萨牌仪表说明书 叉车资料

有关叉车说明书的内容有关叉车说明书的内容篇一：12t叉车说明书前言本说明书主要介绍重装系列12-13.5t叉车的有关性能、结构、操作和维修保养等方面内容，以便操作人员了解叉车，正确地使用和维修。

叉车在使用过程中，用户的有关操作人员和设备管理人员应认真执行本说明书上对叉车的要求和规定，使叉车经常保持良好的技术状况。

由于叉车产品不断地进行改进而作更改，本说明书内容与叉车实物有出入，恕不另行通知，敬请用户谅解。

例：–发动机及变型代号(见铭牌或合格证上出厂编号数字后代码)型号注：本说明书中的车型代号与产品铭牌和合格证上的型号不同，本车型代号包括了发动机及变型代号。

目录一、叉车驾驶、操作安全规程????2二、主要技术参数???5三、叉车的主要部件介绍6四、叉车的结构、原理、调整及维护?71. 动力系统 72. 传动装置103. 驱动桥194. 电气系统205. 制动系统296. 转向系统327. 液压系统378. 起升缸和倾斜缸??479. 起重系统51一、叉车驾驶、操作安全规程叉车驾驶人员和管理人员必须牢记―安全第一‖，按照叉车《使用维护说明书》和《司机手册》进行安全操作，规范操作。

1. 叉车的运输用汽车装运叉车时须注意如下事项：（1）刹住停车制动；（2）门架与配重前后都应用钢丝固定好；前后轮胎相应位置用楔块垫好楔牢；（3）起吊时按照叉车的―起吊标牌‖所注位置进行起吊。

2. 叉车的存放（1）放净燃油；( 冷却液是防锈防冻液，则不要放)（2）未漆件表面涂以防锈油，起升链条涂润滑油；（3）门架降到最低位置；（4）刹住停车制动；（5）前后轮胎用楔块垫好。

3. 使用前准备（1）不要在有明火的地方检查燃油、漏油、油位以及检查电气仪表，不要在运转时加燃油；（2）检查轮胎气压；（3）前进、倒退档手柄应在中间位置(零档位置)；（4）在燃油系统工作及检查电瓶时不要吸烟；（5）检查各手柄及踏板情况；（6）作好起动前准备工作；（7）松开停车制动；（8）进行门架升降、前后倾、转向、制动的试动作。

目录1 简介2 规范2.1D U A L A C2的技术规范 52.2D U A L A C2&H P的技术规范 62.3D U A L A C2P O W E R（加强型）的技术规范72.4D U A L A C2&H P P O W E R（加强型）的技术规范82.5控制单元82.5.1微动开关82.5.2加速单元82.5.3其他模拟控制单元92.5.4速度反馈92.5.5转向角传感器10 2.6保护特性11 2.7操作特性12 2.8故障诊断13 2.9热保护措施13 2.10常规问题的解决与防范13 2.11磁化与磁辐射13 2.12主接触器与应急开关14 3安全与保护14 4、安装144.1连接电缆14 4.2接触器15 4.3熔断器15 4.4“D U A L A C2”与“D U A L A C2”加强型的接线说明15 4.5“D U A L A C2”与“D U A L A C2＆H P”加强型的接线说明174.6编码器安装194.7C A N B U S连接器的结构194.7.1单个D U A L A C2控制器194.7.2“D U A L A C2”作为C A N B U S网络的终端模块204.7.3“D U A L A C2”作为循环模块接入C A N B U S网络204.8电源接线图214.8.1“D U A L A C2”214.8.2“D U A L A C2加强型”224.8.3“D U A L A C2&H P”234.8.4“D U A L A C2＆H P加强型”244.9机械图254.10“D U A L A C2”与“D U A L A C2加强型”标准接线图294.11“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”标准接线图305、利用手持单元的编程及调整315.1使用手持单元调整31 5.2手持单元及连接器接线的描述315.3标准手持单元菜单的介绍32 5.3.1“D U A L A C2”与“D U A L A C2加强型”菜单结构325.3.1a主菜单325.3.1b从菜单335.3.2“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”菜单设置345.3.2a主菜单345.3.2b从菜单355.4功能设置35 5.4.1“D U A L A C2”与“D U A L A C2加强型”—主控制部分35 5.4.2“D U A L A C2”与“D U A L A C2加强型”—从控制部分375.4.3“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—主控制部分功能38 5.4.4“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—从控制部分功能385.5参数调节40 5.5.1“D U A L A C2”—主控制部分40 5.5.2“D U A L A C2”—从控制部分41 5.5.3“D U A L A C2＆H P”—主控制部分415.5.4“D U A L A C2＆H P”—从控制部分425.6可编程的控制器的功能46 5.6.1功能设置（参见 5.4）465.6.2参数编程（参见 5.5）465.6.3“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”测试465.6.4“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”测试475.6.5储存功能（存储数据）—仅适用于P C控制47 5.6.6复制功能（下载参数用于其他控制）—仅适用于P C手持单元47 5.6.7显示最后5次报警信息，连同小时计值，温度一起显示47 5.6.8加速器范围整定48 5.6.9参见手持单元手册对于功能和参数的详细说明485.7A C牵引逆变器设置顺序485.8测试功能描述48 5.8.1“D U A L A C2”与“D U A L A C2加强型”—主控制部分495.8.2“D U A L A C2”与“D U A L A C2加强型”—从控制部分50 5.8.3“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—主控制部分515.8.4“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—从控制部分526、其他功能54 6.1保存与复制功能54 6.2报警菜单描述54 6.3手持单元整定加速器操作过程557、“D U A L A C2”与“D U A L A C2＆H P”故障诊断56 7.1与牵引相关的错误编码56 7.2手持单元显示的关于牵引相关的报警分析60 7.3与泵斩波器相关的故障编码647.4手持单元显示的关于油泵方面的报警分析658、推荐使用部件659、定期维护67= 凡标注此记号的章节是与安全相关的内容签名表公司DEPT．设备执行经理工程执行部分出货管理员出版物编号：版本1 简介ZAPIMOS系列中的DUAL AC2逆变器适合用于3—7KW一对电机控制。

