Mac Puarsa Mrl Othyssone

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Codes Displayed by the MicroBasic Controller

REASON FOR LIFT NOT STARTING (A)

COMPONENT

A01 Safety circuit fuse (FM) blown

A02 Safety circuit open

A03 Motor therms or machine room temperature device tripped

A04 110% load A05 Attendant control active

A06 Door contact open - manual doors

A07 Door open push (PAP) or door sensitivity (SEN) or photocell (CEL) open

A08 Car door contact and landing lock circuit open

A09 Car or hall call for floor where car is positioned (keeping doors open)

LIST OF CONDITIONS (E)CONDITION - (DIGIT NOT FLASHING) CONDITION - (DIGIT NOT FLASHING)

E01 100% overload (active) E15 Firemans switch [car] (active)

E02 Attendant control (active) E16 Levelling down direction

E03 car door & landing locks (closed) E17 Firemans switch [landing] (active)

E04 Safety zone, levelling (active) E18 High speed relay (active)

E05 Safety cct prior to locks (active) E19 Relay (CB) or (CL) (active)

E06 Not in use E20 Safety circuit fuse [FM] (closed)

E07 Level circuit (closed) E21 Pin f-P2 active, arrival gong trig

E08 Not in use E22 Lift resetting

E09 Lower prelimit [slow limit] (closed) E23 Temporarily out of service

E10 Upper prelimit [slow limit](closed) E24 Permanently out of service

E11 Inspection control (active) E25 Lift in travel

E12 Manual Doors - series cct (closed) E26 Lift in slow speed

E13 Door open cct PAP SEL SEN (closed) E27 End of serviceE14 STOP cct [sill switch] (open)

ERRORS (F)

REASON REASON

F01 Running timer tripped F12 PAP SEL SEN circuit open too long

F02 Safety circuit open F13 Car between floors prelimits open

F03 Final limit opened and re-closed F14 Both prelimits open

F04 Stuck contactor circuit tripped F15 Up prelimit opens in down travel

F05 Repeat fault - door interlock circuit F16 Down prelimit opens in up travelF06 Series of open doors in operation F17 Parameters incorrect (new input)

F07 Series of open interlocks duringservice

F18 Inverter drive fault (traction lifts)

F08 Misregulation of pulses F19 Button of operating panel stuck

F09 Control fuse (FM) or supply open F26 Lift level CPS circuit open

F10 MicroBasic PCB fault F27 CPS not changing going into floor

F11 Door circuit open too long



Techn ical Dossier

PROVISIONAL AND PARTIAL

V0.2, MAR.04

English / 3VFMAC-DSP_UK

I nstal lati on • Assembly• Star-Up

Use • Maintenance • Repair

3VFMAC-DSP

Frequency

Converter



PRODUCT TECHNICAL MANUAL

3VFMAC-DSP FREQUENCY CONVERTER

V0.2 MAR.04 Page 1 3VFMAC-DSP_UK

Provisional

VERY IMPORTANT: This document is provisional and includes

partial information only, which is complemented by the 3VFMAC1

v3.00 frequency changer manual. For any doubts that may arise

during the operating of the frequency changer, please consult MP

Lifts.

CONTENTS

1. COMPATIBILITY BETWEEN F SERIES AND DSP VERSIONS........................................................................... 2

2. GENERAL FEATURES................................................................................................................................ 3

2.1. New features............................................................................................................................... 3

2.2. Technological improvements ......................................................................................................... 3

2.3. Improvements in comfort.............................................................................................................. 3

3. UNIVERSAL CONNECTION........................................................................................................................ 4

4. GENERAL DIAGRAMS............................................................................................................................... 6

4.1. MicroBASIC controller................................................................................................................... 6

4.2. SERIE controller........................................................................................................................... 7

5. INFORMATION SUPPLIED BY THE BOARD................................................................................................... 8

5.1. Led indicator lights....................................................................................................................... 9

5.2. Five-digit display (console)............................................................................................................ 9

6. USER INTERFACE...................................................................................................................................11

6.1. Parameterisation.........................................................................................................................12

6.2. Visualising the information through display (monitoring)..................................................................13

6.3. PALM control ..............................................................................................................................14

7. LIST OF PARAMETERS ............................................................................................................................14

8. DESCRIPTION OF ERRORS ......................................................................................................................20

9. ADJUSTMENT AND FINE-TUNING OF THE INSTALLATION ............................................................................22

9.1. Preliminary aspects .....................................................................................................................22

9.2. General adjustments ...................................................................................................................23

9.3. Levelling adjustment ...................................................................................................................24

9.4. Vibrations ..................................................................................................................................25






Provisional

1. COMPATIBILITY BETWEEN F SERIES AND DSP VERSIONS

The new DSP frequency changer is fully compatible with the old F series version, to such an extent that if it is

necessary to replace the latter with the new DSP version, neither the wiring nor the original fastenings of the controller

need be changed. It is only necessary to reduce the number of poles of the plug-in terminal that is connected in the

bottom-left corner of the frequency changer (XC4), which should be reduced from 8 to 6 poles, eliminating the two

upper end terminals which are never wired (in F series controllers). The instructions to make this change are described

in detail below.

INSTRUCTIONS TO CONNECT THE XC4 PACKAGE:

1. Photo 1 shows the connector with terminals 30 and 31 which overhang from the XC4 package of thefrequency changer.

2. Photo 2 shows where this connector must be separated (terminals 30 and 31 which are never wired) and the

removal of its end cover.

3. Photo 3 shows the new connector with two poles less, with the end cover positioned on the side of terminal

32 which was uncovered.

4. Photo 4 shows the final connection in the PCB of the 3VF-DSP.

Photo 1 Photo 2

Photo 4Photo 3

End cover

Uncovered side






Provisional

2. GENERAL FEATURES

IMPORTANT: On the date that this document was published, part of the features described below were not yet

operational. These are marked with the symbol (†).

2.1. New features

• Control of the asynchronous and synchronous motor. (†)

• Elimination of roll-back effect in start-up, by means of a weight reading by using MP’s VK2P weighing

system.

• Modelling of the machine by the direct parameterisation of the motor electrical constants (vector control).

(†)• High connectivity of encoders with a high number of pulses.

• Communication interfaces available: RS-485, ENDAT, SSI, Irda and CAN-BUS, which make it possible to

monitor and control the system remotely. (†)

2.2. Technological improvements

• Latest generation DSP technology (Texas Instruments) with 32-bit Flash

technology and instruction times of up to 6 nanoseconds.

• User-friendly scheduling interface, by using a market PDA terminal (PALM O.S.)

without cables (infrared, Irda) or by using an on-board keyboard.

• Application to gearless motor by operation at very low electrical frequencies

(precision: 0.0078Hz). High precision vector control with Space-Vector

modulation which makes it possible to reduce the heat of the power transistors, allowing higher switching

frequencies.

2.3. Improvements in comfort

• Direct access due to exact positioning, which makes

it possible to remove the landing approach span,

eliminating unnecessary waiting times for users. (†)

• Direct access to landing due to indirect calculation of

car weight, eliminating the need for load-weighing

switches.

• Complete lack of electrical noise of the motor due to

its switching frequency of up to 20 Khz, enabling its

installation in machine room less lifts.

• Quality of ride, thanks to self-adjustment of jerk, which eliminates the unpleasant sensation caused by

acceleration during starting and stopping.

• Precision on stopping, without position encoder. Levelling by time or by position (†).

• Standard performance, independent of the supply voltage, thanks to its system which adapts to the

network voltage.






Provisional

PCB3VFDSP

B1

B2

32

33

34

35

36

37

11

12

13

14

15

16

17

18

19

1

2

3

4

5

X C 2

XC11

X C 4

XC6

11

12

13

14

15

16

17

18

19

XC6

XC4

XC2

1

2

3

4

5

32

33

34

35

36

37

VW U

S

T

R

+CEC1

T1

T2

20

21

22

23

C2

-CE

+

-

+

-

C1+

C1-

C2+

C2-

20

21

22

23

0Vdc24Vdc

K1

KRFR

0Vac

110Vac

48

49

50

XC9

XC10

K1

K2

M~3

X C 3

X C 5

XC3

W

V

U

RL3

TRIAC

RL1K2

R

(+) 10V(-) 0V

FLC

A1

A2 A2

A1

3. UNIVERSAL CONNECTION

Voltage-free contact control

General powersupply

Control signals

Inputfilter

Machine

Contactors

CAPACITORS(Only in 10HP, 15HP

and 20HP. Supplied

with capacitor)

Ventilation fan

Brake resistance:

5HP400V: 60hms, 520W230V: 20hms, 600W

10HP400V: 40hms, 1040W230V: 14hms, 1040W

15HP400V: 30hms, 1400W

20HP400V: 30hms, 400W

Multipole

encoder5Vdc

Pulse reading

Low costencoder

Brake control

Contactor

control

*RUN*Nominal speed

2 speeds

*Inspection speed

2 Accel. / Decel.

*Up / down

Reset Error

* Necessary connections Ground

network

Output filter

Communication

VS: encoder

CommunicationCAN control

Communication

VS: control

Safety

series

Contactor readingfilter






Provisional

It is important to pay special attention to the power cables so that all of these cables (U, V, W, C1, C2, CE+, CE-,

B1, B2) remain above the strip of pins in the way the installation is wired in the following photo.

Strip of

pins






Provisional

C O N D

F E

R

S

T

+ C E

- C E

R

S

T

U

V

W

C 2

C 1

B

1

B

2

3 V F -D S P

T R M

1 1 0 V s

2 0 V s

6 0 V s

4 8 V s

8 0 V s

0 V s

3 8 0 V p

2 2 0 V p

0 V p

1 4

1 5

1 0 6

F M

R MT 1

S C C

5

6

1 2

8

1 0 2

1 0 5

S A F

S C E

1 0 4

S

P

S A C

S I R

S P R S

S P R B

1 0 3

S T O P F

S T O P S

T L H

2 2 0

S L V H

S C T H

S F I

S F S

L 1

L 2

L 3

K 1

L 1

L 2

L 3

Q I M

2 1

T

T

T

0 V d c

5

R MT 1

A 1

A 1

A 2

A 2

A

K 1

K 2

A

R MT 2 2

7

1 1

A 2

A 1

K R N S

A

G 2 R -2

1 1 0 V a c

R M

R

R

Z S

1 3

R V R 2

3 2 4

R M

K R S E

9 5

7

3 4

3 5

K R L 2 3VF-DSP

R B

9

R S

2 5

2 6

A 1 A

2

K R S E

A

MY 4

1 1 0 V a c

R Z S

1 7

R MP

R

Z S

0 0

R P A

2 2 0 V p

4 8 V s

6 0 V p

1 1 0 V s

0 V p

0 V s

G R F (

+ )

( - )

~1

~2

K 2

1 3

1 4

2 0 6 ( S M )

2 0 4 ( S M )

( + )

( - )

2 2 0 V p

0 V p

4 8 V s

6 0 V p

0 V s

1 1 0 V s

K R L E

K R L E

1 1

1 4

2 1

2 4

G R L

L E ( - )

L E ( + )

LE -LE +

K 2

T 1

T 2

T 3

F S

U

V

W

B 2

B 1

R F

M 3 ~

2 0

2 1

2 2

2 3

2 0

2 1

2 2

( + )

( - )

( I N 1 )

X C 3

3 V F -D S P

S M

2

2 ( MB )

K 1

K 2

K R N S

3 ( MB )

4 ( MB )

6 1

6 2

6 1

6 2

1 1

1 2

1 2 3 4 5 C 1 +

C 1 -

C 2 +

C 2 -

C 2 -

C 2 +

C 1 +

-+ C 1 -

X C 6

S M

3VF-DSP+ 24 Vdc

+ 5 Vdc

1 1

1 2

1 3

1 4

1 5

1 6

a c

R E T

2 4

2 1

K R R E V

K R N S

1 2

1 1

MicroBASIC

1 7

1 8

1 9

3 6

3 7

K

R L 3

K R S E

1 2

1 1

3 V F -D S P

1 9 ( MB )

BYT11 - 1000

K R R E V

A 1

A 2

2 0 8

G 2 R 2

2 4 V d c

K R F R

1

3

K R F R

8

6

L 1

L 2

L 3

T 3

T 2

T 1

K 1

1 3

1 4

A

D

~1

~2

+ 2 4 V d c

0 V d c

K R F R 2 7

MK 2 P

2 4 V d c

B Y T 1 1 - 1 0 0 0

P I N

1 0 3

B

3 V F -D S P

F L C

F L C

4. GENERAL DIAGRAMS

4.1. MicroBASIC controller

I n d u s t r i al en c o d er c onn e c t i on

L ow c o s t

E n c o d er

c onn e c t i on

C

on t a c t or

r e

a d i n g

f i l t er






Provisional

C O N D

F E

R

S

T

+ C E

- C E

R

S

T

U

V

W

C 2

C 1

B 1

B 2

3 V F -D S P

T R M

1 1 0 V s

2 0 V s

0 V s

0 V s

3 8 0 V p

2 2 0 V p

0 V p

L 1

L 2

L 3

K 1

L 1

L 2

L 3

A 1

A 1

A 2

A 2

K 1

K 2

3 4

3 5

K R L 2

3VF-DSP

2 2 0 V p

4 8 V s

6 0 V p

1 1 0 V s

0 V p

0 V s

G R F (

+ )

( - )

~1

~2

K 2

1 3

1 4

F 1 ( S M )

F 2 ( S M )

K 2

T 1

T 2

T 3

F S

U

V

W

B 2

B 1 R

F

M 3 ~

2 0

2 1

2 2

2 3

2 0

2 1

2 2

( + )

( - )

( I N 1 )

X C 3

3 V F -D S P

S M

2 4 G

( X S M1 )

K 1

K 2

K P 1

( X S M1 )

6 1

6 2

6 1

6 2

1 2 3 4 5 C 1 +

C 1 -

C 2 +

C 2 -

C 2 -

C 2 +

C 1 +

-+ C 1 -

X C 6

S M

3VF-DSP+ 24 Vdc

+ 5 Vdc

1 1

1 2

3 6

3 7

K R L 3

3 V F -D S P

K R F R

1

3

K R F R

8

6

L 1

L 2

L 3

T 3

T 2

T 1

K 1

1 3

1 4

A

+ 2 4 V d c

0 V d c

K R F R 2 7

MK 2 P

2 4 V d c

B Y T 1 1 - 1 0 0 0

Q I M

2

1

1 H

8 H

8 C

7 C

7 H

6 H

6 S

5 S

5 H

5 H 4 C

3 C

3 ´ C

2

H

2 C

P C B - S M

X C 1 0

X E N C

X C 1 1

X 3 V F

F L C

F L C

S T L H

S F I

S F S

S L V H

S A C

S T O P C

S I R

S I B

S I S

S T O P F

S P C

S C E

B

S

4.2. SERIE controller

C on t

a c t or

c on t r ol

I n

c a s e of ex a c t

p o s i t i oni n g

I n d u s t r i al en c o d er c onn e c t i on

L ow c o s t

en c o d er

c onn e c t i on

C on t a c t or

r e a d i n g

f i l t er






Provisional

5. INFORMATION SUPPLIED BY THE BOARD

Below we have included a diagram of the PCB which shows the elements that supply visual information. All of this

information is included in the following points.

CONSOLE






Provisional

5.1. LED indicator lights

BLOCK GENERAL DESCRIPTION LED NO. DESCRIPTION OF LED COLOUR

A High voltageHIGH

VOLTAGEON: there is a high voltage Red

B Control of contactors 12 ON: contactors active Red

B RUN signal 13 ON: start command Red

B Nominal speed 14 ON: nominal speed command Red

B Second speeds 15 ON: second set of speeds active Red

B Inspection speed 16 OFF: inspection speed Red

BSecond

acceleration/deceleration17 ON: second set of accelerations and decelerations active Red

B Up/down 18 ON: up RedB Reset error 19 ON: error reset active Red

C CAN communication CAN Not applicable Green

D Emergency EM Not applicable Green

D Speed limit SP ON: above speed limit Green

D Contactors K ON: contactors active Green

D Brake BK ON: brake with power supply Green

E Encoder ENCODER Not applicable Green

E RS-485 communication RS-485 Indicator: there is communication Green

F RUN RUNON FIJO: RUN command not active

INDICATOR: RUN command activeGreen

5.2. Five-digit display (console)

See point “6.2. Visualising information through display (monitoring)”

POSITION VISUALISATION GENERAL DESCRIPTION

0 Frec Command Frequency (Hz)

1 Encod Encoder pulses

2 int s Current intensity of U phase (digital units)

3 int r Current intensity of V phase (digital units)

4 Ad in rms output current intensity to motor (Ampere)

5 tens Bus voltage (Volts dc)

6 Uerr Last error

7 int d Measured Magnetisation Current Intensity (Ampere)

8 int u Measured Par Current Intensity (Ampere)

9 UEL Measured speed (electric Hz)

10 rEU Measured speed (r.p.m.)

11 EiUEL Error in Built-in Terminal of speed PI (digital units)

12 EPUEL Error in Proportional Terminal of speed PI (digital units)

13 An Electrical angle

14 Udd Magnetisation component of output voltage vector to motor (digital units)

15 Uud Par component of output voltage vector to motor (digital units)

16 UdE X component of output voltage vector to motor (digital units)






Provisional

POSITION VISUALISATION GENERAL DESCRIPTION

17 UuE Y component of output voltage vector to motor (digital units)

18 SEno Sine of electrical angle (digital units)

19 CoSE Cosine of electrical angle (digital units)

20 iurEF Par current intensity of reference (digital units)

21 USlip Slip (digital units)

22 UrEF Mechanical reference speed (digital units)

23 Pso Weight (Kg), if load cell available

24 Uer Software version

25 SEriE Equipment serial number

26 HOurS Equipment operating hours

27 E4 Start phase

28 E2 Slip term in vector control (machine constant)

29 E3 Reference mechanical speed in Hz*128

30 E4 Output Iq of the filtered speed PI

31 E5 Electrical frequency

32 E6 Proportional constant of the speed PI

33 E7 Whole constant of the speed PI

34 E8 Weight offset

35 E9 VEL.10 parameter interpretation

36 E10 Maximum torque intensity (digital units)

37 E11 Minimum value of effective intensity in an electrical cycle (digital units)

38 E12 Reference magnetisation intensity

39 E13 Power control set point

40 E14 Electrical frequency offset 1 in stop for torque compensation (Hz*100)

41 E15 Approach speed 1 calculated according to torque compensation (Hz*100)

42 E16 Sine curve time (ms)

43 E17 Machine control variable of torque compensation statuses






Provisional

6. USER INTERFACE

The user interface is the area where the controller represents the information of its internal state (errors,

functioning modes, etc.) and enables the maintainers to carry out a set of operations related to maintenance(configuration, metering, etc.)

The interface that the user will find consists of 5 digits which show information and 4 push buttons, as shown in

this diagram.

The access keys are:

P/R: This push button has different functions, described below:

• Back or return to previous menu, provided that the user is already inside a menu.

• Enter Programming Mode. Press button down continuously.

• Recording of Parameters. Once inside a parameter, this button must be pressed to record it and then exit.

Izq ÿ: This push button has different functions, depending on the level reached:

At the menu level, it produces a movement to the left

At the operations level, it reduces the value being operated

At the parameters level it produces a movement to the left between the digits

Drch ÷: This push button has different functions, depending on the level reached:

• At the menu level, it produces a movement to the right

• At the operations level, it increases the value being operated

• At the parameters level it produces a movement to the right between the digits

Intro ü: This push button has various functions:

• At the menu level, to enter inside the menu

• At the operations level, execution of commands

• At the parameters level, increase of value






Provisional

P/R

......

P/R

1s

1sP/R

P/R P/R

6.1. Parameterisation

The monitoring of the parameterisation is shown below.

These parameters are described in detail in chapter 7 of this manual

CUSTOMERCODE

CODEEXAMPLE

ACCEPTED

GOES TO BLOCKSOF PARAMETERS

RETURN TOBLOCK 1 “CNF”

VALUE

NEW VALUE

ACCEPTEDANDRETURNED

STAR

EXAMPLE OFPARAMETERISATION IN BLOCK -CNF-






Provisional

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

0 .2 s

P o s . 0

P o s .1 5

P o s .1 6

P o s .1

P o s .1 4

P o s .1 7

P o s . 3 0

P o s .2

P o s .1 3

P o s .1 8

P o s .2 9

P o s . 3

P o s .1 2

P o s .1 9

P o s .2 8

P o s .4

P o s .1 1

P o s .2 0

P o s .2 7

P o s . 5

P o s .1 0

P o s .2 1

P o s .2 6

P o s . 6

P o s . 9

P o s .2 2

P o s .2 5

P o s .7

P o s . 8

P o s .2 3

P o s .2 4

P / R

6.2. Visualising the information through display (monitoring)

V A L UE

V A L U

E

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L U

E

V A L UE

V A L U

E

V A L UE

V A L UE

V A L U

E

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

V A L UE

R E T UR N

T O

P O S I T I ON

0

V A L UE

S T A R T






Provisional

6.3. PALM control

Not available in this version.

7. LIST OF PARAMETERS

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTIONN A

DESCRIPTION OF VALUES RANGE

FACTORY

VALUE

CNF.00 15 Control Type 2 2This parameter will determine whether it works

in open or closed loop

0: Scale

1:Vector1

CNF.01 24 Inverter type 1 1Inverter model in terms of power supply and

power.

2:10CV/400Vac

3:10CV/220Vac

4:15CV/400Vac

6:20CV/400Vac

S/M

CNF.02 30 Autoreset 2 2

Maximum no. of errors that may appear in 3

minutes. After this period, the inverter is

blocked until one of the following actions is

taken:

The power supply is cut off

-Terminal 19 activated

-It enters in programming

0...5 5

CNF.03 N/AOrigin of

commands2 2

Specifies whether the origin of the commands

will be the terminals or via CAN

0: Terminals

1:CAN0

CNF.04 N/A CAN monitor 2 2Specifies whether to activate the monitoring via

CAN

0:NO

1: YES0

CNF.08 N/A

Customer’s

access code to

parameters

2 0 0...9999 0

CNF.09 N/A

Customer’s

access code to

parameters

2 0

In both, the customer’s code to access

parameters is specified. It is done this way in

order not to enter a value accidentally which

later makes the parameterisation impossible. 0...9999 0

CNF.10 N/A Series number 1 1

Gives information on the installation’s series

number. This value is unique for each

installation.

0...65535 S/P

CNF

General

Configuration

CNF.11 N/ASoftwareversion

1 1Reports the software version that the machinehas recorded.

N/A S/P

TR0.00 5Inspection

speed2 2 Speed in Inspection Operation (maintenance) 5.00...65.00Hz 15.00Hz

TR0.01 31 Speed limit 2 2

Electrical output frequency (scale) or motor

rotation speed (vector), which when exceeded

switches the KRL1 relay. A (0 Hz) does not

activate RL1 (terminals 30 _ 31 and 32)

0.00,0.25...

...45.00Hz0.00Hz

TR0

Travelling.

General

parameters

TR0.02 N/ASpeed limit

relay logic2 2

Enables logic of speed limit relay to be

configured. With a positive logic ( 1), the relay

will go to ON when the speed is above the set

limit and Off when below. With a negative logic

(0), The relay will be ON when the speed is

below the set limit or is zero, and it will be OFF

when it is above the limit. We take speed to

mean Electrical output frequency (scale) or

motor rotation speed (vector).

0: negative logic

1: positive logic1

TR1

TravellingTR1.00 1 Nominal speed 2 2 Nominal speed 1 10.00...65.00Hz 50.00Hz






Provisional

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTION

N A


FACTORY

VALUE

TR1.01 2 Approach speed 2 2 Approach speed 1 01.00...15.00Hz 05.00Hz

TR1.02 9Acceleration

time2 2 Acceleration ramp time 00.30...10.00s 02.50s

TR1.03 N/A

Acceleration

Progressivity

Factor

2 2

The higher the value, the smoother the start of

the curve and less smooth the end of the curve.

Only operational on sine curve (RSN.00 = 2).

Value 1 = neutral

0.10...15.00 1.50

TR1.04 10Deceleration

time2 2 Deceleration ramp time 1 00.30...10.00s 02.20s

TR1

Travelling

TR1.05 N/A

Deceleration

Progressivity

Factor

2 2



Value 1 = neutral

0.10...15.00 1.00

TR2.00 3 Nominal speed 2 2 Nominal speed 2 10.00...65.00Hz 30.00Hz

TR2.01 4 Approach speed 2 2 Approach speed 2 01.00...15.00Hz 05.00Hz

TR2.02 11Acceleration

time2 2 Acceleration ramp time 2 00.30...10.00s 01.00s

TR2.03 N/A

Acceleration

Progressivity

Factor

2 2



Value 1 = neutral

0.10...15.00 01.50

TR2.04 12Deceleration

time2 2 Deceleration ramp time 2 00.30...10.00s 02.20s

TR2

Travelling

Group 2

TR2.05 N/A

Deceleration

Progressivity

Factor

2 2



Value 1 = neutral

0.10...15.00 1.00

RSN.00 N/A Reverse Curve 2 2 Reverse Curve0: Standard

2: Sine2

RSN.01 25 Reverse Curve 2 2Smoothness at the start of the acceleration

ramp. Greater number: Greater smoothness1...999 50

RSN.02 26K End of

Acceleration2 2

Smoothness at the end of the acceleration ramp.

Greater number: Greater smoothness1...999 50

RSN.03 27K Start of

Deceleration2 2

Smoothness at the start of the deceleration


RSN.04 28K End of

Deceleration2 2

Smoothness at the end of the deceleration


RSN.05 N/A Stopping curvetime

2 2 Time in milliseconds of stopping curve 1...3000 0.800

RSN

Normal

reverse ramp

RSN.06 13Levelling

adjustment2 2 Levelling adjustment for load compensation 0..200 100

RSC.00 N/AExtension time

on short floor2 2

Expressed in milliseconds, this is the time the

speed maintains on a short floor0...6000 0.000RSC

Short Reverse

RampRSC.01 N/A

Percentage of

increase of

command

2 2

Expressed in %. The higher the percentage, the

smoother the speed rectification on a short floor

(reducing the approach time)

0...100 50

STC.00 22 (T3)Delay in brake

before start

2 2Delay between order to open brake and start of

motor rotation

00.01...02.50s 00.30sSTC

Start/Stop

Control STC.01 8 (T5)Delay in brake

before stopping2 2 Time between 0 speed and deactivation of brake 00.01...02.50s 00.20s






Provisional

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTION

N A


FACTORY

VALUE

STC.02 23 (T4)Delay in brake

after stopping2 2

Time between deactivation of brake and cut-off

of motor energy in stopping.00.01...02.50s 00.50s

STC.03 N/A (T2)

Switching

waiting time of

contactors in

start

1 1 00.01...01.00s 00.15s

STC.04 N/A

Practical 0

speed in

stopping.

1 2Digit 0, 1: practical 0 speed OFF Digit 2, 3: practical 0 speed ON

00...99cHz00...99cHz

00.10

STC.05 N/A

Current

intensity value

close to 0

0 1 1...33 5

STC.06 N/A

Maximum time

permitted for

fall in current

intensity

0 1 00.01...02.50s 1.00s

STC

Start/Stop

Control

STC.07 N/A (T6)

Additional time

so that residual

current

intensity is

equal to zero.

0 1 00.01...02.50s 0.02s

PSO.00 32Maximum Car

Load2 2

Maximum car load in kilograms. Only operational

if weight control function is present.50...3000Kg

10CV:450Kg15CV:630Kg20CV:

900Kg

PSO

Weight Control

PSO.01 33 Extra Par % 2 2

Extra par percentage with respect to nominal

applied to maximum load. Only operational if

weight control function is present.

0 – 50 0

ENC

EncoderENC.00 21

Number of

return pulses2 2 Number of return pulses of encoder

4..8,

500...50002000

DRI.00 N/A Motor typeiii 1 1Defines whether the motor is synchronous or

asynchronous.

0: Asynchronous

or induction0

DRI.01 N/A

Time constant

of rotor as

motor

1 2Time constant of the rotor when this acts as the

motor10.0 – 1000.0ms 90.0ms

DRI.02 N/ATime constantof the rotor as

generator

1 2Time constant of the rotor when this acts as the

generator10.0 – 1000.0ms 90.0ms

DRI.03 20Number of

poles2 2

Number of poles of motor. NOT NUMBER OF

PAIRS OF POLES.2...50 4

DRI

Machine Data

DRI.04 N/A Motor Model 1 2

Specifies the motor model. In doing so, vacuum

current intensity is established, as well as the

rotor time and the number of pairs of poles

associated to the machine.

The value does not last.

0, table codesiv 0






Provisional

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTION

N A


FACTORY

VALUE

INT.00 19 Id 2 2

Corresponds to the no-load intensity of the

motor. Normally, do not modify the factory

value. 2.0..24.0A

10/400:

10.0 A

10/220:

15.0 A

15/400:

12.0 A

20/400:

14.0 A

INT.01 N/A Start intensity 2 2

Gradually increase until correct lift

operation is achieved in all load situations

(including the maximum). DO NO EXCEED.

Only valid in scale control

2.0..24.0A

10/400:

10.0 A

10/220:

15.0 A

15/400:

12.0 A

20/400:

14.0 A

INT.02 N/A Iq Filter 1 2

The gradient between the output Iq of the speed

PI and the Iq of the control system is:

(Iq Speed PI - Iq control system)

2(INT.01)

1...2048 150

INT.03 N/A

Proportional

Constant

PI Current

Intensity Id

1 1 Expressed in digital units. 0...512 1

INT.04 N/A

Built-in

Constant

Id Current

Intensity PI


INT.05 N/A

Proportional

Constant

Id Current

Intensity PI


INT.06 N/A

Built-in

Constant

Id Current

Intensity PI


INT

Intensity

Control

INT.07 N/A

Percentage of

Overmagnetisat

ion at 0 speed

At nominal speed, the no-load intensity

applied is INT.00.

At speed 0, INT.00+(INT.00xINT.06)/100.

NOT VALID IN SCALE CONTROL.






Provisional

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTION

N A


FACTORY

VALUE

VEL.00 N/A

Proportional

Constant in

Start


VEL.01 N/A

Proportional

Constant

Nominal Speed

PI


VEL.02 N/A

Built-in

Constant

Nominal Speed

PI


VEL.03 N/A

Proportional

constant

Approx. Speed

PI


VEL.04 N/A

Built-in

Constant

Approx. Speed

PI


VEL.05 N/A

Built-in

Constant

Stopping Speed

PI


VEL.06 N/A Reserved 0 0

VEL.07 N/AMeasured motor

speed filter1 2

The gradient between the measured Wmotor

and the Wused in speed PI and frequency

generation is:

(measured Wmotor – W Piw)

2(VEL.06)

0...10 3

VEL.08 N/A

Time for the

speed stability

criterion

1 1Expressed in milliseconds. Once reached,

operates the built-in terminal.0...3.000 0.512

VEL.09 N/AApprox time

established1 1

Expressed in milliseconds. Only operational

when the VEL.10 1 bit is at 1.0...3.000 0.512

VEL

Speed Control

VEL.10 N/AControl of

Speed PI1 2

- If the 0 digit (right) is at 1, a constant

Id,Iq,We control will be carried out during

approach. Adjusted with 0 value.

- If the 1 digit is at 1, a constant Id,Iq,We

control will be carried out during stopping.

Adjusted with 0 value (activate with low inertia

machine).

- If the 2 digit is at 1, the speed PI will only be

activated if a new speed has been read. If at 0, it is always activated.

- If digit 3 is at 1, the “overboost” will be

activated. If it is at 0, it deactivates. Only

operational in magnet vector control.

0 or 1 every digit 1000






Provisional

PERMITS ii

GROUP PARAM

F

SERIES

EQUIV.i

DESCRIPTION

N A


FACTORY

VALUE

PEC.00 14Switching

Frequency2 2 05.500KHz 5.5 - 20.0KHz. 15.0KHz

PEC.01 N/AModulation

Type2 2 Modulation Type

0: Triangular PWM

1:Space Vector1

PEC.02 N/A Dead Time 0 1 Value in microseconds 00.500..03.000µs 00.500µs

PEC

Power

Electronic

Converter

PEC.03 N/AMinimum pulse

width0 1 Value in microseconds 00.000..03.000µs 00.000µs

ADJ.00 N/A Ir reading gain 0 1 0...65535

ADJ.01 N/A Is reading gain 0 1 0...65535ADJ

Channel

adjustment ADJ.02 N/AVdc 1 reading

gain

0 1 0...65535

i The numbering begins at 0.

ii Legend of permit types:

N: Normal

A: Advanced

Permits legend:

0: Not displayed

1: Displayed but value may not be changed

2: Displayed and value may be changed

iii Synchronous motor not operational.

iv Table of motor models.

IO(A)

MACHINE CONSTANT

(ms)CODE BRAND MODEL HP KW POLES

400V 230V Motor Generator

100 REIVAJ 075.22.0.30 7.5 5.5 4 8.0 13.9 79.4 79.4

101 REIVAJ 095.22.0.60 9.5 7 4 9.9 17.2 78.4 78.4

102 REIVAJ 130.20.0.90 7.5 5.5 6 10.5 18.2 50.3 50.3

103 REIVAJ 145.20.0.90 9.5 7 6 13.5 19.1 51.7 51.7

200 SASSI 240095A-WF4 5.5 4 4 4.7 8.1 82.3 61.7

201 SASSI 240095A-WF4 8.0 5.9 4 8.4 14.6 71.6 53.7

202 SASSI 240118A-WF4 10.0 7.35 4 9.6 16.6 90.9 68.2

203 SASSI 240142A-WF4 12.5 9.2 4 11.2 19.4 94.3 70.7

204 SASSI 240142A-WF4 15.0 11 4 14.2 24.6 88.5 66.4

205 SASSI 240171A-WF4 18.0 13.2 4 15.5 26.9 95.0 71.3






Provisional

8. DESCRIPTION OF ERRORS

ERROR DESCRIPTION CAUSE SOLUTION

Err01 Not used

Err02 Overcurrent

Working situation detected in which

the motor instantly consumes a

higher current intensity that the

maximum offered by the installation.

Always caused by external causes,

which are usually serious problems:

badly connected power cables, faulty

connector, encoder with specific

reading errors, too sudden

acceleration or deceleration,

Machine flywheels with high inertia,

etc.

Locate the error. The repetition of this error

may cause the destruction of the installation.

If it is not possible to solve it, contact

MacPuarsa and describe the error location in

detail.

Err03 High network voltage

Maximum voltage permitted by

installation exceeded:

400 Model: Maximum 440Vac

220 Model: Maximum 242Vac

Check the power supply being applied to the

installation. EXCESSIVELY HIGH VOLTAGE

CAUSES THE DESTRUCTION OF THE

INSTALLATION. IF 400 Vac ARE APPLIED TO

THE INSTALLATION, IT WILL BE TOTALLY

DESTROYED

Err04 Low network voltage

Lower voltage than minimum

voltage permitted by the installation

applied:

400 Model: Minimum 360Vac

220 Model: Minimum 195Vac

Check the power supply being applied to the

installation. An excessively low voltage may

prevent the installation form starting.Provisional power supply, heavy machinery

close to the installation, etc…. are possible

causes of an instantaneous low network

voltage error

Err05 Error in encoderThe installation detects an incorrect

reading of the encoder

In general, check that the connections are

correct. Check that the correct information

has been entered in the ENC.00 parameter.

Check that this fulfils all of that described in

chapter 3 (manual 3VFMAC1).

Err06 Motor blocked

The installation has supplied the

maximum current intensity for 6

seconds

The most usual causes are:

1. Operating in scale control. This may be due

to the INT.00 parameter being excessively

low, and when the car is under a heavy load,

the lift does not start.

2. Operating in vector control. It is possible

that it has been configured as vector control

and the encoder has not been installed. The

installation will consider 0 speed and apply

the maximum current intensity.

3. The machine brake does not open.

If the car is overloaded and the lift may not

start (both in scale and vector control), this

error will appear.






Provisional


Err07Power terminals C1 - C2 not

connected

The terminals C1 - C2 must be

shorted (with power cable) whilst

energy is supplied. If this disappears

instantly, the error will be generated

Consult point 2.3 of the 3VFMAC1 manual tosee how the C1 - C2 terminals should be

shorted with the K1 and K2 contactors. Check

the connections. It is also possible that the

power contact is damaged in one of the

contactors.

Err08 Short circuit

This error will appear when a short

circuit occurs at the installation

output.

Err09 Excess temperature

Excess temperature is due to a high

rate working situation, with long

approach speed spans, and a high

ambient temperature

Try to reduce the approach speed span and

operate in vector flow control (consumptions

are lower). There is the possibility (although

it is unlikely) that the installation ventilation

fans become damaged. Check whether these

remain off when energy is supplied to the

inverter (lift in motion). If so, replace the

installation.

Err10

Motor not connected. There is no

load connected at the output of the

frequency changer

Err11 OverspeedThe motor exceeds 20% of the

theoretical speed

This may be caused in motors with defects,

when there is excess load in the car, etc. The

error may also appear if the installation is

parameterised incorrectly.

Err12

No connection to motor. Imbalance.

If a connection error appears in one

of the motor stages, or there is a

strong imbalance of consumption in

the stages, the error will be

generated

Check the power cables from the output of

the frequency changer (U - V - W) up to the

motor terminals. Check the correct state of

the motor (by measuring the resistance

between stages)

Err13

Error in capacitor (10 / 15 / 20 ) or

low network voltage at start of a

service

Check that the network voltage is not too

low. If the problem persists, replace the

Electrolytic Capacitors. VERY IMPORTANT:

Before replacing the electrolytic capacitors,

MAKE SURE that the HIGH VOLTAGE LED is

fully switched off. If not, there is a risk of an

electric shock which may cause death

Err0A Not used

Err0B Error in parameters

A serious error in the installation’s

configuration data has been

detected. This error may not be

reset

Check and correct all the parameters until the

error disappears

Err0C Not used






Provisional


Err0EUncontrolled opening of

contactors

During a service, the EMERGENCY

STOP signal (terminal no. 12)

disappears; in other words, the K1

and K2 contactors are deactivated

unexpectedly

This error usually occurs when during aservice, a contact of the safety chain is

opened unexpectedly.

This error never renders the installation out

of use. This is automatically reset indefinitely.

In MACPUARSA controllers, during inspections

mode, the series are opened suddenly when a

movement is stopped. This causes the FE

error to appear after each movement in

inspections.

Err0d Error in access code

The CNF.08 and CNF.09 values

(corresponding to the access code)

must be the same

9. ADJUSTMENT AND FINE-TUNING OF THE INSTALLATION

9.1. Preliminary aspects

• Installation of positioning and levelling elements

The positioning elements must be installed correctly: speed change pulses (start of deceleration) and

levelling. The most important aspect is assuring that the distances between the start of deceleration and thelevelling are CONSTANT, such that they are the same for ALL FLOORS.

Logically, when the magnets (or shields) are initial installed, the levelling will not be entirely perfect (nor is it

necessary), but level differences must not be too acute (maximum of 3 to 5 cm).

Remember that a highly inaccurate and unequal installation of the pulse magnets (or shields) and highly

inaccurate initial levelling will mean that, after adjusting the parameters (as stated below), the magnets will

have to be repositioned, thereby having to repeat the entire adjustment process.

• Counterweight

Before proceeding to adjust the parameters, ensure that the lift counterweight is correct (equilibrium is

reached at 50% of the car load). If the installation is adjusted using an incorrect counterweight, and

subsequently the necessary weights for correct equilibrium are added, it is very probable that the adjustment

process will have to be repeated.

• Friction

In order to ensure adequate comfort and levelling of the lift, the installation must necessarily be adjusted

when the friction (mainly with the guides) is not abnormal. Acute friction, caused by incorrect guide

separation distances, may make an adequate adjustment infeasible.

Friction with the guides immediately after the lift is installed reduces until it reaches a normal situation after

hours of operation. Make an initial adjustment after installing the lift, and subsequently after one month of

operation, check to see if it is necessary to slightly alter any parameter.

NOTE: These effects are much more acute in lifts with a sling-frame chassis.






Provisional

9.2. General adjustments

• Nominal frequency, t r 1 .0 0 : adjust the frequency in order to reach the nominal speed of the machine. See

the specifications plaque.

• Approach frequency, t r1 .0 1 : Normally at 5.00 Hz for 1 m/sec, and 3.50 Hz for 1.6 m/sec. On some

occasions when operating in scale control at 1 m/sec., it must be lowered in order to achieve appropriate

levelling. Initially, attempt to adjust the levelling at a value of 5.00 Hz, and if an acceptable level is not

achieved, lower it, down to a minimum of 4.20 Hz (only in scale control).

• No-load intensity, int.00, and start intensity in scale control, in t .0 1 : Configure the lift in scale control

(cnf.00 = 0), and order it to operate without any load in the car, thereby executing long runs. When it movesat nominal speed, read the “int d” magnitude. Take the reading while going both up and down. The figure

obtained in both cases will be very similar. Enter the LOWER of both readings in int.00 and int.01.

• NOTE: If, when performing this test, the lift does not start when starting from the highest floor to the lowest

floor (service with no load in the car going down), slightly and gradually raise int.01 until it does start. If,

after performing the test, the value obtained (for the “int d” readings) is below what was entered in int.01, do

not modify this parameter, and only enter the reading obtained in int.00.

• Type of comfort curve (S-curve), r s n . 0 0 : the 3VFMAC-DSP frequency changer incorporates a new, SINE

type of comfort curve system, thereby providing a jerk very appropriate to human physiology. Normally, use

this type, thereby setting rsn.00=2 (the equipment originally comes configured with this value). All other

adjustments that are described below in this chapter are for this type of SINE curve.

• In the hypothetical case that you want to use the classic S-curves (MP ASITRON frequency changer), set

rsn.00=0, and appropriately adjust the parameters, rsn.01, 02, 03 and 04 (parameters that in the sine type

are NOT operational).

• Number of pulses per encoder revolution, e n c .0 0 , and number of motor poles, d r i . 0 3 : If operating in

vector control (cnf.00 = 1), ensure that these two parameters have the correct values.

• Switching frequency, p e c .0 0 : If operating in vector control, set the frequency at 15.0 kHz; the electrical

hiss will thus disappear completely. Operating in scale control, the maximum value is 10.0 kHz. The

equipment automatically sets the frequency at this value when configured in scale control, such that if it is

subsequently placed in vector control, the frequency will have to be modified and raised to 15 kHz.

• Acceleration time, t r1 .0 2 , and acceleration progressivity, t r 1 .0 3 : The criteria to observe for adequate

adjustment is to obtain a good comfort level. From the factory, the values are tr1.02 = 2.5 and tr1.03=1.5

(which are normally appropriate). By increasing tr1.03, the start of acceleration is smoother and the end of

acceleration is quicker. NOTE: This parameter (tr1.03) is only operational with the S-type sine curve (rsn.00

= 2).

• Deceleration time, t r1 .0 4 , and deceleration progressivity, t r 1 .0 5 : The criteria to observe for adequate

adjustment is to obtain a good comfort level and to ENSURE an approach speed span (slow) of at least 1 to 2

seconds before levelling. When working in vector control (cnf.00 = 1), an “E” will appear in the left-hand digit






Provisional

in the “FrEC” information (where the set point frequency is represented at all times) when the speed is

stabilised. During the approach, the “E” must appear at approximately 1 to 2 seconds.

The factory values of deceleration time and progressivity are tr1.04 = 2.2 and tr1.05=1.0, respectively,

values that are normally appropriate. Adequately readjust tr1.04 in order to achieve the aforementioned 1-

to 2-second approach speed. Slowly and gradually reduce tr1.05 in order to smooth out the final deceleration

area (just before reaching the approach speed), thereby simultaneously making the start of deceleration

quicker.

• 1 floor (or short floor) service, r s c .0 1 : On occasions, the nominal speed is not reached in a service, either

because the floor is especially short or because it is not reached in service between contiguous floors (i.e., in

1.6 m/sec., or in 1 m/sec. lifts that work with large deceleration spans. Whenever this circumstance occurs

(it will be noted because the nominal frequency will not be reached in “FrEC”), the rsc.01 parameter must beadjusted. It leaves the factory with a value of 50. It should be adjusted such that, by executing the service

from floor to immediate floor, the (slow) approach speed span that is obtained before levelling is from 2 to 3

seconds (in vector control, it will be noted by the appearance of an “E” in the first digit of the “FrEC”

representation). If rsc.01 is increased, the approach time will be reduced (and vice versa).

9.3. Levelling adjustment

• NOTES:

o Make the adjustments following the stated sequence. If the process is inverted, it will very difficult to

correctly level the lift.

o During the adjustment processes, it should not be endeavoured to level with the landing exactly. The

objective is to achieve a uniform stop point (always the same), regardless of the load and of whether the

service is going up or down. At the end, the levelling magnets (or shields) will be moved in order to

make the lift stop point coincide with the level of the landing.

• Adjustment in order to compensate for the car load, r s n . 0 6

The services that must be made in order to adjust the parameter that compensates for the load (rsn.06), shall

ALWAYS be made going DOWN, WITH AND WITHOUT A LOAD in the car, thereby starting at the top level and

going to an intermediate level (always the same) that is at least two floors from the top floor. After modifying

the parameter, the indicated service shall be made (always the same) WITH and WITHOUT A LOAD in the car,

thereby confirming if the levelling point coincides in both cases.

If operating in vector control (cnf.00 = 1), with both an industrial encoder as well as with magnets, it is

normally not necessary to modify the value of rsn.06 (which originally has a value of 100), given that the load

is automatically compensated in this mode. In any event, if it were necessary, slightly increase the parameter

(i.e., 110 ... 120).

If operating in scale control (cnf.00 = 0), it will be necessary to increase the value considerably. Start from

a value of 130 to 140, and gradually increase (or decrease) until adequate levelling is achieved, both with and

without a load in the car. NOTE: Prefect levelling is not achieved in scale control (as it is in vector control),

wherefore deviations of +/- 1 cm must be allowed. If this is not achieved, slightly lower the approach speed,

tr01.01, but do not adjust to values below 4.2 Hz. Only lifts with very reduced and regular friction levels

allow an adjustment of the approach speed below 4.2 Hz while operating in scale control.






Provisional

• Levelling in up and down, r s n .0 5

The services that must be performed in order to adjust the parameter that allows levelling at the same point

in both up and down (rsn.05) shall ALWAYS be WITHOUT A LOAD in the car and have an intermediate floor

(ALWAYS THE SAME) as the destination floor, thereby starting in one case from an upper floor (down testing)

and in the other case, starting from a lower floor (up testing). The origin and destination floors shall be at

least two floors distant. After each modification of the parameter, the two indicated services shall be

performed (always the same as regards the destination and objective floors, and without a load in the car),

thereby confirming if the levelling point coincides in both cases.

If, in the down service, a stop point is obtained that is higher than the one obtained in the up service, slightly

and gradually increase rsn.05 (i.e., from 0.800 to 0.850).

If, in the down service, a stop point is obtained that is lower than the one obtained in the up service, slightly

and gradually lower rsn.05 (i.e., from 0.800 to 0.750).

• Repositioning the level magnets (shields)

The prior adjustments allow making the lift stop at the same point, with and without a load, in up and down.

Now, this point (already uniform) must be made to coincide with the landing level. To do so, appropriately

move the magnets (shields) that determine the levelling point of each floor, thereby correcting the deviations

that exist at each stop.

NOTE: If the modification in any case is greater than 5 cm, the deceleration start points will have to be

modified (pulse magnets or shields) so that the deceleration and approach span to each floor is kept constant.

9.4. Vibrations

If there are considerable vibrations during the (slow) approach speed, try to reduce them by taking the following

actions:

• Modify vel.03; vibrations are normally reduced by raising its value.

• Modify dri.01, if there are vibrations going down, with one person in the car

• Modify dri.02, if there are vibrations going up, with one person in the car.

If they persist, contact MP.



*

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n e r o o m l e s s

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P 2

P

3

P 4

P 5

P 6

P 7

P 8

P 9

P 1 0

P 1 1

P 1 2

P 1 3

P 1 4

P 1 5

P 1 6

N §

o f

st

o p s:

I n d u st

ri a

l

e nc

o d e r

C ua

d r u p l ex

F u l l

S e l ect i

v e

E nc

o d e r

I ma

n e s

T ri

p l ex

U p

S e l ect i

v e

D u p l ex

D ow

n

S e l ect i

v e

M i c

r oB

A S I C

S i

m p l ex

U ni

v e r sa

l

F eat u r e s

:

O / R e f e r e nc

e

Y / R e f e r e nc

e

: :

C u st

o m e r

C u st o m e r D at e

s

T e l .:

+ 3 4

9 5 4

6 3 0

5 6 2 -

F ax:

+

3 4

9 5 4

6 5 7

9 5 5

4 1 0 9 2 -

S E V

I L L A - E

S P A ¥ A

A S C E N S O R E S

L e o na

r d o

d a V i

nci

,

s / n ,

P a

rc

. T A -

1 3

M A C P U A R S A



Made

Modified

Approved

0

MAC

Technical Department

AGC

Name

1

24.Feb.2003

27.Feb.2003

Date Controller Technical department

Leonardo da Vinci, s/n, Parc. TA-13 Tlf.: +34 954 630 562 - Fax.: +34 954 657 955

Ref. MAC.

2 3

Down Selective. Simplex.

3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

General table of contents

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

2

P a

g e

C o nt

e

nt

s s s d

G e n e ra

l t a b l e o f c o nt

e nt s

2 8

C h a n g e 1 C /

1 H

2 7

C h a n g e 2 C /

2 H

2 6

C h a n g e 2 C /

1 H

2 5

T e l e p h o n e

2 4

C a m si g na l

o p e rat o r .

