Cmc4 Elec Man

Index
1. Introduction..................................................................................................................... 3
1.1 Generalities................................................................................................................ 3
1.2 Configuration ............................................................................................................. 5
1.3 UCM Board - Control System Plate ............................................................................... 6
1.3.1 Performances ...................................................................................................... 7
1.3.2 Buttons, Jumper and Plugs ................................................................................... 8
1.3.4 Description of LED´s ........................................................................................... 11
1.3.5 Hinweis ............................................................................................................. 12
1.4 UBA Board – Terminal Board ..................................................................................... 13
1.4.1 Features............................................................................................................ 13
1.4.2 Safeties Series Circuits........................................................................................ 14
1.4.3 Phase fault and sequence supervision device ........................................................ 14
1.4.3 Speed governor triggering and remote reset .......................................................... 15
1.4.4 Power and lighting distribution ............................................................................. 15
1.4.5 Connector, Jumper and Signals ........................................................................... 16
1.4.6 User instruction (mounting and dismounting)......................................................... 19
1.5 UCC-Board – Car Board............................................................................................. 20
1.5.1 Features............................................................................................................ 21
1.5.3 User Instructions ................................................................................................ 27
1.6 UCP Board – Landing Board....................................................................................... 28
1.6.1 Features............................................................................................................ 29
1.7 BPP Board (S1-Version) ............................................................................................ 33
1.6.1 Features............................................................................................................ 33
2. VACON - Drive ............................................................................................................... 39
2.1 Quick Commissioning Permanent Magnet Motors ......................................................... 40
2.2 Control board I/O Configuration ................................................................................ 41
2.4 Keypad.................................................................................................................... 46
2.5 Keypad Menus ......................................................................................................... 49
2.6 Fault Codes.............................................................................................................. 53
3. VF-08 – Door Operator ................................................................................................... 56
3.1 Learning process ...................................................................................................... 60
4. Display ......................................................................................................................... 61
4.1 Protocol................................................................................................................... 61
4.1.1 LS-Protocol....................................................................................................... 61
4.1.2 PIU-Protokoll...................................................................................................... 62
4.2 LIP 4 ....................................................................................................................... 63
4.3 LIP-7....................................................................................................................... 64
4.4. LIP 6 ...................................................................................................................... 67
5. Loadweights.................................................................................................................. 69
6. Detection ...................................................................................................................... 71
6.1 Without running with open door .................................................................................. 71
6.2 Running with open door............................................................................................. 75
6.3 Short floor ............................................................................................................... 77
7. Diagnostic devices and diagnostic software....................................................................... 81
7.1 Display .................................................................................................................... 81
7.2 Diagnostic Tool - BoMo ............................................................................................. 83
7.3 Introduction ............................................................................................................. 86
8. Installation .................................................................................................................... 89
8. Inspection operation/assembly trip ............................................................................... 89
8.2 Normal operation...................................................................................................... 90
8.3 Test of the trigger temperature in the machinery room/cabinet ....................................... 91
8.4 Bus system.............................................................................................................. 92
8.5 Programming (Teach-In)............................................................................................ 96
9. Test instruction for Synergy NE91 with CMC4 control.......................................................... 97
9.1 Summary................................................................................................................. 97
9.2 Upper end switch run, buffer trip GGW......................................................................... 98
9.3 Lower end switch run, buffer trip FK ............................................................................ 98
9.4 Braking test acceptance test ...................................................................................... 99
9.5 Braking test repeated ................................................................................................ 99
9.6 Switch tension roller limiter rope ............................................................................... 100
9.7 Runtime monitoring................................................................................................. 100
9.8 Release relay check ................................................................................................ 100
9.9 Resistor motor........................................................................................................ 100
9.10 Brake control switch .............................................................................................. 101
9.11 Emergency rescue ................................................................................................ 102
9.12 Half load compensation via current measurement..................................................... 103
9.13 Fine adjustment of alignment ................................................................................ 103
9.14 Back-up brake trial................................................................................................ 103
10. Adjustments .............................................................................................................. 105
11. Fault Codes ............................................................................................................... 107
12. Electrical Quick Guide ................................................................................................. 114
1. Introduction
The elevation control system CMC4 is a unit of electronic devices whose aim is to
govern the functioning of any elevation system such as lifts or freight lifts. This manual will
be focused to the system use in the lift control.
The control system is strictly a electronic equipment that is designed to be integrated
in the control. It is not a control itself. In order to work, it needs the whole electromechanical
system to be connected for each traction system.
The main system nucleus is composed of the control board UCM; it is also required
the car control board UCC and the floor control boards UCP, which compose the minimum
circuitry to carry out a functional system. Therefore, the system control is strictly carried out
by the electronic equipment, although there are some dedicated peripheral devices that can
improve the functionality of the lift control system.
As an additional improvement, part of the terminals and attached circuitry is replaced
by a new board denominated UBA, Cabinet Terminal Unit, which includes all the controller
terminals for all tractions and other additional circuits that we will tackle further.
The main innovation provided by this control system regarding the precedents is the
use of the CAN bus as communication means between all the system components. The
CAN bus is a multi-master serial communication channel supported by a differential twisted
pair, it is highly strong against external disruptions and it incorporates an automatic error
management, what guaranteed a totally reliable communication. This bus has been
selected because it allows a significant wiring reduction with regard to the conventional
systems with the consequent economy and installation easiness. Likewise, it allows expand
the system or connect new elements at the plug & play style, simply hanging them from the
bus.
There is the possibility to control up to eight lifts, working in group, without having the
need of any other additional circuitry. The functioning in group provides an improvement in
the service provided by the lifts making them work in a synchronised way with the only aim
to improve the traffic in the building.
1.1 Generalities
The main technical feature of this equipment and the key of its features is that its
functioning is based on a micro-processor of 16 bits and in SMD technology. This
provides, compared with other equipments with another functioning principle, with the
typical advantages regarding reduced weight and volume, lo consumption, high reliability and, above all,
a wide application field with totally programmable features. It is a
configurable system.
This last feature is translated into:
- The control system hardware is always the same. It is not necessary to make any
“physical” modification to attend different needs (door type, addition of signalling
devices, traction type, control type, etc.);
- In case of any modification “in situ”, it is only necessary to connect a PC with the
specified software or a programming operating panel to the serial channel RS232 to reprogram
the new system features.
Among the Control System Features, the following highlight:
- Group control up to 8 lifts in bank, without the need of additional element;
- Stuck push-button detection in the car and landing operating panel (UCC and
UCP);
- Daily synchronisation of the connected display time via CAN or PIU;
- Compatible with the existing position indicators (signalling LS) and incorporation of
new protocols, direct connection to CAN bus or;
- A unique bus of 5 connection wires with floors and car independently of the number
of stops up to a maximum of 32 with selective calls when upwards/downwards;
- Outputs for call registers protected against short-circuits in UCP and UCC;
- Storage of the last 50 failures with the floor code in which they took place with the
date and time;
- Direct control for lifts of 1V, 2V, HD and the frequency inverter CPI using CAN bus.
Possibility of controlling frequency inverters ACVV and VVVF with parallel
connection;
- Inputs for latch key control of Independent Service and Firemen Service, VIP
preferential call, Out of service and fire sensor in UCP;
- Direct control input for light curtains or photocell, of transistor output;
- Different configurable blinking types for different situations with the call register;
- Timed output for the car light turning off;
- Possibility of re-levelling at floor and door pre-opening in hydraulic as well as in
electromechanical control systems;
- Possibility of connection with BCC using CAN for monitoring incorporation.
1.2 Configuration
The control system CMC4 is composed of the following elements:
• Control board, UCM. The control board is the most important element of the control system,
because it is the element that really governs the lift functioning, the others are communication
devices with the rest of the control structure. At the control board, we have the micro-processor
and, therefore, it is where the information is processed and where the corresponding decisions to
every situation are taken, generating the orders that have to govern the lift functioning. The
decisions are taken according to a resident program in the micro-controller flash memory;
• Car board, UCC. Connection of the car elements with register and signalling, it also incorporated
micro-processor and it works at the service of the control board. Its missions are the following: to
process the information that is generated in the most of car devices and send it to the control
board using CAN; to receive the orders sent by the control board and execute them;
• Additional boards: PECA32, increasing the number of stops from 16 to 32, and including special
functions as lift attendant function and connection of re-opening devices for rear access. UBA,
cabinet terminal unit for the replacement of terminals and elimination of additional circuits (FYS,
emergency valve control in HD…);
• Peripherals and indicators. All position indicators and/or lanterns that are used in CMC3.
• Peripheral: Connection to BCC (Basic Communication Centre) that allows you to incorporate
the Monitoring System TKMON. The electronic unit BCC is destined to the interchange of
information with the lift control. In this case CMC4, giving a common format to the data to be sent
to the supervision and control system. It has several communication lines, what allows it to
connect to all our controls. For CMC4 CASE, it is connected using CAN bus and using Ethernet
for connection with communication network IP, it allows that the Monitoring System TKMON
(installed in a PC) supervises and controls in a local and remote control the control system,
offering also system functioning statistics
1.3 UCM Board - Control System Plate
The UCM control system plate is the main nucleus of the control system for lifts CMC-4 and it is based on
the CMC-3 firmware with new hardware and increased performances. It requires a minimum circuitry of a
car plate UCC, landing plates UCP, as well as the different electro-mechanical components that are
indispensable for the functioning of the system.
The reduction of the size of the control plate has been possible thanks to the use of a micro-processor of
16 bits RENESAS MC16/6N4 and the use of components and superficial mounting technology (SMD). To
manage the CAN communications with a frequency variator, the UCM incorporates an additional micro-
processor RENESAS R8C/23.
The basic function of the control system is to process the information that is received by the CAN
communication bus of the car and landing plates, as well as the other control signals coming from the
car, shaft and control cabinet and to generate the necessary control signals to govern the control system.
1.3.1 Performances
Die UCM bietet folgende Funktionen:
- Up to 32 stops in double access with expansion plate PECA32.

- CAN Shaft bus, group and frequency variator;
- Double C: M16 and R8.
- It integrates supervision of PTC/TH of motor.
- Control of VVVF: Bus CAN and parallel.
- Integrated temperature sensor and RTC.
- Encoder inputs (TTL,LineDriver,EnDat).
- Direct copying of parameters E2Prom between two UCMs.
- Outputs protected against short-circuits.
- Independent programming of microprocessors.
- Unique power supply of 20VAC.
- Possibility of external power supply because consumption needs.
- Auxiliary inputs and outputs;
- Connection POME/PDA/BoMo.
- Connection of automatic rescue equipment;
- Connection of sec. Pre-opening module;
- Connection of emergency operating panel;
- Relay outputs for travel contactors;
- Outputs of excitation of relays for front and back door control;
- Output series luminous;
- Test of contactors;
- Safeties;
- Inputs mechanical shifting;
- Non simultaneous start-up;
- Tendency input.
1.3.2 Buttons, Jumper and Plugs
Buttons:
Plug X6 set Micro Switch X2 on Micro Switch X2 off

(X6 removed) (X6 removed)
P1 Reset
P2 Car Call Top Car Door open Upwards
P3 Car Call bottom Car Door close Downwards
P4 Reset
X6- Plug set - Normal

X6- Plug not set - Maintenance
Under normal functioning conditions, the shaft bus will have the resistances of end of line connected at
the last landing plate (UCP) of the installation and the car plate (UCC), so the jumper should be open.
1.3.3 PIN Function
1.3.4 Description of LED´s
LED Id Information Colour

DL1 ESTADO Led that indicates the functioning status or possible Red
failures with blinkings
DL2 AVERIA Led that indicates that a failure has taken place Red
DL3 ESH Led that indicates end of travel in hydraulic lifts Red
activated
DL4 PTC Led that indicates over temperature in the motor Red
DL5 SEG Main safeties closed Red
DL6 PRES Presence contacts of doors closed Red
DL7 ENCLAV Interlock of doors closed Red
DL8 UD Direction contactors (according to the traction type) Red
DL9 SC Fast contactor (according to the traction type) Red
DL10 LC Slow contactor (according to the traction type) Red
DL11 SA Car at door area (if it is at the area and with MSR) Red
DL12 K1 Relay status K1, go upwards Red
DL13 K2 Relay status K2, go downwards Red
DL14 K3 Relay status K3, slow speed Red
DL15 K4 Relay status K4, great speed Red
DL16 K5 Relay status K5 Red
DL17 K6 Relay status K6, cam Red
DL18 K7 Relay status K7, travel relay Red
DL19 CMB Car at lower part of the shaft (it is not at lower floor), Red
turned off with stepped change
DL20 CMS Car at upper part of the shaft (it is not at upper floor), Red
turned off with stepped change
DL21 --- None
DL22 --- LED available for future indications, no function has Red
been assigned yet
DL23 FS Upper sensor position car activated (within screen), Red
turned on with inductor within the screen
DL24 FI Lower sensor position car activated (within screen), Red
turned on with inductor within the screen
DL25 +24VP Correct External Power source 24V Green
DL26 +24V Correct External Power source 24V (led ON) Green
DL27 +24P Correct power source 24V for protected outputs (led Green
ON). It turns off if there is short-circuit. If it is trying
again to connect, it blinks.
DL28 +5V Correct internal power source 5V (led ON) Green
DL29 TXC_1 Transmission CAN to shaft Red
DL30 RXC_1 Reception CAN of shaft Red
DL31 TXC_2 Transmission CAN to group (if connected) Red
DL32 RXC_2 Reception CAN of group (if connected) Red
The STATUS LED (DL1, located next to the reset push-button) is configured to indicate certain failure
status with blinkings.
Number of blinkings Description
1 Battery failure
2 Failure of 24V
3 Temperature of machine room
Element Functionality Feature