INDEXPage 1Introduction (3)2Specification (3)2.1Technical specifications (3)2.2Control unit (4)2.2.a Microswitches (4)2.2.b Accelerator unit (4)2.2.c Other analog control unit (5)2.2.d Speed feedback (5)2.3Protection features (6)2.4Operational features (7)2.5Diagnosis (8)2.6Thermal consideration (8)2.7General instructions and precautions (8)2.8Susceptibility and electromagnetic emission (9)2.9Main contactor and emergency switch (9)3Installation (10)3.1Connection cables (10)3.2Contactors (10)3.3Fuses (10)3.4Description of connectors - Standard version (11)3.5Description of connectors - MDI PRC Version (13)3.6Encoder installation (15)3.7Description of power connections (16)3.8Mechanical drawing (17)3.9Connection drawing - Standard Version (18)3.10Connection drawing - MDI PRC Version (19)4Programming & Adjustments using Digital Console (20)4.1Adjustments via Console (20)4.2Description of Console & Connection (20)4.3Description of Standard Console Menu (21)4.3.a Standard Version (21)4.3.b MDI PRC Version (22)4.4Function configuration (23)4.4.a Standard Version (23)4.4.b MDI PRC Version (28)4.5Parameter regulation: Standard Version (37)4.6Parameter regulation: MDI PRC Version (39)4.7Programming console functions (43)4.8Sequence for Ac Inverter Traction setting (44)4.9Tester: description of the function; Standard Version (45)4.10Tester: description of the function; MDI PRC Version (48)=The informations included into the marked paragraphs by this symbol areessential for the safety.SIGNATURES TABLE SE C I V R E S .T P E D Y N A P M O C EM V I T U C E X E T N E M E G A N A EV I T U C E X E N O I T C E S G N I R E E N I G N E R E G A N A M T R O P X E Publications N°: AE0ZP0BAEdition: October 20015Other functions............................................................................................515.1Description of the Console Save function .............................................515.2Description of Console Restore function...............................................525.3Description of Alarms menu .................................................................535.4Description of Console Program Vacc function (546)AC0 Inverter diagnostic...............................................................................556.1Analysis of alarms displayed on console . (557)Recommended Spare parts for inverter ....................................................608Periodic Maintenance to be repeated at times indicated.. (61)1 INTRODUCTIONThe AC0 inverter has been developed for applications such as transpallet trucks, stacker trucks and cleaning machines with traction motors up to 1.2KW (Vbatt=24V) and 1.8KW (Vbatt=36V). This model is available in the standard format, using an encoder, but it's also thought (work in progress) for sensorless control (no shaft encoder is required). The AC0 can directly replace an AC1 inverter having exactly the same I/O connections and param-eter settings. The only differences are the maximum current (150A vs. 250A), the dimen-sions, and the input CNA #13 which is reserved for an analogue motor sensor.2 SPECIFICATION2.1 TECHNICAL SPECIFICATIONSInverter for AC asynchronous 3-phase motorsRegenerative brakingCan-bus interfaceDigital control using a microcontroller Voltage:.......................................................................................................24 - 36V Maximum current (24V,36V):.........................................................150A (RMS) for 2' Booster (all version):......................................................170A (RMS) for 10 seconds Operating frequency:..........................................................................................8kHz External temperature range:.................................................................-30°C ÷ 40°C Maximum inverter temperature (at full power):....................................................78°C Encoder Interface2.2 CONTROL UNIT2.2.a Microswitches-The microswitches must have a contact resistance lower than 0.1Ω and a leakage current lower than 100µA.-When full load connected, the voltage between the key switch contacts must be lower than 0.1V.-The microswitches send a voltage signal to the microprocessor when a function request (for ex.: running request) is made.2.2.b Accelerator unitThe accelerator unit can consist of a potentiometer or an Hall effect device.It should be in a 3-wire configuration.CPOT (B10) signal ranges from 0 to 10V.Potentiometer value should be in the 0.5 - 10 KΩ range; generally, the load should be in the(PROGRAM VACC function), in either direction. This function is unique when it is neces-sary to compensate for asymmetry with the mechanical elements associated with theThe two graphs show the output voltage from a non-calibrated potentiometer withrespect to the mechanical “zero” of the control lever. MI and MA indicate the point where the direction switches close. 0 represents the mechanical zero of the rotation.The Left Hand graph shows the relationship of the motor voltage without signal acquisition being made. The Right Hand Graph shows the same relationship after signal acquisition of the potentiometer.2.2.c Other analog control unitInput A18 is an analog input, whose typical application is for proportional braking. It should be in a 3 wire configuration. Potentiometer value should be in the 0.5-10KΩ range. Gener-ally, the load should be in the 1.5mA to 30 mA range.The CPOTB (A18) signal range is from 0 to 10V.2.2.d Speed feedbackThe motor control is based upon the motor speed feedback. The speed transducer is an incremental encoder, with two phases shifted at 90°. The encoder can be of different types: -power supply:+5V or +12V-electric output:open collector ( NPN or PNP), push-pull.For more details about encoder installation see also chapter 3.6.2.3 PROTECTION FEATURES-Battery polarity inversionIt is necessary to fit a MAIN CONTACTOR to protect the inverter against reverse battery polarity and for safety reasons.-Connection ErrorsAll inputs are protected against connection errors.-Thermal protectionIf the chopper temperature exceeds 78°C, the maximum current is reduced inproportion to the thermal increase. The temperature can never exceeds 100°C.-External agentsThe inverter is protected against dust and the spray of liquid to a degree ofprotection meeting IP54.-Protection against uncontrolled movementsThe main contactor will not close if:-The Power unit is not functioning.-The Logic is not functioning perfectly.-the output voltage of the accelerator does not fall below the minimum voltage value stored, with 1V added.-Running microswitch in closed position.-Low battery chargewhen the battery charge is low, the maximum current is reduced to the half of the maxi-mum current programmed.-Protection against accidental Start upA precise sequence of operations are necessary before the machine will start.Operation cannot begin if these operations are not carried out correctly.Requests for drive, must be made after closing the key switch.2.4 OPERATIONAL FEATURES-Speed control.-Optimum behaviour an a slope due to the speed feedback:-the motor speed follows the accelerator, starting a regenerative braking if the speed overtakes the speed set-point.-the system can perform an electrical stop on a ramp (the machine is electrically hold on a slope) for a programmable time (see also chapter 4)-Stable speed in every position of the accelerator.-Regenerative release braking based upon deceleration ramps.-Regenerative braking when the accelerator pedal is partially released (deceleration).-Direction inversion with regenerative braking based upon deceleration ramp.-Regenerative braking and direction inversion without contactors: only the main contactor is present.-The release braking ramp can be modulated by an analog input, so that a proportional brake feature is obtained.-Optimum sensitivity at low speeds.-Voltage boost at the start and with overload to obtain more torque (with current control). -The inverter can drive an electromechanical brake-High efficiency of motor and battery due to high frequency commutations.-Self diagnosis.-Modification of parameters through the programming console.-Internal hour-meter with values that can be displayed on the console.-Memory of the last five alarms with relative hour-meter and temperature displayed on the console.-Test function within console for checking main parameters.2.5 DIAGNOSISThe microprocessor continually monitors the inverter and carries out a diagnostic proce-dure on the main functions. The diagnosis is made in 4 points1)Diagnosis on key switch closing that checks: watchdog circuit, current sensor, capaci-tor charging, phase's voltages, contactor drives, can-bus interface, if the switch se-quence for operation is correct and if the output of accelerator unit is correct.2)Standby diagnosis at rest that checks: watchdog circuit, phase's voltages, contactordriver, current sensor, can-bus interface.3)Diagnosis during operation that checks: watchdog circuits, contactor driver, currentsensors, can-bus interface.4)Continuos diagnosis that check: temperature of the inverter, motor temperature. Diagnosis is provided in two ways. The digital console can be used, which gives a detailed information about the failure; the failure code is also sent on the Can-Bus.2.6 THERMAL CONSIDERATION-The heat generated by the power block must be dissipated. For this to be possible, the compartment must be ventilated and the heat sink materials ample.-The heat sink material and system should be sized on the performance requirement of the machine. Abnormal ambient air temperatures should be considered. In situations where either ventilation is poor, or heat exchange is difficult, forced air ventilation should be used.-The thermal energy dissipated by the power block module varies and is dependent on the current drawn and the duty cycle.2.7 GENERAL INSTRUCTIONS AND PRECAUTIONS-Never connect SCR low frequency chopper with ASYNCHRONOUS INVERTER be-cause the ASYNCHRONOUS filter capacitors alter the SCR choppers' work. If it is necessary to use two or more control units (traction + lift. for ex.), they must belong to the ZAPIMOS family.-Do not connect the inverter to a battery with a nominal value different from the value indicated on the chopper plate. If the battery value is greater, the MOS may fail; if it is lower, the control unit does not "power up".-During battery charge, disconnect ASYNCHRONOUS from the battery.-Supply the ASYNCHRONOUS only with battery for traction; do not use a power supply. -When the inverter is installed, make tests with the wheels raised from the ground, in order to avoid dangerous situations due to connection errors.-After the chopper is switched off (key off), the filter capacitor remains charged for some minutes; if you need to work on the inverter, discharge them using a10Ω ÷ 100Ω resistance connected from the +Batt to the -Batt.2.8 SUSCEPTIBILITY AND ELECTROMAGNETIC EMISSION Electromagnetic susceptibility and emission are strongly influenced by the installation. Special attention must be given to the lengths and the paths of the electric connections and the shields.This situation is beyond ZAPI's control. Therefore ZAPI declines any responsibility for noncompliance if correct testing is not made (the irradiated emission directive isEN50081-2).2.9 MAIN CONTACTOR AND EMERGENCY SWITCH-The connection of the battery line switches must be carried out following ZAPI instruc-tions.-If a mechanical battery line switch is installed, it is necessary that the key supply to the inverter is open together with power battery line; if not, the inverter may be-connection overtakes 40% more than the battery nominal voltage or if the key isswitched off before the battery power line is disconnected.3 INSTALLATIONInstall the chopper with the base-plate on a flat metallic surface that is clean and unpainted. Apply a light layer of thermo-conductive grease between the two surfaces to permit better heat dissipation.Ensure that the wiring of the cable terminals and connectors is carried out correctly.Fit transient suppression devices to the horn, solenoid valves, and contactors not con-nected to the chopper such as those for activating the pump motor or steering motor.3.1 CONNECTION CABLESFor the auxiliary circuits, use cables of 0.5mm² section.For power connections to the motor and to the battery, use cables having sectionof 16 mm² (as a minimum).For the optimum inverter performance, the cables to the battery should be run side by side and be as short as possible.3.2 CONTACTORSThe main contactor must be installed. Depending on the setting of a parameter (see op-tion menu):-the output which drives the main contactor coil is on/off (the coil is driven with the full battery voltage).-the output which drives the main contactor coil is switched at high frequency (1 KHz) with a programmable duty cycle; this feature is useful to decrease the power dissipa-tion of the contactor coil.3.3 FUSES-Use a 6.3A Fuse for protection of the auxiliary circuits.