2 3

T r e e- p h a s e

o p e rat o r

2 2

S i n g l e- p h a

s e o p e rat o r

2 1

M ac ma g n et

i c swi t c h 3 2 5 .

2 0

S h a f t a n d

ca r g r o u n d .

1 9

I n s p ect i ¢ n

b ox .

1 8

C a r ca l l s

c o n n ect o r s .

1 7

L i g h t i n g .

u p p e r / l ow e r t e r mi na l st o p pi n g swi t c h . st o p

1 6

L a n d i n g ca

l l s c o n n ect o r s .

1 5

L i g h t i n s

1 4

W E I G H T C O N

T R O L L E R

1 3

A uxi l i a r y

r e l a y c o nt act .

1 2

I n d u st ri a l

e nc o d e r

1 1

S p e e d g o v e

r n o r

1 0

B at t e r y

9

S a f et y s e r

i e s

8

M ai n c o nt a

ct o r

7

C o nt r o l l e r

t ra n f o r m e r

6

P ow e r c o n n

ect i o n s

5

F i l t e r s .

4

C o m p o n e nt s

a b b r e vi at i o n d e f i ni t i o n

3

Q ua l i t y c o

nt r o l c e rt y f i cat e

2

G e n e ra l t a

b l e o f c o nt e nt s

1

P r e s e nt at i

o n



e-

mai

l

:

mac

sa@

mac

p ua

r sa

. e s

e-

mai

l :

p

ua r sa@

mac

p ua

r sa

. e s

T e l .:

+ 3 4

9 5 4

6 3

0 5

6 2

-

F ax

.:

+ 3 4

9 5

4 6 5

7 9

5 5

T e l .:

+ 3 4

9 7

6 7 8

8 2

6 1 -

F ax

.:

+ 3 4

9 7

6 7 8

8 1

5 3

5 0 1 8 0

U t e b o

Z A R A G O Z

A

-

S P A I N

4 1 0 9 2

S E V

I L L A

-

S P A I N

P o l g .

I n d

.

E l

µ g ui

l a

, C t

ra

.

d e

L o g r o ¤ o K

m .

1 3 ,4

0 0

C \

L e o

na

r d o

d a V i

nci

,

s \ n -

P a

rc

e l a

T A -

1 3 .

M A C -

P U A R , S . A .

Q ua

l i t

y

d e pa

rt a

m e nt

F ra

nci

sc

o

J o s e

L o ra C a

b a

l l e r o

D at

e:

2 9 . M a

r .2

0 0 4

P l ac

e:

S e vi

l l a

S i

g nat

u r e:

d at

e d

1 6 . 0 6 . 1 9 9 3 ,

1 2

. 1 2

. 1 9 9 7 a

n d

1 2

. 0 9 . 1 9 9 9 .

t o c

o n d i t i

o n s

o f

O f f i c

e

o f

T ec

h ni ca

l

I n s p ect i

o n

d eci

si o n

n o .

U D

T -

0 1 7 / 4

E l e m e nt

s

o f a

/ m c

o nt

r o l

b oa

r d w

e r e

ma

n u f act

u r e d a

n d

a s s e m b l e d acc

o r d i

n g

I n t

h e

ma

n u f act

o ri

n g t

h e r e i

s

q ua

l i t

y

s y st

e m t

y p e

I S

O - 9 0 0 1 .

o p e rat i

o n

st at

e s

e n d e d wi t

h

p o si t i

v e

r e s u l t

.

5 . D

e vi c

e

r ea

l i z

e s c

o r r ect

l y a

l l

ex

p ect

e d

f u nct i

o n s .

S y m u l at i

o n

o f

p r ot

ect i

o n

f u l f i

l l t

h e

r e q ui

r e m e nt

s

o f

o b l i

gat

o r y

r u l e s .

4 .

T h e

st at

e

o f i

s o l at i

o n

o f

e l ect

ri c ci

rc

ui t

s a

n d

d

e vi c

e a

s w

e l l a

s

s h oc

k

3 .

S ect i

o n a

n d t

y p e

o f

u s e d wi

r e s c

o r e s p o n d wi t

h t

h e

o n e i

n

p r o j ect

.

2 .

S y m b o l s

o f c

l a

m p s a

n d

d e vi c

e s c

o r e s p o n d wi t

h

s y m b

o l s i

n

e l ect

ri c

sc

h e m e .

1 . E

l ect

ri c c

o n n ect i

o n s w

e r e i

n st a

l l e d acc

o r d i

n g t

o

p r o j ect

.

S e ri a

l

n o .:

R e f .

M A C

.

M o d e l

n o .:

M i c

r oB

A S I C

T y p e

o f

e q ui

p m e nt :

C o nt

r o l

d ri

vi

n g

f o r

e l ect

ri c a

n d

oi

l -

d y na

mi c

l i

f t

s

M a

n u f act

u r e r'

s

na

m e:

M A C P U A R S A

Q U A L I T Y C O N T R

O L C E R T Y F I C A T E F O R C O N

T R O L B O A R D

A S C E

N S O R E

S



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Components abbreviation definition

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

4

Components abbreviation definition

BO: Landing push-button panel connector

CAC:Car lighting connector

CAF: Pit power supply connector

CAH: Shaft lighting connector

CAR: Inspection box power supply connector

CB: Car push-button panel - inspection box connector

CB1: Car push-button panel - controller connector

CC1: Car connections 1



CCA1: Car auxiliary connector

CCTF: Controller panel - inspection box telephone connector

CCS: Overload and complete connector

CF: Magnetic switch / photoswitch connector

CH1: Shaft connections 1

CH2: Shaft connections 2

CHA: Landing auxiliary connector

CHTF: Pit telephone connector

CR2: Inspection box-controller connector

CR3: Door operator connector

CRA1: Inspection box auxiliary connector

CRTF: Inspection box telephone connector

CTS: Pit stop connector

C1: Fan supply

C2: Digital inputs.Control box signal connection

C3: Magnets encoder connection

C4: Relay outputs

C5: Series communication

C6: Industrial encoder connection

ENC: Encoder conector

LA: Lighting power supply

LF: Power supply switch

ML2D: Load control connector

P1: MicroBASIC PCB connector




RB: Shaft light connector

RB': Top car light connector

SMF: Machine room connectore. Power wiring.

SMM: Machine room connectors. Control wiring

TS: THERMAL PROBE CONNECTORS:

XAFI: Lower stopping limit switch connector

XAFS: Upper stopping limit switch connector

XCE: Landing door lock connector

XCT: Hatch contact connector

XFC: Final switch connector

XCTS: Shaft stop connector

XCTL: Limiter cable tension contact connector

XLV: Speed limiter contact connector

XCS: Doors series connector

XCA: Outside locks series connector



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Filters.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

5

TYPE A FILTER

B

L

A C

K

TYPE A FILTER

220 Ohm 2W

R1

1

2

220 Kp 400V

C1

1

2

CONTACTOR COIL

FILTER CONNECTION

220 Ohm 2W

R1

1

2

220 Kp 400V

C1

1

2

B

L

A C

K

k1

A1

A2

T

Y

P

E

B

F

I

L T

E

R

T

Y P

E

B

F I

L

T E

R

T

Y

P E

B

F

I L

T

E R

THREE-PHASE OPERATOR

FILTER CONNECTION

B

L

U E

TRANSFORMER

FILTER CONNECTION

SMF

SMF

220 Ohm 2W

R1

1

2

100 Kp 400V

C1

1

2

TYPE B FILTER

220 Ohm 2W

R1

1

2

100 Kp 400V

C1

1

2

220 Ohm 2W

R1

1

2

100 Kp 400V

C1

1

2

U

220 Ohm 2W

R1

1

2

100 Kp 400V

C1

1

2

U

TRM

110

0Vp

80

220

60

380

48 20 0Vs

V

W

T

Y

P E

B

F

I

L T

E

R

B

L

U E

SMF

220 Ohm 2W

R1

1

2

100 Kp 400V

C1

1

2

V W

(-) *1

BRAKE FILTER CONNECTION

GREEN

PINK

YELLOW

T

Y

P E

C

F

I

L T

E

R

U F -

3 0 1

0

P A N

J I T

*1

220 Ohm 2W

R1

1

2

V1

1

2

UF-3010

PANJIT

TYPE C FILTER

SMF

220 Ohm 2W

R1

1

2

V1

1

2

206(+)

RESISTENCE

470 ohm 220V

220 ohm 110V

100 ohm 60V

204(-)

*2

(-) *2

RED

RED

RED

O r

a n

g e

(

- )

( -

)

U F -

3 0 1

0

P A N

J I T

CAM FILTER

CONNECTION

T

Y

P

E

D

F

I

L T

E

R

V1

1

2

TYPE D FILTER

U

F -

3 0 1

0

P

A N

J I T

V1

1

2

LE (+)

R E

D (

+ )

+ )

LE (-) SMM

P

I

N K

U F -

3 0 1

0

P A N

J I T

VALVES FILTER CONNECTION

U F

- 3

0 1 0

P A

N J

I T

V1

1

2

V1

1

2

281

G

R

E E

N

U F -

3 0 1

0

P A N

J I T

U F

- 3

0 1 0

P A

N J

I T

FV VALVES FILTER

V2

1

2

V2

1

2

240

B

L

U E

U F -

3 0 1

0

P A N

J I T

U F

- 3

0 1 0

P A

N J

I T

V3

1

2

V3

1

2

206

R

E

D

U F -

3 0 1

0

P A N

J I T

U F

- 3

0 1 0

P A

N J

I T

V4

1

2

V4

1

2

205

B

L

A C

K

204



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

09.Sep.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Power connections

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

6

Power

supply switch

3VFMAC1

PE

B

r o

w

n

4

m m

ý

R

PCB R

R

L1

SMF R

16A a(10CV)Curva C

QF

R

Rï

S

Sï

T

Tï

25A 300mA

FF

R S T N

L1

INPUT

FILTER

B

l a

c

k

4

m m

ý

S

S

S

L2

S

L2

W

h i

t

e

4

m m

ý

T

T

T

L3

T

L3

6

m m

ý

PE

N

L3

L2

L1

PE

PE

DISTRIBUTE

TO ALL EARTH

CONNECTIONS

white/blue

6 mmý

6 mmý

+CE

+CE

2200æF 400Vdc

C1

(+)

(-)

2200æF 400Vdc

C2

(+)

(-)

Condenser

2W 220K

R1

1

2

2W 220K

R2

1

2

-CE

-CE

RF

40 Ohms/1040W

B1

B1

SM B1

B1

Brake

resistance

B2

B2

B2

B2

OUTPUT

FILTER

U

U

U

U

K28.4

L1

T1

SMF U

M1

U V W

PE

V

V

V

V

K18.4

L1

T1

L2

T2

V

Main

switch

W

W

W

W

L2

T2

L3

T3

W

PE

L3

T3

PE

C1

C1

C2

C2

/7.0L3

/7.0L2

/15.0T

/15.0N



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

09.Sep.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Controller tranformer

Thermal probe

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

7

General

switch

6.9/L3

6.9/L2

6A

QIG

1

2

Controller

transformer

TRM

110

0Vp

80

230

60

400

48 20 0Vs

w h

i

t e

/

b l

u

e

Connect B

type filter

as shown

in page 5

PE

Connect

C type

filter as

shown in

page 5

Connect brake

filter as shown

in page 5

Black

Brake

KRFR13.6

6

8

3,15A

FF1

RECT01

Brakerectifier

GRF

~1

-

~2

+

K18.4

13

14

SMM 204

Y1

-

+

Red

PE

KRFR13.6

3

1

3,15A

FF2

K28.4

13

14

206

Ventilator

0VP

MAX. 1A !

Blue

Exhaust fan

motor

220VP

brown

2000 tms thermal probe

1

TS 1

3,15A

F1

1

2

2

1 2 7.8

RL1

A1

A2

3

3

SMM TS1

Motorthemperaturethermistor

RTE

1

2

W h i t

e

4

4

TS2

W h i t

e

TS

RL17.8

1

2

5

11

14

Machine

room temperature

A1

Us

A2

BTST

/10.0j(P2)

/8.0L24VDC/8.0L0VDC/9.0L110VS

/8.0L20VS/8.0L0VS

/8.0L220VP/8.0L0VP



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

25.Jun.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Main contactor

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

8

PCB MICROBASIC

7.9/L20VS7.9/L220VP

7.9/L0VP7.9/L0VDC7.9/L0VS

7.9/L24VDC

P1 10

3,15A

FOP

1

KSG 9.5

14

11

ROPA

2

3

2

ROPC 3 4

4

3

K28.4

62

61

K18.4

62

61

Stuch contactor activation

/22.4 221

/22.4 222

/22.4 223

4

KRNS8.6

12

11

Pcb

microbasic

ground

G

r

e e

n

-

y e

l

l o

w

5

PE

4

7

KRSE8.5

5

9

Connect

A type

filter as

shown in

page 5

RB 3

2

13 14 7.3

53 54 13.1

61 62 8.1

83 84 14.8

L1 T1 6.8

L2 T2 6.8

L3 T3 6.8

K1

A2

A1

Main

contactor

13

Connect

A type

filter as

shown in

page 5

RVR

2

3

/13.0C4(35)

/13.0C4(34)

13 14 7.4

53 54 13.1

61 62 8.1

L1 T1 6.7

L2 T2 6.8

L3 T3 6.8

K2

A2

A1

Main

contactor

RZS

2

3

4

4

4

Connect

A type

filter as

shown in

page 5

RM 3

2

4

9

5 9 8.3

8 12 13.3

MY4N110Vac

KRSE

A2

A1

Sense

relay

RS 3

2

Connect

A type

filter as

shown in

page 5

RB

3

2

11

11 12 8.2

21 24 13.1

G2R-2110VAC

KRNS

A2

A1

Nominal

speed relay

4

14

RMT1

2

3

4

/9.6RTM1

16

RET

1

2

P2 A C

/9.6 3KRB

P3 25

/13.0C

/13.0A/9.0 27

/9.0 23/11.0L220VP

/11.0L0VP/10.0L0VDC

/9.0L0VS

/10.0L24VDC

26



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Safety series

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

9

RMT

6

7

P1 15

PCB MICROBASIC

Machine gear contact

for emergency

rescue system.

Components

in inspection box

5

2A

FM

7.9/L110VS8.9/L0VS

8.9/ 238.9/ 27

SPRB19.3

3

4

12

SM EM1

SEM

1

2

8

EM2

SPRS19.3

3

4

travelling cable

0.75 mmý

Safety

gear

Slack rope

switch

CC2 102

CR2 102

SAC

1

2

Car doorlook contact

SEC2

1

2

Car doorlook contact

SEC1

1

2

SAF

1

2

SIR19.2

Car safety

series

Inspectionpush-button

stop

220

220

STOP19.3

2

1

CH2 220

XLV

Speedlimitercontact

SLVH

1

2

XLV

XFCS

Upperfinal limit

switch

SFS

1

2

XFCS

XFCI

Lowerfinal limit

switch

SFI

1

2

XFCI

Shaft

safety

series

Black

Pit

limiter

cable

tension

contact

PIN 103

103

XCTS

Landingstop

buttom

STOPF

1

2

XCTS

XTL

STLH

1

2

XTL

19.5

3

4

Black

Connect

A type

filter as

shown in

page 5

Green

11 14 8.1

G2R110Vac

KSG

A1

A2

Safety

series relay

104

PE

PE

PE

8.9/ 3KRB

8.7/RTM1

Brown

SCE

SCE

SCE

XCA

XCA

XCA

XCA

XCA

XCA

Outside

locks

series

CC2 00

Level P1

Level P2

Level pn

Number

of stop

refered

to order

RMP

1

8

P3 17 24 23

RPA

4

1

CH2 105

6

Black

travelling cable

0.75 mmý

PE

CC2 105

CR2 105

RZS

1

8

RZS

6

7

SCC

Car

locks

series

5

106

106

PIN RME

RMT2

2

3

4

P3 27



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

18.Abr.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Battery

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

10

PCB MICROBASIC

B

P2 B

7.9/j(P2)8.9/L24VDC8.9/L0VDC

D

D

F

F

External wiring

Varistor

36V

RVAR

2

1

J

J

K

K

I

I

G

G

H

H

18

P3 18

19

19

Serial interface

T1

P4 T1

T2

T2

20

P3 20

21

21

22

22

B

l

a c

k

31

31

R

e

d

32

32

2A

F3

12V1,3A/h

BAT

+

-

Battery

/19.0KRL

/14.0F/14.0D/14.0B

/12.0L24VDC/12.0L0VDC



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Speed governor

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

11

8.9/L0VP

8.9/L220VP

TURNING THE KEY

CLOCKWISE

ANTICLOCKWISE

Speed governor

OPERATION

TRIP

RESET

SIGNAL

RL1

RL2

ALJO Mod. 2129 ESA2/ED

CHA1 RL2

SALV

Overspeed

gobernor

controller

OFF

F1 2A

A1

A2

RL1 CRL

/14.0L220VP



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

25.Jun.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Industrial encoder

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

12

10.9/L24VDC

10.9/L0VDC

O

r a

n

g

e

O

r a

n

g

e

24VDC

0Vc

0Vc

5VDC

PE

R

e d

ENC +

+

Industrial

encoder

B

l a

c

k

-

-

3VFMAC1

1

C6 1

PE

PE

2

2

C1+

C1+

Channel 1

3

3

C1-

C1-

4

4

C2+

C2+

Channel 2

5

5

C2-

C2-

cable braided

and shielded

LIKA I58-H-2000-ZCU-48RL7

White/Grey

STEGMANN QD6L75JO

STEGMANN HG-660

5Vdc 0Vdc

C1+C1-C2+

C2-

5Vdc 12

0Vdc 10C1+ 5

C1- 6C2+ 8

C2- 1

5Vdc

0VdcC1+C1-

C2+C2-

5Vdc (Vcc) 0Vdc (GND)

C1+(A+)C1-(A-)

C2+(B+)C2-(B-)

HOHMER

Redblack

YellowblueGreen

OrangeNot to connect

Grey

WhitePink

BrownGreen

Yellow

Red

blueWhiteBrown

PinkBlack

RedBlack

YellowBrown

Greenblue

/13.0L24VDC

/13.0L0VDC



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

25.Jun.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Auxiliary relay contact.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

13

3VFMAC1

8.9/C

8.9/A8.4/C4(34)8.4/C4(35)

12.8/L24VDC12.8/L0VDC

11

C2 11

B

r

a i

d e

d

12

12

B

r

a i

d e

d

K18.4

53

54

K28.4

54

53

External wiring

14

14

KRNS8.6

24

21

15

15

16

16

KRREV19.4

12

11

17

17

18

18

KRSE8.5

8

12

13

13

3VFMAC1

C4 33

RL2

2

1

34

External wiring

3

35

RL3

1

2

36 37

1 3 7.4

6 8 7.3

MK2P 24Vdc

KRFR

2

7

Brake

relay

3VFMAC1

T1

C5 T1

External wiring

T2

T2

/14.0T1/14.0T2

/14.0L24VDC/19.0L0VDC



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

25.Jun.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

VK2P

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

14

R

e d

VK2P

EXC+

Load cell

B

l a

c

k

NOTE: SEE TECHNICAL DOSSIER VK-2P

EXC-

13.8/T113.8/T2

10.9/B10.9/D10.9/F

11.8/L220VP13.8/L24VDC

G

r e

e

n

+IN

W

h i

t

e

-IN

M

e s

h

MALLA

P

i n

k

travelling cable

2mts

Serial interface

RS-485

T1

CBA1 T1

CBC1 T1

G

r e

e

n

T2

T2

T2

G

r e

e

n

- y

e

l l

o

w

t

PE

R

e d

C1

AL-C

(FULL)

1

2

3

C3

R

e d

S4

XPC +24

4

5

AL-S

(OVERLOAD)

6

V

i o

l

e

t

travelling cable

2mts

S6

91

CBS 91

CCS 91

Full/overload

W

h i

t

e

- b

l

u e

107

107

107

216

216

O r

a

n

g e

Overloadlight

HLSB

1

2

O

r a

n

g

e

Buzer

Car display

D+

XDSC D+

Car

display

MB-D

O

r a

n

g

e

Kg

D-

D-

B

l u

e

0Vac

B

r o

w

n

travelling cable

2mts

220Vac

CRA2 220VP

CCA2 220VP

F2 2A

B

r o

w

n

HOLD

INH

INH

K18.4

84

83

W

h i

t

e

- b

l

u e

HOLD

/19.0 0Vcc(CR2)

/22.2L0VP(CR3)/18.0+24(CB1)



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Lightins

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

15

Car

XTCC

1 PE 2

6.9/N

6.9/T

Inspection box

power socket

PE

travelling cable

0.75 mmý

6 mmý brown

6 mmý brown

FNC 210C

5A/250vCar light

switch

SALC

CAC 211C

CACï 211

CAC 211

CAR 211

10ACar

lighting

QAC

1

2

3

4

212C

212C

212

212

212

25A 30mA

FA

1

2

3

4

HACCar lighting

HAC

N L

Controller

lighting

FNA 210A

CAA 211A

CAAï 211A

10A

QASM

1

2

3

4

212A

212A

212A

4 mmý brown

4 mmý brown

Microswitch

up

protection box

power socket

XHA1 IF1

SHA1

Controller

XTCA

1 PE 2

IF2

PE

R1

Microswitch

down

XHA2 IF1

SHA2

Shatf

lighting

XF11 211

FNH 210H

HA1

IF2

10A

QAH

1

2

3

4

212

212H

R2

S1

Light in controler

Shaft lightconmutated switch

10A/250V

SALH

1

2

XF21 211

XF12 211

HA2

3

212

212

1

. 5

m m

ý

b

r

o

w n

S2

Light in controler

CAH 211H

CAHï 211H

CAH 211H

Pit

XTCF1 PE 2PE

XF22 211

1

. 5

m m

ý

b

l

u

e

212H

212H

212H

212

Pit power

socket cts

1

. 5

m m

ý

b

r

o

w n

CA

R3

1

. 5

m m

ý

b

r

o

w n

NOA

NOA

NOA

SAHF 2

1

Shaft light

conmutated

switch

XF31 211

1

. 5

m m

ý

b

r

o

w n

3

HA3

NCA

NCA

NCA

212

S3

Light in controler

1

. 5

m m

ý

b

r

o

w n

RB 212

SALH Y SALC: IN

PROTECTION BOX

XF32 211

HRB11 2

HRB21 2

HRBn1 2

Shaft

lighting

212

1.5 mmý blue

1.5 mmý brown

1.5 mmý blue

1.5 mmý brown

1

. 5

m m

ý

b

l

u

e

211

travelling cable

0.75 mmý

1

.

5

m

m

ý

b

r o

w

n

RB' 212

RB' RBF

HRB'

1

.

5

m

m

ý

b

l u

e

Shatf

lighting in

car

211

RBN

1

. 5

m m

ý

b

r

o

w n

CAM 212

/20.0L1/20.0N1

HAM

1

. 5

m m

ý

b

l

u

e

Light

on the

machine

211



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Landing calls connectors.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

16

PCB MICROBASIC

110

CH1 110

blue

SPE: LANDING CALL PUSH

BUTTON

VRE: LANDING CALL

REGISTER

111

111

SPEP1

3

4

red

24V

VREP1

1

2

112

112

SPEP2

3

4

External wiring

red

24V

VREP2

1

2

113

113

SPEP3

3

4

red

24V

VREP3

1

2

View sequence in covert of this document

114

114

SPEP4

3

4

red

24V

VREP4

1

2

115

115

SPEP5

3

4

red

24V

VREP5

1

2

116

116

SPEP6

3

4

red

24V

VREP6

1

2

117

117

SPEP7

3

4

red

24V

VREP7

1

2

118

118

SPEP8

3

4

red

24V

VREP8

1

2

119

119

SPEP9

3

4

red

24V

VREP9

1

2

120

120

SPEP10

3

4

red

24V

VREP10

1

2

+24

+24

red

A

A

B

B

C

C

D

D

/17.0+24(CH1)/17.0 0Vcc(CH2)



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Lighting. Upper/Lower terminal stopping switch. Stop

Shaft indications

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

17

PCB MICROBASIC

5

CH2 5

16.8/ 0Vcc(CH2)

16.8/+24(CH1)

10

10

External wiring

V i

o

l

e t

0VDC

0VDC

AFI +24

LAFI

Lower

stopping limit

switch

W h

i

t

e -

B

l u

e

226

226

AFI 226

24V

SAFI

1

2

0Vdc

AFS +24

LAFS

Upper

stopping limit

switch

B

l

a c

k

228

228

AFS 228

24V

SAFS

1

2

0Vdc

V

i

o l

e

t

213

213

BO2 213

Y

e

l l

o

w

217

217

217

24V

Shaftup

light

VLSH

1

2

Shaft indications

G

r

e y

218

218

218

24V

Shaftdownlight

VLBH

1

2

215

215

294

294

214

214

/19.0+24(CH1)



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

18.Abr.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Car calls connectors.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

18

travelling cable

0.75 mmý

PCB MICROBASIC

109

CC1 109

CB1 109

SPC: CAR CALL PUSH

BUTTON

VRC: CAR CALL

REGISTER

Blue

111

111

111

SPCP1

3

4

14.9/+24(CB1)

Red

24V

VRCP1

1

2

19.0

111(CB1)

112

112

112

SPCP2

3

4

External wiring

Red

24V

VRCP2

1

2

19.0

112(CB1)

113

113

113

SPCP3

3

4

Red

24V

VRCP3

1

2

View sequence in covert of this document

114

114

114

SPCP4

3

4

Red

24V

VRCP4

1

2

115

115

115

SPCP5

3

4

Red

24V

VRCP5

1

2

116

116

116

SPCP6

3

4

Red

24V

VRCP6

1

2

117

117

117

SPCP7

3

4

Red

24V

VRCP7

1

2

118

118

118

SPCP8

3

4

Red

24V

VRCP8

1

2

119

119

119

SPCP9

3

4

Red

24V

VRCP9

1

2

120

120

120

SPCP10

3

4

Red

24V

VRCP10

1

2

R

e d

Binary position

indicator

mod. 633

+24

+24

+24

+24

0VDC

B

l a

c

k

A

A

A

A

B

l a

c

k

B

B

B

B

B

l a

c

k

C

C

C

C

/19.0 0Vcc(CB)

/19.0+24(CB1)

B

l a

c

k

D

D

D

D



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

25.Jun.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Inspecti¢n box.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

19

PCB MICROBASIC

travelling cable

0.75 mmý

18.2/112(CB1)18.1/111(CB1)

17.9/+24(CH1)18.9/+24(CB1)

18.9/ 0Vcc(CB)10.9/KRL

13.8/L0VDC

14.9/ 0Vcc(CR2)

2

CC2 2

CR2 2

Doorsensitivity

switch

SSEN

CB PAP2

Dooropening

push-button

SPAP

Green

External wiring

NORM

208

208

208

Inspectionswitch

SIR 9.1

3

4

CB +24

Violet

INSPECTION

Inspecti¢n box

STOP 9.2

3

4

Inspectionup

push-button

SPRS 9.1

3

4

112

I d

e n

t i

f i

e d

w

i

r e

c

o n

e c

t

t

o

2

0 8

( C

C 2

)

Inspectiondown

push-button

SPRB 9.0

3

4

111

Inspection relay

G

r

e y

11 12 13.2

G2R2 24Vdc

KRREV

A2

A1

O

r

a n

g

e

R

e d

XCTS 208

Stopof pit

STOPF 9.4

3

4

XCTS +24

travelling cable

0.75 mmý

9

9

CR2 9

CB 9BB

Orange

0VCC

0VCC

0Vcc

0Vcc

Black

203

203

203

blue

207

207

Green

Level led

PIN 207

11 12 19.8

G2R 24Vdc

KRL

A1

A2

VRL

KRL19.8

11

12

CLN +

1K5

Levelled

VNIVEL

CLN -

/21.1 207/21.1 203

/20.0+24(CB)/20.0NC/20.0COM

/20.0 0Vcc(CR2)



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Shaft/car ground.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

20

PCB MicroBASIC

217

CC2 217

15.9/L115.9/N1

19.8/COM

19.8/NC19.8/ 0Vcc(CR2)

19.8/+24(CB)

218

218

External wiring

travelling cable

0.75 mmý

G r

e

e

n -

Y

e l l

o w

G

r

e e

n

- Y

e

l l

o

w

T

T

CR2 t

CR2 t

PECar

ground

1.5 mmý brown

1.5 mmý blue

G

r

e e

n

- Y

e

l l

o

w

T

CH2 T

PE Shaftground

PE

SLV

PE

SP

PE

SCE

Box of

Inspection

1

0Vac

CAR

2

220Vac

0,1A

F(220v)

P i

n

k

0V

V1

R1

CB LED+

3

+24

B l

u

e

NO

6V

EmergencyLight

HPLB

L+

4

COM

W h

i

t e

NC

C-

5

Emergency

system

222 REV

B r

o

w n

AL1

6

+BAT

6V750mAh

BAT

B r

o

w n

Alarmbuttom

SAL

4

3

AL2

7

-BAT

O r

a

n g

e

3,15A

Fbat

O

r

a n

g

e

P

h

o

t o

e

l e

c

t r

i

c

c

e

l

l

H1

8

Alarm

speaker

0V

+24

OUT

<--- Conectar Fotoc‚lula.

/21.1 0Vcc(CR2)/21.1+24(CB)



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

18.Abr.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Mac magnetic

switch325.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

21

20.8/+24(CB)

19.8/ 203

20.8/ 0Vcc(CR2)

19.8/ 207

Pulses

r

e d

CF +24

Mac magnetic

switch 325

MAC325

b

l u

e

203

b

l a

c

k

0Vdc

Level

g

r e

e

n

207



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Single-phase operator.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

22

14.9/L0VP(CR3)

PCB MicroBASIC

travelling cable

0.75 mmý

CC3 0VP

CR3 0VP

orange

8.2/ 221

8.2/ 222

8.2/ 223

Motor

monophasic

operator

223

223

Automaticdoor openingfinal limit

switch

SFCAP

3

4

U

M2

Open 0Vp

blue

V W

PE

C1

1 2

222

222

Automaticdoor closurefinal limit

switch

SFCCP

1

2

Close 0Vp

red

OPERATOR

221

221

220Vp

Black



Made

Modified

Approved

0

MAC


AGC

Name

1

24.Feb.2003

27.Feb.2003



Ref. MAC.

2 3


3VFMAC1 (ASCM)

Client ref.

4

Ref. Cliente.

5

10 CV / 400 V

Tree-phase operator.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

23

PCB MicroBASIC

24.2/L0VP(CR3)

travelling cable

0.75 mmý

CC3 0VP

CC3' 0VP

CR3' 0VP

orange

24.3/ 221

24.3/ 222

24.3/ 223

223

KCCP 23.3

22

21

21 22 23.3

L1 T1 23.6

L2 T2 23.7

L3 T3 23.7

Open doorcontactor

KCAP

A1

A2

237

237

Automaticdoor openingfinal limit

switch

SFCAP

3

4

Open 0Vp

orange

222

KCAP 23.2

22

21

21 22 23.2

L1 T1 23.7

L2 T2 23.8

L3 T3 23.8

Close doorcontactor

KCCP

A1

A2

233

233

Automaticdoor closurefinal limit

switch

SFCCP

1

2

Close 0Vp

grey grey

221

FRTP 23.6

96

95

234 238

234 238

220Vp

orange

T S

R

U1

U1

Power

supply switch

Tree-phase

opertor

motor

3,15A

FR

Black

KCAP 23.2

L1

T1

FRTP 23.5

M2

3,15A

FS

L2

T2

V1

V1

L3

T3

red

PE

3,15A

FT

W1

W1

KCCP 23.3

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24.Feb.2003

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Cam signal operator.

Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

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Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

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Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

9

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Nombre Cliente

6 7 8

29.Mar.2004 Page //

ASCENSORES

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Nombre Cliente

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29.Mar.2004 Page //

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ASSEMBLYMANUAL FOR

SCM-07COMPLETE LIFT

Technical ManualV 0.00, Nov. 03

English / MACSCM07En

Installation • Assembly • Start-upUse • Maintenance • Repair




SCM-07 Complete Lift

V 0.00, Nov. 03 Page 2/41 MACSCM-07

TABLE OF CONTENTS

Chapter 1 • RESCUE OF PASSENGERS.......................................................................... 31.1 Procedure for the rescue of passengers in an SCM lift............................................. 3

Chapter 2 • INSTALLATION AND ASSEMBLY.............…………………………………………….. 4-Introduction..................................................................................................... 4

2.1 Arrival at the site............................................................................................… 42.2 Unloading materials.....................................................................................……. 4

2.3 Lifeline................................................................................................……………. 52.4 Shaft layout and inspection.......................................................................………… 5

-Diagram of plumb lines................................................................................….. 62.5 Assembly of side guide brackets...........................................................………………. 8

2.6 Positioning of bed plate......................................................................……………….. 82.7 Car and counterweight guide rails ...................................................................... 9

2.8 Assembly of car frame.............................................................................………… 112.9 Assembly of machine bedframe.................................................................……….. 12

2.10 Positioning of interlock housing.................................................................……….. 142.11 Assembly of fixed point in beam or wall............................................................... 15

2.12 Assembly of counterweight frame....................................................................... 16

2.13 Inserting weights in counterweight frame............................................………………… 162.14 Assembly of driving ropes ......................................................................………….. 17

2.15 Fastening the controller box............................................................................... 202.16 Connecting the terminal box..............................................................………………… 21

2.17 Performing the electrical installation of the machine.............................................. 212.18 Assembly of the overspeed governor.................................................................... 22

2.19 Assembly of the doors........................................................................................ 232.20 Assembly of the car......................................................................................……. 23

2.21 Assembly of the car operator..........................................................……………………… 242.22 Assembly of the SCM-07 lift rescue system ........................................................... 24

2.23 Assembly of the counterweight buffers and car frame.......................................…….. 252.24 Assembly of the counterweight protection screen..............................................…. 25

2.25 Tools.............................…................................................…………………………………… 26Conclusion ………………………………………………………………………………………………………………………. 26

Chapter 3 • START-UP..............................................................................………………. 273.1 Inspection and testing....................................................................................... 273.2 Car and counterweight....................................................................................... 30

Chapter 4 • USE OF THE SCM LIFT........................................................................……. 31

4.1 Purpose of instructions..........................................................………………………………. 314.2 Intended use of lift..................................................................................………… 31

4.3 Type of controllers............................................................................................. 334.4 Information on the standard use of the lift......................................................……. 35

Chapter 5 • MAINTENANCE..................................................................................……. 36

5.1 Description of components ............................................................................... 365.2 Lift shaft..........................................................................................……………….. 37

5.3 Guide rails....................................................................................................... 375.4 Access doors............................................................................................………. 37

5.5 Ropes.............................................................................................................. 385.6 Machine and bedframe...................................................................................... 39

5.7 Overspeed governor......................................................................................…. 405.8 Buffers...............................................................................................…………….. 40

5.9 Alarm device.......................................................................................…………….. 405.10 Rescue system...........................................................................................…….. 40

5.11 Counterweight.................................................................................................. 415.12 Guide shoes .................................................................................................... 41

5.13 Safety gear...................................................................................................... 415.14 Batteries.......................................................................................................... 41

5.15 Load weighing switches ..................................................................................... 415.16 Electrical safety circuits.........................................................................……………. 41

5.17 Signs and controllers..................................................................................…….. 415.18 Controller box..............................................................................................….. 41






Chapter 1 • RESCUE OF PASSENGERS1.1 Procedure for Rescuing Passengers in an SCM Lift

1. Contact the lift technician. The SAFETY DEVICES must always be SWITCHED ON.

2. DISCONNECT THE MAIN SWITCH OF THE LIFT in the top compartment of the controller box next the lift door on

the last floor.

3. CHECK THE POSITION OF THE CAR. CALM THE TRAPPED PASSENGERS DOWN and tell them that they are goingto be rescued and that the car will move. Tell them not to try to open the doors or leave the car until they havebeen told that they may do so safely.

4. CHECK THAT ALL THE LANDING DOORS ARE CLOSED AND BLOCKED, AND THAT THE CAR DOORS REMAIN

SHUT.Place the “OUT OF USE” sign at each lift entrance.

5. LOCATE THE FLYWHEEL THAT IS UNASSEMBLED INSIDE THE

CABINET AND SCREW IT IN.

6. RELEASE THE BRAKE OF THE MACHINE, VERY SLOWLY PUTTING PRESSURE ON THE FLY WHEEL.Turn this to revolve the pulley manually.

CAUTION: It may be necessary to slightly turn the flywheel in both directions whilst pressing down.So that the system meshes fully, the flywheel must be pressed right down to the bottom.

WARNING:

The car may move up or down alone. In the event of car overspeed,turn the flywheel outwards. If the car is blocked due to the safety gear, or if the car does not move,

notify a qualified technician.

7. RELEASE THE BRAKE (TURNING THE FLYWHEEL OUTWARDS) ONCE THE POSITION IS REACHED. THE CAR

MUST REMAIN INSIDE THE INTERLOCKING ZONE. The indicator LED, located in the top compartment, indicateswhether the car is on the floor level. When you release the brake, once the desired car position is reached, move the flywheel in both directions,

making sure that this turns freely.

8. UNBLOCK AND OPEN THE LANDING DOORS WITH THE EMERGENCY KEY to free the passengers (use of thiskey must be restricted to authorised and trained personnel who are familiar with the rescue procedure).

8.1 LOCATE THE UNLOCKING TRIANGLE IN THE DOOR FRAME. All doors have an unlocking triangle. In MP

doors, this is on the door lintel.

8.2 INSERT THE KEY IN THE TRIANGLE, to mesh the mechanism. TURN THE KEY THE APPROPRIATE WAY TOUNLOCK THE DOOR, AND OPEN THE DOOR by applying pressure with your hand on the door edge.

8.3 Once the landing door is open, THE CAR DOOR IS NOT BLOCKED and it may be opened without using

the wrench.

WARNING: If the car is not quite on the floor level, take special care to protect the passengerswhen they leave the car.

9. Once the passengers have been freed, make sure that ALL THE DOORS ARE CLOSED AND CORRECTLY BLOCKED,

leaving ALL DEVICES AND DRIVES OF THE RESCUE SYSTEM IN THEIR INITIAL POSITION.

10. NOTIFY THE TECHNICAL SERVICE so that the lift is checked before being put into use again.

WARNING: The lift’s power supply must remain off until assistance from the Technical Service.

1.2 Procedure to open the landing doors with the emergency key.

In the event of an emergency, in order to gain access to the shaft or to the car, you must use the unlocking keyfor the landing doors. For safety reasons, the use of this key must be restricted to authorised and trained staff

who are familiar with the rescue procedure.

WARNING: If it is necessary to open the landing door to establish the car’s position or to free thepassengers, take extra care to avoid falling into the shaft. Do not leave the landing doors open unless the entrance is suitably protectedand secure, to avoid anyone falling into the shaft.

1. LOCATE AND HAVE THE UNLOCKING KEY READY.2. DISCONNECT THE MAIN LIFT SWITCHES, WHICH ARE IN THE CONTROL CABINET.

3. LOCATE THE UNLOCKING TRIANGLE IN THE DOOR FRAME. All doors have an unlocking triangle.In MP doors, this is on the door lintel.

4. INSERT THE KEY IN THE TRIANGLE, TO MESH THE MECHANISM. TURN THE KEY THE APPROPRIATE WAY TO UNLOCKTHE DOOR.

5. AT THE SAME TIME, OPEN THE DOOR BY APPLYING PRESSURE WITH YOUR HAND ON THE DOOR EDGE.

6. ONCE THE LANDING DOOR IS OPEN, THE CAR DOOR IS NOT BLOCKEDAND IT MAY BE OPENED WITHOUT USING THE KEY.






CHAPTER 2 • INSTALLATION AND ASSEMBLY

Introduction:Welcome to the manual on the installation and assembly of the SCM-07 model of the range of MP lifts, which fulfils all

the safety requirements of the European Directive.MP’s SCM series stands out in that it saves space since it is machine-room-less, and is able to use these metres for any

other architectural use.This assembly manual will guide you through the steps of the lift’s installation and assembly process.

This process is based on the methods, techniques and tools proposed by MP for the quick and safe installation of thelift.

2.1 Arrival at the Site

Ø When on site, a safety helmet must be worn at all times, to protect from falling objects. Also use boots withthe sole protected from sharp objects, and the top toe area reinforced with metal to protect from knocks and

crushing due to falling heavy materials.

Ø The shaft must be clean and free of obstacles, with the accesses protected from falling objects and persons,and built in accordance with the drawing specifications.

Ø Make sure that there are hooks in the overhead of the shaft which are necessary for the assembly and liftingof loads, which are installed by the manufacturer.

Ø There must be a three-phase and single-phase power supply, as well as

Ø an area for storing materials as close to the shaft as possible.

2.2 Unloading Materials

When unloading materials, for materials weighing more than 25 kg, always use the lifting equipment that is available

on site (fork-lift trucks, pallet carriers, cranes, hand carts, etc, ). When lifting heavy loads, use neoprene lumbar belts

to prevent back injuries. Materials must be unloaded on site by one or several workers from the installation company, assisted by site personnel,who shall provide the suitable resources to facilitate loading work and material distribution. For distribution and storage, the following must be taken into consideration:

1. That the materials are as near to the shaft as possible.

2. That they are in an area where neither water nor debris may fall, and away from machines that may createdust.

3. That they are not in a thoroughfare area and that their storage does not present a danger for persons if theyfall.

4. The receiver of the material shall check the received material against the material that appears on the

shipping chart, counting it and checking the most important elements, such as: Ø Distance between car and counterweight frame guide rail.Ø Machine and bedframe.

Ø Number, type and gripping mechanism of the doors. Ø Number and type of car and counterweight guide rails.Ø Number and diameter of driving ropes and overspeed governor.

Ø Number of rope attachments.Ø Number and type of car and counterweight guide shoes.

Ø The guide rails shall be supported on three points to avoid buckling. If thishas to be left on a finished floor, place some kind of material underneath(paper, plastic, etc) to avoid staining the floor with the grease from the

guide rails. Ø When inserting the guide rails in the shaft, rest the bottom part on the front

of the pit, and the top part in the rear corners of the shaft. Ø Leave the doors in a safe place, where there is no danger of them falling or

becoming deformed. If possible, distribute them on the floors with the aid ofa crane.

Ø The traction or driving assembly shall be discharged with the bedframe onthe last floor of the installation.

Ø If for any reason material must be left outdoors, which must be avoided atall costs, cover it with plastic so that does not get wet. Do not leave it

directly on the floor, but on pallets, bricks, planks, etc. Do not rely on theplastic covers that come with the material from the factory. The car must

never be left outdoors, since water and damp may damage it significantly.

EVERYTHING DESCRIBED IN THIS POINT REGARDING SAFETY IS DONE SO IN GENERAL TERMS. AS WELL AS THISMANUAL, YOU MUST ALSO AT ALL TIMES CARRY THE OCCUPATIONAL HEALTH AND SAFETY MANUAL, WHICHDESCRIBES THE SAFETY MEASURES IN GREATER DEPTH.

Compulsory foot Compulsory head Compulsory handprotection protection protection






2.3 Lifeline

2.4 Shaft

Layout and In

2.4 Shaft layout and inspection.

Compulsory foot

protection

Compulsory head

protection

Compulsory personal

protection against falls

Compulsory hand

protection

CAUTION

Protect yourself from objects that may fall through the shaft, and from falling into gaps Use safety protection when drilling, welding, cutting and driving nuts and screws

To climb down to the pit use a ladder

Use the tools prepared for this purpose, positioning them in the shaft in accordance with the drawing of the installation

and plumb lines. Once the ropes have been cast, check each one of the x-y shafts floor by floor to ensure the minimummeasurements indicated in the plan view drawing.

ATTENTION

It is essential that you carry the LAYOUT AND ELEVATION drawing of the installation

2.4.1 Proceed to the shaft layout and inspection.

1. The first step in the assembly of the SCM-07 lift is the checking of the width and depth of the shaft. 2. Begin the layout process from the overhead area of the lift shaft, fastening the set square to the shaft wall,

at a height of 1300 to 1500 mm from the floor level of the last floor and as close as possible to the car

opening. 3. Loosely fasten the tube to the set square, until you have checked this. 4. Through each one of the sides of the shaft, cast the plumb lines until they almost reach the pit; the top

layout system will predetermine the position between them.

5. Once the plumb lines have been cast, work with the minimum distances marked on the plan view drawings orthe drawing in perspective shown below. Check the shaft floor by floor, and if it is OK, fasten the bottomplumb line tool to preset the position of these (fasten the tube to the set square of “point 3”). If this is notOK, adjust the ropes from the last floor, releasing the tube from the set square, to make it possible to adjust

in all directions. 6. Having preset the plumb lines to locate the guide rails, cast a rope with colouring from the preset position on

the top tool, making a mark along the entire length of the shaft which must match the groove of the closestbracket to the car opening.

THE FOLLOWING PAGES SHOW THE LAYOUT OF BOTH DISTANCES BETWEEN GUIDES,. I.E.ONE PLAN VIEW DRAWING AND ONE DRAWING IN PERSPECTIVE.

Compulsory personalprotection against

falls

The first operation to be performed inside the shaft shall be to install the “lifeline”, prepared to bear theweight of two persons, and hooks in each one of the shaft accesses. At the same time, strap on the safetybelts. These operations will also be performed secured to a fixed point of the installation.






2.4.2 Diagrams of plumb lines.

E .G 1 5 0 0 p l um b l i n e l a y o u t E .G 1 2 0 0 p l um b l i n e l a y o u t

PLAN VIEW OF LAYOUT E.G 1500 CLOSE-UP A, 2:1






A B C

E.G 1500 1500 800 350

E.G 1200 1200 500 350

PHOTOS OF TOP AND BOTTOM LAYOUT TOOLS:

(1) Distance “X” (depends on shaft dimensions) + Distance “C”

(2) Position rope 1 + distance “B”

(3) Predetermine position by system

TOP LAYOUT TOOL BOTTOM LAYOUT TOOL






2.5 Assembly of guide brackets.

Compulsory headprotection

Compulsory foot protection Compulsory personalprotection against falls

Compulsory handprotection

1. Following the distances indicated in the elevation drawing of the installation, position the brackets,starting with the first length of guide rails.

2. The first bracket shall be positioned in the closest area to the car opening.3. Take special care when matching the stain mark, obtained in the previous step of the assembly

process, with the groove in the middle of the bracket.4. Check the right level of the bracket, both on the vertical and horizontal planes.5. The second bracket shall be positioned levelled and at a distance of 1200 or 1500 mm, which will

always coincide with the distance between guides of the installation.

6. Then, assemble the bracket arms without tightening them, in order to facilitate the laterpositioning of the guide rails.

7. Having completed all of the brackets, make sure that they are all at the relevant height and

levelled both vertically and horizontally.

2.6 Assembly of the bed plate.

Compulsory footprotection



Following this, in the pit area, and as a prior step to the assembly of the car and counterweight guide rails, position thebed plate. Position the bed plate without fastening it to the floor for the time being, until the positions of the guide rails withrespect to the plumb lines are established.

PLUMB LINE WITH COLOURING COMPLETE BRACKET FASTENING OF BOTH BRACKETS

SEE INSTALLATION MANUAL, SUPPLIED WITH SHAFT COMPONENTS

SEE INSTALLATION MANUAL, SUPPLIED WITH SHAFT COMPONENTS

CAR AND COUNTERWEIGHT GUIDE RAIL BASE PLATES






2.7 Assembly of car and counterweight guide rails


Compulsory personalprotection against falls



1. So that the machine always remains in the right position, that is, accessible from the last floor, irrespectiveof the measurements of each shaft, cut the length specified in the elevation drawing from the counterweight

guide rails. 2. If the actual shaft measurements are different to those indicated in the drawing, correct the length to be cut

in accordance with the following formula:

How to calculate the length of guide rails to be cut.

Although THE EXACT LENGTH TO BE CUT IS INDICATED IN THE ELEVATION DRAWING OF EACHPARTICULAR INSTALLATION, how to calculate this is described, and how to adapt the cut if the actual shaft

measurements are different to those specified in the drawing.

3. After inserting the guide rails with the aid of a safety harness, begin assembly, always positioning thecounterweight guide rails with the sockets (1) facing upwards and the car guide rails with the sockets facing

downwards (2) and assembling the guide rail sections measuring different lengths in the order indicated inthe elevation plan.

3.1 THE CUT SECTIONS OF GUIDE RAILS MUST ALWAYS BE POSITIONEDFIRST.

3.2 CLEAN THE GUIDE RAILS WITH GREASE REMOVAL LIQUID TOCOMPLETELY ELIMINATE THE WAX ON THE SLIDING PART.

3.3 IF ANY BRACKET MATCHES WITH ANY GUIDE RAIL COUPLING,ASSEMBLE THIS UNDERNEATH.

LGC: total length of counterweight guide rails SENT in mmC: Length of section of counterweight guide rails to be CUT

F: Height of pit (in mm)R: Distance between the first and last floor1550*: Set distance at which the machine bedframe is positioned

C=LGC-F-1550

THROW A TAPE MEASURE FROM DISTANCE 1550 mm, OVER

THE LAST LANDING TO THE FLOOR OF THE PIT.

If the length is DIFFERENT to that indicated in the drawing,ADAPT the length of counterweight guide rails to be cut

by using the formula.

