Mac Puarsa MRL

Codes Displayed by the MicroBasic Controller
REASON FOR LIFT NOT STARTING (A)

COMPONENT
A01 Safety circuit fuse (FM) blown
A02 Safety circuit open
A03 Motor therms or machine room temperature device tripped
A04 110% load
A05 Attendant control active
A06 Door contact open - manual doors
A07 Door open push (PAP) or door sensitivity (SEN) or photocell (CEL) open
A08 Car door contact and landing lock circuit open
A09 Car or hall call for floor where car is positioned (keeping doors open)
LIST OF CONDITIONS (E)

CONDITION - (DIGIT NOT FLASHING) CONDITION - (DIGIT NOT FLASHING)
E01 100% overload (active) E15 Firemans switch [car] (active)
E02 Attendant control (active) E16 Levelling down direction
E03 car door & landing locks (closed) E17 Firemans switch [landing] (active)
E04 Safety zone, levelling (active) E18 High speed relay (active)
E05 Safety cct prior to locks (active) E19 Relay (CB) or (CL) (active)
E06 Not in use E20 Safety circuit fuse [FM] (closed)
E07 Level circuit (closed) E21 Pin f-P2 active, arrival gong trig
E08 Not in use E22 Lift resetting
E09 Lower prelimit [slow limit] (closed) E23 Temporarily out of service
E10 Upper prelimit [slow limit](closed) E24 Permanently out of service
E11 Inspection control (active) E25 Lift in travel
E12 Manual Doors - series cct (closed) E26 Lift in slow speed
E13 Door open cct PAP SEL SEN (closed) E27 End of service
E14 STOP cct [sill switch] (open)
ERRORS (F)
REASON REASON
F01 Running timer tripped F12 PAP SEL SEN circuit open too long
F02 Safety circuit open F13 Car between floors prelimits open
F03 Final limit opened and re-closed F14 Both prelimits open
F04 Stuck contactor circuit tripped F15 Up prelimit opens in down travel
F05 Repeat fault - door interlock circuit F16 Down prelimit opens in up travel
F06 Series of open doors in operation F17 Parameters incorrect (new input)
F07 Series of open interlocks during F18 Inverter drive fault (traction lifts)
service
F08 Misregulation of pulses F19 Button of operating panel stuck
F09 Control fuse (FM) or supply open F26 Lift level CPS circuit open
F10 MicroBasic PCB fault F27 CPS not changing going into floor
F11 Door circuit open too long
3VFMAC-DSP
Frequency
Converter
PROVISIONAL AND PARTIAL
Technical Dossier
V0.2, MAR.04 Installation • Assembly• Star-Up
English / 3VFMAC-DSP_UK Use • Maintenance • Repair
PRODUCT TECHNICAL MANUAL
3VFMAC-DSP FREQUENCY CONVERTER
Provisional
VERY IMPORTANT: This document is provisional and includes

partial information only, which is complemented by the 3VFMAC1
v3.00 frequency changer manual. For any doubts that may arise
during the operating of the frequency changer, please consult MP
Lifts.
CONTENTS
1. COMPATIBILITY BETWEEN F SERIES AND DSP VERSIONS ........................................................................... 2

2. GENERAL FEATURES................................................................................................................................ 3
2.1. New features ............................................................................................................................... 3
2.2. Technological improvements ......................................................................................................... 3
2.3. Improvements in comfort.............................................................................................................. 3
3. UNIVERSAL CONNECTION ........................................................................................................................ 4
4. GENERAL DIAGRAMS............................................................................................................................... 6
4.1. MicroBASIC controller ................................................................................................................... 6
4.2. SERIE controller........................................................................................................................... 7
5. INFORMATION SUPPLIED BY THE BOARD................................................................................................... 8
5.1. Led indicator lights....................................................................................................................... 9
5.2. Five-digit display (console)............................................................................................................ 9
6. USER INTERFACE...................................................................................................................................11
6.1. Parameterisation.........................................................................................................................12
6.2. Visualising the information through display (monitoring)..................................................................13
6.3. PALM control ..............................................................................................................................14
7. LIST OF PARAMETERS ............................................................................................................................14
8. DESCRIPTION OF ERRORS ......................................................................................................................20
9. ADJUSTMENT AND FINE-TUNING OF THE INSTALLATION ............................................................................22
9.1. Preliminary aspects .....................................................................................................................22
9.2. General adjustments ...................................................................................................................23
9.3. Levelling adjustment ...................................................................................................................24
9.4. Vibrations ..................................................................................................................................25
V0.2 MAR.04 Page 1 3VFMAC-DSP_UK

Provisional
1. COMPATIBILITY BETWEEN F SERIES AND DSP VERSIONS
The new DSP frequency changer is fully compatible with the old F series version, to such an extent that if it is
necessary to replace the latter with the new DSP version, neither the wiring nor the original fastenings of the controller
need be changed. It is only necessary to reduce the number of poles of the plug-in terminal that is connected in the
bottom-left corner of the frequency changer (XC4), which should be reduced from 8 to 6 poles, eliminating the two
upper end terminals which are never wired (in F series controllers). The instructions to make this change are described
in detail below.
INSTRUCTIONS TO CONNECT THE XC4 PACKAGE:
1. Photo 1 shows the connector with terminals 30 and 31 which overhang from the XC4 package of the
frequency changer.
2. Photo 2 shows where this connector must be separated (terminals 30 and 31 which are never wired) and the
removal of its end cover.
3. Photo 3 shows the new connector with two poles less, with the end cover positioned on the side of terminal
32 which was uncovered.
4. Photo 4 shows the final connection in the PCB of the 3VF-DSP.
End cover
Uncovered side
Photo 1 Photo 2
Photo 3 Photo 4

Provisional
2. GENERAL FEATURES
IMPORTANT: On the date that this document was published, part of the features described below were not yet
operational. These are marked with the symbol (†).
2.1. New features
• Control of the asynchronous and synchronous motor. (†)

• Elimination of roll-back effect in start-up, by means of a weight reading by using MP’s VK2P weighing
system.
• Modelling of the machine by the direct parameterisation of the motor electrical constants (vector control).
(†)
• High connectivity of encoders with a high number of pulses.
• Communication interfaces available: RS-485, ENDAT, SSI, Irda and CAN-BUS, which make it possible to
monitor and control the system remotely. (†)
2.2. Technological improvements
• Latest generation DSP technology (Texas Instruments) with 32-bit Flash

technology and instruction times of up to 6 nanoseconds.
• User-friendly scheduling interface, by using a market PDA terminal (PALM O.S.)
without cables (infrared, Irda) or by using an on-board keyboard.
• Application to gearless motor by operation at very low electrical frequencies
(precision: 0.0078Hz). High precision vector control with Space-Vector
modulation which makes it possible to reduce the heat of the power transistors, allowing higher switching
frequencies.
2.3. Improvements in comfort
• Direct access due to exact positioning, which makes

it possible to remove the landing approach span,
eliminating unnecessary waiting times for users. (†)
• Direct access to landing due to indirect calculation of
car weight, eliminating the need for load-weighing
switches.
• Complete lack of electrical noise of the motor due to
its switching frequency of up to 20 Khz, enabling its
installation in machine room less lifts.
• Quality of ride, thanks to self-adjustment of jerk, which eliminates the unpleasant sensation caused by
acceleration during starting and stopping.
• Precision on stopping, without position encoder. Levelling by time or by position (†).
• Standard performance, independent of the supply voltage, thanks to its system which adapts to the
network voltage.

Provisional
3. UNIVERSAL CONNECTION
Voltage-free contact control
M V
Machine
~3 K1
U
K2
Output filter Contactors
Input W V U
filter CAPACITORS
R
(Only in 10HP, 15HP
and 20HP. Supplied
General power with capacitor)
S
supply -CE
Contactor reading T
filter C1 +CE +
C2
-
Control signals +
FLC
-
11 11
*RUN 12 12
*Nominal speed 13 13 Communication

2 speeds 14 14 XC10 VS: control
XC2
15 15
*Inspection speed B2
16 16
2 Accel. / Decel.
17 17
*Up / down 50 R
18 18 Communication
Reset Error 49
19 19 CAN control B1
48
XC2
* Necessary connections
Ground XC9
network 1 Communication 1 Brake resistance:
C1+ 2 VS: encoder 2
XC11 5HP
C1- 3 3 400V: 60hms, 520W
Multipole C2+ 230V: 20hms, 600W
4 4
encoder C2-
5 5
5Vdc 10HP
XC6 400V: 40hms, 1040W
XC6
230V: 14hms, 1040W
Low cost (+) 10V 20 20
0Vac encoder (-) 0V 21 15HP
XC3
21
Pulse reading 22 22 400V: 30hms, 1400W
23 23 PCB 20HP
A1 A1 XC3 400V: 30hms, 400W
32 32
3VF
K1 K2
Contactor 33
RL1
DSP
33
A2 A2 control
34
XC4
34 TRIAC
35 35
110Vac 36 36
RL3
37 37
Safety
series XC4
XC5
T2
KRFR
Brake control T1
24Vdc 0Vdc Ventilation fan

Provisional
It is important to pay special attention to the power cables so that all of these cables (U, V, W, C1, C2, CE+, CE-,
B1, B2) remain above the strip of pins in the way the installation is wired in the following photo.
Strip of
pins

3VFMAC-DSP_UK
Provisional
R S T
SIR STOP SLVH SCTH
FE FM RMT 1 SAC SAF 220
TRM 110 Vs SPRS
380 Vp 15 12 8
20 Vs 5 6 102 SPRB
60 Vs
220 Vp
COND 48 Vs
B STOPF STLH
0 Vp 80 Vs SCE 104 SP 103 SFI SFS
R S T L1 L2 L3 106 SCC 105
+ CE 0 Vs
- CE 3VF-DSP B1 14
B2 17
U V W C1 C2 RMT2
PIN 19 ( MB )
RZS
00 103
27
L1 L2 L3
A1 RMP RZS
K1 A KRNS G2R - 2
T1 T2 T3 0 Vdc RMT1 110 Vac
BYT11 - 1000
A2 A1
A1 A1 G2R2
11 KRREV 24 Vdc
L1 L2 L3 A K1 K2 A A2
5 A2 A2 RPA
2 RMR MY 4 A1
K2 110 Vac
T1 T2 T3 QIM
3VF-DSP
T T T FLC 34 KRSE A 208
1 A2
RZS
13 9
RVR 35 KRL 2
FS B2 B1
U V W 220 Vp 0 Vp
5 7 RS 48 Vs
Page 6
RM KRSE 60 Vp 0 Vs
9 25 26 110 Vs GRF
RF KRFR K1
RB ~1 (+) 206 ( SM )
1 3 13 14
Low cost M 23 KRFR K2 A
Encoder 3~ 8 6 ~2 (-) 13 14 204 ( SM )
24
connection
220 Vp 0 Vp
48 Vs
60 Vp 0 Vs
110 Vs GRL
XC3 3VF-DSP (+) LE ( - )
~1
LE + LE -
20 21 22 23 KRLE D
K1 K2 ~2 (-)
22 ( MB ) 3 ( MB ) 11 14 LE ( + )
61 62 61 62 KRLE
20 21 22 KRNS 21 24
SM (+) (-) ( IN1 ) 4 ( MB )
11 12
4.1. MicroBASIC controller
Industrial encoder connection 3VF-DSP KRL3

4. GENERAL DIAGRAMS
11 12 13 14 15 16 17 18 19 36 37
1 C2-
2 C1 + C2+ a 24
BYT11 - 1000
7
3VF-DSP
V0.2 MAR.04
MK2P
21 KRNS
MicroBASIC
3 C1 - KRFR
C1- 24 Vdc
RET 12 12 KRSE 3VF-DSP 2
4 C2 + C1+
11
KRREV 11
XC6 5 C2 - - FLC + 24 Vdc 0 Vdc
c
+
+ 24 Vdc
SM
+ 5 Vdc
Contactor
reading filter
R S T
3VFMAC-DSP_UK
QIM SIR
FE STLH SFI SFS SLVH SAC STOPC
Provisional
TRM 110 Vs SIB

1 2 380 Vp 1H 2H 2C 3C 3´C 4C
SIS
20 Vs
COND 220 Vp
0 Vs
R S T L1 L2 L3 0 Vp
+ CE 0 Vs
- CE 3VF-DSP B1
B2 SCE SPC STOPF
U V W C1 C2
8H 8C 7C 7H 6H 6S 5S 5H 5H
KP1
L1 L2 L3
(XSM1)
K1 B2 B1
T1 T2 T3
K2 62 A1 A1
L1 L2 L3 61
FLC K1 K2
A2 A2
RF
K2 K1 62
T1 T2 T3
61
Contactor
3VF-DSP
34
control 220 Vp 0 Vp
24G 48 Vs
FS (XSM1) 60 Vp 0 Vs
U V W KRL 2 35 110 Vs GRF
KRFR K1
1 3 ~1 (+) 13 14 F1 ( SM )
Low cost B S
KRFR K2 A
Page 7
encoder 8 6 ~2 (-) 13 14 F2 ( SM )
connection
M
3~
XC3 3VF-DSP
20 21 22 23
KRL3
20 21 22 3VF-DSP
SM (+) (-) ( IN1 )
XC10 XC11
Industrial encoder connection 11 12 36 37
BYT11 - 1000
7
1 C2- MK2P
KRFR 24 Vdc
2 C1 + 2
4.2. SERIE controller
C2+
3VF-DSP
3 C1 - FLC + 24 Vdc 0 Vdc
C1-
V0.2 MAR.04
4 C2 + C1+ X3VF XENC
PCB-SM
XC6 5 C2 - -
Contactor
+ reading filter In case of exact
positioning
+ 24 Vdc
SM
+ 5 Vdc
Provisional
5. INFORMATION SUPPLIED BY THE BOARD
Below we have included a diagram of the PCB which shows the elements that supply visual information. All of this
information is included in the following points.
CONSOLE

Provisional
5.1. LED indicator lights
BLOCK GENERAL DESCRIPTION LED NO. DESCRIPTION OF LED COLOUR

HIGH
A High voltage ON: there is a high voltage Red
VOLTAGE
B Control of contactors 12 ON: contactors active Red
B RUN signal 13 ON: start command Red
B Nominal speed 14 ON: nominal speed command Red
B Second speeds 15 ON: second set of speeds active Red
B Inspection speed 16 OFF: inspection speed Red
Second
B 17 ON: second set of accelerations and decelerations active Red
acceleration/deceleration
B Up/down 18 ON: up Red
B Reset error 19 ON: error reset active Red
C CAN communication CAN Not applicable Green
D Emergency EM Not applicable Green
D Speed limit SP ON: above speed limit Green
D Contactors K ON: contactors active Green
D Brake BK ON: brake with power supply Green
E Encoder ENCODER Not applicable Green
E RS-485 communication RS-485 Indicator: there is communication Green
ON FIJO: RUN command not active
F RUN RUN Green
INDICATOR: RUN command active
5.2. Five-digit display (console)
See point “6.2. Visualising information through display (monitoring)”
POSITION VISUALISATION GENERAL DESCRIPTION
0 Frec Command Frequency (Hz)
1 Encod Encoder pulses
2 int s Current intensity of U phase (digital units)
3 int r Current intensity of V phase (digital units)
4 Ad in rms output current intensity to motor (Ampere)
5 tens Bus voltage (Volts dc)
6 Uerr Last error
7 int d Measured Magnetisation Current Intensity (Ampere)
8 int u Measured Par Current Intensity (Ampere)
9 UEL Measured speed (electric Hz)
10 rEU Measured speed (r.p.m.)

11 EiUEL Error in Built-in Terminal of speed PI (digital units)
12 EPUEL Error in Proportional Terminal of speed PI (digital units)
13 An Electrical angle
14 Udd Magnetisation component of output voltage vector to motor (digital units)
15 Uud Par component of output voltage vector to motor (digital units)
16 UdE X component of output voltage vector to motor (digital units)

Provisional
POSITION VISUALISATION GENERAL DESCRIPTION
17 UuE Y component of output voltage vector to motor (digital units)
18 SEno Sine of electrical angle (digital units)
19 CoSE Cosine of electrical angle (digital units)
20 iurEF Par current intensity of reference (digital units)
21 USlip Slip (digital units)
22 UrEF Mechanical reference speed (digital units)
23 Pso Weight (Kg), if load cell available
24 Uer Software version

25 SEriE Equipment serial number
26 HOurS Equipment operating hours
27 E4 Start phase
28 E2 Slip term in vector control (machine constant)
29 E3 Reference mechanical speed in Hz*128
30 E4 Output Iq of the filtered speed PI
31 E5 Electrical frequency
32 E6 Proportional constant of the speed PI
33 E7 Whole constant of the speed PI
34 E8 Weight offset
35 E9 VEL.10 parameter interpretation
36 E10 Maximum torque intensity (digital units)
37 E11 Minimum value of effective intensity in an electrical cycle (digital units)
38 E12 Reference magnetisation intensity
39 E13 Power control set point
40 E14 Electrical frequency offset 1 in stop for torque compensation (Hz*100)
41 E15 Approach speed 1 calculated according to torque compensation (Hz*100)
42 E16 Sine curve time (ms)
43 E17 Machine control variable of torque compensation statuses

Provisional
6. USER INTERFACE
The user interface is the area where the controller represents the information of its internal state (errors,
functioning modes, etc.) and enables the maintainers to carry out a set of operations related to maintenance
(configuration, metering, etc.)
The interface that the user will find consists of 5 digits which show information and 4 push buttons, as shown in
this diagram.
The access keys are:
P/R: This push button has different functions, described below:
• Back or return to previous menu, provided that the user is already inside a menu.
• Enter Programming Mode. Press button down continuously.
• Recording of Parameters. Once inside a parameter, this button must be pressed to record it and then exit.
Izq ÿ: This push button has different functions, depending on the level reached:
At the menu level, it produces a movement to the left

At the operations level, it reduces the value being operated
At the parameters level it produces a movement to the left between the digits
Drch ÷: This push button has different functions, depending on the level reached:
• At the menu level, it produces a movement to the right

• At the operations level, it increases the value being operated
• At the parameters level it produces a movement to the right between the digits
Intro ü: This push button has various functions:
• At the menu level, to enter inside the menu

• At the operations level, execution of commands
• At the parameters level, increase of value

Provisional
6.1. Parameterisation
The monitoring of the parameterisation is shown below.

These parameters are described in detail in chapter 7 of this manual
CUSTOMER CODE
START ACCEPTED
CODE EXAMPLE
P/R P/R 1s
GOES TO BLOCKS
OF PARAMETERS
P/R P/R
... EXAMPLE OF
PARAMETERISATION IN BLOCK -
CNF-
...
VALUE
NEW VALUE
P/R
ACCEPTED
AND
RETURNED
1s
RETURN TO
BLOCK 1
“CNF”

3VFMAC-DSP_UK
Provisional
START
P/R
Pos. 0 Pos. 1 Pos. 2 Pos. 3 Pos. 4 Pos. 5 Pos. 6 Pos. 7
0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s

VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE
6.2. Visualising the information through display (monitoring)
Page 13
0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s
0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s
Pos. 30 Pos. 29 Pos. 28 Pos. 27 Pos. 26 Pos. 25 Pos. 24
RETURN TO
POSITION 0 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s
V0.2 MAR.04
VALUE VALUE VALUE VALUE VALUE VALUE VALUE
Provisional
6.3. PALM control
Not available in this version.
7. LIST OF PARAMETERS
ii
F PERMITS FACTORY
GROUP PARAM SERIES DESCRIPTION DESCRIPTION OF VALUES RANGE VALUE
N A
EQUIV.i
This parameter will determine whether it works 0: Scale
CNF.00 15 Control Type 2 2 1
in open or closed loop 1:Vector
2:10CV/400Vac
Inverter model in terms of power supply and 3:10CV/220Vac
CNF.01 24 Inverter type 1 1 S/M
power. 4:15CV/400Vac
6:20CV/400Vac
Maximum no. of errors that may appear in 3
minutes. After this period, the inverter is
blocked until one of the following actions is
CNF.02 30 Autoreset 2 2 taken: 0...5 5
The power supply is cut off
-Terminal 19 activated
CNF -It enters in programming
General Origin of Specifies whether the origin of the commands 0: Terminals

CNF.03 N/A 2 2 0
Configuration commands will be the terminals or via CAN 1:CAN
Specifies whether to activate the monitoring via 0:NO
CNF.04 N/A CAN monitor 2 2 0
CAN 1: YES
Customer’s
CNF.08 N/A access code to 2 0 In both, the customer’s code to access 0...9999 0
parameters parameters is specified. It is done this way in
Customer’s order not to enter a value accidentally which
CNF.09 N/A access code to 2 0 later makes the parameterisation impossible. 0...9999 0
parameters
Gives information on the installation’s series
CNF.10 N/A Series number 1 1 number. This value is unique for each 0...65535 S/P
installation.
Software Reports the software version that the machine
CNF.11 N/A 1 1 N/A S/P
version has recorded.
Inspection
TR0.00 5 2 2 Speed in Inspection Operation (maintenance) 5.00...65.00Hz 15.00Hz
speed
Electrical output frequency (scale) or motor
rotation speed (vector), which when exceeded 0.00,0.25...
TR0.01 31 Speed limit 2 2 0.00Hz
switches the KRL1 relay. A (0 Hz) does not ...45.00Hz
activate RL1 (terminals 30 _ 31 and 32)
TR0
Enables logic of speed limit relay to be
Travelling.
configured. With a positive logic ( 1), the relay
General
will go to ON when the speed is above the set
parameters
limit and Off when below. With a negative logic
Speed limit 0: negative logic
TR0.02 N/A 2 2 (0), The relay will be ON when the speed is 1
relay logic 1: positive logic
below the set limit or is zero, and it will be OFF
when it is above the limit. We take speed to
mean Electrical output frequency (scale) or
motor rotation speed (vector).
TR1
TR1.00 1 Nominal speed 2 2 Nominal speed 1 10.00...65.00Hz 50.00Hz
Travelling

Provisional
ii
F PERMITS FACTORY
N A
EQUIV.i
TR1.01 2 Approach speed 2 2 Approach speed 1 01.00...15.00Hz 05.00Hz
Acceleration
TR1.02 9 2 2 Acceleration ramp time 00.30...10.00s 02.50s
time
The higher the value, the smoother the start of

Acceleration
the curve and less smooth the end of the curve.
TR1 TR1.03 N/A Progressivity 2 2 0.10...15.00 1.50
Only operational on sine curve (RSN.00 = 2).
Travelling Factor
Value 1 = neutral
Deceleration
TR1.04 10 2 2 Deceleration ramp time 1 00.30...10.00s 02.20s
time
Deceleration The higher the value, the smoother the start of
TR1.05 N/A Progressivity 2 2 the curve and less smooth the end of the curve. 0.10...15.00 1.00
Factor Value 1 = neutral
TR2.00 3 Nominal speed 2 2 Nominal speed 2 10.00...65.00Hz 30.00Hz
TR2.01 4 Approach speed 2 2 Approach speed 2 01.00...15.00Hz 05.00Hz
Acceleration
TR2.02 11 2 2 Acceleration ramp time 2 00.30...10.00s 01.00s
time
TR2 Acceleration The higher the value, the smoother the start of
Travelling TR2.03 N/A Progressivity 2 2 the curve and less smooth the end of the curve. 0.10...15.00 01.50
Group 2 Factor Value 1 = neutral
Deceleration
TR2.04 12 2 2 Deceleration ramp time 2 00.30...10.00s 02.20s
time
Deceleration The higher the value, the smoother the start of
TR2.05 N/A Progressivity 2 2 the curve and less smooth the end of the curve. 0.10...15.00 1.00
Factor Value 1 = neutral
0: Standard
RSN.00 N/A Reverse Curve 2 2 Reverse Curve 2
2: Sine
Smoothness at the start of the acceleration
RSN.01 25 Reverse Curve 2 2 1...999 50
ramp. Greater number: Greater smoothness
K End of Smoothness at the end of the acceleration ramp.
RSN.02 26 2 2 1...999 50
Acceleration Greater number: Greater smoothness
RSN
K Start of Smoothness at the start of the deceleration
Normal RSN.03 27 2 2 1...999 10
Deceleration ramp. Greater number: Greater smoothness
reverse ramp
K End of Smoothness at the end of the deceleration
RSN.04 28 2 2 1...999 50
Deceleration ramp. Greater number: Greater smoothness
Stopping curve
RSN.05 N/A 2 2 Time in milliseconds of stopping curve 1...3000 0.800
time
Levelling
RSN.06 13 2 2 Levelling adjustment for load compensation 0..200 100
adjustment
Extension time Expressed in milliseconds, this is the time the

RSC RSC.00 N/A 2 2 0...6000 0.000
on short floor speed maintains on a short floor
Short Reverse
Percentage of Expressed in %. The higher the percentage, the
Ramp
RSC.01 N/A increase of 2 2 smoother the speed rectification on a short floor 0...100 50
command (reducing the approach time)
Delay in brake Delay between order to open brake and start of

STC STC.00 22 (T3) 2 2 00.01...02.50s 00.30s
before start motor rotation
Start/Stop
Delay in brake
Control STC.01 8 (T5) 2 2 Time between 0 speed and deactivation of brake 00.01...02.50s 00.20s
before stopping

Provisional
ii
F PERMITS FACTORY
N A
EQUIV.i
Delay in brake Time between deactivation of brake and cut-off
STC.02 23 (T4) 2 2 00.01...02.50s 00.50s
after stopping of motor energy in stopping.
Switching
waiting time of
STC.03 N/A (T2) 1 1 00.01...01.00s 00.15s
contactors in
start
Practical 0
Digit 0, 1: practical 0 speed OFF 00...99cHz
STC.04 N/A speed in 1 2 00.10
Digit 2, 3: practical 0 speed ON 00...99cHz
stopping.
STC Current
Start/Stop STC.05 N/A intensity value 0 1 1...33 5
Control close to 0
Maximum time
permitted for
STC.06 N/A 0 1 00.01...02.50s 1.00s
fall in current
intensity
Additional time
so that residual
STC.07 N/A (T6) current 0 1 00.01...02.50s 0.02s
intensity is
equal to zero.
10CV:
450Kg
Maximum Car Maximum car load in kilograms. Only operational 15CV:
PSO.00 32 2 2 50...3000Kg
Load if weight control function is present. 630Kg
PSO 20CV:
900Kg
Weight Control
Extra par percentage with respect to nominal
PSO.01 33 Extra Par % 2 2 applied to maximum load. Only operational if 0 – 50 0
weight control function is present.
ENC Number of 4..8,

ENC.00 21 2 2 Number of return pulses of encoder 2000
Encoder return pulses 500...5000
Defines whether the motor is synchronous or 0: Asynchronous

DRI.00 N/A Motor typeiii 1 1 0
asynchronous. or induction
Time constant
Time constant of the rotor when this acts as the
DRI.01 N/A of rotor as 1 2 10.0 – 1000.0ms 90.0ms
motor
motor
Time constant
Time constant of the rotor when this acts as the
DRI.02 N/A of the rotor as 1 2 10.0 – 1000.0ms 90.0ms
generator
DRI generator
Machine Data Number of Number of poles of motor. NOT NUMBER OF
DRI.03 20 2 2 2...50 4
poles PAIRS OF POLES.
Specifies the motor model. In doing so, vacuum
current intensity is established, as well as the
rotor time and the number of pairs of poles
DRI.04 N/A Motor Model 1 2 0, table codesiv 0
associated to the machine.
The value does not last.

