used on our motors emit 64 impulses per revolution.
Each encoder has 2 outputs that are dephased by 90° to each other, this allows the electronic controller to
understand the direction of rotation of the motor by observing the sequence of the outputs - either on-off or off-
on.

ENCODER INPUT/OUTPUT

NOTE: The 12V encoders have a different Part Number than the 5V encoders.Make sure thay are
connected to the correct power supply to avoid damage.

CONNECTION TO THE CONTROL MODULE

See 'Electrical System' section of the service manuals relative to the models using this device.

INSTALLATION ON THE MOTOR

See 'Mechanical' section of the service manuals relative to the models using this device.

3.0 ELECTRICAL SPECIFICATIONS

3.1 BATTERY VOLTAGE RANGE

48 48 VDC

3.2 STEERING MOTOR CURRENT RANGE

48 IMAX 70AAC. ADJUSTABLE WITH THE HAND HELD CONTROLLER

3.3 COMMAND DEVICE SPECIFICATIONS

3.3.1 STEPPER MOTOR - MECHANICAL SPECIFICATION

The Stepper Motor is used as a command device. This Stepper Motor is three wires connected. For a correct
connection, the two COM terminals of the stepper motor have to be joined in the stepper motor side before
converging to their GND reference (Pin #4 CNB).

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Stepper motors are different from normal electric motors in that they have a permanent magnet as armature. This
means that at each input impulse to the stator, the armature turns in a very small fraction of a second by a certain
angle, this angle is determined by the constructive characteristics of the motor. A nearly instant arrest follows with
high torque keeping the armatureer in position. Rotation is a result of a certain number of impulses, inertia
following these impulses is nearly inexistant, the motor becomes indispensable in commanding digital that
substitute always more often the analogical, continuous systems that are commanded by a switch that is inserted
at the beginning of operation and remains insertefd until the end. Rotation is CW or CCw depending on the pattern
of the impulses.
The stepper motor can be used both with Alternating and Direct Current. In our case, the motor is used as a
generator, manually turning the armature, the stepper motor behaves as an AC generator. The rotation of the
magnets that make up the armature induces a sinusoidal electromagnetic force on the field 90° dephased. The
amplitude and frequency are proportional to the rotation speed of the armature. The logic analyses and transforms
the signal in two opposed signals to differentiate rotation direction.

4.0 MECHANICAL SPECIFICATIONS

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5.0 SYSTEM DESCRIPTION

5.1 MANUAL STEERING WITH STEPPER MOTOR

This option uses a stepper motor attached to the steering wheel to convert the steering wheel rotation into an
electrical signal. The control logic sets the steer servo-motor in motion at a speed that increases with the speed of
the steering wheel. Steering sensitivity and maximum speed are adjustable by using the hand held controller.

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5.2 AUTOMATIC CENTERING

At key on, the EPS AC unit receives an input from the steering position induction sensor that reads the 'cam' fitted
inside the gear crown on the MDU unit (see Fig.5.2). When the sensor reads the cam at key on, the EPS AC unit
gives instruction to the steering motor to turn the MDU in counterclockwise (CCW) direction until the sensor no
longer reads the cam, a small adjustment is then carried out using the settings given in the fine adjustment
procedure (SET STEER 0-POS) and the wheel is centered. Contrarily, when at key on the sensor does not read the
cam, the EPS AC unit gives instruction to the steering motor to turn the MDU in clockwise (CW) direction until the
sensor reads the cam, a small adjustment is then carried out using the settings given in the fine adjustment
procedure (SET STEER 0-POS) and the wheel is centered.

Fine adjustment procedure is laid out in paragraph 8.0 SETTING THE STEERING.

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