EXAMPLE 1:

Distance ACCORDING TO DRAWING from distance 1550 to the floor15000

Cut ACCORDING TO DRAWING of counterweight guide rails= 200 mmDistance of ACTUAL MEASUREMENT from distance 1550 to the

floor=15100 mmà ACTUAL MEASUREMENT of counterweight guide rails= 100 mm

EXAMPLE 2:Distance ACCORDING TO DRAWING from distance 1550 to the

floor=15000 mmCut ACCORDING TO DRAWING of counterweight guide rails= 200 mm

Distance of ACTUAL MEASUREMENT from distance 1550 to thefloor=14900 mm

à ACTUAL cut of counterweight guide rails= 300 mm

*NOTE: Set cut for standard pit (1400 mm). For reduced pits, this distance will vary. See individual elevation.

SEE PREVIOUS POINT 2.4 “Shaft Layout and Inspection”





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4. To facilitate the assembly of the guides, a straightedge is supplied, which is fastened in the first section of

guide rails, being completely levelled with respect to the layout.

5. Having established the position of the car and counterweight guide rails, finish fastening the brackets.6. In the first section, also fasten the guide rails of the bed plate with through screws in the case of the car

guide rails and with flanges in the case of the counterweight guide rails.

7. As a final step, check all the couplings, eliminating the occasional bumps with a body file.

GUIDE RAILS FASTENED BY STRAIGHTEDGES





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2.8 Assembly of car frame:





This assembly stage shall be performed in the pit area. Take into consideration the distances and measurements thatappear in the layout and elevation drawing, regarding its correct position in the shaft. To fasten all the parts, use the suitable tools, taking special care when positioning the slings in the corners of thebeams of the frame (as shown in the above photograph), in order to lift it with the hoist.

ASSEMBLY SEQUENCE:

1. Assemble the two “L”s of the frame (these arrive at the site already assembled, including the wedging

boxes), on the car guide rails and fasten them by inserting the top beam. This entire process shall beperformed with the aid of a hoist (manual or electric)

2. Position the centre part of the car frame (pulleys).3. Position the rest of the components of the frame.

4. Assembly of the scaffold or platform on the top part of the frame

5. With the aid of the hoist, lift the frame-platform and position the rest of the guide brackets (as indicated inthe photographs).

• DO THIS BRACKET BY BRACKET DUE TO THE WEIGHT OF THE FRAME .

SEE INSTALLATION MANUAL SUPPLIED WITH CAR FRAME

FASTENING THE “L”S WITH THE TOP BEAM“L” OF FRAME





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2.9 Assembly of machine bedframe:





From the overhead area, begin this stage of the assembly by fastening the bedframe brackets on the counterweightguide rails. On these, position the main part of the bedframe, using the steel plates of different thicknesses if off-level.

Having completed this step, fasten the arms to the main part of the bedframe and the set squares and brackets to the

arms. The brackets must be attached to the car guide rails with fastening flanges. Next, assemble the fixed point in thebedframe.

Continuing in the overhead area, and using the lifting system installed in the top part of the shaft, hoist the machine toits position on the bedframe.

Next, fasten it definitively by screwing it to the main part of the bedframe and fastening it with the auxiliary elementssupplied.

The assembly sequence is shown on the following page.

IMPORTANT: Position the bedframe on the right or left, depending on the layout.

SEE INSTALLATION MANUAL SUPPLIED WITH SHAFT COMPONENTS

EG. OF INSTALLATION, LAYOUT ON RIGHT, WITH FIXED POINT INSTALLED





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Assembly sequence of bedframe and machine:

1. Position the seats of the machine bedframe on thecounterweight guide rails.

6. Connect the fixed point in the bedframe to the mainpart of the bedframe.

NOTE: Carry out this operation before lifting the main partonto the counterweight guide rails.

2. Connect the main part of the bedframe to thepreviously positioned seats, using wedges if necessary.

7. Connect the machine to the bedframe

3. Connect the set of arms to the main part of the

bedframe 8. Position the reinforcement machine to machine

4. Connect the bracket to the arms (repeat this operation4 times)

9. Connect the screen brackets to the bedframe

5. Connect the set squares to the brackets (Repeat this

operation 4 times) 10. Assembly of protection screen pulley machine to

bedframe





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2.10 Assembly of interlock housing.





After assembling the bedframe, the following step is to position the interlock housing for the car frame.

Perform this on the last bracket, located below the bedframe.

The interlock housing shall be connected to the counterweight guide rail by M-12 flanges which are included in themechanics box.

It is extremely important that the two interlock housings are at the same height for the correct actuation of the

interlocking locks.






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2.11 Positioning of fixed point in beam or wall.





Next, position the fixed point in the driving ropes, which, depending on the layout drawing of the installation, may be;

1- Fixed point in beam: When the space is standard 2- Fixed point in wall: When the space is reduced (less than 80)

The measurement that marks the fixed point to be positioned is indicated in the following diagram.

PLAN VIEW OF LAYOUT DISTANCE,WHICH DEFINES THE FIXED POINT

IN THE WALL OR BEAM.UP TO 80 mm à WALLFROM 80 mm à BEAM

- Two possible cases are described below:

PHOTO OF FIXED POINT OF ROPES FROM CAR TO BEAM

FIXED POINT OF ROPES FROM CAR TO CONCRETE WALL FIXED POINT OF ROPES FROM CAR TO BRICK WALL


CLOSE-UP OF DISTANCE (*), ACCORDING TO LAYOUT DRAWING





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2.12 Assembly of counterweight frame.





The following step is the assembly of the counterweight frame to the guide rails, since this arrives from the factoryfully assembled. Insert this with the aid of a mechanical hoist, on the first length of guide rails.

2.13 Inserting Weights in Counterweight Frame.




IMPORTANT: Before positioning the lift in configuration, insert the necessary weights in the counterweight in order to balance the car frame, in accordance with the drawing specifications.

SEE INSTALLAITON MANUAL SUPPLIED WITH COUNTERWEIGHT FRAME

SEE INSTALLATION MANUAL SUPPLIED WITH COUNTERWEIGHT FRAME

DRAWING OF COUNTERWEIGHT FRAME, LAYOUT ON RIGHT EG. OF INSTALLATION, LAYOUT ON RIGHT





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2.14 Assembly of Driving Ropes.





2.14.1 How to unwind the ropes.

The ropes are supplied in rolls or coils. The smaller diameter, flexible and shorter ropes are supplied in rolls, as well as

the ropes that are easy to handle. The thick and long ropes are packed in bobbins.There are several ways to unwind a rope, but they must all be carried out carefully, to avoid curling the rope. Curlingmay cause deformation at certain points that unbalance the rope irreparably. (Fig. A)

Although this straightens before assembling the rope, these points have a weak resistance as a result of thedeformation, and because there are always ridges left which deteriorate prematurely due to abrasion (Fig. B)

When the rope is supplied wound on a bobbin, to unwind it, place the bobbin so that it may turn freely on an axis

resting on two supports. (Fig.C) If the rope is packed in a roll, this is undone by rolling it forward so that the turns are unwound without distortion.

(Fig.D) If the rolls are heavy and large, and difficult to manage by hand, it is better to place the roll on a support in the form

of a wheel, and turn the roll on this. (Fig.E).

If these recommendations are not followed when unwinding the ropes as shown in figures F and G, a number of acutetwists will be caused in the ropes and permanent deformations may appear, or at the least the ropes will become

“lively” and will react irregularly on the devices which support and operate the installation.

FIG. “C” FIG “D” FIG “E”

FIG. “F” FIG. “G”

Fig. A Fig. B





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2.14.2 Attaching the rope to the rope socket.Firstly, the close-up is shown of how the rope passes through the rope socket and some approximate

measurements to attach them properly.

Close-up of the attachment of the terminals at the fixed point in the bedframe and the fixed point in the beam.

2.14.3 Assembly of driving ropes.

When starting the assembly of the ropes in the shaft, position yourself in the area of the shaft with the car frameand scaffold assembled on the top part of the frame.

Raise this assembly (frame-platform) to the overhead space with the aid of a mechanical or electric hoist.

TWO WORKERS must carry out this operation, one at the top of the scaffold (IT IS EXTREMELY IMPORTANTTO WEAR COMPULSORY PERSONAL PROTECTION AGAINST FALLS) and the other worker in the pit of the

shaft, in order to pass the ropes up and down with the aid of a cord.

The worker at the top of the scaffold shall attach the rope to the rope socket which is positioned at the fixed pointin the beam or wall, as shown in the previous point, and drop the rope down to the pit. He shall then go down to

the bottom part of the car frame, where the pulleys are located.

With the aid of the cord, he shall then lift the rope, passing it through the grooves of the car frame pulleys, andthen through the grooves of the machine traction pulley, then dropping the rope again.

The worker in the pit catches the rope and is then in charge of passing it through the groove of the deflectionpulley of the counterweight frame.

Finally, the worker at the top wall catches the rope with the cord and attaches this to the rope socket in the fixed

point in the bedframe.

NOTE: The ropes shall be attached one after the other. Until the first rope is attached to thefixed point in the beam or wall and to the fixed point in the bedframe, do not assemble the second rope.

RECOMMENDED DISTANCES FOR THE ROPES

(1) Insulating tape(2) Rope clamps

(3) Rope

FIXED POINT IN BEDFRAME FIXED POINT IN BEAM





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2.14.4 Travel of ropes.

SEQUENCE OF PASSING ROPES

A- FIXED POINT IN BEAM

B- ROPES ENTER CAR FRAME

C- ROPES LEAVE CAR FRAME

D- ROPES ENTER MACHINE TRACTION PULLEY

E- ROPES LEAVE MACHINE TRACTION PULLEYB- ROPES ENTER DEFLECTION PULLEY OF COUNTERWEIGHTFRAME

B- ROPES LEAVE DEFLECTION PULLEY OF COUNTERWEIGHTFRAME

H- FIXED POINT IN BEDFRAME

THE ASSEMBLY SHALL BE PERFORMED ROPE BY ROPE.THE FIRST ROPE SHALL BE ATTACHED TO THE FIXED

POINT IN THE BEAM AND END AT THE FIXED POINT INTHE BEDFRAME





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2.15 Fastening the Controller Box.




Fasten this with the brackets supplied, bearing in mind that as a prior step a provisional assembly shall be performedto position the terminal box.

CAUTION: Under no circumstances must the controller box be installed in private premises.

1. The controller box shall be fastened on the landing of the last floor, next to the door frame, so that it isinstalled with the door. The box shall be located on the machine side with the gripping mechanism on the sideof the door in which it is positioned.

2. Before assembling the controller box, the braking resistance must be positioned, as indicated in the pre-

assembled manual. VERY IMPORTANT: This connection will be carried out voltage-free in theinverter.

3. The controller box shall be assembled and fastened in a similar way to the door frames. To see the assembly

sequence, consult the pre-assembled technical manual.

SEE INSTALLATION MANUAL SUPPLIED WITH THE PRE-ASSEMBLED INSTALLATIONFOR SCM LIFTS

ELECTRICAL PART OF CONTROLLER BOX GENERAL VIEW





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2.16 Connecting the terminal box.





This box, along with the necessary connectors, makes it possible to start up the machine and to use it for theassembly of the mechanical part of the ascent, and in this way, move the car up and down before performing the

electrical installation.CAUTION: It will be necessary to supply power to the controller and connect the machine to this.

2.17 Performing the Electrical Installation of the Machine.





• Disconnect the general switches of the installation.• Protect yourself from electrical discharges by using tools with an insulator of no less than 1000V. • Work clothing must not be made of fabric with plastic components (it is advised that this is made of cotton).

The electrical installation shall not vary much with respect to conventional installation. However, special care mustbe taken when routing the ropes through the shaft, since this determines the behaviour of the electromagnetic

compatibility of the installation, as well as possibly interfering with car or door movement. All of the rope routingand the electrical part are explained in detail in the pre-assembled technical manual.

SEE INSTALLATION MANUAL SUPPLIED WITH PRE-ASSEMBLED SCM

SEE INSTALLATION MANUAL SUPPLIED WITH PRE-ASSEMBLED SCM AND WITHSASSI LEO MACHINE (DISC BRAKE MODEL)





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2.18 Assembly of overspeed governor.





At this stage of the assembly, install the overspeed governor, which will allow you to move with the lift safely. Begin by assembling the top part of the overspeed governor (see diagram in documentation supplied with this

component), located in the overhead area, positioning this in the position indicated in the plan view drawing of the toppart of the governor. Then, install the bottom part of the governor in the pit area, as indicated in the installation drawing.

Finally, position the governor rope by fastening it to the control lever of the wedging box, which should have beencorrectly adjusted previously. NOTE: To connect the rope to the frame, see the frame and wedging box manual .

PHOTO OF TOP PART OF GOVERNOR


PLAN VIEW OF LAYOUT OF TOPPART OF GOVERNOR





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2.19 Assembly of Landing Doors.





Firstly, assemble the car floor, following the instructions included in the load-weighing switch installation manual, thecar assembly manual and using the measurements shown on the installation drawing.Once you have assembled the car floor, you are ready to assemble the landing doors. Use the suitable tools for this

operation.

During the assembly, take special care to follow the instructions of the landing doors assembly manual, as well as tocheck that each door installed is properly levelled and blocked with the relevant flap lock.

2.20 Assembly of Car.





1. Before performing this operation, follow the points set out in ‘Shaft Layout and Inspection’. 2. Make sure you recheck the weight content in the counterweight frame.

3. Bear in mind the relevant clearances with respect to the landing doors.

4. Assemble the car, connecting the floor to the frame and continuing the assembly as indicated in the car

assembly manual.

SEE INSTALLATION MANUAL SUPPLIED WITH CAR

TOP CAR FASTENING

SEE INSTALLATION AND ASSEMBLY MANUAL OF LANDING DOORS





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2.21 Assembly of Car Operator.




During the assembly of the different components and accessories of the electrical part, follow the points set out in

‘Shaft Layout and Inspection’ and that described in the section on the electrical installation of the machine.

This component will be responsible for the suitable opening and closing of the telescopic panels of the doors.

2.22 Assembly of Rescue System of SCM-07 lift.




The mechanical rescue system enables the car to be moved in the event of an emergency, until it is positioned at the

height of the nearest landing, which will be indicated by the indicator LED located in the top part of the controller box.At this moment, the passengers may leave the lift safely.

This system is comprised of two main subsets, known as the machine subset and cabinet subset, which are connected

together by a flexible cable and a metal brake flexible cable.

The components that are to be installed inside the shaft shall be assembled from the car roof.

IMPORTANT:Carry out all the operations with the counterweight below, near the buffers. The brake flexible cable of the rescue system must always be tightened at the end of the inside of theshaft.

SEE INSTALLATION MANUAL SUPPLIED WITH DOOR OPERATOR

SEE INSTALLATION MANUAL SUPPLIED WITH MECHANICAL RESCUE SYSTEM

CAUTION: This assembly must be performed by 2 workers





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2.23 Assembly of counterweight buffers and car frame.




1. To assemble the counterweight buffers, anchor these to the ground, using the holes of the bed plate

prepared for this.

2. To assemble the pillar-buffers of the car frame, position these inside the frame, as close as possible to the

pulley structure.

2.24 Assembly of counterweight protection screen.

Compulsory foot

protection

Compulsory head

protection

Compulsory hand

protection


LOCATION OF PILLAR-BUFFER

PILLAR-BUFFER

HOLES IN BED PLATE

BUFFER


As a final component of the assembly of the mechanical part of the lift,

assemble the protection screen of the counterweight frame.

All the nuts and screws are in the mechanical box, including the steelplate flanges, which are used to connect the guides rails with thebrackets.

Eg. Protection screen – counterweight frame layout





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2.25 Tools.

The tools to which we will refer are the minimum that must be carried by the installation technician to perform the

assembly, and are:

• An electric or mechanical hoist for a minimum of 200 Kg of load. • An installation template for the car and counterweight guide rails.

• A test button pendant.• A travelling cable.• A nylon or wire cord with the corresponding plumbs.

• Tool box or boxes• A 300 gr plumb bob

• Two 1500 gr plumb bob• Two extendable aluminium scaffolds

• A plumb line (tracer).• A graduated metal set square.• A spirit level.

• A hammer.• A cold chisel.

• A 2 m flexible tape measure.• An electric drill hammer.

• A small rotary hammer.• A drill holder with adaptor for iron drill bit.

• An angle grinder.• An electric welder.

• Grinding discs• Two adjustable wrenches (One large and one small).• A set of open wrenches from 6_7 to 27_29.

• A set of Allen wrenches from 2 to 12.• A reversible ratchet handle.

• Box wrenches for controller.• Combination pliers.

• Snipe nose pliers.• Pliers for outer washers, with a curved blade • Electrician scissors.

• A small, straight-bladed screwdriver.• A medium, straight-bladed screwdriver.

• A large, straight-bladed screwdriver.• A star screwdriver.

• A hexagon screwdriver.• A fixed saw bow.

• Two steel hand saw blades.

• A round file.• A flat file.

• Four quick adjustable grips.• A self-gripping wrench.

• A voltage multimeter or tester.• A scraper.

• Two drill bits (One large and one small).• Widia concrete drill bits. Diameters 6,8,10,12,18. • One long brickwork drill bit, diameter 12 x 165.• Steel drill bits, diameter 2.25,3,5,7,9,11,13.

• A portable light with protection.• An oil can.• A hacksaw.

• A roll-up extension lead with several power sockets.• A set of feeler gauges.

The above is the basic material required. The workers may use as many tools as they deem necessary, and may also

use material from the site that is necessary to suitably perform their work. To avoid losing time, it may be a good idea

to keep plugs, insulating tape, screws, terminals, terminal strips, rivets, etc., on hand, which may be necessary at anymoment during the assembly.

Conclusion:

Up to this point, we have covered the different steps of the installation and assembly process of the SCM-07 lift.

Each point may be found in more detail in the specific manuals of the various components.

By way of conclusion, below is a summary of the lift’s main features:

Ø Being machine-room-less and with a fixed self-supporting structure supported on guide rails, the installationdoes not affect the building’s civil works, and requires a completely standard shaft.

Ø It generates the additional minimum loads, similar to those of a hydraulic lift. Ø Its structure is extremely compact, and is built from conventional components. Ø Due to easy access to the machine from the last floor, on the car roof, it is easy to maintain. Ø By following this procedure and using the specific tools and the methodology proposed by MP, the installation

time is similar to a conventional lift. Ø Use of the frequency converter system with weight control enables reduced consumption, and maximum

comfort, due a high stopping accuracy and the possibility of fully personalising the kinematics.





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Chapter 3 • START-UP

IMPORTANT:

Before start-up, check that the following is in position and correctly installed:

•Car and landing doors. •Limit and pre-limit switches.

•Ropes and their attachments. •Counterweight protection screen. •Machine-bedframe set (check the correct tightening torque for the nuts and screws).

• Electric wiring in car, control cabinet and shaft (for the duplex configuration, consult the operationsequence to connect both lifts which may be found in the manuals relating to the electrical part).

3.1 Inspection and testing

a) Locking devices.

• Firstly, make sure that the landing doors are lined up with the car doors. There must be no friction between themor with the door frame.

• Check that the interlock and flap lock rollers are adjusted.• Check the door interlock, making sure that once the landing door is closed the car moves. You may also try

moving the door sideways when it is closed. There must be no movement.• The car will only move when the interlocking elements are fitted as shown in the diagrams.

EFFECTIVE INTERLOCKING IN CLOSED POSITION AND SAFETY ELECTRIC CONTACT ESTABLISHED

(*) Distance of 9 mm minimum

REAR VIEW OF MECHANICAL LOCKING CAM SLIDE

MAX. 2

4

( * ) 9





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b) Electric safety devices.

1. ELECTRICAL PROTECTIONS.Check that there are no loose contacts, and that the connections are tightly screwed, observing that:

Differential switches: These will have the suitable trip response and be of the same intensity as the magneto-caloric switch or higher. They must be disconnected manually and with the trial test (see manual). Magneto-caloric switches: Each one of the elements that protect under normal working conditions will, as a

maximum, be the double of the intensity consumed. When the current enters, it must go to the differential switch, always at the head end, from there to the magneto-

caloric switch, and then to the installation. These tests shall be performed in the power and light circuit.

2. CONTROLLER.

All cable connections must be checked, both at the inputs and the outputs, and especially the power connectionsmust be correctly secured and adjusted, checking that there is no part of the wire outside the connection terminal.

Check that all of the contacts are correctly adjusted, especially those corresponding to the auxiliary contact blocksof the contactors, making sure that they are properly adjusted in their housing. If necessary, dismantle relay

capsule or contact blocks to adjust or blow on them to remove possible dust impurities. The thermal relay test shall be performed with the motor at the normal working temperature, after having made

several journeys, forcing one of the motor stages to skip or blocking (disconnecting) the brake so that it does notopen. The time that it takes to disconnect the controller must not exceed 10 seconds, nor be lower than 8. Check that the ground connection is connected properly in the controller and that the door is connected to theearth.

3. CAR, EXTERIOR AND MAXIMUM TRAVEL TIME TIMERS.

Check that the calls from the car station have preference over the calls from the exterior control stations, with adifference of 2 seconds, at the minimum. Otherwise, adjust the car and exterior timers, making sure that the waiting times are not very long. For example:

car timers 2 seconds, exterior timers 4 or 5 seconds. The maximum travel time timer must be adjusted so that, always in the most unfavourable case, this time is

longer than how long it takes to cover the distance of the two consecutive floors. With this timer, the cut-off of thecontroller is also controlled in the event of rope slip on the pulley.

4. ELECTRIC CONTACT OF THE GOVERNOR.

Check that when the governor is operated, this contact cuts off the controller. Also check the electric contact ofthe tension pulley. This will cut off the controller in the event of rope lengthening.

5. CAR SAFETY GEAR TRIPPING.Check that the safety gear switch has cut off the controller.

6. OPERATING THE TOP CONTROL STATION.

Check that the push buttons operate in the correct direction marked in each one, and that when the testing switch

is pushed into this position, the lift no longer works and the car and exterior control stations stop operating.Check that when the stop button is pressed, the lift does not work.

7. OPERATING THE END-OF-TRAVEL.Check that these cut off the controller when the lift goes beyond the travel at the extreme floors, beforethe car or the counterweight make contact with the buffers.

8. CAR ROOF SAFETY.

Check that when the slackening of the ropes, the STOP button and any other safety device installed in the car roofare activated, the power supply of the controller is cut off, stopping the lift.

9. SAFETY SWITCHES TO CLOSE CAR DOORS.

Check that the door contacts work properly, the pin and sockets fit and the connecting wires are secured tightly.

10. PIT SOCKET AND STOP BUTTON.Check that there is a socket with a ground connection and Stop button to cut off the controller.

11. EMERGENCY LIGHTING.Check that the illumination level is normal and once the current is cut off it is sufficient.The emergency lighting shall have sufficient autonomy to remain lit for one hour.

12. CHECK STOPPING ACCURACY AND SMOOTHNESS.With regard to standard EN81-70, this gives us the following parameters: the lift in stopping accuracy shall be more / less 10 mm and in levelling accuracy shall be more / less 20 mm.

13. BELL PUSHES (Exterior and car).Check that these make the lift work and that the numbers correspond with the floors. Check that the

light indicators operate in order (occupied, door open, etc….).

14. LOAD WEIGHING SWITCH AND INDICATOR SIGN, CHECK THESE ARE WORKING. Check that the indicator LEDs are working and that when the car is loaded with more than its nominal load, the lift

does not work and in the load indicator all the LEDs light up, and the inside overload warning buzzer sounds.

15. POSITION INDICATOR.Check that this works, indicating the car position in accordance with the floor situation.





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16. PHOTOELECTRIC CELL.Check that these operate when faced with an obstacle, making the doors move back in the case of the automatic

landing and car doors.

17. DOOR OPENING PUSH BUTTON.Press this button and check that the doors move back, provided that the backward movement has not been

cancelled and in any case, always 5 cm before closing.

18. CAR DOORS.Check that the doors fully close the entrance gap, with no spaces of more than 3.5 mm. There should be no noise

when opening or closing and the lift should not start moving with an obstacle measuring more than 1.5 cm inthickness inserted in the door half. Check that the doors do not rub together and make no noise when moving.

19. GROUND CONNECTIONCheck that all the doors are connected by a conductor cable to the ground of the lift through a terminal.

c ) Suspension fittings and their attachments

Check with a gauge that the diameter and shape of the rope is that indicated in Document no. 5 “Complete list of lift

components” and Document no. 8 “Basic rope characteristics”.

Check the perfect condition of the rope attachments, nuts, locknuts and safety pins of the terminals or rope sockets

both in the car and in the counterweight (electric lifts).

d ) Braking system

Check that the brake is working properly. To do this, the car must carry 25% more than the nominal load. The testshall be performed at nominal speed and during the downwards movement, cutting off the motor and brake power

supply. The brake must be able to stop the lift alone.

e) Measurement of intensity or power, and measurement of speed.

To check the lift speed, the lift must carry the average nominal load, checking with a tachometer that the working

speed is in keeping with the project data. Check the current intensity with an ammeter clip when the lift starts and when it is working, making sure that this is

correct in accordance with the motor characteristics. Make this measurement in the three phases.

f) Electrical installation

1. Measurement of insulation resistance of the different circuits. By using an Ohmmeter, check that the insulationresistance values are exceeded.

Nominal voltage of circuit (V) Testing voltage (DC) V Insulation resistance (MS)

SEL 250 ≥ 0.25

≤ 500 500 ≥ 0.5

> 500 1000 ≥ 1

The insulation resistance must be measured between each live and earth wire.

To measure this, the electronic components must be disconnected.

2. Also check the continuity (connection between terminals) between the earth terminals of the machine room

with the motor, controller, guide rails, governors, tension pulley and car and any component which mayaccidentally remain live.





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3.2 Car and Counterweight:

Adherence:Check visually that there is no slip between ropes and pulley when operating normally: Mark the pulley and ropes with

chalk at the same point, and check that there is no change in their relative positions, after making a full journey (upand down) with the car carrying 125% of the nominal load. Repeat the same operation with the car empty.

Balancing of counterweight:

To perform this test, all of the car fittings must be assembled. By loading the car with half of the peak load permitted will take the car to half of the travel, such that thecounterweight is more or less at the same height. From the controller box on the last floor, and opening the machine

brake, move the fly-wheel smoothly (See Rescue System Manual). Check whether the lift moves up or down;depending on this there will be an excess or lack of weight on the counterweight.

It is better to leave a lack of counterweight rather than balancing it or leaving an excess (in other words, it is better

that the car moves downwards).

i) OVERSPEED GOVERNOR.

1. To check the tripping speed of the governor, by using a tachometer check the speed at which the governorworks, making sure that this corresponds with the speed marked on the governor. For this purpose, the governor

will not have the rope positioned. Work on the governor. 2. Check that when the governor contact is working it cuts off the controller.

j) CAR SAFETY GEAR.

Check that the safety gear has been properly assembled and adjusted. Check that the rollers or wedges do not rubwith the guide rails, and therefore there must be sufficient space between the guide rails and car for the safety gear to

work properly. 1. Descent test: With the car loaded with 125% of the nominal load which must be distributed evenly around thecar surface area, lock the remote governor with the push button in the control cabinet. The lift will travel at testing

speed. Make sure that the car stops opposite a landing door, in order to be able to unload it and free the

safety gear.

2. Ascent test: Perform this in the same way, but with the car empty, and with the lift moving at nominal speed.After the test, check that there has been no deterioration that may make the normal use of the lift difficult.

Replace the braking components (wedges, rollers) as necessary. A visual inspection is considered sufficient.

k) BUFFERS.

Energy accumulation type buffer (springs, buffers). Check this with the car carrying its nominal load in contact with the buffers, slackening the ropes and checking that the

date corresponds with that given by the characteristic curve of the buffers. The distances established in Document no.15 “Installation Drawings” must not be exceeded.

l ) SOS DEVICE.Check that the two-way means of communication works properly.

m) CAR MECHANICAL LOCKING SYSTEM.

Check that the lock fits in its housing, that it moves easily in both directions and that the controller is disconnectedwhen the frame and the car are locked. Load the car roof with 150 kg and check that the system resists without

noticing any deterioration. (Caution: the car must remain empty).

n) MECHANICAL RESCUE SYSTEM.Perform a simulation of the rescue operation, both in ascent and in descent. Check that after these operations the

tension of the brake flexible cable is still suitable, and the mechanism that meshes the system returns to its initialposition.





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CALL LL

Chapter 4 • USE OF THE SCM LIFT

4.1 Purpose of instructions.

The purpose of this chapter is to provide the instructions necessary for the correct use of the SCM lift, in accordance

with standard EN 81_1 and Royal Decree 1314/97, Attachment I, 6.2 (European Directive EC/95/16). This chapterprovides the information necessary for the standard use of this lift by the user, stressing a series of points which, due

to their difficulty or out of necessity, make the correct use of the lift possible.

4.2 Intended use of Lift

The lift in question is manufactured to transport passengers in houses and public buildings, sometimes along with loads,

the weights and dimensions of which must not exceed the lift capacity and the car dimensions.

The transport of loads which may damage the installation or the car itself is completely prohibited.

This lift may only be installed in those buildings in which there are no dwellings above the shaft used for the lift, norpassable areas underneath its travel.

Inside the car there is a sign which specifies the lift’s nominal load, expressed in kilograms, as well as the maximumnumber of persons. The weight of the load permitted by the lift must never be exceeded (for this purpose, there is a

device in the lift that notifies that it is overloaded, being necessary to remove the excess load). The number ofpassengers indicated on the sign must neither be exceeded, since this may cause the lift to become overloaded.

The basic operation consists of the transfer of the loaded or empty car from one level to another. Therefore, the userstands in front of the access to the lift where there is an electric push button control panel.

The control push buttons on the landing doors may have different symbols or abbreviations. Below, some of thesymbols or abbreviations used in our range of lifts are shown.

Once the lift has been called, its presence is detected when the doors are opened (automatic doors), when the carinside light is visible (manual door with vision panel) or when a light or sound indicator in the electric landing controlpanel indicates.

Once the door/s are open, you may access the inside of the car where there a number of controls and a sign which

specifies the lift’s nominal load expressed in kilograms, as well as the maximum number of persons.

Control push button: calls lift to go up or down

Control push button: calls lift to go up

Control push button: calls lift to go down





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Among the controls, there are a series of push buttons which are listed below:

There are also display panels indicating the floors,both inside and outside the car (landings).

The user may find other engravings on the control push buttons and indicators, since these may have been specified by

the owners.

Overload indicator.

Control push button to close doors.

Control push button to reopen doors.

Control push button for alarm (yellow).

Control push button to choose the floor desired (-2,-1,0,1,2,3, etc ...)0 1-1





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4.3 Types of Controllers:

Distinctions must be made regarding the operating of the lift depending on the type of controller:

4.3.1. Simple Automatic Controller

At the moment when the car doors close, the passenger in the car has a preference of 3 seconds over the passengers

on the landing to call the lift.

Operating the controller in ascent: once the desired level has been pressed, the car will go directly to the chosen level.If there are several passengers, the passenger on the lowest floor must press the button first. Once the desired level

has been reached and the passengers have left, the doors close, the level of the next floor is pressed, and so on.

Operating the controller in descent: the passengers on the landings call the car by pressing the call push button,provided that the engaged sign is not lit, otherwise the call is not registered, nor will be attended. Once the car is on

the landing, which may be indicated by the door vision panel or by the car presence light indicators, the landing and cardoors may be opened, and during the seconds of preference over any other passenger on the landing, the car may becalled with no interference, as described above.

4.3.2 Collective Simple Controller in Descent

The lifts equipped with this controller have a memory which records calls to go up and down made by the passengers in

the car. On the other hand, only the calls to go down made by the passengers waiting on the landings are recorded inthis memory, not the calls to go up.

Operating the controller in ascent: the controls in the car also have a preference of 3 seconds over those on the

landings, from the moment when the lift is in the working position (closed doors). These also have preference after theentry of each passenger in the car, in lifts with automatic doors, with a photoelectric cell in the door threshold.

As the passengers enter the car, they press the push buttons corresponding to the levels that interest them. Once thelast passenger has entered the lift, the car automatically starts, stopping on the floors requested. It starts again once

the last passenger for that floor has left and the doors have closed. During the ascent, the lift does not answer any floorrequest, except for the highest floor, provided that this is above the highest floor pressed by the passengers in the car

to go up. Once on this floor, the passenger/s leave, and as always, once the doors have closed, they have 3 secondspreference over all the floors called to decide the direction of movement. If a button is pressed for the lift to go higher,the lift will go up, even if it is called from a lower floor.

Operating the controller in descent: the passengers will call the descent, and the lift will go down, stopping

automatically on all the floors called.

4.3.3 Collective Simple Controller in Ascent and Descent

With the simple controller in ascent and descent, the car not only stops and collects passengers on landings during the

descent, as the last controller does, but also during the ascent.

Operating the controller in ascent: as the passengers enter the car, they push the press buttons corresponding to thelevels desired, and the calls are recorded in the memory. Once the last person has entered and the doors close, the car

is set in motion, stopping successively on the levels requested by the passengers in the car, as well as on the levels onwhich the passengers on the landings have pressed the call button to go up. The lift will not respond to the calls to go

down, even if these are recorded in the memory. However, it does answer the call to go down from the highest floorabove the last floor that has been called to go up.

Operating the controller in descent: the car collects all the passengers on all the levels that have called the lift to go

down. As the passengers enter, they press the push button for the level they desire to record it in the memory. andalways in descent, the car will stop on all the levels in the order pressed by the passengers in the car and on thelandings until it reaches the ground floor.

4.3.4 Duplex Controller

The Duplex controller is a single controller for two lifts. In this controller, there is one single landing station on each

floor and only one lift may be called. It will always answer the nearest lift.

The operating of the car controls is exactly the same as that of the lifts with a simple automatic controller. Thepassengers will order their calls by firstly pressing the button for the lowest floor. Once this has been reached and thepassengers have left, the button for the next floor is pressed, and so on the passengers press the buttons for the floors

desired, in the order from the lowest to the highest.

The passengers on the landings press the call push button, only when the red engaged sign goes out, and the lift carthat is free will arrive. If the two are free, the nearest lift car will arrive. If there is only one lift free, after the call push

button is pressed, this will light up to indicate that the call has been recorded, and the red engaged sign will light up. Ifthe two lift cars are free, the white call push button will light up, but not the engaged sign, since there is still one lift

free.





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4.3.5 Collective Duplex Controller in Descent

This controller is a combination of the duplex controller and the collective simple controller in descent.

The layout and operating is the same as the collective controller in descent as far as the controls and signals areconcerned, as well as the response to the calls for the passengers in the cars. The difference lies in that it only has onesingle control on each floor for the two lifts.

Operating the controller in ascent: as the passengers enter the car, they press the push buttons corresponding to the

destination level, and the calls are recorded in the controller memory. Once the last passenger has entered and thedoors have closed, the car is automatically set in motion, stopping successively on the levels recorded and restarting

when the passengers have left and the doors close. During the ascent, the lift does not answer any call to go downfrom a passenger on the landing, except for the highest floor, provided that this is above the highest floor pressed by

the passengers in the car to go up. Once on this floor, the passenger/s leave, and as always, they have 3 seconds topress the push button and decide the direction of movement. If they press a push button to go up, the car will go up,even if it has been called to go down.

Operating the controller in descent: if the passengers call the lift to go down, it will descend, stopping automatically on

all the floors that have been called and in the order called by the passengers that have entered the car, provided thatthese are for lower floors, until the load is completed. From then onwards, the calls from lower floors will not be

answered.

4.3.6. Selective Duplex controller in ascent and descent

This controller is a combination of the duplex controller and the collective controller in ascent and descent.

Operating the controller in ascent: as the passengers enter the car, they press the push buttons corresponding to thelevels desired. Once the doors have closed, the car automatically starts, stopping on all the floors called by thepassengers in the car, and in addition on the floors on which the passengers on the landing have pressed the call push

button to go up. The lift will not stop on the floors on which the passengers on the landings have pressed the call pushbutton to go down, although it records them in the memory to answer these calls during its descent. However, it will

answer the call to go down from the highest floor above the last floor that has been called to go up.

Operating the controller in descent: once all the calls to go up have been answered, the car goes up to the highest floorof those recorded by the passengers of the floors to go down, and after the passengers have entered the car andregistered their calls, the lift begins its descent, stopping on all the floors that have been requested to go down. The lift

does not answer the calls to go up, except those of the lowest floor of those that have been called, provided that this isbelow the last floor recorded to go down. In any case, the calls and ascents between the two lifts are distributed in

accordance with a programmed standard, according to the use of the building.

Having described the operating of the controller, we must now recall a number of points to bear in mind for the use ofthe lift:

• At the end of the travel (ascent or descent), the lift will stop at the requested level (to find out the stopping level,consult the number displayed or listen to the level announcer). Wait until the doors have opened and then leave the

car. When the outer door is manual, the user must push this open.

• The lifts have a controller device for an excess of load. This device is activated when the passenger load exceeds 110percent of the authorised load. The passengers will notice a light indicator which indicates an overload and hear a

warning sound. The lift will not start until the necessary passengers have left the car to avoid going over the peak load.

• The passengers must enter and leave the lift as lightly and in the most orderly fashion possible, avoiding getting stuckin the door threshold. If the lift has a reopening system (photoelectric cell, etc.) make sure that you do not block itspath, since this will prevent the car doors from closing.

• Take care when entering or leaving as you may catch clothing or objects on the doors. Try to keep away from the

doors.

• If an unexpected situation should occur (lift stopping), try to keep calm. If the lift stops suddenly, press a level and ifthe lift does not respond, press the alarm push button. If this does not exist, press the outer communication control

and wait for an answer. If it is necessary to perform a rescue operation, wait for the relevant instructions and

explanations.





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4.4 Information on the Standard Use of the Elevator:

4.4.1 Keeping documentation

The lift user must be familiar with the instructions for use of a lift. These instructions must be kept so that they may beconsulted at any time. In the machine room or inside the enclosure, it is advised to keep the detailed instructions to befollowed if the lift stops at the wrong time, and especially the instructions on the manual rescue operation or the

electrical rescue operation, and those referring to the landing door unlocking key.

4.4.2 Events that require the Intervention of Trained Staff

To perform a rescue operation of passengers, as well as to use the door emergency key, it is always necessary torequest the presence of trained staff. The abovementioned operations may only be performed by staff who are properly

trained to do so.

4.4.3 Safe loading and unloading

Special care must be taken when the car is loaded and unloaded, avoiding getting clothes, bags, packets, etc, caught

on the doors. The loading and unloading procedure must be carried out in an orderly fashion, avoiding getting stuck inthe door threshold. If the lift has a reopening system (photoelectric cell, etc.) make sure that you do not block its path,

since this will prevent the doors from closing. The dimensions and weight of the load must not exceed the capacitypermitted by the lift. The number of passengers must not exceed that indicated on the sign inside the car.

4.4.4 Openings free of obstacles on floors

Avoid possible interference with the door opening due to any dangerous steps or objects (flower pots, bins, etc.) which

may block safe access to the car.

4.4.5 Open Shafts

Special caution should be taken when the lift is installed in an open or partially open shaft, avoiding objects falling into

the shaft, as well any the insertion of any element that may damage the mobile part of the lift and interfere with thesafe functioning of the lift.

4.4.6 Control cabinet / Last Floor

In the access to the control cabinet, there is always a sign or poster with the following notice at least “Lift controlcabinet_Danger_Access prohibited to all unauthorised staff”. This notice restricts access to the control cabinet, and only

authorised staff may enter (maintenance, inspection and passenger rescue) with a key.

During inspections, maintenance, rescue, start-up, etc., it must be checked that both the machine, the bedframe andthe car roof are properly lit.

4.4.7 Use of the Emergency Key

As we described in the point “events that require the intervention of trained staff”, the use of the emergency key isrestricted to trained staff. How to use the emergency key is described in the rescue operation manual.

4.4.8 Maintenance

The owner of the lift, being responsible for its use and that it is maintained under safety conditions, must hire the

maintenance services from a qualified company. This company must have an incidents book for the lift, in which theynote the intervention reports when important anomalies occur or components are changed in the lift, as well as

interventions due to accidents. The incidents book must be made available to the owner if the latter should request so. The owner must request, in due time, the compulsory inspections and provide the maintenance company with access toperform the inspections and tests. If the installation is out of use for a long period of time, the owner must request a

general inspection of the lift from the maintenance company.When any user detects an anomaly in the functioning of the lift, the owner must notify this immediately to the

maintenance company and place an “Out of Use” on all of the lift doors.When the landings of the lift doors are cleaned, special care must be taken not to spill products (liquids or solids) inside

the lift shaft.





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Swinging supply

connectionLevel indicator

Input supply network

Alarm indicator

(in multiplex installations) Upper panel

Fixtures forElectrical protections installing rescue

Lighting box and

Emergency electric power socketcontrol unit box(optional)

Intercom set (optional)

Reserved space for

rescue system Upper part

Upper-lower

connections panel Transformer

Control relay. AMB1 o AMB2 boardFuses. (according to installation)

General interruptor.Temperature probe.

Lower panel

MicroBASIC board Lower door

Shaft and car

Thermoprobe board and input installationbrake bridge rectifier board

Shaft and car

installing connection

Inverter capacitors Braking resistorcable output

Braking resistor

swingingSpeed governorremote operation Frecuency inverter

Output filterMachine room

connections Briefcase

Contactors

Level indicatorbattery Input supply

machine

Chapter 5 • MAINTENANCE

5.1 Description of the electrical panel components:

CAUTION

ACCESS TO THE MACHINE ROOM (MACHINE, BEDFRAME, GOVERNOR, etc ... ), IS GAINED FROM THE DOOR ON THE

LAST FLOOR, WHERE THE CONTROLLER BOX IS LOCATED. BEFORE ACCESSING THE CAR ROOF, STOP THIS AT A SUITABLE DISTANCE IN ORDER TO BE ABLE TO CROSS THE DOOR

OPERATOR WITH EASE.

DO NOT LEAVE THE OPEN CABINET UNSUPERVISED UNDER ANY CIRCUMSTANCES. THE CAR ROOF IS DESIGNED TO BEAR THE LOAD CAUSED BY THE PRESENCE OF TWO PERSONS DURING THE

MAINTENANCE OPERATIONS.





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5.2 Lift Shaft:

Inspection and tests to be performed during the maintenance inspections of the lift shaft. During these tests andinspections in the shaft, in order to contact with the exterior, the worker must always carry a telephone which may be

connected in any of the telephone connection boxes. In order to access the pit, use a ladder which is hanging on one ofthe pit walls.

1. Check that there are no water leaks in the pit and that it does not contain combustible materials or materials that

may affect the functioning of the lift. Check that the pit is clean, dry and free of refuse. 2. The lift premises and pit must have sufficient artificial lighting, in order to perform the inspections properly: Check

that the system is working.

3. Check that the car top control station (car roof) is working correctly and that the lift does not respond to the callsfrom the floors nor to those pressed inside the car whilst the inspection control device is connected.

4. IMPORTANT: The ladder to access the pit must be kept on its fastening bracket, on one of the side walls of the pit,after the maintenance work.

5.3 Guide rails

Inspection and tests to be performed during the maintenance inspections of the guide rails.

1. Check the state of the car guide rails and counterweight, and their fastenings. Check for possible changes in the

distance between guides.

2. Should automatic lubricators be required in the car and counterweight, the level of oil must be controlled and refilledif necessary. Chen the guide rails have no automatic lubricator, it is recommended that the guide rails are lubricatedevery 2 to 3 months, depending on the level of use. Always use the relevant lubricant for each material.

An excess of lubrication may be as harmful as too little

5.4 Access Doors

Inspection and tests to be performed during the maintenance inspections of the lift access doors.

1. Check that the series are working correctly in all doors. The lift will not operate if one of the contacts of the seriesfails. To check this in the case of automatic doors, prompt the failure by activating the lock.

2. Check that the mechanical locking of the door works properly. To do this, try moving the door sideways. There mustbe no movement.





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MAX. 2

4

( * ) 9

3. In the case of automatic doors, both in start-up and periodic inspections, make sure there is no interference oroverlap between the grips of the mechanical locking, as well the possibility of disconnection due to the movement of the

door panel. Therefore, make sure that the distance of 9 millimetres is respected, as shown in the figure.

Effective interlocking in closed position and safety electric contact established

Rear view of mechanical locking cam slide

(*) Distance of 9 mm, minimum. For this distance, only measure the straight surface from the end of the curve.

4. During the periodic inspections, the following must be controlled: locking, sensitivity to reopening of the door when apassenger is hit or about to be so, failure to start with the door open, wear and tear of the door guide shoes, contacts,

carriage wheels, etc. Clean, adjust or change as necessary, (consult landing doors assembly manual).

5.5 Ropes:

Inspections and tests to be performed during the start-up inspections and maintenance inspections of the driving ropesand their fastenings.

1. Both in start-up and periodic inspections, check the state of the entire length of the cables. To do this, cut any

broken wires. A broken cord or wires in one metre long of rope, makes it necessary to change all of the ropes. Todetect broken wires, pass a cotton cloth along the length of the rope. Occasionally, broken wires occur due to wear and

tear (friction); these can be checked visually.

2. Check the state of the rope fastenings to the counterweight and the car, especially the nuts of the rope attachments.

3. Check the lubrication of the ropes, bearing in mind that the ropes should be not covered with grease that makes it

impossible to check their state.

5.5.1 Procedure to Replace the Ropes

a) Lock the car in the bottom locking holder, and at the same time, hang the counterweight in the top part of the shaft,without exceeding the maximum load permitted by the hooks hanging in the overhead.

b) Place additional safety slings on both frames.





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c) Change ropes by working from the pit for the car frame and with the assembly scaffolds located on the last landingfor the counterweight and machine frame.

5.6 Machine and Bedframe:

Inspection and tests to be performed during the start-up and maintenance inspections of the lift, bedframe andmechanical brake, (see Manual for Use and Maintenance of Sassi Leo Machine).

1. Check the correct tightening torque for the screws and fastenings of the machine-bedframe assembly.

2. Check the state of the rope anti-slip system and the pulley protection assembly.

3. During the periodic inspections, it must be checked that the machine is clean, with particular attention paid to the

ventilator and electric components.

1. The disc brake of the machine does not require any type of adjustment, since it is delivered from the factoryalready fine-tuned and calibrated. If it is necessary to adjust it, consult the specific instructions of this device.

5.6.1 Procedure to Replace the Machine

a) Lock the car in the top locking holder, and at the same time, hang the counterweight in the bottom part of the shaft,without exceeding the maximum load permitted by the hooks hanging in the overhead. b) Place additional safety slings on both frames.

c) Dismantle the rope anti-slip system and the traction pulley protection.d) Remove the ropes of the driving pulley one by one, and leave them supported over the safety slings. e) Disconnect the electrical installation of the machine and dismantle the rescue system.

f) Change the machine, ensuring its position hanging from the lifting system before dismantling the four fixing screws,without exceeding the maximum load permitted by the hooks hanging in the overhead. g) Remove the machine from the shaft without supporting it on the car roof.h) To assemble the new machine follow the process in reverse.





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5.6.2 Procedure to Replace the Pulley

a) Lock the car in the top locking holder, and at the same time, hang the counterweight in the bottom part of the shaft,without exceeding the maximum load permitted by the hooks hanging in the overhead. b) Place additional safety slings on both frames.c) Dismantle the rope anti-slip system and the traction pulley protection.d) Mark each one of the ropes with its current position in the traction pulley to avoid them getting crossed or tangled up

when they are repositioned.e) Remove the ropes of the traction pulley one by one, and leave them supported over the safety sling. f) Change the pulley.g) Reintroduce the ropes in the pulley.

5.7 Overspeed Governor:

Inspection and tests to be performed during the start-up and maintenance inspections of the overspeed governor

(consult overspeed governor installation and assembly manual).

1. Check that the governor works reliably and safely. The bearings must be checked and lubricated each year.

2. Check that the rope tension is maintained in the tension pulley. Make sure that the safety contact is working properlywhen slackening of the ropes occurs.

3. Check whether the governor rope has lengthened beyond the distance allowed, which may activate the safetycontact in the tension pulley. If lengthening has occurred, trim the cable. 4. Check that the rope wires of the governor are not damaged. Should this occur, replace the rope. One method offinding out the state of the ropes is to check whether there are any broken cords or wires along a length of one metre.

To detect these, pass a cotton cloth along the length of the cable. Occasionally, broken wires occur due to wear andtear (friction), these can be seen visually.

5. Frequently and safely check the functioning of the overspeed contact (governor contact).6. Check the rope attachments and pulley grooves, cleaning foreign particles in order to ensure the proper functioningof the governor.

5.8 Buffers:

Inspection and tests to be performed during the maintenance inspections of the buffers.

1. Check the buffers and their state (check maintenance, installation and use of buffers manual).

5.9 Alarm Device and Emergency Stopping:

Inspection and tests to be performed during the maintenance inspections of the alarm device.

1. Check that this works and that it is audible from outside the shaft by the persons responsible for providing help.2. Check that all the stopping switches (pits, car roof and car stop control stations) work correctly.

3. Check that all the systems of the lift for alarms, emergencies and rescue procedures work properly (emergency

lighting, telephones, etc).

5.10 Rescue System:

5.10.1 Inspection and Tests to be performed during the Maintenance Inspections of the Rescue System.

1. Check the functioning and state of the meshing system with the machine shaft and remote brake opening from therescue controller. Check the tension of the brake flexible cables (consult the rescue system manual).

5.10.2 Inspection and Tests of the Car and Access thereto

1. Check the general state of maintenance of the car and its frame.

2. Check that the car lighting is permanently on.3. Check that the stopping switch in the car roof works correctly.4. The distance between the car door and access door must not be more than 20 millimetres, except in the case of

simultaneous automatic doors, which may reach up to 30 millimetres. 5. Check that there are toe guards in the car and in the access doors.