Provisional
ii
F PERMITS FACTORY
N A
EQUIV.i
10/400:
10.0 A
10/220:
Corresponds to the no-load intensity of the
15.0 A
motor. Normally, do not modify the factory
INT.00 19 Id 2 2 2.0..24.0A
value.
15/400:
12.0 A
20/400:
14.0 A
10/400:
10.0 A
10/220:
Gradually increase until correct lift 15.0 A
operation is achieved in all load situations
INT.01 N/A Start intensity 2 2 2.0..24.0A
(including the maximum). DO NO EXCEED. 15/400:
Only valid in scale control
12.0 A
INT
20/400:
Intensity
Control
14.0 A
The gradient between the output Iq of the speed
PI and the Iq of the control system is:
INT.02 N/A Iq Filter 1 2 1...2048 150
(Iq Speed PI - Iq control system)
2(INT.01)
Proportional
Constant
INT.03 N/A 1 1 Expressed in digital units. 0...512 1
PI Current
Intensity Id
Built-in
Constant
Id Current
Intensity PI
Proportional
Constant
Id Current
Intensity PI
Built-in
Constant
Id Current
Intensity PI
At nominal speed, the no-load intensity
Percentage of
applied is INT.00.
INT.07 N/A Overmagnetisat
At speed 0, INT.00+(INT.00xINT.06)/100.
ion at 0 speed
NOT VALID IN SCALE CONTROL.

Provisional
ii
F PERMITS FACTORY
N A
EQUIV.i
Proportional
VEL.00 N/A Constant in 1 2 Expressed in digital units. 1...64000 8000
Start
Proportional
Constant
VEL.01 N/A 1 2 Expressed in digital units. 1...64000 8000
Nominal Speed
PI
Built-in
Constant
VEL.02 N/A Nominal Speed 1 2 Expressed in digital units. 0...512 10
PI
Proportional
constant
Approx. Speed
PI
Built-in
Constant
Approx. Speed
PI
Built-in
Constant
Stopping Speed
PI
VEL.06 N/A Reserved 0 0
VEL The gradient between the measured Wmotor
Speed Control and the Wused in speed PI and frequency

generation is:
Measured motor
VEL.07 N/A 1 2 0...10 3
speed filter
(measured Wmotor – W Piw)
2(VEL.06)
Time for the

Expressed in milliseconds. Once reached,
VEL.08 N/A speed stability 1 1 0...3.000 0.512
operates the built-in terminal.
criterion
Approx time Expressed in milliseconds. Only operational
VEL.09 N/A 1 1 0...3.000 0.512
established when the VEL.10 1 bit is at 1.
- If the 0 digit (right) is at 1, a constant
Id,Iq,We control will be carried out during
approach. Adjusted with 0 value.
- If the 1 digit is at 1, a constant Id,Iq,We

control will be carried out during stopping.
Adjusted with 0 value (activate with low inertia
Control of machine).
VEL.10 N/A 1 2 0 or 1 every digit 1000
Speed PI
- If the 2 digit is at 1, the speed PI will only be
activated if a new speed has been read.
If at 0, it is always activated.
- If digit 3 is at 1, the “overboost” will be

activated. If it is at 0, it deactivates. Only
operational in magnet vector control.

Provisional
ii
F PERMITS FACTORY
N A
EQUIV.i
Switching
PEC.00 14 2 2 05.500KHz 5.5 - 20.0KHz. 15.0KHz
Frequency
PEC
Modulation 0: Triangular PWM
Power PEC.01 N/A 2 2 Modulation Type 1
Type 1:Space Vector
Electronic
PEC.02 N/A Dead Time 0 1 Value in microseconds 00.500..03.000µs 00.500µs
Converter
Minimum pulse
PEC.03 N/A 0 1 Value in microseconds 00.000..03.000µs 00.000µs
width
ADJ.00 N/A Ir reading gain 0 1 0...65535

ADJ
ADJ.01 N/A Is reading gain 0 1 0...65535
Channel
adjustment Vdc 1 reading
ADJ.02 N/A 0 1 0...65535
gain
i
The numbering begins at 0.
ii
Legend of permit types:
N: Normal
A: Advanced
Permits legend:
0: Not displayed
1: Displayed but value may not be changed
2: Displayed and value may be changed
iii
Synchronous motor not operational.
iv
Table of motor models.
MACHINE CONSTANT
IO(A) (ms)
CODE BRAND MODEL HP KW POLES
400V 230V Motor Generator
100 REIVAJ 075.22.0.30 7.5 5.5 4 8.0 13.9 79.4 79.4
101 REIVAJ 095.22.0.60 9.5 7 4 9.9 17.2 78.4 78.4
102 REIVAJ 130.20.0.90 7.5 5.5 6 10.5 18.2 50.3 50.3
103 REIVAJ 145.20.0.90 9.5 7 6 13.5 19.1 51.7 51.7
200 SASSI 240095A-WF4 5.5 4 4 4.7 8.1 82.3 61.7
201 SASSI 240095A-WF4 8.0 5.9 4 8.4 14.6 71.6 53.7
202 SASSI 240118A-WF4 10.0 7.35 4 9.6 16.6 90.9 68.2
203 SASSI 240142A-WF4 12.5 9.2 4 11.2 19.4 94.3 70.7
204 SASSI 240142A-WF4 15.0 11 4 14.2 24.6 88.5 66.4
205 SASSI 240171A-WF4 18.0 13.2 4 15.5 26.9 95.0 71.3

Provisional
8. DESCRIPTION OF ERRORS
ERROR DESCRIPTION CAUSE SOLUTION

Err01 Not used
Working situation detected in which
the motor instantly consumes a
higher current intensity that the
maximum offered by the installation.
Locate the error. The repetition of this error
Always caused by external causes,
may cause the destruction of the installation.
which are usually serious problems:
Err02 Overcurrent If it is not possible to solve it, contact
badly connected power cables, faulty
MacPuarsa and describe the error location in
connector, encoder with specific
detail.
reading errors, too sudden
acceleration or deceleration,
Machine flywheels with high inertia,
etc.
Check the power supply being applied to the
Maximum voltage permitted by installation. EXCESSIVELY HIGH VOLTAGE
installation exceeded: CAUSES THE DESTRUCTION OF THE
Err03 High network voltage
400 Model: Maximum 440Vac INSTALLATION. IF 400 Vac ARE APPLIED TO
220 Model: Maximum 242Vac THE INSTALLATION, IT WILL BE TOTALLY
DESTROYED
Check the power supply being applied to the
Lower voltage than minimum
installation. An excessively low voltage may
voltage permitted by the installation
prevent the installation form starting.
applied:
Err04 Low network voltage Provisional power supply, heavy machinery
close to the installation, etc…. are possible
400 Model: Minimum 360Vac
causes of an instantaneous low network
220 Model: Minimum 195Vac
voltage error
In general, check that the connections are
correct. Check that the correct information
The installation detects an incorrect
Err05 Error in encoder has been entered in the ENC.00 parameter.
reading of the encoder
Check that this fulfils all of that described in
chapter 3 (manual 3VFMAC1).
The most usual causes are:
1. Operating in scale control. This may be due
to the INT.00 parameter being excessively
low, and when the car is under a heavy load,
the lift does not start.
2. Operating in vector control. It is possible
The installation has supplied the
that it has been configured as vector control
Err06 Motor blocked maximum current intensity for 6
and the encoder has not been installed. The
seconds
installation will consider 0 speed and apply
the maximum current intensity.
3. The machine brake does not open.
If the car is overloaded and the lift may not
start (both in scale and vector control), this
error will appear.

Provisional
Consult point 2.3 of the 3VFMAC1 manual to
The terminals C1 - C2 must be see how the C1 - C2 terminals should be
Power terminals C1 - C2 not shorted (with power cable) whilst shorted with the K1 and K2 contactors. Check
Err07
connected energy is supplied. If this disappears the connections. It is also possible that the
instantly, the error will be generated power contact is damaged in one of the
contactors.
This error will appear when a short
Err08 Short circuit circuit occurs at the installation
output.
Try to reduce the approach speed span and
operate in vector flow control (consumptions
Excess temperature is due to a high are lower). There is the possibility (although
rate working situation, with long it is unlikely) that the installation ventilation
Err09 Excess temperature
approach speed spans, and a high fans become damaged. Check whether these
ambient temperature remain off when energy is supplied to the
inverter (lift in motion). If so, replace the
installation.
Motor not connected. There is no
Err10 load connected at the output of the
frequency changer
This may be caused in motors with defects,
The motor exceeds 20% of the when there is excess load in the car, etc. The
Err11 Overspeed
theoretical speed error may also appear if the installation is
parameterised incorrectly.
No connection to motor. Imbalance.
Check the power cables from the output of
If a connection error appears in one
the frequency changer (U - V - W) up to the
of the motor stages, or there is a
Err12 motor terminals. Check the correct state of
strong imbalance of consumption in
the motor (by measuring the resistance
the stages, the error will be
between stages)
generated
Check that the network voltage is not too
low. If the problem persists, replace the
Error in capacitor (10 / 15 / 20 ) or Electrolytic Capacitors. VERY IMPORTANT:
Err13 low network voltage at start of a Before replacing the electrolytic capacitors,
service MAKE SURE that the HIGH VOLTAGE LED is
fully switched off. If not, there is a risk of an
electric shock which may cause death
Err0A Not used
A serious error in the installation’s
configuration data has been Check and correct all the parameters until the
Err0B Error in parameters
detected. This error may not be error disappears
reset
Err0C Not used

Provisional
This error usually occurs when during a
service, a contact of the safety chain is
opened unexpectedly.
During a service, the EMERGENCY
STOP signal (terminal no. 12) This error never renders the installation out
Uncontrolled opening of
Err0E disappears; in other words, the K1 of use. This is automatically reset indefinitely.
contactors
and K2 contactors are deactivated In MACPUARSA controllers, during inspections
unexpectedly mode, the series are opened suddenly when a
movement is stopped. This causes the FE
error to appear after each movement in
inspections.
The CNF.08 and CNF.09 values
Err0d Error in access code (corresponding to the access code)
must be the same
9. ADJUSTMENT AND FINE-TUNING OF THE INSTALLATION
9.1. Preliminary aspects
• Installation of positioning and levelling elements

The positioning elements must be installed correctly: speed change pulses (start of deceleration) and
levelling. The most important aspect is assuring that the distances between the start of deceleration and the
levelling are CONSTANT, such that they are the same for ALL FLOORS.
Logically, when the magnets (or shields) are initial installed, the levelling will not be entirely perfect (nor is it
necessary), but level differences must not be too acute (maximum of 3 to 5 cm).
Remember that a highly inaccurate and unequal installation of the pulse magnets (or shields) and highly
inaccurate initial levelling will mean that, after adjusting the parameters (as stated below), the magnets will
have to be repositioned, thereby having to repeat the entire adjustment process.
• Counterweight
Before proceeding to adjust the parameters, ensure that the lift counterweight is correct (equilibrium is
reached at 50% of the car load). If the installation is adjusted using an incorrect counterweight, and
subsequently the necessary weights for correct equilibrium are added, it is very probable that the adjustment
process will have to be repeated.
• Friction
In order to ensure adequate comfort and levelling of the lift, the installation must necessarily be adjusted
when the friction (mainly with the guides) is not abnormal. Acute friction, caused by incorrect guide
separation distances, may make an adequate adjustment infeasible.
Friction with the guides immediately after the lift is installed reduces until it reaches a normal situation after
hours of operation. Make an initial adjustment after installing the lift, and subsequently after one month of
operation, check to see if it is necessary to slightly alter any parameter.
NOTE: These effects are much more acute in lifts with a sling-frame chassis.

Provisional
9.2. General adjustments
• Nominal frequency, tr1.00: adjust the frequency in order to reach the nominal speed of the machine. See
the specifications plaque.
• Approach frequency, tr1.01: Normally at 5.00 Hz for 1 m/sec, and 3.50 Hz for 1.6 m/sec. On some
occasions when operating in scale control at 1 m/sec., it must be lowered in order to achieve appropriate
levelling. Initially, attempt to adjust the levelling at a value of 5.00 Hz, and if an acceptable level is not
achieved, lower it, down to a minimum of 4.20 Hz (only in scale control).
• No-load intensity, int.00, and start intensity in scale control, int.01: Configure the lift in scale control
(cnf.00 = 0), and order it to operate without any load in the car, thereby executing long runs. When it moves
at nominal speed, read the “int d” magnitude. Take the reading while going both up and down. The figure
obtained in both cases will be very similar. Enter the LOWER of both readings in int.00 and int.01.
• NOTE: If, when performing this test, the lift does not start when starting from the highest floor to the lowest
floor (service with no load in the car going down), slightly and gradually raise int.01 until it does start. If,
after performing the test, the value obtained (for the “int d” readings) is below what was entered in int.01, do
not modify this parameter, and only enter the reading obtained in int.00.
• Type of comfort curve (S-curve), rsn.00: the 3VFMAC-DSP frequency changer incorporates a new, SINE
type of comfort curve system, thereby providing a jerk very appropriate to human physiology. Normally, use
this type, thereby setting rsn.00=2 (the equipment originally comes configured with this value). All other
adjustments that are described below in this chapter are for this type of SINE curve.
• In the hypothetical case that you want to use the classic S-curves (MP ASITRON frequency changer), set
rsn.00=0, and appropriately adjust the parameters, rsn.01, 02, 03 and 04 (parameters that in the sine type
are NOT operational).
• Number of pulses per encoder revolution, enc.00, and number of motor poles, dri.03: If operating in
vector control (cnf.00 = 1), ensure that these two parameters have the correct values.
• Switching frequency, pec.00: If operating in vector control, set the frequency at 15.0 kHz; the electrical
hiss will thus disappear completely. Operating in scale control, the maximum value is 10.0 kHz. The
equipment automatically sets the frequency at this value when configured in scale control, such that if it is
subsequently placed in vector control, the frequency will have to be modified and raised to 15 kHz.
• Acceleration time, tr1.02, and acceleration progressivity, tr1.03: The criteria to observe for adequate
adjustment is to obtain a good comfort level. From the factory, the values are tr1.02 = 2.5 and tr1.03=1.5
(which are normally appropriate). By increasing tr1.03, the start of acceleration is smoother and the end of
acceleration is quicker. NOTE: This parameter (tr1.03) is only operational with the S-type sine curve (rsn.00
= 2).
• Deceleration time, tr1.04, and deceleration progressivity, tr1.05: The criteria to observe for adequate
adjustment is to obtain a good comfort level and to ENSURE an approach speed span (slow) of at least 1 to 2
seconds before levelling. When working in vector control (cnf.00 = 1), an “E” will appear in the left-hand digit

Provisional
in the “FrEC” information (where the set point frequency is represented at all times) when the speed is
stabilised. During the approach, the “E” must appear at approximately 1 to 2 seconds.
The factory values of deceleration time and progressivity are tr1.04 = 2.2 and tr1.05=1.0, respectively,
values that are normally appropriate. Adequately readjust tr1.04 in order to achieve the aforementioned 1-
to 2-second approach speed. Slowly and gradually reduce tr1.05 in order to smooth out the final deceleration
area (just before reaching the approach speed), thereby simultaneously making the start of deceleration
quicker.
• 1 floor (or short floor) service, rsc.01: On occasions, the nominal speed is not reached in a service, either
because the floor is especially short or because it is not reached in service between contiguous floors (i.e., in
1.6 m/sec., or in 1 m/sec. lifts that work with large deceleration spans. Whenever this circumstance occurs
(it will be noted because the nominal frequency will not be reached in “FrEC”), the rsc.01 parameter must be
adjusted. It leaves the factory with a value of 50. It should be adjusted such that, by executing the service
from floor to immediate floor, the (slow) approach speed span that is obtained before levelling is from 2 to 3
seconds (in vector control, it will be noted by the appearance of an “E” in the first digit of the “FrEC”
representation). If rsc.01 is increased, the approach time will be reduced (and vice versa).
9.3. Levelling adjustment
• NOTES:
o Make the adjustments following the stated sequence. If the process is inverted, it will very difficult to
correctly level the lift.
o During the adjustment processes, it should not be endeavoured to level with the landing exactly. The
objective is to achieve a uniform stop point (always the same), regardless of the load and of whether the
service is going up or down. At the end, the levelling magnets (or shields) will be moved in order to
make the lift stop point coincide with the level of the landing.
• Adjustment in order to compensate for the car load, rsn.06

The services that must be made in order to adjust the parameter that compensates for the load (rsn.06), shall
ALWAYS be made going DOWN, WITH AND WITHOUT A LOAD in the car, thereby starting at the top level and
going to an intermediate level (always the same) that is at least two floors from the top floor. After modifying
the parameter, the indicated service shall be made (always the same) WITH and WITHOUT A LOAD in the car,
thereby confirming if the levelling point coincides in both cases.
If operating in vector control (cnf.00 = 1), with both an industrial encoder as well as with magnets, it is
normally not necessary to modify the value of rsn.06 (which originally has a value of 100), given that the load
is automatically compensated in this mode. In any event, if it were necessary, slightly increase the parameter
(i.e., 110 ... 120).
If operating in scale control (cnf.00 = 0), it will be necessary to increase the value considerably. Start from
a value of 130 to 140, and gradually increase (or decrease) until adequate levelling is achieved, both with and
without a load in the car. NOTE: Prefect levelling is not achieved in scale control (as it is in vector control),
wherefore deviations of +/- 1 cm must be allowed. If this is not achieved, slightly lower the approach speed,
tr01.01, but do not adjust to values below 4.2 Hz. Only lifts with very reduced and regular friction levels
allow an adjustment of the approach speed below 4.2 Hz while operating in scale control.

Provisional
• Levelling in up and down, rsn.05
The services that must be performed in order to adjust the parameter that allows levelling at the same point
in both up and down (rsn.05) shall ALWAYS be WITHOUT A LOAD in the car and have an intermediate floor
(ALWAYS THE SAME) as the destination floor, thereby starting in one case from an upper floor (down testing)
and in the other case, starting from a lower floor (up testing). The origin and destination floors shall be at
least two floors distant. After each modification of the parameter, the two indicated services shall be
performed (always the same as regards the destination and objective floors, and without a load in the car),
thereby confirming if the levelling point coincides in both cases.
If, in the down service, a stop point is obtained that is higher than the one obtained in the up service, slightly
and gradually increase rsn.05 (i.e., from 0.800 to 0.850).
If, in the down service, a stop point is obtained that is lower than the one obtained in the up service, slightly
and gradually lower rsn.05 (i.e., from 0.800 to 0.750).
• Repositioning the level magnets (shields)

The prior adjustments allow making the lift stop at the same point, with and without a load, in up and down.
Now, this point (already uniform) must be made to coincide with the landing level. To do so, appropriately
move the magnets (shields) that determine the levelling point of each floor, thereby correcting the deviations
that exist at each stop.
NOTE: If the modification in any case is greater than 5 cm, the deceleration start points will have to be
modified (pulse magnets or shields) so that the deceleration and approach span to each floor is kept constant.
9.4. Vibrations
If there are considerable vibrations during the (slow) approach speed, try to reduce them by taking the following
actions:
• Modify vel.03; vibrations are normally reduced by raising its value.

• Modify dri.01, if there are vibrations going down, with one person in the car
• Modify dri.02, if there are vibrations going up, with one person in the car.
If they persist, contact MP.

MACPUARSA
Leonardo da Vinci, s/n, Parc. TA-13
41092 - SEVILLA - ESPA¥A
ASCENSORES
Tel.:+34 954 630 562 - Fax:+34 954 657 955
Customer Dates
Customer : Nombre Cliente
Y/Reference : Ref. Cliente.
O/Reference : Ref. MAC.
Features
Universal Simplex
MicroBASIC
Down Selective Duplex
Encoder Imanes Up Selective Triplex
Industrial encoder Full Selective Cuadruplex
N§ of stops: 10
P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 P15 P16
Sequence: 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Motor/Central
1 Speed Hydraulic Power/Voltage
direct start
10 CV / 400 V
2 Speed
Hydraulic
delta/star start Frecuency:
3VFMAC1
50 Hz
OMRON Soft starter
Comments
* Machineroomless Lifts (SCM).
2
ASCENSORES
Page //
9
General table of contents

29.Mar.2004
Page Contentsssd
8
1 Presentation
2 General table of contents
3 Quality control certyficate
4 Components abbreviation definition
5 Filters.
7
6 Power connections
General table of contents
7 Controller tranformer
8 Main contactor
9 Safety series
Nombre Cliente
/ 400 V
10 Battery
11 Speed governor
6
10 CV
12 Industrial encoder
13 Auxiliary relay contact.
14 WEIGHT CONTROLLER
Leonardo da Vinci, s/n, Parc. TA-13 Tlf.: +34 954 630 562 - Fax.: +34 954 657 955
15 Lightins
16 Landing calls connectors.
Ref. Cliente.
17 Lighting. upper/lower terminal stopping switch. stop
5
18 Car calls connectors.
Down Selective. Simplex.