F1 General power supply fuse 6.3A Type F 5*20 Crystall
F2 Power supply fuse periphery 24V 5A Type F 5*20 Crystall
1.3.5 Hinweis
Muss die UCM ausgetauscht werden, so ist folgendermaßen vorzugehen:
- Vor dem Abziehen der Steckverbinder ist die Lage jedes Steckers ggf. zu notieren, damit es beim
Anschließen der neuen Baugruppe keine Probleme gibt.
- Zuerst den Steckverbinder für die Stromversorgung X22 abziehen, dann alle anderen
Steckverbinder; die Baugruppe durch Druck auf die Halteriegel der Nylon-Befestigungen
herausziehen.
- Prüfen, ob die Steckbrücken JP1, JP2, JP3, JP4 und JP5 und die Stellung der Schalter SW1 und
SW2 mit der Konfiguration der Austauschbaugruppe übereinstimmen.
- Die neue Baugruppe durch vorsichtiges Drucken in die Halterungen einsetzen, bis ein
Klickgeräusch zu hören ist; prüfen, ob sie fest sitzt.
- Alle Steckverbinder wieder anschließen, zuletzt X22.
- Mit einem Diagnosegerät prüfen, ob die Parameter der neuen Baugruppe mit den Parametern der
Anlage übereinstimmen.
- Prüfen, ob die Status-LEDs den fehlerfreien Betrieb anzeigen. Es gibt die Möglichkeit, die
Parameter beim Austausch der UCM zu kopieren, wenn kein zusätzliches Programmiergerät
- vorhanden ist, indem beide Baugruppen mit den Steckverbindern CN23 und einem Kabel
miteinander verbunden werden; so kann die komplette Konfiguration der alten in die neue
Baugruppe geladen werden. Es wird lediglich ein BoMo für die Aktivierung des entsprechenden
Parameters benötigt. Der Ablauf ist dann wie folgt:
- Steckverbinder X6 abziehen, so dass die Steuerung im Notbetrieb läuft.
- Die neue und die alte Baugruppe mit dem Verbindungskabel und den Steckverbindern CN23
miteinander verbinden.
- Durch Zugriff auf den Parameter mit BoMo den Download aktivieren.
- Zum Starten des Downloads Taste RESET auf der neuen UCM drucken.
- Nach beendetem Kopieren der Konfiguration die Verbindung trennen.
1.4 UBA Board – Terminal Board
The terminal board or UBA-CMC4 is in charge of meeting in just one unit all the possible connections and
specific elements of the control system and in general all elements that are normally mounted in the
control cabinet and can be located in a PCB supposing therefore a reduction of space and costs. This is
its main feature and its important benefit. Likewise, it reduces the wiring inside the cabinet and the wiring
outside the cabinet compared with other conventional control systems.
1.4.1 Features
The features of the UBA board are the following:
- Safeties Series Connections grouping;

- Phase fault and sequence supervision device;
- Emergency valve control circuit in hydraulic lifts;
- Triggering and reset push-buttons of the remote speed governor;
- Power and lighting distribution for cabinet, shaft and car.
.
1.4.2 Safeties Series Circuits
The UBA board has all the necessary connections to take all contacts of the main safeties series to it,
landing door contacts (presences or interlocks) and the car door contacts.
The connections of the series elements are grouped according to the situation they occupy in the
installation: upper part of the shaft (machine room, pulley room, etc.), lower part of the shaft (pit), speed
governors, car area, presences of front landing door, presences of back landing doors, interlocks of front
landing doors and interlocks of back landing doors.
The board has the appropriate protection of the safeties line limiting the current to the values for which
the PCB treadways are designed. This protection is formed by a ceramic fuse.
Likewise, the board has the necessary circuits to supervise the main points of the series: series,
presences and interlocks. These circuits adapt the voltage of 240Vac of the safeties series work to 24Vdc
that will arrive at the control board (UCM-CMC4).
The treadways of the PCB associated to the safety circuits have been designed to support maximum
currents of 4 Amp.
1.4.3 Phase fault and sequence supervision device
It is composed by a phase fault and sequence supervision circuit that provides an efficacious detection of
under-voltage and/or phase fault of a three-phase system. The power supply of the module is obtained
from the 24V proceeding from the main supply of the system that is offered by the control system board
(UCM-CMC4). This circuit has a relay that opens the safeties series in case of error detection.
When supplying the circuit, the relay gets excited if the three phases present a value that is higher than
the minimum established for the under-voltage and in the correct order. The relay will be deactivated if
one of the following conditions takes place:
- Phase sequence inversion;

- Failure of one or more phases (maximum unbalance);
- The three-phase voltage value is lower than the established minimum value (under-voltage).
When the failure indication cause disappears, the relay gets excited again, observing some hysteresis
margins to avoid the uncertainty that can be caused by the activation-deactivation of the relay with
possible fluctuations near the detection point.
1.4.3 Speed governor triggering and remote reset
To carry out the test of the speed governor in a remote way in the machine-room-less lifts, it has been
set at the board a device of double action of the test coil of the speed governor. These two activations
correspond with the speed governor triggering and with its reset.
To activate each activating element, the steps to be followed are to introduce a screw driver with a
diameter not bigger than 3.5mm in the corresponding hole until you can close the inside contact. It can
be necessary to make a turn of the screw driver not bigger than ¼ of turn.
1.4.4 Power and lighting distribution
The terminal board makes a power supply and lighting distribution according to EN81. For that and from
the input three-phase supply, it offers in different connectors the necessary connection points for:
- Plug and cabinet lighting power supply;

- Plug and shaft lighting power supply;
- Machine fan power supply;
- Plug, ventilation and car lighting power supply.
.
The treadways of the PCB have been dimensioned for width and thickness to support the following
maximum currents:
- 16 Amp in shaft and cabinet plugs;

- 10 Amp in shaft lighting;
- 6 Amp in car plug and lighting.
These treadways have no inside protection, so it is necessary to have it outside, for example, with
automatic magneto-caloric switch.
1.4.5 Connector, Jumper and Signals
Connector Functionality
P1 P2 P3 P4 P5 P6
CN1 three-phase power supply input PE N1 L11 L21 L31
CN2 three-phase power supply Output N1 L11 L21 L31
CN3 shaft lighting power supply input L14B L14A ---- N4
CN4 shaft lighting power supply output N4 ---- L14A L14B
CN5 machine fan power supply output F3 F4
CN6 power supply car output F5 F6
CN7 machine/car fan power supply input N3 ---- L13
CN8 internal cabinet power supplies neutrals N1 N1 N1
CN9 Module SR Connection (Bridge door series) 51 ---- 41
CN10 Connection v<0.3m/s (Bridge door series) 29 ---- 52
CN11 Connection with UCM (series supervision) 24V 0V S29 S40 S41
CN12 Remote speed governor (triggering and reset Y1 Y2 Y3

coils)
CN13 Common downwards valve (only HD) VF3 VF2
CN14 Emergency valve (only HD) +VE -VE
CN15 Emergency Floor Sensor (only HD) KT3 KT3
CN16 Battery-Charger 12V emergency circuit (only HD) 12V 0V
CN17 TK Cam power supply (anti-parallel diode) RT2(+) RT2(+) ---- RT1(-)
CN18 TK Cam power supply (anti-parallel diode) RT1(-) RT2(+)
CN19 pit /cabinet light plug power supply input L12 ---- N2
CN20 cabinet light power supply output N2 L12
CN21 shaft plug power supply output F7 (N2) PE F8 (L12)
CN22 floor at rescue position led LD- LD+
CN23 fast contactor contact in 2V 62 ---- 61
CN24 Door bridges (according to the door type) 29 C2 C3 40
CN25 Front doors interlock contacts PE C4 C3
CN26 Pit safeties series contacts A3 A4 A5
CN27 Speed governor safeties series contacts A6 A7 PE
CN28 safeties series contacts in Overhead G3 G2 G1
CN29 safeties series contacts in Overhead P1 P2 P3
CN30 Emergency/rappel operating panel connection D5 D4 D3 D2 D1

CN31 safeties series contacts in car B6 B5 B4 B3 B2 B1
CN32 Front door presence contacts C2 C1
CN33 Machine room safeties series contacts A1 A2
CN34 Internal cabinet power supply phases L11 L11
CN35 control system transformer power supply N1 ---- L11
CN36 Back door presence contacts C2’ C1’
CN37 Back door interlock contacts PE C4’ C3’
LED´s
Led Text Description Colour

L1 ENCL Turned on with door interlock contacts closed Red
L2 PRES Turned on with landing door presence contacts closed Red
L3 SEG Turned on with safeties contacts closed Red
L4 FYS OK Turned on with correct three-phase power supply Green
L5 POS.PLANTA Turned on with car at floor area Red
L6 FYS FALLO Turned on with failure in the three-phase power supply Red
F1 4A F Safety circuit
Button Name Function