6. Check that the lift does not start with the car door open and that, once in motion, it stops when the door opens,except in the case of automatic doors with floor levelling, in which case the levelling may be checked during the

opening of the doors. 7. Check that the car door operates freely, as well as the sensitivity of this to an obstacle.

8. Check that car doors make contact.9. Check that the panels slide correctly, as well as the state of the guide shoes. If there is wear and tear, change them.

10. Check that there is a load plate inside the car.11. Check that the call push buttons on the landing and the push buttons in the car (for example, to select a level or

close the doors) work properly. 12. Check that the two-way communication channel is working (car with exterior).

5.11 Counterweight

5.11.1 Inspection and Tests of Counterweight

1. Check the state of maintenance of the frame that supports the weights, especially the nuts, locknuts, guide shoebrackets, etc.

2. Check rope clamps, nuts, locknuts and safety pins of the terminals or rope sockets.





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5.12 Guide shoes

1. The guide shoes must be changed one by one, but not simultaneously.

2. When the old guide shoes are taken off, make sure that the frame does not move too much, in order to place thenew ones on easily.

5.13 Safety gear

5.13.1 Inspection and Tests of Safety gear

1. Check the state of the wedging box, and the absence of foreign bodies inside it.2. Check that there is no corrosion in the safety gear or wedging box (consult wedging box installation and assembly

manual).

5.14 Batteries

1. Check the state of the large and small emergency batteries of the installation, and that these have sufficient electriccharge.

5.15 Load weighing switches

5.15.1 Inspection and Tests of Load Weighing Switches (consult the load weighing switch installation manual).

5.16 Electrical Safety Circuits (consult the preassembled electrical installation manual).

5.16.1 Inspection and Tests of the electrical safety circuits

1. Check that the ground lines that connect the door frames, flap locks, motor casing or motors and control unit are ina good condition, connected to the earth or to the metal guide rails. 2. Check that grounding of the conductors of the safety circuits cause the lift to stop.

3. Check the correct functioning of all the safety devices and these cause the lift to come to a complete stop.4. Check the proper functioning of the electric rescue equipment, if the installation is equipped with this.

5. Check currents and voltages as necessary.

5.17 Signs and Controllers (consult the preassembled electrical installation manual).

5.17.1 Inspection and tests of signs or controllers

1. In the case of closed shafts with access doors without vision panels, and not automatic, there must be alight indicator in front of the door that notifies of the presence of the car: Check that this works on each floor. 2. Check that the delay works, giving priority to controls from the car over exterior calls.

3. The final safety stop at the ends of the travel must be caused by the final safety switches which aredifferent to those that normally stop the lift at the top and ground floors. Check they work correctly and that

the car clearances in the guide rails do not hinder their functioning. Check the correct levelling on all floors,both with the car empty and at full load. 4. Check the state of the relays and contactors, as well as their behaviour if a phase produces an error or ifthey invert.

5. Check the last recordings of errors if the controller is equipped with the error storage device.

5.18 Controller Box

5.18.1 Inspection and tests to be performed on the controller box

1. There is electric lighting in the controller box and a safety switch which keeps the lift at a stop when necessary for

inspection. Check that this works.2. Check the general switch, contactors, relays, fuses and the level of artificial lighting. 3. Inspection of feasibility and safety in the access to the controller box for the safety of the maintenance staff.4. Check the state of the controller box flap locks, and that these make it possible to close it without using a key.

Lubricate the flap locks regularly.

5. After each inspection, clear the access to the controller box.



INSTRUCTIONS: PR-2500-UD (V.50)

Date: 12-09-2002 Check: 01

DYNATECH PROGRESSIVESAFETY GEAR PR-2500-UD (V.50)

INSTRUCTIONS FOR USE AND MAINTENANCE




Date: 12-09-2002 Check: 01

- 1 -




Date: 12-09-2002 Check: 01

- 2 -




Date: 12-09-2002 Check: 01

- 3 -




Date: 12-09-2002 Check: 01

- 4 -




Date: 12-09-2002 Check: 01

- 5 -




Date: 12-09-2002 Check: 01

- 6 -




Date: 12-09-2002 Check: 01

- 7 -

INSTRUCTIONS FOR USE AND MAINTENANCE _______________________________________________________________

1. GENERAL INDICATIONS.

2. SAFETY GEAR INSTALLATION.

2.1. TO THE SLING MAKER.

2.2. TO THE INSTALLER.

3. USE AND MAINTENANCE.

3.1 GUIDE RAILS.

3.1.1 GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR

GREATER.

3.1.2 GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.

3.2 SPEED GOVERNOR.

3.3 RANGE OF USE.

3.3.1 GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR

GREATER.

3.2.2 GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.

3.4 FRICTION PARTS REPLACEMENT.

3.5 MAINTENANCE.

3.5.1 CLEANING.

3.5.2 CORROSION.

4. GENERAL DRAWING.

_______________________________________________________________




Date: 12-09-2002 Check: 01

- 8 -

1.-GENERAL INDICATIONS.

Each supplied set of safety gears has been regulated at the factory according to the

required use characteristics: Total weight (P+Q) and the guide rail thickness. These

characteristics, the EC type examination number and the serial number are shown on the

protection plates attached to the safety gear boxes.

It is absolutely forbidden:

a) To combine and install safety gear boxes with different serial numbers.

b) To use a set of safety gears for installations with different characteristics to the ones

shown on the protection plates of their safety gear sets.

c) To intervene on any safety gear component.

DYNATECH DYNAMICS & TECHNOLOGY, S.L. will not be responsible of any

damages caused by the unobservance of any point of these general indications.

2.-SAFETY GEAR INSTALLATION.

The Standard requires that the safety gear installation must be done including a

security contact of type AC - 15 or DC - 13 according to EN 60947 - 5 - 1.

2.1- TO THE SLING MAKER:

The fixing holes for the safety gear must be made in the sling sides according to the

dimensions and positions shown in the enclosed safety gear drawings, making sure the guide

rail axis center to the sling beams.




Date: 12-09-2002 Check: 01

- 9 -

Once the safety gear is well placed and its roller trains are attached to the driving bars,

it should be checked that both trains act synchronized in accordance to the driving bar

commands. The sling maker is responsible for the proper location of the safety gear on the

sling as well as the adjustment checking and synchronized working of the driving bar. The pin

of the train, in its rest position, must be at the central point of the protection plates.

Rest position




Date: 12-09-2002 Check: 01

- 10 -

Downwardsengagement

Upwardsengagement




Date: 12-09-2002 Check: 01

- 11 -

As a suggestion for the safety gear fixing to the sling, the tightening torque of 8.8 M12

screws is 79.09 Nm and 111 Nm for those of 10.9.

Remark: The rollers for the downwards engagement marked with a “D” letter, must remain

always at the lower part of the safety gear. The letters which rollers are distinguished with

can be appreciated at first view trough the long hole of the protection plates.

2.2- TO THE INSTALLER:

During the installation at the well, first of all, the guide rails must be introduced in the

grooves of the safety gear housings. Then the position of the guide rail in the housing is

adjusted as follows: the side of the guide rail, 1.5 mm from the brake block, the guide head,

3mm from the bottom of the groove (see drawings). For these adjustments the sliders will be

handled without modifying the position of the safety gear in the sling because the sling maker




Date: 12-09-2002 Check: 01

- 12 -

must have properly fixed the safety gear in its final position. For the correct safety gear

acting, the distances mentioned here above must be strictly respected by the installer.

To make easy the adjustment at work of the distances between the faces of the guide

rails and the parts of the safety gears which are opposite the guide rail, it will be possible to

use plates which will allow the emplacement of the guide rail in its correct position in the

grooves of the safety gear. The plates must be removed once the adjustment operation has

finished.

Remark: The installer must be sure that the sling maker has situated the rollers for the

downwards engagement, marked with a “D” letter, at the lower part of the safety gear.




Date: 12-09-2002 Check: 01

- 13 -

3.-USE AND MAINTENANCE.

The non-fulfilment of the following prescriptions may produce deceleration values and

breaking distances which could not be in accordance with the Standard.

3.1-GUIDE RAILS:

3.1.1.-GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR GREATER.

a) The guide rails used can be either the cold-drawn or the planed type. The admissible

tolerances for the guide rails thickness are between –0 and +0.10 mm.

b) The progressive safety gear PR-2500-UD can be used with this type of guide rails until a

nominal speed of 2m/s and the governor response maximum speed is 2.5 m/s.

c) If after the safety gear performance you find scratched guide zones placed within a

distance of less than 1 meter between them, it is recommended to substitute the affected

guide parts.

d) The guide rails must be lubricated with ISO VG 150 oil lubricant.

3.1.2.-GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.(for example T 65/A)

a) The guide rails used can be either the cold-drawn or the planed type. The admissible

tolerances for the guide rails thickness are between –0 and +0.10 mm.

b) The progressive safety gear PR-2500-UD can be used with this type of guide rails until a

nominal speed of 1m/s and the governor response maximum speed is 1.5 m/s.




Date: 12-09-2002 Check: 01

- 14 -

c) If after the safety gear performance you find scratched guide zones placed within a

distance of less than 1 meter between them, it is recommended to substitute the affected

guide parts.

d) The guide rails must be lubricated with ISO VG 150 oil lubricant.

3.2-SPEED GOVERNOR:

The speed governor rope tension has to be big enough to warrant, during the governor

performance, a traction of 300 Nm at least in the connection point of the safety gear driving

bar.

3.3-RANGE OF USE:

3.1.1.-GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR GREATER.

Here below the standard P+Q board is shown. The nominal values are those of the

central line.

-7'5% 567 658 764 859 963 1060 1178 1317 1454 1627 1808

P+Q 613 711 826 929 1041 1146 1274 1424 1572 1759 1955

+7'5% 659 764 888 999 1119 1232 1370 1531 1690 1891 2102




Date: 12-09-2002 Check: 01

- 15 -

3.1.2.-GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.(for example T 65/A)

-7'5% 621

P+Q 671

+7'5% 721

3.4-FRICTION PARTS REPLACEMENT:

The friction parts, brake shoes and rollers, can support three free fall upwards

performances and three downwards performances, as it is exposed in the Standard EC type-

examination criteria.

Anyway, after having intervene in a real situation it is recommended to replace the

friction parts. In that case, contact Dynatech or its nearest distributor, in order to know the

procedure to be followed.

In order to obtain a better control, the maintenance person may have a register of the

safety gear performances. The safety gear serial number should be written in its register as

well as each and every acting.

It is not necessary the braking parts replacement, caused by normal inspection tests,

unless the braking distance surpass the double of the one obtained at the very first test of the

installation.




Date: 12-09-2002 Check: 01

- 16 -

3.5-MAINTENANCE:

3.5.1.-CLEANING.

It is very important to make sure that there is not any alien element inside the safety

gear housing in order to guarantee the proper work of the moving parts.

3.5.2.-CORROSION.

Dynatech safety gears have anticorrosive protection in all cases. However, a

periodical checking must be done to make sure that all the moving elements of the safety

gear are still in perfect work conditions. A wedging test is not necessary, but a simple check

of its free movements and a visual checking of the surfaces general condition.

These verifications must be done more often when the installation is placed inside a

specially corrosive atmosphere.

4.-GENERAL DRAWING




Date: 12-09-2002 Check: 01

- 17 -

1.5

2 1 . 5

2 9

d ( m m

)

2 2 . 5

2 9

2 2 . 0

2 9

2 4 . 5

2 9

2 5 . 5

2 9

2 5 . 0

2 9

2 4 . 0

2 9

2 3 . 5

2 9

2 3 . 0

2 9

2 5 8

1 7 8

120

72,75

3.5

1 0

9 8

G u

i d e

r a

i l t h i c k n e s s

1 4

1 1 1 2 1 3

1 6

1 5

3 0 , 6 4

5

h

e

d

3 2 . 7

5

7 8 . 9

2 9

2 6 . 5

0

3 2 . 7

5

3 2 . 7

5

e ( m m

)

7 8 . 4

2 9

7 7 . 9

2 9

f ( m m

)

h ( m m

)

2 7 . 0

0

2 7 . 5

0

3 4 . 7

5

3 4 . 7

5

3 4 . 7

5

3 4 . 7

5

3 4 . 7

5

3 4 . 7

5

7 9 . 9

2 9

7 9 . 4

2 9

8 0 . 9

2 9

8 0 . 4

2 9

8 1 . 4

2 9

8 1 . 9

2 9

2 8 . 0

0

2 7 . 5

0

2 6 . 5

0

2 7 . 0

0

2 6 . 0

0

2 5 . 5

0

f

9 , 5

3

D Y N A M I C S

&

T E C H N O L O G Y

D Y N A T E C H

P R -

2 5 0 0 -

U D

( V . 5

0 )



I TECHNICAL DOSSIER

VERSION 2.0 May 1999PRE-ASSEMBLED ELECTRICAL INSTALLATION IEPMBAS

SOFTWARE VERSIONS MB134 OR HIGHER

MicroBASIC

Control Board



DECLARACIÓN DE CONFORMIDAD

DECLARATION OF CONFORMITY

DECLARATION DE CONFORMITE

ÜBEREINSTIMMUNGSERKLAERUNG

Richtl inie, in Bezug auf die elektromagnetische Kompatibilität, deren Übereinstimmung bestätigt wird :

Directiva del Consejo, relativa a la compatibilidad electromagnética, con la que se declara conformidad :

Council Directive, concerning the electromagnetic compatibility, to which conformity is declared :

Directive du Conseil, concernant la compatibilité électro-magnétique, par laquelle est déclarée la conformité :

89 / 336 / CEE

Aplicación de las Normas : Application of the Standards : Application des Normes : Anwendung der Normen :

DRAFT pr EN 12015 (95) (94)EN 801-2 (91)

DRAFT pr EN 12016 (95)IEC 801-3 (84 + Rev.93)

EN 55011 (91)IEC 801-4 (88)

EN 50081-1 (94) EN 50082-1

Fabricante / Manufacturer’s name / Fabricant / Hersteller

Dirección / Manufacturer’s address / Adresse

Tipo de equipo / Type of equipment / Type d´ équipement / Gerätetyp

Modelo / Model no. / Modèle / Modell

Mecanismos y Accesorios, S.A.

Poligono NAVISA c / E - 41006 - SEVILLA - ESPAÑA

Maniobra de control para ascensores eléctricos y oleodinámicos

Control driving for electric and oil-dynamic liftsManoeuvre de contrôle pour ascenseurs électriques et hydrauliques

Steuerungselektronik für Seil- und Ölhydraulikaufzüge

MicroBASIC

El abajo f irmante, declara que el equipo antes especificado cumple con la Directiva y las Normas mencionadas

I, the undersigned, hereby declare that equipment specified above conforms to the above Directive and Standard

Je, soussigné, déclare que l´ équipement décrit ci-dessus remplit les conditions contenues dans la Directive et les Normes mentionnées

Der Unterzeichnende erklärt, dass das obenerwähnte Gerät der aufgeführten Richtl inie und den angegebenen Normen entspricht und diese erfüllt

Nombre / Full name / Prénom, Nom / Unterzeichnet

GONZALO MADARIAGA PARIAS

Cargo / Position / Responsabilité / Stellung

PRESIDENTE MACPUARSA, S.A.

Lugar / Place / Lieu / Ort : SEVILLA

Fecha / Date / Datum : 26/06/96

Firma / Signature / Unterschrift :


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CONTENTS

May 1999 • Version 2.0 • Control Board • MicroBASIC

Chapter 1 • PRESENTATION

GENERAL FEATURES ................................................................................................................................................................. 1

STANDARD DATA........................................................................................................................................................................ 1

SPECIAL DATA ............................................................................................................................................................................ 2

Chapter 2 • MAJ OR COMPONENTS AND THEIR FUNCTION

MAJOR COMPONENTS AND CONFIGURATION ELEMENTS.................................................................................................. 3

FUNCTION OF RELAYS AND VARISTORS (VOLTAGE LIMITERS)

RELAYS ........................................................................................................................................................................................ 4

VARISTORS (VOLTAGE LIMITERS) ............................................................................................................................................ 5

Chapter 3 • CONFIGURATION AND ADJUSTMENT OF PARAMETERS

Chapter 4 • INFORMATION OFFERED BY CONTROL

INDICATOR LIGHTS.................................................................................................................................................................. 17

POINTS ON THE DISPLAY........................................................................................................................................................ 17

VOLTAGE VALUES ..................................................................................................................................................................... 17

DISPLAY WITH 3 DIGITS ......................................................................................................................................................... 18

INDICATION OF SPECIAL INFORMATION .............................................................................................................................. 18

STANDARD INFORMATION ..................................................................................................................................................... 19

DESCRIPTION OF BLOCKS OF INFORMATION ..................................................................................................................... 19

VIEWING OF CONDITIONS OF ELEVATOR COMPONENTS .................................................................................................. 21

TECHNIQUE OF REPRESENTATION OF ERRORS.................................................................................................................. 22

ELEMENTS FOR CONFIGURATION

DIL Switches ...............................................................................................................................................................................6

METHOD FOR PARAMETER ADJUSTMENT............................................................................................................................. 6RUN MODE................................................................................................................................................................................ 6

PROGRAM MODE.......................................................................................................................................................................7

Modif ication of parameters (PROGRAM Mode) .................................................................................................................... 8

DESCRIPTION OF PARAMETERS

Parameter [ 0 ] • [ 1 ] • [ 2 ] • [ 3 ] • [ 4 ] ..................................................................................................................... 9

Parameter [ 5 ] • [ 6 ] ......................................................................................................................................................... 10

Parameter [ 7 ] • [ 8 ] • [ 9 ] • [ 10 ] • [ 11 ] ................................................................................................................ 11

Parameter [ 12 ] ................................................................................................................................................................... 12

Parameter [ 13 ] • [ 14 ] • [ 15 ] ...................................................................................................................................... 13

Parameter [ 16 ] • [ 17 ] • [ 18 ] • [ 19 ] ........................................................................................................................ 14Parameter [ 20 ] • [ 21 ] • [ 22 ] • [ 23 ] • [ 24 ] .........................................................................................................15

Parameter [ 28 ] ................................................................................................................................................................... 16

Chapter 5 • FUNCIONAMIENTO DE LA MANIOBRA

BASIC FUNCTIONAL STEPS

Luminous sequence ................................................................................................................................................................ 23

Return control (connection on final f loor) ............................................................................................................................ 23

Criterion direct ion of correction .............................................................................................................................................23

Normal control .........................................................................................................................................................................24

Inspection control .................................................................................................................................................................... 25

Emergency control (only for hydraulic elevators)................................................................................................................ 26


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CONTENTS

DESCRIPTION OF SPECIAL FUNCTIONS

Repeated door close or interlock error .................................................................................................................................27

Interruption of photoelectric barrier in car or opening of automatic hoistway door .....................................................27

Repeated door close or interlock error .................................................................................................................................27

Fireman control ........................................................................................................................................................................27

Fireman’s key switch in hoistway.......................................................................................................................................... 27

Fireman’s key switch in car .................................................................................................................................................... 28

Mixed selective control ...........................................................................................................................................................28

Asymmetric elevators .............................................................................................................................................................28

Operat ion emergency power aggregate .............................................................................................................................. 29

Deletion of car calls ................................................................................................................................................................. 29

Re-levelling................................................................................................................................................................................ 29

Levelling with open doors ....................................................................................................................................................... 31

Stopping on lowest f loor (hydraulic elevators) ....................................................................................................................31

Grave errors .............................................................................................................................................................................. 31

Stopping for opening and subsequent closing on final floor (hydraulic elevators, error F03) ..................................... 31

i


http://slidepdf.com/reader/full/mac-puarsa-mrl-othyssone 119/254May 1999 • Version 2.0 • Control Board • MicroBASIC

Chapter 1 PRESENTATION

GENERAL FEATURES

Monitor control for traction elevators and hydraulic elevators with a high cost/ performance relation.Used in a very high number of installations (> 90%). Real time presentation of the condition of allcomponents of the installation and memorising of functional errors.

STANDARD DATA

• Traction elevator and hydraulic elevator with only one ‘PCB MicroBASIC’ control board.

• Configuration SIMPLEX :

Universal ........................................................................................16 floors.Collective selective control during descent ..............................10 floors.Collective selective control during ascent and descent ..........6 floors.

• Configuration DUPLEX :

Universal ........................................................................................16 floors.Collective selective control during descent ..............................10 floors.Collective selective control during ascent and descent ..........10 floors.

• With extension board AMB1: up to 16 floors, collective control, up and down direction, Simplex.• With extension board AMB2: up to 16 floors, collective control, up and down direction, Quadruplex,

remote control possible.

• Independent controllers will be supplied for Duplex and Quadruplex.

• Speed regulation by adding 3VFMAC1 (freqency converter).Optimised quality/ cost solution for spee-regulation installations up to 1,6 m/ sec. The product may be used for t ransformation of olderinstallations with 1 speed into installations with high operating quality.

• Voltage of safety circuit ...............................................................110V ac.

• Control voltage ..............................................................................24V dc.

• Call registration at 24V dc (standard) with protection against overload and short circuits. Outlets forposition indicator (display). Standard : binary 24V dc. Optional: decimal for each voltage, dc or ac.

• Outlet for door drive motor. Standard: single-phase 220V ac or 220V ac + interlock magnet signal.Optional: ac current motor with 110V, 220V or 380V alternate current; dc current motor with 12V, 24Vand 48V direct current.

• Signal voltage hoistway: direction indicator ascent and descent, occupied, free, door open. Signalvoltage in car:direction indicator ascent and descent 24V dc. Standard: 24V dc. For other voltage valuesplease procure informat ion f irst.

• Re-levelling and levelling with open doors (traction elevators and hydraulic elevators), with incorporated

levelling device 538.

• Real time detection of errors in the installat ion. Analyses more than 20 types of errors. Memorisationof the last 32 errors.

• Display on PCB MicroBASIC, indicating the following points in real t ime:• Position of car.• Installat ion component which prevents movement of the elevator.• Type of call and floor served.• Registered hall calls ascent and descent.• Condition of elevator components.• Errors memorised.

1



PRESENTATION

• For hydraulic elevator - equipped with trigger for emergency valve, for completion of run on the nextfloor in down direction or any other floor (e.g.: on first floor).

• At minor increment of cost a complete system for the rescue of passengers may be added :• Traction elevator: Rescatamac 30.• Hydraulic elevator: Door opening function, 041, 042, 043.

• Very ample range of functions. Up to 30 configuration parameters.

• Fireman control with double key (car and hoistway).

• Connection of load weighing device (overload and full load), with car signal voltage 24V dc.

• Control emergency power aggregate.

• Asymmetric elevators (on upper or lower floors).

• Autocontrol of operating panels: If a call button remains blocked (active) for more than 60 secs., whilethe elevator is at floor-level, calls of this floor will be deleted, and the elevator continues to functionnormally. This floor will once again be served as soon as button is no longer blocked.

• Outlet for break and interlock magnet at any voltage.

• Optional signals with extension board MS - MPX:• Indicator light arrival (levelling).• Indicator light next run (direction indicator), both at any voltage, dc or ac.

SPECIAL DATA

Special functions may be set up in single installations, if desired.

Access control functions.

2



R7

RL22

D 3 2

R 9

R 8 5

+

R 5 1

R 2 9

C 2 9

C 7 7

C78 C 7 9

U4

U17

C38

R 7 6 R78

U28

C 8 7

U 2 7

D95

PR2

V3

V4

V5

+

RBEXT

R L 1

RL5

D1

R1

D 1 1

DZ1

R 2 7

C 3

R 3 0

U 1

U5

R 3 9

D 6 6

C37

Q1

U9

U13

U 1 5

U18 U19U22

RL2RL3

R L 4

C2

RL6RL7 RL8 RL9RL10 RL11RL12RL13

RL14 RL16RL17RL18 RL19 RL20

RL21

D2D3D4

D 5

D7

D 8

D9

D 1 0

D15

D 1 6

D 1 7

D 1 8

D 1 9

D 2 0

D 2 1

D 2 2

D 2 3

D 2 4

D 2 5

D 2 6

D 2 7

D 2 8

D 2 9

D 3 0

D 3 1

D 3 3

D 3 4

D 3 5

D 3 6

D 3 7

D 3 8

D 3 9

D40

D41

D42

D43

D44

D45

D46

D47 D48

D49

D50

D51

D52

D53

D54

D55

D56

D57

D58

D59

D60

D61

D62

D63

D64

U30

D88D75

D 7 6

D 7 7

D 7 8

D79

D80

D 8 1

D 8 2

D83

D84

D 8 5

D 8 6

C 8 5

R3 R4R5 R6

R10

R11

R12

R 1 4 R

1 5

R17

R 1 8

F1 / FM

R21 C88

R23

R 4 3

R45

R46

R47

R48

C 9 1

DL10

D12

D 1 3

D 1 4

F4 / FT

F5 / FF1

R19

R24

F6 / FL

D Z 2

D Z 3

D Z 4

D Z 5

D Z 6

D Z 7

D Z 8

D Z 9

D Z 1 0

D Z 1 1

D Z 1 2

D Z 1 3

D Z 1 4

D Z 1 5

D Z 1 6

D Z 1 7

D Z 1 8

D Z 1 9

D Z 2 0

D Z 2 1

D Z 2 2

D Z 2 3

D Z 2 4

D Z 2 5

DZ26DZ2 7 DZ2 8 DZ2 9 D Z3 0 DZ3 1 DZ3 2 DZ3 3

D Z 3 4

R8

R25 R26

R49

R50

R52

R53

R 2 8

R 5 4

R 5 5

C 4

C 5

C 6

C 7

C 8

C 9

C 1 0

C 1 1

C 1 2

C 1 3

C 1 4

C 1 5

C 1 6

C 1 7

C 1 8

C 1 9

C 2 0

C 2 1

C 2 2

C 2 3

C 2 4

C 2 5

C 2 6

C 2 7

C 2 8

C 3 0

C 3 1

C 3 2

C 3 4

C 3 6

C44

C45

C46

C47

C 4 8

C49C50

C51 C52C53

C54

C55

C56

C57

C58

C59 C60 C61 C62 C63 C64 C65 C66

C67

R 3 1

R 3 2

C 9 2

R 6 4

R65

R 3 6

D 9 2

R80

R56

R 5 7

U 2

U3

U16

U6 U7

C 8 1

C 8 6

PR3 PR4

PR5 PR6

R 6 8

R60

R62

R59

D87

C 8 0

R61

R 6 3

R69

R81

R 7 0

R71

U 2 6

D90

U 2 4

U23

R 8 2

R74 R 7 5

R79

R67

R 7 2

R73

R 8 3

R 7 7

X16

D 9 6

R87 U29

C 9 0

D94

C 8 9

C119

V8

F3

FF2

FF1

LM2825

J4

FOP

FT

RBCAB

D92

D Z 3 5

D 6 9

D68

RME

RME1RME2

R ME

5

103

SW

J2

J3

207

J1

10900

R 3 2

CC2

CH2

FM

FL

NOLEVEL

S / N

k

j

i

h

g

f

e

d

c

b

a

SC SP IMP EMERG

P5

P4T2T1

C 6 8

C 7 1

C70

C69

C 7 5

C 7 3

C72C74

C76

X1

RET

ROPAROPCRZSRMPRLDORLBRLS

P3

P2

P1

VREG

DL11 DL7

D L 1 0

+24V

DL8

DL5

DL1

DL3 DL4 DL6

D L 9

+5V

RB

7 4 H C 1 6 4

RM

RMR RS RVR

RMT

PL1

U10

RDIP

0VCC

+24

R B C A B

D1D2D3 75176B

32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

2212222230VP218103T220102208+12F2171052071062030VCC2103T2282202261040VCC105214294215218217213

CC1

CH1

110

DCBA+24120119118117116115114113112111109

U D N 2 5 4 3

R MI N V

RPA

RET RMT2 RMT3 RMT1

RLS RLB RLDO RMP RZS ROPC ROPA

RM RMR RB RS RVR

RDIPRDIPRDIP

UDN2981

74HC16574HC16574HC165

U D N 2 9

8 7

U D N 2 9

8 7

U D N 2 9

8 7

U L N 2 0 0 3

D M 9 3 6 8

7 4 H C 1 4

7 4 H C 1 6 5 TLP-521

TLP-521

RDIP

74HC165

74HC165

SW

ST9040

FF2

CONFIGURATION ELEMENTS

CC1 CC2 CC3 CH1 CH2

TERMINALS CONNECTION IN CAR AND HOISTWAY

P1 P2 P3

TERMINALS CONNECTION WIRING IN CONTROLLER

P4

TRANSMISSION CABLECIRCUIT(RS - 485 ) FOR DUPLEX CONNECTIONS WITH EXTENSION MB1 AND AMB2

PINS

PIN 103 PIN CONNECTION HYDRAULIC ELEVATORS WITH SPECIAL AGGREGATE

PIN RME PIN CONNECTION TIMER FOR RME (HYDRAULIC ELEVATORS WITH INTERLOCK MAGNET)

PIN 207 PIN CONNECTION WITH LEVELLING DEVICE 538 . INDICATOR LIGHT BETWEEN FLOORS

JUMPERS

J1 DO NOT FIX JUMPER IF CFE (EMERGENCY FINAL CONTACT) IS USED

J2 FIX JUMPER, WITH THE EXCEPTION OF TRACTION ELEVATOR 1 SPEED

J3 ONLY FIX JUMPER IN CASE OF UNIVERSAL CONTROL

J4 FIX JUMPER, WITH THE EXCEPTION OF HYDRAULIC ELEVATORS WITH KLEEMAN AGGREGATE

FUSES

FOP FUSE PROCESSOR ( 3A )

FM FUSE CONTROLLER ( 1A )

FT FUSE CURRENT SOURCE 5 V DC 1A ), MAX. ( 1A )

FL FUSE SIGNALS ( 1A ), MAX. ( 3A )

FF1 FUSE CURRENT SOURCE 24 V DC 3A ), MAX. ( 3A )

FF2 FUSE 20 VS ( 3A ), MAX. ( 3A )

Chapter 2 MAJ OR COMPONENTS AND THEIR FUNCTION

PCB MICROBASICSERIGRAPHY OF COMPONENTS

MAJ OR COMPONENTS AND CONFIGURATION ELEMENTS

D1

IMP

D2

SP

D3

SC

SIGNALISATIONOF POINTSON THE DISPLAYS

PULSE:• ON. PULSE (LUMINOUS)• OFF. NO PULSE (NOT LUMINOUS)

DOOR CIRCUIT:• ON. CLOSED (LUMINOUS)• OFF. OPEN (NOT LUMINOUS)

INTERLOCK CIRCUIT:• ON. CLOSED (LUMINOUS)• OFF. OPEN (NOT LUMINOUS)

3



FUNCTION OF RELAYS AND VARISTORS (VOLTAGE LIMITERS)

Relays

RB : Descent.Active when car initiates or realises a descent, 24V dc. With red indicator light.

RCAB : Car call.Deletes car calls during inspection (terminal 109), 24V dc.

RBEXT : Hall call.Deletes hall calls (terminal 110), 24V dc, if jumper J3 is fixed (configuration Universal) andrelay is connected during service of elevator.

RET : Start (hydraulic elevators).Ventilation (traction elevators), 24 V dc.

RPA : Cont rol relay RZS.Connected directly at microprocessor, permits connection of RZS, each time that the safetycontact CPS (terminals 00, 103) is closed, 24V dc.

RLB : Indicator light descent, 24V dc.

RLDO : Indicator light free (not active) and occupied (active), 24V dc.

RLS : Indicator light ascent, 24V dc.

RM : Run.Active when car is moving, 24V dc. With red, flashing indicator light.

RMP : Door circuit.Relay with 110V ac which is activated when ‘semiautomatic’ hoistway doors are closed, ifcontacts of safety circuits have been closed previously. With indicator light: Exactly on cen-tral digit of PCB MicroBASIC display.

RMR : Inspection.Active during inspection control, 24V dc. With red indicator light.

RMT : Voltage applied to control.There are 3 relays. Active during normal operation. Not active during emergency control‘hydraulic elevators’ 24V dc. With green indicator light.

ROPA : Relay opening of automatic door, gives command to open doors.

ROPC : Relay closing of automatic door, gives command to close doors.

RS : Ascent.

Active when car initiates or realises an ascent, 24 V dc. With red indicator light.

RVR : High speed.Active during high-speed run of car. No activation if elevator is equipped with speed regulation

4

MAJOR COMPONENTS AND THEIR FUNCTION



RZS : Safety zone.Active when contact CPS ‘terminals 00, 103’ is closed, and microprocessor commandsbridging of door circuits, interlocks and car doors. This occurs when car is in unlocking zone(and the safety contact or circuit connected to terminals 00 and 103 is closed). If, in this case,the car is running in slow speed, control starts advanced door opening (levelling with opendoors). This also happens during re-levelling with open doors. 110V ac.

Varistors (voltage limiters)

V3, V4 and V5: Varistor 275V ac.

A protection filter has been developed for the MicroBASIC printed circuit board. If supply with 220V acfor energising of board is higher than varistor voltage, this protection filter brings about the activation ofthe thermomagnetic switch. If the voltage value of 220V ac increases with respect to grounding, thefil ter causes activation of differential switch.

V8 : Varistor 36V dc.

Protects 24V entry for supply of logic part of board. Blows (FT) if voltage exceeds nominal voltage of

varistor, and thereby prevents circuits from being damaged.

V9 : Varistor 36V dc.

Protects 24V entry for supply of other circuits which use MicroBASIC printed circuit board, receiving 24V dc from it. Blows (FT) if voltage exceeds nominal voltage of varistor, and thereby prevents circuits frombeing damaged.

5

MAJ OR COMPONENTS AND THEIR FUNCTION



CONFIGURATION AND ADJUSTMENT OF PARAMETERSChapter 3

ELEMENTS FOR CONFIGURATION

Microswitch bank SW1 and PL1 button are used for adjusting the parameters in the controller. Theyare situated in the upper left -hand area of the PCB MicroBASIC printed circuit board. By means of themthe chosen parameter value may be indicated on the display with 3 digits.

DIL Switches

METHOD FOR PARAMETER ADJUSTMENT

General method for adjustment of parameters:

Disconnect controller (thermomagnetic switch [ IG ]) and check which type of parameter shall bealtered. In RUN mode (Microswitch no. 1 [ OFF ]), only 3 parameters may be changed, whereas inPROGRAM mode (Microswitch no. 1 in [ ON ] position), more than 20 different parameters may bealtered.

RUN mode is used if only one of the timers (TG, TE oder MTR) is meant to be changed. For thispurpose microswitch no. 1 is brought in (OFF) position. By means of the 7 remaining microswitches theexact t ime of each timer may now be defined. Once the microswitch positions are fixed, control is onceagain activated (thermomagnetic switch [ IG ]), and the elevator begins normal service, operatingaccording to the new timer values.

PROGRAM mode is used for changing any other parameter. For this purpose, microswitch no. 1 isbrought in (ON) position and the controller is connected (thermomagnetic switch [ IG ]). Subsequently,PCB MicroBASIC starts showing information on the three-digit display. The following steps occur in thePROGRAM mode. Once the parameters are changed, control is once again disconnected, RUN mode isactuated and timer values are defined (see previous paragraph). Finally, control is re-activated, andelevator begins normal service. That is, after changing one parameter in PROGRAM mode, control mustbe disconnected, RUN mode must be selected, and timers must be adjusted. Finally, control is oncemore connected.

RUN Mode

Normal functioning mode of elevator. Select by bringing microswitch no. 1 (microswitch bank SW1)in [OFF] position, pointing upwards). In this mode, 3 parameters may be adjusted by means of the other7 microswitches:

TG General t imer (microswitch 2 - 3 - 4), timer which defines the following points:

• maximum door closing time (detection interlock error).• time passing between end of run and initiation of the following (collective selective operation).

In the universal functioning mode, this value corresponds with value of car timer.

8761 2 3 4 5

ON

OFF

8761 2 3 4 5

ON

OFF

RUN Mode. Bank of [ SW.1 ] PROGRAM Mode. Bank of [ SW.1 ]

MICROSWITCH ( 1 ) IN (OFF) POSITION

NORMAL FUNCTIONING MODE OF ELEVATOR

MICROSWITCH ( 1 ) IN (ON) POSITION

FUNCTIONING MODE INPUT OF CONFIGURATION

PARAMETERS

SW1

2 Seg.

54321 6 7 8

OFFON

SW1

5 Seg.

54321 6 7 8ON

OFF

SW154321 6 7 8

6 Seg.ONOFF

SW154321 6 7 8

7 Seg.ONOFF

SW154321 6 7 8

8 Seg.ON

OFF

SW154321 6 7 8

10 Seg.ON

OFF

SW154321 6 7 8

12 Seg.ON

OFF

SW154321 6 7 8

15 Seg.ON

OFF

Chart : Parameter selection [TG]

6



CONFIGURATION AND ADJUSTMENT OF PARAMETERS

TE Hall call t imer (microswitches 5 - 6).

Once the general t imer is finished, this t imer records the time, from which the elevator serves ahall call without previously chosen direction. In universal functioning mode this timer coincides withthe classical hall call timer.

MTR Maximum running time (microswitches 7 - 8).

Defines maximum running time of elevator between two consecutive floors. If this value isexceeded, there is an error concerning maximum running time. This points to an abnormal functioningsituation (for example rope slip on traction sheaves).

PROGRAM Mode

In order to enter PROGRAM mode, microswitch no. 1 must be changed into ‘bank SW1 [ON] posit ion,pointing upwards’. In PROGRAM mode, more than 20 parameters may be changed, by means of whichthe control functions of the installat ion may be adapted with accuracy.

Control parameters are always adjusted at the factory. Their values are functionally adapted to thecharacteristics of the order. On one page of this document, the parameter values are listed, as adjusted

at the factory. That is, under normal condit ions it is unnecessary to modify parameters in the PROGRAMmode.

SW1

2 Seg.

54321 6 7 8

OFF

ON

SW1

4 Seg.

54321 6 7 8ON

OFF

SW154321 6 7 8

6 Seg.ON

OFF

SW154321 6 7 8

10 Seg.ON

OFF

Chart : Parameter selection [TE]

SW1

8 Seg.

54321 6 7 8

OFF

ON

SW1

12 Seg.

54321 6 7 8ON

OFF

SW154321 6 7 8

16 Seg.ONOFF

SW154321 6 7 8

20 Seg.ONOFF

Chart : Parameter selection [MTR]

By means of parameter 23,‘PROGRAM mode’, these timesmay be tripled (special situations).

MAXIMUM RUNNING TIME

ABOUT [MTR]

7



Modification of parameters (PROGRAM mode), using :

• Switch bank SW1

Microswitch ..............................No. 1 ............................always in [ON] position PROGRAM mode.Microswitch ..............................No. 2 - 3 - 4 - 5 - 6 ...... defines binary number of parameter.

Microswitch ..............................No. 7 - 8 ...................... defines new value of selected parameter.

• PL1 Button

Once the number of the parameter and its new value have been selected, they are memorised bypressing of button on PCB MicroBASIC .

• 3 - digit display

In PROGRAM mode, digits on left-hand side and in center indicate the number of the recentlyselected parameter, the digit on the right-hand side represents the memorised value of this parameter.

That is, the new value only appears as digit on display, once it has been defined and oncePL1

buttonis pressed, as by pressing the button the new value is memorised :

872 3 4 5 6

54321 6 7 8

ON

OFF SW.1

ONOFF

2 3 4 5 6

ON

OFF

2 3 4 5 6

ON

OFF

2 3 4 5 6

ON

OFF

ONOFF

ON

OFF

7 8

ON

OFF

7 8

ON

OFF

7 8

In ( ON ) positionPROGRAM mode

Defines new value ofselected parameter :

Defines binarynumber of parameter :

Parameter ( 0 )

Parameter ( 1 )

Parameter ( 2 )

Parameter ( 31 )

Value ( A )

Value ( B )

Value ( C )

Value ( D )

Selected parameter.

Possible values :

( 00 ) ( 01 ) ... ( 31 )

Actual value of selected parameter :

Possible values :( A ) ( B ) ( C ) ( D )

8




DESCRIPTION OF PARAMETERS

PARAMETERS ADJUSTABLE IN PROGRAM MODE :

PARAMETER [ 0 ] [ 1 ] : Number of floors of the installation.

Functional adjustment of parameter No. 0 and parameter No. 1 to number of floors.

PARAMETER [ 2 ] : Floor on which fireman’s key switch is located.

Value A : Key switch on lowest floor (first floor).Value B : Key switch on 2. floor.

Value C : Key switch on 3. floor.Value D : Key switch on 4. floor.

PARAMETER [ 3 ] : Type of hoistway doors.

Value A : Semiautomatic hoistway door (irrespective of whether there are car doors, or whether thereare none).

Value B : Automatic hoistway door.Value C : Mixed, for all semiautomat ic doors and for one (defined through the main floor) automatic

door.

PARAMETER [ 4 ] : Function.

Value A : Only 1 or 2 hall calls are accepted (Simplex or Duplex, respectively). Function according to

number of floors:

Up to 10 floors: Connection of calls identical with selective control, descent. Possibil ity ofmemorising 1 car call. Signalisation of hall calls (levelling) is equivalent to registrat ion of hallcalls.

From 11 to 16 floors: Special connection of calls. See diagrams. Only 1 car call is accepted.Hall call signalisation «levelling»may be procured by adding a MS-MPX printed circuit boardcontrolled by terminals 117, 118, 119 and 120 of parcel CH1 (PCB MicroBASIC).

Maximum number of calls :Simplex : 16Duplex : 16

Value B : Selective control, descent.Maximum number of floors :Simplex : 10Duplex : 10

Value C : Mixed selective control.This value is valid for Simplex and Duplex elevators, versions inferior to MB134, and for Duplexfrom this version onwards (inclusively). In functioning mode ‘mixed selective control’ , severallower floors may be defined as ‘selective control, ascent’, defining the others as ‘selectivecontrol, descent’. Parameter no. 6 defines how many lower floors belong to ‘selective control,ascent’. It may be that the highest floor of those defined as ‘selective control, ascent’ receivesa call in the ascent and descent mode, the lower ones with call ‘ascent’, and the higher oneswith call ‘descent’ (see value B of parameter No. 5).Maximum number of f loors:

(1 call button on floor ‘descent’) 10; (2 call buttons on floor ‘descent’) 9.Wert D : Selective control, ascent and descent.

Maximum number of floors :Simplex : 6Duplex : 10

DDDDCCCCBBBBAAA

DCBADCBADCBADCB

1615141312111098765432

Chart : Adjustment of parameters [ 0 ] [ 1 ]

FLOORS

PARAMETER [0]

PARAMETER [1]

9




PARAMETER [ 5 ] : Type of installation.

Value A : Simplex.

Always fix this value in elevators with Simplex universal control, ‘selective control, descent’,‘selective control, ascent and descent’, or ‘mixed selective control’ with only 1 call button on

floor «descent»(this floor must be the highest with hall call, ascent).See value C of parameter 4.

Value B : Simplex, mixed selective control, 2 calls, descent.

This value may only be selected if the value of parameter 4 is (C): Elevator ‘Simplex, mixedselective control’ . By means of this parameter several lower floors may be defined as ‘selectivecontrol, ascent’, defining the others as ‘selective control, descent’.

Value B is selected if the highest floor of ‘selective control, ascent’ (as a rule, floor «descent»)is to be provided with a double button: ascent and descent. Thus, calls below this level will be‘ascent’ calls, and calls above this level will be ‘selective control, descent’. In this situation,the maximum number of f loors is 9.

Value C orValue D : Elevator 1 or elevator 2 in Duplex.

If control is Duplex, one PCB MicroBASIC must be configured with value C, and the other withvalue D. The assignation is indifferent, with the exception of ‘Duplex, ascent and descent’ (valueD for parameter 4), as hall calls ‘descent’ will be connected in (elevator 1), and hall calls ‘ascent’in (elevator 2).

PARAMETER [ 6 ] : Number of floors ‘ascent’ in ‘mixed selective control’.

Value A : 2 floors.Value B : 3 floors.Value C : 4 floors.Value D : 5 floors.

Defines the number of lower floors with ascent button in the configuration ‘mixed selectivecontrol’ (see value C of parameter 4). Floors above the defined floors are provided with descentbuttons. If the value of parameter 5 is B ‘mixed selective control, 2 descent buttons on floor’,the highest floor of those defined in parameter 6, there must be 2 call buttons, ascent anddescent. Floors above this floor are defined as ‘descent’.

See examples :

AB

C

CB

C

BAC

120119118117116115114113112111654

PARAMETER CONNECTION HALL CALLS (CH1)

MIXED

MIXED

MIXED

SIMPLEX

SIMPLEX2 ON «DESCENT»

SIMPLEX2 ON «DESCENT»

3 Floors

4 FLOORS

2 FLOORS

Floor1

Floor2

Floor3

Floor4

Floor5

Floor6

Floor7

Floor8

Floor9

Floor10

Floor1

Floor Floor3

Floor4

Floor5

Floor6

Floor7

Floor8

Floor9

Floor10

Floor1

Floor2

Floor3

Floor4

Floor5

Floor6

Floor7

Floor8

Floor9

Floor10

2

10




PARAMETER [ 7 ] [ 8 ] : Number of floors in lower and upper zone, respectively (asymmetric elevator)

Value A : 0Value B : 1Value C : 2Value D : 3

This function is only valid for Duplex installat ions. It facilitates definition of how many floors one of thetwo elevators does not serve in the lower zone (parameter 7) or in the upper zone (parameter 8), withrespect to the other elevator. Value A is selected for the elevator which arrives at al l f loors. The elevatorwhich does not serve any floor receives value B, C, or D.

IMPORTANT NOTEBoth PCB MicroBASIC must have the same value for parameters 0 and 1 (number of floorsof the installation), corresponding to the number of floors of the elevator which serves allof these.

In an asymmetric elevator, the terminals for connection of car calls corresponding with the floors notserved must be free. That is, if an elevator is asymmetric on 2 floors in the lower zone, terminals 111and 112 of plug CC1 remain free.

PARAMETER [ 9 ] : Type of elevator

Value A : Traction elevator 1 or 2 speeds.Note: Jumper J2 must always be fixed in value A, B and C, as well as in D, except in tractionelevators with 1 speed.

Value B : Hydraulic elevator.

Value C : Traction elevator speed regulation with 3VFMAC1, change 1C .

Value D : Traction elevator speed regulation with 3VFMAC1, change 2C .

PARAMETER [ 10 ] : Auxiliary timer

For traction elevator. Timer for ventilation:

Value A : 5 sec.Value B : 10 sec.Value C : 18 sec.Value D : 30 sec.

For hydraulic elevator. Timer delta connection:

Value A : 0,2 sec. Select this value in case of direct start.Value B : 1 sec.Value C : 2 sec.

Value D : 3 sec.

PARAMETER [ 11 ] : Functions auxiliary entries

Facilitates definit ion of specific functions of auxiliary entries, terminals ( j ) and ( k ) of terminals P2, andPIN no. 20 of terminals P3.

Value A : PIN ( j P2 ). STOP Function.If voltage on this PIN (+24) disappears, the controller immediately stops the elevator andremains in this condition, unti l once again energised, and until a car call is pressed, producinga return to normal service. During the described period no hall calls are served.

PIN ( k P2 ): Unlocking zone for realisation of re-levelling.Once control decides to start re-levelling (hydraulic elevator), it analyses the voltage value on

this PIN. If there is no voltage, it ‘understands’ that the elevator is below floor level and initiatesre-levelling in upward direction.

11




If there is a voltage of 24V dc, control knows that the elevator is above floor level and startsre-levelling in down direction. See parameter no. 24.

PIN No. 20 ( P3 ) : Door close button.As soon as voltage 24V dc is applied to this PIN, the door opening timer is switched off, andclosing of door is initiated immediately (only if there are car calls). Make sure that voltage

appears on this pin ‘door close button connected’, when door is fully opened. Instead of theprocedure described above, doors with three-phase door drive motor must be provided witha contact (normally closed) of the door opening relay.

Value B : PIN ( j P2 ) STOP Function.

See value A, PIN ( j P2 ).PIN ( k P2 ) : Unlocking zone for re-levelling.See value A, PIN ( k P2 ).

PIN No. 20 ( P3 ) : Operation emergency power aggregate.As soon as voltage 24V dc is applied to this pin, control knows that i t is being supplied by anemergency power aggregate (not by mains). Depending on the value of parameter no. 12,control will now initiate one or the other action.

Value C : PIN ( j P2 ). STOP Function.

See value A, PIN ( j P2 ).

PIN ( k P2 ). Unlocking zone for re-levelling.See value A, PIN ( k P2 ).

PIN No. 20 ( P3 ). Command to initiate re-levelling.PCB MicroBASIC initiates re-levelling, once the following factors occur simultaneously:A) Car is between floors.B) PIN no. 20 is energised with 24V dc.

If parameter 11 is given any other value, re-levelling is already init iated once a) ‘car is out ofservice’.

Value D : PIN ( f P2 ). Outlet for gong relay.

Actuates gong at arrival on floor.

PARAMETER [ 12 ] : Type of aggregate ( hydraulic elevator)

Value A : Standard.

Value B : Kleeman.

Delays power failure of pump behind floor on which car is stationed (ascents) for 1 second.

In this case, control is provided with a special circuit for internal connection.

12




PARAMETER [ 13 ] : Functions auxiliary outlets

Facilitates definition of the specific functions of auxiliary outlets, PINs (h) and (i) of terminal block (P2).

Value A : Levelling, interlock magnet.

PIN (h/ P2) activates the relay for the neutral feeder of the signal voltage of ‘levelling’. It isactivated while elevator is moving in slow speed, and remains activated after end of run, untiltimer (TG) is f inished.