19 Inspecti¢n box.
20 Shaft and car ground.
3VFMAC1 (ASCM)
21 Mac magnetic switch325.
22 Single-phase operator
Client ref.
4
23 Tree-phase operator
24 Cam signal operator.
25 Telephone
26 Change 2C/1H
27 Change 2C/2H
Controller Technical department

28 Change 1C/1H
3
Ref. MAC.
2
24.Feb.2003
27.Feb.2003
Date
1
Technical Department
Name
MAC
AGC
0
Modified
Approved
Made
ASCENSORES
QUALITY CONTROL CERTYFICATE FOR CONTROL BOARD
Manufacturer's name: MACPUARSA
Type of equipment: Control driving for electric and oil-dynamic lifts
Model no.: MicroBASIC
Serial no.: Ref. MAC.
1. Electric connections were installed according to project.
2. Symbols of clamps and devices corespond with symbols in electric scheme.
3. Section and type of used wires corespond with the one in project.
4. The state of isolation of electric circuits and device as well as shock
protection fulfill the requirements of obligatory rules.
5. Device realizes correctly all expected functions. Symulation of
operation states ended with positive result.
In the manufactoring there is quality system type ISO-9001.
Elements of a/m control board were manufactured and assembled according
to conditions of Office of Technical Inspection decision no. UDT-017/4
dated 16.06.1993, 12.12.1997 and 12.09.1999.
Place: Sevilla Signature:
Date: 29.Mar.2004 Francisco Jose Lora Caballero
Quality departament
MAC-PUAR,S.A.
C\ Leonardo da Vinci, s\n - Parcela TA-13. Polg. Ind. El µguila, Ctra. de Logro¤o Km. 13,400
41092 SEVILLA - SPAIN 50180 Utebo ZARAGOZA - SPAIN
Tel.: +34 95 463 05 62 - Fax.: +34 95 465 79 55 Tel.: +34 97 678 82 61 - Fax.: +34 97 678 81 53
e-mail: macsa@macpuarsa.es e-mail: puarsa@macpuarsa.es
0 1 2 3 4 5 6 7 8 9
Components abbreviation definition
BO: Landing push-button panel connector C4: Relay outputs
CAC:Car lighting connector C5: Series communication
CAF: Pit power supply connector C6: Industrial encoder connection
CAH: Shaft lighting connector ENC: Encoder conector
CAR: Inspection box power supply connector LA: Lighting power supply
CB: Car push-button panel - inspection box connector LF: Power supply switch
CB1: Car push-button panel - controller connector ML2D: Load control connector
CC1: Car connections 1 P1: MicroBASIC PCB connector
CCA1: Car auxiliary connector P3: MicroBASIC PCB connector
CCTF: Controller panel - inspection box telephone connector RB: Shaft light connector
CCS: Overload and complete connector RB': Top car light connector
CF: Magnetic switch / photoswitch connector SMF: Machine room connectore. Power wiring.
CH1: Shaft connections 1 SMM: Machine room connectors. Control wiring
CH2: Shaft connections 2 TS: THERMAL PROBE CONNECTORS:
CHA: Landing auxiliary connector XAFI: Lower stopping limit switch connector
CHTF: Pit telephone connector XAFS: Upper stopping limit switch connector
CR2: Inspection box-controller connector XCE: Landing door lock connector
CR3: Door operator connector XCT: Hatch contact connector
CRA1: Inspection box auxiliary connector XFC: Final switch connector
CRTF: Inspection box telephone connector XCTS: Shaft stop connector
CTS: Pit stop connector XCTL: Limiter cable tension contact connector
C1: Fan supply XLV: Speed limiter contact connector
C2: Digital inputs.Control box signal connection XCS: Doors series connector
C3: Magnets encoder connection XCA: Outside locks series connector
Name Date Controller Technical department Down Selective. Simplex. Components abbreviation definition
Made MAC 3VFMAC1 (ASCM)

24.Feb.2003
Modified Technical Department

27.Feb.2003
Ref. MAC. Client ref. Ref. Cliente. 10 CV / 400 V ASCENSORES
Approved AGC Leonardo da Vinci, s/n, Parc. TA-13 Tlf.: +34 954 630 562 - Fax.: +34 954 657 955 Nombre Cliente 29.Mar.2004 Page // 4
0 1 2 3 4 5 6 7 8 9
TYPE A FILTER TYPE B FILTER TYPE C FILTER TYPE D FILTER FV VALVES FILTER
Orange(-) (-)
BLACK
BLACK
GREEN
BLACK
BLUE
BLUE
PINK
BLUE
RED
RED(+) +)
*1 *2
1 1 1
R1 R1 R1
220 Ohm 2 220 Ohm 2 220 Ohm 2
2W 2W 2W
1 1 1 1 1 1
1 1 V1 V1 V1 V2 V3 V4
C1 C1 2 2 2 2 2 2
UF-3010
UF-3010
UF-3010
UF-3010
UF-3010
UF-3010
PANJIT
PANJIT
PANJIT
PANJIT
PANJIT
PANJIT
220 Kp 2 100 Kp 2
400V 400V
CONTACTOR COIL TRANSFORMER CAM FILTER

FILTER CONNECTION FILTER CONNECTION CONNECTION VALVES FILTER CONNECTION
110 80 60 48 20 0Vs
(-) *1 RESISTENCE (-) *2

TRM
TYPE D FILTER
1 GREEN 470 ohm 220V RED 1
R1 0Vp 220 380 V1 1 1 1 1

2 2
220 Ohm A1 PINK 220 ohm 110V RED V1 V2 V3 V4
UF-3010
2W
PANJIT
k1 2 2 2 2
UF-3010
UF-3010
UF-3010
UF-3010
YELLOW 100 ohm 60V RED
PANJIT
PANJIT
PANJIT
PANJIT
1 A2 1
C1 R1
TYPE B FILTER
220 Kp 2 220 Ohm 2

400V 2W LE (+) LE (-)
1 SMM
281 240 206 205 204
C1
100 Kp 2
400V
TYPE A FILTER
THREE-PHASE OPERATOR BRAKE FILTER CONNECTION

FILTER CONNECTION
1 1 1
TYPE B FILTER
TYPE C FILTER
R1 R1 R1
TYPE B FILTER
220 Ohm 2 220 Ohm 2 220 Ohm 2

2W 2W 2W
1 1 1
C1 C1 V1
100 Kp 2 100 Kp 2 UF-3010
2
400V 400V PANJIT
SMF SMF SMF

U V V W 206(+) 204(-)
1
TYPE B FILTER
R1
220 Ohm 2
2W
1
C1
100 Kp 2
400V
SMF
U W
Name Date Controller Technical department Down Selective. Simplex. Filters.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
3VFMAC1
R S T +CE -CE B1 B2 U V W C1 C2
PCB R S T +CE -CE B1 B2 U V W C1 C2
OUTPUT
R S T U V W
L3
FILTER
L2
INPUT U V W
FILTER
L1
L1 L2 L3
(+) 1 L1 L2 L3
K1
C1 R1
8.4
(-) 2 T1 T2 T3
2200æF 2W
400Vdc 220K
DISTRIBUTE
TO ALL EARTH
Brown
Black
White
PE L1 L2 L3
CONNECTIONS SM B1 B2 K2
8.4
T1 T2 T3
(+) 1 RF
C2 R2
(-) 2 B1 B2 SMF U V W
SMF R S T PE
PE
2200æF 2W
400Vdc 220K
4 mmý
4 mmý
4 mmý
6 mmý
40 Ohms/1040W U V W
PE
M1
R S T
PE
QF PE
16A a(10CV)
Curva C
Rï Sï Tï
R S T N
FF
25A L3/7.0
300mA
white/blue
L2/7.0
6 mmý
Power T/15.0
supply switch
6 mmý
N/15.0
Condenser Brake Main
resistance switch
L1 L2 L3 N PE
Name Date Controller Technical department Down Selective. Simplex. Power connections

24.Feb.2003

09.Sep.2003
0 1 2 3 4 5 6 7 8 9
2000 tms thermal probe
A1
6 RL1 TS
KRFR A2
13.6
8
3
110 80 60 48 20 0Vs KRFR
1
13.6
1 F1 1
TRM RL1
FF1 3,15A 2
7.8
3,15A 2
1 3 4
0Vp 230 400 ~1 ~2
PE
Connect B
type filter GRF
as shown RECT01 TS 1 2 3 4 5
Brake
in page 5 - +
rectifier
FF2
3,15A SMM TS1 TS2
13 13
K1 K2
8.4 8.4
14 14 BTST
White
White
- MAX. 1A !
Connect brake 1 11 Us
filter as shown RTE
in page 5 Motor 2 14
themperature
thermistor A1 A2
SMM 204 206 0VP 220VP
Black Red Blue brown

white/blue
-
QIG Y1
6A +
Connect
General 2 C type
switch filter as PE
shown in
page 5
Ventilator j(P2)/10.0
L24VDC/8.0
L0VDC/8.0
L110VS/9.0
L20VS/8.0
L0VS/8.0
L220VP/8.0
6.9/L3 L0VP/8.0
6.9/L2
1 2 7.8
Controller Brake Exhaust fan Machine
transformer motor room temperature
Name Date Controller Technical department Down Selective. Simplex. Controller tranformer
Made MAC 3VFMAC1 (ASCM) Thermal probe

24.Feb.2003

09.Sep.2003
0 1 2 3 4 5 6 7 8 9
PCB MICROBASIC
3KRB/9.6
221/22.4
ROPC 3 2 4
3 4
222/22.4 RB RZS
4 2 3 2 4
FOP 223/22.4 2 4 3 RMT1 1

3,15A 2 4 RVR RM 3 RET
ROPA 3 4 2 3 3 2
3 RS RB RTM1/9.6
4 2 2 4
P1 10 1 2 3 4 5 7 13 9 11 14 16 P2 A C P3 25 26
Green-yellow
C4(35)/13.0
C4(34)/13.0
5
KRSE
8.5
9
14 62 PE
KSG K2
9.5 8.4
11 61 Pcb
microbasic
ground
62 12 A2 A2 A2 A2
K1 KRNS
K1 K2 KRSE KRNS
8.4 8.6
61 11 A1 A1 MY4N A1 G2R-2 A1
110Vac 110VAC
Connect Connect
A type A type Connect Connect
filter as filter as A type A type
shown in shown in filter as filter as
page 5 page 5 shown in shown in
page 5 page 5
C/13.0
A/13.0
27/9.0
7.9/L20VS 23/9.0
7.9/L220VP L220VP/11.0
7.9/L0VP L0VP/11.0
7.9/L0VDC L0VDC/10.0
7.9/L0VS L0VS/9.0
7.9/L24VDC L24VDC/10.0
Stuch contactor activation Main Main Sense Nominal
contactor contactor relay speed relay
13 14 7.313 14 7.4 5 9 8.3 11 12 8.2

53 54 13.153 54 13.1 8 12 13.3 21 24 13.1
61 62 8.161 62 8.1
83 84 14.8L1 T1 6.7
L1 T1 6.8L2 T2 6.8
L2 T2 6.8L3 T3 6.8
L3 T3 6.8
Name Date Controller Technical department Down Selective. Simplex. Main contactor

24.Feb.2003

25.Jun.2003
0 1 2 3 4 5 6 7 8 9
PCB MICROBASIC
PIN 103 PIN RME

8.9/3KRB 1
6 RZS
RMT 8.7/RTM1 8
7 5
1 2
RMP 4 6 RMT2 4
FM 8 RPA RZS 3
2A 1 6 7 5
P1 15 12 8 CC2 102 220 CH2 220 103 104 CC2 00 P3 17 24 23 CH2 105 CC2 105 106 P3 27
travelling cable Black travelling cable

0.75 mmý Green Brown Black 0.75 mmý
SM EM1 EM2
XLV
1
Black
SEM CR2 102 220
1
2 SLVH XCA
CR2 105 106
Speed 2 XCTS
limiter
Machine gear contact contact 1 3
XLV
for emergency STOPF SCE Level P1
rescue system. 1 Landing 2 4 XCA
stop 19.5
SAC buttom
2 XFCS
Safety PE
XCTS
gear 1 1 XCA SCC
SEC2 SFS
Car door 2 Upper 2
look contact final limit XTL
switch SCE Level P2 PE
XFCS
1 1 XCA
SEC1 STLH
Car door 2 Pit 2 PE
look contact
limiter XCA
XFCI XTL
1 cable
tension
SAF 1
2 contact
Slack rope SFI SCE Level pn
switch Lower 2 XCA
final limit
switch
XFCI
PE
2
STOP
3 3
SPRB SPRS SIR 19.3
1
19.3 19.3 19.2
4 4 A1
Inspection
push-button KSG Number
stop G2R A2
110Vac
of stop
refered
Components Connect
A type to order
in inspection box
filter as
shown in
page 5
7.9/L110VS
8.9/L0VS
8.9/23
11 14 8.1
8.9/27
Car safety Shaft Safety Outside Car

series safety series relay locks locks
series series series
Name Date Controller Technical department Down Selective. Simplex. Safety series

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
PCB MICROBASIC External wiring Serial interface
B D F J K I G H 18 19 T1 T2 20 21 22 31 32
P2 B D F J K I G H P3 18 19 P4 T1 T2 P3 20 21 22 31 32
RVAR
Black
36V 1
Red
F3
2A
BAT
-
12V
1,3A/h
KRL/19.0
F/14.0
D/14.0
B/14.0
7.9/j(P2)
8.9/L24VDC L24VDC/12.0
8.9/L0VDC L0VDC/12.0
Varistor Battery
Name Date Controller Technical department Down Selective. Simplex. Battery

24.Feb.2003

18.Abr.2003
0 1 2 3 4 5 6 7 8 9
Speed governor ALJO Mod. 2129 ESA2/ED
A1
A2
CHA1 RL2 RL1 CRL
OFF
TURNING THE KEY OPERATION SIGNAL
SALV
CLOCKWISE TRIP RL1
Overspeed
ANTICLOCKWISE RESET RL2 gobernor

controller
F1
2A
8.9/L0VP
8.9/L220VP L220VP/14.0
Name Date Controller Technical department Down Selective. Simplex. Speed governor

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
3VFMAC1
1 2 3 4 5
LIKA I58-H-2000-ZCU-48RL7
C6 1 2 3 4 5
5Vdc Red
0Vdc black
C1+ Yellow
C1- blue
C2+ Green
C2- Orange
White/Grey Not to connect
24VDC 0Vc
0Vc 5VDC STEGMANN QD6L75JO

5Vdc 12 Grey
0Vdc 10 White
C1+ 5 Pink
C1- 6 Brown
Orange
Orange
Black
C2+ 8 Green
Red
C2- 1 Yellow
STEGMANN HG-660
ENC + - PE C1+ C1- C2+ C2-
5Vdc Red
0Vdc blue
C1+ White
PE C1- Brown
C2+ Pink
cable braided C2- Black
and shielded
PE HOHMER
+ - C1+ C1- C2+ C2-
5Vdc (Vcc) Red
Channel 1 Channel 2 0Vdc (GND) Black
C1+(A+) Yellow
Industrial C1-(A-) Brown
C2+(B+) Green
encoder C2-(B-) blue
10.9/L24VDC L24VDC/13.0
10.9/L0VDC L0VDC/13.0
Name Date Controller Technical department Down Selective. Simplex. Industrial encoder

24.Feb.2003

25.Jun.2003
0 1 2 3 4 5 6 7 8 9
3VFMAC1 External wiring 3VFMAC1 External wiring 3VFMAC1 External wiring
2 3 1
11 12 14 15 16 17 18 13 RL2 RL3 T1 T2
1 2
C2 11 12 14 15 16 17 18 13 C4 33 34 35 36 37 C5 T1 T2
Braided
Braided
53 24 12 8 2
K1 KRNS KRREV KRSE
KRFR
8.4 8.6 19.4 8.5
54 21 11 12 MK2P 7
24Vdc
54
K2
8.4
53
8.9/C
8.9/A
8.4/C4(34) T1/14.0
8.4/C4(35) T2/14.0
12.8/L24VDC L24VDC/14.0
12.8/L0VDC L0VDC/19.0
Brake
relay
1 3 7.4
6 8 7.3
Name Date Controller Technical department Down Selective. Simplex. Auxiliary relay contact.

24.Feb.2003

25.Jun.2003
0 1 2 3 4 5 6 7 8 9
AL-C AL-S
VK2P (FULL) (OVERLOAD)
Kg
RS-485 1 3 4 6
2 5
EXC+ EXC- +IN -IN MALLA T1 T2 t C1 C3 S4 S6 D+ D- 0Vac 220Vac HOLD HOLD
Green-yellow
White-blue
White-blue
Violet
Orange
Orange
Black
Green
White
Green
Brown
Brown
Mesh
Pink
Blue
Red
Red
Red
XPC +24 91 107 XDSC D+ D-
PE
Car
display
MB-D
CBA1 CBS CRA2
Orange
T1 T2 91 107 216 220VP INH
travelling cable travelling cable travelling cable
Load cell 2mts 2mts 2mts
CBC1 T1 T2 CCS 91 107 216

1 CCA2 220VP INH
HLSB
Overload 2 84
light F2 K1
2A 8.4
Buzer
83 0Vcc(CR2)/19.0
13.8/T1 L0VP(CR3)/22.2
13.8/T2 +24(CB1)/18.0
10.9/B
10.9/D
10.9/F
11.8/L220VP
13.8/L24VDC
Serial interface Full/overload Car display
NOTE: SEE TECHNICAL DOSSIER VK-2P
Name Date Controller Technical department Down Selective. Simplex. VK2P

24.Feb.2003

25.Jun.2003
0 1 2 3 4 5 6 7 8 9
6 mmý brown
6.9/N
6 mmý brown
6.9/T
1 3
1 3 SALH Y SALC: IN
SALH PROTECTION BOX
FA Shaft light 2
25A conmutated switch
30mA
10A/250V
2 4
4 mmý brown
CAH 211H 212H NOA NCA
4 mmý brown
1 3 1 3 CAHï 211H 212H NOA NCA

1 3 1.5 mmý blue
1.5 mmý brown
QAC QAH
10A QASM 10A
Car
2 4 10A
Shatf
2 4
CAH 211H 212H CA NOA NCA RB 212 211 RB' 212 211 CAM 212 211
lighting
lighting
2 4 travelling cable
Controller
lighting 0.75 mmý
FNH 210H 212H
1.5 mmý brown
1.5 mmý brown
1.5 mmý brown
1.5 mmý brown
1.5 mmý brown
1.5 mmý brown

FNC
1.5 mmý blue
1.5 mmý blue
1.5 mmý blue

210C 212C
1.5 mmý brown
1.5 mmý blue

SALC PE
5A/250v
Car light 1 PE 2
switch
XTCA
Controller
CAC 211C 212C HRB1

1 2
FNA 210A 212A XTCF PE
HAM
protection box
CACï 211 212
power socket
Pit 1 PE 2
SAHF 2 3 RB' RBF RBN
CAA 211A 212A HRB2

Light
1 2
1 on the
CAC 211 212 HRB' machine
S1
HRBn
R1 Pit power Shaft light 1 2
travelling cable socket cts conmutated Shatf
0.75 mmý switch Shaft lighting in
XHA1 IF1 IF2 XF11 211 212 XF12 211 212
lighting car
SHA1
CAR 211 212
Microswitch
up HA1
Light in controler
PE
1 PE 2 CAAï 211A 212A
R2 R3
S2 S3
XTCC
Car XHA2 IF1 IF2 XF21 211 212 XF22 211 212 XF31 211 212 XF32 211 212
Inspection box
power socket SHA2
N L
Microswitch
down HA2 HA3
HAC
Light in controler Light in controler
Car lighting
HAC
1.5 mmý blue

L1/20.0
1.5 mmý brown
N1/20.0
Name Date Controller Technical department Down Selective. Simplex. Lightins

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
PCB MICROBASIC External wiring
110 111 112 113 114 115 116 117 118 119 120 +24 A B C D
CH1 110 111 112 113 114 115 116 117 118 119 120 +24 A B C D
blue red red red red red red red red red red red
3 3 3 3 3 3 3 3 3 3
SPE SPE SPE SPE SPE SPE SPE SPE SPE SPE
P1 4
P2 4
P3 4
P4 4
P5 4
P6 4
P7 4
P8 4
P9 4
P10 4
1 1 1 1 1 1 1 1 1 1
VRE VRE VRE VRE VRE VRE VRE VRE VRE VRE
P1 2
P2 2
P3 2
P4 2
P5 2
P6 2
P7 2
P8 2
P9 2
P10 2
24V 24V 24V 24V 24V 24V 24V 24V 24V 24V
+24(CH1)/17.0
0Vcc(CH2)/17.0
SPE: LANDING CALL PUSH
BUTTON
View sequence in covert of this document

VRE: LANDING CALL
REGISTER
Name Date Controller Technical department Down Selective. Simplex. Landing calls connectors.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
5 10 0VDC 226 228 213 217 218 215 294 214
CH2 5 10 0VDC 226 228 213 217 218 215 294 214
White-Blue
Violet
Yellow
Black
Grey
Violet
AFS 228 BO2 213 217 218
AFI 226
LAFI LAFS
1 1 1 1
SAFI SAFS VLSH VLBH

24V 2 24V 2 24V 2 24V 2
Shaft Shaft
up down
light light
AFS +24 0Vdc
AFI +24 0Vdc
16.8/0Vcc(CH2)
16.8/+24(CH1) +24(CH1)/19.0
Lower Upper Shaft indications

stopping limit stopping limit
switch switch
Name Date Controller Technical department Down Selective. Simplex. Lighting. Upper/Lower terminal stopping switch. Stop
Made MAC 3VFMAC1 (ASCM) Shaft indications

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
109 111 112 113 114 115 116 117 118 119 120 +24 A B C D
CC1 109 111 112 113 114 115 116 117 118 119 120 +24 A B C D
travelling cable
0.75 mmý
CB1 109 111 112 113 114 115 116 117 118 119 120 +24 A B C D
19.0
19.0 112(CB1)
Black
Black
Black
Black
111(CB1)
Red
Blue Red Red Red Red Red Red Red Red Red Red
3 3 3 3 3 3 3 3 3 3
SPC SPC SPC SPC SPC SPC SPC SPC SPC SPC
P1 4
P2 4
P3 4
P4 4
P5 4
P6 4
P7 4
P8 4
P9 4
P10 4
+24 A B C D
0VDC
1 1 1 1 1 1 1 1 1 1
VRC VRC VRC VRC VRC VRC VRC VRC VRC VRC
P1 P2 P3 P4 P5 P6 P7 P8 P9 P10
2 2 2 2 2 2 2 2 2 2
24V 24V 24V 24V 24V 24V 24V 24V 24V 24V
0Vcc(CB)/19.0
14.9/+24(CB1) +24(CB1)/19.0
SPC: CAR CALL PUSH Binary position

indicator
BUTTON
View sequence in covert of this document mod. 633
VRC: CAR CALL

REGISTER
Name Date Controller Technical department Down Selective. Simplex. Car calls connectors.

24.Feb.2003

18.Abr.2003
0 1 2 3 4 5 6 7 8 9
PCB MICROBASIC External wiring PIN 207
2 208 9 0VCC 203
CC2 2 208 9 0VCC 203 207
travelling cable travelling cable

0.75 mmý 0.75 mmý
CR2 2 208 CR2 9 0Vcc 203 207
wire conect
to 208(CC2)
A1
Orange
Identified
KRL
Grey
Green Violet
G2R A2
Orange Black blue Green 24Vdc
VRL
A2
Inspecti¢n box
KRREV
G2R2 A1 11
24Vdc KRL
NORM INSPECTION
19.8
3 3 12
SIR STOP XCTS 208
9.1 9.2
4 4
Inspection CLN +
switch 3
3
STOPF
SPRS 9.4
4
Stop
1K5
9.1
4 of pit
Inspection
up 3
push-button SPRB
VNIVEL
9.0
SSEN 4 Level
Door
Inspection XCTS +24 led
down
sensitivity push-button
switch
Red
CLN -
CB PAP2 CB +24 112 111 CB 9BB 0Vcc
SPAP
Door
opening
push-button 207/21.1
203/21.1
+24(CB)/20.0
NC/20.0
COM/20.0
18.2/112(CB1)
18.1/111(CB1)
17.9/+24(CH1)
18.9/+24(CB1)
18.9/0Vcc(CB)
11 12 13.2 11 12 19.8
10.9/KRL
13.8/L0VDC
14.9/0Vcc(CR2) 0Vcc(CR2)/20.0
Inspection relay Level led
Name Date Controller Technical department Down Selective. Simplex. Inspecti¢n box.

24.Feb.2003

25.Jun.2003
0 1 2 3 4 5 6 7 8 9
PCB MicroBASIC External wiring
217 218 T T
CC2 217 218 T CH2 T
travelling cable
0.75 mmý
CAR
V1
CR2 t SLV
4
PE
SAL
3
R1 Alarm
buttom
Green-Yellow
HPLB
SP
6V
PE
Emergency
Light
SCE CB LED+ L+ C- AL1 AL2

PE
CR2 t
Alarm
Box of speaker
Inspection
Green-Yellow
Green-Yellow
H1
Orange
White
Brown
Brown
Pink
Blue
Orange
1 2 3 4 5 6 7 8
0Vac 220Vac
Emergency
Photoelectric
F(220v) 0V
0,1A system Fbat <--- Conectar Fotoc‚lula.
3,15A +24
222 REV
cell
PE PE
Car Shaft
ground ground 0V +24 NO COM NC +BAT -BAT OUT
1.5 mmý brown BAT

15.9/L1 6V
1.5 mmý blue
15.9/N1 750mAh
19.8/COM
19.8/NC
19.8/0Vcc(CR2) 0Vcc(CR2)/21.1
19.8/+24(CB) +24(CB)/21.1
Name Date Controller Technical department Down Selective. Simplex. Shaft/car ground.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
MAC325
Pulses Level
CF +24 203 0Vdc 207
black
green
blue
red
20.8/+24(CB)
19.8/203
20.8/0Vcc(CR2)
19.8/207
Mac magnetic
switch 325
Name Date Controller Technical department Down Selective. Simplex. Mac magnetic
Made MAC 3VFMAC1 (ASCM) switch325.