PUL1 REARME speed governor test
PUL2 DISPARO speed governor reset
1.4.6 User instruction (mounting and dismounting)
For the protection earth connection, it is important not only to carry out the main connection in the three-
phase power supply connector CN1, but also in the drill hole of the upper main fastening (PE1). This drill
hole has a specific pad to reduce the contact resistance at this point on both sides of the PCB in such a
way that it is possible to place on a female spindle of internal screw over which it is possible to fasten the
PCB with a screw inserted on the side of the components. Between this screw and the PCB, it is possible
to place terminals of FASTON type to make protection earthings. If this is respected, it is necessary to be
so careful with the operations regarding maintenance, dismounting and mounting in order to have every
protection connection placed.
The UBA has a protection against any accidental contacts at the risk areas of electrical shock. This
transparent protector covers the supervision circuit area of the three-phase network, the connectors of
power supplies of 220V that can be not used (according to the type of cabinet) and the supervision
circuits of the safeties series and door contacts. In case it is necessary to remove this protection, it is
important to place it again once the maintenance tasks have been finished.
For isolation reasons, the PCB distance on its welding side to the cabinet (being of sheet) should not be
lower than 6mm measured from the lower part of the PCB.
1.5 UCC-Board – Car Board
The car board UCC makes possible a decentralised Communications with the control system board by the
CAN Communications channel of the different electro-mechanical elements located in the car. The main
advantages derived from the use of this decentralised system are the reduction of the shaft wiring,
reduction of the mounting time, smaller maintenance and easiness regarding the installation.
For the control of the different functions, the UCC incorporates a micro-processor RENESAS R8C/23 of
reduced dimensions and low cost. The micro-processor analyses constantly the information generated by
the different electro-mechanical elements of the car and it sends it to the control system by the CAN bus
through the low voltage travelling cable. Likewise, the micro-processor analyses the orders that are
received from the control system by the bus and it interprets them to act over the connected peripheral
devices.
To increase the functionalities of the system in the car, it is possible to connect an expanding board
PECA32 to the UCC. It is also possible the connection of two UCC boards to the communication bus to get
an increase regarding the features in double accesses or cars of great dimensions with double operating
panel.
1.5.1 Features
Input
- Call push-buttons F-C-CR type connection up to 16 stops;
- Inductors K1 and K2 input for safety module SR;
- INSPECTION operating panel connection;
- FRONT DOOR OPEN push-button connection;
- FRONT DOOR CLOSE push-button connection;
- CALL INHIBITION latch key connection;
- CAR PREFERENCE latch key connection;
- AUTHORIZED PERSONNEL LATCH KEY connection;
- FORCED SOW-DOWN LIMIT SWITCH Input (short stops);
- PAWL DEVICES Input;
- Connection front curtain or photocell;
- Door end running limit switches (FPA, FPC, safety EDGE);
- Upper and lower photo-switch connection;
- LOAD WEIGHING input with 4 indication levels;
- Slow-down limit switch CMB and CMS connected in car board;
- Connection of the ESH module;
- FAILURE input of the emergency equipment;
- Auxiliary inputs for special applications.
Output
- Telephone line output for emergency equipment;
- OVERLOAD indication output;
- FAILURE output for emergency equipment;
- Outputs DS, DB and GONG for indicators;
- VIP indication;
- FIREMEN indication;
- LS or PIU output for signalling elements;
- Control outputs for door operator;
- Output of 220VAC for controlled lighting of the car;
- CAN output and power supply for additional UCC;
- Auxiliary CAN output for other devices;
- Auxiliary outputs for special applications.
Additional
- Firmware programming and updating connector;
- Expanding board PECA32 connection, increasing the features;
- Two UCC boards connection to the same bus to increase the features;
- Light curtain or photocell type selection by jumpers;
- CAN bus finishing resistance selection by jumpers;
- Simple/Double access selection by jumpers;
- Special acoustic and light signallings;
- Short-circuit protection in outputs;
- General protection of the board by a resettable fuse of 2A.
AMP Connectors
Connector Functionality Pins
P1 P2 P3 P4 P5 P6
X0 Push-button P0 CR0 C0 F0
X32 INDUCTORS , K1 and K1 0V 0V K2
K2
X33 LINE_OUT, telephone T1 T2
output for the tele-
alarm equipment
X34 INSPECTION, C4 C3 C2 C1 C0 F6
connection of
inspection operating
panel
X35 CERPU-F, Front door C4 F6
close
X36 ABRPU-F, front door C3 F6
open
X39 INHB, call inhibition C6 F5
X40 PRIO, car preference C5 F5
X47 LS, ( or PIU) +24VP 0V LS
X48 LSC, OVERLOAD light +24VP 0V LSC
X49 ARROWS, for GONG DB DS
indicators Gong, DS
and DB
X50 SL1-SL4, auxiliary S1 S2 S3 S4 0V
outputs, S1, S2, (SCROL
S3.S4 L)
X53 PRS.AUT. C6 F6
(AUTHORISED
PERSONNEL )
X56 EL1/EL2 C5 F6 C7 F5
X57 CMB_FORZ +24VP E3 E4 +24V
P
X58 FAILURE, failure +24VP 0V AVER F.E.
output and failure IA Emer
input of the genc
emergency y
equipment. EAR
connection
X59 IVIP, VIP indication +24VP 0V IVIP
X60 TAQUES +24VP TQ-1 TQ-2 +24V
P
X61 RX_F, front curtain Triggeri 0V +24V Sync
ng P hroni
sm
X62 TX_F, front curtain Synchr 0V +24V Trigg
onism P ering
X65 FRONT operator, +24VP 0V COM APF CPF DNF
signals open, close, UN
Nudging
X67 CAN connector +24VC 0V CAN CAN
AN HIGH LOW
X68 Auxiliary CAN CAN CAN 0V
connector for CAN HIGH LOW
devices
X69 LBOMB, FIREMEN +24VP 0V LBO
indication MB
X73 Power supply step +24VP 0V
module push-buttons
X74 SEN_PUERTAS Edge Edge FPC FPC FPA FPA
Functionality
P1 P2 P3 P4 P5 P6 P7 P8
W1 Communications: CAN, +24 0V CAN CAN K1 K2 T1 T2
Photo-switches, inductors, CAN _ _
telephone line HIGH LOW
W2 FOT_INF +24VP 0V IN_F
OTIN
F
W3 FOT_SUP +24VP 0V IN_F
OTS
UP
W4 OVERLOAD, 0%, 50%, 80%, F4 C4 C5 C6 C7
100% 0% 50% 80% 100
%
W5 FPA_F (open front door end) F4 C1
W6 FPC_F (closed front door end) F4 C0
W7 BORDE_F ( front safety edge) F6 C7
W11 SHIFTING +24VP CMB CMS +24V
P
W12 220V, for car lighting Phase Neut
ral
W13 CAR LIGHT.( output) by Comm NC
LUX_OFF on cont
act
W14 ESH - FCS in hydraulic lifts +24VP ESH
IDC Functionality
CN50 CONNECTION EXPANSION Pins 1…34

PECA32 BOARD F2, F3, F4, F5, F7, C0, C1, C2, C3, C4,C5, C6, C7, CR0, CR1, CR2,
CR3, CR4, CR5, CR6, CR7, ---, ---, APT, CPT, DNT, ---, SW4_3,
LL_D, LL_E, +24VP, +24V,0V, GND
CN Functionality
CN1, micro-match E8 +5V 0V RX TX MODE RESET

PROGR
AMMER
Jumper Functionality
P1 P2 P3
JP1 Selection of double access IN_P6,3/pin35 +5VP --
JP2 Selection Finishing resistance bus 180R com 120R
CAN
JP3 Curtain/Front photo-cell NPN com PNP // FC
JP4 Curtain / Front photo-cell NPN // FC com PNP
JP5 Curtain / BACK photo-cell NPN // FC com PNP
JP6 Curtain / BACK photo-cell NPN com PNP // FC
LED Status Status UCC board
Fixed ON RESET
Recording process of the micro
Blinking, 1 pulse Communication with board UCM OK
Blinking, 2 pulse Failure of wake-up. The periodical control of communications has been lost
with the UCM board. It is possible that one of the two is resetting.
Blinking, 3 pulse Failure in the CAN communication of the car board UCC, problems in the CAN
controller.
Blinking, 4 pulse Car board in TEST mode.
LED Status Status UCC board

Fixed ON Power supply of the signals connected to the protected drivers is activated.
EVERYTHING OK.
Fixed OFF If a short-circuit takes place in any of the protected outputs, the power supply of
these drivers is deactivated and the led +24V remains in OFF.
It is not rearmed until short-circuit disappears.
The buzzer of the UCC activates in the following circumstances:
- Special signallings governed from the control system board, overload notice.
- Configurable pre-register of calls. For special cases, it allows an acoustic pre-register of call,
indicating by an intermittent buzzing that the call is going to be attended;
- In the RESET of the UCC, it emits a buzzing of 100mS of duration;
- It is possible that the buzzer is active during the recording process.
1.5.3 User Instructions
To replace the car board UCC, it is necessary to follow the instructions specified below.
It is advisable to remove firstly the power supply unplugging the power supply and communication
connector W1. The steps are the following:
- Unplug W1.
- Unplug the other connectors of the electro-mechanical elements;
- Extract the board pressing over the blocking flaps of the nylon fastenings and place the new board
at its location.
- Check that the configuration bridges of the curtain or photocell type JP3, JP4, JP5 and JP6 are
placed at the correct position as it is specified in the figure 2. Check also that the bridges JP1
(simple/double access) and JP2 (linear bus/forked bus) are at the position specified in figures 3
and 4 respectively.
- Plug firstly all the connectors of the electro-mechanical elements and later W1.
- Rest the control system board.
If, after plugging the connector W1, the led +24V remains turned off, it is indicating us a possible short-
circuit in any connected peripheral. It is advisable to unplug all of them and connect one by one to see
which one cause such short-circuit.
WARNING:
Whenever you make a firmware updating in the installation, it is necessary to rest the UCC as well as the
UCM.
If it is not like that, the system will not work.
1.6 UCP Board – Landing Board
The UCP landing board makes possible a decentralized communication with control system board
through the CAN0 communication channel (Shaft CAN) of the different devices of signalling, detection,
etc. (Peripherals) located at the floor. The main advantages derived from the use of this decentralized
system are the reduction of the shaft wiring, reduction of the mounting time, smaller maintenance and
the easiness of the installation. Besides the CAN communication bus, the system has the TEACH IN
signal used for the control system and the landing board to carry out the shaft copying.
For installations with double access, the system has two configurations according to the needs: a
distributed double access using a UCP board per each access or a centralized double access using a
board per floor.
1.6.1 Features
The features that are grouped according to the functionality of input or output are the following:
Input
- Landing calls detection. Double access or both directions;
- Latch key out of order;
- Firemen latch key;
- Latch key for cancellation of the service at specified floors;
- Fire sensor;
- Landing locking Status;
- VIP call Latch key;
- Teach-in.
Output
- Series position or LCD TKE indicator;
- Control system signalling out of order;
- Upwards arrows;
- Downwards arrows;
- Selective Register of calls double access;
- Presence indication;
- VIP Register.
Other Features
- Outputs protected against short-circuit;
- Supervision of voltage and watchdog;
- Configuration through UCM.
- Programming in situ of Flash and Eeprom from PC or PDA.
- Acoustic and light indication at board through buzzer and LED Diode;
- Bus CAN line end impedance selection through bridge.
LED Status UCC board Status
Fixed ON The board is not programmed. The LED is fixed turned on when
receiving the power supply.
Blinking, 1 pulse Normal functioning
Blinking, 3 pulses Teaching failure. An error has taken place during the teach-in
procedure.
Blinking, 5 pulse Possible failure in CAN Communications. UCP does not receive the
display messages during more than 2 seconds.
Turned off The power supply of the board is under 14-15V, so it has entered intro
energy saving mode.

In case it is necessary to replace a board, follow the following instructions:
- Disconnect firstly the connector CN! (power supply input);
- Disconnect the other connectors;
- Replace the old board and place the new one and verify that the jumper JP1 of the new board is
placed in the same position as the old board.
- Do not connect CN1 and connect the other connector;
- Connect CN1;
- It is advisable, after a change of the board, to cut the power supply of the control system and give
voltage again for all the boards to start the reset and make a teaching;
- Verify that the RUN LED of the replaced board and of the rest indicates a normal functioning (1
blinking every second).
1.7 BPP Board (S1-Version)
The flat landing operating panel BPP ensures a decentralized communication with the control board
through CAN bus communications (shaft_CAN_bus) of the different signalling devices, detection devices,
etc. (peripheral) located on the floor. The main advantages of a decentralized system lies in the reduction
of the cabling needed, using up less space in the shaft and shorter assembly times which result in lower
maintenance and installation costs. Apart from the CAN bus, the control system has a TEACH IN signal
used to configure BPPs
(level, access, and elevator).
1.6.1 Features
Input
Programmable input that can behave as:
• Special upward call
• Special downward call
• Presence input or open door signal (in reduced overhead/pit).
• Out of order
• VIP
• Floor cancelation
• Firemen turnkey.
• Fire detector.
• Teach-in.
Output
• Serial or LCD TKE indicator.
• Programmable output that can behave as:
Out of order register
VIP register
Upward register (special)
Downward register (special)
• Upward arrows.
• Down wardarrows.
• Firemen service indicator.
• Teach-out
Other functionalities
• Shortcut protected outputs.
• Power monitoring and watchdog.
• Configuration via UCM.
• Flash and Eeprom programmed in situ from PC or PDA.
• In situ programming via pushbutton in PCB
• Buzzer and LED indicator in board.
• CAN bus termination resistor selected with a switch.
The end board of the bus requires an end load resistance for the CAN bus. This is done Using a J1
jumper or SW1 according to the below table.
Buzzer:
The floor board buzzer is activated when:

• Preregistration/registration of calls
• Resetting the board, BPP sends a short beep.
• When there is a shortcut between 24V output and board 0V sending out Periodical beeps.
• When confirming programmable input/output has been programmed
PROGRAMMABLE FUNCTION on X3
To enter function selection mode for the programmable inputs/outputs, please follow the Instructions
below:
- Ensure the board has no power supply
- Power it up
- During the first 5 seconds on powering the board press P3
- (note ¡Error! No se encuentra el origen de la referencia.)
- The board is now in selection mode to select Programmable input/output function.
To choose type of behavior or to assign a functionality to the programmable input/output follow these
instructions:
- Enter the input/output programmable selection mode (following steps above)
- Press P3 as many times as necessary until you reach desired mode of operation. With
each P3 pulse you will change choice. The board indicates the function or behaviour
making LED´s flash as described in table 1. LEDs status during BPP
“Function_selection”)
- Please wait 5 seconds. The BPP will confirm with various beeps that Programming has
been successful.
To replace a board follow these instructions:

- First disconnect X2 connector (power supply)
- Then disconnect rest of connectors.
- Replace the old board and verify that switch SW1 or jumper J1 and jumper J2 of the new
board are in the same position as the old one.
- Do not connect X2. Connect first all other connectors
- Connect X2.
- Configure the programmable input and output if necessary
- After changing a board, cut control board power supply and power up again so all boards
start from reset and a teach-in is carried out.
- Verify that the RUN LED in the new board and that all other LEDs are ok (1 flash per
second)
2. VACON - Drive
2.1 Quick Commissioning Permanent Magnet Motors
1- Choose the Electronic Controller model in P8.48, and check selection in V1.23.24
2- Choose the Motor Model in P8.1 and P8.50, and check selection in V1.29 and V1.30 (Important!! You
have to select always later the Motor than the Electronic Controller!!)
3- Motor Identification:
a. P8.14 = Yes, to identify the motor. It can be done with the liftcar hanging,
because it does not open the brake. Run in inspection mode for about 15 s. The
drive will stop once it has completed identification.
4- Move the lift in Inspection mode.
5- If the direction of rotation is not correct, put jumpers in terminals 12 and 14 of OPT-A1.
6- Move the installation in normal ride and check how it behaves. This same menu, M8, contains the
most common adjustments for a Commissioning.
Most typical cases:
a. If we detect a greater than usual rollbackl in an installation, it can be improved as follows:
i. Increase the value of P8.23 in units of 5.
ii. If this is not enough, increase the value of P8.25 in units of 1.
iii. If this is still not enough, increase the values of P8.21 and P8.22 in units of 0.1.
b. If we detect a speed strike in an installation, always in the same direction of ride, regardless of
load, check the liftcar and the counterweight because they may be attached to guides at these
points.
c. If in any installation the motor makes a noise and vibrates right opening the brake, we can
solve this by:
i. Reducing the value of P8.23 in units of 5.
ii. If this does not solve it, reduce the value of P8.39 in steps of 5%.
7- If the behaviour of the motor is not right (Speed not normal, unstable speed, or Fault 43), it can be
needed a new encoder angle indentification
8- Other comments: If in point 2 the motor model is not correct, check the software and application
versions:
i. System Soft: NXP00002V182
ii. Application: APSPQ065V425
If the motor, is not in the P8.1 list, or if it’s included but is not not running right, then an encoder angle
identification would be needed (see P8.14)
9- Start improvements, when movement is not continuos in the same
direction of the ride. From application V425, a new function for soft start in close loop is added.
This functionality is not active with the motor models introduced in this revision.
How it works:
a- To enable that function you must program P2.13.14 = 15
b- Reduce the values of next parameters, to avoid a very slow start: P2.3.2.10 = 0,10, y
P2.3.2.11 = 0,05Hz
c- If the start is not still comfortable, and you can feel such a not continuous starting, then
increase 10% to 10% the P8.39. If you get big values of this parameter, you can get high noise
and vibrations in the motor when starting.
d- If you want to disable that function, then you need P2.13.14 = 0, and write back with the
original values the P2.3.2.10 y P2.3.2.11.
10- PTC parameter simulation. From P2.8.3.11 = “Fault”, you can simulate when you want, the PTC
fault, event when lift is running. So you will be able to check how lift controller is reacting in front of this
fault. To disable the PTC fault P2.8.3.11 = “No fault”.
2.2 Control board I/O Configuration
Up to five expansion boards can fit in the control board of the drive (blue
module). Each of this five slots is labeled with the letters A, B, C, D, E. The
original configuration of the drives is as shown in figure 1. The references of the
boards are:
Slot A: OPT-A1 (digital I/O)
Slot B: OPT-A3 (two relais and one thermistor input)
Slot C: OPT-BE (absolut encoder board)
Slot D: Empty
Slot E: OPT-B1 (digital I/O)
Karte OPT-A3 (in Steckplatz B)
Standardmäßige Konfiguration der Ein- und Ausgänge:

Karte OPT-BE (in Steckplatz C)
Korrekte Position der Brücken auf OPT-BE
This board has in its upper part two leds which indicate:
- Yellow Led:
o Slow blinking: Board is ready.
o Quick blinking: Board is NOT ready.
- Green Led:
o ON: Communication with encoders works.
o OFF: Communication with encoders does NOT work.
Karte OPT-B1 (in Steckplatz E)
Figure 9. OPT-B1 signals for CMC4.

PR = doors pre-opening
RT = brake overvoltage control.
Right Direction = Send information to EC when Evacution mode
Jumpers correct position for OPT-B1.

2.4 Keypad
Through its different menus, we can change parameters values.
Ant
rieb
sst
atu
s
An
den
Ant
rieb
sst
atu
sanzeigen kann der Benutzer den Status des Motors und des Antriebs ablesen und feststellen, ob die
Motorsteuerungssoftware Unregelmäßigkeiten in den Motor- oder Frequenzumrichterfunktionen erkannt
hat.
1) RUN = Motor in Betrieb – blinkt, wenn der Befehl STOP gegeben wurde und der
Frequenzumrichter den Motor geführt zum Stillstand bringt.
2) Gibt die Drehrichtung des Motors an.
3) STOP = Zeigt an, dass der Antrieb nicht in Betrieb ist.
4) READY = Leuchtet, wenn die Stromversorgung eingeschaltet ist. Im Falle eines Fehlers
leuchtet das Symbol nicht auf.
5) ALARM = Weist darauf hin, dass der Antrieb außerhalb eines bestimmten Grenzwerts
betrieben wird, und zeigt eine Warnung an.
6) FAULT = Weist darauf hin, dass unsichere Betriebsbedingungen aufgetreten sind,
aufgrund derer der Antrieb gestoppt wurde.
Steuerplatzanzeigen
Die Symbole I/O term, Keypad und Bus/Comm zeigen die im Menü „Steuerung über
Steuertafel“ (M3) getroffene Auswahl an
a) I/O term = Als Steuerplatz wurde die E/A-Klemmleiste ausgewählt, d.h. die Befehle START/STOP
oder Sollwerte usw. werden über die E/A-Anschlüsse gegeben.
b) Keypad = Als Steuerplatz wurde die Steuertafel gewählt, d.h. das Starten oder Stoppen des Motors
bzw. das Ändern der Sollwerte kann über die Steuertafel erfolgen.
c) Bus/Comm = Der Frequenzumrichter wird über einen Feldbus gesteuert.
Status LED´s (grün – grün – rot)

Die Status-LEDs leuchten in Verbindung mit den Antriebsstatusanzeigen READY, RUN und FAULT auf.
Ready = Leuchtet, wenn die Hauptstromversorgung an den Antrieb angeschlossen ist und
keine Fehler aktiv sind. Gleichzeitig leuchtet die Antriebsstatusanzeige READY auf.
Run = Leuchtet, wenn der Antrieb in Betrieb ist. Blinkt, wenn die STOP-Taste gedrückt
wurde und der Antrieb geführt ausläuft.
Fault = Blinkt, wenn unsichere Betriebsbedingungen aufgetreten sind, aufgrund derer der
Antrieb gestoppt wurde (Fehlerabschaltung). Gleichzeitig blinkt die Antriebsstatusanzeige
FAULT auf dem Display, und die Fehlerbeschreibung wird angezeigt.
The following figure shows the sequences to navigate through the keypad
menus:
2.5 Keypad Menus
M1. Monitor Values

The monitor values are the current values. The monitor values cannot be edited.
M.8 Commissioning Menu
In M8, we can find common parameters for commissioning.

2.6 Fault Codes
When the control of the frequency converter detect a fault, the drive stops and the symbol F appears on
screen, together with the number of the fault, the fault code and a brief description of it. We can reset the
fault by pressing the RESET button on the control panel or else through the I/O terminal. The faults are
stored in the fault log menu, which can be browsed. The following table shows the different fault codes.
This table lists the fault codes and possible causes:
3. VF-08 – Door Operator
The VF08 operator of THYSSEN is a system to control the open – close cycle of the
elevator doors, incorporating all of the connection elements in an unique equipment.
The equipment is powered by 230VAC/ monophasic through a three-pole connector
(Phase, Neutral, Ground).
Luminous function indicators:
There are three luminous points (LEDs) to show us the actual state of the operator.
The red LED “POWER/VOLTAGE” advice us that the equipment is powered and it is
prohibited to touch the metallic elements of the electronic circuit connection points, the
electric or electronic components pins, the connection points of cables, during the
illuminated state of this LED.
WARNING! It is important to know that the disconnected equipment will maintain

dangerous voltage during aprox. 5 min. (discharge time of the main filter capacitor).
During this time the inner rail voltage is present in some parts of the circuit so DON´T
MANIPULATE THE INTERIOR PARTS OR BOTH THE INTERNAL OR
EXTERNAL CONNECTIONS MEANWHILE THIS LED IS ILLUMINATED.
The central red LED “FAIL/INTERNAL TEST” is reserved to control functions during the manufacture of the
equipment and may also advice us about incorrect operation. If this LED keeps permanently illuminated
means that there is an internal communication fail of the electronic circuit. It will disappear by
disconnecting and connecting again the equipment.
If flashing with the frequency of the green led, that means an insufficient supply voltage ( it will occur at a
lower voltage than 195VAC).
If the movement of the operator stops and this LED keeps illuminated during 2 sec, it
will indicate a detected anomaly and then make an internal reset due to –for example an incorrect
movement direction of operator, the pulses of encoder are wrong, and so on.
The green LED, “READY” or “OPERATING” show us the operator state, and other additional information
such as:
Constant emitted light: the operator is in the reset state. During this time the operator is inactive. The
duration is about 2 sec. Blinking light with a frequency ON/OFF 1Hz shows the ready state of the
operator, waiting commands to work.
During the learning period this LED has a special function. We must pay attention to know exactly the
correct execution of the learning maneuver. See point 4.1, Learning.
If this LED blinks with a frequency of 1Hz with an asymmetric duty cycle (20% ON and 80% OFF) and the
LEDs “POWER/VOLTAGE” and “FAIL/INTERNAL TEST” are illuminated it means that the memory of
parameters has not data and first we must make the learning maneuver. All of parameters are checked
during the equipment assembly, so for this reason this situation should never happen.
First movement of the door after a reset
After a supply voltage drop or a reset for any reason, the first executed movement of the door will be with
a slow speed movement to determine the door position. From the first correct and complete movement –
open or close- the door will work normally.
During this process will not operate the detection of obstacle, because it is not possible distinguish the
closed or opened position from an obstacle. If there is an obstacle, the door will stop and wait for a new
order from the central control, and will work the same manner since it encounters the first complete and
correct trip
FCA – door open limit switch

CAM – door obstacle sensor
COM - common
ABR – “abrir” = Open
CER – “cerrar” = Close
NUG – “nudging“ = Nudging
Obstacle.
If an obstacle occurs during the closing movement of the door, it will stop the
movement to stop the door completely and will wait the open manoeuvre order by the
signals of the central control of the elevator.
The contacts of the relay are normally opened and will close to send a pulse. Then the
contacts of the relay will be released. These contacts are marked as CAM-CAM.
The movement of reopening of the door will be executed with a position dependent
velocity, as explicated above.
Photocell.
In case of the activated signal of a photocell the movement of the door will be inverted
(from close into open).When the close order disappear the operator will firstly stop the
door and will open it according to manoeuvre instruction of the central control of the
elevator.
This manoeuvre is different of the obstacle one. It must be understood that we have not
access to the signal of the photocell, but is arrives from the central control that it will
order the inversion of the movement. The operator just will proceed in accordance of
the received orders of the central control.
The velocity of reopening movement will depend on the position of the door when the
photocell is activated, as in the case of an obstacle.
Nudge.
This input is activated by a short circuit between itself and the common, as commands
open or close. It treats to make a forced close of the door. When this manoeuvre is
executed, the operator will not reply an order of opening. In case of an obstacle will
advise about it to the central control and stop closing, however during the activated
nudge signal will not accept other orders.
Regulation of the open, close and force parameters.