.PIN (i / P2) activates a relay which in turn actuates the interlock magnet.

Value B : Levelling and standstill, interlock magnet.

PIN (h / P2) activates the relay for the neutral feeder of the signal voltage of ‘levelling’ and‘standstill’ . It is activated while elevator moves in slow speed, and remains activated after endof run, until timer (TG) deactivates after end of operation ‘levelling’. It is also activated whilstelevator is situated at floor-level, without starting a run (standstill).

PIN (i / P2) activates a relay which in turn actuates the interlock magnet.

Value C : Travel-direction indicator, (arrows), interlock magnet.

PINs (h) and (i / P2) activate two relays for the neutral feeder of the travel-direction indicatorfor descent and ascent. Parameter No. 20 facilitates definition of different functional logicsfor the travel-direction indicator.

PIN (g/ P2), PIN for signalisation (complete), except if this value is activated temporarily anddeleted afterwards, during use of this PIN for connection of a relay which in turn actuates theinterlock magnet.

Value D : PIN (h / P2) for special hoistway signals, basically for elevators with universal function.Signal remains permanently luminous if semiautomatic door is open (contact of ‘doors opencircuit’).

Intermittent signal, with intervals of 1 sec., during movement of elevator.

In other situations, signals are not active.

PIN ( i / P2 ) activates relay which actuates interlock magnet..

PARAMETER [ 14 ] [ 15 ] : Main floor

Functional adjustment of parameters 14 and 15 to floor defined as main f loor :

Chart : Adjustment of parameters [ 0 ] [ 1 ]

A

A1 2

B

A DDDDCCCCBBBBAA

DCBADCBADCBADC161514131211109876543FLOORS

PARAMETER [0]

PARAMETER [1]

13




PARAMETER [ 16 ] : Time of return to main floor

Control permits return of elevator to floor defined as main f loor (floor defined in parameter 14 andparameter 15), after a certain amount of time has passed. It is possible to initiate this function onlywhen elevator is situated on certain floors (see parameter 17).

Value A : Return function to main floor not initiated.

Value B : Return function initiated immediately after completing service of memorised calls.

Value C : Return after 1 minute without operating.

Value D : Return after 9 minutes without operating.

PARAMETER [ 17 ] : Floors on which return to main floor is initiated

The function of return to main f loor may be limited to a f ixed number of floors on which elevator issituated.

Value A : Function of return to main floor is initiated, irrespective of the floor on which elevator is situated.

Value B : Function of return to main floor is initiated only if elevator is on the next floor in down direction.

Value C : Only in case of the two next floors in down direction.

Value D : Only in case of the three next floors in down direction.

Note: In case of hydraulic elevators, the following parameter values become obligatory forcompliance with standard EN - 81.2 :

• Parameter 14 • Value A.• Parameter 15 • Value A.• Parameter 16 • Value D.• Parameter 17 • Value A.

For return to lowest floor after passing of 9 minutes.

PARAMETER [ 18 ] : Deceleration for re-levelling

Time during which elevator must be situated between floors, for initiation of re-levelling.

Value A : 0.5 sec.Value B : 1 sec.Value C : 2 sec.Value D : 5 sec.

PARAMETER [ 19 ] : Deletion of car calls

Control is provided with different functions for deletion of car calls. Multiple car calls may occur, dueto improper handling of operating panel (example: 1 single passenger presses all car buttons).

Value A : Without deletion.If this value is selected, control does not take any action in case of multiple car calls.

Value B : No deletion during reversal of door circuit or photoelectric cell contact.

If, by means of this system, control discovers that in 2 consecutive runs of an elevator, therehas been no opening of door circuit or actuation of photoelectric barrier (in series with dooropen button), all car calls are deleted, as nobody has entered or left car during both runs.

14




Value C : Maximum number of car calls: 3.Limits number of car calls which may be registered by control.

Value D : Maximum number of car calls: 6.Limits number of car calls which may be registered by control.

PARAMETER [ 20 ] : Options for travel-direction indicator

Value A : The travel-direction indicator is activated while elevator is moving in one direction and callsnot yet served are memorised, during slow speed and until start for serving of next call(moment at which it is deactivated). If there are no calls not yet served, both arrows remainluminous, until timer (TG) is finished.

Value B : Equivalent to value A, with the exception that both arrows remain luminous indefinitely if thereis no memorisation of calls not yet served.

Value C : Equivalent to value B, with the exception that both arrows are deactivated, if there is nomemorisation of calls not yet served.

PARAMETER [ 21 ] : Return floor

Init iates return control for correction, at activation of elevator or in case of miscorrection between floors.

Possible opt ions:

Value A : Correction on the lowest f loor.Value B : Correction on the highest floor.

PARAMETER [ 22 ] : Levelling with open doors

Initiation of preopening function of doors during levelling:

Value A : Not activeValue B : Active

PARAMETER [ 23 ] : Tripling time timer MTR (maximum running time and triple), TG (general timer)

Option only applicable to installations with very long running times between two consecutive floors(more than 20 seconds).

Value A : No. Normal option (values indicated in section RUN mode).

Value B : Yes. The new values for MTR are 24, 36, 48, and 60 seconds.

Value C : Triples times selected in TG, section RUN mode.

Value D : Triples MTR and TG.

PARAMETER [ 24 ] : Decision criterion for re-levelling direction

In this parameter, the decision criterion for direction of movement during re-levelling is defined.

Value A : Re-levelling function disconnected.Value B : For terminal.

15




Depending on the presence or absence of voltage on PIN K (terminals P2), re-levelling will be realised bycontrol in one direction or the other :

• No voltage on PIN K.................. re-levelling in up direction.• 24V dc on PIN K ........................ re-levelling in down direction.

PARAMETER [ 28 ] : Viewing of parameters

By pressing PL1 all parameters introduced sequentially may be viewed in this parameter.

16




Chapter 4 INFORMATION OFFERED BY CONTROL

There are three ways in which all information offered by control, concerning installation, conditionof components, etc., is supplied by PCB MicroBASIC :

• Indicator lights (LEDs).• Display with 3 digits, controlled by button.• Outlet for position indicator: Each time the position indicator in car (or hoistway) alternatively displays

the two lower (lowest) floors, there is information about a grave error of the installat ion, which leadsto a complete stop of the elevator.

INDICATOR LIGHTS

POINTS ON THE DISPLAY

IMP : Entry of pulses from pulse generator.At appearance of voltage 24V dc on terminal 203, indicator light is switched on. In case ofcorrect functioning, this happens 2 times, while car is moving from one floor to the next(including lowest and highest floor).

SP : Active when door circuit (and the previous safety contacts) are closed. That is, terminal 104is energised with a voltage of 110 Vac.

SC : Active when all circuits are closed. That is, terminal 106 is energised with a voltage of 110Vac.

VOLTAGE VALUES

5V : Active if there is a voltage of 5V dc for supply of microprocessor zone. In case of no voltage,check fuse (FT).

24V : Active if there is a voltage of 24V dc for supply of the relay actuation zone, as well as of allcomponents of the installation which work with this voltage. In case of no voltage, check fuses(FF1) and (FF2).

DL6

NO LEVEL EMERG

DL11 DL7

DL10

+24V

DL8

DL5

DL1

DL3 DL4

DL9

+5V

RBRM

RMR

RS RVR

RMT

D1

IMP

D2

SP

D3

SC

PCB MicroBASIC

17



INFORMATION OFFERED BY CONTROL

NO LEVEL : Green indicator light.Active while elevator is not on f loor-level, levelling device closed: Terminal 207 connectedto 0V dc.

EMER : Red, intermittent indicator l ight.Only for hydraulic elevators, during operation of emergency control and only if, at init iation

of emergency operation, the following points are accurate:• Battery voltage is adequate (> 10 V dc) at disconnection of mains supply.• All safety contacts and circuits closed• Elevator is not on floor-level (jumper J1 fixed), or contact CFE, connected betweenterminals 5 and 0V dc, is closed (jumper J1 not fixed).

RMT : Green indicator light.Active during normal operation of controller. If fuses (FF1) and (FF2) blow, indicator lightis switched off. Its condition informs about the condit ion of relays (RMT1, RMT2 and RMT3).

RM : Red, intermittent indicator light.Active during movement of elevator. Informs about the condition of run relay (RM).

RMR : Inspect ion cont rol connected.

Active in case of voltage 24V dc on terminal 208 (inspect ion swit ch act ivat ed).Informs about the condition of relay (RMR).

RB : Act ive at ini tiat ion or real isat ion of a descent.Informs about the condition of relay (RB).

RS : Act ive at ini tiat ion or realisat ion of an ascent.Informs about the condition of relay (RS).

RVR : Active during initiation or realisation of a high-speed run. Informs about the condition ofrelay (RVR).

DISPLAY WITH 3 DIGITS

• On the 3-digit display, full information about a mult iplicity of data concerning the elevator is indicated.

• Denomination of digits :

INDICATION OF SPECIAL INFORMATION

Specific information is provided in special situations :

• Activation of control: At activation of control the number of the software version is displayed for 3seconds. Always indicate the number of the respective software version when contacting the MPgroup about any technical problem concerning control.

• Return process ‘correction’: While elevator is being returned, ‘effects correction at final f loor’,information concerning position of elevator appears on display (flashing).

• Error in installation: Irrespective of the information actually on display, any error occuring in theinstallation is displayed, until ‘ PL1 ’ button is pressed. The error remains memorised, for later display.

A B C

Display onPCB MicroBASIC

18




STANDARD INFORMATION

Different blocks of information are shown on display. In order to proceed from one block to the next,press ‘ PL1 ‘ button for a short time. Once the last block is on display, renewed pressing of button leadsto return to 1. block of informat ion:

Block 1 :

• Car position.• Reasons preventing movement of car.• Floor and type of call served by car.

Block 2 : Memorised car calls.

Block 3 : Memorised hall calls ‘descent’.

Block 4 : Memorised hall calls ‘ascent’.

Block 5 : Conditions of elevator components.

Block 6 : Memorised errors.

DESCRIPTION OF BLOCKS OF INFORMATION

Block 1 : Alternating information about position of car.

• Viewing of information while elevator is not moving: Number of the component which mainlyprevents movement of elevator, and position of elevator, are displayed alternatingly.

• Display of information during movement of elevator: Alternating information about type of call andfloor served by elevator, and about actual position of elevator :

SERVES CAR CALL ONFLOOR 7

SERVES HALL CALL ‘DESCENT’ ON

FLOOR 8

SERVES HALL CALL ‘ASCENT’ ONFLOOR 4

0 X

The (A) indicates thecomponent which mainly

prevents movement of elevator

No. of installation component thecondition of which prevents movementof elevator

0 X

(0) indicates viewing ofposition of elevator

Position ofcar

19



Block 2 : Informs cyclically about all memorised car calls. The following figure shows the mannerin which car calls to f loors 2, 5 and 9 appear on display :

Block 3 : Informs cyclically about all memorised hall calls ‘descent’. The following figure showsthe manner in which memorised hall calls ‘descent’ to f loors 3, 7, 8 and 10 appear ondisplay :

Block 4 : Informs cyclically about all memorised hall calls ‘ascent’. The following figure shows themanner in which memorised hall calls ‘ascent’ to floors 1 and 6 appear on display :

Block 5 : Conditions of elevator components. This block contains information about the conditionsof the different components of the instal lation. Each component is provided with anumber. If this number is flashing, the respective circuit is open, not active; if the numberis not f lashing, the circuit of the component is closed or connected. Once this block isentered, indication is as follows :

If you wish to enter this block, wait 2 seconds until appearance of the following :

1 sec. 1 sec.

1 sec. 1 sec. 1 sec.

1 sec.

1 sec.

No information is displayed

in these digits

20




That is, information is being provided concerning the condition of component no.1. By pressingof ‘ PL1‘ button the other components may be viewed consecutively, until the last one is reached.

At renewed pressing of button the (E) appears without i nformation. If button is not pressed again

afterwards, we remain in block 5; if button is pressed once again, we enter block 6 :

Block 6 : Memorised errors and defects.

In this block, the last 64 errors and defects which have occured in the installation maybe viewed. At occurence of a new error it appears on display, irrespective of the blockwhich is actually being viewed, and is memorised on PCB MicroBASIC. In the process,the oldest memorised error is deleted (if already 64 errors were memorised).At entry into this block of informat ion the error which has occured last appears first. Thismeans that the errors indicated start with the youngest and finish with the oldest. Eacherror is provided with a number informing about i ts age. Accordingly, error no. 3 musthave occured after no. 5.

Leave ‘ PL1 ‘ button pressed for several seconds, in order to arrive at point ( • ) more quickly.

VIEWING OF CONDITIONS OF ELEVATOR COMPONENTS

( • )

PRESSDO NOTPRESS

PRESS

PRESS

PROCEED TONEXT BLOCK

IMPORTANT NOTEABOUT VIEWING

If digits are blinking, condition ofcomponent is contrary to value indicatedin chart.

The (E) indicatescondition

Number of elevator component:Not flashing: Circuit closed or connectedFlashing: Circuit open or disconnected

21




TECHNIQUE OF REPRESENTATION OF ERRORS

• The following information is displayed cyclically, with an interval of 1 second :

A) Age of error and error code.B) Floor on which it occured.

• If (PL1) button is pressed for less than 1 second, the next error (older than the previous one) appears,and so forth.

• If (PL1) button is pressed permanently at display of any error, the following appears :

• By releasing of button and renewed pressing the following block is entered.

PREVIOUSBLOCK PRESS PRESS

FOLLOWINGBLOCK

ERROR CODE FLOOR ON WHICH ERROROCCURED01 : LOWEST FLOOR

AGE OF ERROR

DO NOT PRESS

1 sec.

1 sec.

FOLLOWINGBLOCK

PRESS

DO NOT PRESS

VIEWINGOF

ERRORS

22




CONTROL FUNCTIONSChapter 5

This chapter deals with the following points:

• Basic functional steps• Description of special functions• Functional problems

Knowledge of the information offered by control, listed in detail in chapter 4, is prerequisite for anypractical use of the fol lowing information. The informat ion offered by control appears in the shape ofindicator l ights (LEDs), and on displays with 3 digits.

BASIC FUNCTIONAL STEPS

Actuation of main switch ‘IG’ leads to the following :

• LED indicator light (DL9) + (5V) on, red: supply in microprocessor zone.• LED indicator light (DL10) + (24V) on, red: supply with 24V dc.• LED indicator light (DL8 , RMT) on, green: supply with 24V dc correct.

These 3 LED indicator lights must always be active during normal operation. In the course of 3 secondsafter the luminous sequence, a number corresponding with the software version appears on the 3displays. Always keep this number ready when contacting the MP group (technical department).

Luminous sequence

Both indications are blinking.

Return control (connection on final floor)

Characterised by the fol lowing points:

The informat ion of block 1 indicated on display is blinking, during movement the following appears :

Criterion direction of correction

If car is situated on intermediate f loors, correction is effected on furthest floor, as defined in parameterno.21 (value A: lowest floor; value B: highest floor).

If car is situated in outer zones (upper or lower), with open prelimit switch and without levelling (contact207 ÷ 0V dc closed) :

• Lower prelimit switch open: car is sent to 2. floor.• Upper prelimit switch open: car is sent to penultimate floor.

If car is situated in outer zones (upper or lower), with open prelimit switch and with levelling (contact207 ÷ 0V dc open), there is no movement of the elevator, and in 1. block of information (position ofelevator) the position of the elevator is indicated.

After completion of return control, information is displayed in block 1 (position of elevator), not flashing.

Return control always begins after luminous sequence, when the elevator undergoes a miscorrection(example: through lack of pulses), and after completion of an inspection control.

All other indicator lights and relays are connected as in normal control.

23

1 sec.



CONTROL FUNCTIONS

Normal control

Once the elevator is stopped, the following information alternatingly appears on the displays:

• In case of semiautomatic hoistway doors.

• In case of automatic hoistway doors.

In the first case, there is indication of door circuit being closed (central point on display active): SP(door circuit), and of there being no possibility for starting, as door contacts are not closed (A08);logical, as in this case, there is no closure (whereby interlock magnet is actuated or car doors areclosed), as long as there is no door movement.

In case of automatic hoistway doors, door circuit is bridged (central point on display always active). Atclosing of interlock circuit, display-point on left-hand side is activated. This is normally the case, aselevator is stationed with closed doors. The information (AAA) shows that elevator is ready for serviceand capable of realising any requested run.

It may happen that the information does not appear as described above. For example:

• The central display-point is not active (SP): indicates that door circuit is open.

• (A08) or (AAA) do not appear: another cause prevents readiness for service (example: (A07)photoelectric barrier in car covered). See code chart/ components which prevent run of elevator inchapter 5.

If a call is actuated in this situation, and the elevator is ready to serve this demand, the normalsequence is as follows:

• Closure of car door and actuation of interlock magnet. For this purpose, relay (ROPA) is deactivated,and relay (ROPC), as well as high-speed relay (RVR, LED DL6), are act ivated. In case of t ractionelevators, relay ascent (RS, LED DL3) or relay descent (RB, LED DL4) are act ivated, whereby thecorresponding contact (relay) is connected. If there is an interlock magnet, the external relay of PCBMicroBASIC, (RLE), is connected. In case of hydraulic elevators, only relay (RLE) which actuates theinterlock magnet is connected.

• Once all circuits are closed (display-point on left-hand side active, interlock circuit), relay ‘RM’, withintermittent, red LED indicator light: ‘ DL5 ’, is activated. In case of hydraulic elevators, ‘ RS, withDL3 LED indicator light’ or ‘ RB, with DL4 LED indicator light’, is activated.

In case of hydraulic elevators, relay (RET, without LED indicator light, in the upper left-hand corner ofthe relay block on PCB MicroBASIC) produces the delay between the main switch relay (CG) and run(CM, direct start ) or the time of the star phase (star/ delta start ).

• During movement, information block 1 on displays alternatingly shows actual position of elevator,and type of call as well as floor served.

Between two floors, the photoelectric barrier (fork) receives 2 pulses each time. These appear on thedisplay-point on the right-hand side (IMP). Furthermore, the DL11 (NO LEVEL) LED indicator light isactive (green) the whole time, with the exception of the short moment of levelling at each stop.

ACTUALPOSITIONOF CAR

1 sec.

ACTUALPOSITION OF

CAR

1 sec.

24



CONTROL FUNCTIONS

• At change of speed (once the last pulse of the photoelectric barrier (fork) is reached), relay (RVR,LED DL6) is deactivated. During the whole distance in slow speed, information block 1 of the displayshas the following indication :

• Once the point of levelling is reached (contact 207: 0V dc, open), LED indicator light (DL11 NO LEVEL)is switched off and relay (RM, intermittent LED indicator light DL5) drops. Shortly afterwards, relayascent RS, red LED indicator light (DL4) or relay descent (RB, LED indicator light DL3) also drops.

Inspection control

Inspection control is initiated by actuation of inspection switch. By means of this switch the circuitbetween terminals 24V dc and (208) is closed:

• Relay of PCB MicroBASIC is activated (RMR, LED indicator light DL1).• Any activity of control just taking place is stopped.• Car and hoistway doors (if open) are closed.• Block 1 of the displays has the following information:

• If, for example, (A06) appears instead of (AAA), information is provided that car may not be movedin inspection control, as door circuit is open, see relation between codes/ the component whichprevents movement, in document 4.

In order to make the elevator move in inspection control, the same point (terminal) (208) is used asoperating panel (ascent and descent) which at actuation of but tons for last and f irst car call, respectively,is supplied with (24V dc).

PLEASE NOTE .. ! : During inspection control, elevator may not be moved further than prelimit

switches; that is, once, during ascent, the upper prelimit switch is reached, the elevator stops and isonly able to continue in down direction.

• Indication of information on display (block 1). At pressing of ascent the following appears :

ACTUALPOSITIONOF CAR

1 sec.

INDICATES THATINSPECTION CONTROL IS

OPERATING

1 sec.

CAR MOVES UPWARDS DURING INSPECTION

1 sec.

25



ABOUT INSPECTION

CONTROL FUNCTIONS

At each pressing of ascent ordescent (during inspection) the f ollowingappears, respectively:

(SSS) or (bbb). If car is not moving,

movement is prevented by a component;that is, in this last case, (AAA) does notappear, but instead a code is displayedindicating the component whichprevents movement (for example: (A08),interlock circuit or car door circuit open).

• In order to change from inspection control to normal function, change inspection switch (contactbetween 208 and 24V dc is opened), disconnect relay (RMR, LED DL1) and actuate correction con-trol.

Emergency control (only for hydraulic elevators)

In case of hydraulic elevators, MicroBASIC control is provided with a thermomagnetic switch (IB, 6A)which must always be activated, except if control will not be operating for a longer period. Thus, thebattery may be recharged by means of PCB MicroBASIC loader during normal function, and will be able

to supply energy in case of emergency control. Normal voltage of battery must be between 13 and13.8V dc (except in unloaded condition). Check regularly for correct voltage.

PCB MicroBASIC is provided with a drain sensor for the lower battery voltage. Once this voltagereaches a value of 9V dc, emergency control is disconnected and stopped.

Emergency control may be actuated in case of the following :

• Power failure (energy supply from mains disconnected), therefore LED indicator lights (RMT, DL8),(24V, DL10) and (5V , DL9) are switched off.

• Thermomagnetic switch (IB, 6A) is activated.

• There must be a factor informing about end of emergency control. There are two possibilities :

A ) Emergency control is f inished once elevator has reached next floor in down direction. For this purpose,magnet switches 326, 327, 328 or photoelectric barrier (fork) (MAC 523/ 12) may be used: Supplyis from points (+12F) and 0V dc, and their outlet (NIVELADOR) (=levelling device) is connected toterminals 207 and 0V dc. In this case, jumper J1(lower right-hand area of PCB MicroBASIC) must befixed. LED indicator light (NO LEVEL, DL11, green) is always luminous while elevator is between floors.That is, in this case, elevator will only realise emergency control if LED indicator light (NO LEVEL) isactive.

B ) In the second case, emergency control is completed at any other point of the run of the elevator,generally on the lowest floor.

In this context, the following points must be accurate:

• Do not fix jumper J1 (lower right-hand area of PCB MicroBASIC).

• Install additional contact in hoistway which is connected to terminals 5 and 0V dc and normally closed.Opening of this contact leads to end of emergency control.

• In addition to the points mentioned, it is necessary that all contacts of the safety circuit are closed,so that emergency control may be carried out.

• If all previously mentioned points are accurate, there is a voltage of (12Vdc) which is the voltage thebattery has at this moment, minus the voltage drop on cables at terminals 281 (+) and 280 (-) (pointsof connection of emergency valve). Indicator light (EMER, LED indicator light DL7 , red, intermit tent)is switched on while outlet for emergency valve is energised. (NO LEVEL) indicator l ight stays on, untilelevator is at floor-level.

• At pressing of descent t he following appears :

CAR MOVES UPWARDS DURING INSPECTION

1 sec.

26



Repeated door close or interlock error

Control realises closing of doors and actuation of interlock magnet during a maximum time (TG).

If circuit cannot be closed, command is given to open doors, and/ or interlock magnet is disconnected.This is followed by a renewed attempt at closing, and accordingly up to 12 times. If circuit cannot beclosed, elevator changes into condit ion called ‘temporary out of service FST’. On PCB MicroBASIC display,error F05 is indicated which remains memorised for later display. In this situation, the elevator does notserve any hall calls. In order to return to normal function there must be a car call.

Interruption of photoelectric barrier in car or opening of automatic hoistway door

If ray of photoelectric barrier in car is interrupted (if door open button is pressed or microswitch fordoor sensitivity is open) or semiautomatic hoistway door remains open for more than 48 seconds,elevator changes into a temporary out of service and does not serve any hall calls (error F12 or F11 areindicated, respectively). In order to return to normal function it is sufficient that the respective componentchange into the closed circuit condition for five consecutive seconds.

Repeated door close or interlock error

If car is provided with automatic hoistway doors, and if it is stopped with closed doors, doors may beopened :

From outside : By pressing of call button.

From car : By pressing of door open button or of call button for the floor on which car is situated.

If doors are just being closed for running, closure may be interrupted :

From outside : By pressing of call button corresponding with service defined as next service to be carriedout by car

From car : By interrupting ray of photoelectric barrier, by actuating microswitch for door sensitivity(presence of obstacle), or by pressing of door open button or of call button of the flooron which car is situated.

In this case, door opening time is equivalent to door closing time, plus 2 seconds.

After the end of a run, command is given to open doors within a fixed time (TG). Once this t ime haspassed, command is given to close doors, if calls not yet served are memorised or if hoistway doors areautomatic.

Fireman control

MicroBASIC control permits connection of 2 fireman’s key switches, one in hoistway and one in car.

Fireman’s key switch in hoistway

Is usually located on main floor of building.

Activation by closing of circuit between terminals (10, CH2) and (+24 CH1).

If fireman’s key switch is actuated while elevator is moving, elevator stops run at next floor andstarts in direction of the floor, on which fireman’s key switch is located, without opening doors. If no stopwas necessary (as the actual direction of movement is adequate for reaching floor of fireman’s keyswitch), all calls are simply deleted, and the elevator is brought to floor of fireman’s key switch.

27

CONTROL FUNCTIONS

DESCRIPTION OF SPECIAL FUNCTIONS



If, at actuation of fireman’s key switch, elevator is stationed on fireman floor, doors always remainopen. In this situation, no call is served (neither hall calls, nor car calls), until fireman’s key switch is nolonger actuated, neither in car, nor in hoistway.

Fireman’s key switch in car

Activation by closing of circuit between terminals (9, CC2) and (+24, CC1).

Fireman’s key switch in car may only be actuated, once key switch in hoistway is activated andelevator is stationed.

If installat ion is provided with fi reman’s key switch in hoistway, but there is none in car, terminals (9,CC2) and (+24, CC1) must be bridged. This leads to the same effect as if fireman’s key switch in car hadbeen actuated permanently.

Procedure after activation of fireman’s key switch in car:

Once elevator is stopped with open doors, no call is served. After activation of key switch in car, a callon car operating panel (car call) may be served, but no further calls will be registered and no hall callswill be served. Closing of doors is controlled by pressing of car call button. While button remains pressed,

doors close. However, if it is released before complete closure, doors begin once again to open. Onceclosure is completed (elevator starts moving), no further pressing is necessary.

Fireman’s control is finished, once key switch in hoistway is deactivated. If there is key switch in car,it must also be deactivated, in order to make sure that there will be no undesired operations at lateractuations of fireman control.

Mixed selective control

This function is only applicable in case of Simplex control.

In addition to the current functions of selective control, descent and ascent, MicroBASIC facilitatesoperation in mixed selective control. Several hall calls to lower floors may operate as selective control,ascent. The remaining higher floors then operate as selective control, descent. This may for example beuseful in case of buildings with garages.

Configuration technique :

PARAMETER 4 : With value C, operates in mixed selective control.

PARAMETER 5 : With value B, facilitates provision of the highest floor of those configured as selectivecontrol, ascent, with 2 hall call buttons, one for ascent and one for descent. In orderto achieve this function, parameter 4 must have value C.

PARAMETER 6 : Defines number of lower floors which operate in mixed selective control.

Mixed selective control is applicable to buildings with up to 10 or 9 f loors, thus parameter 5 receives

value B (two hall call buttons on main floor).

Asymmetric elevators

This function is only applicable in case of Duplex control.

If one of the elevators of a Duplex installation has no access to any one floor, it is called asymmetric.

PARAMETER 7 : Defines number of floors in lower zone on which elevator does not stop.

PARAMETER 8 : Defines number of f loors in upper zone on which elevator does not stop. That is,asymmetry may occur in lower and upper zone; moreover, one elevator may beasymmetric on lower floors and the other may be asymmetric on upper floors.

In both elevators parameters 0 and1 (number of floors of the installation)must be configured with the same value.This value coincides with the total

number of floors of the installation.

The displays for binary inputconnected to both controllers must havethe same programming (sequence). Thismust also coincide with the total numberof floors of the installation.

In parcel for connection of car calls(CC1), terminals corresponding withfloors on which elevator does not stop(in case of absence of button on caroperating panel) must remain free.

ABOUT ASYMMETRICELEVATORS

28

CONTROL FUNCTIONS



Relation to MicroBASIC control :

Door zone. Zone which defines moment at which car stops. Established by contact connected toterminals 207 and 0V dc (levelling device) :

Open : Within door zone.

Closed : Outside of door zone.

Operation emergency power aggregate

This function is only applicable to Duplex elevators.

If parameter 11 is configured with value B, there is a special entry to control, informing control aboutwhether energy to motor is supplied by conventional mains or by an alternative emergency function

(example: emergency power aggregate).

Once entry is connected to (+24), control understands that there is a case of emergency (function‘emergency power aggregate’, active). It operates in the usual manner, with the exception that callsnot yet served are only served once the other elevator is stopped. In this manner, the emergencyfunction only provides energy for one elevator at a time.

Deletion of car calls

Car calls registered due to improper handling of car operating panel are deleted automatically (example:a single person presses all call buttons).

By means of parameter 19 this function may be activated with the following options:

Value A : Function not activated, no deletion of car calls.

Value B : Deletes all registered calls, if in two consecutive runs circuit of semiautomatic door(connection 103/ 104) does not open or contact of photoelectric barrier in car (connection2/ 24V dc) does not change over. This option must not be used if elevator has neithersemiautomat ic hoistway doors, nor a photoelectric barrier in car.

Value C/D : Registration of up to 3 or 6 car calls, respectively.

Re - levelling

C

D

E

A

FS

FB

FZS

10300

K2 K3 K1

B

RE-LEVELLING DURING DESCENT

FLOOR

RE-LEVELLING DURING DESCENT Z O N E ( C P S )

ZONE (CPS)

29

CONTROL FUNCTIONS



CONTROL FUNCTIONS

Re-levelling zone: Once car reaches this zone, control is informed that re-levelling must be ini tiated.Conventionally, this function is fulfi lled by means of t he same levelling component (levelling device)and/ or contact of safety zone, in order to keep the number of components in hoistway as low aspossible.

As standard in MicroBASIC, re-levelling is initiated at leaving of door zone, that is, when contact

between terminals 207 and 0V dc (levelling device closed) closes. Normally, this solution is acceptable.Exceptions are cases in which door zone is very short (hydraulic elevators with great stopping precision)and/ or in which frequency and risk of misregulation are very high (example: hydraulic car elevators).

For such situations, there is an entry by means of which, at energising with 24 V dc, control isinformed that re-levelling zone is reached (only in this case re-levelling begins). For this purposeparameter 11 must be configured with value C. In this case, an additional component must be fixedin hoistway which closes contact (by energising with 24 V dc at entry).

Re-levelling direction. If car escapes from door zone in up direction, re-levelling must occur indown direction. If car escapes in down direction, re-levelling must occur in up direction. Depending onthe value of parameter 24, controller offers two possibili ties for re-levelling :

Value A : Re-levelling function deleted. Selected if there shall be no re-levelling of elevator (generally

in case of traction elevators). For traction elevators 1 speed always select value A.

Value B : By means of terminal. Special input indicating that, depending on the voltage applied,elevator chooses one or the other direction for re-levelling :• No voltage: Re-levelling in up direction.• 24V dc: Re-levelling in down direction.

Normally, in case of hydraulic elevators, parameter 24 is given value B. If there is only re-levellingin up direction, no additional component needs to be installed.

Safety zone. Zone within unlocking zone of hoistway doors in which a safety contact or circuit maybe fixed for bridging of door circuits, interlock and car (connections 103, 104| 104, 105| 105, 106), sothat re-levelling will take place with open doors (EN-81).

Safety zone is defined by its safety contact or circuit which is connected between terminals (00)and (103) :

• Safety circuit open: outside of safety zone.

• Safety circuit closed : within safety zone.

PCB MicroBASIC always connects terminals (00) and (106) internally (thereby bridging door circuit ,interlocks and car), when re-levelling is initiated or when car finishes slow-speed run (see specialfunction ‘levelling with open doors’).

If at beginning of re-levelling, there is a voltage of 110 V ac on terminal (00, that is, a safetycontact or circuit is bridged (103 with 00)), controller starts re-levelling, without changing condition of

doors.

Further features of re-levelling in MicroBASIC control systems :Parameter 18 permits delaying init iation of re-levelling. Control always effects re-levelling as quicklyas possible.

In certain situations re-levelling control is not actuated, as this would make no sense in practice(example: elevator initiates new run).

The installation (levelling device 538)+ kit magnetic switch (magnetic kit) 327/ 328, is providedwith all functions for re-levelling and for levelling with open doors. These functions are applicable tohydraulic elevators as well as to traction elevators.

30



VERY IMPORTANT NOTES

The controller analyses this situation by testing voltage on terminal (103). That is, we definitelydiscover when any contact (not only the final limit contacts) between terminals 102/ 220 or 103opens for more than about 3 seconds.

This function only operates in hydraulic elevators, during normal function or in case of firemancontrol (not during inspection).

By changing over of inspection switch permanent out of service may be annulled.

Levelling with open doors

Parameter 22 permits decision about whether this function is to be actuated.

Levelling with open doors may be realised during slow speed of car (in levelling zone). A safetycontact or circuit must be used which informs about door unlocking zone and which in turn bridges

door circuits, interlocks and car (terminals 103, 104| 104, 105| 105, 106). Connection at points (00)and (103, of CC2). This component is also used for re-levelling with open doors.

During slow-speed run, PCB MicroBASIC tests voltage on terminal (00). If there is 110 V ac, thisterminal is connected internally with (106, thereby bridging circuit), and command is given to opendoors.

Stopping on lowest floor (hydraulic elevators)

If elevator remains stationed for more than 7 minutes without running, it is automatically returnedto lowest floor. Only in case of hydraulic elevators.

Grave errors ( F1 | F2 | F3 | F4 | F9 | F14 | F10 | F15 | F16 | F17 | F26 | F27 )

If there is a grave error in the installat ion, so that the elevator may not carry out any further runs,it changes into a ‘permanent out of service’, immediately after discovery of grave error. In this case,the error (Fxy) appears on the PCB MicroBASIC displays. The error is memorised for later displays. Onthe car display (and/ or display in hoistway, if existing) the 1. and 2. f loors are indicated.

Stopping for opening and subsequent closing on final floor (hydraulic elevators, error F03)

If, after reaching of final floor and opening of final limit switch, car starts another run (final limitswitch is closed), car is stopped on lowest floor, and no further runs will be carried out. It changes intoa permanent out of service. On display, error (F03) is indicated.

31

CONTROL FUNCTIONS



Pol. Navisa, Calle E.Tfno. : + 34 95 4630562Fax : + 34 95 465795541006 Seville. SPAIN

AFFILIATED COMPANY

• MP THE ARGENTINESan Antonio, 1111/ 15/ 19

Capital Federal Buenos aires - The Argentine

Tf. +54.1.30278 77Fax. +54.1.30323 21

e-mail : [email protected] : Mr. Abraham Lera

• MP AUSTRIATriesterstrasse, 142351 Wiener Neudorf - Austria

Tf. + 43 2236 865626Fax. + 43 2236 86 562620

e-mail : [email protected] : Mr. Alvaro Rein

• MP BRAZILAv. Guido Caloi, 1985, G-8CEP 05802 - 140

Capela do Socorro/ Sao Paulo, SP - BrazilTf. + 55 11 58903338 / 58911245

Fax. + 55 11 5890 3308e-mail : [email protected]

Contact : Mr. Juan López Herrera

• MP CHINESEN.1003, The Gateway Building

10, Yabao Road, Chaoyang District100020 Beijing - Chinese

Tf. + 8610 65 915851

Fax. + 8610 659158 52e-mail : [email protected]

Contact : Mr. Guillermo Maestre

• MP DEUTSCHLANDKrokusstrasse 9D - 12357 Berlin - Deutschland

Tf. + 49 30 6 6 06 100Fax. + 49 30 66 06 10 6 0

e-mail : berl [email protected] : Mr. Peter Erdmann

• MP GREECE461, Irakliou Ave.14122 N. Iraklio, Athens - Greece

Tf. + 30 1 28 40155Fax. + 30 1 28451 83

e-mail : [email protected]

Contact : Mr. Juan Ant. R. Toquero

• MP ITALYVia Lodi, 1

Muggio, Milano - Italy

Tel. + 39 039 792100 / 792154Fax. + 39 039 79 1912

e-mail : mp.itali [email protected] tContact : Mr. Alberto Sordi

• MP THE NETHERLANDSDrukkersweg, 6

2031 EE Haarlem - The Netherlands

Tf. + 31 (0) 23 5477834Fax. + 31 (0) 23 5477839

e-mail : [email protected] : Mr. Rowan Lebbink

• MP POLANDUL Dozynkowa, 9H61-662 Poznan - Poland

Tf. +48.61.8266033Fax. +48.61.826 6033

e-mail : handle@prolif t.com.plContact : Renata Jezewicz/Wieslaw Mielcarski

• MP PORTUGALRua das Lasge, 166; Z. Ind. San CaetanoValadares, Oporto - Portugal

Tf. + 351 2 7117971Fax. + 351 2 71209 49

e-mail : [email protected] : Mr. José Guerra

• MP CHILEEdificio Puerto 1 Local 3San Francisco 251 - Santiago (Centro) - Chile

Tf. + 56 2 3611982/ 83Fax. + 56 2 3 611984

e-mail : [email protected] : Patricio Mora

• MP THAILANDSuite 1401, level 14, 140 One Pacific PlaceSukhumvit Road

Bangkok 10110 - ThailandTf. + 66 2 6535036

Fax. + 66 2 6535130

e-mail : simeri [email protected] : Mr. Eric Tanguy

• MP UNITED KINGDOM13/ 14 Chartwell Business Centre

The Avenue

Bromley, Kent BR1 2BS - United KingdomTf. +44 (0) 20 8466 0810

Fax. +44 (0) 20 84 66 0737

e-mail : [email protected] : Mr. Gary Gilbertson

LISBOA SubcidiarieBairro 16 Novembro, lote 50 1ªsq.

Tires 2775 Parede - Lisboa SubcidiarieTf. + 351 1 4843078

Fax. + 351 1 4843087

Contact : Mr. José Guerra

BRANCH OFFICE IN SPAIN

• MP BARCELONAPol. can Parellada, c/ Colón 485 , nave 10

08228 Les Fonts de Terrassa - BarcelonaTf. + 34 93 7317 333

Fax. + 34 93 7310838e-mail : [email protected]

Contact : Mr. Daniel Rodriguez

• MP MADRIDPol. Fin de Semana, c/ Gumersindo Llorente, 62

28022 - MadridTf. + 34 91 3294943

Fax. + 34 91 3 293719e-mail : [email protected]

Contact : Mr. Enrique Fuentes

• MP BILBAOPol. San Lorenzo, Pabellón 5

48930 Bedía - VizcayaTf. + 34 94 6 313585Fax. + 34 94 63135 29

e-mail : [email protected] : Mr. Octavio Pérez

• MP VALENCIAPol. nº1 de Catarroja, c/ Proyecto 32, nave 2C

46470 Catarroja - ValenciaTf. +34.96.1272540Fax. +34.96.127 2528

e-mail : [email protected] : Mr. Javier Lera

• MP CZECHPorícanská 465/ 3194 00 Praha 9

Czech Republic

Tf. + 420 2 90051417Fax. + 420 2 861518

e-mail : [email protected] : Mr. Pavel Dvorský

• MP SOUTH AFRICA28 Visagie Street, Guaranty House 2º floorPretoria Central - South Africa

Tf. + 271 2 3253234

Fax. + 271 2 3256266e-mail :

Contact : Mr. Tony Barbosa

• MP TURKEYKartal Caddesi, 71

B1450 Yakacik - Istambul - Turkey

Tf. + 90 216 377 2880Fax. + 90 216 3094392

e-mail : [email protected] : Mr. Tibet



Technical Dossier

v0.00, JULY 01Installation • Assembly • Start-Up

Use • Maintenance • RepairEnglish / MSCM02Uk



Lift SCM 02

v0.00, JULY 01 Page 2 / 46 MSCM02UK

GENERAL TABLE OF CONTENTS

Chapter 1 • PASSENGERS RESCUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.1 Procedure for a Passengers Rescue Operation in a SCM Lift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.2 Procedure for opening landing doors with the emergency key. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Chapter 2 • INSTALLATION AND ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.1 The Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.2 Materials Unloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.3 Life Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.4 Shaft Ranging and Check-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.5 Shaft Supports Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.6 Guides Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2.7 Machine Bedframe Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.8 Bedframe Assembly Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.9 Placing the Machine On the Bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.10 Securing the Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.11 Carrying Out the Electrical Installation of the Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202.12 Executing the Connection of the Revision Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

2.13 Car and Counterweight Frame Assembly (wedge boxes should be assembled) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2.14 Traction Ropes Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.15 Machine Pulley Covers Kit Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.16 Instructions for Weights in the Counterweight Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.17 Assembly of the Speed Governor and its Rope in the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.18 Car and Counterweight Buffer Support Pillars Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

2.19 Doors Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.20 Car Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.21 Doors Operator Assembly in the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

2.22 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Chapter 3 • COMMISSIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

3.1 Checks and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

3.2 Car and Counterweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Chapter 4 • USE OF THE LIFT SCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.1 Purpose of These Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.2 The Intended Use of the Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.3 Types of Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.1 Simplex Automatic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.2 Simplex Collective Control Unit in Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.3 Simplex Collective Control Unit in Ascent and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.4 Duplex Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.5 Duplex Collective Control Unit in Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.3.6 Duplex Selective Control Unit in Ascent and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.4 Information on the Normal Use of the Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.1 Keep the Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.2 Situations that Require Professional Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.3 Entering and Exiting Safely . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.4 Lift Accesses Free from Obstacles at The Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.5 Open Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.6 Control Unit Cabinet / Upper Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.7 Description of the Different Control Unit Cabinet Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.4.8 Use of the Emergency Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.4.9 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Chapter 5 • MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

5.1 Description of Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

5.2 Lift Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5.3 Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5.4 Landing Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5.5 Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

5.5.1 Procedure for Replacing the Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.6 Machine and Bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.6.1 Procedure for Replacing the Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.6.2 Procedure for Replacing the Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.7 Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44



Lift SCM 02


5.8 Buffers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.9 Alarm Device and Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.10 Rescue System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.10.1 Checks and Tests To Be Carried Out During the Maintenance Inspections of the Rescue System . . . . . . . . 44

5.10.2 Checks and Tests on the Car and Access to the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.11 Counterweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.11.1 Checks and Tests on the Counterweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.12 Guide Shoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.13 Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.13.1 Checks and Tests on the Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.14 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.15 Load Weighing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.15.1 Checks and Tests on the Load Weighing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.16 Safety Electric Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.16.1 Checks and Tests on the Safety Electric Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.17 Signalling and Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5.17.1 Checks and Tests on the Signalling or Control Units Affecting Safety . . . . . . . . . . . . . . . . . . . . . . . . 45

5.18 Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

5.18.1 Checks and Tests on the Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46



Lift SCM 02


Chapter 1 • PASSENGERS RESCUE

1.1 Procedure for a Passengers Rescue Operation in a SCM Lift.

1. Contact the lift technician. SAFETY DEVICES should always remain ACTIVE.

2. TURN OFF THE MAIN SWITCH OF THE LIFT in the upper compartment of the electric cabinet, next to the lift door at the upper floor.

3. CHECK TO SEE THE POSITION OF THE CAR. TRY TO CALM TRAPPED PASSENGERS DOWN and inform them that the rescue operation

is going to take place and the car will move. Tell them no to try to open the doors or leave the car until they are told to do so safely.

4. CHECK THAT ALL LANDING DOORS ARE CLOSED AND BLOCKED AND CAR DOORS ARE CLOSED. Put up an “OUT OF ORDER” sign at

each entrance.

5. SELECT THE MACHINE PULLEY TURNING DIRECTION (UPWARDS OR DOWNWARDS AS SUITABLE, TO RUN THE CAR

TO THE NEAREST LEVEL ) with the left handle of the upper compartment.

6. RUN THE CENTRAL LEVER, which operates on the machine pinion, while executing a slight swaying movement withthe lever, until it does fully go down, which means that the rescue device is perfectly connected. Then, secure the lever

with a through bolt.

7. LOOSEN THE MACHINE BRAKE, by pulling the lever VERY SLOWLY and move it to turn the pulley manually.

WARNING : AT THE END OF EACH CYCLE, LOOSEN THE BRAKE HANDLE. The car may go up or

down by itself; in the event of car overspeed (continuous noise and vibration in the rescue

lever) loosen the brake immediately. If the car is blocked by the safety gear operation, or if

it does not move, contact a qualified technician.

8. LOOSEN THE BRAKE ONCE THE POSITION IS REACHED. THE CAR SHOULD REMAIN WITHIN THE INTERLOCK AREA; the level LED,

installed on the check-up control station of the upper compartment, lights up when the car is at floor level.

9. OPEN LANDING DOORS WITH THE EMERGENCY KEY to free the passengers. Follow the instructions of the emergency key.

WARNING : If the car is not exactly at floor level, pay special attention to protect the passengers when leaving

the car.

10. ONCE THE PASSENGERS ARE OUT, MAKE SURE THAT ALL DOORS ARE CLOSED AND CORRECTLY BLOCKED.

11. LEAVE ALL DEVICES AND RESCUE SYSTEM OPERATIONS IN THEIR INITIAL POSITION.

12. WARN THE TECHNICAL DEPARTMENT so that the lift is checked before it is restarted.

WARNING : The lift should not have power supply until the assistance of the technical department.



Lift SCM 02


DOOR

Emergency Door Release Key

Emergency Door Release Operation

View of The EmergencyDoor Release Triangle

1.2 Procedure for opening landing doors with the emergency key.

In the event of an emergency, the landing door release key should be used to have access to the lift shaft or car. For safety reasons, only

trained staff familiar with the rescue procedure are authorised to use this key.

WARNING : Should it be necessary to open the landing door to determine the position of the car or to free the

passengers, be particularly careful to avoid falls into the lift shaft.

Do not leave landing doors open unless the entrance is properly protected and safe, thus avoiding falls into the lift

shaft.

1. LOCATE AND PREPARE THE DOOR RELEASE KEY.

2. TURN OFF THE MAIN LIFT SWITCHES IN THE CONTROL UNIT CABINET.

3. LOCATE THE DOOR RELEASE TRIANGLE AT THE DOOR FRAME. All doors have a door release triangle. In the case of MACPUARSA doors,

it is located at the door lintel.

4. INSERT THE KEY INTO THE TRIANGLE, TO ENGAGE THE DEVICE. TURN THE KEY IN THE APPROPRIATE DIRECTION TO RELEASE THE

DOOR.

5. SIMULTANEOUSLY, OPEN THE DOOR BY PRESSING THE DOOR EDGE MANUALLY.

6. ONCE THE LANDING DOOR IS OPEN, THE CAR DOOR IS NO LONGER BLOCKED AND CAN BE OPENED MANUALLY WITHOUT USING THE

KEY.



Lift SCM 02


Obligatory Feet

Protection

Obligatory HeadProtection

Chapter 2 • INSTALLATION AND ASSEMBLY

EVERYTHING DETAILED HERE IN THE MATTER OF SAFETY IS EXPLAINED IN GENERAL TERMS. TOGETHER WITH THIS

DOSSIER ALWAYS HAVE A DOSSIER FOR THE PREVENTION OF LABOUR RISKS WITH YOU, SINCE ALL SAFETY

MEASURES ARE MORE WIDELY DETAILED.

2.1 The Works

• Always use a safety helmet within the area where the works are taking place, since it will protect you against a possible fall of objects.

Also use boots with the soles protected against cutting objects and the upper area of the toes protected with metal reinforcementagainst knocks and crushing due to the fall of materials of a high weight.

• The lift shaft should always be clean and free from obstacles, with its accesses being protected against the fall of objects and people,

and should be built according to the plan specifications.

• Ensure that the lift shaft has the necessary hooks in the clear overhead for the loads assembly and elevation, which must have been

previously installed by the builder.

• Check that power supply is three-phase and single-phase.

• There should be an area to store the materials, which should be as near the shaft as possible.

2.2 Materials Unloading

When unloading materials, use the elevation devices available in the works (wheelbarrows, cranes, hand carriages, etc ... ) for weights

higher than 25kg. Before making great efforts, use neoprene lumbar belts which will avoid injuries to your back.

Materials will be unloaded in the works by one or several operators of the company in charge of the installation, with the help of theworks staff, who will provide the appropriate means to facilitate the tasks of unloading and distributing the material.

The following must be taken into account when distributing and storing materials:

• Materials should be near the lift shaft.

• They should be located in a place into which water or rubbish may not fall, and far from machines generating dust.

• They should not be located in a place for passing through and their storage should not entail any danger for people in the event of

fall.

• The person receiving the material will buy it, together with a dispatch sheet, in order to check the most important elements, such as:

• Car and counterweight frame dbg.

• Machine and bedframe.

• Door number, type and hand.

• Number and type of car and counterweight guides.

• Number and diameter of traction ropes and overspeed governor.

• Number of rope hitches.

• Number and type of car and counterweight guiding.• Guides will be supported on three points to avoid buckling. If it is necessary to place them on a finished floor, some material should

be put under them (paper, plastic, etc ...), so that the floor does not get dirty with the guide grease.

• When introducing the guides into the lift shaft, the lower part should be supported on the front side of the pit, and the upper part on

the rear corners of the shaft.

• Leave doors in a safe place, where there is no risk of fall or deformation. If possible, place them at the different floors using a crane.

• Traction or hydraulic lift equipment should be unloaded together with the bedframe at the upper floor of the installation.

