Description

Technical specifications – “Dualac2”

Inverter for pairs of AC asynchronous 3-phase motors

Regenerative braking functions

Can-bus interface

Flash memory (256 Kbytes On-Chip Program Memory, each microcontroller)

Digital control based upon a microcontroller (one per each motor)

Voltage:…………………………………………………………………….24 – 36 – 48 – 72 – 80 V

Maximum current (24 V):……………………………..350 A (RMS) for 3′ per each motor

Maximum current (36/48 V):…………………………320 A (RMS) for 3′ per each motor

Maximum current (72/80 V):…………………………300 A (RMS) for 2′ per each motor

Operating frequency:………………………………………………………………………….. 8 kHz

External temperature range: …………………………………………………… -30 °C ÷ 40 °C

Maximum inverter temperature (at full power): ………………………………………..75 °C

1) WATCH DOG

It is a self-diagnosis test within the logic between Master and Slave

µcontrollers. This alarm could also be caused by a canbus malfunctioning,

which blinds Master-Slave communication. So, before replacing the

controller, check the canbus.

2) LOGIC FAILURE #3

Fault in the hardware section of the logic board which manages the hardware

current protection. Replace the logic board.

3) LOGIC FAILURE #2

Fault in the hardware section of the logic board which manages the phase’ s

voltage feedback. Replace the logic board.

4) LOGIC FAILURE #1

This alarm signals that the undervoltage / overvoltage protection interrupt has

been triggered. Two possible reasons:

1. B) A real undervoltage / overvoltage situation happened.
2. C) Fault in the hardware section of the logic board which manages the

overvoltage protection. Replace the logic card.

5) VMN LOW, VMN HIGH

The test is carried out during initial diagnosis and in standby.

Possible causes:

1. D) problem with the motor connections or the motor power circuit; check if

the 3 phases are correctly connected; check if there’s a dispersion of the

motor to truck frame.

1. E) fault in the inverter power section, replace the controller.

6) STBY I HIGH

The µCs verify if the feedback of current sensors device output is within the

zero current window. Possible causes of the alarm:

1. A) current sensor failure;
2. B) failure in the logic card: first replace the logic card; if the defect persists,

replace the power unit.

7) CAPACITOR CHARGE

Follows the charging capacitor system:

When the key is switched ON, the inverter tries to charge the capacitor

through a power resistance, and check if the capacitor are charged within a

timeout. If they do not charge, an alarm is signalled; the main contactor is not

closed.

Possible reasons:

1. A) the charging resistance is opened.
2. B) The charging circuit has a failure.
3. C) There is a problem in the power section.

8) MAIN CONTACTOR ALARMS

COIL SHORTED:

When the key is switched ON the µController checks the LC coil driver

shortcircuit protection hardware. If it does not react in a correct way to the µC

stimulus, the alarm is signalled. Replace the logic board. When the fault

occurs while the LC is closed, the alarm signals a shortcircuit across LC coil.

Check if there are external shortcircuit and if the ohmic value of the MC coil is

correct; otherwise replace the logic.

DRIVER SHORTED:

When the key is switched ON, the µC checks that the LC coil driver is not

shorted; if it is, this alarm is signalled. Preliminary, check if there is an

external short or low impedance pull-down between NLC (C26) and -BATT. If

no external causes can be found out, replace the controller.

CONTACTOR DRIVER:

When the initial diagnosis is finished, the traction logic closes the LC and

checks the voltage on the Drain of the driver. If this is not low , the driver is

not able to close an alarm is signalled. Replace the logic.

CONTACTOR OPEN:

The main contactor coil has been driven by the logic board, but the contactor

does not close. Two possible reasons:

1. A) the wires to the coil are interrupted or not well connected.
2. B) the contact of the contactor is not properly working (does not pull-in).

CONTACTOR CLOSED:

Before driving the LC coil, the controller checks if the LC contact is stuck.

The controller drives the bridge for a while, trying to discharge the capacitor

bank. If they don’t discharge, the fault condition is entered. It is suggested to

check the contactor contact, if it is mechanically stuck.

9) ENCODER ERROR

This alarm is signalled in following condition: the frequency supplied to the

motor is higher than 20 Hz, and the signal feedback from the encoder has a

jump higher than 20 Hz in few tens millisecond. This condition clearly shows

a malfunctioning of the encoder signal. It is suggested to preliminary check

the encoder wiring; if no fault is found in the wiring it is necessary to replace

the encoder.

10) STEER SENSOR KO

This is an alarm which signals an out of range of the steering potentiometer

signal. The fault condition is entered in these two following conditions:

1. A) the “Set steer 0 pos” (straight wheels programming) parameter is wrong

(lower than “Set steer min” or higher than “Set steer max”).

1. B) the feedback signal of the steering potentiometer is outside the window

defined by “Set steer min” and “Set steer max” parameters.

In the first case, repeat the steering potentiometer acquisition. In the second

case, check the steering poti and its wiring. Eventually, repeat again the

steering potentiometer acquisition.

11) PEDAL WIRE KO

This alarm is signalled if a fault is detected in the accelerator unit wiring

(NPOT or PPOT cable is interrupted).

12) WRONG SET BATTERY

When the key is turned ON, the controller check the battery voltage and

compares it with the “SET BATTERY” parameter setting. If the actual value is

20% higher or lower than nominal value, the fault condition is entered.