-For protection of the power unit, refer to diagrams.. The Fuse value shown is the maxi-mum allowable. For special applications or requirements these values can be reduced. -For Safety reasons, we recommend the use of protected fuses in order to prevent the spread of fused particles should the fuse blow.A1NLCA2PLC , PEB Positive of main contactor coil and (optional) electromechanicalbrake coil.A3NBRAKE Output for driving the electromechanical brake coil; drives the load to -Batt. Maximum current : 3A.A4NPC Negative of pump contactor coil.A5PPC , PEV Positive of pump contactor coil and lowering electrovalve coil.A6NEV Negative of the lowering electrovalve coil.A7CAN-L Low level CAN-BUS voltage I/O.A8NPOTB-Batt.A9ENCODER Incremental ENCODER (see chapter 3.6).A10ENCODER Incremental ENCODER (see chapter 3.6).A11HM Output for driving an hourmeter; when the hourmeter is active thisoutput provides a +Batt signal; 3A maximum current.A12-BATT-Batt.A13THM Motor thermal sensor input. The internal pull-up is a fixed 2mA (Max5V) source current.A14SR2Speed reduction 2 input. Active low (switch opened).A15SR3Speed reduction 3 input. Active low (switch opened).A16+12V This output provides a +12V signal for thr MDI PRC, if present;100mA maximum current.A17CAN-H High level CAN-BUS voltage I/O.A18CPOTB Brake potentiometer wiper.A19ENCODER Incremental ENCODER (see chapter 3.6).A20ENCODER Incremental ENCODER (see chapter 3.6).B1KEY Connected to the power supply through a microswitch (KEY) with a10A fuse in series (this could be mounted on the AC0 cover).B2CM Common of FW / BW / SR1 / SR2 / SR3 / TILLER / H&S / BELLY /LIFTING / LOWERING microswitches.B3TILLER Tiller request input. Must be connected to the tiller microswitch,active high.B4H&S Hard & Soft request input. Must be connected to the Hard & Softmicroswitch, active high.B5BACKWARD Backward direction request input. Must be connected to the back-ward direction microswitch, active high.B6FORWARD Forward direction request input. Must be connected to the forwarddirection microswitch, active high.B7BELLY Quick inversion function input; must be connected to the Bellymicroswitch; it is active high.B8LOWERING Lowering request input, active high.B9LIFTING Lifting request input, active high.B10CPOT Accelerator potentiometer wiper.B11NPOT Negative of accelerator unit, tested for wire disconnection diagnosis. B12PPOT Potentiometer positive: 10V output; keep load > 1KΩ.C1PCLRXD Positive serial reception.C2NCLRXD Negative serial reception.C3PCLTXD Positive serial transmission.C4NCLTXD Negative serial transmission.C5GND Negative console power supply.C6+12Positive console power supply.C7FLASH Must be connected to C8 for the Flash memory programming (ifused).C8FLASH Must be connected to C7 for the Flash memory programming (ifused).A1NLCA2PLC , PEB Positive of main contactor coil and (optional) electromechanicalbrake coil.A3NBRAKE Output for driving the electromechanical brake coil; drives the load to -Batt. Maximum current : 3A.A4NPC Negative of pump contactor coil.A5PPC , PEV Positive of pump contactor coil and of the auxiliary output load.A6NEV Negative of the auxiliary output.A7CAN-L Low level CAN-BUS voltage I/O.A8NPOTB-Batt.A9ENCODER Incremental ENCODER (see chapter 3.6).A10ENCODER Incremental ENCODER (see chapter 3.6).A11PEV (+B)This output provides a +Batt for the electrovalves coils connected tothe MDI PRC; 3A maximum current.A12-BATT-Batt.A13THM Motor thermal sensor input. The internal pull-up is a fixed 2mA (Max5V) source current.A14LIFT AUX.Auxiliary lifting request input, active high.A15LOW AUX.Auxiliary lowering request input, active high.A16+12V This output provides a +12V signal for the MDI PRC; 100mA maxi-mum current.A17CAN-H High level CAN-BUS voltage I/O.A18CPOTB Proportional electrovalves potentiometer wiper.A19ENCODER Incremental ENCODER (see chapter 3.6).A20ENCODER Incremental ENCODER (see chapter 3.6).B1KEY Connected to the power supply through a microswitch (KEY) with a10A fuse in series (this can be mounted on the AC0 cover).B2CM Common of FW / BW / SR1 / LIFT AUX / LOW AUX / TILLER / H&S/ BELLY / LIFTING / LOWERING microswitches.B3TILLER Tiller request input. Must be connected to the tiller microswitch,active high.B4H&S Hard & Soft request input. Must be connected to the Hard & Softmicroswitch, active high.B5BACKWARD Backward direction request input. Must be connected to the back-ward direction microswitch, active high.B6FORWARD Forward direction request input. Must be connected to the forwarddirection microswitch, active high.B7BELLY Quick inversion function input; must be connected to the Bellymicroswitch; it is active high.B8LOWERING Lowering request input, active high.B9LIFTING Lifting request input, active high.B10CPOT Accelerator potentiometer wiper.B11NPOT Negative of accelerator unit, tested for wire disconnection diagnosis. B12PPOT Potentiometer positive: 10V output; keep load > 1KΩ.C1PCLRXD Positive serial reception.C2NCLRXD Negative serial reception.C3PCLTXD Positive serial transmission.C4NCLTXD Negative serial transmission.C5GND Negative console power supply.C6+12Positive console power supply.C7FLASH Must be connected to C8 for the Flash memory programming (ifused).C8FLASH Must be connected to C7 for the Flash memory programming (ifused).3.6 ENCODER INSTALLATION1)AC0 card is fit for different types of encoder. To control AC motor with Zapi inverter, itis necessary to install an incremental encoder with 2 phases shifted of 90°. The en-coder power supply can be +5 or +12V. It can have different electronic output.A9+5V/+12V positive of encoder power supply.A10GND negative of encoder power supply.A19A phase A of encoder.A20B phase B of encoder.2)3)It is necessary to specify in the order the type of encoder used, in terms of power supply, electronic output and n° of pulses for revolution, because the logic unit must be set in the correct way by Zapi.3.7 DESCRIPTION OF POWER CONNECTIONS-BATT+BATT Positive of the battery.FU; FV; FW Connection bars of the three motor phases; follow this sequence and the indication on the motor.4 PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE4.1 ADJUSTMENTS VIA CONSOLEAdjustment of Parameters and changes to the inverter’s configuration are made using the4.3 DESCRIPTION OF STANDARD CONSOLE MENU 4.3.a Standard Version4.4 FUNCTION CONFIGURATION4.4.a Standard VersionSUBMENU "SET OPTIONS"1TILLER SWITCH-HANDLE input B3 is managed as a tiller input.-SEAT input B3 is managed as a seat input.2SET INPUT #1-OPTION #1:input A13 is managed as a motor thermal sensor analog input.-OPTION #2:input A13 is managed as a cutback speed input (SR#1 - HWmodification required).-OPTION #3:input A13 is managed as an handbrake input (HW modificationrequired).3SET INPUT #2-PRESENT:input A14 is managed as a cutback speed input (SR#2).-OPTION #1:input A14 is managed as an "Inching Forward" input.4SET INPUT #3-PRESENT:input A15 is managed as a cutback speed input (SR#3).-OPTION #1:input A15 is managed as an "Inching Backward" input.5SET INPUT #4-BELLY:input B7 is managed as a belly input.-BRAKE:input B7 is managed as a service brake input.-EX. HYDRO:input B7 is managed as a "Exclusive Hydro" input.6HOUR COUNTER-RUNNING:the counter registers travel time only.-KEY ON:the counter registers when the "key" switch is closed.7BATTERY CHECK-ON:the battery discharge level check is carried out; when thebattery level reaches 10%, an alarm is signalled and themaximum current is reduced to the half of the programmedvalue.-OFF:the battery discharge level check is carried out but no alarm issignalled.8HYDRO KEY ON-ON / OFF:if this option is programmed ON the traction inverter managesan hydraulic steering function when the "key" is switched ON(only if the "aux output #1" option is programmed as "hydrocontactor" or as "exclusive hydro").9STOP ON RAMP-ON:the stop on ramp feature (truck electrically hold on a ramp) ismanaged for a time established by "auxiliary time" parameter.After this time, the behaviour depends on the "aux output #1"option programmation (see also the following table).-OFF:the stop on ramp feature is not performed.10AUX OUTPUT #1-BRAKE:output A3 drives an electromagnetic brake coil (see also thetable below).-HYDRO CONT.:the inverter manages an hydraulic steering function when thedirection input or brake pedal input are active or a movementof the truck is detected.-EX. HYDRO:output A3 drives an hydraulic steering function when theexclusive hydro input is active.-FREE:output A3 not used.11PEDAL BRAKING-ANALOG:Option "Set input #4" programmed "Belly":the mechanical brake pedal has a potentiometer installed.When the accelerator is released and the pedal brake ispushed the inverter performs an electrical braking whoseintensity is proportional to the brake pedal potentiometer. Theminimum intensity is established by the "Release braking"parameter, when the brake pedal is slightly pressed (brakepotentiometer at the minimum). The maximum intensity isestablished by the "Pedal braking" parameter when the brakepedal is fully pressed (brake potentiometer at the maximum). Inthe middle positions, the electrical braking intensity is a linearfunction between minimum and maximum intensity.Option "Set input #4" programmed "Brake":the mechanical brake pedal has a switch and a potentiometerinstalled. When the accelerator is released and the pedalbrake is pushed the inverter performs an electrical brakingwhose intensity is proportional to the brake pedalpotentiometer. The minimum intensity is established by the"Release braking" parameter, when the brake pedal is slightlypressed (brake switch closed but brake potentiometer at theminimum). The maximum intensity is established by the "Pedalbraking" parameter when the brake pedal is fully pressed(brake potentiometer at the maximum). In the middle positions,the electrical braking intensity is a linear function betweenminimum and maximum intensity.-DIGITAL:The truck does not have a potentiometer installed on themechanical brake pedal, but only a microswitch; when theaccelerator pedal is released and the brake pedal is pushed(brake switch closed), the inverter performs an electricalbraking following "Pedal braking" parameter.-NONE:Means that there aren't any switch or potentiometer installed onthe brake.12QUICK INVERSION-NONE The quick inversion function is not managed.-TIMED The quick inversion function is timed.-BELLY The quick inversion function is managed but not timed.13AUX VOLTAGE #1-%this parameter permits to program the supply voltage of themain contactor coil and the electromechanical brake.14PERFORMANCE-OPTION #1Set of parameter which determines a "Low Performance".-OPTION #2Set of parameter which determines a "High Performance".SOTTOMENU' "ADJUSTMENT"1SET POT BRK MIN:records the minimum value of braking pedal potentiometerwhen the braking pedal switch is closed; the procedure issimilar to the "Program Vacc" function (see chapter 5.4). Thisprocedure must be carried out only if the "Pedal braking"option is programmed as "Analog".2SET POT BRK MAX:records the maximum value of braking pedal potentiometerwhen the braking pedal is fully pressed; the procedure is simi-lar to the "Program Vacc" function (see chapter 5.4). Thisprocedure must be carried out only if the "Pedal braking"option is programmed as "Analog".3MOTOR OVERTEMP:if the temperature of the motor is higher than the specifiedvalue, a motor temperature warning occurs.4SET MOT TEMP:fine adjustment of the temperature of the motor measured bythe controller.5SET BATTERY TYPE:selects the nominal battery voltage.6ADJUST BATTERY:fine adjustment of the battery voltage measured by thecontroller.7THROTTLE 0 ZONE:establishes a deadband in the accelerator input curve (seealso curve below).8THROTTLE X POINT:These parameter change the characteristic of the acceleratorinput curve.9handbook14 CHECK UP TYPE:for an explanation of this point see the MDI instrumenthandbookAUX OUTPUTSTOPONRAMPA3OUTPUTBEHA VIOUR ON A SLOPEBRAKE ON -Drives the coil of a electromagneticbrake.The truck is electrically hold on aslope; when the time set by"auxiliary time" parameter is elapsedthe brake is applied and the 3-phase bridge is released. Do notuse this combination if thenegative brake is not installed.BRAKE OFF -Drives the coil of a electromagneticbrake.The truck is not electrically hold ona slope, but comes down veryslowly; when the time set by"auxiliary time" parameter iselapsed, the brake is applied andthe 3-phase bridge is opened. Donot use this combination if thenegative brake is not installed.HYDRO CONT.ON-Drives the coil of a hydraulicsteering contactor.The truck is electrically hold on aslope; when the time set by"auxiliary time" parameter iselapsed, the truck comes down veryslowly, till the flat is reached.HYDRO CONT.OFF-Drives the coil of a hydraulicsteering contactor.The truck is not electrically hold ona slope, but comes down veryslowly till the flat is reached.EXCL. HYDRO ON-Drives the coil of a hydraulicsteering contactor.The truck is electrically hold on aslope; when the time set by"auxiliary time" parameter iselapsed, the truck comes down veryslowly, till the flat is reached.EXCL. HYDRO OFF-Drives the coil of a hydraulicsteering contactor.The truck is not electrically hold ona slope, but comes down veryslowly till the flat is reached.。