• In the case that some material had to be left in the open air, something which you should absolutely avoid, make sure that you cover

it with plastics in such a way that it does not get dry. Do not leave it supported directly on the floor; it should be placed on pallets,

bricks, planks, etc. Check the plastics the material was protected with when manufactured. Never leave the car in the open air, since

it could be seriously damaged by water and moisture.



Lift SCM 02


Obligatory individualprotection against falls

The first operation you should perform inside the shaft is installing the “life rope”, prepared to bear the weight of two persons, and hooks at each of the shaft accesses. It is also important to use safety belts.

Obligatory feetprotection

Obligatory headprotection

Obligatory handsprotection

Obligatory faceprotection


2.3 Life Rope

2.4 Shaft Ranging and Check-Up

CAUTIONProtect yourself against the fall of objects through the shaft and falls in the vacuum

Be careful when drilling, welding, cutting and tightening

To go down to the pit use a ladder

Use the tools created to that purpose, placing them in the shaft, according to the installation plan; once the cords are suspended proceed

to the check-up of each of their axis, floor by floor, to ensure the minimum dimensions indicated in the plan. See sketch.

Select the tools for the upper and lower part in the clear overhead and pit respectively. Using the plugs supplied, secure the open pipe

1250 mm in length at a distance of 100 mm lower than distance X which is shown in the bob plumb scheme and ranging plan, trying to

prevent the last guide support from interfering in the case of distance X.

Fix the squares inside the torn pipe as shown in the sketch, in such a way that the bob plumbs remain in the exact position indicated

in the scheme. Then, check these minimum measurements floor by floor. Once ensured, fix the side cords to the lower part, thus turning

the intermediary crosspiece, as shown in the sketch.

With the central bob plumb, using some colouring, mark a vertical line at the wall in the points corresponding to each guide support.

This mark should later coincide with the medium point of each support. Once this operation is performed, the bob plumb can be removed.

Two portable scaffolds are supplied to facilitate the ranging and subsequent assembly of supports at each landing door. They have an

angular part supported on the corner of the shaft with the floor level, and a tensile part faced to the wall. Scaffolds are light and

manageable; in the following pages some pictures show how to use them and how they should be adjusted.



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Ranging; Upper part, clear overhead

Ranging; Lower part, Pit

Tools for Ranging

Scaffolds supplied



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300

149

Plumbing Cordwith Colouring

Plumbing Cord

Distance ‘Y’ = 151

D i s t a n c e

‘ X ’

Plumbing Cord



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The bottom of the scaffolds is adjustable by 50 mm each time. If they cannot be adjusted at the exact distance of the shaft bottom,fix the bottom of the scaffold slightly above the shaft bottom.

IMPORTANT

Maximum load per scaffold : 150 kg

When working in the scaffold and near theshaft, the use of the life rope is obligatory

Usage of mobile scaffolds and their packing together with the guide scantlings



Lift SCM 02







Marking the wall with the colouring of the central bob plumb

1 : Mark2 : Support

The medium point of the support should coincide with the colouringmark

1º

2º

2.5 Shaft Supports Assembly

Having used a bob plumb with some colouring, according to the distance of the ranging bob plumb scheme, make the coloured mark of the

wall coincide with the slot in the medium point of the support.

The height for each support is shown in the installation elevation plan

IMPORTANTIn order to secure each support, use the horizontal tear first. Once it is pre-fixed in that position, check the correct level

of the piece, and finally, fix it with the vertical drill of the end. Then assemble the support arms, without tightening them.



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Assembled guides start-up base

NOTES

In order to introduce the guides into the shaft,use a spring governor, which should beintroduced in one of the upper holes of the guidecoupling.

Distances depending on finished floor.

IMPORTANT

Before the assembly, cut the section remaining inthe counterweight guides (the male side),according to the distances in the elevation plan,see scheme

2.6 Guides Assembly

For the guides assembly, place the guides start-up base according to the shaft dimensions and then proceed with the simultaneous

commissioning of car and counterweight guides, being the supplied scantlings of great use.

In counterweight guides, all female parts should be installed upwards. In car guides, downwards.



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A : Start-Up BaseB : Car GuidesC : Counterweight Guides

Installation of the 1st section of guides with 2 scantlings.A : Fixture to Counterweight GuideB : Bob plumb RegisterC : Fixture to Car Guide

Guides Scantling

Clean the guides provisionally using a degreasing liquid to remove wax from the sliding part.



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1 mm

1 mm

Two guide scantlings are supplied. They should be installed approximately 0.5 metres above and below the end of the guide sections, fixing

them to the guides. Once they are fixed, make the register of each scantling coincide with the bob plumbs, (thus leaving 1-mm space

between the cord and the angular register).

Once the position of the car and counterweight guides is defined, fix them to the shaft support, and then proceed with the installation of the next section.

Notes

• Do not secure the start-up base to the floor until

the position of the guides is not determined in

relation to the bob plumbs; car guides should be

fixed with through bolts, and counterweight guides,

with flanges. The base should be placed centred in

relation to the guides.

• In order to go up floor by floor, carrying out the

same operations for each guide section, use the 2

portable scaffolds supplied.

• In the event that a counterweight guides coupling

coincides with the fixing support to the shaft

support, the latter should be installed below.

• The guide tooling should be perfectly levelled in

both planes.

• Guides should be correctly aligned in the coupling.

• Finally, check all the guide couplings and in the

case there were any ribs, remove them using a file.



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Car and counterweight guides fixture toshaft support

General view of the guides and shaft supports



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Bedframe wedging

Fixture to car guidesA : Counterweight guides






2.7 Machine Bedframe Assembly



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Main part

General view of the bedframe and its components. In the lower part there are supports for theframe interlock inside the pit, to be assembled on the first guide support.

Flanges to car guidesJoint to main partLower support for the interlock

Fixture to car guides throughflanges

Joining arms to the main part

Upper armsFixture to counterweight guides

2.8 Bedframe Assembly Sequence



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View of the machine on the bedframe

A : Rope holding system

Load elevation system

Lighting inside the clear overhead

2.9 Placing the Machine On the Bedframe

Perform as explained in the first paragraph of section 2.2.

Using the elevation system installed on the upper part of the shaft, lift up the machine to its final position on the bedframe.



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2.10 Securing the Electric Cabinet

Secure the electric cabinet using the supports supplied for that purpose, taking account of the fact that a provisional assembly should be

carried out as a previous step to place the revision hose.

WARNING : Under no circumstances should the cabinet be installed inside an enclosure or a private place.

Firstly, fix the brackets in relation to the floor level, in order to install the panel and fix it according to the scheme.

See the installation dossier supplied together with the preassembled electrical installation.



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Obligatory feet

protection





2.11 Carrying Out the Electrical Installation of the Machine

• Disconnect the main switches of the installation.

• Use tools with an insulator not less than 1000V against possible electrical discharges.

• The working uniform should not be made of fabric with plastic components (cotton recommended).

See the installation dossier supplied together with the preassembled electrical installation and the installation dossier for the Machine Sassi

Leo (Model with Disc Brake).

2.12 Executing the Connection of the Revision Hose

See the installation dossier supplied together with the preassembled electrical installation.



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A : Counterweight frameB : Car frame

Car mechanical interlock system assembly

2.13 Car and Counterweight Frame Assembly (wedge boxes should be assembled)

Before carrying out this task, follow the steps in section 4º and perform as explained in the first paragraph of section 2.2.

To assemble the frames, take account of the distances and dimensions in the plan for their correct location in the shaft.

Once they are pre-fixed to the plan dimensions, proceed with the installation of the ropes. See the assembly dossier for car and

counterweight frames and wedge boxes (safety gear).



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2.14 Traction Ropes Assembly

Before carrying out this task perform as explained in section 4 and the first paragraph of section 2.2.

Try to unroll them one by one and in the same direction that they were coiled, in order to avoid loops in them, holding the rope roll and

unroll it little by little.

The following drawings show how to attach the ropes to the rope sockets. This is how to attach the ropes to the car frame as well as

to the counterweight frame. The first drawing shows in detail how to pass the rope through the rope socket.

No Part Name Qty

1 Rope Socket -

2 Rope -



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Rope hitch in counterweight

The next drawing shows in detail how the rope clamps are attached. Place two rope clamp clevis for each one of them. Once the rope

is attached, it is a good idea to affix the end of the rope to the rope itself (for example, with insulating tape). Short rope clamps with springs

should be installed on the counterweight and long rope clamps without springs, on the car frame.



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2.15 Machine Pulley Covers Kit Assembly

2.16 Instructions for Weights in the Counterweight Frame

Before carrying out this task, perform as explained in the section ‘Shaft Ranging and Check-Up’.

Before placing the lift in hitch, introduce the necessary weights to counterweight the car frame, as detailed in the plan.

2.17 Assembly of the Speed Governor and its Rope in the Car

IMPORTANT : Before placing the lift in hitch, introduce the necessary weights to counterweight the car frame, as detailed in

the plan. See the installation and assembly dossier for the speed governor.



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A : Counterweight screenB : Counterweight buffer support pillarC : Counterweight buffer

2.18 Car and Counterweight Buffer Support Pillars Assembly

Before commissioning a lift under revision ensure that there are no obstacles inside the shaft, and check that all accesses to the shaft are

duly protected, thus preventing people not responsible for the installation from leaning over. Also make sure that people travelling in the

assembly platform are not using the “life rope” during the travel.



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2.19 Doors Assembly

The car floor assembly should be carried out according to the installation of the car frame, as explained in the safety gear installation

dossier, the car assembly dossier and the dimensions detailed in the assembly plan. Once the car floor is assembled, proceed with the

installation of the landing doors. Use the appropriate tools.

Check that the corresponding lock blocks the door once it is installed. Perform as explained in the section ‘Shaft Ranging and Check-Up’

and the first paragraph of section 2.2, (see landing doors assembly and installation dossier).

2.20 Car Assembly

Before carrying out this task, perform as explained in section ‘Shaft Ranging and Check-Up’ and the first paragraph of section 2. Likewise,

do not forget to check the weight in the counterweight frame again. The rest of the car should be installed, taking account of the

corresponding spaces in relation to the landing doors.

IMPORTANT : Before working from the car roof, and as a step for the car assembly, you should install the protection handrail.



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2.21 Doors Operator Assembly in the Car (see the installation dossier of the reveco operator).

In the assembly of the different components and accessories of the electrical part, perform as explained in section ‘Shaft Ranging and

Check-Up’ and section ‘machine electric installation’.

2.22 Tools

The following tools are absolutely necessary to carry out the assembly of the different lift components:

• An electric or thermal hoist with a minimum load of 200 Kg.• A gauge for car and counterweight guides.

• Control station with a plug.

• A control unit hose.

• A wire or nylon reel o with their corresponding plumbs.

• Tool box or boxes.

• A 300 gr bob plumb.

• Two 1500 gr bob plumbs.

• Two tensile aluminium scaffolds.

• A tracer bob plumb (drawing pen).

• A metal graduated bracket.

• A level.

• A mallet.

• A flat chisel.

• A 2 m metre.

• A hammer drill.

• A small normal drill.

• A drill chuck with an adaptor for iron bits.

• A wheel.

• A welding machine.

• Revolving cutters.

• Two adjustable spanners (a big one and a small one).

• A high security key set, 6-7 to 27-29.

• An Allen key case, 2-12.

• A reversible ratchet-spanner.

• Box spanners for squaring.

• A pair of universal pliers.

• A pair of round-nosed pliers.

• A pair of curved-nosed pliers for external washers.

• A pair of electrical scissors.

• A small straight-nosed screwdriver.

• Un medium straight-nosed screwdriver.

• Un big straight-nosed screwdriver.

• A star screwdriver.

• A stecker screwdriver.

• A fixed saw bow.

• Two steel handsaw blades.

• A rat-tile file.

• A flat file.

• Four pairs of tongs for quick adjustment.

• A pressure jaw.

• A multimeter or voltage tester.

• A conical smoother.

• Two brushes (a big one and a small one)

• Bits for widia concrete. Diameters, 6,8,10,12,18.• A long through bore bit; diameter, 12 x 165.

• Bits for metals; diameter, 2.25,3,5,7,9,11,13.



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• A protected portable computer.

• An oilcan.

• Adjustable G Clamp.

• A wound extension piece with different sockets.

• A thickness gauge set.

This is the basic material. People responsible for the assembly of the different lift components can use as many more tools as they deem

necessary, and get the necessary material for the correct execution of their work. To avoid losing time, use plugs, insulating tape, screws,

terminals, strips, rivets etc ..., which may be necessary at any time during the assembly operations.



Lift SCM 02


Effective interlock in closed position and safetyelectric contact established

(*) Minimum height 9mm.

Interlock Cam Slide Closing Zone

MAX. 2

4

( * ) 9

Rear view of the mechanical interlock cam slide

Chapter 3 • COMMISSIONING

IMPORTANT

Before a lift is commissioned, check the existence and correct installation of :

• Car and landing doors.

• Final limit switches and terminal stopping switches.

• Ropes and rope hitches.

• Counterweight protection screen.

• Machine-bedframe set (check that nuts and screws are correctly tightened).

• Electric wiring in the car, control unit cabinet and shaft (in duplex configuration, please consult the sequence of

operations to connect both lifts in the dossiers concerning the electrical section).

3.1 Checks and Tests

a) Locking Devices.

• First of all, make sure that landing doors are aligned with the car doors. They should not rub against each other or against the

door frame.

• Check to see if interlock rollers and lock rollers are adjusted.

• Check the door interlock to make sure that once the landing door is closed the car moves. Try to move the door sideways when

it is closed; there should be no movement at all.

• The car will not be able to move until the locking elements are engaged as shown in the diagrams below:



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b) Safety Electric Devices (Appendix A / Regulations).

1. ELECTRIC SAFETY MEASURES.

Ensure that there are no loose contacts and that all the connections are secured; observe the following:

Differentials : These must have an appropriate triggering sensitivity (300 mA. Max for power and 30 mA. for lighting) and shouldhave at least the same current as the magnetothermic. They should be disconnected manually and should be tested.

Magnetothermics : They should have a maximum of twice the power as the elements they protect under normal working

conditions.

Ideally the current input should go to the magnetothermic, which should always be in the front and then to the differential. Finally,

it should go to the installation.

Theses checks should be carried out in the power and lighting circuit.

2. CONTROL PANEL.

Check that the phase and inversion failure relay is present and works when necessary.

Check all wire connections, both input and output, and especially heavy current connections, making sure that they are properly

tightened and correctly adjusted. There should not be any wires outside the connection terminal.

Ensure that all the contacts are properly adjusted, especially those which correspond to the contactor auxiliary contact blocks;

check that they are properly adjusted in their housing. If necessary, disassemble the relay capsule or contact blocks to adjust them

or blow to remove any possible dust.

The thermal relay test should be performed with the motor at its normal working temperature, after having made several trips.Remove a phase from the motor or block (disconnect) the brake so it does not open. The time required to disconnect the control

unit should not be more than 10 seconds or less than 8.

Check that the earth connection is well connected in the control panel and that the door (if any) is earthed.

3. CAR, OUTSIDE, AND MAXIMUM TRAVEL TIME TIMERS.

Ensure that the car control station commands are given preference over the outside control stations for at least two seconds.

If not, adjust the car and outside timers in such a way that the waiting times are not very long. For example: car timer, 2 seconds;

outside timers, 4 to 5 seconds.

The maximum travel time timer should be adjusted so that the maximum travel time is longer than what it takes the car to travel

the distance of two consecutive floors, always in the least favourable case. In the case of two-speed lifts, at slow speed, the

maximum travel time should be 5 seconds above this time. This timer also controls the stopping of the operation if the ropes begin

slipping on the sheave.

4. GOVERNOR ELECTRIC CONTACT.

Check that when the governor contact is tripped, the operation stops. Also check the tension pulley electric contact. This contact

should stop the operation if a rope is stretched.

5. CAR SAFETY GEAR.

Verify that the safety gear contact stops the operation.

6. REVISION OF THE CONTROL STATION OPERATION.

Ensure that pushbuttons work in the correct direction. Check that the revision switch shuts down the lift operation as well as the

car and outside control stations.

Check that the lift stops when the stop button is pressed.

7. FINAL LIMIT SWITCHES.

Ensure that the operation is stopped when the lift overshoots the top- and bottom- stops before the car or counterweight makes

contact with the buffers.

8. SAFETY MEASURES IN THE CAR ROOF.

Make sure that the slack rope switch, the STOP button and any other safety devices installed on the car roof cut off the power

to the control unit and stop the lift when actuated.

9. CAR DOOR CLOSING SAFETY CONTACTS.

Make sure that the door contacts function properly, that the male and female parts fit together well and that the connection wires

are well tightened.

10. PIT ELECTRICAL OUTLET AND STOPPING DEVICE.

Check that there is a socket outlet base with an earth connection and a device for stopping the lift operation.

11.- EMERGENCY LIGHTING.

Ensure that the lighting is sufficient with power on and off.

The emergency lighting should be able to function for an hour.



Lift SCM 02


12. CHECK STOPPING PRECISION AND SMOOTHNESS.

Ensure that for one-speed lifts, with half a load, the lift stops with no more than a 3-cm difference at the floor level of the car and

landing, both going up and down. For two-speed lifts, this difference should be no more than 1 cm.

Check that for two-speed lifts, the gears shift smoothly and the car moves slowly for at least the last 10 cm before stopping.

13. CALL BUTTONS (Landing and Car Pushbuttons).

Check that they cause the lift to work and the numbering corresponds to the floors. Check that the different light indicators (“occupied”,

“door open”, etc.) work properly.

14. LOAD WEIGHING DEVICE AND INDICATOR SIGN, CHECK OPERATION.

Make sure that the leds of the indicator sign work and that the lift does not move if the car load exceeds the rated load. In that case,

all the leds light up in the load indicator, and the inside overload warning buzzer sounds.

15. POSITION INDICATOR.

Check that it works. The number on the position indicator should correspond to the floor the car is on.

16. PHOTOELECTRIC CELL.

Ensure that it works in automatic landing doors and car doors, and that it causes them to reopen when there is an obstacle.

17. DOOR OPENING PUSHBUTTON.Press and check that the doors are reopened, except when this command is cancelled. In any case, this should always take place within

5 cm before closing.

18. CAR DOORS.

Make sure the doors completely close off the entrance opening and there are no gaps greater than 3.5 mm. The doors should not make

any noise when closing or opening and the lift should not start moving if there is an object greater than 1.5 cm in width stuck between

the doors. The doors should not rub against each other, and should make no noise under operation.

19. EARTH CONNECTION.

Ensure that all doors are connected to the lift’s earth through terminal.

c ) Suspension elements and their attachments.

Check that the rope diameter (use a gauge) and form are appropriate as per Document no. 5, “Complete List of Lift Components” and

Document no. 8 “Basic Rope Features”.

Ensure that the terminal and socket rope hitches, nuts, locknuts and safety pins, both in car and counterweight (electric lifts) are in

perfect condition.

d ) Braking system.

Check the correct operation of the brake. For that purpose, the car should be loaded with 25% over the rated load. The test should

be carried out with the car descending at rated speed by cutting off the power supply to the motor and brake. The brake should be

able to stop the lift by itself.

e ) Power or current measurement and speed measurement.

In order to check the lift speed, load the car with half the rated load and using a tachometer, make sure that the working speed

corresponds to that described in the plans.

Use an ammeter clip to check the current at start-up and under operation and make sure they are correct according to the motor

features. This measurement should be taken in the three phases.



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f ) Electrical installation.

1. Measurement of the insulation resistance for the different circuits. Using an ohmmeter, check that they exceed the insulation

resistance values.

Nominal Voltage of the Circuit (V) Test Voltage (DC) V Insulation Resistance (M)

SEL 250 ≥ 0.25

≤ 500 500 ≥ 0.5

> 500 1000 ≥ 1

The insulation resistance should be measured between each live conductor and earth.

The electronic components should be disconnected to carry out these measurements

2. Also check the continuity (the union of the earth terminals to each other) between the machine room earth terminals and that

of the motor, control station, guides, governors, tension pulley and car and any other element that is subject to accidental drop

in voltage.

g ) Final limit switches.

Check that the final limit switches stop the lift operation when the lift goes past the end stops.

h ) Checking adherence and verification of balance between the car and counterweight.

Adherence :

Check visually that there is no slippage between ropes and pulley under normal operation.

Counterweight balance :

Load the car with half the maximum load allowed and take it to the middle of the travel, so that the counterweight is more or less at

the same distance from the machine room. Apply the brake by hand and slowly move the flywheel. If the lift tends to ascend or descend

there is either too much or too little weight in the counterweight.

It is advisable to load the counterweight with slightly less weight than required rather than perfect equilibrium or too much weight.

3.2 Car and Counterweight

Adherence :

Check visually that there is no slippage between ropes and pulley under normal operation: Using a piece of chalk mark the pulley and ropes

at the same point and check there is no difference in their position, after the car has run up and down with 100% of the rated load. Perform

this operation again with the car empty.

Counterweight balance :

In order to carry out this test, all car decoration should be finished.

Load the car with half the maximum load allowed and take it to the middle of the travel, so that the counterweight is more or less at the

same distance from the machine room. Apply the brake by hand and slowly move the flywheel. If the lift tends to ascend or descend there

is either too much or too little weight in the counterweight.

It is advisable to load the counterweight with slightly less weight than required rather than perfect equilibrium or too much weight (that

is to say, it is better if the car tends to go down).

i ) OVERSPEED GOVERNOR.1. Use a tachometer to check the governor triggering speed; ensure that the speed corresponds to that indicated on the overspeed

governor. For that purpose, the governor should not have a rope attached. The operation must be carried out directly on the

governor.

2. When the governor contact is tripped, operation should be interrupted.

j ) CAR SAFETY GEAR.

Check the correct installation and adjustment of the safety gears. Ensure that neither the rollers nor the wedges rub against the guide

rails. There should be enough space between the guides and the car to allow the lift to operate correctly.

1. Test in descent: Load the car with 125% of the rated load, evenly distributed over the car area, and lock the overspeed governor

pressing the pushbutton in the control unit cabinet; the lift should run at checking speed.

Ensure the car remains in front of a landing door, so as to unload it, thus unblocking the safety gear.

2. Test in ascent: This test is carried out in the same way, but with the car empty and the lift moving at rated speed. After

performing this test make sure that no deterioration has been caused that might affect the normal use of the lift. Replace braking

components (wedges, rollers), if necessary. Visual check is considered to be sufficient.



Lift SCM 02


k ) BUFFERS.

Energy storage type buffers (springs).

For this test, the car with its rated load should be placed on the buffers and the ropes should be made slack. Check the compression

corresponds to that given by the characteristic curve of the buffers. Do not exceed the distances indicated in Document no. 15

“Installation Plans”.

l ) INTERCOM.

Check the correct operation of the bidirectional communication device.

m) MECHANICAL CAR LOCKING DEVICE.

Make sure that the latch fits in its housings, that it moves correctly in both directions and that the control unit is disabled when frame

and car are locked. Load the car roof with 150 kg and check the system resists without any appreciable damage. (Warning: the car

must remain empty).

n) MECHANICAL RESCUE SYSTEM.

Perform a simulated rescue operation, both in ascent and descent. After performing these operations, check that the towrope stretching

is still correct and that the pinion engaging the machine shaft remains in its initial position.



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Call Button : calls the lift to go up or down

Up Button : orders the lift to go upwards

Down Button : orders the lift to go downwards

Chapter 4 • USE OF THE LIFT SCM

4.1 Purpose of These Instructions

This chapter includes the necessary instructions for the normal use of the lift SCM, in accordance with standard EN 81-1 and Royal Decree1314/97 Appendix I, 6.2. This dossier provides the necessary information for the normal use of this lift by the user, placing great emphasis

on certain points which, due either to difficulty or necessity, will enable the correct use of it.

4.2 The Intended Use of the Lift

These lifts are designed to transport passengers in residential and public buildings. They may also be used to transport goods whose weights

and dimensions should not exceed the total load of the lift and the dimensions of the car.

It is absolutely forbidden to transport goods that might damage the installation or the car itself.

There is a sign inside the car indicating the rated load of the lift in kilograms and the maximum number of passengers allowed. The

load permitted by the lift should never be exceeded (for that purpose, there is a device in the lift that indicates when overload occurs; in

this case, the excess of load should be removed). Likewise, the number of passengers specified should never be exceeded as this could

cause an overload.

The basic operation of the lift consists in the movement of the car (loaded or empty) from one floor to another. For that purpose, the

user should stand in front of the entrance to the lift, where there is an electric control station.

Pushbuttons next to the landing doors may have different symbols or abbreviations. Some of the symbols or abbreviations used for

this range of lifts are detailed below.

Once the lift has been called, you will observe it has arrived when the doors open (automatic doors), when the inside light of the car can

be seen (manual door with vision panel) or when a light or an acoustic signal in the electric landing control station so indicates.

Once the doors are open, you can go into the car where there is a control station and a sign specifying the rated load of the lift in

kilograms, as well as the maximum number of passengers.



Lift SCM 02


There are also displays which indicate the floor the lift is on, both inside and outside the car(floors).

Overload indicator.

Door Closed button to close the door(s).

Door Open button to re-open the door(s).

Alarm button to ring the alarm (yellow).

Intercom button for external communication.

Car pushbutton to choose the desired floor level (-2,-1,0,1,2,3,etc ...)

There is a series of pushbuttons in the control stations, which are detailed below:

The user may also find other messages on the control panels and indicators, since they may have been specially requested by the owners.



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4.3 Types of Control Units

The lift operates differently depending on the type of control unit :

4.3.1 Simplex Automatic Control Unit

As soon as the car doors close, the passenger in the car has three seconds to move the car before the passengers at the floors can

call the lift.

Control unit operation in ascent: once a button is pressed, the car goes directly to the corresponding floor. If there is more than one

passenger, the one who is going to the lowest floor should press his floor first. When the desired floor is reached and the passenger has

left the lift, the doors will close and the button should be pushed by the passenger going to the next lowest floor, and so on.

Control unit operation in descent: the passengers call the lift to their floors by pushing the call button, as long as the “occupied” signal

is not lit; otherwise, the call will not be registered and the lift will not come. Once the car is at the floor, which can be noticed by looking

through the door vision panel or through a light signal indicating the presence of the car, the passenger can open car and landing doors,

and during the few seconds of preference that the passenger in the car is given over another passenger at a landing, he can order the

movement of the car, as explained before, without any risk of interference.

4.3.2 Simplex Collective Control Unit in Descent

Those lifts provided with this control unit have a memory which registers the up and down commands of the passengers in the car.

However, this memory only registers the down commands of the passengers who are waiting at the floors, not their up commands.

Control unit operation in ascent: pushbuttons in the car are also given a three-second preference over those at the landings, from the

moment when the lift is about to move (doors closed). In lifts with automatic doors with a photoelectric sensor at the door threshold, they

are also given preference whenever a passenger enters the car.

As the passengers enter the car, they press the buttons corresponding to the floors they want to go to. Once the last passenger is in,

that car begins moving automatically, and it stops at the floors requested. When the last passenger has left the car at each floor, the doors

close and the lift starts to move again. In ascent, it does not answer any call from the landings, except for the one from the highest floor,

provided that it is above the highest one requested by the passengers going up inside the car. When the car reaches this floor, passengers

get in and, as detailed before, once the doors are closed they are given a three-second preference over the landing calls, to choose the

direction of the travel. If someone presses a button to go further up, the lift will go up even though it has previously registered calls to go

down.

Control unit operation in descent : passengers will give the down command and the lift will automatically descend and stop at those

floors from which the command was given.

4.3.3 Simplex Collective Control Unit in Ascent and Descent

With the simplex collective control unit in ascent and descent, the car does not only stop and pick up passengers from the different

landings on its way down, just like the previous control unit, but also on its way up.

Control unit operation in ascent : as the passengers enter the car and press the buttons that correspond to the floors desired, these

commands are registered in the memory of the lift. Once the last person has gone in and the doors have closed, the lift begins to move.

It stops successively at those floors requested by the passengers inside the car as well as those floors where passengers at the landing have

pressed the “up” button. It will not respond to the calls from landings to go down, even though it does register them in its memory. The

lift will respond, however, to the “down” button of the highest floor above the last floor it has been ordered to go up to.

Control unit operation in descent : the car picks up all passengers from those floors where the down button has been pressed. As the

passengers enter, they press the button for the floor they want to go to, which is registered in the memory. As it descends to the ground

floor, the car stops at all those landings requested by the passengers of the car and landings.

4.3.4 Duplex Control Unit

Duplex control unit consists in a single control unit for two lifts. There is only one landing control station at each floor and only one

car can be called. The nearest car will always come.

The operation of the car control station is exactly equal to that of lifts with simplex automatic control unit. Passengers must order their

calls, pushing the button for the lowest floor first. Once the car has reached that floor and the passengers have left the lift, the button for

the next floor should be pressed, and so on. The passengers in the car should press the buttons corresponding to the floors they want to

go to from the lowest to the highest one.



Lift SCM 02


The passengers at the landings should wait until the red “occupied” sign is no longer lit before calling the lift. The free car will then go to

that floor. If both lifts are free, the nearest car will go to the floor from which the call was given. If only one lift is free, once the button has

been pressed, it will light up to indicate that the call has been registered and the red “occupied” sign will also light up. If both cars are free,

the white call button will light up, but not the “occupied” sign, since one of the lifts is free.

4.3.5 Duplex Collective Control Unit in Descent

It is a combination of duplex control unit and simplex collective control unit in descent.

It operates in the same way as the collective control unit in descent with regard to the control stations and signals and the way the

commands are carried out for the passenger in the car. The difference is that there is a single landing control station at each floor for both

lifts.

Control unit operation in ascent: as the passengers enter the car they press the buttons that correspond to the desired floors and these

commands are registered in the memory of the control unit. Once the last passenger is in and the doors are closed, the car automatically

begins to move and it stops successively at the floors requested, starting to move again once the passengers have left and the doors have

closed. On its way up, it does not respond to any call to go down from the passengers at the floors, except for those from the highest floor,

provided that this floor is above the highest floor requested by the passengers in the car. When the passengers at the highest floor have

entered the car, they have three seconds to press a button and choose the direction of the travel. If they press a button to go upwards,

the car will ascend, even though calls to go down were previously registered.

Control unit operation in descent: if passengers press a button to go down, the lift will descend, stopping automatically at all floors

from which the calls were registered (provided that they are lower floors) as well as the floors requested by the passengers in the car. Once

the lift has reached the lowest floor requested, it will not respond to calls from lower floors.

4.3.6 Duplex Selective Control Unit in Ascent and Descent

It is a combination of duplex control unit and collective control unit in ascent and descent.

Control unit operation in ascent: as the passengers enter the car, they press the buttons which correspond to the floors they want to

go to. Once the doors are closed, the car automatically begins to move and it stops at all floors requested by the passengers inside the car

and at those floors where passengers at the landings have pressed the “up” button. It will not stop at those floors where passengers at the

landings have pressed the “down” button, although this will be registered in the memory of the lift for the moment when the lift goes back

down. The lift will, however, respond to the “down” button at the highest floor above the last floor requested by the passengers inside the

car.

Control unit operation in descent: once the lift has responded to all the “up” commands, the car goes to the highest floor registered

by a passenger from a landing to go down. Once the passengers have entered the car and their calls have been registered, it begins to go

down. It stops at all floors where the “down” button has been pressed. It does not respond to the “up” commands, except for those from

the lowest floor requested, provided that this floor is below the last one registered to go down. Anyhow, the distribution of calls and ascents

between both lifts takes place according to a program, which depends on its intended use within the building.

Now that we have seen how the different control units work, there are certain points to keep in mind regarding the use of the lift:

• Once the lift has finished the travel (either upwards or downwards) the lift will stop at the floor requested (in order to know the floor

the lift is at, you only need to look at the number indicated on the display or listen to the floor announcement device). Wait until the

doors have opened and exit the car. When the landing door is manual, the user will have to push it open.

• The lifts have an overload control device. This device will be activated when the load of passengers exceeds 110% of the authorized

load. A light will come on and an acoustic signal will sound in the car to indicate an excess of load. When this happens, the lift will not

start up again until a sufficient number of passengers get out of the car to lessen the load below the overload level.

• Passengers should enter and exit the lift as quickly and orderly as possible and should avoid stopping in the doorway. If the lift has

a re-opening system (photoelectric cell, etc.), be sure not to remain in its path since this will prevent the car doors from closing.

• Upon entering and exiting, make sure that your clothes or other objects do not get caught in the door. To ensure that this does not

happen, do not stand too close to the door.

• Should an unexpected situation arise (e.g. the lift stops) the passengers should try to remain calm. If the lift stops unexpectedly, press

a floor button, and if the lift does not respond, press the alarm button. If there is no alarm button, press the exterior communication

button and wait for a response. If a rescue operation is necessary, wait for instructions as to what to do.



Lift SCM 02


4.4 Information on the Normal Use of the Lift

4.4.1 Keep the Documentation

The person using the lift should be familiar with the instructions for using a lift. These instructions should be kept so that they canbe consulted at any time. The detailed instructions to be followed in case the lift stops unexpectedly -and, especially, the instructions that

correspond to the manual rescue operation or the electrical rescue operation, as well as the landing door release key- should be kept in

the machine room or inside the machine room door.

4.4.2 Situations that Require Professional Intervention

Whenever it is necessary to perform a passenger rescue operation or use the emergency door key, professional workers should be

called in. These operations should only be performed by properly trained staff.

4.4.3 Entering and Exiting Safely

When entering or exiting the car, passengers should remember to be careful not to get clothes, bags, packages, etc. caught in the

door. Passengers should enter and exit in an orderly fashion and should not stop in the doorway. If the lift has a re-opening system

(photoelectric cell, etc.) be sure not to remain in its path since this will prevent the car doors form closing. The dimensions and weight of

the load should not exceed those allowed by the lift. The number of passengers should not exceed that indicated on the sign inside the car.

4.4.4 Lift Accesses Free from Obstacles at The Landings

Any possible interference within the access to the lift - a stairway or any other object (e.g. plants, wastepaper bins, etc.)- should be

avoided.

4.4.5 Open Shafts

If the lift is installed in an open or partially-open shaft, special precautions should be taken to prevent objects from falling into the shaft

and to keep out anything that might damage the lift’s moving parts and interfere with its safe operation.

4.4.6 Control Unit Cabinet / Upper Floor

There should always be a sign at the entrance to the control unit cabinet indicating “Lift Control Panel - Danger - Authorized personnel

Only”. This inscription restricts access to the control unit cabinet; only authorized personnel (for maintenance, verification and passengers

rescue operation) can go in using a key.

During the inspection, maintenance, rescue, start-up operations, etc., make sure that the machine as well as the bedframe and the

car roof are correctly lit.

4.4.7 Description of the Different Control Unit Cabinet Components

Upper Part

• Main switches

• Protection box

• Emergency device

• Inspection box

• Lighting switches

Lower Part

• Control Panel

For a more detailed description of switches, see chapter on maintenance.



Lift SCM 02


4.4.8 Use of the Emergency Key

As we have said, when a situation requires the intervention of trained personnel, the use of the emergency key is restricted to the

trained personnel. The use of the emergency key is described in the rescue operation manual.

4.4.9 Maintenance

The owner of the lift, as the person responsible for its use and its safety conditions, should contract a qualified company for the

maintenance of the lift. This company should have a book of incidences of the lift, where a record is kept of repairs when important problems

or accidents occur or parts are replaced in the lift. This book should be at the disposal of the owner should he request it.

When necessary, the owner should request the compulsory inspections and facilitate the access to carry out these checks and tests.

If the installation has not been used for a long time, he/she should request the maintenance company to execute a general check-up of the

lift.

Whenever any user detects a problem in the way the lift operates, the owner should immediately communicate this anomaly to the

maintenance company and put up “Out of Order” signs at all lift doors.

When the landing doors are being cleaned, special care should be taken so as not to spill or drop any products (liquid or solid) into the

lift shaft.



Lift SCM 02


R

T

S

N

t

210LV 1212H211H212C211C 204206205L V2 2 12 U V W t

BAT

T

S

SR T

BTST

FANOX

Protection panel :

FF . . . . . power differential.QF . . . . . power magnetothermic.FA . . . . . lighting differential.

QAC . . . car lighting magnetothermic.QAH . . . shaft lighting magnetothermic.QASM . . machine room lighting magnetothermic.TC . . . . . earth connection.SAH . . . . shaft lighting switch.SAC . . . . car lighting switch.

Machine panel :

TRM . . . . control unit transformer.KRL . . . . level led relay.KRNS . . . rated speed relay.KRREV . . revision relay.KSG . . . . safety series relay.KRSE . . . direction relay.KRFR . . . brake relay.

SLV . . . . speed governor operation pushbutton.SRLV . . . speed governor reset pushbutton.BTST . . . temperature probe.GRF . . . . brake rectifying plate.TS . . . . . thermal probe.COND . . condenser.3VFMAC . frequency changer.K1, K2 . . contactors.FS . . . . . output filter.BAT . . . . level led battery.F1 . . . . . speed governor operation fuse.F2 . . . . . speed governor reset fuse.F3 . . . . . level led fuse.F4 . . . . . VK2P load weighing device supply fuse.

Chapter 5 • MAINTENANCE

WARNING

THE ACCESS TO THE MACHINERY ( MACHINE, BEDFRAME, SPEED GOVERNOR, etc ... ), TAKES PLACE FROM THE LAST

FLOOR DOOR, WHERE THE ELECTRIC CABINET IS LOCATED.

BEFORE GETTING ACCESS TO THE CAR ROOF, STOP THE MACHINERY FROM AN APPROPRIATE DISTANCE IN ORDER TO

LOCK THE DOOR OPERATOR EASILY.

UNDER NO CIRCUMSTANCES SHOULD THE CABINET BE LEFT OPEN WITHOUT SURVEILLANCE.

THE CAR ROOF IS DESIGNED TO BEAR THE LOAD OF TWO PEOPLE DURING THE MAINTENANCE OPERATIONS.

5.1 Description of Components



Lift SCM 02


5.2 Lift Shaft

The following checks and tests should be carried out during the lift shaft maintenance inspections. In order to communicate with the outside,

the maintenance personnel should always have a telephone susceptible of connection to any of the existing telephone coupling boxes when

these checks and tests are being carried out inside the shaft. Use a ladder -it hangs at one of the pit walls- to get into the pit.

1. Check that there are no water leaks in the pit or combustible substances that might cause a malfunction of the lift. Ensure that the

pit is clean, dry and free from waste.

2. The lift shaft and pit should have enough artificial lighting to perform this inspection properly: check that the system works.

3. Check that the revision pushbutton panel (car roof) woks properly and that the lift does not respond to calls either from the floors or

from the inside of the car when the revision control device is on.

4. IMPORTANT : The ladder to get into the pit should be put back into its place, one of the pit side walls, after the maintenance

operations.

5.3 Guides

The following checks and tests should be carried out during the guides maintenance inspections.

1. Check the condition of the car and counterweight guides and their fixture. Check any possible dbg variation.

2. If the lift has automatic greasers on the car and counterweight, check the oil level, and refill if necessary. If the lift does not have an

automatic greaser, it is advisable to grease the guides every two or three months, depending on how much the lift is used. Use the

appropriate lubricant for each type of material.

Excessive lubrication can be as detrimental as not enough lubrication

5.4 Landing Doors

The following checks and tests should be carried out during the lift landing doors maintenance inspections.

1. Check the correct operation of the circuit in all the doors. Should only one of the contacts of the circuit fail, the lift will not work. Withautomatic doors, in order to check this, cause the malfunction by actuating the lock.

2. Ensure that the mechanical interlock of the door woks properly. To do so, try to slide the door sideways: the door should not move.



Lift SCM 02


Interlock in closed position and safety electriccontact established

Interlock Cam Slide Closing Zone

MAX. 2

4

( * ) 9

Rear view of the mechanical interlock cam slide

(*) Minimum distance, 9mm. For this distance, only measure the straight surfacefrom the end of the curve.

3. With automatic doors, both in commissioning and in periodic inspections, check that the unlatching parts of the mechanical interlock

do not interfere with each other or overlap. Likewise, make sure that the door does not come unlatched due to door panel displacement.

Also check that the 9-mm distance is not exceeded, as shown in the diagram.

4. The following should all be checked during the periodic inspections: the interlock; sensitivity of the door when a passenger is either

hit or about to be hit by the closing door; that the lift does not start when the door is open; the wear of the slide shoes; the contacts;

the door suspension carriage rollers; etc. If necessary, the different components should be cleaned, adjusted or replaced (see landing

doors assembly dossier).

5.5 Ropes

The following checks and tests should be carried out during the commissioning and maintenance inspections of the traction ropes and

rope hitches.

1. Upon commissioning as well as in periodic inspections, check the condition of the ropes in their entirety. For that purpose, count the

broken wires. A broken cord or its equivalent in wires, in a one-metre length of rope, requires that all the ropes be replaced. In order

to find fractured threads, pass a cotton rag along the rope. Threads fractured due to wear (abrasion) must be detected visually.

2. Check the condition of the counterweight and car rope hitches; in particular, check that the nuts of the rope hitches are securely

fastened.

3. Check the lubrication of the ropes. Make sure that the grease on the rope does not impede its inspection.



Lift SCM 02


5.5.1 Procedure for Replacing the Ropes

a) Lock the car in the lower locking support, and at the same time, hung the counterweight in the upper part of the shaft, without

exceeding the maximum load allowed for the hooks located in the clear overhead.

b) Put additional security slings in both frames.

c) In car frames, change the ropes from the pit and in counterweight frames and machine use the assembly scaffolds located on the last

floor.

5.6 Machine and Bedframe

The following checks and tests should be carried out during the commissioning and maintenance inspections of the machine, bedframe and

mechanical brake (see Use and Maintenance Dossier of the Machine Sassi Leo).

1. Check the screws and fixtures of the machine-bedframe set are correctly fastened.

2. Check the condition of the rope holding system and the pulley protection set.

3. During the periodic revisions, check that the machine is clean, paying special attention to the ventilation fan and the electriccomponents.

4. The disc brake of the machine does not need to be adjusted. It is supplied set up and callipered. Should any adjustment be necessary,

see the specific instructions for this device.

5.6.1 Procedure for Replacing the Machine

a) Lock the car in the upper locking support, and at the same time, hung the counterweight in the lower part of the shaft, without


b) Put additional security slings in both frames.

c) Disassemble the rope holding system and the traction pulley protection.

d) One by one, get the ropes out of the traction pulley and rest them on the security sling.

e) Disconnect the machine electric installation and disassemble the emergency system.

f) Change the machine locating it suspended from the elevation system before disassembling the four fixing screws, trying not to exceed

the maximum load permitted for the hooks located in the clear overhead.

g) Get the machine out of the shaft being careful not to rest it on the car roof.h) In order to assemble the new machine, execute the inverse procedure.



Lift SCM 02


5.6.2 Procedure for Replacing the Pulley

a) Lock the car in the upper locking support, and at the same time, hung the counterweight in the lower part of the shaft, without


b) Put additional security slings in both frames.c) Disassemble the rope holding system and the traction pulley protection.

d) Mark each one of the ropes with its present position in the traction pulley, so as to prevent them from crossing or entangling with each

other when putting them back in their position.

e) One by one, get the ropes out of the traction pulley and rest them on the security sling.

f) Change the pulley.

g) Introduce the ropes back into the pulley.

5.7 Speed Governor

The following checks and tests should be carried out during the commissioning and maintenance inspections of the speed governor (see

the installation and assembly dossier of the speed governor).

1. Ensure that the speed governor functions reliably and safely. The bearings should be checked and lubricated every year.

2. Check that the rope of the tension pulley remains tense and the slack rope switch works properly.

3. Check that there is no excessive lengthening of the governor rope, which might trigger the safety contact in the tension pulley. If thereis, shorten the rope.

4. Make sure that the threads of the governor rope are not damaged. If they are, replace the rope. You can check their condition by

observing if there is a fractured cord or its wire equivalent, in one metre of rope. In order to detect fractured cords or threads, pass

a cotton rag along the rope. Occasionally, there may be threads fractured because of wear (abrasion), which must be detected visually.

5. Check frequently and safely that the overspeed contact (governor contact) works properly.

6. Check the rope hitches and the pulley grooves. Clean any strange particles from them to ensure the correct operation of the speed

governor.

5.8 Buffers

The following checks and tests should be carried out during the maintenance inspections of the buffers.

1. Ensure that there are buffers and check their state (see the dossier for maintenance, installation and use of the buffers).

5.9 Alarm Device and Emergency Stop

The following checks and tests should be carried out during the maintenance inspections of the alarm device.

1. Check that it works and it can be heard from the outside of the lift shaft by the people responsible for the emergency operations.

2. Ensure that all the stop switches (pit, car roof and revision pushbutton panels) work properly.

3. Make sure that all the lift systems for alarm, emergency and rescue operations work properly (emergency lights, telephone, etc ...).

5.10 Rescue System

5.10.1 Checks and Tests To Be Carried Out During the Maintenance Inspections of the Rescue System

1. Check the correct operation and condition of the engaging system with the machine shaft and brake opening from the rescue panel.

Check the towrope stretching (see the Installation and Adjustment Dossier of the Car Rescue System).

5.10.2 Checks and Tests on the Car and Access to the Car

1. Check the general condition of the car and its frame.

2. Ensure that the car is permanently lit.

3. Check that the stop switch at the car roof works properly.

4. The distance between the car door and the landing door must not exceed 20 millimetres, except for simultaneous automatic doors,

where it can be up to 30 millimetres.

5. Make sure that the car and landing doors have toe guards.

6. Check that the lift does not start if the car door is open and that, once started, it stops when the door opens, except in the case of

automatic doors with stop levelling device, where the levelling may take place while the door is opening.

7. Check that the car door opens freely and that it is sensitive to obstacles.

8. Check the car door contact closing.



Lift SCM 02


9. Ensure that the panels slide correctly and check the state of the guide shoes. If they are worn, replace them.

10. Check that there is a load plate inside the car.

11. Make sure that the landing and car pushbuttons (floor selection, open doors) work correctly.

12. Check the correct operation of the two-way communication device (car - outside).

5.11 Counterweight

5.11.1 Checks and Tests on the Counterweight

1. Check the state of the counterweight frame, especially the nuts, locknuts, guide shoe supports, etc.

2. Check the rope clamps, nuts, locknuts and safety pins of the rope sockets or tighteners.

5.12 Guide Shoes

1. Guide shoes should be replaced one by one, not simultaneously.

2. When removing the old guide shoes, be careful not to move the frame too much, so that the new ones can be introduced easily.

5.13 Safety Gear

5.13.1 Checks and Tests on the Safety Gear

1. Check the condition of the wedge boxes and ensure there are no strange elements inside.

2. Check that the safety gear or wedge box are free of corrosion (see the installation and assembly dossier of wedge boxes).

5.14 Batteries

1. Check the good condition of the batteries and emergency batteries of the installation and make sure they have enough electric charge.

5.15 Load Weighing Device

5.15.1 Checks and Tests on the Load Weighing Device (see the installation dossier of the load weighing device).

5.16 Safety Electric Circuits (see the dossier for preassembled electrical installations).

5.16.1 Checks and Tests on the Safety Electric Circuits

1. Check that the ground wires that join the door frames, locks, motor casing and controller box are in good condition and are connected

to the earth or to metal guides.

2. Check that a grounding of the safety circuit conductors causes the lift to stop.

3. Check the good working order of all safety devices. Make sure that they cause the lift to stop completely.

4. If any, ensure that the electric rescue systems work properly.

5. If necessary, check currents and voltages.

5.17 Signalling and Control Units (see the dossier for preassembled electrical installations).

5.17.1 Checks and Tests on the Signalling or Control Units Affecting Safety

1. In the case of closed shafts with blind, non-automatic landing doors, there should be a light to indicate that the car is on the

other side of the door. Make sure that this light works at every floor.

2. Check that the delay works, so that priority is given to calls from inside the car over calls from the floors.

3. The final safety stop at the end of the travel should be caused by final limit switches other than those causing the normal

stop at the upper and lower floors. Ensure that they work properly and that the car fits in the guides in such a way that its

movement is not hindered. Check the car is properly levelled at all floors, both empty and with full load.

4. Check the condition of relays and contactors, and how they react if a phase fails or if phases are reversed.

5. Should the control unit have a fault storage device, check the last faults registered.





MP SPAIN

HEAD OFFICES

Pabellón MP

C/ Leonardo Da Vinci, TA 13

Isla de la Cartuja - 41092 Sevilla

Tel. + 34.954.63.05.62

Fax. +34 954 65.79.55

e-mail: [email protected]

Contact: Sr. Antonio García de Alvear

BRANCH OFFICES IN SPAIN

MP BARCELONA

Contact : Sr . Daniel Rodriguez

e - mail : [email protected]

Tel. : + 34 93 7317333

Fax : + 34 93 7310838

Address : Pol. Can Parellada, c\ Colón

485, nave 10 / 08228 Les Fonts

de Terrassa . Barcelona

AFFILIATED COMPANIES

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e - mail : mp.austr [email protected]

Tel. : + 43 - 2236 - 865626

Fax : + 43 - 2236 - 86562620

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2351 Wiener Neudorf, Austria

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e - mail :

Tel. : + 351 1 4843078

Fax : + 351 1 4843087

Address : Bairro 16 Novembro, lote 50 1ª sq

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FACTORIES IN SEVILLE

ELECTRONIC and MECHANIC

Pol. Ind. Navisa, C/E

41006 SevillaTel. +34.954 93 28 40

Fax. +34.954 92 58 32

MP BILBAO

Contact : Sr. Octavio Pérez


Tel. : + 34 94 6313585Fax : + 34 94 6313529

Address : Pol. San Lorenzo, Pabellón 5

48390 Bedía Vizcaya

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Contact : Sr. Pavel Dvorsky


Tel. : + 420 2 6721 9303Fax : + 420 2 7175 0659

Address : Pražská 18 102 00 Praha 10

República Checa

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Contact : Sr. Gary Giltbertson


Tel. : + 44 0 2084660810Fax : + 44 0 2084660737

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The Avenue Bromley

Kent BR 1 2BS

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Tel. : + 34 91 3294943

Fax : + 34 91 3293719

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c\ Gumersindo Llorente nº 62

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Tel. : + 49 30 6606100

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Alemania

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Contact : Sr. Abraham Lera


Tel. : + 54 11 43011283

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Address : San Anto nio, 1111/15/19

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Aires, Argentina

DOORS

Pol. Ind. Alcalá 10

Ctra. Sevilla - Málaga km 6,3

41500 Alcalá de Guadaira

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Fax. +34.955 63 16 19

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Socorro Sao Paulo, SP - Brasil

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Autovía de Logroño km 13,4 - naves 14 - 20

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Fax. +34. 976 78 81 53

e-mail: [email protected]

Contact: Sr. Santiago Royo

MP GREECE

Contact : Sr. J. Antonio R. Toquero


Tel. : + 30 1 2840155

Fax : + 30 1 2845183

Address : 461, Irakliou Ave.