24.Feb.2003

18.Abr.2003
0 1 2 3 4 5 6 7 8 9
PCB MicroBASIC
8.2/221
8.2/222
8.2/223
Open 0Vp Close 0Vp 220Vp
CC3 0VP 223 222 221
travelling cable
0.75 mmý
CR3 0VP 223 222 221
orange blue red Black
14.9/L0VP(CR3)
3 1
SFCAP SFCCP
Automatic 4 Automatic 2
door opening door closure
final limit final limit
switch switch
C1
1 2
U V W
M2 OPERATOR
Motor
monophasic PE
operator
Name Date Controller Technical department Down Selective. Simplex. Single-phase operator.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
T
PCB MicroBASIC S
R
24.3/221
24.3/222 Power
supply switch
24.3/223

FR
CC3 0VP 223 222 221
3,15A FS
3,15A FT
3,15A
22 22
KCCP KCAP
23.3 23.2
21 21
96 L1 L2 L3 L1 L2 L3
FRTP KCAP KCCP
23.6 23.2 23.3
95 T1 T2 T3 T1 T2 T3
A1 A1
KCAP KCCP
Open door A2 Close door A2
contactor contactor
FRTP
23.5
234
CC3' 0VP 237 233
238
U1 V1 W1
travelling cable
Connect three-phase operator
0.75 mmý
filter as shown in page 3
234
CR3' 0VP 237 233
238
U1 V1 W1
orange orange grey grey orange Black red blue
24.2/L0VP(CR3) 3 1
SFCAP SFCCP
Automatic 4 Automatic 2
door opening door closure
final limit final limit
switch switch
M2
21 22 23.3 21 22 23.2 Tree-phase

L1 T1 23.6 L1 T1 23.7 opertor PE
L2 T2 23.7 L2 T2 23.8 motor
L3 T3 23.7 L3 T3 23.8
Name Date Controller Technical department Down Selective. Simplex. Tree-phase operator.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
PCB MicroBASIC
23.2/221
23.2/222
23.2/223
CC3 0VP 223 222 221
travelling cable
0.75 mmý
CR3 0VP 223 222 221
orange
Black
Black
red
23.1/L0VP(CR3)
0Vp 220Vp 222 221
220 vac power 220vac cam

supply signal
Cam signal operator
REVECO
Door operator
control unit
Name Date Controller Technical department Down Selective. Simplex. Cam signal operator.

24.Feb.2003

27.Feb.2003
0 1 2 3 4 5 6 7 8 9
Car telephone
FONOMAC
P25
SAL
20.5
TLF.
U37 TFN TFN
Controller
telephone socket
ADAPRJ11
TFN TFN
Inspecti¢n box
Violet
Violet
telephone socket
CHTF CCTF
TFN TFN TFN TFN
travelling cable
0.75 mmý
CRTF TFN TFN

red
red
CTS TFN TFN
Shaft telephone socket
Name Date Controller Technical department Down Selective. Simplex. Telephone

24.Feb.2003

27.Feb.2003
26
ASCENSORES
Page //
9
Speed = VEL. ASC m/seg

29.Mar.2004
SFS
UPPER
FINAL
LIMIT
SWITCH
8
Level n
D1
SAFS
D1= 100mm.
7
Level 3
D2
D2<= 100mm.
D3 Nombre Cliente
D3 = DIST FREN mm. / 400 V
Change 2C/1H
>=0,4m
>=3,5m
D3
6
D4<= 20mm.
10 CV
Level 2
SAFI
D2 STOPPING MAGNET (LEVELLING)
LENGTH EQUAL TO SUM OF ASCENT AND
Ref. Cliente.
DESCENT SLIPPAGE.
5
Level 1

D3 MAGNET FOR SPEED CHANGING.
DISDISTANCE BETWEEN FLOORS (>=3,5mm)
LOWER
Pulse Level
3VFMAC1 (ASCM)
FINAL SFI
signal signal
LIMIT
SWITCH
Client ref.
4
MAC 325
+24 203 0Vdc 207
MAGNET

MAGNETIC
SWITCH
3
D4
Ref. MAC.
North face Sounth face
ABOUT MAGNETS...
Sounth face D1 and D2
magnets will activate
2
Mark
magnetic switches.
24.Feb.2003
27.Feb.2003
INSTALLATION
Date
INSTRUCTIONS
1
-Guide should be cleaned previously.
-Place magnets on guides.
Name
-Glue is not neccesary.
-Donï t install magnets near of speed governor cable.
MAC
AGC
0
Modified
Approved
Made
27
ASCENSORES
SFS
Page //

9
UPPER
FINAL
LIMIT
SWITCH
29.Mar.2004
Level n
D2
SAFS D1
8
D1=100mm.
!
D2<=100mm.
Level 3
DIST FREN mm.
D3 =
7
>=0,4m D3
>=0,4m
D4>=20mm.
D3
Nombre Cliente
/ 400 V
Level 2
Change 2C/2H
SAFI
6
10 CV
D2 STOPPING MAGNET
(LEVELLING) LENGTH EQUAL
TO SUM OF ASCENT AND
DESCENT SLIPPAGE.
D3 MAGNET FOR SPEED
Level 1
CHANGING.
Ref. Cliente.
5
SFI

LOWER
FINAL
LIMIT
SWITCH
MAC 324 MAC 325
(*)
3VFMAC1 (ASCM)
Client ref.
+24 203S 0Vdc 207
+24 203B 0Vdc
4
Ascent Level
Descent
pulse signal
pulse
signal
signal
MAGNET
! MAGNETIC
SWITCH

Pay special attencion
3
D4
in the installation of
these magnets
Ref. MAC.
North face south face
ABOUT MAGNETS...
South face of D1 and D2
Mark
magnetic switches.
2
INSTALLATION
24.Feb.2003
27.Feb.2003
INSTRUCTIONS
Date
-Guide should be cleaned previosly.
1
Name
(*) VERY IMPORTANT
MAC
AGC
-F26 and F27 could appear if either magnetics switches
0
or magnets are not correctly installed.
Modified
Approved
Made
28
ASCENSORES

Page //
9
SFS
29.Mar.2004
UPPER
FINAL
LIMIT
SWITCH Level n
8
SAFS
D1
Level 3
D2
7
D1= 100mm.
D3
D2<= 100mm.
>=3,50 >=0,4 m
Nombre Cliente
/ 400 V
Change 1C/1H
D3 = DIST FREN mm.
D3
Level 2
6
10 CV
D4<= 20mm.
SAFI
Ref. Cliente.
5
Level 1

LOWER
D2 STOPPING MAGNET (LEVELLING)
FINAL SFI
LIMIT LENGTH EQUAL TO SUM OF ASCENT
Pulse Level
SWITCH
signal signal AND DESCENT SLIPPAGE
3VFMAC1 (ASCM)
D3 MAGNET FOR SPEED CHANGING.
Client ref.
DISTANCE BETWEEN FLOORS
4
(>=3,5M)
MAC 325
+24 203 0Vdc 207

3
MAGNET
MAGNETIC
SWITCH
Ref. MAC.
D4
ABOUT MAGNETS...
South face of D1 and D2
2
North face South face

magnetic switches.
Mark
24.Feb.2003
27.Feb.2003
Date
INSTALLATION
1
INSTRUCTIONS
Name
-Guide should be cleaned previously.
MAC
AGC
0
Modified
Approved
Made
ASSEMBLY
MANUAL FOR
SCM-07
COMPLETE LIFT
Installation • Assembly • Start-up

Use • Maintenance • Repair
Technical Manual
V 0.00, Nov. 03
English / MACSCM07En
SCM-07 Complete Lift
TABLE OF CONTENTS
Chapter 1 • RESCUE OF PASSENGERS.......................................................................... 3

1.1 Procedure for the rescue of passengers in an SCM lift............................................. 3
Chapter 2 • INSTALLATION AND ASSEMBLY.............…………………………………………….. 4

-Introduction..................................................................................................... 4
2.1 Arrival at the site............................................................................................… 4
2.2 Unloading materials.....................................................................................……. 4
2.3 Lifeline................................................................................................……………. 5
2.4 Shaft layout and inspection.......................................................................………… 5
-Diagram of plumb lines................................................................................….. 6
2.5 Assembly of side guide brackets...........................................................………………. 8
2.6 Positioning of bed plate......................................................................……………….. 8
2.7 Car and counterweight guide rails ...................................................................... 9
2.8 Assembly of car frame.............................................................................………… 11
2.9 Assembly of machine bedframe.................................................................……….. 12
2.10 Positioning of interlock housing.................................................................……….. 14
2.11 Assembly of fixed point in beam or wall............................................................... 15
2.12 Assembly of counterweight frame....................................................................... 16
2.13 Inserting weights in counterweight frame............................................………………… 16
2.14 Assembly of driving ropes ......................................................................………….. 17
2.15 Fastening the controller box............................................................................... 20
2.16 Connecting the terminal box..............................................................………………… 21
2.17 Performing the electrical installation of the machine.............................................. 21
2.18 Assembly of the overspeed governor.................................................................... 22
2.19 Assembly of the doors........................................................................................ 23
2.20 Assembly of the car......................................................................................……. 23
2.21 Assembly of the car operator..........................................................……………………… 24
2.22 Assembly of the SCM-07 lift rescue system ........................................................... 24
2.23 Assembly of the counterweight buffers and car frame.......................................…….. 25
2.24 Assembly of the counterweight protection screen..............................................…. 25
2.25 Tools.............................…................................................…………………………………… 26
Conclusion ………………………………………………………………………………………………………………………. 26
Chapter 3 • START-UP..............................................................................………………. 27
3.1 Inspection and testing....................................................................................... 27
3.2 Car and counterweight....................................................................................... 30
Chapter 4 • USE OF THE SCM LIFT........................................................................……. 31

4.1 Purpose of instructions..........................................................………………………………. 31
4.2 Intended use of lift..................................................................................………… 31
4.3 Type of controllers............................................................................................. 33
4.4 Information on the standard use of the lift......................................................……. 35
Chapter 5 • MAINTENANCE..................................................................................……. 36
5.1 Description of components ............................................................................... 36
5.2 Lift shaft..........................................................................................……………….. 37
5.3 Guide rails....................................................................................................... 37
5.4 Access doors............................................................................................………. 37
5.5 Ropes.............................................................................................................. 38
5.6 Machine and bedframe...................................................................................... 39
5.7 Overspeed governor......................................................................................…. 40
5.8 Buffers...............................................................................................…………….. 40
5.9 Alarm device.......................................................................................…………….. 40
5.10 Rescue system...........................................................................................…….. 40
5.11 Counterweight.................................................................................................. 41
5.12 Guide shoes .................................................................................................... 41
5.13 Safety gear...................................................................................................... 41
5.14 Batteries.......................................................................................................... 41
5.15 Load weighing switches ..................................................................................... 41
5.16 Electrical safety circuits.........................................................................……………. 41
5.17 Signs and controllers..................................................................................…….. 41
5.18 Controller box..............................................................................................….. 41
V 0.00, Nov. 03 Page 2/41 MACSCM-07

Chapter 1 • RESCUE OF PASSENGERS

1.1 Procedure for Rescuing Passengers in an SCM Lift
1. Contact the lift technician. The SAFETY DEVICES must always be SWITCHED ON.
2. DISCONNECT THE MAIN SWITCH OF THE LIFT in the top compartment of the controller box next the lift door on
the last floor.
3. CHECK THE POSITION OF THE CAR. CALM THE TRAPPED PASSENGERS DOWN and tell them that they are going
to be rescued and that the car will move. Tell them not to try to open the doors or leave the car until they have
been told that they may do so safely.
4. CHECK THAT ALL THE LANDING DOORS ARE CLOSED AND BLOCKED, AND THAT THE CAR DOORS REMAIN
SHUT.
Place the “OUT OF USE” sign at each lift entrance.
5. LOCATE THE FLYWHEEL THAT IS UNASSEMBLED INSIDE THE

CABINET AND SCREW IT IN.
6. RELEASE THE BRAKE OF THE MACHINE, VERY SLOWLY PUTTING PRESSURE ON THE FLY WHEEL.
Turn this to revolve the pulley manually.
CAUTION: It may be necessary to slightly turn the flywheel in both directions whilst pressing down.
So that the system meshes fully, the flywheel must be pressed right down to the bottom.
WARNING:
The car may move up or down alone. In the event of car overspeed,
turn the flywheel outwards. If the car is blocked
due to the safety gear, or if the car does not move,
notify a qualified technician.
7. RELEASE THE BRAKE (TURNING THE FLYWHEEL OUTWARDS) ONCE THE POSITION IS REACHED. THE CAR
MUST REMAIN INSIDE THE INTERLOCKING ZONE. The indicator LED, located in the top compartment, indicates
whether the car is on the floor level.
When you release the brake, once the desired car position is reached, move the flywheel in both directions,
making sure that this turns freely.
8. UNBLOCK AND OPEN THE LANDING DOORS WITH THE EMERGENCY KEY to free the passengers (use of this
key must be restricted to authorised and trained personnel who are familiar with the rescue procedure).
8.1 LOCATE THE UNLOCKING TRIANGLE IN THE DOOR FRAME. All doors have an unlocking triangle. In MP
doors, this is on the door lintel.
8.2 INSERT THE KEY IN THE TRIANGLE, to mesh the mechanism. TURN THE KEY THE APPROPRIATE WAY TO
UNLOCK THE DOOR, AND OPEN THE DOOR by applying pressure with your hand on the door edge.
8.3 Once the landing door is open, THE CAR DOOR IS NOT BLOCKED and it may be opened without using
the wrench.
WARNING: If the car is not quite on the floor level, take special care to protect the passengers
when they leave the car.
9. Once the passengers have been freed, make sure that ALL THE DOORS ARE CLOSED AND CORRECTLY BLOCKED,
leaving ALL DEVICES AND DRIVES OF THE RESCUE SYSTEM IN THEIR INITIAL POSITION.
10. NOTIFY THE TECHNICAL SERVICE so that the lift is checked before being put into use again.
WARNING: The lift’s power supply must remain off

until assistance from the Technical Service.
1.2 Procedure to open the landing doors with the emergency key.
In the event of an emergency, in order to gain access to the shaft or to the car, you must use the unlocking key
for the landing doors. For safety reasons, the use of this key must be restricted to authorised and trained staff
who are familiar with the rescue procedure.
WARNING: If it is necessary to open the landing door to establish the car’s position or to free the
passengers, take extra care to avoid falling into the shaft.
Do not leave the landing doors open unless the entrance is suitably protected
and secure, to avoid anyone falling into the shaft.
1. LOCATE AND HAVE THE UNLOCKING KEY READY.

2. DISCONNECT THE MAIN LIFT SWITCHES, WHICH ARE IN THE CONTROL CABINET.
3. LOCATE THE UNLOCKING TRIANGLE IN THE DOOR FRAME. All doors have an unlocking triangle.
In MP doors, this is on the door lintel.
4. INSERT THE KEY IN THE TRIANGLE, TO MESH THE MECHANISM. TURN THE KEY THE APPROPRIATE WAY TO UNLOCK
THE DOOR.
5. AT THE SAME TIME, OPEN THE DOOR BY APPLYING PRESSURE WITH YOUR HAND ON THE DOOR EDGE.
6. ONCE THE LANDING DOOR IS OPEN, THE CAR DOOR IS NOT BLOCKED
AND IT MAY BE OPENED WITHOUT USING THE KEY.

CHAPTER 2 • INSTALLATION AND ASSEMBLY
EVERYTHING DESCRIBED IN THIS POINT REGARDING SAFETY IS DONE SO IN GENERAL TERMS. AS WELL AS THIS
MANUAL, YOU MUST ALSO AT ALL TIMES CARRY THE OCCUPATIONAL HEALTH AND SAFETY MANUAL, WHICH
DESCRIBES THE SAFETY MEASURES IN GREATER DEPTH.
Compulsory foot Compulsory head Compulsory hand

protection protection protection
Introduction:
Welcome to the manual on the installation and assembly of the SCM-07 model of the range of MP lifts, which fulfils all
the safety requirements of the European Directive.
MP’s SCM series stands out in that it saves space since it is machine-room-less, and is able to use these metres for any
other architectural use.
This assembly manual will guide you through the steps of the lift’s installation and assembly process.
This process is based on the methods, techniques and tools proposed by MP for the quick and safe installation of the
lift.
2.1 Arrival at the Site
Ø When on site, a safety helmet must be worn at all times, to protect from falling objects. Also use boots with
the sole protected from sharp objects, and the top toe area reinforced with metal to protect from knocks and
crushing due to falling heavy materials.
Ø The shaft must be clean and free of obstacles, with the accesses protected from falling objects and persons,
and built in accordance with the drawing specifications.
Ø Make sure that there are hooks in the overhead of the shaft which are necessary for the assembly and lifting
of loads, which are installed by the manufacturer.
Ø There must be a three-phase and single-phase power supply, as well as
Ø an area for storing materials as close to the shaft as possible.
2.2 Unloading Materials
When unloading materials, for materials weighing more than 25 kg, always use the lifting equipment that is available
on site (fork-lift trucks, pallet carriers, cranes, hand carts, etc, ). When lifting heavy loads, use neoprene lumbar belts
to prevent back injuries.
Materials must be unloaded on site by one or several workers from the installation company, assisted by site personnel,
who shall provide the suitable resources to facilitate loading work and material distribution.
For distribution and storage, the following must be taken into consideration:
1. That the materials are as near to the shaft as possible.

2. That they are in an area where neither water nor debris may fall, and away from machines that may create
dust.
3. That they are not in a thoroughfare area and that their storage does not present a danger for persons if they
fall.
4. The receiver of the material shall check the received material against the material that appears on the
shipping chart, counting it and checking the most important elements, such as:
Ø Distance between car and counterweight frame guide rail.
Ø Machine and bedframe.
Ø Number, type and gripping mechanism of the doors.
Ø Number and type of car and counterweight guide rails.
Ø Number and diameter of driving ropes and overspeed governor.
Ø Number of rope attachments.
Ø Number and type of car and counterweight guide shoes.
Ø The guide rails shall be supported on three points to avoid buckling. If this
has to be left on a finished floor, place some kind of material underneath
(paper, plastic, etc) to avoid staining the floor with the grease from the
guide rails.
Ø When inserting the guide rails in the shaft, rest the bottom part on the front
of the pit, and the top part in the rear corners of the shaft.
Ø Leave the doors in a safe place, where there is no danger of them falling or
becoming deformed. If possible, distribute them on the floors with the aid of
a crane.
Ø The traction or driving assembly shall be discharged with the bedframe on
the last floor of the installation.
Ø If for any reason material must be left outdoors, which must be avoided at
all costs, cover it with plastic so that does not get wet. Do not leave it
directly on the floor, but on pallets, bricks, planks, etc. Do not rely on the
plastic covers that come with the material from the factory. The car must
never be left outdoors, since water and damp may damage it significantly.

2.3 Lifeline
The first operation to be performed inside the shaft shall be to install the “lifeline”, prepared to bear the
weight of two persons, and hooks in each one of the shaft accesses. At the same time, strap on the safety
belts. These operations will also be performed secured to a fixed point of the installation.
2.4 Shaft
Layout and In
Compulsory personal
protection against
falls
2.4 Shaft layout and inspection.
Compulsory foot Compulsory head Compulsory personal Compulsory hand

protection protection protection against falls protection
CAUTION
Protect yourself from objects that may fall through the shaft, and from falling into gaps
Use safety protection when drilling, welding, cutting and driving nuts and screws
To climb down to the pit use a ladder
Use the tools prepared for this purpose, positioning them in the shaft in accordance with the drawing of the installation
and plumb lines. Once the ropes have been cast, check each one of the x-y shafts floor by floor to ensure the minimum
measurements indicated in the plan view drawing.
ATTENTION
It is essential that you carry the LAYOUT AND ELEVATION drawing of the installation
2.4.1 Proceed to the shaft layout and inspection.
1. The first step in the assembly of the SCM-07 lift is the checking of the width and depth of the shaft.
2. Begin the layout process from the overhead area of the lift shaft, fastening the set square to the shaft wall,
at a height of 1300 to 1500 mm from the floor level of the last floor and as close as possible to the car
opening.
3. Loosely fasten the tube to the set square, until you have checked this.
4. Through each one of the sides of the shaft, cast the plumb lines until they almost reach the pit; the top
layout system will predetermine the position between them.
5. Once the plumb lines have been cast, work with the minimum distances marked on the plan view drawings or
the drawing in perspective shown below. Check the shaft floor by floor, and if it is OK, fasten the bottom
plumb line tool to preset the position of these (fasten the tube to the set square of “point 3”). If this is not
OK, adjust the ropes from the last floor, releasing the tube from the set square, to make it possible to adjust
in all directions.
6. Having preset the plumb lines to locate the guide rails, cast a rope with colouring from the preset position on
the top tool, making a mark along the entire length of the shaft which must match the groove of the closest
bracket to the car opening.
THE FOLLOWING PAGES SHOW THE LAYOUT OF BOTH DISTANCES BETWEEN GUIDES,. I.E.
ONE PLAN VIEW DRAWING AND ONE DRAWING IN PERSPECTIVE.

2.4.2 Diagrams of plumb lines.
E.G 1500 plumb line layout E.G 1200 plumb line layout
PLAN VIEW OF LAYOUT E.G 1500 CLOSE-UP A, 2:1

A B C
E.G 1500 1500 800 350
E.G 1200 1200 500 350
(1) Distance “X” (depends on shaft dimensions) + Distance “C”
(2) Position rope 1 + distance “B”
(3) Predetermine position by system
PHOTOS OF TOP AND BOTTOM LAYOUT TOOLS:
TOP LAYOUT TOOL BOTTOM LAYOUT TOOL

2.5 Assembly of guide brackets.
Compulsory head Compulsory foot protection Compulsory personal Compulsory hand

protection protection against falls protection
SEE INSTALLATION MANUAL, SUPPLIED WITH SHAFT COMPONENTS
1. Following the distances indicated in the elevation drawing of the installation, position the brackets,
starting with the first length of guide rails.
2. The first bracket shall be positioned in the closest area to the car opening.
3. Take special care when matching the stain mark, obtained in the previous step of the assembly
process, with the groove in the middle of the bracket.
4. Check the right level of the bracket, both on the vertical and horizontal planes.
5. The second bracket shall be positioned levelled and at a distance of 1200 or 1500 mm, which will
always coincide with the distance between guides of the installation.
6. Then, assemble the bracket arms without tightening them, in order to facilitate the later
positioning of the guide rails.
7. Having completed all of the brackets, make sure that they are all at the relevant height and
levelled both vertically and horizontally.
PLUMB LINE WITH COLOURING COMPLETE BRACKET FASTENING OF BOTH BRACKETS
2.6 Assembly of the bed plate.

SEE INSTALLATION MANUAL, SUPPLIED WITH SHAFT COMPONENTS
Following this, in the pit area, and as a prior step to the assembly of the car and counterweight guide rails, position the
bed plate.
Position the bed plate without fastening it to the floor for the time being, until the positions of the guide rails with
respect to the plumb lines are established.
CAR AND COUNTERWEIGHT GUIDE RAIL BASE PLATES

2.7 Assembly of car and counterweight guide rails
Compulsory head Compulsory personal Compulsory hand Compulsory foot

protection protection against falls protection protection
SEE PREVIOUS POINT 2.4 “Shaft Layout and Inspection”
1. So that the machine always remains in the right position, that is, accessible from the last floor, irrespective
of the measurements of each shaft, cut the length specified in the elevation drawing from the counterweight
guide rails.
2. If the actual shaft measurements are different to those indicated in the drawing, correct the length to be cut
in accordance with the following formula:
How to calculate the length of guide rails to be cut.
Although THE EXACT LENGTH TO BE CUT IS INDICATED IN THE ELEVATION DRAWING OF EACH
PARTICULAR INSTALLATION, how to calculate this is described, and how to adapt the cut if the actual shaft
measurements are different to those specified in the drawing.
LGC: total length of counterweight guide rails SENT in mm

C: Length of section of counterweight guide rails to be CUT
F: Height of pit (in mm)
R: Distance between the first and last floor
1550*: Set distance at which the machine bedframe is positioned
C=LGC-F-1550
THROW A TAPE MEASURE FROM DISTANCE 1550 mm, OVER

THE LAST LANDING TO THE FLOOR OF THE PIT.
If the length is DIFFERENT to that indicated in the drawing,

ADAPT the length of counterweight guide rails to be cut
by using the formula.
EXAMPLE 1:
Distance ACCORDING TO DRAWING from distance 1550 to the floor
15000
Cut ACCORDING TO DRAWING of counterweight guide rails= 200 mm
Distance of ACTUAL MEASUREMENT from distance 1550 to the
floor=15100 mm
à ACTUAL MEASUREMENT of counterweight guide rails= 100 mm
EXAMPLE 2:
Distance ACCORDING TO DRAWING from distance 1550 to the
floor=15000 mm
Cut ACCORDING TO DRAWING of counterweight guide rails= 200 mm
Distance of ACTUAL MEASUREMENT from distance 1550 to the
floor=14900 mm
à ACTUAL cut of counterweight guide rails= 300 mm
*NOTE: Set cut for standard pit (1400 mm). For reduced pits,
this distance will vary. See individual elevation.
3. After inserting the guide rails with the aid of a safety harness, begin assembly, always positioning the
counterweight guide rails with the sockets (1) facing upwards and the car guide rails with the sockets facing
downwards (2) and assembling the guide rail sections measuring different lengths in the order indicated in
the elevation plan.
3.1 THE CUT SECTIONS OF GUIDE RAILS MUST ALWAYS BE POSITIONED

FIRST.
3.2 CLEAN THE GUIDE RAILS WITH GREASE REMOVAL LIQUID TO
COMPLETELY ELIMINATE THE WAX ON THE SLIDING PART.
3.3 IF ANY BRACKET MATCHES WITH ANY GUIDE RAIL COUPLING,
ASSEMBLE THIS UNDERNEATH.