We have 3 potentiometers to regulate these functions. On Fig. of the annex 1 and 5 we
can see their positions in the equipment.
With the first potentiometer we adjust the closing force of the door. The potentiometer
has 5 positions and we can regulate from less to more the force of the door movement
while closing. We will have more force by rotating the potentiometer shaft in CW
direction (see on next figure).
With the next potentiometer can regulate from slower to faster movement of the door in
close direction. The function is the same as in case of force, but it will increase the close
velocity.
With the third one we adjust the open movement of the door. It has 5 positions with
different movement parameters previously programmed, selectable by the client. The
open velocity will be higher turning in CW direction the potentiometer.
After the selection of the movement parameters we must carry out a learning manoeuvre
to memorize the new positions.
Note. If we like to memorize just a new position of the regulating potentiometers, we
just push the learning pushbutton for less than 1 sec.
Encoder.
We must mention that between the control electronic and the motor there is a piece
coupled to the motor shaft, which make the function of a quadrature encoder.
This is a piece having crenels or teeth which moving through two photo interrupters,
that read the on-off signals and counting the pulses per revolution. These pulses help to
the control electronic to know the door position, the direction of movement, the obstacle
and a possible malfunction.
8.- Motor.
The motor above mentioned is a three phase/4 poles electric motor specially designed to
work with different frequencies and voltages of function. It must know that the minimal
working frequencies are about 3Hz and the maximal are about 20Hz.
The maximal power consumption is at the maximal frequency and it depends on the
operating force of the door. It is about 125W. Obviously we can obtain more power
from it in case of necessity to move heavier doors or higher speeds.
3.1 Learning process
As briefly mentioned before, the equipment has no connections with door position switch contacts, and it
is necessary to recognize the exact door measure. So first of all we have to check and memorize the size
of the door.
For this purpose we must place the door in the completely closed position, included the door blocking-
blade mechanism, supply power to the operator and push the learn button (see its position on Fig. 2 and
5of the annex). When the door starts moving, release the pushbutton.
The door will begin a cycle of open/close with a slow movement. If the received pulses number are equal
in open and close movements, the result will be accepted and its value stored in a non volatile memory.
This value just will be able to be changed through other learning process.
If the result of the learning process is accepted the green LED (“READY” or
“OPERATING”) will blink quickly (ON/OFF 3Hz) during about 3 sec. Further this time this LED will blink with
the normal frequency ON/OFF 1Hz, showing the finish of the learning manoeuvre and the ready state of
the operator to begin work normally.
If the result of the learning process is not accepted, the green LED will illuminate during 3 sec with the
other two LEDs “FAIL” and “POWER”. Afterwards will blink with the normal frequency ON/OFF 1Hz, but
the door does not normally work and we must repeat the learning process correctly.
Do not forget that the learned data is memorized and will not be loosed if the equipment is disconnected
from the supply.
Note.- During this manoeuvre –which theoretically should be executed just one time- it is important not to
have any type of obstacle or stop in the door movement during this process in order to discard the
possibility of acceptation as valid the result of an incorrect manoeuvre.
It is important to mention that by the same way the direction of the close or open
manoeuvre will be memorized automatically.
4. Display
4.1 Protocol
There are two different Typs of Protocol. As we are work with two different protocols, the connections
between display and controller depend of the selected protocol. We normaly use PIU Protocol.
4.1.1 LS-Protocol
To show standard messages, we only need to introduce, in the controller parameters, the associated
code to the message to be shown there is a memory address for the each floor level.
If you want to show a non standard graphic message or a voice announcement, a special eeprom have to
be programmed (24C04 or compatibles, like 24C08).
The controller is programmed with number of pulses to be sent to the display, depending of number of
pulses we will access to different memory addresses in the display EEPROM (example code 00 from
controller access to address 00 for graphic message and 100 for voice announcement of the 24C04
EEPROM).
4.1.2 PIU-Protokoll
In the controller access for each level to the addresses for the selected level with this
protocol three addresses are used, units, tens and hundreds (hundreds are not in use).
Two digits per level can be shown. Introduce the code associated to the required message in ASCII code.
If we need to change the position of the issuance of the screen messages we need to reschedule external
EEPROM. Memory type EEPROM is 24C01 or higher.
4.2 LIP 4
There are two different versions of LIP4 display, the old and the new version. There is a main difference
between them the new version has 8 connectors (D1…D6, CN9 and CN10) and the previous version only
has 6 (D1…D6).
The new version has the same features than the previous one but it add the possibility of working with
PIU protocol, before only LS protocol was available.
The display show graphic messages and additionally as an option has the possibility to give voice
announcement in one or two different languages. For voice announcement is necessary having installed
the language chips (connected in B1 & B2) and an additional special EEPROM to redirect the messages
(voice, special graphics messages or both).
4.3 LIP-7
The LIP7 DISPLAY has the same performance as the LIP4 DISPLAY the only difference is the size. The
Display LIP7 can work with existing two maneuvers (CMC3 and CMC4) This has the ports for the two
systems.
GND: Ground. SCR: Scroll.

DB: Direction Down 6V:Emergency supply.
DS: Direction UP 24V: Power voltage.
LINT: Lantern signal . LS: LS signal pulses.
LSC: Overload. PIU: signal PIU protocol series.
When the display starts working the Display LIP7 detects if you are in a system CMC3 or CMC4 maneuver
(during this period of about 2 seconds shown on screen "NC" / Not Connected). Once the system detects
the type of maneuver the Display LIP 7 begins to function according to the detected signals.
Mode Cabin (SW7 ON and SW8 ON).
It displays the information of the floor, the direction of the cabin (with scroll) and overload. The sound is
activated.
It may sound audio message 'gong': simple tone if the direction is up, double tone if the direction is down
and has triple tone if not direction.
Floor Mode numbers (SW7 ON and SW8 OFF).

It displays the information of the floor, but the direction of the cabin (with scroll) is only displayed if it
matches the car floor with the floor selected in the first Dipswitch (1-6).
Under conditions that show the direction of the cabin may sound audio message 'gong': simple tone if the
direction is up, double tone if the direction is down and has triple tone if not direction.
Test Mode (SW7 OFF and SW8 ON).

This mode displays all the characters available to represent the screen. When it finish the sequence plays
a triple gong. This is a test mode and serves to verify the correct operation of the display.
Mode Floor without numbers (SW7 OFF and SW8 OFF).

Only is displayed the direction of the cabin (with scroll) if it matches the car floor with the floor selected
in the first Dipswitch.
Under conditions that show the direction of the cabin may sound audio message 'gong': simple tone if the
direction is up, double tone if the direction is down and has triple tone if not direction.
4.4. LIP 6
The LCD TKE display is a liquid crystal indicator similar to the previous LCD TB
display but with more functionality. The new indicator has the same options as the
previous one plus a VOICE SYNTHESIZER.
When the car is moving, apart from displaying the floor level and direction arrows, it
shows time and date, and as a further option, temperature.
Configuring the micro switches enables signals to be detected in accordance to a

specific type of installation.
SW1.1 ON:. Loudspeaker connected; sound enabled on the display.
OFF: Loudspeaker disconnected; no sound enabled on the display
SW1.2 ON:. Voice message mode when car arrives at desired floor level.
OFF: Gong sound mode when car arrives at desired floor level.
SW1.3 ON:. Open/close doors voice messages.
OFF: No open/close doors voice messages.
SW1.4 ON:. With voice messages indicating direction of lift travel.
OFF: No voice messages indicating direction of lift travel.
SW1.5 ON:. Voice message indicating overload condition.
OFF: No voice message indicating overload condition.
SW1.6 ON:. Start up self test enabled
OFF: Start up self test disabled.
SW1.7 ON: LSC signal provides out of service information.
OFF: LSC signal provides overload information.
SW1.8 ON:. Normal contrast.
OFF: Inverse contrast.
SW2 ON:. Car Mode
OFF: Floor Mode
SW3 ON:. 3V battery connected.
OFF: 3V battery disconnected.
SW4 ON:. CAN bus end resistor connected.
OFF: CAN bus end resistor disconnected.
Apart from the switches there are two potentiometers that affect display features.
PT1-CONTRAST: This is used to adjust the contrast of the LCD screen.
PT2-LOUDSPEAKER: Changes the volume of the sound of the equipment.
5. Loadweights
Error Codes
ERR1 … No saved Data Make again the settings
ERR2 … Overload Weight> 9999kg
ERR3 … Power Supply Low Check the Power Supply
6. Detection
6.1 Without running with open door
The detection consists of position magnets and the related sensors, which are arranged as shown in the
following images.
The lower stop is always labelled with 0, since it must not be the ground floor or a basement.
Positionsmagnete Position magnets

Notmagnete Emergency magnets
Haltmagnet Stopping magnet
VF VF
5020.79.03 5020.79.03
Positionsmagnete Position magnet
Nothaltestelle Emergency stop
5020.79.01 5020.79.01
HALT STOP
Halt-magnet Stopping magnet
5020.79.03 5020.79.03
Verzogerungs-magnet Deceleration magnet
Horizontal Horizontal
KABINENSCIENE CABIN RAIL
POSITION Position
Notfall Emergency
Verzogerung Deceleration
oben und unten top and bottom
Halter Bracket
Polarltat Polarity
SUD (rot) SUD (red)
Blestablle Magnete Bistable magnets
CMS-CMB CMS-CMB
Magnets at guide rails
On one of the guide rails (see left drawing), the magnets for the floor positioning (length 280mm) and the
decelerations between the floors are installed (CS and CB length 40 mm, horizontally arranged).
The deceleration points CB and CS conform to a nominal speed of 1m/s by default 1400 mm before the
landing. If this is not possible, the deceleration points CB (down) and CS (up) can also be modified. (see
‘Diagnosis – DiagPC). On the same rail, on the other wing, the magnets for the emergency evacuation
are mounted (length 80).
Flush (FI) during Flush during

normal operation emergency
evacuation
On the other rail (right drawing), the magnets for the deceleration are mounted at the end floors (CMS
and CMB). These magnets must be positioned with the south pole (marked red) in the direction of the
magnetic switch.
The bistable magnetic switches CMS and CMB must be activated (contact closed, diodes on the UCM
DL19 and DL18 circuit boards lit up) when the lift is positioned in the middle of the shaft.
At the ends, the CMS and CMB decelerations fulfil the same functions as the deceleration magnets
between the floors.
Distance between sensor and magnet
The distance between the magnets and the sensors should be around 10 mm. If one of the magnets has
to be attached to a clamping claw (at the rail bracket), it is advisable to double all other magnetic strips,
since a larger distance impacts on flush alignment.
For checking with return journey, go through the shaft and check whether the LED FI lights up briefly
when passing the magnets.
W3 = FS
LED FI
W2 = FI
UPM motherboard UCC cabin circuit board
Caution: When replacing sensors, it is important to ensure that the distance between the sensors and
magnets remains unchanged. The control reacts very strongly to any change in distance between the
sensor and magnets. Possible consequences include misalignments.
Adjustment of the landing
The landing depends on the values of nominal speed (V), the alignment (Vo), the return (delay), and the
acceleration. The parameters of the frequency converter are factory-configured. It is advisable to leave
them unchanged, unless malfunctions occur (short floor). If the parameters have to be modified, the
relevant information is included in the section on the frequency converter. Based on the factory-
configured parameters, a landing of DC=1400 is preset at a speed of 1m.
End switch
The end switch consists of the ‘holders’ as shown above in the lowest and highest stopping position and
the related switch. The ‘windmill’ switch has three settings, and must be manually returned to the centre
setting after being triggered.
6.2 Running with open door
From the basic installation, the detection is comparable with the detection without running with open
door. The deceleration points CS and CB are also 40mm and 1400mm away from the stopping position.
However, the magnets for the floor position are attached to the same guide rail.
The doorway alignment is performed as soon as both sensors in the middle (zone switch) are switched by
the magnetic strips. The magnets for the detection trace (FI), along with CS and CB are also signals for
the area. The FS LED is triggered by the upper and lower sensor for the doorway alignment.
If the lift is aligned, it follows that FI and FS must be on.
The deceleration magnets CB0 (for the lowest stopping position) and CSn (for the highest stopping position)
are not present, since CMB and CMS take over this function here.
The magnets for the deceleration points of the end stops (CMB / CMS), length 40 mm, are also vertically
attached to the opposite rail, so that the red side (south) is visible.
The bistable magnetic switches CMS and CMB must be activated (contact closed, diodes on the circuit
boards UCM DL19-CMB and DL20-CMS light up) when the lift is positioned in the middle of the shaft.
Positionsmagnete Position magnets
Notmagnete Emergency magnets
Haltmagnet Stopping magnet
5020.79.03 5020.79.03
Positionsmagnete Position magnet
Nothaltestelle Emergency stop
5020.79.01 5020.79.01
HALT STOP
Halt-magnet Stopping magnet
5020.79.03 5020.79.03
Verzogerungs-magnet Deceleration magnet
5020.82 5020.82
KABINENSCIENE CABIN RAIL
Position Position
Notfall Emergency
Verzogerung Deceleration
oben und unten top and bottom
Halter Bracket
Polarltat Polarity
SUD (rot) SUD (red)
Blestablle Magnete Bistable magnets
CMS-CMB CMS-CMB
FS LED – Stecker UCC W3 FS LED – UCC W3 plug
FI LED – UCC Stecker W2 FI LED – UCC W2 plug
6.3 Short floor
At the short floor distance, the deceleration points CB (down) and CS (up) can also be pushed closer together
or intersected. For a landing distance of less than 2950mm, the deceleration distances of 1400mm and a
distance between the magnets of 150mm cannot be maintained.
If the landing distance is too short (< 150 mm between the deceleration points CB and CS) it is possible to:
• Shorten the deceleration distance in all landings by a max. of 50 mm (1350 mm instead of 1400 mm) and
adjust the deceleration in the Vacon control.
However, the same deceleration distance should be configured for all floors!
• Overlap the CB / CS magnets and change the corresponding storage positions.
The corresponding storage positions for intersecting the CB/CS magnetic switches are 30E0 to 313D. However,
it is advisable to implement this change using the diagnostic software “DiagPC”-Function 24-.
F24 Programmierung der Einstellungen am Bildschirm F24 Programming of settings on screen

F24 Programmierung der F24 Programming of
Andern Others
Beenden End
Here, by clicking on the symbol of the respective magnet, the deceleration can be altered or also
assigned to an area. Please ensure that the stopping position is also correctly changed.
The magnetic switch configuration must always be checked, since this is potentially a source of many
problems.
Normal: Normal:
Bundig bei Notevakuirung Aligned for emergency evacuation
CMB (andere Schiene) CMB (other rails)
CB1 – Verzogerungspunkt ab fur Hst.1 CB1 – Deceleration point from for Hst. 1
CB1 – Verzogerungspunkt ab fur Hst.2 CB1 – Deceleration point from for Hst. 2
Der vertikale Abstand zwischen CB und CS The vertical distance between CB and CS
sollte > 150 mm sein! should be > 150 mm.
Auch der Abstand CS1/CMB und CSn/CMS The CS1/CMB and CSn/CMS distances
sollte > 150 mm sein! should also be > 150 mm.
gekreuzt Normal:
Description for very short floor or also connecting door
Example:
The connecting door is around 1.25 m from the cellar door and around 1.40 m from the ground floor door. The
magnets for the deceleration are arranged at a distance of 550 mm in accordance with the table. According to
the description, in Vacon, the interim speed P8.32 (intermediate) was set to 0.40 and the half floor function P
8.46 set to 1 mm/m. At floors 1.OG to 2.OG, the deceleration magnets are set to 1400 mm as previously
stated. The CMS magnets to 1400 mm and to 550 mm (due to connecting door).
If necessary, P 8.34 in the Vacon control can be used to adjust the deceleration steeper (from 0.65 to 0.80)
and the magnets moved slightly to correct the access path.
In the control, verify the following addresses and change if required (DiagPC):
31BC to 00
31CD to 01
31CE to 01
31CF to 02
These addresses are for the short floors.