ACE2 重要参数翻译8.7 交流控制器作为牵引的设置顺序当钥匙开关打开，如果没有报警或者错误提示，编程器会显示标准的ZAPI开机画面显示。

那控制器没有满足你的配置要求而配置，可以根据9.2章节的细节，，当改变任何控制器的配置以后，记得要反复开关钥匙开关（上电生效）。

可以根据下面的细节内容进行配置。

1、选择需要修改的选项，看8.4.1章节2、选择并设置电池电压，看8.4.1章节。

3、用手持编程器的TESTER 功能，来测试导线保证所有电线连接正确。

4、用手持编程器的加速器信号修正功能（PROGRAM V ACC）。

来采集加速器信号。

操作步骤细节在9.4章节。

5、设置MAXIMUM CURRENT 最大电流值，使用表格在8.5.1章节6、根据车辆设置加速延时，并从两个方向对次参数进行测试。

ACCELER DELAY 加速延迟、DECELER SELAY 减速延迟7、设置FREQUENCY CREEP，从0.3HZ开始设置，加速器微动开关开始闭合，车辆应能刚好启动，据此相应的增加爬行频率的大小HZ。

8、设置速度降低（SPEED REDUCTIONS）。

调整CUTBACK SPEED ，通过加速器踏板完全踩到底，检查性能。

如果是叉车，核对负载和无负载情况下检查加速器的性能。

9、释放制动（RELEASE BRAKING），将车辆开到全速，释放加速器踏板，调整参数到满足制动要求，如果设备是叉车，核对负载和无负载情况下的性能表现。

10、反接制动（INVERSION BRAKING），将车辆设备开到全速的25%，同时接反向开关，设置制动软水平，检查这时制动强度是否符合要求，若符合将车辆开到全速再调。

无负载全速的条件下的测试，应该是非常具有代表性的。

11、踏板制动（DECELERATION BRAKING ），操作设备到全速，再释放加速器到50%，幅度达到，调整参数到你的要求，12、PEDAL BRAKING ，，操作设备到全速，释放加速器，踩下制动踏板，根据性能需求设置刹车参数，13、SPEED LIMIT BRAKING，操作设备到全速，关闭减速开关。

萨牌仪表特殊功能测试调整方法1. 小时计存贮ATRB系列仪表本身装备有EEPROM，用来记录小时的数据。

保存数据的方法如下：1）将仪表插入斩波器中，使其正常运行正常显示。

（假定小时计显示“0077”）2）关电锁，将仪表从斩波器上拆下来，此时仪表的EEPROM已经记录了斩波器的小时计数据，在完成3~14步骤之前，禁止将新仪表插入斩波器，否则会造成数据丢失！3）将手持单元插入新斩波器，此时手持单元应该显示斩波器使用时间“0077”。

4）按ENTER进入ZAPI主菜单。

5）按ROLL UP直到显示ALARM菜单。

6）按ENTER进入故障菜单。

7）同时按下5 SET UP键和6 SET DOWN键进入萨牌保护菜单。

8）按ROLL UP 或ROLL DOWN直到屏幕显示：SPECLAL ADJUST。

9）按ENTER进入SPECLAL ADJUST菜单。

10）屏幕显示AUX FUNCTION1，如果未显示则按ROLL UP或ROLL DOWN直到屏幕出现AUC FUNCTION1。

11）按SET UP或SET DOWN改变OFF为ON12）按OUT13）按ENTER确定14）关电锁，拔出手持单元。

15）再将新的仪表插入新斩波器，此时仪表EEPROM的小时计数据将存贮到斩波器。

此时再重新插入手持单元，将不显示“0077”而是显示“0000”。

注：完成步骤15后，斩波器会自动将AUX FUNCTION1菜单的ON设置变为OFF。

当以上各步完成后，新仪表会出现“098”故障，此时不可以关闭电锁，只需要等待一分钟左右。

该故障会自动消失。

这样就完成了小时计的清零工作。

2.电瓶电量放电曲线修正1）按ENTER进入ZAPI主菜单2）按ROLL UP直到显示ALARM菜单3）按ENTER进入故障菜单4）同时按下5键和6键进入萨牌保护菜单5）按ROLL UP或ROLL DOWN直到屏幕显示：SPECIAL ADJUST6）按ENRER进入SPECIAL ADJUST菜单7）屏幕显示AUX FUNCTION18）按ROLL UP或ROLL DOWN直到出现ADJUSTMENT#01和ADJUSRMENT#029）按SET UP或SET DOWN改变ADJUSTMENT#01和ADJUSTMENT#02的LEVEL值10）按OUT11）按ENTER确定ADJUSTMENT#01 修正电瓶电量100%~90%的上限值。

叉车使用说明书作业名称使用设备使用步骤：一、机动叉车1)机动叉车驾驶人员必须经过安全技术培训，取得上岗证。

2)须遵守厂区道路交通有关规定。

3)对叉车进行列行保养检修及一般故障排除。

4)严禁被装御、起重的物体重量超过核定起重量。

5)叉车铲运货物的长度以车寛为准，货物的宽度应短于叉齿的长度，货物高度应低于司机视平角，货物离地高度保持在30CM左右。

6)叉车升降时，严禁叉车下方站人。

7)若叉运货物超高、宽而影响司机的视野时，要有专人指挥行驶。

8)行车时保持车辆稳定，车速低于5KM/H.9)叉车行驶时，不许随车搭乘任何人员。

10)不准用汽油清洗车辆的机器部位，必须使用时，应先切断电源，远离火源。

11)车辆下坡时，严禁脱档滑行和熄火滑行。

12)驾驶员驾驶前严禁饮酒，行驶中不准吸烟、饮食、闲谈。

在行驶中发现制动机、方向盘有问题、应立即停车进行修复，严禁以手制动代替脚制动继续行驶。

编制批准文件编号生效日期版本页次叉车使用说明书作业名称使用设备使用步骤：二、人力叉车13)严禁站在人力叉车上快速滑行。

14)各厂地物料应摆放整齐，保持通道通畅，15)人力叉车上堆放物料，不得超过1.8M。

16)人力叉车搬移物料时，拉料人员应保持正确姿势，面朝前方，严禁快速拉车。

编制文件编号生效日期版本页次批准叉车使用说明书作业名称使用设备使用步骤：二、人力叉车1)严禁站在人力叉车上快速滑行。

2)各厂地物料应摆放整齐，保持通道通畅，3)人力叉车上堆放物料，不得超过1.8M。

4)人力叉车搬移物料时，拉料人员应保持正确姿势，面朝前方，严禁快速拉车。

编制文件编号生效日期版本页次批准。

叉车秤XK3190—A12+（E）仪表说明书第一章主要参数1.型号：xk3190-12+(E)称重指示器2.准确度：3级，n=30003.采样速度：10次/秒4.传感器灵敏度范围： 1.5~3mV/V5.分度值: 1 /2/5/10/20/50可选6.显示：6位LCD/LED, 6个状态指示7.大屏幕显示接口（可选）；采用串行输出方式，电流环信号，传输距离≤2000米8.通讯接口（可选）；RS232C: 波特率1200/24004800/9600可选9.使用电源: 免维护铅酸蓄电池SD6V4AH10.使用温度: 0~40℃11.储运温度: -25~55℃12.湿度: ≤85%RH仪表特色:仪表特色:1.高精度A/D转换,可读性达1/300002.调用内码显示方便,替代感量砝码观察及分析允差;3.特殊的软件技术,增强系统的抗振动能力4.数字滤波的速度,幅度以及稳定的时间可设置;5.称重计数功能(单件重量有断电保护)6.多种背光模式可选7.选配RS232通讯口,波特率可选;通讯方式可选;8.选配20ma电流环大屏幕通讯口；9.可定制非标改制型品种（可根据客户需求定制）叉车秤特色：快：搬运和称重同时作业的叉车电子秤，轻松压手柄，就显示标准重量。

省：省去中间环节，移动式直接称重，是传统称重的速度2倍，节省人工。

惠：一机两用，是移动叉车，还是一台地磅。

便：免插电使用，充一次电连续用一个星期。

第二章键盘功能【#】：开机自检时长按此键进入标定模式。

【功能】：在称重状态时，按此键大于5秒，进入用户设置模式。

按此键小于5秒，进入计数状态，【*】：在计数状态时，按此键进入取样样本数输入状态【去皮】：在称重状态时，按此键重量显示为零【开/关】：在关机状态时，按此键开机，在开机状态，按此键关机。

(A12+E无此键）第三章操作说明1.开机及开机自动置零1.接通电源后，仪表进行“000000~999999”的笔划自检，初始化完成后进入称重状态2.开机时，如果秤台重量偏离零点，但仍在设置的置零范围内，仪表将自动置零；若在设置的置零范围以外，仪表将自动报警“Err3”，提示超出置零范围，此时须去除秤台上重物货调整秤体零位或重新标定、设置。