14122 N. Irakliou, Atenas

Grecia

MP CHILE

Contact : Sr. Patricio Mora


Tel. : + 56 2 3611982 / 83

Fax : + 56 2 3611984

Address : Edificio Puerto 1 Local 3

San Francisco 251

Santiago (Centro) - Chile

ESPECIAL LIFT

Pol. Malpica Alfindén, C/H, nº 21 - 23

50171 La Puebla de Alfindén - Zaragoza

Tel. +34.976 10 77 60Fax. +34.976 10 71 24

MP ITALY

Contact : Sr. Alberto Sordi


Tel. : + 39 039 792100+ 39 039 792154

Fax : + 39 039 791912

Address : Via Lodi 1 Muggio, Milan, Italia

MP CHINA

Contact : Sr. Shan Yue


Tel. : + 8610 65915851Fax : + 8610 65915852

Address : N.1003, The Gateway Building

10, Yabao Road, Chaoyang

District 100020 Beijing - China

MP HOLLAND

Contact : Sr. Rowan Lebbink


Tel. : + 31 227 600 400

Fax : + 31 227 600 090

Address : De Stek 8b

1771 SP WIERINGERWERF

Holanda

MP THAILAND

Contact : Sr. Eric Tanguy


Tel. : + 66 2 6530805 - 6

Fax : + 66 2 6530807

Address : Suite 1912, level 19, 140 One

Pacific Place Bldg., Sukhumvit

Road . Klongtoey 10110

Bangkok - Tailandia

MP POLAND

Contact : Sr. Wieslaw Mielcarski


Tel. : + 48 61 8475611

Fax : + 48 61 8478249

Address : 60 - 536 Poznan ul.

Koscielna 19

Polonia

MP TURKIA

Contact : Sr. Patricio Mora


Tel. : + 56 2 3611982 / 83

Fax : + 56 2 3611984

Address : Edificio Puerto 1 Local 3

San Francisco 251

Santiago (Centro) - Chile

MP PORTUGAL (OPORTO)

Contact : Sr. José Guerra


Tel. : + 351 2 7117971

Fax : + 351 2 7120949

Address : Rua das Lasge, 166

Z. Ind. San Caetano, Valadares

Oporto - Portugal

MP SOUTH AFRICA

Contact : Sr. Tony Barbosa

e - mail :

Tel. : + 271 2 3253234

Fax : + 271 2 3256266

Address : 28 Visagie Street, Guaranty House

2ª planta, Pretoria Central -

República Sudafrica

MP AUSTRALIA

Contact : Sr. Mark Barter


Tel. : + 612 99600016Fax : + 612 99393247

Address : Going up lifts.Pty Limited 17,

level 1 Bridgepoint, Brady Street

Mosman, 2088 Sidney - New

South Wales, Aust ralia



Technical dossier

v2.02, NOV. 02Installation - Assembly - Commissioning

Use - Maintenance - RepairEnglish / RMA4SCMUk

Mechanicalrescue system

LRM-101/A4(for SCM-02 and SCM-07)



TECHNICAL DOSSIER

Mechanical rescue system A4 for SCM

v2.02, NOV. 02 Pag . 2 /10 RMA4SCMUk

INDEX

0. SAFETY MEASURES

1. COMPONENTS DESCRIPTION

2. RESCUE SYSTEM INSTALLATION

3. RESCUE SYSTEM ADJUSTMENT

4. RESCUE SYSTEM MAINTENANCE

5. SYSTEM FEATURES AND USE MANUAL: Passenger Rescue Operation



TECHNICAL DOSSIER



Obligatory protection

of the head

Obligatory protection

of handsObligatory protection

of feet

0. SAFETY MEASURES

ASSEMBLY MUST BE PERFORMED BY TWO OPERATORS

EXECUTE ALL OPERATIONS OF THIS DOSSIER WITH THE CAR ABOVE, FROM THE CAR ROOF AND

WITH THE COUNTERWEIGHT NEXT TO THE BUFFERS..

DO NOT LOAD THE CAR EXCESSIVELY DURING THE INSTALLATION PROCESS

AND SYSTEM ADJUSTMENT.



TECHNICAL DOSSIER



1. COMPONENTS DESCRIPTION:

The mechanical rescue system A4 for SASSI LEO MACHINE is composed of the

following parts:

A) MACHINE SUB-ASSEMBLY

It is the four-column part. It is placed on the machine, once the rescue pinion, the

machine safety contact and the encoder are installed on its support.

B) CABINET SUB-ASSEMBLY

It is the component fixed to the upper compartment of the electric cabinet using

four screws.

C) FLEXIBLE ROPE + SHEATH

It connects the Machine Sub-assembly to the Cabinet Sub-assembly. It transmits

the turning torque from the controller to the machine.

D) METAL BRAKE FLEXIBLE CABLE

It connects the Machine Sub-assembly to the Cabinet Sub-assembly.

Used to release the brake and operate on the clutch at the same time.



TECHNICAL DOSSIER



NOTE: Fix the hoops in order to lift the

machine, under the columns of a lower length.

2. RESCUE SYSTEM INSTALLATION

2.0) PREREQUISITE: The rescue pinion, the encoder and the safety

contact (supplied together with the machine) should be correctlyassembled on its support.

See Pre-assembled Electrical Installation Dossier.

2.1) INTRODUCE the Cabinet Sub-

assembly from the inside part of

the shaft and fix using four side

screws.

2.2) ASSEMBLE the Machine Sub-assembly on the machine, and fix through the threaded columns in the housings of the blue screws of the

machine body.

NOTE: Loose the nuts of union between the sheet of the rescue and the columns, and tighten them after ensuring that the

square shaft slides and enters correctly in the rescue piñón of rescue.



TECHNICAL DOSSIER



Fix the square piece supplied to the brake bar

of the machine, as shown in the picture. –>

NOTE: CHECK that the machine brake

opens when pushing the lever

DOWNWARDS. Otherwise, please contact

MP After-Sales Department

(To receive instructions on how to

change the tripping direction).

<– 2.3) CONNECT the horizontal lever of the Cabinet sub-assembly and the Machine Sub-assembly

levers to the metal brake flexible cable. The plastic sheath of the brake flexible cable is installed

between the rear part of the cabinet and the Z-piece of the Machine Sub-assembly. The set-pin is

fixed at the end of the brake flexible cable on the machine side.

2.4) CONNECT both sub-assemblies to the metal flexible shaft and its

sheath, inserting the square ends into the pinions..

(In the extreme of machine: In the “right hand” setting, the cable is connected in the

opposite side to the brake, and in the "left hand” setting, in the same side; the Machine

Sub-assembly already comes assembled from factory according to the adequate

setting)



TECHNICAL DOSSIER



NOTE:

For a better operation of the flexible shaft, fix it, by means of the plastic band supplied, to

the angular piece of the machine bedframe

3) RESCUE SYSTEM ADJUSTMENT

3.1) THE CABINET

Adjust the position of the support plate of the wheel in relation to the wheel extension piece bushing. To do that, move the wheel while

tightening screws and nuts and check the movement.

3.2) THE MACHINE

Adjust the position of the Machine Sub-assembly plate (relieving and tightening columns) so that the square shaft placed in the

rescue pinion moves freely.

Adjust the levers:

a) Place the machine trigger lever at 108 mm, between the brake flexible cable set-pin base and the brake flexible cable Z-support. See

figure (NOTE: brake flexible cable Z- support should not be in contact with the machine, as to avoid vibrations).

b) Self-locking nut of the threaded rod triggering the brake bar on the machine should be fixed at 5 mm of its actuation point. See figure.



TECHNICAL DOSSIER



c) Using the upper threaded rod nuts, place the pinion trigger lever (upper lever), in such a way

that the notched wheel of the pinion (Z=23) is 3 mm from the gear integral to the machine

(Z=62).

Adjust the position of the machine contact on its support in height and depth (using the thread), in such a way that the pinion operates on

the contact when moving downwards:



TECHNICAL DOSSIER



4) RESCUE SYSTEM MAINTENANCE

During the periodic revisions of the lift:

- Check the wheel moves easily.

- Check the brake flexible cable is correctly tightened.

- Ensure that dimensions and distances are respected regarding point 3, especially after executing a passenger rescue operation.

- Ensure that all the system springs are in good condition.

5) SYSTEM FEATURES AND USE MANUAL: Passenger Rescue Operation

The mechanical rescue system of the SCM-02 lift is capable of moving the car manually (using the wheel placed in the controller) in both

directions, regardless of the load: Bidirectional System.

(Provided that load does not exceed 125% of the rated load)

In case of compensated load (car load equal to half the rated load) the force necessary to move the car in any direction will be similar.

When the load in the lift is unbalanced, it will be easier to move the wheel in any direction. It is recommended to execute the rescue

operation, moving the car in the most favourable direction (should that be possible), since too much effort will not be necessary and

the time employed will be reduced.

WARNING: In some cases, it may not be necessary to make an effort on the wheel to move the car; hold the wheel and release slowly, as

to prevent the car overspeed.

The system operates as follows: When pushing the wheel, the lever system of the Machine Sub-assembly operates and makes the rescue

pinion to descend, opening the machine safety contact, and then, another lever of the mechanism opens the brake.

From that moment, you control the car movement through the wheel.

If you release the wheel, the system springs (in the cabinet, Machine Sub-assembly, pinion and the machine brake itself) make the system

go back to its initial position.

NOTES:

1) When pushing the wheel, if you observe it is difficult to take it to the end, the rescue pinion may not be lowering, possibly because its teeth

interfere with that of the machine notched wheel. In this case, move the wheel slightly in both directions, while pushing it.

2) Due to the regenerative forces between the pinion and the machine notched wheel, they may be geared momentarily, even though the

brake is released. If you move the wheel slightly once it is completely out, the pinion goes back to its original position. It is convenient to

grease the rescue pinion of the machine.



TECHNICAL DOSSIER



PROCEDURE FOR A PASSENGERS RESCUE OPERATION:

1. Contact the lift technician. SAFETY DEVICES should always remain ACTIVE.

2. TURN OFF THE MAIN SWITCH OF THE LIFT in the upper compartment of the electric cabinet, next to the lift door on the last floor.

3. CHECK TO SEE THE POSITION OF THE CAR. TRY TO CALM TRAPPED PASSENGERS DOWN and inform them that the rescue

operation is going to take place and the car will move. Tell them no to try to open the doors or leave the car until they are told to

do so safely.

4. CHECK THAT ALL LANDING DOORS ARE CLOSED AND BLOCKED AND CAR DOORS ARE CLOSED. Put up

an “OUT OF ORDER” sign at each entrance.

5. LOCATE THE WHEEL WHICH IS UNASSEMBLED INSIDE THE CABINET AND SCREW.

6. RELEASE THE MACHINE BRAKE, PUSHING THE LEVER VERY SLOWLY and move it to turn the pulley manually.

WARNING: It may be necessary to turn the wheel slightly in both directions, while pushed, so that the

system completely gears. The wheel should be pushed to the end.

WARNING :

The car may go up or down by itself; in the event of car overspeed,take the wheel out

immediately. If the car is blocked by the safety gear operation, or if it does not move,

contact a qualified technician.

7. RELEASE THE BRAKE ONCE THE POSITION IS REACHED. THE CAR SHOULD REMAIN WITHIN THEINTERLOCK AREA; the level LED, installed in the upper compartment, lights up when the car is at floor level.

When releasing the brake, once the position is reached, move the wheel in both directions and make sure it does turn freely.

8. UNLOCK AND OPEN LANDING DOORS USING THE EMERGENCY KEY to free the passengers. (Only trained staff familiar with

the rescue procedure are authorised to use this key).

8.1 LOCATE THE DOOR RELEASE TRIANGLE AT THE DOOR FRAME. All doors have a door release triangle. In the case of MACPUARSA

doors, it is located at the door lintel.

8.2 INSERT THE KEY INTO THE TRIANGLE, to engage the mechanism. TURN THE KEY IN THE APPROPRIATE DIRECTION TO RELEASE

THE DOOR and OPEN THE DOOR by pressing the door edge manually.

8.3 Once the landing door is open, THE CAR DOOR IS NO LONGER BLOCKED and it can be opened manually without the key.

WARNING:

If the car is not exactly at floor level, pay special attention to protect the passengers when leaving the car.

9. Once the passengers are out, make sure that ALL DOORS ARE CLOSED AND CORRECTLY BLOCKED. LEAVE ALL DEVICES AND RESCUE

SYSTEM OPERATIONS BACK TO THEIR INITIAL POSITION.

10. WARN THE TECHNICAL DEPARTMENT so that the lift is checked before it is restarted .

WARNING: The lift should not have power supply until the assistance of the technical department.

C



PRODUCT TECHNICAL SPECIFICATIONS

PLATE TWO-PANEL CENTRAL-OPENING 3VF REVECO II OPERATOR

V0.00,ENE.04 FTORIIC23VFUK 1 / 5

GENERAL DESCRIPTION

2-panel central-opening car door operator, supplied with 230 Vac single-phase voltage. It is controlled by an electronic system enabling speed

regulation through 3VF frequency variation/voltage variation. Reading of door speed, position and direction of movement is carried out throughdouble pulse encoder, integrated with the electronic circuit. There are no positioning microswitches.

Views of the operator

Noteworthy innovations:

• Considerable reduction in operator noise level.

• Elimination of vibrations and electrical noises thanks to the new VVVF control.• Adjustment of braking ramps and sensitivity by potentiometers.

• Wide door thrust and energy range adjustment.

• Infra-red communication using IRDA port.

• Greater operational robustness (supports anomalous situations in extreme operating conditions in temperatures up to 85º and voltages up to260 V AC).

• Complies with future standards for electromagnetic compatibility for the lift sector (prEN 12015:2001 and prEN 12016:2001).

• Temperature detecting device to protect the motor from overheating.






2

2 1 5 6

5

~

~

TWO-PANEL CENTRAL-OPENING 3VF REVECO II AUTOMATIC CAR DOOR

DIMENSIONS (mm) :

Model

OR2C2XXXVersion

XXX

ClearEntrance

Plate Guide Motor Dim.

A (1)

B

POSITIONS FOR FIXING

SET SQUARES(2)

DOOR WEIGHT (Kg) PACKINGDimensions

(mm)

(3)F1 F2 F3 PANELS SILL Operator

+ PanelsStandard

(e=1 mm)

+PanelsOptional

(e=1.2 mm)

070 700 1310 1410 78 1460 48 560 700 850 380 1425 35 59 62 1430x370x610

080 800 1450 1610 78 1660 59 660 800 950 430 1625 39 65 68 1800x370x610

090 900 1600 1810 78 1860 74 760 900 1050 480 1825 42 75 79 2300x370x610

100 1000 1700 2010 78 2060 74 860 1000 1150 530 2025 43 78 82 2300x370x610

(1) Dimension A is the distance between the ends of both sides (guide ends or open car panels, depending on the case).(2) Values in shaded boxes correspond to the position of set squares, which is pre-defined at the factory.(3) Packing dimensions (length x width x height). Packed product weight: add 4 kg to the operator weight.

GUIDE

PLATE

PANEL

B

SILL

S T A N D A R D P

A N E L H E I G H

T

2 0 1 0

PLATE

CAR DOOR

CLEAR ENTRANCE

LANDING DOOR

DIMENSION A

S T A N D A R D

C A R

H E I G H T

2 2 0 0

Installation of the operator on the car roof:

1. Horizontal regulation:• The green alignment point must be centred with car jamb and with the

door suspension green point (Landing door).• Keep a 5 mm distance between panels, and between panels and car

jamb with the door open. In MP cars install the operator at a distanceof 2 mm, from the car roof rim.S In cars not manufactured by MP, the distance of 2 mm must be

modified in relation with car door jamb width.

2. Vertical regulation:• The operator is supplied already adjusted for standard MP cars, with an

operator fastening height of 2200 mm, maintaining the distance of 2156±5 mm between the green alignment point of the operator and thetop of the door track.S In cars with a standard door height of 2010 and other fastening

heights different to 2200, adjust the height of the operator brackets,to maintain the distance of 2156±5 mm.

S In cars with door heights over 2010, increase the distance of 2156depending on the increase in door height.

NOTE: RESPECT THE LINTEL DIMENSIONS AS TO AVOID INTERFERENCESIN THE OPERATOR.• In cars not manufactured by MP, it is necessary to keep the relation

between the operator fixation height (2200 mm, in standard MP car)

and lintel maximum measures (2160 mm height, and 21 mm wide inthe 115 mm upper side), also the relation between the jamb width (37mm in MP cars) and the distance from the car roof rim (2 mm).

C L E A R

E N T R A N C E

H E I G H T

2 0 0 0 T

O T A L H E I G H T

2 4 6 0

Fixing distances fromoperator to car roof

GREEN ALIGNMENTPOINT OF THEOPERATOR

GREEN ALIGNMENT

POINT AXIS

LINTEL

CAR JAMB






1 0 5 - C H 2

1 0 6 - C H 2

1 0 5 - C R 2

1 0 6 - C R 2

2 2 3 - C R 3

0 V p - C R 3

2 2 1 - C R 3

2 2 2 - C R 3

P A P 2 - C R 2

2 2 3 - C R 3

0 V p - C C 3

2 2 1 - C C 3

2 2 2 - C C 3

P A P

+ 2 4 V d c

2 - C C 2

C2V2V1 C1

(**)

OB2

( F O T )

OBX

2 - C R 2

C4C3

F2

N.O.N.C.

(*)

V1 V2

P12

C1 C2

F1

OBXOB2 C4C3

P5

U V

W

TO1

TO2

P2

M3

230 V

MOTOR

W

UV

T01

T02

(*)

Group of

Leds

Infrared

receiver

Electric connection scheme:

OPENING AND CLOSING OPERATING MODE

MODE Connections:C1,C2

Connections:C3,C4

MODE:

A(1)

CAM SIGNAL:

OPEN DOOR .............................. (C1-C2)= 0 Vac/VdcCLOSE DOOR ............................ (C1-C2)= 48 ÷ 220 Vac/Vdc

ADDITIONAL SIGN :

LOW CLOSING SPEED = 48 ÷220 Vac / Vdc.(NO DETECTION OF OBSTACLE)

MODE:B(2)

OPEN DOOR....................... (C1,C2)= 0 Vac / Vdc........ and (C3,C4)= 48 ÷ 220 Vac / Vdc

CLOSE DOOR..................... (C1,C2)= 48 ÷ 220 Vac / Vdc ....... and (C3,C4)= 0 Vac / VdcLOW CLOSING SPEED......... (C1,C2)= 48 ÷ 220 Vac / Vdc........ and (C3,C4)= 48 ÷ 220 Vac / Vdc

NO MOVEMENT OF DOOR.... (C1,C2)= 0 Vac / Vdc........ and (C3,C4)= 0 Vac/Vdc

C RESERVED

D RESERVED

NOTES: (1) FACTORY-DEFINED OPERATING MODE (2) FACTORY OPERATING MODE WHEN MP ELECTRICAL INSTALLATION IS MBII

(3) FOR CHANGING THE OPERATING MODE USE TERMINAL PDA (INFRARED)

G R E E N - Y E L L O

W

G R E E N

G R E E N

O R A N G E

B L A C K

B R O W N

B R O W N

R E D

B L U E

GENERAL ELECTRICAL INSTALLATION

T01,T02 (White wires): PROTECTION THERMO-SWITCH(NC)

SWITCH

BOX INTERNAL SIDE

DOOR SAFETY SERIESCONTACT CONNECTION(TO CONTROL UNIT)

MP ELECTRICAL INSTALLATION

SCC: CONNECTOR FOR SAFETY CONTACT (door series)

MP INSPECTION BOX

SWITCHCONNECTION

SCC

MP CONTROL UNIT

V1-V2: SUPPLY

230 Vac ± 10%

OB2- OBX: DOOR OPENING CONTACTS 30Vdc,4 A/250 Vac, 2 A

C1-C2 AND C3-C4: OPEN/CLOSE SIGNAL, ACCORDINGTO OPERATING MODE TABLE: A,B,......

(*) C3 AND C4 ONLY WILL BE WIRED UP WHENOPERATING LIKE MODE: B

(**) INSERT CONTACTS GIVING DOOR OPENINGCOMMAND (example: photocell)

MODEL OF DOOR MOTOR PHASES

T2H/T3H (RIGHT)U= GREYV= BROWN

W= BLACK

T2H/T3H (LEFT)

C2H/C4H

U= BROWNV= GREYW= BLACK

FUSES(F1,F2) 2A

LED No. 1

SERIAL PORT FOR FIRMWARE PROGRAMMING

LED No.1CONFIGURATION OF MODE “ PRESENCE OF OBSTACLE” RELAY (NC/NO)

Bank of

microswitchesPotentiometers






POTENCIÓMETROS / POTENCIOMETER2ON: PUERTA DE RELLANO SEMIAUTOMÁTICA / SEMI-AUTOMATIC LANDING DOOR

OFF: PUERTA DE RELLANO AUTOMÁTICA / AUTOMATIC LANDING DOOR

LECTOR INFRARROJOS

INFRA-RED RECEIVER

ON: VELOCIDAD CIERRE LENTA / SLOW CLOSING SPEED

OFF: VELOCIDAD CIERRE RÁPIDA / FAST CLOSING SPEED

ON: VELOCIDAD APERTURA LENTA / SLOW OPENING SPEED

OFF: VELOCIDAD APERTURA RÁPIDA / FAST OPENING SPEED

ON: PROGRAMACIÓN FIRMWARE /

FIRMWARE PROGRAMMINGOFF: OPERACIÓN NORMAL / NORMAL OPERATION8

T2H

T3H

C4HC2H

MODELO DE PUERTA

TYPE OF DOOR

7

4

3

BANCO DE LEDS

BANK OF LEDS

ESCALA REGULACIÓN POTENCIÓMETROS

POTENCIOMETER ADJUSTING SCALE

¡

1

5 6

32

_

54

ON / HIGH VOLTAGE

6

+

7 BANCO DE MICROINTERRUPTORES

BANK OF MICROSWITCHES

FRENADA EN CIERRE

BRAKING IN CLOSING

FRENADA EN APERTURA

BRAKING IN OPENNIG

(IrDA)

SENSIBILIDAD

SENSITIVITY

4

0

+

1 _

7

8

4

5

32

6

BAJA / L OW

ALTA / HIGH

0_1

8

7+

2

3

4

5

6

RÁPIDA / FAST

PROGRESIVA

PROGRESSIVE

01 _

8

7+

4

3

2

5

6

RÁPIDA / FAST

PROGRESIVA

PROGRESSIVE

ON

OFF

ASCENSORES

65421 3 7 8

OPERADOR 3VF REVECO-II / 3VF REVECO-II OPERATORMICROINTERRUPTORES / MICROSWITCHES

ON: PROCESO LECTURA TAMAÑO PUERTA / DOOR SIZE READING PROCESS

OFF: OPERACIÓN NORMAL / NORMAL OPERATION1

ON: RESTAURAR PARÁMETROS DE

FÁBRICA / FACTORY SETTING

OFF: OPERACIÓN NORMAL /

NORMAL OPERATION

CONFIGURATION POSSIBILITIES: (Clear entrance, type of landing door, opening and closing speed, sensitivity to obstacles).Adhesive label for the identification of the operator controls and display of controls:

Representative Speed-Time graph of the operator Reveco II Parametrization of opening/closing curves

(Eg.: Configuration of fast speed in opening and closing;

and potentiometers in position 6)

DISPLAY OF THE INFORMATION PROVIDED BY THE EQUIPMENT: (Leds, acoustic signals)

Led 1: On: The equipment is powered (230 Vac, single-phase)/ Off: The equipment is not powered. No residual-internal stress.Led 2: Blinking: Encoder pulse representation.

Led 3: On: Operator reading clear entrance./ Blinking: Door closing at slow speed (no detection of obstacles).Led 4: On: Error, overtemperature in the motor.

Led 5: On: Clear entrance read, not supported./ Blinking: Error in E2PROM reading.

Led 6: On: Error, mains voltage low./ Blinking: Error, mains voltage high.Led 7: On: Error, maximum travel time exceeded in opening or closing./ Blinking: Short circuit in motor output.

Acoustic signals (buzzer):• Clear entrance reading process:During clear entrance reading:...................................... Buzzer blinking each 0.5 sec.

End of clear entrance reading:- Correct (Finish OK): ........ 1 long 3-sec. whistle.

- Incorrect (Finish KO): ...... Buzzer blinking each 0.1 sec.• First movement in normal operation:.......................................................................... 2 sec. of buzzer blinking each 0.1 sec.

• Permanent error: ....................................................................................................... Buzzer on 0.2 sec. and off 10 sec.LLLL Manual operation enabling (PDA):............................................................................Three short acoustic signals.LLLL Manual operation disabling (PDA):........................................................................... Long acoustic signal.

Group of ledsPotentiometers for the analogadjustment of deceleration areas anddoor sensitivity

IRDA device for the configuration of parameters via infrared

Description ofmicroswitches functions

Bank of microswitches

V1: Start-up speed (PDA)V2: Rated speed

(Microswitch 3 or 4 / PDA)V3: Approach speed (PDA)

V4: Stopping speed (PDA)

OPENING

T1: Drive lever curve time: Door release (PDA)

T2: Acceleration curve time (PDA)

T3: Deceleration curve time (PDA)

T4: Stopping curve time (PDA)

PA: End of deceleration in opening (Potentiometer)PC: End of deceleration in closing (Potentiometer)

CLOSING

Maximum opening speed ....0.54 m/s.

Maximum closing speed ........0.34 m/s.

Opening time ..................2.86 s.

Closing time......................4.03 s.

OPENING

CLOSING




PLATE TWO-PANEL SIDE-OPENING 3VF REVECO II OPERATOR


GENERAL FEATURES

• Motor control through electronic system with voltage variation through 3VF frequency variation.

• Reading of door position via double pulse train encoder.• Traditional control interface (connection to control unit); valid for any lift control unit.

• Removal of final limit switches and presence-of-obstacle contacts.• Retiring lever for automatic landing door actuation.

• Door release before opening.• Automatic reading of door size.

• Easy access for the regulation of speeds and sensitivity to obstacles.

• Mechanical elements reduction.• State-of-the-art electronic components, 90% of them being superficially assembled.

• New supporting plate more rigid.• Embossed Polyester Epoxi Paint.

FUNCTIONAL FEATURES

• Frequency inverter (3VF) for the activation of a three-phase motor. Three-phase motor features. Type 125/40 IEC-34 900 rpm, Torque 35 Kgcm, V=230V For I=1,35 A, 50 Hz, IP-20 Class F Isolation. Protecting thermo-

switch (NC).• Supply: 230 Vac ± 10% single-phase; 50/60 Hz.

• Conventional control interface:

• V1-V2: Single-phase power supply 230 Vac ± 10%; 50/60 Hz.

• OB2-OBX: Door opening contacts. Output through voltage-free contact (NC from the factory) 30 Vdc, 4 A; 250 Vac, 2A.• C1-C2 and C3-C4: Open/close signal, according to operating modes table (A, B,.....).S Earth.S SCC: Safety contact (door series).

• Includes a 16-bit Microcontroller with Three-phase PWM implementation hardware for Motor control. The Microcontroller has Flash Technology,

which enables multiple in-circuit recordings.

• Complies with the Community directive on electromagnetic compatibility (CD 89/336/EEC). Includes all the electronics under a single card,regardless of the model of the governing motor. The response against the requirements in force concerning EMC (Electromagnetic Compatibility)

is significantly improved.• Parameter adjustment through microswitches and potentiometers (Analog Adjustment).

Microswitches:• Door size reading: the equipment reads door size and automatically calculates acceleration and deceleration ramps, without setting the

parameters. All the factory-defined adjustment parameters are reestablish.

• Automatic or semi-automatic landing door configuration.• Opening speed (slow or fast).

• Closing speed (slow or fast).• Door model (T2H/C2H/T3H/C4H).

• Firmware programming.Potentiometers:

• Sensitivity to obstacles.

• Braking in opening: regulation of the moment when the door finishes deceleration in opening.• Braking in closing: regulation of the moment when the door finishes deceleration in closing.

• IRDA configuration (Infra-Red Data Acquisition) for parameters reading and re-setting via infrared, through PAD device operating from the landing.• Door size reading, type of operator and type of external door.

• Acceleration and deceleration zones.• Opening (Fast/Slow):

• Speeds in the different periods.

• Times in the curves of the different periods.• Closing (Fast/Slow)

• Speeds in the different periods.• Times in the curves of the different periods.

• Operating mode.• Torque in opening.

• Total lack of noise in the motor when using a switching frequency above the audible range. It operates in closed loop. It has incremental double

pulse train encoder enabling to know the direction of door movement, position and actual speed in real time. This enables removing all traditionalmechanical operation switches (final limit switches, sensitivity microswitches...).

It includes output through relay contact (common and NO or NC) simulating the traditional sensitivity microswitch, enabled upon detection of anobstacle in door closing or photocell cut. It is thus possible to install the operator with any control unit. Sensitivity is adjustable.

• Automatic double fuse protection (independent).• It has a switch to disconnect the equipment supply and to stop doors from moving.

• Includes a bank of leds and a buzzer to inform of the state of the equipment and of possible operating errors. Information supplied:

• State of the equipment supply.• Representation of encoder pulses.

• State of the clear entrance or door size reading process.• Error. Maximum travel time exceeded in opening or closing.

• Error in E2PROM reading.• Error. Overtemperature in the motor.

• Clear entrance reading not supported.

• Error. Mains voltage low and high.• Short circuit in the output motor.

• Permanent error.• Identification of the first movement in normal control unit. (Position reset).

• Identification of the control state of the operator through PDA.• Identification of door closing in slow speed (No detection of obstacles).





V2.00,ENE.04 FTORIIT23VFUK 1 / 5

GENERAL DESCRIPTION

2-panel side-opening car door operator, supplied with 230 Vac single-phase voltage. It is controlled by an electronic system enabling speed regulation

through 3VF frequency variation/voltage variation. Reading of door speed, position and direction of movement is carried out through double pulseencoder, integrated with the electronic circuit. There are no positioning microswitches.

Views of the operator

Noteworthy innovations:

• Considerable reduction in operator noise level.

• Elimination of vibrations and electrical noises thanks to the new VVVF control.• Adjustment of braking ramps and sensitivity by potentiometers.

• Wide door thrust and energy range adjustment.

• Infra-red communication using IRDA port.

• Greater operational robustness (supports anomalous situations in extreme operating conditions in temperatures up to 85º and voltages up to260 V AC).

• Complies with future standards for electromagnetic compatibility for the lift sector (prEN 12015:2001 and prEN 12016:2001).

• Temperature detecting device to protect the motor from overheating.






~

~

TWO-PANEL SIDE-OPENING 3VF REVECO II AUTOMATIC CAR DOOR

DIMENSIONS (mm) :

ModelOR2T2XXX

VersionXXX

ClearEntrance

Plate Motor Dim.A (1)

POSITIONS FOR FIXING SET SQUARES(2)

DOOR WEIGHT (Kg) PACKINGDimensions

(mm)

(4)F1 F2 (3) F3 (3) F4 F5 F6 F7 Panels Sill Operator+ PanelsStandard(e=1 mm)

+PanelsOptional

(e=1.2 mm)

070 700 1120 98 1085 20 175 330 470 651 790 945 380 1075 36 59 62 1200x370x610

075 750 1170 98 1155 20 175 330 450 670 720 840 405 1150 37 61 64 1200x370x610

080 800 1270 98 1235 20 175 330 450 720 821 940 430 1225 39 64 67 1430x370x610

085 850 1320 98 1305 20 175 330 450 745 870 990 455 1300 40 71 74 1430x370x610

090 900 1420 98 1385 20 175 330 470 850 951 1090 480 1375 42 74 77 1800x370x610

100 1000 1570 98 1535 20 175 330 450 870 1000 1120 530 1525 45 79 83 1800x370x610

(1) Dimension A is the distance between the start of the clear entrance and the most outstanding point (the opening end of the operator or open car panels, dependingon the case).

(2) Values in shaded boxes correspond to the position of set squares, which is pre-defined at the factory.(3) Positions of set squares are only valid in the case of special position of the motor and electronic card in the opening side, when necessary in double landing at 90º.(4) Packing dimensions (length x width x height). Packed product weight: add 4 kg to the operator weight.

Car slampost

Greenalignmentpoint

PLATE

PANEL

SILL

S T A N D A R D

P A N E L H E I G H T 2 0 1

0

PLATE

(START OF CLEAR ENTRANCE)

PLATE -98

TRAVEL = CLEAR ENTRANCE +10

PLATE -311

DIMENSION A S T A N D A R D

C A R H E I G

H T 2 2 0 0

Installation of the operator on the car roof:

1. Horizontal regulation:• The green alignment point must be aligned with the car slam post and with the door

suspension green point (Landing door).• Keep a 5 mm distance between panels, and between panels and car jamb with the door

open. In MP cars install the operator at a distance of 17 mm, from the car roof rim.- In cars not manufactured by MP, the distance of 17 mm must be modified in relation withopen door jamb width.

2. Vertical regulation:• The operator is supplied already adjusted for standard MP cars, with an operator fastening

height of 2200 mm, maintain ing the distance of 2156±5 mm between the green alignmentpoint of the operator and the top of the door track.S In cars with a standard door height of 2010 and other fastening heights different to

2200, adjust the height of the operator brackets, to maintain the distance of 2156±5mm.

S In cars with door heights over 2010, increase the distance of 2156 depending on theincrease in door height.

NOTE: RESPECT THE LINTEL DIMENSIONS AS TO AVOID INTERFERENCES IN THE OPERATOR.S In cars not manufactured by MP, it is necessary to keep the relation between the operator

fixation height (2200 mm, in standard MP car) and lintel maximum measures (2160 mmheight, and 21 mm wide in the 115 mm upper side), also the relation between the jambwidth (37 mm in MP cars) and the distance from the car roof rim (17 mm).

C L E A R E N T R A N C E H E I G H T 2 0 0 0

5

Possible special position of motor and electronic card onthe opening side, in cases of double landings at 90º.

T O T A L H E I G H T 2 4 6 0

Fixing distances fromoperator to car roof

Greenalignment point

of the operator

G r e e n a l i g n m e n t p o i n t a x i s

LINTEL

CAR JAMB (DOOR OPEN)






1 0 5 - C H 2

1 0 6 - C H 2

1 0 5 - C R 2

1 0 6 - C R 2

2 2 3 - C R 3

0 V p - C R 3

2 2 1 - C R 3

2 2 2 - C R 3

P A P 2 - C R 2

2 2 3 - C R 3

0 V p - C C 3

2 2 1 - C C 3

2 2 2 - C C 3

P A P

+ 2 4 V d c

2 - C C 2

C2V2V1 C1

(**)

OB2

( F O T )

OBX

2 - C R 2

C4C3

F2

N.O.N.C.

(*)

V1 V2

P12

C1 C2

F1

OBXOB2 C4C3

P5

U V

W

TO1

TO2

P2

M3

230 V

MOTOR

W

UV

T01

T02

(*)

Group of

Leds

Infrared

receiver

Electric connection scheme:

OPENING AND CLOSING OPERATING MODE

MODE Connections:C1,C2

Connections:C3,C4

MODE:

A(1)

CAM SIGNAL:

OPEN DOOR .......................... (C1-C2)= 0 Vac/VdcCLOSE DOOR ........................ (C1-C2)= 48 ÷ 220 Vac/Vdc

ADDITIONAL SIGN :

LOW CLOSING SPEED = 48 ÷220 Vac / Vdc.(NO DETECTION OF OBSTACLE)

MODE:B(2)

OPEN DOOR........................... (C1,C2)= 0 Vac / Vdc.............and (C3,C4)= 48 ÷ 220 Vac / Vdc

CLOSE DOOR......................... (C1,C2)= 48 ÷ 220 Vac / Vdc ............and (C3,C4)= 0 Vac / VdcLOW CLOSING SPEED............. (C1,C2)= 48 ÷ 220 Vac / Vdc.............and (C3,C4)= 48 ÷ 220 Vac / Vdc

NO MOVEMENT OF DOOR........ (C1,C2)= 0 Vac / Vdc.............and (C3,C4)= 0 Vac / Vdc

C RESERVED

D RESERVED

NOTES: (1) FACTORY-DEFINED OPERATING MODE (2) FACTORY OPERATING MODE WHEN MP ELECTRICAL INSTALLATION IS MBII

(3) FOR CHANGING THE OPERATING MODE USE TERMINAL PDA (INFRARED)

G R E E N - Y E L L O

W

O R A N G E

B R O W N

B R O W N

G R E E N

G R E E N

B L A C K

R E D

B L U E

GENERAL ELECTRICAL INSTALLATION

T01,T02 (White wires): PROTECTION THERMO-SWITCH(NC)

SWITCH

BOX INTERNAL SIDE

DOOR SAFETY SERIESCONTACT CONNECTION(TO CONTROL UNIT)

MP ELECTRICAL INSTALLATION

SCC: CONNECTOR FOR SAFETY CONTACT (door series)

MP INSPECTION BOX

SWITCHCONNECTION

SCC

MP CONTROL UNIT

V1-V2: SUPPLY 230 Vac ± 10%

OB2- OBX: DOOR OPENING CONTACTS 30Vdc,4 A/250 Vac, 2 A

C1-C2 y C3-C4: OPEN/CLOSE SIGNAL, ACCORDINGTO OPERATING MODE TABLE: A,B,......

(*) C3 AND C4 ONLY WILL BE WIRED UP WHENOPERATING LIKE MODE: B

(**) INSERT CONTACTS GIVING DOOR OPENINGCOMMAND (example: photocell)

MODEL OF DOOR MOTOR PHASES

T2H/T3H (RIGHT)U= GREYV= BROWNW= BLACK

T2H/T3H (LEFT)C2H/C4H

U= BROWNV= GREYW= BLACK

FUSES(F1,F2) 2A

LED No. 1

SERIAL PORT FOR FIRMWARE PROGRAMMING

LED No.1CONFIGURATION OF MODE “ PRESENCE OF OBSTACLE” RELAY (NC/NO)

Bank of

microswitchesPotentiometers






POTENCIÓMETROS / POTENCIOMETER2ON: PUERTA DE RELLANO SEMIAUTOMÁTICA / SEMI-AUTOMATIC LANDING DOOR

OFF: PUERTA DE RELLANO AUTOMÁTICA / AUTOMATIC LANDING DOOR

LECTOR INFRARROJOS

INFRA-RED RECEIVER

ON: VELOCIDAD CIERRE LENTA / SLOW CLOSING SPEED

OFF: VELOCIDAD CIERRE RÁPIDA / FAST CLOSING SPEED

ON: VELOCIDAD APERTURA LENTA / SLOW OPENING SPEED

OFF: VELOCIDAD APERTURA RÁPIDA / FAST OPENING SPEED

ON: PROGRAMACIÓN FIRMWARE /

FIRMWARE PROGRAMMINGOFF: OPERACIÓN NORMAL / NORMAL OPERATION8

T2HT3H

C4HC2H

MODELO DE PUERTA

TYPE OF DOOR

7

4

3

BANCO DE LEDS

BANK OF LEDS

ESCALA REGULACIÓN POTENCIÓMETROS

POTENCIOMETER ADJUSTING SCALE

¡

1

5 6

32

_

54

ON / HIGH VOLTAGE

6

+

7 BANCO DE MICROINTERRUPTORES

BANK OF MICROSWITCHES

FRENADA EN CIERRE

BRAKING IN CLOSING

FRENADA EN APERTURA

BRAKING IN OPENNIG

(IrDA)

SENSIBILIDAD

SENSITIVITY

4

0

+

1 _

7

8

4

5

32

6

BAJA / LOW

ALTA / HIGH

0_1

8

7+

2

3

4

5

6

RÁPIDA / FAST

PROGRESIVA

PROGRESSIVE

01 _

8

7+

4

3

2

5

6

RÁPIDA / FAST

PROGRESIVA

PROGRESSIVE

ON

OFF

ASCENSORES

65421 3 7 8

OPERADOR 3VF REVECO-II / 3VF REVECO-II OPERATORMICROINTERRUPTORES / MICROSWITCHES

ON: PROCESO LECTURA TAMAÑO PUERTA / DOOR SIZE READING PROCESS

OFF: OPERACIÓN NORMAL / NORMAL OPERATION1

ON: RESTAURAR PARÁMETROS DE

FÁBRICA / FACTORY SETTING

OFF: OPERACIÓN NORMAL /

NORMAL OPERATION

CONFIGURATION POSSIBILITIES: (Clear entrance, type of landing door, opening and closing speed, sensitivity to obstacles).Adhesive label for the identification of the operator controls and display of controls:

Representative Speed-Time graph of the operator Reveco II Parametrization of opening/closing curves

(Eg.: Configuration of fast speed in opening and closing;

and potentiometers in position 6)

DISPLAY OF THE INFORMATION PROVIDED BY THE EQUIPMENT: (Leds, acoustic signals)

Led 1: On: The equipment is powered (230 Vac, single-phase)/ Off: The equipment is not powered. No residual-internal stress.Led 2: Blinking: Encoder pulse representation.

Led 3: On: Operator reading clear entrance./ Blinking: Door closing at slow speed (no detection of obstacles).Led 4: On: Error, overtemperature in the motor.

Led 5: On: Clear entrance read, not supported./ Blinking: Error in E2PROM reading.

Led 6: On: Error, mains voltage low./ Blinking: Error, mains voltage high.Led 7: On: Error, maximum travel time exceeded in opening or closing./ Blinking: Short circuit in motor output.

Acoustic signals (buzzer):• Clear entrance reading process:During clear entrance reading:................................................Buzzer blinking each 0.5 sec.

End of clear entrance reading:- Correct (Finish OK): .................1 long 3-sec. whistle.

- Incorrect (Finish KO): ...............Buzzer blinking each 0.1 sec.• First movement in normal operation:...................................................................................2 sec. of buzzer blinking each 0.1 sec.

• Permanent error: ................................................................................................................Buzzer on 0.2 sec. and off 10 sec.LLLL Manual operation enabling (PDA):................................................................................. ..Three short acoustic signals.LLLL Manual operation disabling (PDA):................................................................................... Long acoustic signal.

Group of ledsPotentiometers for the analogadjustment of deceleration areas anddoor sensitivity

IRDA device for the configuration of parameters via infrared

Description ofmicroswitches functions

Bank of microswitches

V1: Start-up speed (PDA)V2: Rated speed

(Microswitch 3 or 4 / PDA)V3: Approach speed (PDA)

V4: Stopping speed (PDA)

OPENING

T1: Drive lever curve time: Door release (PDA)

T2: Acceleration curve time (PDA)

T3: Deceleration curve time (PDA)

T4: Stopping curve time (PDA)

PA: End of deceleration in opening (Potentiometer)PC: End of deceleration in closing (Potentiometer)

CLOSING

Maximum opening speed ....0.54 m/s.

Maximum closing speed ........0.34 m/s.

Opening time ..................2.86 s.

Closing time......................4.03 s.

OPENING

CLOSING






GENERAL FEATURES

• Motor control through electronic system with voltage variation through 3VF frequency variation.

• Reading of door position via double pulse train encoder.• Traditional control interface (connection to control unit); valid for any lift control unit.

• Removal of final limit switches and presence-of-obstacle contacts.• Retiring lever for automatic landing door actuation.

• Door release before opening.• Automatic reading of door size.

• Easy access for the regulation of speeds and sensitivity to obstacles.

• Mechanical elements reduction.• State-of-the-art electronic components, 90% of them being superficially assembled.

• New supporting plate more rigid.• Embossed Polyester Epoxi Paint.

FUNCTIONAL FEATURES

• Frequency inverter (3VF) for the activation of a three-phase motor. Three-phase motor features. Type 125/40 IEC-34 900 rpm, Torque 35 Kgcm, V=230V For I=1,35 A, 50 Hz, IP-20 Class F Isolation. Protecting thermo-

switch (NC).• Supply: 230 Vac ± 10% single-phase; 50/60 Hz.

• Conventional control interface:

• V1-V2: Single-phase power supply 230 Vac ± 10%; 50/60 Hz.

• OB2-OBX: Door opening contacts. Output through voltage-free contact (NC from the factory) 30 Vdc, 4 A; 250 Vac, 2A.• C1-C2 and C3-C4: Open/close signal, according to operating modes table (A, B,.....).S Earth.S SCC: Safety contact (door series).

• Includes a 16-bit Microcontroller with Three-phase PWM implementation hardware for Motor control. The Microcontroller has Flash Technology,

which enables multiple in-circuit recordings.

• Complies with the Community directive on electromagnetic compatibility (CD 89/336/EEC). Includes all the electronics under a single card,regardless of the model of the governing motor. The response against the requirements in force concerning EMC (Electromagnetic Compatibility)

is significantly improved.• Parameter adjustment through microswitches and potentiometers (Analog Adjustment).

Microswitches:• Door size reading: the equipment reads door size and automatically calculates acceleration and deceleration ramps, without setting the

parameters. All the factory-defined adjustment parameters are reestablish.

• Automatic or semi-automatic landing door configuration.• Opening speed (slow or fast).

• Closing speed (slow or fast).• Door model (T2H/C2H/T3H/C4H).

• Firmware programming.Potentiometers:

• Sensitivity to obstacles.

• Braking in opening: regulation of the moment when the door finishes deceleration in opening.• Braking in closing: regulation of the moment when the door finishes deceleration in closing.

• IRDA configuration (Infra-Red Data Acquisition) for parameters reading and re-setting via infrared, through PAD device operating from the landing.• Door size reading, type of operator and type of external door.

• Acceleration and deceleration zones.• Opening (Fast/Slow):

• Speeds in the different periods.

• Times in the curves of the different periods.• Closing (Fast/Slow)

• Speeds in the different periods.• Times in the curves of the different periods.

• Operating mode.• Torque in opening.

• Total lack of noise in the motor when using a switching frequency above the audible range. It operates in closed loop. It has incremental double

pulse train encoder enabling to know the direction of door movement, position and actual speed in real time. This enables removing all traditionalmechanical operation switches (final limit switches, sensitivity microswitches...).

It includes output through relay contact (common and NO or NC) simulating the traditional sensitivity microswitch, enabled upon detection of anobstacle in door closing or photocell cut. It is thus possible to install the operator with any control unit. Sensitivity is adjustable.

• Automatic double fuse protection (independent).• It has a switch to disconnect the equipment supply and to stop doors from moving.

• Includes a bank of leds and a buzzer to inform of the state of the equipment and of possible operating errors. Information supplied:

• State of the equipment supply.• Representation of encoder pulses.

• State of the clear entrance or door size reading process.• Error. Maximum travel time exceeded in opening or closing.

• Error in E2PROM reading.• Error. Overtemperature in the motor.

• Clear entrance reading not supported.

• Error. Mains voltage low and high.• Short circuit in the output motor.

• Permanent error.• Identification of the first movement in normal control unit. (Position reset).

• Identification of the control state of the operator through PDA.• Identification of door closing in slow speed (No detection of obstacles).



Technical Dossier

v1.31, MAR.03 I nstal lation • Assembly • Commissioni ng

Use • Maintenance • Repair English / MIEPSCMUK

Pre-Assembled

Electrical Installation

For Machineroomless

Lifts SCM



TECHNICAL DOSSIER

PRE-ASSEMBLED ELECTRICAL INSTALLATION FOR MACHINEROOMLESS LIFTS SCM

V1.31,MAR.03 1 / 23 MIEPSCMUK

CONTENTS

1. GENERAL FEATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2. INSTALLATION REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3. ELECTRIC CABINET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.1. Cabinet location and dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.2. Cabinet components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.3. Cabinet assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

4. ELECTRICAL INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.1. Electrical installation general scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.2. Control panel general scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

4.2.1. Identified wire connections in control panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84.3. Electrical protections scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94.4. SCM electrical installation special elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

4.4.1. Installation general lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.4.2. Machine gear contact. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114.4.3. Car-to-guides interlock contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124.4.4. Speed governor remote control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.4.5. VK-2P load weighing device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144.4.6. Encoder connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154.4.7. Machine supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.4.8. Shaft installation layout and wiring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

5. OPTIONAL EQUIPMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.1. Emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.2. Terminal box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

5.2.1. Without emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195.2.2. With emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

5.3. Cabinet elevation system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

ANNEX I. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

ANNEX II. DIFFERENCES BETWEEN VERSIONS 1.21, JUN.02 AND 1.31, MAR.03. . . . . . . . . . . . . . . . . . . . . . . . . 23



TECHNICAL DOSSIER



RATED LOAD # 600Kg # 1000Kg

POWER 10CV 15CV

AVAILABLE VOLTAGES 400V 230V 400V

OUTSIDE SUPPLY CROSS-SECTION

(3 ONE-WIRE ROPESUNDER TUBE)

6mm2 10mm2 10mm2

EXTERNALTHERMOMAGNETIC

PROTECTION

25A 32A 32A

8 5 0

2 2 6 0

1 4 1 0

1 8 0

385

1. GENERAL FEATURES

This product is designed for installations with the following features:

• Operation: electric traction drive.• Location: interior.• Machine situation: clear overhead.• Control unit cabinet situation: next to landing door,

at last floor• Emergency operation: manual.• No. of lifts: 1, 2.• Rated speed: 1 m/s.• Rated load: According to table.• No. of floors: 2 to 16• Landing: simple and double.• Control unit: MicroBASIC with 3VFMAC inverter.• Power supply:

Voltage: According to table.Mains frequency: 50 Hz

• Power: According to table.