4. To facilitate the assembly of the guides, a straightedge is supplied, which is fastened in the first section of
guide rails, being completely levelled with respect to the layout.
GUIDE RAILS FASTENED BY STRAIGHTEDGES
5. Having established the position of the car and counterweight guide rails, finish fastening the brackets.
6. In the first section, also fasten the guide rails of the bed plate with through screws in the case of the car
guide rails and with flanges in the case of the counterweight guide rails.
7. As a final step, check all the couplings, eliminating the occasional bumps with a body file.
V 0.00, Nov. 03 Page 10/41 MACSCM-07

2.8 Assembly of car frame:

SEE INSTALLATION MANUAL SUPPLIED WITH CAR FRAME
This assembly stage shall be performed in the pit area. Take into consideration the distances and measurements that
appear in the layout and elevation drawing, regarding its correct position in the shaft.
To fasten all the parts, use the suitable tools, taking special care when positioning the slings in the corners of the
beams of the frame (as shown in the above photograph), in order to lift it with the hoist.
ASSEMBLY SEQUENCE:
1. Assemble the two “L”s of the frame (these arrive at the site already assembled, including the wedging
boxes), on the car guide rails and fasten them by inserting the top beam. This entire process shall be
performed with the aid of a hoist (manual or electric)
2. Position the centre part of the car frame (pulleys).
3. Position the rest of the components of the frame.
“L” OF FRAME FASTENING THE “L”S WITH THE TOP BEAM
4. Assembly of the scaffold or platform on the top part of the frame

5. With the aid of the hoist, lift the frame-platform and position the rest of the guide brackets (as indicated in
the photographs).
• DO THIS BRACKET BY BRACKET DUE TO THE WEIGHT OF THE FRAME.
V 0.00, Nov. 03 Page 11/41 MACSCM-07

2.9 Assembly of machine bedframe:

SEE INSTALLATION MANUAL SUPPLIED WITH SHAFT COMPONENTS
From the overhead area, begin this stage of the assembly by fastening the bedframe brackets on the counterweight
guide rails. On these, position the main part of the bedframe, using the steel plates of different thicknesses if off-level.
Having completed this step, fasten the arms to the main part of the bedframe and the set squares and brackets to the
arms. The brackets must be attached to the car guide rails with fastening flanges. Next, assemble the fixed point in the
bedframe.
Continuing in the overhead area, and using the lifting system installed in the top part of the shaft, hoist the machine to
its position on the bedframe.
Next, fasten it definitively by screwing it to the main part of the bedframe and fastening it with the auxiliary elements
supplied.
The assembly sequence is shown on the following page.
IMPORTANT: Position the bedframe on the right or left, depending on the layout.
EG. OF INSTALLATION, LAYOUT ON RIGHT, WITH FIXED POINT INSTALLED
V 0.00, Nov. 03 Page 12/41 MACSCM-07

Assembly sequence of bedframe and machine:
1. Position the seats of the machine bedframe on the 6. Connect the fixed point in the bedframe to the main
counterweight guide rails. part of the bedframe.
NOTE: Carry out this operation before lifting the main part
onto the counterweight guide rails.
2. Connect the main part of the bedframe to the 7. Connect the machine to the bedframe
previously positioned seats, using wedges if necessary.
3. Connect the set of arms to the main part of the 8. Position the reinforcement machine to machine
bedframe
4. Connect the bracket to the arms (repeat this operation 9. Connect the screen brackets to the bedframe
4 times)
5. Connect the set squares to the brackets (Repeat this 10. Assembly of protection screen pulley machine to
operation 4 times) bedframe
V 0.00, Nov. 03 Page 13/41 MACSCM-07

2.10 Assembly of interlock housing.

After assembling the bedframe, the following step is to position the interlock housing for the car frame.
Perform this on the last bracket, located below the bedframe.
The interlock housing shall be connected to the counterweight guide rail by M-12 flanges which are included in the
mechanics box.
It is extremely important that the two interlock housings are at the same height for the correct actuation of the
interlocking locks.
V 0.00, Nov. 03 Page 14/41 MACSCM-07

2.11 Positioning of fixed point in beam or wall.

Next, position the fixed point in the driving ropes, which, depending on the layout drawing of the installation, may be;
1- Fixed point in beam: When the space is standard
2- Fixed point in wall: When the space is reduced (less than 80)
The measurement that marks the fixed point to be positioned is indicated in the following diagram.
PLAN VIEW OF LAYOUT DISTANCE,

WHICH DEFINES THE FIXED POINT
IN THE WALL OR BEAM.
UP TO 80 mm à WALL
FROM 80 mm à BEAM
CLOSE-UP OF DISTANCE (*), ACCORDING TO LAYOUT DRAWING
- Two possible cases are described below:
PHOTO OF FIXED POINT OF ROPES FROM CAR TO BEAM
FIXED POINT OF ROPES FROM CAR TO CONCRETE WALL FIXED POINT OF ROPES FROM CAR TO BRICK WALL
V 0.00, Nov. 03 Page 15/41 MACSCM-07

2.12 Assembly of counterweight frame.

SEE INSTALLAITON MANUAL SUPPLIED WITH COUNTERWEIGHT FRAME
The following step is the assembly of the counterweight frame to the guide rails, since this arrives from the factory
fully assembled. Insert this with the aid of a mechanical hoist, on the first length of guide rails.
DRAWING OF COUNTERWEIGHT FRAME, LAYOUT ON RIGHT EG. OF INSTALLATION, LAYOUT ON RIGHT
2.13 Inserting Weights in Counterweight Frame.

SEE INSTALLATION MANUAL SUPPLIED WITH COUNTERWEIGHT FRAME
IMPORTANT: Before positioning the lift in configuration, insert the necessary weights in the counterweight
in order to balance the car frame, in accordance with the drawing specifications.
V 0.00, Nov. 03 Page 16/41 MACSCM-07

2.14 Assembly of Driving Ropes.

2.14.1 How to unwind the ropes.
The ropes are supplied in rolls or coils. The smaller diameter, flexible and shorter ropes are supplied in rolls, as well as
the ropes that are easy to handle. The thick and long ropes are packed in bobbins.
There are several ways to unwind a rope, but they must all be carried out carefully, to avoid curling the rope. Curling
may cause deformation at certain points that unbalance the rope irreparably. (Fig. A)
Although this straightens before assembling the rope, these points have a weak resistance as a result of the
deformation, and because there are always ridges left which deteriorate prematurely due to abrasion (Fig. B)
Fig. A Fig. B
When the rope is supplied wound on a bobbin, to unwind it, place the bobbin so that it may turn freely on an axis
resting on two supports. (Fig.C)
If the rope is packed in a roll, this is undone by rolling it forward so that the turns are unwound without distortion.
(Fig.D)
If the rolls are heavy and large, and difficult to manage by hand, it is better to place the roll on a support in the form
of a wheel, and turn the roll on this. (Fig.E).
FIG. “C” FIG “D” FIG “E”
If these recommendations are not followed when unwinding the ropes as shown in figures F and G, a number of acute
twists will be caused in the ropes and permanent deformations may appear, or at the least the ropes will become
“lively” and will react irregularly on the devices which support and operate the installation.
FIG. “F” FIG. “G”
V 0.00, Nov. 03 Page 17/41 MACSCM-07

2.14.2 Attaching the rope to the rope socket.
Firstly, the close-up is shown of how the rope passes through the rope socket and some approximate
measurements to attach them properly.
RECOMMENDED DISTANCES FOR THE ROPES
(1) Insulating tape

(2) Rope clamps
(3) Rope
Close-up of the attachment of the terminals at the fixed point in the bedframe and the fixed point in the beam.
FIXED POINT IN BEDFRAME FIXED POINT IN BEAM
2.14.3 Assembly of driving ropes.
When starting the assembly of the ropes in the shaft, position yourself in the area of the shaft with the car frame
and scaffold assembled on the top part of the frame.
Raise this assembly (frame-platform) to the overhead space with the aid of a mechanical or electric hoist.
TWO WORKERS must carry out this operation, one at the top of the scaffold (IT IS EXTREMELY IMPORTANT
TO WEAR COMPULSORY PERSONAL PROTECTION AGAINST FALLS) and the other worker in the pit of the
shaft, in order to pass the ropes up and down with the aid of a cord.
The worker at the top of the scaffold shall attach the rope to the rope socket which is positioned at the fixed point
in the beam or wall, as shown in the previous point, and drop the rope down to the pit. He shall then go down to
the bottom part of the car frame, where the pulleys are located.
With the aid of the cord, he shall then lift the rope, passing it through the grooves of the car frame pulleys, and
then through the grooves of the machine traction pulley, then dropping the rope again.
The worker in the pit catches the rope and is then in charge of passing it through the groove of the deflection
pulley of the counterweight frame.
Finally, the worker at the top wall catches the rope with the cord and attaches this to the rope socket in the fixed
point in the bedframe.
NOTE: The ropes shall be attached one after the other. Until the first rope is attached to the
fixed point in the beam or wall and to the fixed point in the bedframe, do not assemble the second rope.
V 0.00, Nov. 03 Page 18/41 MACSCM-07

2.14.4 Travel of ropes.
SEQUENCE OF PASSING ROPES

A- FIXED POINT IN BEAM
B- ROPES ENTER CAR FRAME
C- ROPES LEAVE CAR FRAME
D- ROPES ENTER MACHINE TRACTION PULLEY
E- ROPES LEAVE MACHINE TRACTION PULLEY
B- ROPES ENTER DEFLECTION PULLEY OF COUNTERWEIGHT
FRAME
B- ROPES LEAVE DEFLECTION PULLEY OF COUNTERWEIGHT
FRAME
H- FIXED POINT IN BEDFRAME
THE ASSEMBLY SHALL BE PERFORMED ROPE BY ROPE.

THE FIRST ROPE SHALL BE ATTACHED TO THE FIXED
POINT IN THE BEAM AND END AT THE FIXED POINT IN
THE BEDFRAME
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2.15 Fastening the Controller Box.

SEE INSTALLATION MANUAL SUPPLIED WITH THE PRE-ASSEMBLED INSTALLATION

FOR SCM LIFTS
Fasten this with the brackets supplied, bearing in mind that as a prior step a provisional assembly shall be performed
to position the terminal box.
CAUTION: Under no circumstances must the controller box be installed in private premises.
1. The controller box shall be fastened on the landing of the last floor, next to the door frame, so that it is
installed with the door. The box shall be located on the machine side with the gripping mechanism on the side
of the door in which it is positioned.
2. Before assembling the controller box, the braking resistance must be positioned, as indicated in the pre-
assembled manual. VERY IMPORTANT: This connection will be carried out voltage-free in the
inverter.
3. The controller box shall be assembled and fastened in a similar way to the door frames. To see the assembly
sequence, consult the pre-assembled technical manual.
ELECTRICAL PART OF CONTROLLER BOX GENERAL VIEW
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2.16 Connecting the terminal box.

SEE INSTALLATION MANUAL SUPPLIED WITH PRE-ASSEMBLED SCM
This box, along with the necessary connectors, makes it possible to start up the machine and to use it for the
assembly of the mechanical part of the ascent, and in this way, move the car up and down before performing the
electrical installation.
CAUTION: It will be necessary to supply power to the controller and connect the machine to this.
2.17 Performing the Electrical Installation of the Machine.

• Disconnect the general switches of the installation.

• Protect yourself from electrical discharges by using tools with an insulator of no less than 1000V.
• Work clothing must not be made of fabric with plastic components (it is advised that this is made of cotton).
SEE INSTALLATION MANUAL SUPPLIED WITH PRE-ASSEMBLED SCM AND WITH

SASSI LEO MACHINE (DISC BRAKE MODEL)
The electrical installation shall not vary much with respect to conventional installation. However, special care must
be taken when routing the ropes through the shaft, since this determines the behaviour of the electromagnetic
compatibility of the installation, as well as possibly interfering with car or door movement. All of the rope routing
and the electrical part are explained in detail in the pre-assembled technical manual.
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2.18 Assembly of overspeed governor.

At this stage of the assembly, install the overspeed governor, which will allow you to move with the lift safely.
Begin by assembling the top part of the overspeed governor (see diagram in documentation supplied with this
component), located in the overhead area, positioning this in the position indicated in the plan view drawing of the top
part of the governor.
Then, install the bottom part of the governor in the pit area, as indicated in the installation drawing.
Finally, position the governor rope by fastening it to the control lever of the wedging box, which should have been
correctly adjusted previously.
NOTE: To connect the rope to the frame, see the frame and wedging box manual .
PHOTO OF TOP PART OF GOVERNOR
PLAN VIEW OF LAYOUT OF TOP

PART OF GOVERNOR
V 0.00, Nov. 03 Page 22/41 MACSCM-07

2.19 Assembly of Landing Doors.

SEE INSTALLATION AND ASSEMBLY MANUAL OF LANDING DOORS
Firstly, assemble the car floor, following the instructions included in the load-weighing switch installation manual, the
car assembly manual and using the measurements shown on the installation drawing.
Once you have assembled the car floor, you are ready to assemble the landing doors. Use the suitable tools for this
operation.
During the assembly, take special care to follow the instructions of the landing doors assembly manual, as well as to
check that each door installed is properly levelled and blocked with the relevant flap lock.
2.20 Assembly of Car.

SEE INSTALLATION MANUAL SUPPLIED WITH CAR
1. Before performing this operation, follow the points set out in ‘Shaft Layout and Inspection’.
2. Make sure you recheck the weight content in the counterweight frame.
3. Bear in mind the relevant clearances with respect to the landing doors.
4. Assemble the car, connecting the floor to the frame and continuing the assembly as indicated in the car
assembly manual.
TOP CAR FASTENING
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2.21 Assembly of Car Operator.

SEE INSTALLATION MANUAL SUPPLIED WITH DOOR OPERATOR
During the assembly of the different components and accessories of the electrical part, follow the points set out in
‘Shaft Layout and Inspection’ and that described in the section on the electrical installation of the machine.
This component will be responsible for the suitable opening and closing of the telescopic panels of the doors.
2.22 Assembly of Rescue System of SCM-07 lift.

SEE INSTALLATION MANUAL SUPPLIED WITH MECHANICAL RESCUE SYSTEM
CAUTION: This assembly must be performed by 2 workers
The mechanical rescue system enables the car to be moved in the event of an emergency, until it is positioned at the
height of the nearest landing, which will be indicated by the indicator LED located in the top part of the controller box.
At this moment, the passengers may leave the lift safely.
This system is comprised of two main subsets, known as the machine subset and cabinet subset, which are connected
together by a flexible cable and a metal brake flexible cable.
The components that are to be installed inside the shaft shall be assembled from the car roof.
IMPORTANT:
Carry out all the operations with the counterweight below, near the buffers.
The brake flexible cable of the rescue system must always be tightened at the end of the inside of the
shaft.
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2.23 Assembly of counterweight buffers and car frame.

1. To assemble the counterweight buffers, anchor these to the ground, using the holes of the bed plate
prepared for this.
2. To assemble the pillar-buffers of the car frame, position these inside the frame, as close as possible to the
pulley structure.
HOLES IN BED PLATE
LOCATION OF PILLAR-BUFFER
PILLAR-BUFFER BUFFER
2.24 Assembly of counterweight protection screen.

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

assemble the protection screen of the counterweight frame.
All the nuts and screws are in the mechanical box, including the steel
plate flanges, which are used to connect the guides rails with the
brackets.
Eg. Protection screen – counterweight frame layout
V 0.00, Nov. 03 Page 25/41 MACSCM-07

2.25 Tools.
The tools to which we will refer are the minimum that must be carried by the installation technician to perform the
assembly, and are:
• An electric or mechanical hoist for a minimum of 200 Kg of load.

• An installation template for the car and counterweight guide rails.
• A test button pendant.
• A travelling cable.
• A nylon or wire cord with the corresponding plumbs.
• Tool box or boxes
• A 300 gr plumb bob
• Two 1500 gr plumb bob
• Two extendable aluminium scaffolds
• A plumb line (tracer).
• A graduated metal set square.
• A spirit level.
• A hammer.
• A cold chisel.
• A 2 m flexible tape measure.
• An electric drill hammer.
• A small rotary hammer.
• A drill holder with adaptor for iron drill bit.
• An angle grinder.
• An electric welder.
• Grinding discs
• Two adjustable wrenches (One large and one small).
• A set of open wrenches from 6_7 to 27_29.
• A set of Allen wrenches from 2 to 12.
• A reversible ratchet handle.
• Box wrenches for controller.
• Combination pliers.
• Snipe nose pliers.
• Pliers for outer washers, with a curved blade
• Electrician scissors.
• A small, straight-bladed screwdriver.
• A medium, straight-bladed screwdriver.
• A large, straight-bladed screwdriver.
• A star screwdriver.
• A hexagon screwdriver.
• A fixed saw bow.
• Two steel hand saw blades.
• A round file.
• A flat file.
• Four quick adjustable grips.
• A self-gripping wrench.
• A voltage multimeter or tester.
• A scraper.
• Two drill bits (One large and one small).
• Widia concrete drill bits. Diameters 6,8,10,12,18.
• One long brickwork drill bit, diameter 12 x 165.
• Steel drill bits, diameter 2.25,3,5,7,9,11,13.
• A portable light with protection.
• An oil can.
• A hacksaw.
• A roll-up extension lead with several power sockets.
• A set of feeler gauges.
The above is the basic material required. The workers may use as many tools as they deem necessary, and may also
use material from the site that is necessary to suitably perform their work. To avoid losing time, it may be a good idea
to keep plugs, insulating tape, screws, terminals, terminal strips, rivets, etc., on hand, which may be necessary at any
moment during the assembly.
Conclusion:
Up to this point, we have covered the different steps of the installation and assembly process of the SCM-07 lift.
Each point may be found in more detail in the specific manuals of the various components.
By way of conclusion, below is a summary of the lift’s main features:
Ø Being machine-room-less and with a fixed self-supporting structure supported on guide rails, the installation
does not affect the building’s civil works, and requires a completely standard shaft.
Ø It generates the additional minimum loads, similar to those of a hydraulic lift.
Ø Its structure is extremely compact, and is built from conventional components.
Ø Due to easy access to the machine from the last floor, on the car roof, it is easy to maintain.
Ø By following this procedure and using the specific tools and the methodology proposed by MP, the installation
time is similar to a conventional lift.
Ø Use of the frequency converter system with weight control enables reduced consumption, and maximum
comfort, due a high stopping accuracy and the possibility of fully personalising the kinematics.
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Chapter 3 • START-UP
IMPORTANT:
Before start-up, check that the following is in position and correctly installed:
•Car and landing doors.
•Limit and pre-limit switches.
•Ropes and their attachments.
•Counterweight protection screen.
•Machine-bedframe set (check the correct tightening torque for the nuts and screws).
• Electric wiring in car, control cabinet and shaft (for the duplex configuration, consult the operation
sequence to connect both lifts which may be found in the manuals relating to the electrical part).
3.1 Inspection and testing
a) Locking devices.
• Firstly, make sure that the landing doors are lined up with the car doors. There must be no friction between them
or with the door frame.
• Check that the interlock and flap lock rollers are adjusted.
• Check the door interlock, making sure that once the landing door is closed the car moves. You may also try
moving the door sideways when it is closed. There must be no movement.
• The car will only move when the interlocking elements are fitted as shown in the diagrams.
EFFECTIVE INTERLOCKING IN CLOSED POSITION AND SAFETY ELECTRIC CONTACT ESTABLISHED
(*) Distance of 9 mm minimum

(*) 9
4
MAX. 2
REAR VIEW OF MECHANICAL LOCKING CAM SLIDE
V 0.00, Nov. 03 Page 27/41 MACSCM-07

b) Electric safety devices.
1. ELECTRICAL PROTECTIONS.
Check that there are no loose contacts, and that the connections are tightly screwed, observing that:
Differential switches: These will have the suitable trip response and be of the same intensity as the magneto-
caloric switch or higher. They must be disconnected manually and with the trial test (see manual).
Magneto-caloric switches: Each one of the elements that protect under normal working conditions will, as a
maximum, be the double of the intensity consumed.
When the current enters, it must go to the differential switch, always at the head end, from there to the magneto-
caloric switch, and then to the installation.
These tests shall be performed in the power and light circuit.
2. CONTROLLER.
All cable connections must be checked, both at the inputs and the outputs, and especially the power connections
must be correctly secured and adjusted, checking that there is no part of the wire outside the connection terminal.
Check that all of the contacts are correctly adjusted, especially those corresponding to the auxiliary contact blocks
of the contactors, making sure that they are properly adjusted in their housing. If necessary, dismantle relay
capsule or contact blocks to adjust or blow on them to remove possible dust impurities.
The thermal relay test shall be performed with the motor at the normal working temperature, after having made
several journeys, forcing one of the motor stages to skip or blocking (disconnecting) the brake so that it does not
open. The time that it takes to disconnect the controller must not exceed 10 seconds, nor be lower than 8.
Check that the ground connection is connected properly in the controller and that the door is connected to the
earth.
3. CAR, EXTERIOR AND MAXIMUM TRAVEL TIME TIMERS.

Check that the calls from the car station have preference over the calls from the exterior control stations, with a
difference of 2 seconds, at the minimum.
Otherwise, adjust the car and exterior timers, making sure that the waiting times are not very long. For example:
car timers 2 seconds, exterior timers 4 or 5 seconds.
The maximum travel time timer must be adjusted so that, always in the most unfavourable case, this time is
longer than how long it takes to cover the distance of the two consecutive floors. With this timer, the cut-off of the
controller is also controlled in the event of rope slip on the pulley.
4. ELECTRIC CONTACT OF THE GOVERNOR.

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

Check that the safety gear switch has cut off the controller.
6. OPERATING THE TOP CONTROL STATION.

Check that the push buttons operate in the correct direction marked in each one, and that when the testing switch
is pushed into this position, the lift no longer works and the car and exterior control stations stop operating.
Check that when the stop button is pressed, the lift does not work.
7. OPERATING THE END-OF-TRAVEL.

Check that these cut off the controller when the lift goes beyond the travel at the extreme floors, before
the car or the counterweight make contact with the buffers.
8. CAR ROOF SAFETY.

Check that when the slackening of the ropes, the STOP button and any other safety device installed in the car roof
are activated, the power supply of the controller is cut off, stopping the lift.
9. SAFETY SWITCHES TO CLOSE CAR DOORS.

Check that the door contacts work properly, the pin and sockets fit and the connecting wires are secured tightly.
10. PIT SOCKET AND STOP BUTTON.

Check that there is a socket with a ground connection and Stop button to cut off the controller.
11. EMERGENCY LIGHTING.

Check that the illumination level is normal and once the current is cut off it is sufficient.
The emergency lighting shall have sufficient autonomy to remain lit for one hour.
12. CHECK STOPPING ACCURACY AND SMOOTHNESS.

With regard to standard EN81-70, this gives us the following parameters: the lift in stopping accuracy shall be
more / less 10 mm and in levelling accuracy shall be more / less 20 mm.
13. BELL PUSHES (Exterior and car).

Check that these make the lift work and that the numbers correspond with the floors. Check that the
light indicators operate in order (occupied, door open, etc….).
14. LOAD WEIGHING SWITCH AND INDICATOR SIGN, CHECK THESE ARE WORKING.
Check that the indicator LEDs are working and that when the car is loaded with more than its nominal load, the lift
does not work and in the load indicator all the LEDs light up, and the inside overload warning buzzer sounds.
15. POSITION INDICATOR.

Check that this works, indicating the car position in accordance with the floor situation.
V 0.00, Nov. 03 Page 28/41 MACSCM-07

16. PHOTOELECTRIC CELL.
Check that these operate when faced with an obstacle, making the doors move back in the case of the automatic
landing and car doors.
17. DOOR OPENING PUSH BUTTON.

Press this button and check that the doors move back, provided that the backward movement has not been
cancelled and in any case, always 5 cm before closing.
18. CAR DOORS.