INDEXPage Introduction (3)Equipment for Adjustment (3)1System Components (3)1.1Two Inductive Wire Sensors (Antennas) (3)1.25k W Steer Angle Position Potentiometer (3)1.3Steering Servo Motor Control Unit (4)1.4Operator Console (4)1.5Steering Servo Motor (4)1.6Steering Handle (4)1.7Line Driver (Guide Wire Signal Generator) (4)2Electrical Specifications (5)2.1Battery Voltage Range (5)2.2Steer Motor Current Range (5)2.3Guide Wire Signal (5)2.4Command Device Specifications (6)3Mechanical specifications (7)3.1Steering Reduction Ratio (8)3.2 Steer Angle Feedback Potentiometer Reduction Ratio (8)3.3Installing antenna (8)4System description (10)4.1Automatic Wire Guided Steering (10)4.2Manual Steering with Tacho Generator (10)4.3Manual Steering with Potentiometer (10)4.4Wire Guided Steering Operating Sequence (10)4.5Real time running cicle FLOWCHART (12)5System configuration (13)5.1Jumper Configuring (13)5.2Power connection diagram (15)5.3Tacho handwheel steering plus wire guidanceelectrical drawing (16)5.4Tacho-Generator Steering Wheel and Automatic Centering (19)5.5Pot. (Return-To-Center) Controlled Steering plus WireGuidance Electrical Drawing (21)5.6Pot. (Return-to-Center) Controlled Steering (24)5.7One shot installation procedure (26)6Description of motherboard connection (29)6.1Motherboard Connector D Description (29)6.2Motherboard Connector and description (33)7Description of Wire Guidance Card Connections (35)7.1Eight Pin Guidance Card Connector (36)8Setting motherboard ACSZPA0B (37)8.1Setting the maximum current (IMax.) (38)8.2Setting tachometric feedback (38)8.3Setting the manual steering (40)9Wire guidance card ACSZPB0B (42)9.1Setting plugging (42)9.2Antenna settings on steering wheel (FWD) (42)9.3Potentiometer Offset Setting (43)9.4Setting the steering error offset (43)9.5Setting potentiometric feedback (43)9.6Gain loop adjustment (44)9.7Setting Load Wheel (REV) Antenna (44)9.8Weighted Setting of Antennas when Traveling Load WheelDirection (44)9.9Setting Acquisition Angle (45)9.10Guidance Alarm Tolerance Adjustment (45)9.11Maximum Wire Guidance Steering Angle Adjustment(Pot. Out of Range Alarm) (47)10Tip on setting up (48)10.1Reverse Potentiometric Feedback (48)10.2Reverse antenna feedback: (48)11Alarms and trouble shooting (49)11.1Description of fuses (49)11.2Description of alarms (50)12Supplement ZAPI Hand Set Description (56)12.1Tach-Generator Steering Option - Hand Set Function Map (56)12.2Pot. Steering Option - Hand Set Function Map (57)12.3Main Menu "Parameters" List (58)12.4Main Menu: Tester Functions (62)12.5Main Menu: "Alarms" functions (63)12.6 (64)12.7 (68)137013.1707172SIGNED IN APPROVALCOMPANY DEPT. SERVICES MANAGEMENT EXECUTIVE ENGINEERING SECTION EXECUTIVEEXPORT MANAGERPublication No. ACSZP0CAEdition: April 1998INTRODUCTIONThis equipment enables manually controlled electric power steering and automatic straight line wire guided steering. Manually controlled steering is available in either of the following options:-manually operated multi-turn steering using a tacho-generator fixed to the steering handle-manually operated return-to-center steering using a potentiometer attached to the spring returned steering handle that automatically centers steering when the handle is released.In addition, this hardware controls the guide wire acquisition when the truck is ap-proaching and seeking the guide wire for transition to automatic wire guided steering. Automatic straight line wire guided steering is possible for both directions of travel. Configuration options, manual steering adjustment and measurement functions, and troubleshooting operations are simplified with the use of the ZAPI hand held controller equipped with Eprom release number CKULTRA ZP3.01 or later.Improved safety and operation are provided by having one microprocessor perform operations and a second microprocessor execute perform supervisor functions.The microprocessors combined with the ZAPI hand held controller make service inter-face easy and direct, reducing adjustment and troubleshooting time. Increased steering motor performance and reduced noise levels are achieved by using MOSFET technol-ogy operating at 16 kHz, which is above the normally heard frequency band.EQUIPMENT FOR ADJUSTMENTZAPI Hand SetDigital multimeter that can measure AC voltages up to 10 kHz1 SYSTEM COMPONENTSThe automatic wire guidance system includes:1.1 TWO INDUCTIVE WIRE SENSORS (ANTENNAS)There is a REV (load wheel) antenna mounted under the cab and a FWD (DRIVE UNIT) antenna mounted at the drive end of the truck. Both sensors are mounted on the center line of the truck. Each antenna includes two pick up coils that detect guide wire signal strength. During normal wire guided operations one pick up coil in each of the antennas is to the left of the wire and the other pick up coils are to the right of the wire.1.2 5k W STEER ANGLE POSITION POTENTIOMETERA 10 turn 5 k W potentiometer is mounted directly to the end of the output shaft on the steering gear reduction box. This potentiometer measures the angle of the DRIVE UNIT (Master Drive Unit) directly. The full range of possible voltage output is approximately 0 - 5 VDC. This single potentiometer provides steer angle feedback information for manual steering and wire guidance. This potentiometer also provides information for steer angle indicator gauge mounted on the operator console of multi-turn steering equipped trucks.1.3 STEERING SERVO MOTOR CONTROL UNITa) A mother board marked ACSZPAOB operates the steering motor for both manualand automatic steering. There are two different mother boards available:1.A universal mother board that provides a maximum of 21 A at 24 - 80 VDC.2.A high output mother board that provides a maximum of 34 A at 24 - 48 VDC.b) A guidance (antenna processing) card marked ACSZPBOB converts the signalsfrom the antennas and from the steer angle feedback potentiometer into a bi-directional steering error that produces steering demand to the mother board.This steering error that produces steering demand is produced directly throughelectronic combination or comparison of the antenna feedback and the steer angle feedback. This does not go through a microprocessor.1.4 OPERATOR CONSOLEIn addition to the steer handle feedback device the following devices are also mounted in the operator console:a)Key switchb)Manual/automatic steering selection switch (AUTO SEL)c)An audible warning buzzer (BUZZER)d)An "automatic" indicator lamp (AUTO LED)e) A "manual" indicator lamp (MAN LED)1.5 STEERING SERVO MOTORThe steering system includes a permanent magnet DC servo motor with a rated power that is:a)20 A current rating (Imax = 34 A) if the battery voltage is 48 V DC or lessb)12 A current rating (Imax = 21 A) if the battery voltage is greater than 48 V DC.1.6 STEERING HANDLETwo operator steering input options are provided. These may be selected using the ZAPI hand held controller. They include:a) A multi-turn steering handle or wheel attached to a tacho-generator. The recom-mended tacho-generator is (Airpax Part No. 24 VDC - 9904-120-16206). Mount-ing the tacho-generator to eliminate axial or radial loading on the input shaft isimportant to reliable operation.b) A 180 degree rotation steering handle attached to a potentiometer. The potentio-meter provides the steering system with the angle of the steering handle.1.7 LINE DRIVER (GUIDE WIRE SIGNAL GENERATOR)The line driver provides a sinusoidal (alternating current) signal of the required fre-quency and strength to the guide wire.2 ELECTRICAL SPECIFICATIONS2.1 BATTERY VOLTAGE RANGEVoltage input range for different releases of steering mother boards.Universal release24 - 80 VDC24/48 release24 - 48 VDC2.2 STEER MOTOR CURRENT RANGEUniversal release Imax £ 21 A DC. Adjustable with TM3.24/48 release Imax £ 34 A DC. Adjustable with TM3.2.3 GUIDE WIRE SIGNAL6.25 kHz @ 78 mA RMS (± 50 Hz and 60 - 90 mA)Other frequencies are possible especially including:5.2 kHz @ 35 mA RMSOther frequencies are possible such as 7 and 10 kHz.As the guidance frequency changes, a non-standard guidance card (ref. ACSZPBOB) has to be installed which has the narrow band pass filters tuned to the different fre-quency. Usually, due to changing signal strength associated with changing frequen-cies, new guidance antennas will also be required. The antennas have the gain modi-fied to ensure adequate signal strength arrives at the control card.Note: If the signal strength and frequency change in agreement with the following formula, then no new antennas are required with a changing frequency.I fd = I f0 + (((f0 - f d)/f0) x I f0)I f0 = Current at 6.25 kHz (78 mA RMS)I fd = Current at desired frequencyf0 = 6.25 kHzf d = Desired frequency2.4 COMMAND DEVICE SPECIFICATIONS2.4.1 TACHO GENERATORTach Generator is to be AIRPAX 24 VDC - Part No. 9904-120-16206. Use of other devices may provide non-optimum performance.2.4.2 POTENTIOMETERSPosition potentiometer control loops require typical pot values of 10 k W for both return-to-center steering and steering angle feedback. 10 k W³ steering handle feedback pot value ³ 2.5 k W. Satisfactory performance requires that both of the following conditions be met:1)Provide 80% of the electrical range of the steering angle feedback potentiometercorresponding to 180 degrees of DRIVE UNIT steering angle.2)Provide at least 40% of the electrical range for the steering handle potentiometer.3 MECHANICAL SPECIFICATIONSFig. 3.13.1 STEERING REDUCTION RATIOAt rated servo-motor RPM with a reduction gear, the steering speed should be equal to about 180 degrees in 5 seconds. There should also be adequate torque generated to statically steer the truck on smooth concrete.3.2 STEERING ANGLE FEEDBACK POTENTIOMETER REDUCTION RATIO The steering angle feedback potentiometer should rotate approximately for the 80% of its total numbers of turns corresponding to 180 degrees of steering angle. The higher is the percent excursion, the better are resolution and accuracy.The pot. shaft is directly connected to the output shaft of the steer gear box and is secured with a set screw.3.3 INSTALLING ANTENNAFig. 3.3.1The center of the antenna should be aligned with the center line of the truck. The DRIVE UNIT antenna (FWD ANTENNA) is mounted behind the DRIVE UNIT. The loadFig. 3.3.2The forward and reverse antennas must be mounted so the coil side of the antennas both face the same direction.Fig. 3.3.3Fig. 3.3.4Fig. 3.3.54 SYSTEM DESCRIPTION4.1 AUTOMATIC WIRE GUIDED STEERINGThe guide wire embedded in the floor induces an electrical signal in the antennas mounted on the center line of the truck proportional to the position of the truck in rela-tion to the wire. The control electronics continuously steers the truck in an effort to keep the combination of steering angle error and antenna error = zero. When all an-tenna coils have an equal strength signal there is no steering demand.4.2 MANUAL STEERING WITH TACHO GENERATORThis option uses a tacho generator attached to the steering wheel to convert the steer-ing 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 ZAPI hand held controller.4.3 MANUAL STEERING WITH POTENTIOMETERThis option uses a potentiometer attached to the steering handle to convert handle motion into an electrical signal. The response speed and precision are adjustable using the ZAPI hand held controller.4.4 WIRE GUIDED STEERING OPERATING SEQUENCEFor your reference here are the different operating modes and light and buzzer opera-tions. Guidance Operational ModesOPERATION STEERING RED LIGHT(MANLED)GREENLIGHT(AUTOLED)BUZZER BRAKESTRACTIONSLOW DOWNGuidance off(not nearguide wire)Manual On Off Off Released NoGuidance off(near guidewire)Manual Flash Off Off Released Y esGuidanceacquisitiondoes not seewire yetManual Flash Flash On Released Y esGuidanceacquisitionsees wire butnot on wireAutomatic Off Flash On Released Y esGuidanceacquiredAutomatic Off On Off Released No Guidancesignal lostOff Frozen Frozen Fast on Set-Fig. 4.4.1Manual Steering Mode - All steering input is controlled by the operator.Wire Acquisition Mode - The operator selects automatic steering using the toggle switch on the console. The steering changes to Wire Acquisition Mode. The operator continues to manually steer the truck. The steering/guidance controller automatically reduces truck travel speed to slow by opening a speed reduction relay.If the truck is approaching the wire load first, then both antennas have to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an angle of approach of not more than approximately ± 5 degrees to the guide wire. The operator continues to be responsible for steering until the wire is fully captured.If the truck is approaching the wire DRIVE UNIT first, then only the DRIVE UNIT an-tenna has to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an angle of approach of not more than approximately ± 30 degrees to the guide wire. The operator continuesFig. 4.4.2Automatic Wire Guided Steering Mode - When both antennas are aligned with the guide wire, then fully automatic steering is enabled. The truck may travel at full speed. The truck is fully in control of steering and automatic stopping is enabled. The signal in the antennas is used to steer the truck.If the truck is not aligned with the guide wire in Automatic Mode, then the truck auto-matically stops, brakes are applied, both the AUTO and MANUAL lights are frozen, and the buzzer has the error audibly encoded. Counting the number and sequence of beeps provides an error code to the operator.4.5 REAL TIME RUNNING CICLE FLOWCHARTFig. 