Short landing from floor 00 to 01
Short landing from floor 01 to 02
Interim speed and magnet distance can be taken from the table based on the detection drawing.
Importa
nt!
• S
e
t
a
d
d
r
e
s
ses 31BC and 31CD; 31CE and 31CF for the short floor areas in the CMC 4
• In the Vacon control set parameter P 8.46 to 1 mm/m
• The interim speed (intermediate) P 8.32 to 0.40
• The deceleration magnets in the interim floors 550 mm are removed
• Set CMB to 550 also if it functions for deceleration in the short distance mode
7. Diagnostic devices and diagnostic software
7.1 Display
Error messages are shown on the lift car and floor displays.
These messages are shown in two situations:

- Control fault
- Specific control types, for example inspection or activation of the STOP switch on the inspection
table.
The information displayed consists of an indication (*) and a figure from 0 to 9. In the event of a fault or a
special function, a figure from 0 to 9 appears in the units area of the display in the cab and stopping
position, which indicates the cause of the fault and facilitates troubleshooting.
Error codes shown on the digital display
There are two groups of errors, status signals and shutdown errors. Status signals are extinguished when
the cause is resolved. Shutdown errors trigger locking and require a reset of CMC4 after being resolved.
In the event of an error, the existing displays show the following 10 error codes (*0 to *9).
*0 Cab doors blocked

- Status signal
Possible causes:
Photoelectric barrier/light curtain
Door open button
Door end switch
Overload
Overheat
Alert from controller
*1 Travel contact error
Shutdown errors
Possible causes
Error message from controller
Error on the CMC4 circuit board
*2 Travel direction error/Error detection position switch CMB, CMS

Status signal
Possible causes
Lift car going in wrong direction
At both end stops, the roller switches (CMB and CMS) are simultaneously activated
The lift car is at an end stop, at the other end stop, the position of the switch/roller switches (CMB and
CMS) is stated
Error on the CMC4 circuit board (e.g. CMB, CMS inputs)
Wiring error at the position switches
*3 Inspection
Status signal
Possible causes
Bridge X6 on the CMC4 is removed
Roof control on the lift car set to “Inspection”
(Optional contact at the shaft doors with reduced shelter is activated)

(Error SR module)
*4 Lock interruption while in motion

Status signal
Possible causes
Shaft door opening with wedge while in motion
Configuration problem at the lock contacts
Contact error in the wiring of the locking circuit
*5 Error door opening

Status signal
Possible causes
The safety circuit does not open within the specified time after the door open instruction
Door operation is set to manual
Mechanical problem affecting lift car doors
Error at the door actuator
Wiring error/Wiring contact error
CMC4 Error (relay outputs)
*6 Error counter detection magnet switch

Status signal
Possible causes
Unit has gone too far when releasing the alignment magnet -> check deceleration distances
Position of one or more detection magnets is false
Switching distance between magnet switch/magnets is incorrect
Detection magnet switch is defective
EMV problems
*7 Door closing error

Status signal
Possible causes
Door sill contaminated
Door actuator problems
Configuration problems
Mechanical damage to doors
Wiring or contact problems
CMC4 output defective
*8 Error detection magnet switch

Shutdown errors
Possible causes
During travel, no status signal is recognised within the specified time by the magnetic switch
Runtime error
Communication error to controller
Communication error to lift car
Error at the power section/drive (brakes?)
Error in the area of the detection magnet switch
Lift car stuck, cables slip over traction sheave
*9 Interruption of safety circuit/programming error

Status signal
Possible causes
Interruption of safety circuit 1. Pick-up (Stop switch pit, limiter, tension roller etc.)
Program module defective
7.2 Diagnostic Tool - BoMo

The BoMo is connected to the UCM board (CN1 connector) through the SubD connector that is located at the
rear of the board. This connector also provides the 12V needed to power it up.
Information being sent and received from the UCM board is shown on a double digit display system.
Cabin level is shown by default with the emergency jumper located in place in the UCM board (these are
EMER and 24V pins jumpered in the X6 connector). When the jumper is removed a hexadecimal code is
shown indicating the last fault triggered in the controller board.
Should there be a loss of communication with the control system, the display will turn off and the
communication protocol with the UCM board will be immediately reinitiated.
7.2.1 Display, LED´s and Button
The BoMo has a set of 8 LEDs divided into two groups providing Status information and Mode of operation
information:
Status LEDs.
LED ON. Shows that the BoMo is powered.
EMERGENCY LED. Shows that the emergency jumper is disconnected (BoMo is fully functional)
Mode LEDs.
These are the LEDs shown vertically aligned in the central part of the BoMo. They indicated the mode in which
the panel is operating. Only one of these can be switched on at a time.
The panel has 3 push buttons:

Function Buttons (S1/S2). These are the two buttons situated to the right of the BoMo. These buttons serve to
change the parameter to be displayed in the panel or to run the installation in Emergency mode. Pushing both
buttons simultaneously resets BoMo.
Mode Button (M). With a single press of the button you enter mode of operation. Pressing for more than 1
second you can change or confirm the values sent to the UCM. Once the time is complete the corresponding
mode LED will flash.
7.3 Introduction
The BoMo allows 6 main types of operations to be carried out. Each mode of operation corresponds to
one of the LEDs in the centre of the push button pad. The features of each of these modes are discusses
below. When connecting the panel and before accessing each these modes, the firmware version is
shown and the number of available uses is checked to determine if the panel is fully operational or not.
1. TURNING-ON THE PANEL, FIRMWARE VERSION AND BLOCKING
When first connecting the panel it will display the firmware version in the microprocessor. The version is
displayed in a 4 digit format (XX.YY) in the following manner:
After approximately 1.2 seconds, the first two digits (XX) show main firmware version. These digits are
followed by a dot.
Then, after another 1.2 seconds the next two digits (YY) will light up showing the latest release of the
firmware version.
A complete description of any firmware version will have the following format: XX.YY
Once the version is displayed, the panel carries out a self-check to see the number of uses that are still
available. This could lead to one of the following 3 cases.
If the number of available uses is still large all of the LEDs of the panel will remain lit up while the
firmware version is displayed.
If there are still some available uses, but they are about to run out, all of the LEDs on the panel will flash
and at the same time it will beep periodically during the time the version is displayed. This is done to
warn the user so he can replenish the number of uses available.
If all of the uses on the push button pad have been used up, it will remain blocked, so that instead of the
version of firmware the displays will show (--) and all of the LEDs, except the power led, will continue to
flash on and off. The panel will beep approximately every second. When state the panel will not perform
any of its functions.
2. MACHINE RUN MODE
If the emergency jumper is disconnected (S1) moves the cabin up and (S2) moves the cabin down. In
order to move the cabin simply push the corresponding button.
If the emergency jumper X6 in the UCM board is connected, pressing the S1 or S2 button will take the
cabin to the highest upper or lowest level.
Cabin Call Submode
In this mode you can generate cabin calls to the control system. For this, once in the machine run mode:
Keep the mode button held down until it starts to flash, once the button is released you will have entered
cabin call mode, and the display will show the level on which the call will be carried out (by default it
starts showing the lowest level of the lift).
Using S1 and S2 buttons you can select the desired level.
Once the desired level has been selected, you must hold down the mode button until it beeps. When
released the button will carry out the cabin call from the said level.
You can exit cabin call mode at any time by simply pressing the mode button once.
3. FRONT DOOR OPERATING MODE
(S1) closes the front doors of the lift and (S2) opens the front doors of the lift. This corresponds to the
second central LED. The rest is identical to the previous mode.
4. REAR DOOR OPERATING MODE
Same as with the Front Door Operating Mode, except that in this case it is the Rear doors of the lift which
open and close. This mode of operation is shown with the third LED light.
5. FAULT STACK MODE
When accessing this mode (“FA”) will be displayed on the panel. The number of faults is then shown
automatically in decimal format. Pressing the S2 button will show the code of the last fault is shown in
hexadecimal format. By pushing S2 again, the display shows the next fault, starting with the most recent
to the oldest. The last fault is shown by a point on the right of the display lighting up.
If at any moment, while the display is showing a fault code, the S1 button is pressed, the display will stop
showing the fault code and instead it will show the floor level on which the fault occurred or the level
where the cabin was when the fault happened. Once the S1 button is released, the display will go back to
showing the selected fault code.
Whilst viewing the fault code, by holding down the M mode button the fault stack will be reset.
6. PARAMETER MODE
With the BoMo it is possible to read and adjust the following parameters:
After showing the BoMo code for each parameter (PA, Pb...) the value is shown in hexadecimal. Holding
down the M mode button you can increase or decrease the value of the parameter by pressing (S1) or
(S2). This action is shown on the display. By holding down the mode button again the new value is sent
to the UCM.
This is shown by the fifth LED in the central column of the light indicators.
IMPORTANT: The BoMo does not accept values that are out of range.
IMPORTANT: The change in value of the parameter will not be effective until the BoMo is disconnected
from the UCM board, even though the display shows the new value that has been passed to the controller
board.
7. EXTRA OPERATION MODE
Two types of actions are carried out in this mode.
F1. Displays the battery level. The data is shown in decimal form.
F2. Temperature of the UCM board. The temperature of the UCM board is shown in ºC and decimal
format. Keeping the M mode button held down, the tripping temperature can be accessed. The
temperature values can be increased (S1) or decreased (S2) by 5ªC at a time, within a range of minimum
of 0ªC and a maximum of 65ªC. By holding down the M mode button again for one second the command
to set the new temperature is sent to the UCM board.
F3. Copies E2PROM form one controller board to another (UCM-CMC4). Display (“F3”) shows “E2”
referring to the function that is in use. If button M is held down for more than 1 second a command is
sent to the UCM to copy the E2PROM memory of the connected board. This is done via the CN23
connector (E2PROM) and using the Copy Cable E2PROM UCM-CMC4 2683.63 that is included with the
BoMo. The mode LED flashes while it is carrying out the data transfer between the two board’s
memories. The UCM to which the BoMo is connected must be powered, and the UCM whose EEPROM we
want to copy must be connected to the first UCM by means of the set of the copy cables 2683.63.
Finally, once the operation is finalised this result will be shown:
“00” --- Copied correctly