Check that the doors fully close the entrance gap, with no spaces of more than 3.5 mm. There should be no noise
when opening or closing and the lift should not start moving with an obstacle measuring more than 1.5 cm in
thickness inserted in the door half. Check that the doors do not rub together and make no noise when moving.
19. GROUND CONNECTION

Check that all the doors are connected by a conductor cable to the ground of the lift through a terminal.
c ) Suspension fittings and their attachments
Check with a gauge that the diameter and shape of the rope is that indicated in Document no. 5 “Complete list of lift
components” and Document no. 8 “Basic rope characteristics”.
Check the perfect condition of the rope attachments, nuts, locknuts and safety pins of the terminals or rope sockets
both in the car and in the counterweight (electric lifts).
d ) Braking system
Check that the brake is working properly. To do this, the car must carry 25% more than the nominal load. The test
shall be performed at nominal speed and during the downwards movement, cutting off the motor and brake power
supply. The brake must be able to stop the lift alone.
e) Measurement of intensity or power, and measurement of speed.
To check the lift speed, the lift must carry the average nominal load, checking with a tachometer that the working
speed is in keeping with the project data.
Check the current intensity with an ammeter clip when the lift starts and when it is working, making sure that this is
correct in accordance with the motor characteristics. Make this measurement in the three phases.
f) Electrical installation
1. Measurement of insulation resistance of the different circuits. By using an Ohmmeter, check that the insulation
resistance values are exceeded.
Nominal voltage of circuit (V) Testing voltage (DC) V Insulation resistance (MS)
SEL 250 ≥ 0.25
≤ 500 500 ≥ 0.5
> 500 1000 ≥1
The insulation resistance must be measured between each live and earth wire.
To measure this, the electronic components must be disconnected.
2. Also check the continuity (connection between terminals) between the earth terminals of the machine room
with the motor, controller, guide rails, governors, tension pulley and car and any component which may
accidentally remain live.
V 0.00, Nov. 03 Page 29/41 MACSCM-07

3.2 Car and Counterweight:
Adherence:
Check visually that there is no slip between ropes and pulley when operating normally: Mark the pulley and ropes with
chalk at the same point, and check that there is no change in their relative positions, after making a full journey (up
and down) with the car carrying 125% of the nominal load. Repeat the same operation with the car empty.
Balancing of counterweight:
To perform this test, all of the car fittings must be assembled.
By loading the car with half of the peak load permitted will take the car to half of the travel, such that the
counterweight is more or less at the same height. From the controller box on the last floor, and opening the machine
brake, move the fly-wheel smoothly (See Rescue System Manual). Check whether the lift moves up or down;
depending on this there will be an excess or lack of weight on the counterweight.
It is better to leave a lack of counterweight rather than balancing it or leaving an excess (in other words, it is better
that the car moves downwards).
i) OVERSPEED GOVERNOR.
1. To check the tripping speed of the governor, by using a tachometer check the speed at which the governor
works, making sure that this corresponds with the speed marked on the governor. For this purpose, the governor
will not have the rope positioned. Work on the governor.
2. Check that when the governor contact is working it cuts off the controller.
j) CAR SAFETY GEAR.

Check that the safety gear has been properly assembled and adjusted. Check that the rollers or wedges do not rub
with the guide rails, and therefore there must be sufficient space between the guide rails and car for the safety gear to
work properly.
1. Descent test: With the car loaded with 125% of the nominal load which must be distributed evenly around the
car surface area, lock the remote governor with the push button in the control cabinet. The lift will travel at testing
speed.
Make sure that the car stops opposite a landing door, in order to be able to unload it and free the
safety gear.
2. Ascent test: Perform this in the same way, but with the car empty, and with the lift moving at nominal speed.
After the test, check that there has been no deterioration that may make the normal use of the lift difficult.
Replace the braking components (wedges, rollers) as necessary. A visual inspection is considered sufficient.
k) BUFFERS.
Energy accumulation type buffer (springs, buffers).
Check this with the car carrying its nominal load in contact with the buffers, slackening the ropes and checking that the
date corresponds with that given by the characteristic curve of the buffers. The distances established in Document no.
15 “Installation Drawings” must not be exceeded.
l ) SOS DEVICE.
Check that the two-way means of communication works properly.
m) CAR MECHANICAL LOCKING SYSTEM.

Check that the lock fits in its housing, that it moves easily in both directions and that the controller is disconnected
when the frame and the car are locked. Load the car roof with 150 kg and check that the system resists without
noticing any deterioration. (Caution: the car must remain empty).
n) MECHANICAL RESCUE SYSTEM.

Perform a simulation of the rescue operation, both in ascent and in descent. Check that after these operations the
tension of the brake flexible cable is still suitable, and the mechanism that meshes the system returns to its initial
position.
V 0.00, Nov. 03 Page 30/41 MACSCM-07

Chapter 4 • USE OF THE SCM LIFT
4.1 Purpose of instructions.
The purpose of this chapter is to provide the instructions necessary for the correct use of the SCM lift, in accordance
with standard EN 81_1 and Royal Decree 1314/97, Attachment I, 6.2 (European Directive EC/95/16). This chapter
provides the information necessary for the standard use of this lift by the user, stressing a series of points which, due
to their difficulty or out of necessity, make the correct use of the lift possible.
4.2 Intended use of Lift
The lift in question is manufactured to transport passengers in houses and public buildings, sometimes along with loads,
the weights and dimensions of which must not exceed the lift capacity and the car dimensions.
The transport of loads which may damage the installation or the car itself is completely prohibited.
This lift may only be installed in those buildings in which there are no dwellings above the shaft used for the lift, nor
passable areas underneath its travel.
Inside the car there is a sign which specifies the lift’s nominal load, expressed in kilograms, as well as the maximum
number of persons. The weight of the load permitted by the lift must never be exceeded (for this purpose, there is a
device in the lift that notifies that it is overloaded, being necessary to remove the excess load). The number of
passengers indicated on the sign must neither be exceeded, since this may cause the lift to become overloaded.
The basic operation consists of the transfer of the loaded or empty car from one level to another. Therefore, the user
stands in front of the access to the lift where there is an electric push button control panel.
The control push buttons on the landing doors may have different symbols or abbreviations. Below, some of the
symbols or abbreviations used in our range of lifts are shown.
CALL LL Control push button: calls lift to go up or down
Control push button: calls lift to go up
Control push button: calls lift to go down
Once the lift has been called, its presence is detected when the doors are opened (automatic doors), when the car
inside light is visible (manual door with vision panel) or when a light or sound indicator in the electric landing control
panel indicates.
Once the door/s are open, you may access the inside of the car where there a number of controls and a sign which
specifies the lift’s nominal load expressed in kilograms, as well as the maximum number of persons.
V 0.00, Nov. 03 Page 31/41 MACSCM-07

Among the controls, there are a series of push buttons which are listed below:
-1 0 1 Control push button to choose the floor desired (-2,-

1,0,1,2,3, etc ...)
Control push button for alarm (yellow).
Control push button to reopen doors.
Control push button to close doors.
Overload indicator.
There are also display panels indicating the floors,

both inside and outside the car (landings).
The user may find other engravings on the control push buttons and indicators, since these may have been specified by
the owners.
V 0.00, Nov. 03 Page 32/41 MACSCM-07

4.3 Types of Controllers:
Distinctions must be made regarding the operating of the lift depending on the type of controller:
4.3.1. Simple Automatic Controller
At the moment when the car doors close, the passenger in the car has a preference of 3 seconds over the passengers
on the landing to call the lift.
Operating the controller in ascent: once the desired level has been pressed, the car will go directly to the chosen level.
If there are several passengers, the passenger on the lowest floor must press the button first. Once the desired level
has been reached and the passengers have left, the doors close, the level of the next floor is pressed, and so on.
Operating the controller in descent: the passengers on the landings call the car by pressing the call push button,
provided that the engaged sign is not lit, otherwise the call is not registered, nor will be attended. Once the car is on
the landing, which may be indicated by the door vision panel or by the car presence light indicators, the landing and car
doors may be opened, and during the seconds of preference over any other passenger on the landing, the car may be
called with no interference, as described above.
4.3.2 Collective Simple Controller in Descent
The lifts equipped with this controller have a memory which records calls to go up and down made by the passengers in
the car. On the other hand, only the calls to go down made by the passengers waiting on the landings are recorded in
this memory, not the calls to go up.
Operating the controller in ascent: the controls in the car also have a preference of 3 seconds over those on the
landings, from the moment when the lift is in the working position (closed doors). These also have preference after the
entry of each passenger in the car, in lifts with automatic doors, with a photoelectric cell in the door threshold.
As the passengers enter the car, they press the push buttons corresponding to the levels that interest them. Once the
last passenger has entered the lift, the car automatically starts, stopping on the floors requested. It starts again once
the last passenger for that floor has left and the doors have closed. During the ascent, the lift does not answer any floor
request, except for the highest floor, provided that this is above the highest floor pressed by the passengers in the car
to go up. Once on this floor, the passenger/s leave, and as always, once the doors have closed, they have 3 seconds
preference over all the floors called to decide the direction of movement. If a button is pressed for the lift to go higher,
the lift will go up, even if it is called from a lower floor.
Operating the controller in descent: the passengers will call the descent, and the lift will go down, stopping
automatically on all the floors called.
4.3.3 Collective Simple Controller in Ascent and Descent
With the simple controller in ascent and descent, the car not only stops and collects passengers on landings during the
descent, as the last controller does, but also during the ascent.
Operating the controller in ascent: as the passengers enter the car, they push the press buttons corresponding to the
levels desired, and the calls are recorded in the memory. Once the last person has entered and the doors close, the car
is set in motion, stopping successively on the levels requested by the passengers in the car, as well as on the levels on
which the passengers on the landings have pressed the call button to go up. The lift will not respond to the calls to go
down, even if these are recorded in the memory. However, it does answer the call to go down from the highest floor
above the last floor that has been called to go up.
Operating the controller in descent: the car collects all the passengers on all the levels that have called the lift to go
down. As the passengers enter, they press the push button for the level they desire to record it in the memory. and
always in descent, the car will stop on all the levels in the order pressed by the passengers in the car and on the
landings until it reaches the ground floor.
4.3.4 Duplex Controller
The Duplex controller is a single controller for two lifts. In this controller, there is one single landing station on each
floor and only one lift may be called. It will always answer the nearest lift.
The operating of the car controls is exactly the same as that of the lifts with a simple automatic controller. The
passengers will order their calls by firstly pressing the button for the lowest floor. Once this has been reached and the
passengers have left, the button for the next floor is pressed, and so on the passengers press the buttons for the floors
desired, in the order from the lowest to the highest.
The passengers on the landings press the call push button, only when the red engaged sign goes out, and the lift car
that is free will arrive. If the two are free, the nearest lift car will arrive. If there is only one lift free, after the call push
button is pressed, this will light up to indicate that the call has been recorded, and the red engaged sign will light up. If
the two lift cars are free, the white call push button will light up, but not the engaged sign, since there is still one lift
free.
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4.3.5 Collective Duplex Controller in Descent
This controller is a combination of the duplex controller and the collective simple controller in descent.
The layout and operating is the same as the collective controller in descent as far as the controls and signals are
concerned, as well as the response to the calls for the passengers in the cars. The difference lies in that it only has one
single control on each floor for the two lifts.
Operating the controller in ascent: as the passengers enter the car, they press the push buttons corresponding to the
destination level, and the calls are recorded in the controller memory. Once the last passenger has entered and the
doors have closed, the car is automatically set in motion, stopping successively on the levels recorded and restarting
when the passengers have left and the doors close. During the ascent, the lift does not answer any call to go down
from a passenger on the landing, except for the highest floor, provided that this is above the highest floor pressed by
the passengers in the car to go up. Once on this floor, the passenger/s leave, and as always, they have 3 seconds to
press the push button and decide the direction of movement. If they press a push button to go up, the car will go up,
even if it has been called to go down.
Operating the controller in descent: if the passengers call the lift to go down, it will descend, stopping automatically on
all the floors that have been called and in the order called by the passengers that have entered the car, provided that
these are for lower floors, until the load is completed. From then onwards, the calls from lower floors will not be
answered.
4.3.6. Selective Duplex controller in ascent and descent
This controller is a combination of the duplex controller and the collective controller in ascent and descent.
Operating the controller in ascent: as the passengers enter the car, they press the push buttons corresponding to the
levels desired. Once the doors have closed, the car automatically starts, stopping on all the floors called by the
passengers in the car, and in addition on the floors on which the passengers on the landing have pressed the call push
button to go up. The lift will not stop on the floors on which the passengers on the landings have pressed the call push
button to go down, although it records them in the memory to answer these calls during its descent. However, it will
answer the call to go down from the highest floor above the last floor that has been called to go up.
Operating the controller in descent: once all the calls to go up have been answered, the car goes up to the highest floor
of those recorded by the passengers of the floors to go down, and after the passengers have entered the car and
registered their calls, the lift begins its descent, stopping on all the floors that have been requested to go down. The lift
does not answer the calls to go up, except those of the lowest floor of those that have been called, provided that this is
below the last floor recorded to go down. In any case, the calls and ascents between the two lifts are distributed in
accordance with a programmed standard, according to the use of the building.
Having described the operating of the controller, we must now recall a number of points to bear in mind for the use of
the lift:
• At the end of the travel (ascent or descent), the lift will stop at the requested level (to find out the stopping level,
consult the number displayed or listen to the level announcer). Wait until the doors have opened and then leave the
car. When the outer door is manual, the user must push this open.
• The lifts have a controller device for an excess of load. This device is activated when the passenger load exceeds 110
percent of the authorised load. The passengers will notice a light indicator which indicates an overload and hear a
warning sound. The lift will not start until the necessary passengers have left the car to avoid going over the peak load.
• The passengers must enter and leave the lift as lightly and in the most orderly fashion possible, avoiding getting stuck
in the door threshold. If the lift has a reopening system (photoelectric cell, etc.) make sure that you do not block its
path, since this will prevent the car doors from closing.
• Take care when entering or leaving as you may catch clothing or objects on the doors. Try to keep away from the
doors.
• If an unexpected situation should occur (lift stopping), try to keep calm. If the lift stops suddenly, press a level and if
the lift does not respond, press the alarm push button. If this does not exist, press the outer communication control
and wait for an answer. If it is necessary to perform a rescue operation, wait for the relevant instructions and
explanations.
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4.4 Information on the Standard Use of the Elevator:
4.4.1 Keeping documentation
The lift user must be familiar with the instructions for use of a lift. These instructions must be kept so that they may be
consulted at any time. In the machine room or inside the enclosure, it is advised to keep the detailed instructions to be
followed if the lift stops at the wrong time, and especially the instructions on the manual rescue operation or the
electrical rescue operation, and those referring to the landing door unlocking key.
4.4.2 Events that require the Intervention of Trained Staff
To perform a rescue operation of passengers, as well as to use the door emergency key, it is always necessary to
request the presence of trained staff. The abovementioned operations may only be performed by staff who are properly
trained to do so.
4.4.3 Safe loading and unloading
Special care must be taken when the car is loaded and unloaded, avoiding getting clothes, bags, packets, etc, caught
on the doors. The loading and unloading procedure must be carried out in an orderly fashion, avoiding getting stuck in
the door threshold. If the lift has a reopening system (photoelectric cell, etc.) make sure that you do not block its path,
since this will prevent the doors from closing. The dimensions and weight of the load must not exceed the capacity
permitted by the lift. The number of passengers must not exceed that indicated on the sign inside the car.
4.4.4 Openings free of obstacles on floors
Avoid possible interference with the door opening due to any dangerous steps or objects (flower pots, bins, etc.) which
may block safe access to the car.
4.4.5 Open Shafts
Special caution should be taken when the lift is installed in an open or partially open shaft, avoiding objects falling into
the shaft, as well any the insertion of any element that may damage the mobile part of the lift and interfere with the
safe functioning of the lift.
4.4.6 Control cabinet / Last Floor
In the access to the control cabinet, there is always a sign or poster with the following notice at least “Lift control
cabinet_Danger_Access prohibited to all unauthorised staff”. This notice restricts access to the control cabinet, and only
authorised staff may enter (maintenance, inspection and passenger rescue) with a key.
During inspections, maintenance, rescue, start-up, etc., it must be checked that both the machine, the bedframe and
the car roof are properly lit.
4.4.7 Use of the Emergency Key
As we described in the point “events that require the intervention of trained staff”, the use of the emergency key is
restricted to trained staff. How to use the emergency key is described in the rescue operation manual.
4.4.8 Maintenance
The owner of the lift, being responsible for its use and that it is maintained under safety conditions, must hire the
maintenance services from a qualified company. This company must have an incidents book for the lift, in which they
note the intervention reports when important anomalies occur or components are changed in the lift, as well as
interventions due to accidents. The incidents book must be made available to the owner if the latter should request so.
The owner must request, in due time, the compulsory inspections and provide the maintenance company with access to
perform the inspections and tests. If the installation is out of use for a long period of time, the owner must request a
general inspection of the lift from the maintenance company.
When any user detects an anomaly in the functioning of the lift, the owner must notify this immediately to the
maintenance company and place an “Out of Use” on all of the lift doors.
When the landings of the lift doors are cleaned, special care must be taken not to spill products (liquids or solids) inside
the lift shaft.
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Chapter 5 • MAINTENANCE
CAUTION
ACCESS TO THE MACHINE ROOM (MACHINE, BEDFRAME, GOVERNOR, etc ... ), IS GAINED FROM THE DOOR ON THE
LAST FLOOR, WHERE THE CONTROLLER BOX IS LOCATED.
BEFORE ACCESSING THE CAR ROOF, STOP THIS AT A SUITABLE DISTANCE IN ORDER TO BE ABLE TO CROSS THE DOOR
OPERATOR WITH EASE.
DO NOT LEAVE THE OPEN CABINET UNSUPERVISED UNDER ANY CIRCUMSTANCES.
THE CAR ROOF IS DESIGNED TO BEAR THE LOAD CAUSED BY THE PRESENCE OF TWO PERSONS DURING THE
MAINTENANCE OPERATIONS.
5.1 Description of the electrical panel components:
Swinging supply
connection
Level indicator
Input supply network
Alarm indicator
(in multiplex installations) Upper panel
Fixtures for
Electrical protections installing rescue
Lighting box and

Emergency electric power socket
control unit box(optional)
Intercom set (optional)
Reserved space for

rescue system Upper part
Upper-lower
connections panel Transformer
Control relay. AMB1 o AMB2 board

Fuses. (according to installation)
General interruptor.
Temperature probe.
Lower panel
MicroBASIC board Lower door
Shaft and car

Thermoprobe board and input installation
brake bridge rectifier board
Shaft and car

installing connection
Inverter capacitors Braking resistor

cable output
Braking resistor
swinging
Speed governor
remote operation Frecuency inverter
Output filter
Machine room
connections Briefcase
Contactors
Level indicator
battery Input supply
machine
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5.2 Lift Shaft:
Inspection and tests to be performed during the maintenance inspections of the lift shaft. During these tests and
inspections in the shaft, in order to contact with the exterior, the worker must always carry a telephone which may be
connected in any of the telephone connection boxes. In order to access the pit, use a ladder which is hanging on one of
the pit walls.
1. Check that there are no water leaks in the pit and that it does not contain combustible materials or materials that
may affect the functioning of the lift. Check that the pit is clean, dry and free of refuse.
2. The lift premises and pit must have sufficient artificial lighting, in order to perform the inspections properly: Check
that the system is working.
3. Check that the car top control station (car roof) is working correctly and that the lift does not respond to the calls
from the floors nor to those pressed inside the car whilst the inspection control device is connected.
4. IMPORTANT: The ladder to access the pit must be kept on its fastening bracket, on one of the side walls of the pit,
after the maintenance work.
5.3 Guide rails
Inspection and tests to be performed during the maintenance inspections of the guide rails.
1. Check the state of the car guide rails and counterweight, and their fastenings. Check for possible changes in the
distance between guides.
2. Should automatic lubricators be required in the car and counterweight, the level of oil must be controlled and refilled
if necessary. Chen the guide rails have no automatic lubricator, it is recommended that the guide rails are lubricated
every 2 to 3 months, depending on the level of use. Always use the relevant lubricant for each material.
An excess of lubrication may be as harmful as too little
5.4 Access Doors
Inspection and tests to be performed during the maintenance inspections of the lift access doors.
1. Check that the series are working correctly in all doors. The lift will not operate if one of the contacts of the series
fails. To check this in the case of automatic doors, prompt the failure by activating the lock.
2. Check that the mechanical locking of the door works properly. To do this, try moving the door sideways. There must
be no movement.
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3. In the case of automatic doors, both in start-up and periodic inspections, make sure there is no interference or
overlap between the grips of the mechanical locking, as well the possibility of disconnection due to the movement of the
door panel. Therefore, make sure that the distance of 9 millimetres is respected, as shown in the figure.
Effective interlocking in closed position and safety electric contact established
(*) 9
4
MAX. 2
Rear view of mechanical locking cam slide
(*) Distance of 9 mm, minimum. For this distance, only measure the straight surface from the end of the curve.
4. During the periodic inspections, the following must be controlled: locking, sensitivity to reopening of the door when a
passenger is hit or about to be so, failure to start with the door open, wear and tear of the door guide shoes, contacts,
carriage wheels, etc. Clean, adjust or change as necessary, (consult landing doors assembly manual).
5.5 Ropes:
Inspections and tests to be performed during the start-up inspections and maintenance inspections of the driving ropes
and their fastenings.
1. Both in start-up and periodic inspections, check the state of the entire length of the cables. To do this, cut any
broken wires. A broken cord or wires in one metre long of rope, makes it necessary to change all of the ropes. To
detect broken wires, pass a cotton cloth along the length of the rope. Occasionally, broken wires occur due to wear and
tear (friction); these can be checked visually.
2. Check the state of the rope fastenings to the counterweight and the car, especially the nuts of the rope attachments.
3. Check the lubrication of the ropes, bearing in mind that the ropes should be not covered with grease that makes it
impossible to check their state.
5.5.1 Procedure to Replace the Ropes
a) Lock the car in the bottom locking holder, and at the same time, hang the counterweight in the top part of the shaft,
without exceeding the maximum load permitted by the hooks hanging in the overhead.
b) Place additional safety slings on both frames.
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c) Change ropes by working from the pit for the car frame and with the assembly scaffolds located on the last landing
for the counterweight and machine frame.
5.6 Machine and Bedframe:
Inspection and tests to be performed during the start-up and maintenance inspections of the lift, bedframe and
mechanical brake, (see Manual for Use and Maintenance of Sassi Leo Machine).
1. Check the correct tightening torque for the screws and fastenings of the machine-bedframe assembly.
2. Check the state of the rope anti-slip system and the pulley protection assembly.
3. During the periodic inspections, it must be checked that the machine is clean, with particular attention paid to the
ventilator and electric components.
1. The disc brake of the machine does not require any type of adjustment, since it is delivered from the factory
already fine-tuned and calibrated. If it is necessary to adjust it, consult the specific instructions of this device.
5.6.1 Procedure to Replace the Machine
a) Lock the car in the top locking holder, and at the same time, hang the counterweight in the bottom part of the shaft,
c) Dismantle the rope anti-slip system and the traction pulley protection.
d) Remove the ropes of the driving pulley one by one, and leave them supported over the safety slings.
e) Disconnect the electrical installation of the machine and dismantle the rescue system.
f) Change the machine, ensuring its position hanging from the lifting system before dismantling the four fixing screws,
g) Remove the machine from the shaft without supporting it on the car roof.
h) To assemble the new machine follow the process in reverse.
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5.6.2 Procedure to Replace the Pulley
a) Lock the car in the top locking holder, and at the same time, hang the counterweight in the bottom part of the shaft,
c) Dismantle the rope anti-slip system and the traction pulley protection.
d) Mark each one of the ropes with its current position in the traction pulley to avoid them getting crossed or tangled up
when they are repositioned.
e) Remove the ropes of the traction pulley one by one, and leave them supported over the safety sling.
f) Change the pulley.
g) Reintroduce the ropes in the pulley.
5.7 Overspeed Governor:
Inspection and tests to be performed during the start-up and maintenance inspections of the overspeed governor
(consult overspeed governor installation and assembly manual).
1. Check that the governor works reliably and safely. The bearings must be checked and lubricated each year.
2. Check that the rope tension is maintained in the tension pulley. Make sure that the safety contact is working properly
when slackening of the ropes occurs.
3. Check whether the governor rope has lengthened beyond the distance allowed, which may activate the safety
contact in the tension pulley. If lengthening has occurred, trim the cable.
4. Check that the rope wires of the governor are not damaged. Should this occur, replace the rope. One method of
finding out the state of the ropes is to check whether there are any broken cords or wires along a length of one metre.
To detect these, pass a cotton cloth along the length of the cable. Occasionally, broken wires occur due to wear and
tear (friction), these can be seen visually.
5. Frequently and safely check the functioning of the overspeed contact (governor contact).
6. Check the rope attachments and pulley grooves, cleaning foreign particles in order to ensure the proper functioning
of the governor.
5.8 Buffers:
Inspection and tests to be performed during the maintenance inspections of the buffers.
1. Check the buffers and their state (check maintenance, installation and use of buffers manual).
5.9 Alarm Device and Emergency Stopping:
Inspection and tests to be performed during the maintenance inspections of the alarm device.
1. Check that this works and that it is audible from outside the shaft by the persons responsible for providing help.
2. Check that all the stopping switches (pits, car roof and car stop control stations) work correctly.
3. Check that all the systems of the lift for alarms, emergencies and rescue procedures work properly (emergency
lighting, telephones, etc).
5.10 Rescue System:
5.10.1 Inspection and Tests to be performed during the Maintenance Inspections of the Rescue System.
1. Check the functioning and state of the meshing system with the machine shaft and remote brake opening from the
rescue controller. Check the tension of the brake flexible cables (consult the rescue system manual).
5.10.2 Inspection and Tests of the Car and Access thereto
1. Check the general state of maintenance of the car and its frame.
2. Check that the car lighting is permanently on.
3. Check that the stopping switch in the car roof works correctly.
4. The distance between the car door and access door must not be more than 20 millimetres, except in the case of
simultaneous automatic doors, which may reach up to 30 millimetres.
5. Check that there are toe guards in the car and in the access doors.
6. Check that the lift does not start with the car door open and that, once in motion, it stops when the door opens,
except in the case of automatic doors with floor levelling, in which case the levelling may be checked during the
opening of the doors.
7. Check that the car door operates freely, as well as the sensitivity of this to an obstacle.
8. Check that car doors make contact.
9. Check that the panels slide correctly, as well as the state of the guide shoes. If there is wear and tear, change them.
10. Check that there is a load plate inside the car.