4.5.15 SYSTEM CONFIGURATION5.1 JUMPER CONFIGURING5.1.1 WIRE GUIDED CARD (ACSZPB0B) JUMPER.J1 = Specifies the control logic for forward and reverse direction of travel on traction. It should be configured in one of the following ways:a)J1 as in the figure 5.1.1 means the enabling contacts for TRAVEL are ACTIVEb)NOTE: It is important to set the "DIR INP ACTIVE LOW" (see par. 12.6.2) option using the ZAPI hand set:OFF if a) was chosen for J1ON if b) was chosen for J1.5.1.2 MOTHERBOARD (ACSZPA0B) JUMPERS.J1 = Factory configured with the jumper installed. This is a microprocessor functional mode selection.J2 = Select the supply voltage for the command encoder.J3, J4, J5 = For special applications only (see par. 8.2).J6 = When connected gives the speed reduction switch a ground (GND) reference. The reference is normally floating.J7 = When connected gives the locking in straight direction steering switch a ground (GND) reference. The reference is normally floating. This features is to control an electromechanical steer straight feature in automatic mode.J8 = When connected gives the steering alarm switch a ground (GND) reference. The reference is normally floating. This provides a single point disconnect for EPS and5.2 POWER CONNECTION DIAGRAMThe functional diagrams concerning the possible configurations are shown.Four different operating options (Tacho-generator + wire guidance, Tacho-generator steering only, Pot steering + wire guidance, and Pot steering only) are provided. "Tacho-generator steering only" and "Pot steering only" support "Automatic Centering" also.5.3.1 INTERFACE DESCRIPTION:a)The steering angle feedback potentiometer should be rigidly mounted to the steer-ing linkage with no joint clearance..b)The FWD antenna is mounted on the DRIVE UNIT end of the truck.c)The REV antenna is mounted on the load end of the truck.d)The FWD travel input corresponds to travel in the drive unit direction. The REVtravel input corresponds to travel in the load end direction.e)Pins 4 on connector D on the mother board is connected to the FWD (drive unit)travel input. This pin is common with Pin 1 of the guidance board (eight pole)connector. Pins 2 on connector D on the mother board is connected to REV (load wheel) travel input. This pin is common with Pin 2 of the guidance board (eightpole) connector.Each direction input may be active high (plus battery) or low (minus battery).Specify the mode of operation by configuring the Jumper J1 on the guidance(upper) card (see 5.1.1) and select the operation level using the ZAPI hand held controller (see 12.6.2).f)Pin 9 of connector D on the motherboard is connected to the highest voltagepotential side of the traction motor armature. This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the motherboard should be connected to the lowest voltage potential side of the traction motorarmature. This pin is common with pin 8 of the guidance card (eight pole) connec-tor (see 6.1.4).g)The AUTO LAMP comes on when there is a request for wire guided steering, i.e.,when the guidance switch is turned on. It is blinking during speed reduction condi-tions. The active AUTOSEL level for automatic guidance (low or high) isselectable using the ZAPI hand held controller (see 12.6.1).h)The MAN LAMP is on during manual operation and goes out as soon as the trucksteers independently from the manual input. The MAN LAMP is blinking during slow down conditions.i) Pin 3 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact is closed when the keyswitch is turned on. The contact opens when there is an alarm. This contactprovides ground (GND) reference to the brake relay and the main steering relay.When the brake relay loses this ground and opens, the brakes are applied andtraction enable ground to the traction card is lost. (Note:The jumper J8 should be installed on the motherboard.)j)Pin 5 of connector D on the mother board is internally connected to a normally open (NO) contact. This contact is closed when the key switch is turned on and remains in such a position while in manual mode and in wire-seeking operations.The contact opens when the truck is perfectly aligned to the wire (AUTOMATIC mode). This contact should provide and remove ground (GND) connection to an electromechanical device locking the wheel in a quasistraight position. (Note:The jumper J7 should be installed on the motherboard).k)Pin 6 and 15 of connector E on the mother board are internally connected to a normally open contact on the mother board. This contact is closed by the keyswitch and open in case of one of the following speed reduction conditions:1)If the truck is in the manual steering mode and is close to a guide wire. (Mini-mizes possibility that an operator will go fast when inside an aisle and not onwire guidance.)2)When the truck is in the wire acquisition mode until both antennas are alignedwith the guide wire.3)When the truck is in the wire guided mode and has shifted sideways more than2/3 of the "lateral out" alarm threshold (see 9.9).l)Pin 14 of connector E on the motherboard provides 0 - 4 VDC to control the steering angle indicator gauge LEDs. Pin 4 and Pin 5 of connector E on themotherboard respectively provide negative and postive 12 VDC to the steering indicator.5.4 TACHO-GENERATOR STEERING WHEEL AND AUTOMATIC CENTERING Refer to the previous section on Tacho-Generator Steering with wire guidance. Here the wire guidance option is removed and the steering angle feedback potentiometer is connected to Pins 16, 17, and 18 of connector E on the mother board instead of to a connector on the wire guidance board.Fig. 5.4.15.4.1 INTERFACE DESCRIPTION:a)The 10k W steering angle feedback potentiometer should be rigidly mounted withno clearance to the steering linkage. The pot. wiper is connected to Pin 18 ofconnector E on the mother board. The ends of the pot. are connected to Pins 16 and 17 of connector E on the mother board.b)FWD (drive unit) antenna direction of travel request should be connected to Pin 4on connector D on the mother board. REV (load end) antenna direction of travel request should be connected to Pin 2 on connector D on the mother board.Applications with pot. steering and without wire guidance require these inputs to stop steering dither when the truck is motionless.c)The guidance board is not required for automatic centering with rail guidance.The AUTO LAMP comes on when there is a request for automatic centering of steering. The request for automatic steering centering is caused when photoswitches detect the presence of the guide rails (in place of the AUTO SEL switch being turned on.)d)The MAN LAMP is on during manual operation.e)Pin 3 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact is closed when the keyswitch is turned on. The contact opens when there is an alarm. This contactprovides ground (GND) reference to the brake relay and the main steering relay.When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. (Note: The jumper J8 should be installed on the mother board to provide ground reference to pin 3.)f)Pin 5 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact closes when the key switch is turned on and remains in this position while in manual mode and in automatic self-centering operations. The contact opens when the automatic self-centering operation has been carried out successfully. (Note: The jumper J7 should beinstalled on the mother board to provide ground reference to pin 5).g)Pin 14 of connector E on the motherboard provides 0 - 4 VDC to control thesteering angle indicator gauge LEDs. Pin 4 of connector E on the motherboard provides negative and Pin 5 of connector E on the motherboard provides positive12 VDC to the steering angle indicator gauge.5.5.1 INTERFACE DESCRIPTION:a)The steering angle feedback pot. should be rigidly mounted to the drive unit steer-ing linkage with minimum clearance.b)The steering handle pot. wiper is connected to Pin 10 of connector E on themother board. The end points of the pot. are connected to Pins 11 and 12 ofconnector E on the mother board.c)The FWD antenna is mounted on the drive unit end of the truck.d)The REV antenna is mounted on the load wheel end of the truck.e)Request to travel in the FWD (drive unit) antenna direction should be connected toPin 4 of connector D on the mother board. Request to travel in the REV (loadwheels) antenna direction should be connected to Pin 2 of connector D on themother board.Each direction input may be active high (plus battery) or low (minus battery).Specify the mode of operation by configuring the Jumper J1 on the guidance(upper) card (see 5.1.1) and select the operation level using the ZAPI hand held controller (see 12.6.2).f)Pin 9 of connector D on the motherboard is connected to the highest voltagepotential side of the traction motor armature. This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the motherboard should be connected to the lowest voltage potential side of the traction motorarmature. This pin is common with pin 8 of the guidance card (eight pole) connec-tor (see 6.1.4).g)When the AUTO SEL switch is turned on, the AUTO LAMP starts blinking whenthe truck is in the guidance acquisition mode and remains lit continuously when the truck is in the guidance acquired mode. The active (for automatic guide)AUTO SEL level (low=closed or high=open) can be selected using the ZAPI hand held controller (see 12.6.10).h)MAN LAMP is on when the truck is in the manual steering mode. The MAN LAMPblinks during all slow down conditions. It goes out as soon as the truck steersautomatically and there is no slow down condition.i)Pin 3 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact is closed when the keyswitch is turned on. The contact opens when there is an alarm. This contactprovides ground (GND) reference to the brake relay and the main steering relay.When the brake relay loses this ground and opens, the brakes are applied andtraction enable ground to the traction card is lost. (Note: The jumper J8 should be installed on the mother board.)j)Pin 5 of connector D on the mother board is internally connected to a normally open (NO) contact. This contact closes when the key switch is turned on andremains in such a position while in manual mode and in wire-seeking operations.The contact opens when the truck is perfectly aligned to the wire (AUTOMATIC mode). This contact should provide and remove ground (GND) connection to an electromechanical device locking the wheel in a quasistraight position. (Note:The jumper J7 should be installed on the motherboard).k)Pin 6 and 15 of connector E on the mother board are internally connected to a normally open contact on the mother board. This contact is closed by the keyswitch and open in case of one of the following speed reduction conditions:1) If the truck is in the manual steering mode and is close to a guide wire. (Mini-mizes possibility that an operator will go fast when inside an aisle and not onwire guidance.)2) When the truck is in the wire acquisition mode until both antennas are alignedwith the guide wire.3)When the truck is in the wire guided mode and has shifted sideways more than2/3 of the "lateral out" alarm threshold (see 9.9).l)Pin 14 of connector E on the motherboard provides 0 - 4 VDC to control the steering angle indicator gauge LEDs. Pin 4 of connector E on the motherboard provides negative and Pin 5 of connector E on the motherboard provides positive12 VDC to the steering indicator gauge.5.6 POT. (RETURN-TO-CENTER) CONTROLLED STEERINGThis is similar to Pot. Controlled Steering with wire guidance. Here the steering angle feedback pot. and steering handle pot. connections have been moved down to the mother board from the guidance card. This application does not require a guidance card.5.6.1 INTERFACE DESCRIPTION:a)The steering angle feedback pot. wiper should be connected to Pin 18 of connec-tor E on the motherboard. The ends of the steering angle feedback pot. should be connected to Pins 16 and 17 of connector E on the motherboard. The pot. should be rigidly mounted to the steering linkage to minimize joint clearance.b)Pin 4 of connector D on the motherboard is connected to travel request in theFWD (drive unit) antenna direction of truck travel. Pin 2 of connector D on themotherboard is connected to travel request in the REV (load wheel) antennadirection of truck travel. (Jumper J1 on ACSZPF0A should be correctly configured (see 5.7 step 5) and the selected level should also be set by the ZAPI hand held controller see 12.6.2).c)The guidance board is not required for automatic centering with rail guidance.The AUTO LAMP comes on when there is a request for automatic centering ofsteering. The request for automatic steering centering is caused when photoswitches detect the presence of the guide rails (in place of the AUTO SEL switch being turned on.)d)The MAN LAMP is on during manual operation.e)Pin 3 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact is closed when the keyswitch is turned on. The contact opens when there is an alarm. This contactprovides ground (GND) reference to the brake relay and the main steering relay.When the brake relay loses this ground and opens, the brakes are applied andtraction enable ground to the traction card is lost. (Note: The jumper J8 should be installed on the mother board.)f)Pin 5 of connector D on the mother board is internally connected to a normallyopen (NO) contact on the mother board. This contact closes when the key switch is turned on and remains in this position while in manual mode and in automatic self-centering operations. The contact opens when the automatic self-centering operation has been carried out successfully. (Note: The jumper J7 should beinstalled on the mother board to provide ground reference to pin 5).g)Pin 14 of connector E on the motherboard provides 0 - 4 VDC to control thesteering angle indicator gauge LEDs. Pin 4 of connector E on the motherboard provides negative and Pin 5 of connector E on the motherboard provides positive12 VDC to the steering angle indicator gauge.。