“FF” --- Error while copying.
Subsequently the screen returns back to F3.
IMPORTANT: This function will only be accessible with the emergency jumper removed.
It is possible to move between F1, F2 and F3 by pressing the operational buttons S1 and S2, and exiting
the mode by pressing the M button.
8. Installation
8. Inspection operation/assembly trip
So that the lift car can be moved while in inspection operation or during normal operation, the UCM and
UCC assemblies must be switched on and communication between both must be trouble-free. For this
purpose, the position of the JP2 jumpers of UCC and JP4 of UCM (these jumpers must only be inserted, if
there are no UCPs in the shaft) must be checked.
Checking covers switching of the inspection operation and by pressing the corresponding button to check
whether the lift is travelling at the right speed and in the chosen direction.
8.2 Normal operation
Before the commissioning for normal operation, the following checks and adjustments should be
performed:
• The micro switch for the door locking device to be programmed accordingly.
• Check to ensure neither the releveling switch (emergency operation) nor the inspection switch is
switched on.
• Switch on the control and check whether the system is working properly.
As required, the control can perform an adjustment run, which proceeds as follows:
• If all components are connected, programming of the floor assemblies and the initialisation of the
remaining assemblies on the unit.
• The door operation must close the doors, if they are open.
• The lift car must first go down and then make an adjustment run.
• During the run, the displays do not light up, only the direction of travel is shown.
• No calls are registered.
• In the lowest stopping position, the lift car remains in place with doors closed.
The proper function of the LED indicators on the UCM should be checked in accordance with the following
table, in which the status of the LEDs is specified with successful commissioning.
Information Information
Richtungsschutze (je nach Antriebsart) Directional protection (depending on type of drive)
Schnellfahrschutz (je nach Antriebsart) Excess speed protection (depending on type of drive)
Langsanfahrschutz (je nach Antriebsart) Longitudinal bumper buffer protection (depending on type of
drive)
Fahrkorb in Turzone (bei Stellung in Zone und MSR) In door zone (when setting in zone and MSR)
Fahrkorb in unterer Schachtzone (nicht in unterster Haltestelle) Lift car in lower shaft zone (not in lowest position)
Fahrkorb in oberer Schachtzone (nicht in unterster Haltestelle) Lift car in upper shaft zone (not in highest position)
Hauptsicherheitseinrichtungen geschlossen Main safety fittings closed
Turanwesenheitskontakte geschlossen Door presence contacs closed.
Turverriegelung geschlossen Door locking closed
Oberer Fahrkorbstandsensor aktiviert (innerhalb des Upper lift car state sensor activated (while in transit)
Fahnenbereichs)
Unterer Fahrkorbstandsensor aktiviert (innerhalb des Lower lift car state sensor activated (while in transit)
Fahnenbereichs)
24V-Stromversorgung fir geschutzte Ausgange in Ordnung 24V power supply for protected outputs in order
24V-Hauptstromversorgung in Ordnung 24V main power supply in order
Interne 5V-Stromversorgung in Ordnung Internal 5V power supply in order
Interne 24V-Stromversorgung in Ordnung Internal 24V power supply in order
Empfang CAN-Gruppenbus (sofern angeschlossen) Receiving of CAN group bus (where connected)
Empfang CAN-Schachtbus Receiving of CAN shaft bus
Senden CAN-Gruppenbus (sofern angeschlossen) Transmit CAN shaft bus
Senden CAN-Schachtbus Transmit CAN shaft bus
Farbe Colour
Rot Red
Grun Green
8.3 Test of the trigger temperature in the machinery room/cabinet

To check the proper function of the temperature sensor in the machinery room/cabinet, the following
tools are required, since this is now mounted on the UCM controller:
- Programming software for the DiagPC control with USB-CMC4 programming device.
- BoMo control unit in extra mode, to show the configured trigger temperature for the machinery
room/cabinet. The value shown is the default factory-set value; it can be altered between a minimum
value of 0°C and a maximum value of 65°C in 5°C steps (whereby, in accordance with the EN-81
standard, a value of 40°C is considered the peak, as reflected in the factory default setting).
temp_ALERTHigh: Programming the trigger temperature for an alarm message
from the machinery room/cabinet. Byte 1, whole number from 0..65 (°C); HEXADECIMAL value 0..41h
(40°C = 28h )
temp_ALERTLow Programming of the lower temperature limit for
machinery room/cabinet. Byte 1, whole number from 0..20 (°C) HEXADECIMAL value 0..14h (5°C = 5h)
A sudden temperature change triggers the control and the UCC lift car assembly switches the buzzer as
an acoustic audio warning device.
This stoppage can be cleared with micro switch 1 of the SW1. The control is not therefore locked, when
the trouble report and the LED indicator are active (from version V1.4.26 of the UCM).
8.4 Bus system
There is a link between bus length and transfer speed, and the CMC4 operates at a speed of 100 Kbit/s,
meaning the maximum bus length is around 400 m.
At the bus end, terminating resistors, normally with 120 Ohm, are attached, to avoid reflexion and
background noise on the bus. These resistors should maintain the voltage level, since the CAN bus works
with differential transfer.
Cota O/N Cota O/N

UCC UCC
BOT. CABINA BOT, CABINA
SIMPLE ACCESO SIMPLE ACCESS
(Con 1 6 2 BOTONERAS) (With 1 6 2 buttons)
(BUS LINEAL) (LINEAR BUS)
In its standard configuration, the UCC is plugged into the bus terminating resistor. On the UCP floor
assemblies, the resistor is switched off and must be activated on the last UCP in the shaft.
Multiple LEDs are present on the UCM controller, which show the transmit and receive status on the
strands of the CAN bus:
LED Id Information Colour

DL29 TXC_1 Transmit CAN shaft bus Red
DL30 RXC_1 Receiving of CAN shaft bus Red
DL31 TXC_1 Transmit of CAN group bus (where connected) Red
DL32 RXC_2 Receiving of CAN group bus (where connected) Red
If the W4 plug connector is plugged into the UCM, both the power supply as well as the CAN bus must be
guided to the UCC lift car assembly. If the X24 and/or X23 plug connector (front / rear shaft bus) is
connected to the UCPs in the shaft, the bus will work properly.
LEDs DL29 and DL30 show that data is being transferred to the bus by flashing.
LEDs RxC_1 and TxC_1:

(The same flash sequence of the LEDs applies for group bus, RxC_2 and TxC_2.)
Always ON
In the event of communication problems, the CAN controller on the bus remains OFF, whereupon data
are transmitted, although a bus fault has occurred. In this case, the terminating resistors must be
checked and the state of all connections to the bus must also be checked.
Flashing
Communication OK. Data traffic on the bus in order.
Code number Error text Indication Meaning

Dec. Hexa. Control of
error output
85 55 H YES No_UCPS_TRASERO *A These faults are only seen with
this coding on PIU type
displays
86 56 H YES No_UCPS_FRONTAL *B
87 57 H YES MAS_UCPS_ FRONTAL *A
88 58 H YES MAS_UCPS_TRASERO *B
89 59 H NO FALLO_NO_REGISTRADO
90 5A H YES LOST_UCC *C
Check connections and jumpers of resistors. Reset the relevant assemblies using the reset button.
After each reset, the control performs a learning run or teach-in, when the process involves an error at
one of the floor assemblies, the plug connector or the cable (the shaft wiring between UCPs also includes
the CAN bus signals, the power supply and a teach-in line, which closes the UCP, when it is recognised
by the UCM controller), whereupon the error 86 is shown and information on from which floor no further
UCP was recorded.
Possible causes for the non-detection of a UCP during the learning trip:
• Connection error. plug connector CN1 and CN2 at the CAN bus check, possibly they have slipped out of
place or are not correctly plugged in.
• Assembly not programmed or disrupted, check flash rate of the status LED (see UCP).
CAN bus status check on the UCC lift car assembly:

Between the lift car assembly and the control there is regular data exchange. If this is disrupted for any
reason, the assembly requires initialisation and implements a reset (reset of the lift car assembly is
signalled with a buzzer tone every 100 ms).
The status of the UCC is shown with LED_RUN or that of the status LED of the assembly is shown with a
specific flash rate.
Always ON Microcontroller not programmed. During reset.

Flashing, 1 pulse Communication with UCM in order
Flashing, 2 pulse Wake up error. Failure in the regular control of communication with UCM. One of
the components may have just been reset.
Flashing, 3 pulse Error in the CAN communication of the UCC lift car assembly, problems in the CAN
controller.
In the event of a communications error, the state of the jumpers and the plug connector on the bus must
be constantly monitored. Use the reset button to reset the disrupted assembly.
CAN bus status check on the floors assembly UCP:

The floor assembly UCP also includes an LED, which shows the status of communication with the control
assembly.
Status LED status UCP
Always ON Assembly is not programmed, LED continually lights up, provided power is supplied
Flashing, 1 pulse Normal operation
Flashing, 3 pulse Error in teach-in. During the teach-in process, an error has occurred.
Flashing, 5 pulse Possible failure of CAN communication. The display messages take more than two
seconds to arrive at the UCP.
The current in the power supply of the assembly has sunk to under 14-15 V, whereupon it reverts to
energy-saving mode.
8.5 Programming (Teach-In)
The CMC4 control checks via the factory-configured UCM, which assemblies are connected to the system
via CAN bus (front and/or rear).
These are the first errors to watch out for during the commissioning process, since if the programming of
the assemblies is improper, the control cannot function correctly.
When programming (Teach-In) the UCM performs the detection and assignment of each stopping position
on the corresponding UCP floor assembly. This parameter, namely the stopping position assigned for
each assembly, is automatically written into the internal UCP storage.
This process is implemented with each reset of the UCM controller. The learning sequence is started and
each of the assemblies acknowledges it with a low buzzing sound. If the programming is not performed
correctly for one of the assemblies, the corresponding status LED flashes for this UCP.
In the event of a programming error, this is shown on the relevant floor assembly UCP with 3 flash pulses
and the corresponding error code is written into the error stack; possible causes are:
• Connection error. plug connector CN1 and CN2 at the CAN bus check possibly slipped out of place or
are not correctly plugged in.
• Assembly not programmed or disrupted, check flash rate of the status LED (see UCP).
For initialisation errors, the corresponding error is entered into the error stack, together with the stopping
position, in which the error occurred.
9. Test instruction for Synergy NE91 with CMC4 control
9.1 Summary
Before testing commences, secure all loading points/shaft accesses and the lift car by attaching suitable
warning signs.
The following tests can be performed:
1. Disconnection of door operation -> circuit board in the UCM dip switch control cabinet SW1/4 (above)
2. Disconnection of external control as required -> circuit board in the UCM switching cabinet shaft
unplug bus line X24 / X23
3. Switchover revision run (-> remove X6 CMC4 bridge), travel with direction keys circuit board CMC4
4. End switch terminals/ switching cabinet UBA B1/B2
5. Safety gear terminals/ switching cabinet UBA B1/B3
6. Limiter contact terminals/ switching cabinet UBA A6/A7
7. Runtime monitoring plug X16 circuit board CMC4
8. Brake control switch terminal ZA6 or ZA8
9. Release relay control SP1/22 - SP2/22
10. Resistor terminal TH1/TH2
11. Emergency rescue, both buttons on the emergency rescue unit
12. Brake sample
List of error codes via digital display see section ‘Digital display’
9.2 Upper end switch run, buffer trip GGW
Normal run due to call or command to the top end stop.

After the run, in the switching cabinet remove plug X6 used to activate the revision run button CMC4 from
the circuit board CMC4 (on the right side of the circuit board in the top third).
With push button control (up arrow button) on the CMC4 circuit board, continue up to the final end switch.
The end switch stops the run. For checking purposes, the plug X6 may be briefly plugged back in, check
as to whether a landing call is made. Subsequently, unplug X6 again.
At the CN31 terminal block in the switching cabinet, bypass end switch – Bridge B1/B2, continue running
with push button control CMC4 up to GGW.
With push button control CMC4 (down arrow) move away from the end switch, remove bridge, plug X6
back into circuit board CMC4, whereupon the unit performs an adjustment run to the lowest stopping
position.
9.3 Lower end switch run, buffer trip FK
Normal run due to call, command or adjustment run to the top end stop.
After the run, in the switching cabinet unplug plug X6 from the circuit board CMC4. With push button
control (down arrow) on the CMC4 circuit board continue down up to the final end switch. The end switch
stops the run. For checking purposes, the plug X6 may be briefly plugged back in, check as to whether a
landing call is made. Subsequently, unplug X6 again.
At the CN31 terminal block in the switching cabinet bypass end switch – Bridge B1/B2, continue running
with push button control CMC4 down to lift car.
With push button control CMC4 (up arrow button) move away from the end switch, remove bridge, plug
X6 back into circuit board CMC4, whereupon the unit becomes operational after a correction run.
9.4 Braking test acceptance test
Load ballast weights into the lift car (–> Distribute load evenly). Unplug load measurement relay outputs
on the lift car roof.
Bring lift car into the corresponding position, in the switching cabinet bypass safety gear – circuit board
UBA CN31 B1-B3 and limiter contact UBA CN27 A6-A7.
Initiate normal run down.
After reaching the nominal speed, “From” limiter remote triggering -> activate circuit board UBA contact
DISPARO (PUL2). (Activation via insulated screwdriver)
As soon as the lift car has come through the gripping wedge to a standstill, switch to revision run (->
remove X6 UCM bridge). Check tight fit of the lift car in the safety gear and rope slip on the traction
sheave via revision trial run down (button “From” UCM).
Check whether both safety contacts – safety gear, limiter contact – are activated. Alternately remove
bridges for safety gear and limiter contact -> check via LEDs input safety circuit UBA or via revision trial
run down (button “From” UCM).
With inlaid bridges (-> Safety gear UBA CN31 B1-B3 and limiter contact UBA CN27 A6-A7) with revision
run up (button “On” CMC4) move lift car out of safety gear.
Remove bridges for safety gear and limiter contact. Check whether the safety gear has been effectively
reset by conducting a revision run.
With an inspection run on the lift car roof, check braking grooves. Subsequently, grind or polish braking
grooves as required.
9.5 Braking test repeated
Bring lift car into the corresponding position, switch to revision run (-> remove X6 UCM bridge).
With revision run (down arrow) on the circuit boards UCM go down.
Limiter remote triggering -> activate circuit board UBA contact DISPARO (PUL2). (Activation via insulated
screwdriver)
in the switching cabinet bypass safety gear – circuit board UBA CN31 B1-B3 and limiter contact UBA
CN27 A6-A7, Check tight fit of the lift car in the safety gear and rope slip on the traction sheave via
revision trial run down (button “From” UCM.
Check whether both safety contacts – safety gear, limiter contact – are activated.
With inlaid bridges (-> Safety gear UBA CN31 B1-B3 and limiter contact UBA CN27 A6-A7) with revision
run up (button “Auf” CMC4) move lift car out of safety gear.
Remove bridges for safety gear and limiter contact. Check whether the safety gear has been effectively
reset by conducting a revision run.
Plug X6 back into the circuit board UCM, whereupon the unit becomes operational after a correction run.
9.6 Switch tension roller limiter rope
Bring lift car into the corresponding position, switch to revision run (-> remove X6 CMC4 bridge).
Switch tension roller limiter rope in the pit using a suitable object (screwdriver, wedge) activate fix.
Check via LEDs input safety circuit CMC4 (top left) or via revision trial run down (button “From” CMC4).
Locking - switch tension roller, remove limiter rope in the pit, plug X6 back into circuit board CMC4,
whereupon the unit becomes operational after a correction run.
9.7 Runtime monitoring
Plug in plug X16 circuit board CMC4 (connection control/regulation)