2. INSTALLATION REQUIREMENTS

• Supply: on the last floor, for connection in the cabinet upper part.Features: cable cross-section and thermomagnetic protection according to table above.

• Rest of requirements, as in conventional installations.

Since MicroBASIC circuit board is the control unit used for this installation, only modifications in relation to ourconventional product are indicated below. The rest of the information coincides with that gathered in the MicroBASICPre-assembled Electrical Installation dossier.

3. ELECTRIC CABINET

3.1. Cabinet location and dimensions

The cabinet should be installed on the last floor, next to the door frame, so thatit becomes a part of it. The cabinet should be located at the side of the machineand the opening hand will correspond to the side of door where the cabinet islocated. If the cabinet is installed at the right side of door, it will be a right-handdoor and vice versa.

General dimensions of the cabinet are shown in the figure.

3.2. Cabinet components

There are two clearly differentiated parts in this cabinet, each of them having anindependent door.

- Upper Compartment :The installation electrical protections panel is located in this compartment, as

well as all the electric elements which, in a conventional installation, are usuallyinstalled in the machine room, outside the electric cabinet. Elements necessaryfor the manual emergency operation are also installed here.Mains supply goes in through the upper part of this compartment and isconnected to the corresponding terminals.Access to this compartment is only given both to the maintenance personnel andthe building property.

- Lower Compartment :It is the equivalent to the conventional electric cabinet. The control panel isinstalled in this compartment. Dimensions and silent elements included in it arethe main differences in relation to a standard controller.Access to this compartment must be restricted to the maintenance staff;therefore, the door is supplied with a different lock from that of the uppercompartment.

NOTE: The figure in the right shows a right-hand controller.



TECHNICAL DOSSIER



SALV

SALH SACB

TC CA

B T S T

F B F L F R

Room reserved foremergency mechanism

Emergency electric

control unit box(optional)

Transformer

Lower door

Shaft and car

installation input

Shaft and carinstallation connections

Braking resistanceconnection box

Level indicatorbattery

Machine roomconnections

Speed governorremote control

MicroBASIC board

Control unit relays.

Fuses.Main switch.Temperature probe

Upper-lower compartment

connections

Machine supply

input

Contactors

Briefcase

Output filter

Frequency inverter

Thermal probe andbrake rectifier board

Inverter

capacitors

Braking resistence

cable outputs

Mains supply input

Electrical protections

Uppercompartment

Lighting box and

power socket

Intercom set(optional)

Lower

compartment

AMB1 or AMB2 boards(according to installation)

Upper door

Alarm indicator(in multiplex installations)

Level indicator

Speed governorremote control key

Supply connection box

The following figure shows the electric elements layout in both parts of the cabinet and in the corresponding doors(some of these elements are optional). Cable input/output points are also indicated. This configuration may varydepending on the specifications of each installation.Drawing represents a right-hand controller.



TECHNICAL DOSSIER



B 1

B 2

Through-bolt

(Cable inputs)

Side fixed to header

Side fixed to wall

Front view of lower compartment

Braking

resistance

Rear partof cabinet

Braking resistancecable output, right hand.

Fixed bracket

SCM cabinet

SCM cabinet support(Similar to doortrack support)

Fixed bracket

Bracket fixingsections

Braking resistance

cable output, left hand.

Bracket fixing sections

3.3. Cabinet assembly

Before installing the cabinet, a braking resistance should be installed as shown in the left figure. For that purpose, thethrough-bolt should be a reference and should be fixed to the rear part of the control unit using the supplied

self-tapping screws. Once the resistance is installed, cables must be introduced in the through-bolt and connected toterminals "B1 B2", arranged in the controller. See 3VFMAC dossier, chapter 10 “EMC requirements”.VERY IMPORTANT: The frequency inverter should be voltage-free when making the connection.Installation of the cabinet is similar to the assembly of landing door frames, as shown in the right figure. (See fixingdetails in the left figure of next page).Fixing of the cabinet sides is as follows:The side adjacent to the door must be fixed to the header, if any. Otherwise, fix to the door frame; for that purpose,M6 rivet nuts are provided in each side of the cabinet, which coincide with holes both in the header and in the doorframe. To fix to wall use the securing pins, which have been removed from the door frame fixing. They must bescrewed on the existing rivet nuts of the free side of cabinet.



TECHNICAL DOSSIER



EN 60204 - 1

ΝΑ ΤΟ ΠΟΘΕΤΗΘΕΙ ΣΤΗΝ ΠΟΡΤΑ ΤΟΥ ΠΙΝΑΚΑ ΧΕΙΡΙΣΜΟΥ

LOCATE AT ELECTRIC CABINET DOOR

POSER SUR LA PORTE DE L'ARMOIRE ELECTRIQUE

AN DER SCHALTSCHRANKTÜR ANBRINGEN

LOKATIE OP DE BESTURINGSKAST DEUR

COLOCAR NA PORTA DO ARMÁRIO ELÉCTRICO

METTERLA NELLA PORTA DEL QUADRO DI MANOVRA

COLOCAR EN PUERTA DE ARMARIO ELÉCTRICO

Together with the documentation you will find thefollowing electrical danger sticker.

Once the cabinet is installed, put it at the door ofeach cabinet compartment.

Supplement for closing

the hole

Lower part

Upper part

Vertical fixing detail(rear view)

When doors have a special height (clear entrance: 2100, 100mm higher than standard height), it is necessary to placean additional supplement on the cabinet upper part, so as to close the hole between the upper part of cabinet and theroof (see right figure).



TECHNICAL DOSSIER



R,S,T,N,t supply

Shaft installation

Upper final limit switch

Upper terminal stopping switch

3rd Floor

Machine

Cabinet

2nd floor

1st floor

Lower final limit switch

Lower terminal stopping switch

Travelling cables

U, V, W motor supply

Machine light

Through solid raceway

Through slotted raceway

String of lights (optional)

4. ELECTRICAL INSTALLATION

4.1. Electrical installation general scheme

The electrical installation does not vary much from the conventional installation.The following schemes give an overview of the elements layout and connections, as well as the particular wiring of theupper and lower compartments.Special care should be taken to the shaft wiring installation, since the installation electromagnetic compatibility couldbe affected and it could also prevent car or doors from moving. This scheme shows how ropes must be installed toavoid the above-mentioned problems.



TECHNICAL DOSSIER



1 0 C V -2 2 0 V an d 1 5 C V - 3 8 0 V

I n t er m e d i a t er ai l

I n c a s e of c am onl y

L ow er r ai l

E ar t h wi t h

f l an g e

L E +

L E -

5 3

5 4

K 1

5 3

5 4

K 2

MB A

S

K RE T

A

C

2 1

2 4

K RN

S

1 2 8

K R

S E

1 1

1 2

1 3

1 4

1 5

1 6

1 7

1 8

1 9

3VFMAC1 - 10 / 15 (400Vac)SERIE F

3 6

3 7

K RL

3

K R F R 2

MK 2 P

2 4 V d c

BYT11 - 1000

0 V d c

+ 2 4 V

d c 1

2

1 1 K

RRE V

7

5 4 3 2 1

C 6

C 2 -

C 2 +

C 1 -

C 1 +

M

C OND

3 0 2

2 0 2

3 0 2 4

0 2 RD

4 0 2

5 0 2

6 0 2

0 V d c 2

0 8 RD1 1 1 / B 1 1 X / S

I NH2 2 0 V p

2 2 0 V p

0 V p

1 2

+ -

0 V s

4 8 V s

6 0 V s

1 1

0 V

s

1 1

1 4

K RL E

2 4 V d c

0 V d c

T S

1 2 3 4 5

2 0 V s

1 1

1 4

A 1 A 2

U s

0

B T S T

GRF

1 1 0 V s

6 0 V s

4 8 V s

0 V s

0 V p2 2 0 V p

0 V p

2 2 0 V p

0 V s

2 0 V s

4 8 V s

8 0 V s

T RM

6 0 V s

1 1 0 V s

1 2

QI G

6 A

0 V

p2 2 0 V p

TS1

WV

U

t

T

S

R

2200

204206

TS2

MicroBASIC j k i gf e d c b a h

0 V s

0 V c c

+ 2 4 V c c

2 0 V s

6 0 V s

1 1 0 V s

1 6

1 5

1 4

1 3

1 2

1 1

1 0 9 8 7 6 5 4 3 2 1

B

2 6

2 7

2 5

2 3

2 2

2 1 2

0 1 9

1 8

1 7

2 4

3 2

3 1

3 0

2 9

2 8

K R

L E A 2 A 1

BYT11-1000

K 2 A

1 A 2

A

K 1 A

1 A 2

A

1 1

1 4

K R N S

K S G A

1 A 2

A

P I N1 0 3

RV A R

3 6 V

1 1

1 4 K

S G

3 8 0 V p

GRL

K R N S

A 1

A 2

A

K R S E

A 1

A 2

A

6 1 ( 2 1 )

6 2 ( 2 2 )

K 1

6 1 ( 2 1 )

6 2 ( 2 2 )

K 2

K R R E V

A 1

A 2

B1B2

EM1EM2

K 1

9 1 1 0 7 2 1 6

2

1

L -

L +

0 V d c

+ 2 4 V

d c

C C S

3 4

3 5

3 V F MA C 1

9

5

K R S E

2 0 8

UV W C 1

C 2

R S T B 1

B 2

C E +

C E -

L 1

T 1

L 2

T 2

L 3

T 3

L 1

T 1

L 2

T 2

L 3

T 3

PIN103

0Vdc

208CC2

111CC1

11_CC1

C HA

_

C C A

_

C RD

1 3

1 4

K 1

1 3

1 4 K

2

2

1

+

-

K RF R

K RF R

1 ( 1 1 )

8 ( 3 1 )

3 ( 1 4 )

6 ( 3 4 )

EM2*

C

8 3 ( 6 3 ) 8 4

( 6 4

)

F P

F B

-

+1 2

1 1 K

R L

BYT11-1000

K RL A

1 A 2

BYT11-1000

P I N

2 0 7

C

C A _

C L N

T 2

T 1

T 1

C E N C

C 1 +

C 1 - C 2 +

C 2 -

+

-

+5Vdc

+24VdcF A L

+ 2 4 V d c

d e1 1

d e1 2

B A T

-

+

T 2

C B C _

2 0 8 -

C C 2

*

R L 1

R L 2

C R L

S A L V

F L

~1

~2

( + )

( - )

K

1 A 1 A 2

K

2 A 1 A 2

3 5

3 4

3 V F MA C

( + )

( - )

C H A _

C C A _

~1

~2

R K

R K

U p p er r ai l

I n t er m e d i a t e

r ai l



C ar r i l s u p er i or


I n c a s e of ME S onl y

L ow er r ai l

L ow er r ai l

U p p er r ai l

I d en t i f i e d

r o p e.

C onn e c t t o t h e

t r av el l i n g c a b l e

C C 2 gr o u p

Gr e en

Y el l ow

B r own

Wh i t e

4.2. Control panel general scheme



TECHNICAL DOSSIER



Example of anidentified wire

Identified wires arelocated here

Conectara:Connectto:

MICROBASIC

208 -CC2Conectar a:Connect to:

208 - CC2

CC2

208

Detail A: Identified wires connectionA

4.2.1. Identified wire connections in control panel

The right figure shows a raceway inside which a series of identified wires should be connected once you have finishedthe electrical installation.

These flag-type identifications show the corresponding connector and terminal where the spare wire must beconnected, generally to MicroBASIC board connectors.

Identified wires, which can be found according to the requirements or options of the installation, are:

• All installations:< 208 - CC2 (NOTE: This wire shall have a quick coupling for connection to wire 208 of shaft installation).

• In installations with emergency electric control unit:

< 11x/S - CC1< 11_/B - CC1

• In installations with double row of magnets:< 203 - CC2

• In installations with fire-brigade operation:< 10 - CH1< 9 - CC1 (in case of fire-brigade keyswitch in car)

• In installations with imminent departure, coming light, gong at each floor, multiplexed display:< A - CH1< B - CH1< C - CH1< D - CH1

• In installations with approach with open doors:< 00 - CC2

• In installations compliant with DM236 (Italy):< 105 - CH1

• Besides:

< In each shaft installation there is another identified wire (208 - CC2) which should be connected to one of theother two wires getting to this terminal, through the quick connector supplied with it.

< Other wires may be connected if installation so requires. In this case, they should be indicated in the specificdocumentation of each installation.

< In all cases, two wires should be connected to each of the terminals indicated, that wired at the factory and theidentified wire to be connected by the installer himself.



TECHNICAL DOSSIER



S NTR t

S TR t

CAH CAC CAA

FNCFNH FNA

SALH

210H 212H 210C 212C 210A 212A

2 11H 21 2H 21 1C 2 12C 2 11A 21 2ANOA NCA

F N

NF NF NF

SR T

TR S

TR S N

FA

FF

QAH QAC QASM

QF

SALC

SUPPLY

Cabinet

lighting

Earth terminal

Earth terminal

Shaftlighting

Carlighting

Upper compartment

Lower compartment

4.3. Electrical protections scheme



TECHNICAL DOSSIER



As to ensure sufficient light in the machine area, a screen should beinstalled on it, which will be enabled with the rest of the shaftlighting.

Fixing of the screen will be made with the rings, plugs and hookssupplied with it and following the instructions in the inside.

Fix the earth wire to the controller plate with a self-tapping screw.

Set of reactances and starters locatednext to the inverter input fil ter, under

MicroBASIC board.

Fluorescent tube

Lighting boxinternal circuitry

CAH CAC CAA

FNCFNH FNA

SALH SALC

210H 212H 210C 212C 210A 212A

2 11 H 2 12 H 2 11 C 2 12 C 21 1A 2 12 ANOA NCA

210C 212C

CAC

10A / 250 Vac

SALHTCFHRB

5A / 250 Vac

210H 212H

211H 212H NOA NCA

CAH

210A 212A

211A 212A

CAA

FNC FNH FNA

HA2

HRB'HAM

212 211211212NOANCA

CAH' CAC' CAA'

212 211

212 211211212NOANCA 212 211

R2

S2

2 1 2

2 1 1

2 1 2

2

1 1

2 1 2

2 1

1

2 1 2

2 1 1

XF21

XF22

HA3

R3

S3

2 1 2

2 1 1

2 1 2

2 1 1

2 1 2

2 1 1

2 1 2

2 1 1

XF31

XF32

CAH

211 212 NOA NCA

212211

CAC

212211

212211

RB'

212211

212211

RB

212211

212211

CAM

212211 CA

211 212 NOA NCACA

HAC

TCC

HA1

R1

S1

2 1 2

2 1 1

2 1 2

2 1 1

2 1 2

2 1 1

2 1 2

2 1 1

XF11

XF12

IF1 IF2

IF1 IF2

XHA1

SHA1

IF1 IF2

IF1 IF2

XHA2

SHA2

TCA

211C 212C

SALC

SALH

A

BAT

U V W tEM1EM2

CAM

Pit box

LIGHTING BOX

Reactanceunder level

indicator raceway

Power socketTo lower compartment

through side top hat section Upper compartment

Lower compartment

Fluorescent tube

Fluorescent tube

Carroof

Shaft and car installation

Microswitch at

upper cabinetdoor

Microswitch at

upper cabinetdoor

Detail A

4.4. SCM electrical installation special elements

The electrical installation includes certain elements and the wiring, which the traditional installation does not have.

4.4.1. Installation general lighting



TECHNICAL DOSSIER



Rope supplied

Lower compartment

Machine gearcontact

Lower compartment

BAT

U V W t

SEM

EM1 EM2

SM connector located on the left-hand bottom partof the control panel, with the rest of connectorscorresponding to motor connections.

12 mB 8 mB

TS2 220206TS1EM2EM1

EM2EM1

SEM12 mB 8 mB

SM2040V

4.4.2. Machine gear contact

Wiring should be connected to a contact located on the machine, which in case of manual emergency operation,prevents movement of the machine during rescue operation.

Figure shows connection of this contact to controller.A rope is provided together with the supply to perform this connection.

When this contact does not exist, fix a jumper between terminals EM1 and EM2.

Wiring is different when installation includes Emergency Electric Control Unit (see point 5.1).



TECHNICAL DOSSIER



102

220

SEC1 SEC2

*

SPRSSIR

SPRB

STOP

110 Vs

103PIN

103

220

812FM RMT1

5 615

SCTHSFS104 SP105106 SCESCC

SPRS

SIR

SPRB

STOP

SEM SAC SLVC

STLH

SEC2

EM1 EM2

102

STLH SFI SLVH

SEC1 SAFCSCTC

STOPF

Inspection box

Inspection box

travelling cable

To controller

Inspection box

Interlock 1contact

Car interlock contacts

Speed governorcontact (in caseit is in the car)

Slack ropecontact

Hatch contact

Safety gear contact

Safety series:

PCB MicroBASIC

Shaft Shaft Shaft

Inspection box

CarMachine room

PCB MicroBASIC Car

Interlock 2contact

4.4.3. Car-to-guides interlock contacts

Wiring must be connected to 2 contacts preventing car from moving when locked on the guides during the machinemaintenance operations.

In principle, they should only be used in Macpuarsa complete lifts. In other cases, they should be bridged.

Wiring and electric schemes

* Double speed governor voltage contact in shaft.

VERY IMPORTANT: Before closing the interlock bolts, make sure the installation isunder inspection mode. Likewise, before opening, check it remains under inspectionmode.

Inspection box is provided with ropes for connection of all these safety elements, except for that of thespeed governor in car, which is only supplied on request. In case some of these elements do not exist, fix

the appropriate jumpers.In case of Macpuarsa complete lift, the slack-rope contact does not exist, so a jumper should be fixed inboth cables.



TECHNICAL DOSSIER



CHA_ CHA_

RL2

RL1

CRL

0 Vp*220 Vp*

FL (2A)

CRLRL1RL2

OFF

RL1

RL2

CRL

SALV

XRLV

RL1

RL2

CRL CRL

RL1

RL2

SALVL1

L2

CCA_ CCA_

RL2

RL1

CRL

RL1

RL2

CRL

XRLV

RL1

RL2

CRL CRL

RL1

RL2

SALVL1

L2

High rail

Blue

Black

Brown

Inspection box

Control panel wiring

PinkWhite

Green

GreenWhite

Pink

Shaft

installation

In case of speed governor in car

Blue

Black

Brown

Keyswitch located

on raceway coverin lower compartment

Travellingcable

Lower compartment

SALV TURNINGDIRECTION

FUNCTION LIVE TERMINAL

CLOCKWISE INTERLOCK RL1

ANTICLOCKWISE RESET RL2

4.4.4. Speed governor remote control

To facili tate speed governor tests, controller is provided with remote control with a 3-position switch and automaticreturn to OFF central position. It is actuated using a key.

Turning the key clockwise enables operation signal and when turned anti-clockwise it enables reset signal.Should the speed governor not require reset signal, do not connect the corresponding terminal.The installer should decide which speed governor coil is actuated or reset in his installation. On request, the speedgovernor may be located inside the car instead of shaft.

Wiring and electric schemes

* Remote control coil voltage may vary depending on order.

The following table shows the expected operation of the speed governor remote control:

In Macpuarsa complete lift installations, do not connect RL2.



TECHNICAL DOSSIER



T2

T1

T2

T1

INH

220

INH

220

MENU AL-C

AL-S

AUXSERIE VK

MACPUARSA

- +

2 20 Va c HOLD

AL-C AL-SRS-485 VK-2P

E X C

+

E X C

-

+ I N

- I N

M A L L A

SENSORKg

T1 T2

12

3

46

5

INH 220INH 0Vp

MACPUARSA

T2

T1

T2

T1

D-

D+

91

107

+24

D-D+S6 S4 C3 C1 T2 T1

INH

220

+24

91

107

D-

D+

(*)

MALLA -IN +IN EXC-EXC+

CBC_

CCA_

CBC_ CBC_

X P C

X D S C

CRA_

CBC_

CCA_

216

107

91 C B S

91

107

216

CCS216

107

91

216

107

91

CCS

Load weighing deviceVK-2P on car roof

Plate on filter

Intermediate rail

Inspection box

travelling cable

Control station

travelling cable

Inspection box

Lower compartment

Car control station

Connect gauges

ConF=1

(Normally energized overload andcomplete relay)

Note: the front side of connectors

is here represented, but connectionis carried out by turning these connectors.

4.4.5. VK-2P load weighing device

All installations of this kind must have this load weighing device, so as to optimize the speed inverter features.Wiring and general scheme:

(*) Optional connector, with MB-D display in control station only.For further information on load weighing device, see technical dossier “Load Control System VK-2P”.



TECHNICAL DOSSIER



+ - C1+ C1- C2+C2-

+ - C1+C1-C2+ C2-

+-C1+C1-C2+C2-

+-C1+C1-C2+C2-

M-6CENC

H-6

H-7CENC'

+ - C1+ C1-C2+ C2-

+ - C1+ C1- C2+ C2-

M-6CENC

H-6

+ - C1+C1- C2+ C2-

M-7CENC'

ENCODER WITH LONG ROPE

Control panel Control panel

Connections to be doneby the installer

* ENCODER WITH SHORT ROPE

To encoder

3 metre rope

3 braided and screened pairssupplied by MACPUARSA

MeshMesh

Stegmann HG-660

encoder rope

Connections tobe done bythe installer

Connections to be doneby the installer

To encoder

DETAIL

Stegmann HG-660

encoder colours

Fixing mesh to controller withaluminium clamp and screw

Fixing mesh to controller withaluminium clamp and screw

R e d

B l u e

W h i t e

B r o w n

P i n k

B l a c k

M e s h

B l a c k

P i n k

B r o w n

W h i t e

B l u e

R e d Y

e l l o w

V i o l e t

R e d

B l u e

W h i t e

B r o w n

P i n k

B l a c k

Do not use

4.4.6. Encoder connection

* The encoder connection must be carried out according to the rope length. Should it be a short rope, the cablesupplied with the installation must be used. Should it be a long rope, (MACPUARSA l ifts), it must be directly connectedto the control panel.



TECHNICAL DOSSIER



Machine supply earth fixing.

According to 3VFMACtechnical dossier, Chap. 10

“EMC Requirements”

Encoder meshearth fixing

EM1 EM2 TS1 TS2 0~ 220 206 204 U V W t

211 212 + - C1+C1- C2-C2+

211 212 + - C1+ C1- C2-C2+

206, 204 Brake

0~, 220 Ventilation

TS1, TS2 Thermal probe

Encoder(See point 3.4.7)

Machine gear

(See point 3.4.2)

Light on the machine(See point 3.4.5)

U, V, W + earth

Machine supply

Lower rail

Machine light earthfixing. According to3VFMAC technical

dossier, Chap. 10 “EMC Requirements”

Lower compartment

Machine connection box

4.4.7. Machine supply



TECHNICAL DOSSIER



C A F

SAHF

STOPFX C T S

C E 1

TC

X RB

CAH

TFNTFN

RB'

211 212 NOA NCACA

2 1 1

2 1 2

N O A

N C A

C A

2 1 1

2 1 2

N O A

N C A

C A

X T L

'

1031 05 1 04

CH2

220

X F S

X F I

TFNTFN

CHTF

X T L

C F T F

T F N

T F N

T F N

T F N

CH1

208

CC2

+24

+ 2 4

2 0 8

1 0 3

C E n

2 26 2 280Vdc

X A F S

+ 2 4

2 2 8

0

+ 2 4

2 2 8

0

X A F I

+ 2 4

2 2 6

0

+ 2 4

2 2 6

0

RL2 CRLRL1

R L 2

C R L

R L 1

X RL V

R L 2

C R L

R L 1

X C T

CHA_

X L V

t

+ 2 4

2 0 8

1 0 3

t

1

2

3

4

5*

8

9

7

6**

9

11

12

14

13

1

2

3

4

5

6

7

8

9

9

9

13

10

11

12

B O

10

1 Controller2 String of lights

3 Speed governor contact4 Speed governor remote control

5 Speed gov. rope vol tage contact6 Hatch contact7 Upper final limit switch

8 Upper terminal stopping switch9 External lock contact

10 Landing control station connector

11 Lower terminal stopping switch12 Lower final limit switch

13 Tension pulley voltage contact14 Pit box

Some connections are notshown in this scheme. Onlyconnections that may guide

a correct shaft installationare represented.

** Optional.* In case of double speed

governor rope voltagecontact.

4.4.8. Shaft installation layout and wiring



TECHNICAL DOSSIER



Upper rail

1K5

SIR'

SPRS'

SPRB'

402

502

0Vdc

602

RD

208

111/B

11X/S

CRD

11_ - CC1

111 - CC1

208 - CC2

RD

402

302

RD

402

302

302

202

302

202

CCA CCA

CHA

208-CC2

+24 Vdc SPRB

SPRS

111/B-CB

11X/S-CB

SIR

12 - MBAS

8 - MBAS

PIN 103

0 Vdc

STOP

CHA

CRD SPRB'STOP' SPRS'

SIR'

STOPF

SPRS

SPRB

SIRSTOP

STLHSCTH

SAF

SEC2

SEM

11X/S

111/B

RD

208

0Vdc

602

502

402

SEC1

MESSIR' STOP'

SPRB' SPRS'

SCTC

STLH*

MES box

In case of MES, you will find

2 wires marked with 11x CC1and 111 CC1, which should beconnected to the controller in

the terminals corresponding toCC1 female connector, once

the travelling cable is installed.11x being the upper call.

Car installation

Lower compartment

Emergency electric controlunit box (M.E.S. box)

Upper compartment

Intermediate

rail

Intermediaterail

Inspection box

Shaft installation

Pit box

Inspection box MES box

MES boxCar CarShaftShaftShaftPCB MicroBASIC

Machine room Shaft

*110 Vs

103PIN

103

220

STOPF

8102

12FM RMT1

5 615

SFSSFI104 SP105106 SCE

STLH

SCC

SPRS

SIR

SPRB

STOP

402202 302

602

STOP'

SPRB'502

SIR'

SPRS'

SEM

SLVC

SAFC

SLVH

STLH ASCTH

SAC

EM1 EM2

SEC1 SCTCSEC2

PCB MicroBASIC

*In case of double speed governorvoltage contact STLH inside the shaft.

5. OPTIONAL EQUIPMENTS

5.1. Emergency electric control unit

Auxiliary box located in the cabinet upper compartment, which enables performing a rescue operation when energized.It may operate as the inspection box. It is inoperative when inspection box takes over control.NOTE: MES does bridge safety series; inspection control unit does not.

Electric schemes

Safety series. Special in installations with emergency electric control unit.



TECHNICAL DOSSIER



Machine room connection box

Assembly control

CC1

M - 5H - 5

220

S208

B102

H - 16

H - 16CC2

H - 16CH2

STOP

t

t

EM1 EM2

(*)

103

t228

220

226

104

0Vcc

105

t220

102

208

105

106

2

119

118

117

116

115

114

113

112

111

120

+24

102B

208

S220

Lower compartment

30m 5x0.75 mm2

+ t rope

5.2. Terminal box

This box, together with the necessary connectors, enables commissioning of the machine and may be used for themechanical assembly of li ft, so as to move the car upwards and downwards before performing the electrical

installation.Controller should be powered and connected to the machine.Connectors should be plugged to the male connectors of the cabinet lower compartment, except for the connectorlocated in the machine room connection box, where a jumper must be fixed between terminals EM1 and EM2, asshown in both figures.Finally, terminal box should be connected to the female connector from the set of connectors.

There are two types of terminal box:

5.2.1. Without emergency electric control unit

(*) Connect to last call.



TECHNICAL DOSSIER



CC1

M - 5H - 5

202

S208

B302

H - 16

H - 16CC2

H - 16CH2

STOP

t

t

EM1 EM2

(*)

103

t228

220

226

104

0Vcc

105

t220

102

208

105

106

2

119

118

117

116

115

114

113

112

111

120

+24

302

B208S

202

302

202

302

402

RD

Lower compartment

30m 5x0.75 mm2

+ t rope

MicroBASIC board

Assembly control

5.2.2. With emergency electric control unit

(*) Connect to last call.

Once this control is no longer necessary, disconnect all female parts shown in the figures and remove jumper EM1 andEM2. Then connect the rest of the electrical installation.



TECHNICAL DOSSIER



DIN580 ring

Plate

Plate

Nut

5.3. Cabinet elevation system

Optionally, a set of pieces is supplied enabling elevation of the electric cabinet in the shaft, using a hoist, for itslocation at the last floor.

This assembly includes two plates, bracing the cabinet closing upper plate, and a DIN580 M12 ring and itscorresponding nut, thus enabling attaching an appropriate sling.

Assembly of this system on the electric cabinet is shown in the following figure.

The fixing hole of this assembly is protected with a rubber plug. Once the elevation operation is performed, this plugshould be put back into place, as to avoid the entrance of dirt into the cabinet.



TECHNICAL DOSSIER



ANNEX I. ABBREVIATIONS

A

ARL Speed governor remote control key

B

BAT Battery

BTST Temperature probe

C

CAA Cabinet lighting connector

CAC Car lighting connector

CAH Shaft lighting connector

CAM Machine lighting connector

CBC Control station travelling cable auxiliary connector

CC2 Car travelling cable connector

CCA_ Car auxiliary connector

CCS Overload connector

CENC Encoder connector

CH2 Shaft installation connector

CHA_ Shaft auxiliary connector

CLN Level indicator connector

COND Capacitor

CRD Emergency electric control unit connector

F

FA Lighting differential

FAL Power supply

FB Battery fuse

FF Power differential

FL Speed governor remote control fuse

FM Control unit fuse

FNA Cabinet lighting screwed connector

FNC Car lighting screwed connector

FNH Shaft lighting screwed connector

FP VK-2P load weighing device supply fuse

FS Output filter

G

GRF Brake rectifier board

GRL Cam rectifier board

H

HAC Car lighting

HAM Machine lighting

HRB String of lights in shaft

HRB’ String of lights on car roof

HA1/2/3 Cabinet l ighting

H-X X-pole female connector

K

K1 Operation contactorK2 Operation contactor

KRET Star-delta starting relay

KRFR Brake relay

KRL Level relay

KRL3 Brake control relay (3VF)

KRLE Cam relay

KRNS Rated speed relay

KRREV Inspection relay

KRSE Direction relay

KSG Safety series relay

M

MES Emergency electri c control uni t

M-X X-pole socket plug

QQAC Car l ighting thermomagnetic switch

QAH Shaft l ighting thermomagnetic switch

QASM Machine room lighting thermomagnetic switch

QF Power thermomagnetic switch

QIG Control unit general switch

R

RB Connector of string of lights in shaft

RB’ Connector of string of lights in car

RK Rectifier of contactor K1 and K2

RMT1 Live control unit relay

RVAR Varistor

R1/2/3 Reactance

S

SAC Safety gear contact

SAFC Slack-rope contact

SALC Car lighting switch

SALH Shaft lighting switch

SALV Speed governor remote control switch

SCC Car door lock series

SCE Landing door lock series

SCM Machineroomless lift

SCTC Car hatch contact

SCTH Shaft hatch contact

SEC1/2 Car interlock contact

SEM Machine gear contact

SFI Lower final limit switch contact

SFS Upper final limit switch contact

SHA1/2/3 Cabinet lighting microswitch

SIR Inspection switch

SIR’ Emergency electric control unit switch

SLVC Speed governor contact in car

SLVH Speed governor contact in shaft

SM Machine room connection box

SP Landing door presence series

SPRB Inspection down pushbutton

SPRB' Emergency electric control unit down pushbutton

SPRS Inspection up pushbutton

SPRS' Emergency electric control unit up pushbutton

STLH Speed governor tension pulley contact

STOP Inspection box stop button

STOP' Emergency electric control unit stop button

STOPF Pit box stop button

S1/2/3 Starter

T

TC Power socket

TCA Cabinet power socket

TCC Car power socketTCF Pit power socket

TRM Control unit transformer

TS Thermal probe

X

XFxx Cabinet fluorescent tube connector

XHA1/2 Cabinet lighting connectors

3VFMAC Frequency inverter



TECHNICAL DOSSIER



ANNEX II. DIFFERENCES BETWEEN VERSIONS 1.21, JUN.02 AND 1.31, MAR.03.

• Point 1: New powers 10CV - 230V and 15CV - 400V are included in the general features.

• Supply wiring requirements are included.

• Point 3.3: A supplement for closing the hole in case of door special height and an electric danger sticker to be put bythe client are included.

• Point 4.2: Wiring is modified for the above-mentioned new powers.

• Point 4.4.1: Scheme is modified, including old point 3.4.5.

• Points 4.4.3 and 5.1: Scheme is modified, correcting the wiring, which was wrong.

• Point 4.4.8: Scheme is modified, including more connectors.

• Point 5.3: Instructions are included on the cabinet elevation system.



Technical Dossier

v1.30, MAY 02Installation • Assembly • Commissioning

Use • Maintenance • RepairEnglish / VK2PUk

VK - 2P

Load ControlSystem



TECHNICAL DOSSIER

VK-2P Load Control System

v1.30, MAY 02 Page 2 / 13 VK2PUK

GENERAL TABLE OF CONTENTS

Chapter 1 • INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.1 Main Features of the VK - 2P Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.2 Selection of the Load Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.3 Description of the VK - 2P Equipment Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Chapter 2 • DIMENSIONS AND DESCRIPTION OF THE WIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2.1 Dimensions and Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2.2 Description of the Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Chapter 3 • PROGRAMMING AND CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.1 Access Keys to the Menu Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.2 Modification of a Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.3 Programming Structure (Menus) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.4 Equipment Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.5 Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.6 Auxiliary Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.7 Rapid Programming Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Chapter 4 • ELECTRIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.1 Electric Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.2 Change of Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.3 Low-consumption Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Chapter 5 • ERROR DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Chapter 6 • LOAD CELL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

6.1 Load Cell TCMP + VK - 2P Installation Under the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Chapter 7 • LOAD INDICATOR FOR VK - 2P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

7.1 MB-D Car Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Chapter 8 • DECLARATIONS OF CONFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12



TECHNICAL DOSSIER



Chapter 1 • INTRODUCTION

VK - 2P is a load control system for lifts and goods lifts. Its main function is immobilizing the car when it is overloaded or

warning the control panel when the car is full, in order to avoid unnecessary stops. It has another function, that of

indicating the load to a 3VFMAC frequency inverter, through a RS - 485 interface, to regulate the speed according to the

load. In short, VK - 2P is not only a safety equipment, but it also contributes to comfort and rapidity in the service.

There are three elements comprising the load control system:

1. Control equipment . . . . . (VK - 2P).

2. Load cell . . . . . . . . . . . . (Model TCMP).

3. Car display . . . . . . . . . . (Optional).

1.1 Main Features of the VK - 2P Equipment

The main features of the VK - 2P weight controller include:

• Conditioning outputs for display in the car, 220Vac supply, inhibition input and chain compensation, communication

RS - 485.

• 4-digit weight indicator.

• Supply capacity up to 16 cells, model TCMP 800.

• Load adjustment without introducing a known weight in the car.

• Two relay contact outputs. Complete load and overload alarm.

• Output for remote display (2 wires with no polarity).

1.2 Selection of the Load Cell

TCMP 800 (load cell between frame and car)

This measuring system is recommended for new lifts, since it is easy to install when assembling the car. It is veryaccurate (0.1% FULL SCALE), since the guides friction does not influence the load measure. Besides, it is the only system

enabling speed regulation according to the load (operates with 3VFMAC). They can be supplied individually (requesting

TCMP 800/I), or in groups of 4 pre-wired cells (requesting TCMP 800/G). This group of 4 pre-wired units is the basic

configuration and enables measuring loads not exceeding 3.200 kg (Car weight + Useful load).

Should it be necessary to measure higher loads (car weight + useful load is higher than 3.200 kg) individual cells or more

groups of 4 cells may be added. Example: For lifts where the car weight + the useful load is lower than 4.800 kg a set of

4 cells besides 2 individual cells could be installed; should weight be lower than 6.400 Kg 2 groups of 4 could be installed.

The maximum allowed is 16 cells TCMP 800 or 4 groups of 4 pre-wired cells TCMP 800.

In case of a malfunction in any cell of the pre-wired group (TCMP 800/G), cut the rope joining it to the group, replace

with an individual cell and then connect as shown in page 10 of this Technical Dossier.

1.3 Description of the VK - 2P Equipment Operation

VK - 2P is an electronic equipment that obtains the weight of the car, processing the signal received from a load cell

and then informs the 3VFMAC frequency inverter about this weight, every time it requests it, thus changing the state of

the output relays, when the load exceeds the values programmed for each function.

Relays inform of complete lift and overloaded lift.



TECHNICAL DOSSIER



SENSOR

E X C . +

kg.

SERIE VK

220

AL-C

RS-485

- I N

+ I N

E X C . -

M A L L A

RS-485

2

1 3 4

AL-S

5

6

kg.

AUX.

AL-S

AL-CMENU

HOLD~

MACPUARSA

T2T1

VK-2P

Ø3.5

11

4 2

3 5

41

153

139

7 2

8 6

Load Cell

Relay output

Complete

Overload

Car Display

Mains

InhibitionVoltage24 - 220Vac / Vdc

R e d

B l a c k

G r e e n

W h i t e

M e s h

Chapter 2 • DIMENSIONS AND DESCRIPTION OF THE WIRING

2.1 Dimensions and Wiring

2.2 Description of the Wiring

AL - C (Complete Relay)

Should the load programmed in parameter ‘ AL - C ‘ be exceeded, its state changes.

AL - S (Overload relay)

Should the load programmed in parameter ‘ AL - S be exceeded, its state changes.

The quiescent state of the relays can be modified in parameter ‘ ConF ‘.

RS - 485 (2-wire communication)

The car weight is transmitted to the 3VFMAC equipment through it.

HOLD (Enabled with either alternating or direct voltage between 24V and 220V).

When the lift is in operation, the weight measurement is not accurate, relays could be enabled and the car display could

be unstable.

Enabling the HOLD input when the lift starts operating, the weight measurement is blocked, the display blinks and relays

as well as the car display keep their state until this input is disabled, after the lift stops.

Car Display Output

There are two types of output, which can be selected with parameter ‘ ConF ‘:

a) Output energized in a flashing way, when overload occurs. The output has a polarity and can be valid to enable a led

and a buzzer (direct current 7,5V max.75mA).

b) MB-D progressive display enabling (two-wire connection with no polarity).



TECHNICAL DOSSIER





TECHNICAL DOSSIER



Car display and relay state configuration

Car weight compensation

Adjustment with direct load cells

Adjustment with known weight

Reset adjustment

Overload alarm

Complete alarm

Weight Display

Chapter 3 • PROGRAMMING AND CALIBRATION

3.1 Access Keys to the Menu Parameters

The equipment has a menu to access the adjustment parameters.

By pressing this key successively, all programmable parameters are displayed in a cyclic way.

To go back to the weight display, press this key until getting to the end of the menus. Press for 2 seconds.

When a specific parameter is displayed, press this key in order to modify it.

When a specific parameter is shown, pressing this key the display shows its content.

3.2 Modification of a Parameter

1) Press the ‘MENU’ key successively until the desired parameter is displayed.

2) Press the ‘’ key to go to the parameter modification option; the left digit will be blinking.

3) Introduce the desired value in the display using the ‘’ ‘ ‘ keys.

4) Press ‘ MENU ‘ twice.

When pressed for the first time, the value is introduced and the display is blinking for 10 seconds. The second time the

operation is confirmed.

1) If ‘ MENU ‘ is not pressed for a second time, before intermittency ends, the operation is not stored and the display

shows the parameter again.

2) In order to modify parameters ‘ PESO ‘ and ‘ CEro ‘, see point 3.4 (Equipment Calibration).

3.3 Programming Structure (Menus)



TECHNICAL DOSSIER



3.4 Equipment Calibration

This section is necessary in order for the equipment to know the relation between the cell signal and the weight introduced

in the car.

There are to ways of calibrating the equipment :

I ) Standard Calibration (suitable for all types of cells).

1) Reset :

a ) Go to the menu option ‘ CEro ‘.

b ) Make sure the car is empty and press the ‘ ‘ key. Then press ‘ MENU ‘, while the display is flashing, to

confirm the reset. The operation starts with a countdown and then, the display will show parameter ‘PESO‘.

If ‘ MENU ‘ is not pressed before intermittency ends, the operation is not stored and the display shows parameter

‘ CERO ‘ again.

2) Weight Adjustment :

a ) Go to the menu option ‘ PESO ‘.

b ) Introduce a known weight inside the car and press ‘ ‘.

The weight should be at least 50% of the maximum.

c ) Introduce the value of the weight placed inside the car with keys ‘ ‘ ‘ ‘.

d ) To save the value press ‘ MENU ‘ twice (the value is stored). The display will then show the following

adjustment parameter: ‘ CELL ‘.

If ‘ MENU ‘ is not pressed for the second time before intermittency ends, the operation is not stored and the

display will show parameter ‘ PESO ‘ again.

II ) Calibration for cells between frame and car (model TCMP).

It is not necessary to introduce a known weight in the car, in order to carry out this operation.

1 ) Reset (as in standard calibration).

2 ) Weight Adjustment :

a ) Go to the menu option ‘ CELL ‘.

b ) Press ‘ ‘ to access and assign the value.

c ) Introduce the value of the cell load with keys ‘ ‘ ‘ ‘.

This information is shown in the cable end, and corresponds to the factory calibration value.

d ) Press the ‘ MENU ‘ key twice in order to save the value (the value is stored). The display will then show the

following adjustment parameter: ‘ CADE ‘.

If ‘ MENU ‘ is not pressed for a second time before intermittency ends, the operation is not stored, and the

display will show parameter ‘ CELL‘ again.



TECHNICAL DOSSIER



Load value from which the lift is complete. When the load in the lift exceeds that value, thecomplete relay’s state changes and the MB-D car display will switch on up to the head.

Load value from which the lift is overloaded. When the load in the lift surpasses that value, theoverload relay’s state changes and the MB-D car display will indicate, both visually andacoustically, that the lift is overloaded. In the case a led is connected to a display output, it willintermittently switch on.

3.5 Alarms

Alarms are the load levels in which the state of relays changes. In order to adjust them no weight is necessary; just

programme them with the keyboard.

See point 3.2 (Modification of a Parameter) for details about the alarm adjustment.

3.6 Auxiliary Functions

Configuration Relay State Display Output

ConF = 0 ON Intermittent Enabling ( LED )

ConF = 1 ON Progressive Enabling ( MB-D )

ConF = 2 OFF Intermittent Enabling ( LED )

ConF = 3 OFF Progressive Enabling ( MB-D )

3.7 Rapid Programming Guide

This section describes how to configure rapidly the most important parameters of the equipment.

a ) Press ‘ MENU ‘ successively to search the parameter to be modified and press ‘ ‘ to access this parameter.

b ) Modify using ‘ ‘ ‘ ‘.

c ) To save, press ‘ MENU ‘ twice.

d ) The most important parameters to be configured: :

1º. Introduce in ‘ AL C ‘ the load value from which the activation of the complete alarm is required.

2º. Introduce in ‘ AL S ‘ the load value from which the activation of the overload alarm is required.

3º. Reset the equipment with the lift empty :

• Go to parameter ‘ CEro ‘

• Press ‘è‘ ‘ MENU ‘ and a countdown starts.

4º. Adjust the weight :

• Put a weight in the car (at least 50% of the maximum weight)

• Introduce the value of the load put in the car in ‘ PESO ‘.

• The equipment starts a countdown.

It is important to make the zero adjustment before the weight adjustment operation



TECHNICAL DOSSIER



Chapter 4 • ELECTRIC FEATURES

4.1 Electric Features

Model : . . . . . . . . . . . . . . . VK - 2P.

Rated voltage : . . . . . . . . . . 220V.

Rated current : . . . . . . . . . . 60 mA.

Rated frequency : . . . . . . . . 50 - 60 Hz.

Fuse : . . . . . . . . . . . . . . . . . 100 mA.

4.2 Change of Fuse

1 ) Disconnect the equipment.

2 ) Open the equipment by removing the 5 screws holding the back cover.

3 ) Get the circuit out of the box and change the fuse installed in a vertical bayonet fuse carrier, next to the transformer.

4.3 Low-consumption Mode

Since the display is the element which consumes the most and it is not visible, a low-consumption mode has been taken

into consideration in which the display turns off showing a rotary segment to indicate it is still operative.

Cases where the equipment starts operating under the low-consumption function.

1 ) When connected to the mains, the equipment displays the weight for 3 minutes and in the case no key is touched,

it automatically operates under low-consumption mode.

2 ) When an hour has passed since the last time a key was touched.

3 ) When the equipment displays the weight while pressing the key for two seconds.

Press any key to exit the low-consumption function.



TECHNICAL DOSSIER


v1.30, MAY 02 Page 10 / 13 VK2PUK

Chapter 5 • ERROR DISPLAY

‘ Err1 ‘ Load cell wrongly connected, damaged or fractured rope.

• Check cell connection.

‘ Err2 ‘ Negative flooding.

• The load cell is operating in the opposite direction or is wrongly connected.

‘ Err3 ‘ Positive flooding, the load cell is bearing a weight higher than the rated value.

• It is necessary to put a load cell with a higher rated value.

‘ Err4 ‘ Polarity error. (This error is detected when the equipment adjusts the weight with the polarity of the modified

cell).

• Check cell connection.

• Make the zero and weight adjustment again.

‘ Err5 ‘ Output for short-circuited car display (figure of a person).

• Locate and remove the short circuit.

• Turn off the equipment (VK) and then turn it on again so that ‘ Err5‘ no longer exists in the display.

‘ Err6 ‘ Data loss in the memory. All parameters shall be programmed again.

1) When an error occurs, all alarms are enabled and the lift is blocked.

2) When ‘Err5‘ occurs, the equipment is blocked and it does not transmit information via the

communications port, until the short circuit is removed.



TECHNICAL DOSSIER


v1.30, MAY 02 Page 11 / 13 VK2PUK

Cable length 1.5 m

Elasticplug

44

134

128

160

190

31

M - 10

3

4 8

2 8

Ø 13

TCMP 800 DIMENSIONS

46

Cablelength 5 m

ELECTRICAL CONNECTION

Excitation ( + ) Red

Excitation ( - ) Black

( + ) IN Green

( - ) IN White

Load cellTCMP

AB

Cells may be installed eitherwith the base supported on thebedframe and the intermediatepoint in contact with the car orinverted.

This configuration weighs the car directly, so the guides friction errors are removed. Cellsmay be supplied individually (requesting TCMP 800/I), or in groups of 4 pre-wired cells(requesting TCMP 800/G). This group of 4 pre-wired units is the basic configuration andenables measuring loads not exceeding 3.200 kg (Car weight + Useful load).Should it be necessary to measure higher loads (car weight + useful load is higher than3.200 kg) individual cells or more groups of 4 cells may be added. Example: For lifts wherethe car weight + the useful load is lower than 4.800 kg a set of 4 cells besides 2 individualcells could be installed; should weight be lower than 6.400 Kg 2 groups of 4 could beinstalled. The maximum allowed is 16 cells TCMP 800 or 4 groups of 4 pre-wired cellsTCMP 800.

In case of a malfunction in any cell of the pre-wired group (TCMP 800/G), cut therope joining it to the group, replace with an individual cell and connect as shown in thisTechnical Dossier.

TCMP 800/G

CAR

Cable length 5m

800 kg.

1 2

3 4

800 kg.

800 kg. 800 kg.

SET OF 4 PRE-WIRED CELLS

TCMP 800/I

Chapter 6 • LOAD CELL INSTALLATION

6.1 Load Cell TCMP + VK - 2P Installation Under the Car



TECHNICAL DOSSIER


v1.30, MAY 02 Page 12 / 13 VK2PUK

FRONT VIEW REAR VIEW

2

2

+ 0

- 0 . 1

-0.1

+0

7 6 . 0

0

2 9 . 5

0

67.00

4 0 . 0

0

Ø4(4Tls.)

Ø5

Ø8

73.00

54.00

6 5 . 5

0

19

12.5

2-wire connectionwith no parity (series VK)

Chapter 7 • LOAD INDICATOR FOR VK - 2P

7.1 MB-D Car Display

• Progressive display. It has a figure of a person which progressively illuminates according to the weight. When it reaches the Completelevel, the figure will be completely illuminated. When it reaches the Overload level, the figure will flicker and the buzzer will be enabled.

• This car indicator, model MB-D, is an accessory installed inside the car.



TECHNICAL DOSSIER


Chapter 8 • DECLARATIONS OF CONFORMITY

• EC declaration of conformity to directive 89 / 336 / EEC regarding electromagnetic compatibility.

• EC declaration of conformity to directive 73 / 23 / EEC of low voltage.

Documents

Mac Puarsa Mrl Othyssone