叉车电瓶和充电器使用规程一、电瓶：当叉车配备了其它种类的电瓶及/或充电器时，遵从其制造商的指导。

（一）远离火种（爆炸性气体）绝对禁止火焰接近电瓶。

电瓶内部会产生爆炸性气体；吸烟、火焰及火花，均会引起电瓶爆炸。

（二）小心触电严禁引起短路，电瓶带有高电压和能量。

当处理电瓶时，要戴护目镜、穿胶鞋和戴橡皮手套。

（三）正确接触严禁将电瓶的正、负极调乱，否则可导致火花、燃烧及/或爆炸。

（四）远离工具严禁让工具接近电瓶两极，以免引起火花或短路。

（五）勿过量放电严禁让叉车的电量耗至叉车不能移动时，才进行充电。

（会引致电池寿命缩短）当电瓶负荷显示器显示无电时，请立刻进行充电。

（六）保持清洁保持电瓶上表面干净。

严禁使用干布擦电瓶表面，以免引起静电。

清洁电瓶要戴护目镜、穿胶鞋和戴橡皮手套。

当清洁电瓶后，才能进行充电。

（七）穿着安全服为了个人安全，需配戴护目镜、穿胶鞋和戴橡皮手套。

（八）小心电瓶电解液。

电瓶电解液含有硫酸，严禁让皮肤接触电瓶电解液。

（九）急救电瓶电解液含有硫酸，若与之接触可能造成烧伤。

发生意外时，请立即进行急救并请医生治理。

①溅到皮肤上：用水冲洗10-15分钟②溅到眼睛上：用水冲洗10-15分钟③误咽：喝大量的水和牛奶④溅到衣服上：立即脱下衣服如不遵守以上各点，可造成严重的伤亡事故。

（十）拧紧电瓶通风盖拧紧电瓶通风盖，以防泄漏电解液。

（十一）清洗严禁在叉车上清洗电瓶，以免损坏叉车。

（十二）不正常的电瓶如电瓶发生下列情况，与和资格的服务机构或电瓶生产商联系。

①电瓶发臭②电解液变浊③电解液减少速度过快④电解液温度过高（十三）严禁拆解电瓶不得让电解液耗尽、拆卸或自行维修电瓶。

（十四）储存①将电瓶储存通风良好及干燥的地方。

②将电瓶储存在无烟火处。

（十五）不要丢弃旧电瓶处理用旧的电瓶，与服务机构联系。

（十六）叉车使用完毕后，立即关闭叉车开关，拔下钥匙。

二、充电时的注意事项（一）检查电解液量当电解液量低时，严禁使用叉车。

叉车操作说明叉车是一种广泛应用于仓储、物流和生产行业的设备，它可以有效地提高货物搬运的效率和安全性。

本文将为您提供叉车的操作说明，以确保您在使用叉车时能够高效、安全地完成工作任务。

一、叉车操作前的准备工作在操作叉车之前，您需要进行以下准备工作：1. 审阅操作手册：认真阅读叉车的操作手册，并熟悉叉车的各个部件、控制器和指示器的功能和操作方法。

2. 审查叉车状态：检查叉车的燃料或电池状态，确保其正常工作。

如果发现异常，请立即修复或报告相关负责人。

3. 检查工作区域：确保工作区域平整、无杂物，并清理可能妨碍叉车行驶和搬运货物的障碍物。

4. 穿戴防护装备：佩戴适当的防护装备，如安全鞋、安全帽和手套等，以保护您的安全。

二、叉车的基本操作步骤在进行叉车操作时，请按照以下基本操作步骤进行：1. 上下车操作：提前检查叉车的司机座椅、扶手和踏板等设施是否完好，并正确挂上安全带。

注意在上下车时保持稳定，使用扶手和踏板辅助操作。

2. 启动叉车：按照操作手册中的步骤启动叉车。

如果是燃油叉车，确保燃油是否充足，并按照正确的程序进行启动。

对于电动叉车，确认电池电量充足并按照正确的流程启动。

3. 操纵操作：叉车的操纵杆用于控制叉车的行进方向和起升/下降货物的高度。

在操作过程中，要小心、平稳地移动操纵杆，以避免突然节制和意外伤害。

4. 前进和后退：通过操纵杆将叉车前进或后退到目标位置。

在操作过程中，应保持缓慢、稳定的速度，并遵守交通规则。

5. 起升和下降货物：通过操作升降杆或按钮，将货物提升或下降到适当的高度。

在起升和下降过程中，要注意货物的稳定和重心平衡，以避免货物掉落或翻倒。

6. 载重物的平衡：在搬运载重物时，请确保将货物平衡地放置在叉车的叉臂上，并使用适当的夹具或绑带固定货物，以确保其稳定性。

三、叉车操作中的注意事项在操作叉车时，您还需要注意以下事项，以确保工作的顺利进行：1. 注意观察：在操作过程中，时刻关注前方和周围的环境，确保没有行人或其他车辆妨碍叉车的行进。

一、外形与部件名称1、货叉2、货叉架3、倾斜油缸4、挡货架5、方向盘6、起升链条7、起升油缸8、内门架9、外门架10、前大灯11、护顶架12、前组合灯13、座椅14、后组合灯5、平衡重16、内燃机罩17、车架18、后轮19、左踏脚板20、前轮21、货叉定位销1、仪表与操纵仪表计时表①记录叉车的运行时间，以此作为定期检查与维修的依据。

液力变速箱油温表②（仅液力叉车）显示液力传动油油温，在正常情况下，指针在绿色范围内（60—120℃）注意如果指针在红色范围内，请立刻停止作业，降低发动机速度以冷却，直至指针指向正确的范围内为止。

发动机水温表③显示发动机的冷却水温度，在正常情况下，指针在60—115℃范围内。

注意如果指针在红色范围内，请立刻停燃油表④显示燃油箱内的燃油量，制针织在刻度表的左侧表示油空了，刻度表右边1/4处为1/4油量，3/4处表示3/4油量，右边终点表示满箱油。