11. Check that the call push buttons on the landing and the push buttons in the car (for example, to select a level or
close the doors) work properly.
12. Check that the two-way communication channel is working (car with exterior).
5.11 Counterweight
5.11.1 Inspection and Tests of Counterweight
1. Check the state of maintenance of the frame that supports the weights, especially the nuts, locknuts, guide shoe
brackets, etc.
2. Check rope clamps, nuts, locknuts and safety pins of the terminals or rope sockets.
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5.12 Guide shoes
1. The guide shoes must be changed one by one, but not simultaneously.
2. When the old guide shoes are taken off, make sure that the frame does not move too much, in order to place the
new ones on easily.
5.13 Safety gear
5.13.1 Inspection and Tests of Safety gear
1. Check the state of the wedging box, and the absence of foreign bodies inside it.
2. Check that there is no corrosion in the safety gear or wedging box (consult wedging box installation and assembly
manual).
5.14 Batteries
1. Check the state of the large and small emergency batteries of the installation, and that these have sufficient electric
charge.
5.15 Load weighing switches
5.15.1 Inspection and Tests of Load Weighing Switches (consult the load weighing switch installation manual).
5.16 Electrical Safety Circuits (consult the preassembled electrical installation manual).
5.16.1 Inspection and Tests of the electrical safety circuits
1. Check that the ground lines that connect the door frames, flap locks, motor casing or motors and control unit are in
a good condition, connected to the earth or to the metal guide rails.
2. Check that grounding of the conductors of the safety circuits cause the lift to stop.
3. Check the correct functioning of all the safety devices and these cause the lift to come to a complete stop.
4. Check the proper functioning of the electric rescue equipment, if the installation is equipped with this.
5. Check currents and voltages as necessary.
5.17 Signs and Controllers (consult the preassembled electrical installation manual).
5.17.1 Inspection and tests of signs or controllers
1. In the case of closed shafts with access doors without vision panels, and not automatic, there must be a
light indicator in front of the door that notifies of the presence of the car: Check that this works on each floor.
2. Check that the delay works, giving priority to controls from the car over exterior calls.
3. The final safety stop at the ends of the travel must be caused by the final safety switches which are
different to those that normally stop the lift at the top and ground floors. Check they work correctly and that
the car clearances in the guide rails do not hinder their functioning. Check the correct levelling on all floors,
both with the car empty and at full load.
4. Check the state of the relays and contactors, as well as their behaviour if a phase produces an error or if
they invert.
5. Check the last recordings of errors if the controller is equipped with the error storage device.
5.18 Controller Box
5.18.1 Inspection and tests to be performed on the controller box
1. There is electric lighting in the controller box and a safety switch which keeps the lift at a stop when necessary for
inspection. Check that this works.
2. Check the general switch, contactors, relays, fuses and the level of artificial lighting.
3. Inspection of feasibility and safety in the access to the controller box for the safety of the maintenance staff.
4. Check the state of the controller box flap locks, and that these make it possible to close it without using a key.
Lubricate the flap locks regularly.
5. After each inspection, clear the access to the controller box.
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INSTRUCTIONS: PR-2500-UD (V.50)
Date: 12-09-2002 Check: 01
DYNATECH PROGRESSIVE
SAFETY GEAR PR-2500-UD (V.50)
INSTRUCTIONS FOR USE AND MAINTENANCE

Date: 12-09-2002 Check: 01
-1-
Date: 12-09-2002 Check: 01
-2-
Date: 12-09-2002 Check: 01
-3-
Date: 12-09-2002 Check: 01
-4-
Date: 12-09-2002 Check: 01
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Date: 12-09-2002 Check: 01
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Date: 12-09-2002 Check: 01
INSTRUCTIONS FOR USE AND MAINTENANCE

_______________________________________________________________
1. GENERAL INDICATIONS.
2. SAFETY GEAR INSTALLATION.
2.1. TO THE SLING MAKER.
2.2. TO THE INSTALLER.
3. USE AND MAINTENANCE.
3.1 GUIDE RAILS.
3.1.1 GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR
GREATER.
3.1.2 GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.
3.2 SPEED GOVERNOR.
3.3 RANGE OF USE.
3.3.1 GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR
GREATER.
3.2.2 GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.
3.4 FRICTION PARTS REPLACEMENT.
3.5 MAINTENANCE.
3.5.1 CLEANING.
3.5.2 CORROSION.
4. GENERAL DRAWING.
_______________________________________________________________
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Date: 12-09-2002 Check: 01
1.-GENERAL INDICATIONS.
Each supplied set of safety gears has been regulated at the factory according to the
required use characteristics: Total weight (P+Q) and the guide rail thickness. These
characteristics, the EC type examination number and the serial number are shown on the
protection plates attached to the safety gear boxes.
It is absolutely forbidden:
a) To combine and install safety gear boxes with different serial numbers.
b) To use a set of safety gears for installations with different characteristics to the ones
shown on the protection plates of their safety gear sets.
c) To intervene on any safety gear component.
DYNATECH DYNAMICS & TECHNOLOGY, S.L. will not be responsible of any

damages caused by the unobservance of any point of these general indications.
2.-SAFETY GEAR INSTALLATION.
The Standard requires that the safety gear installation must be done including a
security contact of type AC - 15 or DC - 13 according to EN 60947 - 5 - 1.
2.1- TO THE SLING MAKER:
The fixing holes for the safety gear must be made in the sling sides according to the
dimensions and positions shown in the enclosed safety gear drawings, making sure the guide
rail axis center to the sling beams.
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Date: 12-09-2002 Check: 01
Once the safety gear is well placed and its roller trains are attached to the driving bars,
it should be checked that both trains act synchronized in accordance to the driving bar
commands. The sling maker is responsible for the proper location of the safety gear on the
sling as well as the adjustment checking and synchronized working of the driving bar. The pin
of the train, in its rest position, must be at the central point of the protection plates.
Rest position
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Date: 12-09-2002 Check: 01
Downwards
engagement
Upwards
engagement
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Date: 12-09-2002 Check: 01
As a suggestion for the safety gear fixing to the sling, the tightening torque of 8.8 M12
screws is 79.09 Nm and 111 Nm for those of 10.9.
Remark: The rollers for the downwards engagement marked with a “D” letter, must remain
always at the lower part of the safety gear. The letters which rollers are distinguished with
can be appreciated at first view trough the long hole of the protection plates.
2.2- TO THE INSTALLER:
During the installation at the well, first of all, the guide rails must be introduced in the
grooves of the safety gear housings. Then the position of the guide rail in the housing is
adjusted as follows: the side of the guide rail, 1.5 mm from the brake block, the guide head,
3mm from the bottom of the groove (see drawings). For these adjustments the sliders will be
handled without modifying the position of the safety gear in the sling because the sling maker
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Date: 12-09-2002 Check: 01
must have properly fixed the safety gear in its final position. For the correct safety gear
acting, the distances mentioned here above must be strictly respected by the installer.
To make easy the adjustment at work of the distances between the faces of the guide
rails and the parts of the safety gears which are opposite the guide rail, it will be possible to
use plates which will allow the emplacement of the guide rail in its correct position in the
grooves of the safety gear. The plates must be removed once the adjustment operation has
finished.
Remark: The installer must be sure that the sling maker has situated the rollers for the
downwards engagement, marked with a “D” letter, at the lower part of the safety gear.
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Date: 12-09-2002 Check: 01
3.-USE AND MAINTENANCE.
The non-fulfilment of the following prescriptions may produce deceleration values and
breaking distances which could not be in accordance with the Standard.
3.1-GUIDE RAILS:
3.1.1.-GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR GREATER.
a) The guide rails used can be either the cold-drawn or the planed type. The admissible
tolerances for the guide rails thickness are between –0 and +0.10 mm.
b) The progressive safety gear PR-2500-UD can be used with this type of guide rails until a
nominal speed of 2m/s and the governor response maximum speed is 2.5 m/s.
c) If after the safety gear performance you find scratched guide zones placed within a
distance of less than 1 meter between them, it is recommended to substitute the affected
guide parts.
d) The guide rails must be lubricated with ISO VG 150 oil lubricant.
3.1.2.-GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.(for example T 65/A)
a) The guide rails used can be either the cold-drawn or the planed type. The admissible
tolerances for the guide rails thickness are between –0 and +0.10 mm.
b) The progressive safety gear PR-2500-UD can be used with this type of guide rails until a
nominal speed of 1m/s and the governor response maximum speed is 1.5 m/s.
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Date: 12-09-2002 Check: 01
c) If after the safety gear performance you find scratched guide zones placed within a
distance of less than 1 meter between them, it is recommended to substitute the affected
guide parts.
d) The guide rails must be lubricated with ISO VG 150 oil lubricant.
3.2-SPEED GOVERNOR:
The speed governor rope tension has to be big enough to warrant, during the governor
performance, a traction of 300 Nm at least in the connection point of the safety gear driving
bar.
3.3-RANGE OF USE:
3.1.1.-GUIDE RAILS WITH A GRIPPING WIDTH OF 25mm OR GREATER.
Here below the standard P+Q board is shown. The nominal values are those of the
central line.
-7'5% 567 658 764 859 963 1060 1178 1317 1454 1627 1808
P+Q 613 711 826 929 1041 1146 1274 1424 1572 1759 1955
+7'5% 659 764 888 999 1119 1232 1370 1531 1690 1891 2102
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Date: 12-09-2002 Check: 01
3.1.2.-GUIDE RAILS WITH A GRIPPING WIDTH OF 20mm.(for example T 65/A)
-7'5% 621
P+Q 671
+7'5% 721
3.4-FRICTION PARTS REPLACEMENT:
The friction parts, brake shoes and rollers, can support three free fall upwards
performances and three downwards performances, as it is exposed in the Standard EC type-
examination criteria.
Anyway, after having intervene in a real situation it is recommended to replace the

friction parts. In that case, contact Dynatech or its nearest distributor, in order to know the
procedure to be followed.
In order to obtain a better control, the maintenance person may have a register of the
safety gear performances. The safety gear serial number should be written in its register as
well as each and every acting.
It is not necessary the braking parts replacement, caused by normal inspection tests,
unless the braking distance surpass the double of the one obtained at the very first test of the
installation.
- 15 -
Date: 12-09-2002 Check: 01
3.5-MAINTENANCE:
3.5.1.-CLEANING.
It is very important to make sure that there is not any alien element inside the safety
gear housing in order to guarantee the proper work of the moving parts.
3.5.2.-CORROSION.
Dynatech safety gears have anticorrosive protection in all cases. However, a

periodical checking must be done to make sure that all the moving elements of the safety
gear are still in perfect work conditions. A wedging test is not necessary, but a simple check
of its free movements and a visual checking of the surfaces general condition.
These verifications must be done more often when the installation is placed inside a
specially corrosive atmosphere.
4.-GENERAL DRAWING
- 16 -
258
Date: 12-09-2002
45
178 30,6
Check: 01
1.5
d
3
120
72,75
3.5
f
9,5
e
Guide rail thickness d(mm) f(mm) e(mm) h(mm)

8 21.529 77.929 32.75 27.50
9 22.029 78.429 32.75 27.00
10 22.529 78.929 32.75 26.50
11 23.029 79.429 34.75 28.00
12 23.529 79.929 34.75 27.50
PR-2500-UD (V.50)
13 24.029 80.429 34.75 27.00
14 24.529 80.929 34.75 26.50
15 25.029 81.429 34.75 26.00
16 25.529 81.929 34.75 25.50
D
Y
N
A
T
E
C
H
D
Y
N
A
M
I
C
S
&
T
E
C
H
N
O
L
O
G
Y
- 17 -
MicroBASIC
Control Board
I
TECHNICAL DOSSIER
VERSION 2.0 May 1999
PRE-ASSEMBLED ELECTRICAL INSTALLATION IEPMBAS
SOFTWARE VERSIONS MB134 OR HIGHER
DECLARACIÓ N DE CONFORMIDAD
DECLARATION OF CONFORMITY
DECLARATION DE CONFORMITE
ÜBEREINSTIMMUNGSERKLAERUNG
Directiva del Consejo, relativa a la compatibilidad electromagnética, con la que se declara conformidad :
Council Directive, concerning the electromagnetic compatibility, to which conformity is declared :
Directive du Conseil, concernant la compatibilité électro-magnétique, par laquelle est déclarée la conformité :
Richtlinie, in Bezug auf die elektromagnetische Kompatibilität, deren Übereinstimmung bestätigt wird :
89 / 336 / CEE
Aplicación de las Normas : Application of the Standards : Application des Normes : Anwendung der Normen :
DRAFT pr EN 12015 (95) (94) DRAFT pr EN 12016 (95) EN 55011 (91) EN 50081-1 (94) EN 50082-1
EN 801-2 (91) IEC 801-3 (84 + Rev.93) IEC 801-4 (88)
Fabricante / Manufacturer’s name / Fabricant / Hersteller

Mecanismos y Accesorios, S.A.
Dirección / Manufacturer’s address / Adresse
Poligono NAVISA c / E - 41006 - SEVILLA - ESPAÑA
Tipo de equipo / Type of equipment / Type d´équipement / Gerätetyp
Maniobra de control para ascensores eléctricos y oleodinámicos
Control driving for electric and oil-dynamic lifts
Manoeuvre de contrôle pour ascenseurs électriques et hydrauliques
Steuerungselektronik für Seil- und Ölhydraulikaufzüge
Modelo / Model no. / Modèle / Modell

MicroBASIC
El abajo firmante, declara que el equipo antes especificado cumple con la Directiva y las Normas mencionadas
I, the undersigned, hereby declare that equipment specified above conforms to the above Directive and Standard
Je, soussigné, déclare que l´équipement décrit ci-dessus remplit les conditions contenues dans la Directive et les Normes mentionnées
Der Unterzeichnende erklärt, dass das obenerwähnte Gerät der aufgeführten Richtlinie und den angegebenen Normen entspricht und diese erfüllt
Nombre / Full name / Prénom, Nom / Unterzeichnet

GONZALO MADARIAGA PARIAS
Cargo / Position / Responsabilité / Stellung
PRESIDENTE MACPUARSA, S.A.
Lugar / Place / Lieu / Ort : SEVILLA
Fecha / Date / Datum : 26/06/96
Firma / Signature / Unterschrift :

CONTENTS
Chapter 1 • PRESENTATION
GENERAL FEATURES ................................................................................................................................................................. 1
STANDARD DATA ........................................................................................................................................................................ 1
SPECIAL DATA ............................................................................................................................................................................ 2
Chapter 2 • MAJOR COMPONENTS AND THEIR FUNCTION

MAJOR COMPONENTS AND CONFIGURATION ELEMENTS .................................................................................................. 3
FUNCTION OF RELAYS AND VARISTORS (VOLTAGE LIMITERS)
RELAYS ........................................................................................................................................................................................ 4
VARISTORS (VOLTAGE LIMITERS) ............................................................................................................................................ 5
Chapter 3 • CONFIGURATION AND ADJUSTMENT OF PARAMETERS

ELEMENTS FOR CONFIGURATION
DIL Switches ............................................................................................................................................................................... 6
METHOD FOR PARAMETER ADJUSTMENT ............................................................................................................................. 6
RUN MODE ................................................................................................................................................................................ 6
PROGRAM MODE ....................................................................................................................................................................... 7
Modification of parameters (PROGRAM Mode) .................................................................................................................... 8
DESCRIPTION OF PARAMETERS
Parameter [ 0 ] • [ 1 ] • [ 2 ] • [ 3 ] • [ 4 ] ..................................................................................................................... 9
Parameter [ 5 ] • [ 6 ] ......................................................................................................................................................... 10
Parameter [ 7 ] • [ 8 ] • [ 9 ] • [ 10 ] • [ 11 ] ................................................................................................................ 11
Parameter [ 12 ] ................................................................................................................................................................... 12
Parameter [ 13 ] • [ 14 ] • [ 15 ] ...................................................................................................................................... 13
Parameter [ 16 ] • [ 17 ] • [ 18 ] • [ 19 ] ........................................................................................................................ 14
Parameter [ 20 ] • [ 21 ] • [ 22 ] • [ 23 ] • [ 24 ] ......................................................................................................... 15
Parameter [ 28 ] ................................................................................................................................................................... 16
Chapter 4 • INFORMATION OFFERED BY CONTROL

INDICATOR LIGHTS .................................................................................................................................................................. 17
POINTS ON THE DISPLAY ........................................................................................................................................................ 17
VOLTAGE VALUES ..................................................................................................................................................................... 17
DISPLAY WITH 3 DIGITS ......................................................................................................................................................... 18
INDICATION OF SPECIAL INFORMATION .............................................................................................................................. 18
STANDARD INFORMATION ..................................................................................................................................................... 19
DESCRIPTION OF BLOCKS OF INFORMATION ..................................................................................................................... 19
VIEWING OF CONDITIONS OF ELEVATOR COMPONENTS .................................................................................................. 21
TECHNIQUE OF REPRESENTATION OF ERRORS .................................................................................................................. 22
Chapter 5 • FUNCIONAMIENTO DE LA MANIOBRA

BASIC FUNCTIONAL STEPS
Luminous sequence ................................................................................................................................................................ 23
Return control (connection on final floor) ............................................................................................................................ 23
Criterion direction of correction ............................................................................................................................................. 23
Normal control ......................................................................................................................................................................... 24
Inspection control .................................................................................................................................................................... 25
Emergency control (only for hydraulic elevators) ................................................................................................................ 26
May 1999 • Version 2.0 • Control Board • MicroBASIC i

CONTENTS
DESCRIPTION OF SPECIAL FUNCTIONS

Repeated door close or interlock error ................................................................................................................................. 27
Interruption of photoelectric barrier in car or opening of automatic hoistway door ..................................................... 27
Repeated door close or interlock error ................................................................................................................................. 27
Fireman control ........................................................................................................................................................................ 27
Fireman’s key switch in hoistway .......................................................................................................................................... 27
Fireman’s key switch in car .................................................................................................................................................... 28
Mixed selective control ........................................................................................................................................................... 28
Asymmetric elevators ............................................................................................................................................................. 28
Operation emergency power aggregate .............................................................................................................................. 29
Deletion of car calls ................................................................................................................................................................. 29
Re-levelling ................................................................................................................................................................................ 29
Levelling with open doors ....................................................................................................................................................... 31
Stopping on lowest floor (hydraulic elevators) .................................................................................................................... 31
Grave errors .............................................................................................................................................................................. 31
Stopping for opening and subsequent closing on final floor (hydraulic elevators, error F03) ..................................... 31
i MicroBASIC • Control Board • Version 2.0 • May 1999

Chapter 1 PRESENTATION
GENERAL FEATURES
Monitor control for traction elevators and hydraulic elevators with a high cost/performance relation.
Used in a very high number of installations (> 90%). Real time presentation of the condition of all
components of the installation and memorising of functional errors.
STANDARD DATA
• Traction elevator and hydraulic elevator with only one ‘PCB MicroBASIC’control board.
• Configuration SIMPLEX :
Universal ........................................................................................ 16 floors.

Collective selective control during descent .............................. 10 floors.
Collective selective control during ascent and descent .......... 6 floors.
• Configuration DUPLEX :
Universal ........................................................................................ 16 floors.

Collective selective control during descent .............................. 10 floors.
Collective selective control during ascent and descent .......... 10 floors.
• With extension board AMB1: up to 16 floors, collective control, up and down direction, Simplex.
• With extension board AMB2: up to 16 floors, collective control, up and down direction, Quadruplex,
remote control possible.
• Independent controllers will be supplied for Duplex and Quadruplex.
• Speed regulation by adding 3VFMAC1 (freqency converter).Optimised quality/cost solution for spee-
regulation installations up to 1,6 m/sec. The product may be used for transformation of older
installations with 1 speed into installations with high operating quality.
• Voltage of safety circuit ............................................................... 110V ac.

• Control voltage .............................................................................. 24V dc.
• Call registration at 24V dc (standard) with protection against overload and short circuits. Outlets for
position indicator (display). Standard : binary 24V dc. Optional: decimal for each voltage, dc or ac.
• Outlet for door drive motor. Standard: single-phase 220V ac or 220V ac + interlock magnet signal.
Optional: ac current motor with 110V, 220V or 380V alternate current; dc current motor with 12V, 24V
and 48V direct current.
• Signal voltage hoistway: direction indicator ascent and descent, occupied, free, door open. Signal
voltage in car:direction indicator ascent and descent 24V dc. Standard: 24V dc. For other voltage values
please procure information first.
• Re-levelling and levelling with open doors (traction elevators and hydraulic elevators), with incorporated
levelling device 538.
• Real time detection of errors in the installation. Analyses more than 20 types of errors. Memorisation
of the last 32 errors.
• Display on PCB MicroBASIC, indicating the following points in real time:

• Position of car.
• Installation component which prevents movement of the elevator.
• Type of call and floor served.
• Registered hall calls ascent and descent.
• Condition of elevator components.
• Errors memorised.
May 1999 • Version 2.0 • Control Board • MicroBASIC 1

PRESENTATION
• For hydraulic elevator - equipped with trigger for emergency valve, for completion of run on the next
floor in down direction or any other floor (e.g.: on first floor).
• At minor increment of cost a complete system for the rescue of passengers may be added :
• Traction elevator: Rescatamac 30.
• Hydraulic elevator: Door opening function, 041, 042, 043.
• Very ample range of functions. Up to 30 configuration parameters.
• Fireman control with double key (car and hoistway).
• Connection of load weighing device (overload and full load), with car signal voltage 24V dc.
• Control emergency power aggregate.
• Asymmetric elevators (on upper or lower floors).
• Autocontrol of operating panels: If a call button remains blocked (active) for more than 60 secs., while
the elevator is at floor-level, calls of this floor will be deleted, and the elevator continues to function
normally. This floor will once again be served as soon as button is no longer blocked.
• Outlet for break and interlock magnet at any voltage.
• Optional signals with extension board MS - MPX:

• Indicator light arrival (levelling).
• Indicator light next run (direction indicator), both at any voltage, dc or ac.
SPECIAL DATA
Special functions may be set up in single installations, if desired.
Access control functions.
2 MicroBASIC • Control Board • Version 2.0 • May 1999

Chapter 2 MAJOR COMPONENTS AND THEIR FUNCTION
MAJOR COMPONENTS AND CONFIGURATION ELEMENTS
CONFIGURATION ELEMENTS
Q1
R62 R21 T1 T2 P4 C88 U29
R87 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17
C90
75176B P3
C36
C34
C78
D3 D2 D1
D8
X1
C79
C87
C77
SC SP IMP C46 NO LEVEL EMERG
R76
R19 R78
PL1
R77
DL11 DL7 FF1
D69
R64
R60 U16
R24 R8 D15 D9 F5 / FF1
R36
D96
R59
U9 R23 P2
R9
D92 R7
R67 R61 +
DZ1 D87 k
74HC165
SW R56
D10
U27
DM9368
C85
R74
R85
U26
C86
UDN 2543
R75
R14
SW j
TLP-521 ST9040
U24
R15
C80
RMINV
RME2 RME1
RL4
R65
RL3 RL2 i
74HC165 U23 +5V X16
h
DL9
DZ35
U28
S/N
U4 C45 C57 RME

D95
RME
TLP-521
C81
U18 U22 U30 U19
R63
g
74HC165 D75
D88 U10 R81
D94 f
C92
74HC164
74HC14
U17 R79 R80 LM2825 V8 R17
e
D76
D77
D78
C91
C89
FF2
UDN2981 DL10
R57
U15
103 FF2
d
R51
ULN2003
+
DL10
RDIP
R55
R52
C44 C67 C47
C74 C72
c
R45 C69 +24V
DZ26 R11 R50
C68
D64 DZ27 DZ28 DZ29 DZ30 DZ31 DZ32 DZ33 b
R43
R46 PR3 PR4
C58
C50 C49 R53
C55 C53 a
R47
R18
U13 C51 C52
C76 C56 C54
R83
R82
DZ34
C48
R49
C59 C60 C61 C62 C63 C64 C65 C66 R48 PR5 PR6 PR2
C71
C73
R71 U5 R69 U6 R73 U7 R12
C75
C70 FT
D40 D55 D63
D85
D81
D82
RBCAB
FM
D42 D53 D61 F6 / FL F4 / FT F1 / FM P1
D5
D86
D43 D52 D60
UDN2987
UDN2987
UDN2987
R54
D79 DL8 16
RBCAB D44 D51 D59 FL J4 RM DL1 RB RS D68 RVR
D83 DL5
+24 D45 D50 D58 RDIP
D80 RMT RMR J2 DL3 DL4 DL6
15
D84 R5 R1 R3 R4 R6
D46 D49 D57 D90
R10 D4
VREG D47 D48 D56
D1 D7 D3 D2 14
R70
R72
R68
D41 D54 D62 13