Replace the battery with a correct battery.

13) SLAVE KO

Slave and Master µCs perform a cross-check in order to verify their

functionality. If the MASTER detects SLAVE µC malfunctioning, it brings the

controller in a safe status opening the power bridge and the Line Contactor.

14) MASTER KO

Slave and Master µCs perform a cross-check in order to verify their

functionality. There are two conditions under which slave enters this fault

condition:

1. A) the SLAVE µC receives incoherent can message from the MASTER µC
2. B) the SLAVE µC compares the inputs status and the related MASTER

operations, and find they are not coherent.

In both cases, the SLAVE brings the controller to a safe status opening the

power bridge and the Line contactor.

15) INPUT MISMATCH

Safety related inputs (Fw direction, Rev direction, accelerator ENABLE,

SEAT switch) are input to both microcontrollers by independent hw circuit.

The two µCs read these inputs and compare by exchanging related status on

the canbus. If the SLAVE µC finds a mismatch between its inputs and

MASTER inputs, it brings the controller to a safe status opening the power

bridge and the Line contactor.

16) AUX OUTPUT KO

The µP checks the driver of the electromechanical brake coil. If the status of

the driver output does not correspond to the signal coming from the µP, the

alarm is signalled. It is suggested to preliminary check if there is an external

short or low impedance pull-down between NAUX (C31) and -BATT. If no

external cause can be found, replace the logic card.

17) EEPROM KO

Fault in the area of memory in which the adjustment parameters are stored;

this alarm does not inhibits truck operation, but the controller will use default

parameters. If the defect persists when the key is switched OFF and ON

again, replace the logic. If the alarm disappears, remember that the

parameters stored previously have been cancelled and replaced by the

default values.

18) HIGH TEMPERATURE

Master or Slave or both temperatures are greater than 75°C. The maximum

current is reduced proportionally to the temperature increase. At 100°C the

max current of both inverter is reduced to zero.

If the alarm is signalled when the controller is cold:

1. A) thermal sensor failure;
2. B) failure in the logic card.
3. 19) MOTOR TEMPERATURE This warning is signalled if right or left or both motors temperature switchesopen (digital sensor) or if the analog signals overtakes the cut off level. If it

   happens when the motor is cold, check the wiring. If all is ok, replace the

   logic board.

   20) BATTERY LOW

   If the “battery check” option is ON, a battery discharge algorithm is carried

   out. When the charge level is 20% , this alarm is signalled and the current is

   reduced to the half of the programmed level.

   21) VACC NOT OK

   The test is made in standby. This alarm indicates that the accelerator voltage

   is 1 V greater than the minimum value programmed by the PROGRAM

   VACC function.

   Possible causes:

   1. A) the potentiometer is not correctly calibrated;
   2. B) the potentiometer is defective.

   22) INCORRECT START

   This alarm signals an incorrect starting sequence. Possible causes:

   1. A) Fw or Rev or Enable microswitch failure;
   2. B) error in sequence made by the operator;
   3. C) incorrect wiring;
   4. D) if the default persists after checking the harness, replace the logic.

   23) FORW + BACK

   The test is carried out continuously. An alarm is signalled when a double

   running request is made simultaneously. Possible causes:

   1. A) defective wiring;
   2. B) running microswitch failure;
   3. C) incorrect operation;
   4. D) if the defect persists, replace the logic.

   24) THERMIC SENSOR KO

   The range of inverter temperature sensor is always checked and a warning is

   signalled if it is out of range.

   When this alarm is signalled, the maximum current of the controller is

   reduced to half.

   25) WAITING FOR NODE #4

   The Slave has detected a failure, the Master cannot close the main contactor

   because of the alarm status of the Slave (which the Master knows by the

   CAN-BUS line). The failure must be looked for in the Slave controller, use the

   remote console to get connection to the Slave µC.

   26) WAITING FOR NODE #3

   The Master µC has detected a fault condition, the Slave is aware of this

   thanks to canbus communication; it cannot drive the motor until the Master

   has resolved its problem. The fault has to be looked for in the Master.

   27) NO CAN MESSAGE #4

   Master (node #3) signals that it has lost can communication with the Slave

   (node #4). This fault could be determined by a problem in the truck canbus

   line or by an internal problem in the controller logic card.

   It is suggested to preliminary check canbus connection.

   28) NO CAN MESSAGE #3

   Slave (node #4) signals that it has lost can communication with the Master

   (node #3). This fault could be determined by a problem in the truck canbus

   line or by an internal problem in the controller logic card.

   It is suggested to preliminary check canbus connection.

   29) SLAVE WARNING

   The slave has a warning. Connect to the slave with the hand set console and

   check the warning.

   30) HANDBRAKE

   This warning occurs when the operator try to travel with the handbrake

   active. Possible causes:

   1. A) handbrake microswitch failure;
   2. B) incorrect wiring;
   3. C) if the defect persists, replace the logic.

   31) DATA ACQUISITION

   This warning signals that the inverter is in the acquisition of the current gains

   phase; it ends when the acquisition is done.

   32) CHECK UP NEEDED

   This is just a warning to call for the time programmed maintenance. It is just

   enough to turn the CHECK UP DONE option to level ON after the

   maintenance is executed.

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