指示灯这些灯是用来指示所对应的装置是否在正常运转，如果出现异常，小灯就会亮。

充电指示灯（A）此灯显示蓄电池充电状态，启动开关置于“ON”位置时灯亮，如果发动机启动后此灯应熄灭。

油压报警灯（B）此灯指示发动机润滑油的状态，启动开滚置于“ON”位置时灯亮，但发动机启动后此灯应熄灭。

油水分离器指示灯（C）（W9、W13、HW15A叉车用）发动机运转时，当水的沉淀达到一定量后灯亮。

在通常情况下，当启动开关置于“ON”时灯亮，担当发动机启动后，此灯熄灭。

预热指示灯（D）当把开关置于“ON”位置时灯亮一会儿，灯灭之后就可把开关打到“START”位置上启动。

空滤器指示灯（E）指示空气滤清器滤芯堵塞情况，操作时该灯亮，就必须清理或更换滤芯。

左转指示灯（F）左转向灯亮，此指示灯亮。

右转指示灯（G）右转向灯亮，此指示灯亮。

远光指示灯（H）远光灯亮，此指示灯亮。

滤油知识灯（J）（选用）指示滤油器工作情况，滤油器阻塞此灯亮。

钥匙开关（5）OFF这是钥匙插入拔出的位置，在该位置时停机。

1 特性1.1 特点1．萨牌MDI多功能数字仪表是一个显示器，它适用于所有装有ZAPI高频电控器的各种形式的电动车辆。

2．萨牌MDI多功能数字仪表的信号取自斩波器，而不是电瓶，这样不同电压等级的车辆也可用同一仪表。

3．电瓶的放电状态由微处理器进行一定的换算模拟获得。

该换算考虑了制动及起动等大电流工况对电瓶的影响。

4．用萨牌MDI数字式手持单元，可以选择100种不同放电曲线。

5．萨牌MDI多功能数字仪表是一个以微处理器为基础的系统。

对电瓶放电状态测量是高精度的，具有很高的可靠性和灵敏度。

同时萨牌MDI多功能数字仪表还可以显示工作小时。

6．萨牌MDI多功能数字仪表有三个内部功能。

●显示放电状态。

●工作小时。

●显示控制系统故障。

7．萨牌MDI多功能数字仪表不直接连到电瓶，她仅与斩波器相连。

与传统显示仪表相比，萨牌MDI多功能数字仪表无需复杂接线，也节省了安装时间。

1.2 显示功能说明1.2.a 发光二极管显示功能萨牌MDI多功能数字仪表用发光二极管显示电瓶放电状态。

萨牌MDI多功能数字仪表有五个发光二极管，一红四绿，表示电瓶的放电状态。

充足电时，四个绿色发光二极管全亮。

随着电瓶不断放电，四个绿灯随电瓶剩余电量的减少逐步并按一定顺序熄灭，直至电瓶放完电，红灯开始闪烁，表示电瓶已开始过放电，斩波器进入低电压保护状态。

1.2.b 液晶显示功能小时计：在萨牌MDI多功能数字仪表中部装有液晶显示器，它可以用来显示1．工作小时2．系统故障，萨牌MDI多功能数字仪表显示故障状态时是以相应的代码表示，故障发生时，红色发光二极管将开始闪烁，以引起注意。

3．软件版本：电锁刚闭合时，萨牌MDI多功能数字仪表显示EPROM中的软件版本，即EP××，同时出现扳手图案。

4．其它信息，萨牌MDI多功能数字仪表上有三种图案，分别告知司机下列信息：乌龟图案：表示车辆处在“软”方式工作状态，在这种状态下，最大速度和加速度都被减小了。

叉车操作说明叉车是一种用于搬运和堆垛物品的重型机械设备。

它能够在工业、仓储和物流领域发挥重要作用。

本文将为您提供一份叉车操作说明，以帮助您了解如何正确操作叉车，并确保安全性和高效性。

1. 叉车的种类和结构叉车有多种类型，包括内燃机叉车和电动叉车。

内燃机叉车可以分为燃油型和液化气型，前者使用汽油或柴油作为燃料，后者使用液化石油气。

电动叉车则使用电池作为动力源。

叉车的主要部件包括底盘、驾驶室、货叉和液压系统等。

2. 叉车操作前的准备工作在操作叉车之前，以下几个准备工作必不可少：- 确保叉车处于良好工作状态。

检查车辆的机械部件、液压系统和电子控制系统是否正常运行。

如发现任何故障或异常，应及时通知维修人员进行修复。

- 检查叉车的燃油或电池电量是否充足。

燃油型叉车应确保燃油足够，电动叉车则需要充好电。

- 确保叉车周围没有障碍物和行人。

清理工作场地，确保可供叉车行驶和搬运物品的通道畅通无阻。

- 穿戴好合适的工作服和安全装备，如安全帽、工作手套和安全鞋等。

3. 叉车的基本操作步骤以下是叉车的基本操作步骤：- 上车前，调整座椅和安全带，确保舒适和安全。

- 启动叉车前，将控制杆定位在中立位置，确保安全开关处于工作状态。

如果是电动叉车，将钥匙插入点火开关并打开电源。

- 打开刹车，松开手刹。

根据需要，选择前进或倒退挡位。

- 观察周围情况，确保安全无误后，缓慢踩下油门，控制叉车前进或倒退。

在行驶过程中，保持适当的车速，并注意与周围环境的协调。

- 当需要提升或降低货叉时，使用液压系统控制杠杆。

提升货叉时，注意货物的稳定性和平衡性，以防意外发生。

- 当到达目的地时，停车前提前减速，确保车辆平稳停下。

拉起手刹并将控制杆回到中立位置。

- 在离开叉车前，确保车辆处于安全状态，将控制杆归零，关闭电源或熄火。

4. 叉车操作的安全注意事项在操作叉车时，安全至关重要。

以下是一些叉车操作的安全注意事项：- 遵循公司的操作规范和安全标准，接受必要的培训。

1 特性1.1 特点1．萨牌MDI多功能数字仪表是一个显示器，它适用于所有装有ZAPI高频电控器的各种形式的电动车辆。

2．萨牌MDI多功能数字仪表的信号取自斩波器，而不是电瓶，这样不同电压等级的车辆也可用同一仪表。

3．电瓶的放电状态由微处理器进行一定的换算模拟获得。

该换算考虑了制动及起动等大电流工况对电瓶的影响。

4．用萨牌MDI数字式手持单元，可以选择100种不同放电曲线。

5．萨牌MDI多功能数字仪表是一个以微处理器为基础的系统。

对电瓶放电状态测量是高精度的，具有很高的可靠性和灵敏度。

同时萨牌MDI多功能数字仪表还可以显示工作小时。

6．萨牌MDI多功能数字仪表有三个内部功能。

●显示放电状态。

●工作小时。

●显示控制系统故障。

7．萨牌MDI多功能数字仪表不直接连到电瓶，她仅与斩波器相连。

与传统显示仪表相比，萨牌MDI多功能数字仪表无需复杂接线，也节省了安装时间。

1.2 显示功能说明1.2.a 发光二极管显示功能萨牌MDI多功能数字仪表用发光二极管显示电瓶放电状态。

萨牌MDI多功能数字仪表有五个发光二极管，一红四绿，表示电瓶的放电状态。

充足电时，四个绿色发光二极管全亮。

随着电瓶不断放电，四个绿灯随电瓶剩余电量的减少逐步并按一定顺序熄灭，直至电瓶放完电，红灯开始闪烁，表示电瓶已开始过放电，斩波器进入低电压保护状态。

1.2.b 液晶显示功能小时计：在萨牌MDI多功能数字仪表中部装有液晶显示器，它可以用来显示1．工作小时2．系统故障，萨牌MDI多功能数字仪表显示故障状态时是以相应的代码表示，故障发生时，红色发光二极管将开始闪烁，以引起注意。

3．软件版本：电锁刚闭合时，萨牌MDI多功能数字仪表显示EPROM中的软件版本，即EP××，同时出现扳手图案。

4．其它信息，萨牌MDI多功能数字仪表上有三种图案，分别告知司机下列信息：乌龟图案：表示车辆处在“软”方式工作状态，在这种状态下，最大速度和加速度都被减小了。

目录1 简介2 规范2.1D U A L A C2的技术规范82.5.3 其他模拟控制单元92.5.4 速度反馈92.5.5 转向角传感器102.7 操作特性12 2.8 故障诊断1344.4“D U A L A C2”与“D U A L A C2”加强型的接线说明15 4.5“D U A L A C2”与“D U A L A C2＆H P”加强型的接线说明174.7C A N B U S连接器的结构19 4.7.1单个D U A L A C2控制器9223 4.8.4“D U A L A C2＆H P加强型”24 4.9机械图254.10“D U A L A C2”与“D U A L A C2加强型”标准接线图29 4.11“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”标准接线图3053223345.3.2a 主菜单3435 5.4 功能设置355.4.1 “DUALAC2”与“DUALAC2加强型”—主控制部分355.4.2 “DUALAC2”与“DUALAC2加强型”—从控制部分375.4.3 “DUA LA C2＆HP”与“DU A LAC2＆H P加强型”—主控制部分功能383840 41 4142 5.6 可编程的控制器的功能465.6.1 功能设置（参见5.4）465.6.2 参数编程（参见5.5）465.6.3“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”测试465.6.4“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”测试7485.8.1“D U A L A C2”与“D U A L A C2加强型”—主控制部分495.8.2“D U A L A C2”与“D U A L A C2加强型”—从控制部分505.8.3“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—主控制部分515.8.4“D U A L A C2＆H P”与“D U A L A C2＆H P加强型”—从控制部分5267、“D U A L A C2”与“D U A L A C2＆H P”故障诊断56 7.1 与牵引相关的错误编码56 7.2 手持单元显示的关于牵引相关的报警分析60出版物编号：版本1 简介ZAPIMOS系列中的DUAL AC2逆变器适合用于3—7KW一对电机控制。