Set bridge X16.1 to X16.3 (or W6.4 to W6.6 also possible)
Initiate normal run, control gives operational command – control does not react.
After time has expired (no magnet switch pulse) the control stops functioning, driving commands are no
longer accepted.
Plug X16 back into circuit board CMC4, check fault memory by inputting a command.
Acknowledgement via mains reset
9.8 Release relay check
A run with inspection control on the lift roof for the drive unit in the shaft ceiling. The position of the lift car
must be selected such that the drive unit is accessible but preventing any risk of escape from the lift car
roof.
Interrupt the drive unit in the shaft ceiling series connection break contacts travel (SP1/22, SP2/22)
(Disconnect wires).
After around 2 seconds, the controller reaches a standstill.
Check via a trial run with the inspection control on the lift car roof.
Reconnect wires which were disconnected.
Acknowledge the stored error on the controller by a network reset. When resetting, it is important to
ensure that the DC link is emptied – detectable on the unit ventilator.
9.9 Resistor motor
must be chosen such that the drive unit is accessible but preventing any risk of escape from the lift car
roof.
Interrupt the drive unit in the shaft ceiling - disconnect resistors for motor terminal TH1/TH2.
Acknowledgement is performed independently.
9.10 Brake control switch
must be selected such that the drive unit is accessible but preventing any risk of escape from the lift car
roof.
Interrupt the drive unit in the shaft ceiling by disconnecting brake control switch1 terminal ZA6 or brake
control switch 2 terminal ZA8.
After around 2 seconds the controller reaches a standstill.
Acknowledge the stored error on the controller by a network reset. When resetting, it is important to
ensure that the DC link is emptied – detectable on the unit ventilator.
9.11 Emergency rescue
Test of manual emergency rescue
Run lift car with revision control (unplug plug X6 from the circuit board CMC4, travel with push buttons
circuit board CMC4) between two landings.
Disconnect power supply.
By pressing both buttons on the emergency rescue unit (switching cabinet, top half, underneath the
fuses) initiate emergency rescue run, press and hold button.
Lift car moves slowly in the in load direction and remains automatically aligned in the next available
stopping position.
Release button.
Manually open doors in the stopping position.
Switch unit back on, whereupon the unit becomes operational after a correction run.
Test the automatic emergency rescue
Disconnect power supply.

Or take out main switch without switching off the automatic rescue.
The control evacuates automatically in the next stopping position.
9.12 Half load compensation via current measurement
The half load compensation should be checked via the current consumption.
Load lift car with half load (47.5% ± 2.5%), send lift to the highest and lowest positions respectively. During
these runs, monitor the current consumption with the clamp meter. It should be the same in both directions.
9.13 Fine adjustment of alignment

A precise adjustment of the flush alignment (± 0 mm) is not possible with this detection.
However, if the lift car stops too early in both directions, with a UCM software version newer (larger) than
02.01.27, the target point can be delayed.
Address 3276: value in ms increase delay
Address 3277: value in ms reduce delay
With delay With delay T (T>0)
Alignment
magnet
Υ Altering the addresses affects all floor landing!
9.14 Back-up brake trial
In accordance with the EN 81 standard, the braking devices of the engines must be subject to the
following tests:
ELECTROMAGNETIC BRAKE DEVICE
“These brakes must be solely capable of slowing down the driving gear, when the lift car goes down at a
nominal speed and is loaded to 1.25x its nominal load. Under these conditions, the deceleration of the lift
cars must not exceed the deceleration, which would be obtained by activation of the safety gear or by the
impact on the buffer. All mechanical components of the braking device, which are used when applying
the braking force to the drum or disk, must be duplicated. If one of the elements does not work, it must
still be possible to generate sufficient braking power, to delay the descending lift car with nominal load
and at nominal speed.”
CONCLUSION OF THE TESTS TO BE PERFORMED
CHECK, WHETHER THE COUNTERWEIGHT IS CORRECT: 47.5 + - 2.5 %
Performance of the backup brake trial

Select the type of drive to be tested and the coil to be tested. The corresponding details are included on
the label attached to the text box. Do not forget that this test must be performed for both coils.
STATIC TEST
In the test box select COIL 1.
The lift must have stopped at a floor. Press the push button of the evacuation unit, so that a manual
evacuation can be performed.
When opening the door, ensure that the lift has not moved.
In the test box, select COIL 2 and repeat the test.
Ensure that the lift does not move. If it does, the dynamic test is performed. If the lift continues to move,
brake shoe checks are needed.
DYNAMIC TEST
When the switchgear of the test box is in the NORMAL setting, bring the empty lift car to level 0.
Select COIL 1 in the text box. Press the push button of the evacuation unit so that a manual evacuation is
performed, and keep it pressed throughout the entire test. This ensures a brake coil is supplied with
power and an accident is simulated.
Request an upward run.
When the lift has reached the nominal speed, disconnect the mains supply and trigger an emergency
stop.
Ensure that the lift is decelerated and stops. If so, repeat the test. Otherwise check the brakes.
Put the switchgear of the test box back into the NORMAL setting and wait until the lift has corrected its
setting. Then bring the lift back while empty to level 0.
In the test box, select COIL 2 and repeat the test as described above.
The lift must decelerate and stop. If the lift continues to move, brake shoe checks are needed.
10. Adjustments
Correct balance procedure

The car will be charged with the 45% of nominal load. Connect the inverter keypad. Put the switch1.4 in ON to
inhibit doors.
Control Techniques inverter:
Disable doors safeties (bridge between C3 & C4) and open the door in the top landing floor, be extremely careful in
this process (could not be according to regional law, please check locally). Move the car from the UCM to top and
bottom floors. Just when the car and counterweight were in the same place look at the current consume
(parameter #0.11). The value while the elevator is going down and up must be the same in absolute value (same
value different sign).
Vacon Inverter:
Move the car from the UCM to top and bottom floors, check the current consume in parameter V1.27 (It calculates
the mean current in nominal speed). The value while the elevator is going down and up must to be the same in
absolute value (same value different sign).
Also we can use the same system than with Control Techniques inverter with the parameter V1.4 (current
consume)
Load Cell adjustment

Push the button “P” during three seconds.
With the “P” you can move around the menus, “S” button is for exit and arrows to change the values.
RL1 is the value for the 100% of load.
RL2 is the value for the 80% of load.
For Zero calibrate: after “TARE” push “P” and in “YES” push “P” again (always with empty car).
nCAB is for the number of sensors (number of supports, not number of cables).
IND is the menu to select what kind of information will be shown for the device (select “NO”).
Safety gear adjustment

The metallic plate needed is supplied in the safety gears kit.
Put the metallic plate like Fig1.
With the screw shown in Fig2 we adjust the distance between the safety gear and guide. The distance will be the
metallic plate width.
The spring marked in Fig1 needs a distance of 20mm; adjust the distance with spring screw.
Door operator teaching

We have different kinds of door operators, VF-08 and Selcom.
VF-08:
Disconnect the door power supply.
Close the door completely and switch on the power supply.
The led “FUNCIONAMIENTO” should be blinking one time per second.
Push the “aprendizaje” push button until the door starts to move.
Door will open and close slowly.
When door is closed the “FUNCIONAMIENTO” led should be blinking three times per second during three seconds
after it; the led will start to blink one time per second again.
In this moment the teach-in is finished, after that, the first time the door will open slowly one time and then it will
do normally. If the door doesn’t open correctly make again the process.
11. Fault Codes
12. Electrical Quick Guide
Note:

Cmc4 Elec Man

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Cmc4 Elec Man

Uploaded by

Copyright:

Available Formats

Index

The control system CMC4 is composed of the following elements:

Die UCM bietet folgende Funktionen:

- Up to 32 stops in double access with expansion plate PECA32.

Plug X6 set Micro Switch X2 on Micro Switch X2 off

X6- Plug set - Normal

LED Id Information Colour

Element Functionality Feature

Muss die UCM ausgetauscht werden, so ist folgendermaßen vorzugehen:

The features of the UBA board are the following:

- Safeties Series Connections grouping;

1.4.3 Phase fault and sequence supervision device

- Phase sequence inversion;

1.4.4 Power and lighting distribution

- Plug and cabinet lighting power supply;

- 16 Amp in shaft and cabinet plugs;

CN1 three-phase power supply input PE N1 L11 L21 L31

CN2 three-phase power supply Output N1 L11 L21 L31

CN3 shaft lighting power supply input L14B L14A ---- N4

CN4 shaft lighting power supply output N4 ---- L14A L14B

CN5 machine fan power supply output F3 F4

CN6 power supply car output F5 F6

CN7 machine/car fan power supply input N3 ---- L13

CN8 internal cabinet power supplies neutrals N1 N1 N1

CN9 Module SR Connection (Bridge door series) 51 ---- 41

CN10 Connection v<0.3m/s (Bridge door series) 29 ---- 52

CN12 Remote speed governor (triggering and reset Y1 Y2 Y3

CN13 Common downwards valve (only HD) VF3 VF2

CN14 Emergency valve (only HD) +VE -VE

CN15 Emergency Floor Sensor (only HD) KT3 KT3

CN16 Battery-Charger 12V emergency circuit (only HD) 12V 0V

CN18 TK Cam power supply (anti-parallel diode) RT1(-) RT2(+)

CN20 cabinet light power supply output N2 L12

CN21 shaft plug power supply output F7 (N2) PE F8 (L12)

CN22 floor at rescue position led LD- LD+

CN23 fast contactor contact in 2V 62 ---- 61

CN24 Door bridges (according to the door type) 29 C2 C3 40

CN25 Front doors interlock contacts PE C4 C3

CN26 Pit safeties series contacts A3 A4 A5

CN27 Speed governor safeties series contacts A6 A7 PE

CN28 safeties series contacts in Overhead G3 G2 G1

CN29 safeties series contacts in Overhead P1 P2 P3

CN30 Emergency/rappel operating panel connection D5 D4 D3 D2 D1

CN32 Front door presence contacts C2 C1

CN33 Machine room safeties series contacts A1 A2

CN34 Internal cabinet power supply phases L11 L11

CN35 control system transformer power supply N1 ---- L11

CN36 Back door presence contacts C2’ C1’

CN37 Back door interlock contacts PE C4’ C3’

Led Text Description Colour

Button Name Function

CN50 CONNECTION EXPANSION Pins 1…34

CN1, micro-match E8 +5V 0V RX TX MODE RESET

LED Status Status UCC board

The buzzer of the UCC activates in the following circumstances:

- Unplug the other connectors of the electro-mechanical elements;

- Rest the control system board.

1.6.3 User Instructions

The floor board buzzer is activated when:

To replace a board follow these instructions:

Standardmäßige Konfiguration der Ein- und Ausgänge:

Korrekte Position der Brücken auf OPT-BE