0VCC RET
C30
C31
R39
C32
C29
P5 RET RMT2 RMT3 RMT1 RM RMR RB RS RVR 12
74HC165 74HC165 74HC165 RL21 RL7 RL13 RL12 RL10 RL6 RL8 RL9 RL11
J3
C27
C28
11
U1
U2
U3 10
RBEXT
C18
C17
C16
C15
C10
C13
C12
C11
C14
C26
C24
C25
C23
C19
C20
C21
C22
9
C3
C5
C7
C4
C6
C9
C8
8
DZ17
DZ16
DZ15
DZ14
DZ13
DZ12
DZ11
DZ10
DZ25
DZ23
DZ24
DZ22
DZ18
DZ19
DZ20
DZ21
DZ2
DZ3
DZ4
DZ5
DZ9
DZ8
DZ7
DZ6
RLS RLB RLDO RMP RZS ROPC ROPA

D12 7
R32
RL22 C119 6
D11
RLS RLB RLDO RMP RZS ROPC ROPA 5
R31
R30
R29
C2
RDIP RDIP RDIP RL18 RL19 RL20 RL14 RL5 RL17 RL16
D14
D92
R27
R28
4
D66
RL1
R25 R26
RPA
D22
D25
D23
D16
D31
D17
D30
D18
D29
D19
D28
D20
D27
D21
D26
D24
D39
D37
D38
D36
D35
D34
D33
D32
D13
1
110
J1 C37
F3
CH1 CH2
FOP V4
109 111 112 113 114 115 116 117 118 119 120 +24 A B C D 213 217 218 215 294 214 105 0VCC 104 226 220 228 10 T 103 5 207 V3
CC1 CC2 2 0VCC 00 203 106 207 105 217 +12F 208 102 9 220 T 103 218 0VP 223 222 221
V5
C38
PCB MICROBASIC
SERIGRAPHY OF COMPONENTS
JUMPERS SIGNALISATION
J1 DO NOT FIX JUMPER IF CFE (EMERGENCY FINAL CONTACT) IS USED
OF POINTS
J2 FIX JUMPER, WITH THE EXCEPTION OF TRACTION ELEVATOR 1 SPEED
ON THE DISPLAYS
J3 ONLY FIX JUMPER IN CASE OF UNIVERSAL CONTROL
D3 D2 D1
J4 FIX JUMPER, WITH THE EXCEPTION OF HYDRAULIC ELEVATORS WITH KLEEMAN AGGREGATE
FUSES
SC SP IMP
PULSE:
FOP FUSE PROCESSOR ( 3A )
• ON. PULSE (LUMINOUS)
FM FUSE CONTROLLER ( 1A ) • OFF. NO PULSE (NOT LUMINOUS)
FT FUSE CURRENT SOURCE 5 V DC 1A ), MAX. ( 1A )

DOOR CIRCUIT:
FL FUSE SIGNALS ( 1A ), MAX. ( 3A )
• ON. CLOSED (LUMINOUS)
FF1 FUSE CURRENT SOURCE 24 V DC 3A ), MAX. ( 3A ) • OFF. OPEN (NOT LUMINOUS)
FF2 FUSE 20 VS ( 3A ), MAX. ( 3A )
INTERLOCK CIRCUIT:
• ON. CLOSED (LUMINOUS)
CC1 CC2 CC3 CH1 CH2
• OFF. OPEN (NOT LUMINOUS)
TERMINALS CONNECTION IN CAR AND HOISTWAY
P1 P2 P3
TERMINALS CONNECTION WIRING IN CONTROLLER
P4
TRANSMISSION CABLE CIRCUIT (RS - 485) FOR DUPLEX CONNECTIONS WITH EXTENSION MB1 AND AMB2
PINS
PIN 103 PIN CONNECTION HYDRAULIC ELEVATORS WITH SPECIAL AGGREGATE
PIN RME PIN CONNECTION TIMER FOR RME (HYDRAULIC ELEVATORS WITH INTERLOCK MAGNET)
PIN 207 PIN CONNECTION WITH LEVELLING DEVICE 538. INDICATOR LIGHT BETWEEN FLOORS

MAJOR COMPONENTS AND THEIR FUNCTION
FUNCTION OF RELAYS AND VARISTORS (VOLTAGE LIMITERS)
Relays
RB : Descent.
Active when car initiates or realises a descent, 24V dc. With red indicator light.
RCAB : Car call.

Deletes car calls during inspection (terminal 109), 24V dc.
RBEXT : Hall call.

Deletes hall calls (terminal 110), 24V dc, if jumper J3 is fixed (configuration Universal) and
relay is connected during service of elevator.
RET : Start (hydraulic elevators).

Ventilation (traction elevators), 24 V dc.
RPA : Control relay RZS.

Connected directly at microprocessor, permits connection of RZS, each time that the safety
contact CPS (terminals 00, 103) is closed, 24V dc.
RLB : Indicator light descent, 24V dc.
RLDO : Indicator light free (not active) and occupied (active), 24V dc.
RLS : Indicator light ascent, 24V dc.
RM : Run.
Active when car is moving, 24V dc. With red, flashing indicator light.
RMP : Door circuit.

Relay with 110V ac which is activated when ‘semiautomatic’hoistway doors are closed, if
contacts of safety circuits have been closed previously. With indicator light: Exactly on cen-
tral digit of PCB MicroBASIC display.
RMR : Inspection.
Active during inspection control, 24V dc. With red indicator light.
RMT : Voltage applied to control.

There are 3 relays. Active during normal operation. Not active during emergency control
‘hydraulic elevators’24V dc. With green indicator light.
ROPA : Relay opening of automatic door, gives command to open doors.
ROPC : Relay closing of automatic door, gives command to close doors.
RS : Ascent.
Active when car initiates or realises an ascent, 24 V dc. With red indicator light.
RVR : High speed.

Active during high-speed run of car. No activation if elevator is equipped with speed regulation

MAJOR COMPONENTS AND THEIR FUNCTION
RZS : Safety zone.

Active when contact CPS ‘terminals 00, 103’is closed, and microprocessor commands
bridging of door circuits, interlocks and car doors. This occurs when car is in unlocking zone
(and the safety contact or circuit connected to terminals 00 and 103 is closed). If, in this case,
the car is running in slow speed, control starts advanced door opening (levelling with open
doors). This also happens during re-levelling with open doors. 110V ac.
Varistors (voltage limiters)
V3, V4 and V5: Varistor 275V ac.
A protection filter has been developed for the MicroBASIC printed circuit board. If supply with 220V ac
for energising of board is higher than varistor voltage, this protection filter brings about the activation of
the thermomagnetic switch. If the voltage value of 220V ac increases with respect to grounding, the
filter causes activation of differential switch.
V8 : Varistor 36V dc.
Protects 24V entry for supply of logic part of board. Blows (FT) if voltage exceeds nominal voltage of
varistor, and thereby prevents circuits from being damaged.
V9 : Varistor 36V dc.
Protects 24V entry for supply of other circuits which use MicroBASIC printed circuit board, receiving 24
V dc from it. Blows (FT) if voltage exceeds nominal voltage of varistor, and thereby prevents circuits from
being damaged.

Chapter 3 CONFIGURATION AND ADJUSTMENT OF PARAMETERS
ELEMENTS FOR CONFIGURATION
Microswitch bank SW1 and PL1 button are used for adjusting the parameters in the controller. They
are situated in the upper left-hand area of the PCB MicroBASIC printed circuit board. By means of them
the chosen parameter value may be indicated on the display with 3 digits.
DIL Switches
RUN Mode. Bank of [ SW.1 ] PROGRAM Mode. Bank of [ SW.1 ]
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
ON ON
OFF OFF
MICROSWITCH ( 1 ) IN (OFF) POSITION MICROSWITCH ( 1 ) IN (ON) POSITION

NORMAL FUNCTIONING MODE OF ELEVATOR FUNCTIONING MODE INPUT OF CONFIGURATION
PARAMETERS
METHOD FOR PARAMETER ADJUSTMENT
General method for adjustment of parameters:
Disconnect controller (thermomagnetic switch [ IG ]) and check which type of parameter shall be
altered. In RUN mode (Microswitch no. 1 [ OFF ]), only 3 parameters may be changed, whereas in
PROGRAM mode (Microswitch no. 1 in [ ON ] position), more than 20 different parameters may be
altered.
RUN mode is used if only one of the timers (TG, TE oder MTR) is meant to be changed. For this
purpose microswitch no. 1 is brought in (OFF) position. By means of the 7 remaining microswitches the
exact time of each timer may now be defined. Once the microswitch positions are fixed, control is once
again activated (thermomagnetic switch [ IG ]), and the elevator begins normal service, operating
according to the new timer values.
PROGRAM mode is used for changing any other parameter. For this purpose, microswitch no. 1 is
brought in (ON) position and the controller is connected (thermomagnetic switch [ IG ]). Subsequently,
PCB MicroBASIC starts showing information on the three-digit display. The following steps occur in the
PROGRAM mode. Once the parameters are changed, control is once again disconnected, RUN mode is
actuated and timer values are defined (see previous paragraph). Finally, control is re-activated, and
elevator begins normal service. That is, after changing one parameter in PROGRAM mode, control must
be disconnected, RUN mode must be selected, and timers must be adjusted. Finally, control is once
more connected.
RUN Mode
Normal functioning mode of elevator. Select by bringing microswitch no. 1 (microswitch bank SW1)
in [OFF] position, pointing upwards). In this mode, 3 parameters may be adjusted by means of the other
7 microswitches:
TG General timer (microswitch 2 - 3 - 4), timer which defines the following points:
• maximum door closing time (detection interlock error).

• time passing between end of run and initiation of the following (collective selective operation).
In the universal functioning mode, this value corresponds with value of car timer.
Chart : Parameter selection [TG]
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1

ON ON 5 Seg. ON 6 Seg. ON 7 Seg.
OFF 2 Seg. OFF OFF OFF
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1

ON ON ON ON
OFF 8 Seg. OFF 10 Seg. OFF 12 Seg. OFF 15 Seg.

CONFIGURATION AND ADJUSTMENT OF PARAMETERS
ABOUT [MTR] TE Hall call timer (microswitches 5 - 6).

MAXIMUM RUNNING TIME
By means of parameter 23, Once the general timer is finished, this timer records the time, from which the elevator serves a
‘PROGRAM mode’, these times hall call without previously chosen direction. In universal functioning mode this timer coincides with
may be tripled (special situations). the classical hall call timer.
Chart : Parameter selection [TE]
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1
ON ON 4 Seg.
OFF
2 Seg. OFF
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1
ON ON
OFF
6 Seg. OFF
10 Seg.
MTR Maximum running time (microswitches 7 - 8).
Defines maximum running time of elevator between two consecutive floors. If this value is
exceeded, there is an error concerning maximum running time. This points to an abnormal functioning
situation (for example rope slip on traction sheaves).
Chart : Parameter selection [MTR]
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1
ON ON 12 Seg.
OFF
8 Seg. OFF
1 2 3 4 5 6 7 8 SW1 1 2 3 4 5 6 7 8 SW1
ON ON
OFF
16 Seg. OFF
20 Seg.
PROGRAM Mode
In order to enter PROGRAM mode, microswitch no. 1 must be changed into ‘bank SW1 [ON] position,
pointing upwards’. In PROGRAM mode, more than 20 parameters may be changed, by means of which
the control functions of the installation may be adapted with accuracy.
Control parameters are always adjusted at the factory. Their values are functionally adapted to the
characteristics of the order. On one page of this document, the parameter values are listed, as adjusted
at the factory. That is, under normal conditions it is unnecessary to modify parameters in the PROGRAM
mode.

Modification of parameters (PROGRAM mode), using :
• Switch bank SW1
Microswitch .............................. No. 1 ............................ always in [ON] position PROGRAM mode.

Microswitch .............................. No. 2 - 3 - 4 - 5 - 6 ...... defines binary number of parameter.
Microswitch .............................. No. 7 - 8 ...................... defines new value of selected parameter.
ON
SW.1
OFF
1 2 3 4 5 6 7 8
In ( ON ) position
PROGRAM mode
Defines binary Defines new value of

number of parameter : selected parameter :
ON Parameter ( 0 ) ON
Value ( A )
OFF OFF
2 3 4 5 6 7 8
ON Parameter ( 1 ) ON Value ( B )
OFF OFF
2 3 4 5 6 7 8
ON Parameter ( 2 )
ON
Value ( C )
OFF OFF
2 3 4 5 6 7 8
ON
Value ( D )
OFF
ON
Parameter ( 31 ) 7 8
OFF
2 3 4 5 6
• PL1 Button
Once the number of the parameter and its new value have been selected, they are memorised by
pressing of button on PCB MicroBASIC .
• 3 - digit display
In PROGRAM mode, digits on left-hand side and in center indicate the number of the recently
selected parameter, the digit on the right-hand side represents the memorised value of this parameter.
That is, the new value only appears as digit on display, once it has been defined and once PL1 button
is pressed, as by pressing the button the new value is memorised :
Actual value of selected parameter :

Selected parameter. Possible values :
Possible values : (A)(B)(C)(D)
( 00 ) ( 01 ) ... ( 31 )

DESCRIPTION OF PARAMETERS
PARAMETERS ADJUSTABLE IN PROGRAM MODE :
PARAMETER [ 0 ] [ 1 ] : Number of floors of the installation.
Functional adjustment of parameter No. 0 and parameter No. 1 to number of floors.
Chart : Adjustment of parameters [ 0 ] [ 1 ]
FLOORS 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
PARAMETER [0] B C D A B C D A B C D A B C D
PARAMETER [1] A A A B B B B C C C C D D D D
PARAMETER [ 2 ] : Floor on which fireman’s key switch is located.
Value A : Key switch on lowest floor (first floor).

Value B : Key switch on 2. floor.
Value C : Key switch on 3. floor.
Value D : Key switch on 4. floor.
PARAMETER [ 3 ] : Type of hoistway doors.
Value A : Semiautomatic hoistway door (irrespective of whether there are car doors, or whether there
are none).
Value B : Automatic hoistway door.
Value C : Mixed, for all semiautomatic doors and for one (defined through the main floor) automatic
door.
PARAMETER [ 4 ] : Function.
Value A : Only 1 or 2 hall calls are accepted (Simplex or Duplex, respectively). Function according to
number of floors:
Up to 10 floors: Connection of calls identical with selective control, descent. Possibility of

memorising 1 car call. Signalisation of hall calls (levelling) is equivalent to registration of hall
calls.
From 11 to 16 floors: Special connection of calls. See diagrams. Only 1 car call is accepted.
Hall call signalisation «levelling» may be procured by adding a MS-MPX printed circuit board
controlled by terminals 117, 118, 119 and 120 of parcel CH1 (PCB MicroBASIC).
Maximum number of calls :

Simplex : 16
Duplex : 16
Value B : Selective control, descent.

Maximum number of floors :
Simplex : 10
Duplex : 10
Value C : Mixed selective control.

This value is valid for Simplex and Duplex elevators, versions inferior to MB134, and for Duplex
from this version onwards (inclusively). In functioning mode ‘mixed selective control’, several
lower floors may be defined as ‘selective control, ascent’, defining the others as ‘selective
control, descent’. Parameter no. 6 defines how many lower floors belong to ‘selective control,
ascent’. It may be that the highest floor of those defined as ‘selective control, ascent’receives
a call in the ascent and descent mode, the lower ones with call ‘ascent’, and the higher ones
with call ‘descent’(see value B of parameter No. 5).
Maximum number of floors:
(1 call button on floor ‘descent’) 10; (2 call buttons on floor ‘descent’) 9.
Wert D : Selective control, ascent and descent.

Maximum number of floors :
Simplex : 6
Duplex : 10

PARAMETER [ 5 ] : Type of installation.
Value A : Simplex.
Always fix this value in elevators with Simplex universal control, ‘selective control, descent’,
‘selective control, ascent and descent’, or ‘mixed selective control’with only 1 call button on
floor «descent» (this floor must be the highest with hall call, ascent).
See value C of parameter 4.
Value B : Simplex, mixed selective control, 2 calls, descent.
This value may only be selected if the value of parameter 4 is (C): Elevator ‘Simplex, mixed
selective control’. By means of this parameter several lower floors may be defined as ‘selective
control, ascent’, defining the others as ‘selective control, descent’.
Value B is selected if the highest floor of ‘selective control, ascent’(as a rule, floor «descent»)
is to be provided with a double button: ascent and descent. Thus, calls below this level will be
‘ascent’calls, and calls above this level will be ‘selective control, descent’. In this situation,
the maximum number of floors is 9.
Value C or
Value D : Elevator 1 or elevator 2 in Duplex.
If control is Duplex, one PCB MicroBASIC must be configured with value C, and the other with
value D. The assignation is indifferent, with the exception of ‘Duplex, ascent and descent’(value
D for parameter 4), as hall calls ‘descent’will be connected in (elevator 1), and hall calls ‘ascent’
in (elevator 2).
PARAMETER [ 6 ] : Number of floors ‘ascent’in ‘mixed selective control’.
Value A : 2 floors.
Value B : 3 floors.
Value C : 4 floors.
Value D : 5 floors.
Defines the number of lower floors with ascent button in the configuration ‘mixed selective
control’(see value C of parameter 4). Floors above the defined floors are provided with descent
buttons. If the value of parameter 5 is B ‘mixed selective control, 2 descent buttons on floor’,
the highest floor of those defined in parameter 6, there must be 2 call buttons, ascent and
descent. Floors above this floor are defined as ‘descent’.
See examples :
PARAMETER CONNECTION HALL CALLS (CH1)
4 5 6 111 112 113 114 115 116 117 118 119 120
C A B
MIXED SIMPLEX 3 F lo o r s Floor Floor Floor Floor Floor Floor Floor Floor Floor Floor
1 2 3 4 5 6 7 8 9 10
B C
C
MIXED SIMPLEX 4 FLOORS Floor Floor Floor Floor Floor Floor Floor Floor Floor Floor
2 ON «DESCENT»
1 2 3 4 5 6 7 8 9 10
B
C A
MIXED SIMPLEX 2 FLOORS Floor Floor Floor Floor Floor Floor Floor Floor Floor Floor
2 ON «DESCENT» 1 3 4 5 6 7 8 9 10
2

PARAMETER [ 7 ] [ 8 ] : Number of floors in lower and upper zone, respectively (asymmetric elevator)
Value A : 0
Value B : 1
Value C : 2
Value D : 3
This function is only valid for Duplex installations. It facilitates definition of how many floors one of the
two elevators does not serve in the lower zone (parameter 7) or in the upper zone (parameter 8), with
respect to the other elevator. Value A is selected for the elevator which arrives at all floors. The elevator
which does not serve any floor receives value B, C, or D.
IMPORTANT NOTE
Both PCB MicroBASIC must have the same value for parameters 0 and 1 (number of floors
of the installation), corresponding to the number of floors of the elevator which serves all
of these.
In an asymmetric elevator, the terminals for connection of car calls corresponding with the floors not
served must be free. That is, if an elevator is asymmetric on 2 floors in the lower zone, terminals 111
and 112 of plug CC1 remain free.
PARAMETER [ 9 ] : Type of elevator
Value A : Traction elevator 1 or 2 speeds.

Note: Jumper J2 must always be fixed in value A, B and C, as well as in D, except in traction
elevators with 1 speed.
Value B : Hydraulic elevator.
Value C : Traction elevator speed regulation with 3VFMAC1, change 1C .
Value D : Traction elevator speed regulation with 3VFMAC1, change 2C .
PARAMETER [ 10 ] : Auxiliary timer
For traction elevator. Timer for ventilation:
Value A : 5 sec.
Value B : 10 sec.
Value C : 18 sec.
Value D : 30 sec.
For hydraulic elevator. Timer delta connection:
Value A : 0,2 sec. Select this value in case of direct start.

Value B : 1 sec.
Value C : 2 sec.
Value D : 3 sec.
PARAMETER [ 11 ] : Functions auxiliary entries
Facilitates definition of specific functions of auxiliary entries, terminals ( j ) and ( k ) of terminals P2, and
PIN no. 20 of terminals P3.
Value A : PIN ( j P2 ). STOP Function.

If voltage on this PIN (+24) disappears, the controller immediately stops the elevator and
remains in this condition, until once again energised, and until a car call is pressed, producing
a return to normal service. During the described period no hall calls are served.
PIN ( k P2 ): Unlocking zone for realisation of re-levelling.

Once control decides to start re-levelling (hydraulic elevator), it analyses the voltage value on
this PIN. If there is no voltage, it ‘understands’that the elevator is below floor level and initiates
re-levelling in upward direction.

If there is a voltage of 24V dc, control knows that the elevator is above floor level and starts
re-levelling in down direction. See parameter no. 24.
PIN No. 20 ( P3 ) : Door close button.

As soon as voltage 24V dc is applied to this PIN, the door opening timer is switched off, and
closing of door is initiated immediately (only if there are car calls). Make sure that voltage
appears on this pin ‘door close button connected’, when door is fully opened. Instead of the
procedure described above, doors with three-phase door drive motor must be provided with
a contact (normally closed) of the door opening relay.
Value B : PIN ( j P2 ) STOP Function.
See value A, PIN ( j P2 ).

PIN ( k P2 ) : Unlocking zone for re-levelling.
See value A, PIN ( k P2 ).
PIN No. 20 ( P3 ) : Operation emergency power aggregate.

As soon as voltage 24V dc is applied to this pin, control knows that it is being supplied by an
emergency power aggregate (not by mains). Depending on the value of parameter no. 12,
control will now initiate one or the other action.
Value C : PIN ( j P2 ). STOP Function.
See value A, PIN ( j P2 ).
PIN ( k P2 ). Unlocking zone for re-levelling.

See value A, PIN ( k P2 ).
PIN No. 20 ( P3 ). Command to initiate re-levelling.

PCB MicroBASIC initiates re-levelling, once the following factors occur simultaneously:
A) Car is between floors.
B) PIN no. 20 is energised with 24V dc.
If parameter 11 is given any other value, re-levelling is already initiated once a) ‘car is out of
service’.
Value D : PIN ( f P2 ). Outlet for gong relay.
Actuates gong at arrival on floor.
PARAMETER [ 12 ] : Type of aggregate ( hydraulic elevator)
Value A : Standard.
Value B : Kleeman.
Delays power failure of pump behind floor on which car is stationed (ascents) for 1 second.
In this case, control is provided with a special circuit for internal connection.

PARAMETER [ 13 ] : Functions auxiliary outlets
Facilitates definition of the specific functions of auxiliary outlets, PINs (h) and (i) of terminal block (P2).
Value A : Levelling, interlock magnet.
PIN (h/ P2) activates the relay for the neutral feeder of the signal voltage of ‘levelling’. It is
activated while elevator is moving in slow speed, and remains activated after end of run, until
timer (TG) is finished.
.
PIN (i /P2) activates a relay which in turn actuates the interlock magnet.
Value B : Levelling and standstill, interlock magnet.
PIN (h /P2) activates the relay for the neutral feeder of the signal voltage of ‘levelling’and
‘standstill’. It is activated while elevator moves in slow speed, and remains activated after end
of run, until timer (TG) deactivates after end of operation ‘levelling’. It is also activated whilst
elevator is situated at floor-level, without starting a run (standstill).
PIN (i /P2) activates a relay which in turn actuates the interlock magnet.
Value C : Travel-direction indicator, (arrows), interlock magnet.
PINs (h) and (i / P2) activate two relays for the neutral feeder of the travel-direction indicator
for descent and ascent. Parameter No. 20 facilitates definition of different functional logics
for the travel-direction indicator.
PIN (g/ P2), PIN for signalisation (complete), except if this value is activated temporarily and
deleted afterwards, during use of this PIN for connection of a relay which in turn actuates the
interlock magnet.
Value D : PIN (h /P2) for special hoistway signals, basically for elevators with universal function.
Signal remains permanently luminous if semiautomatic door is open (contact of ‘doors open
circuit’).
Intermittent signal, with intervals of 1 sec., during movement of elevator.
In other situations, signals are not active.
PIN ( i / P2 ) activates relay which actuates interlock magnet..
PARAMETER [ 14 ] [ 15 ] : Main floor
Functional adjustment of parameters 14 and 15 to floor defined as main floor :
Chart : Adjustment of parameters [ 0 ] [ 1 ]
FLOORS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
PARAMETER [0] A B C D A B C D A B C D A B C D
PARAMETER [1] A A A A B B B B C C C C D D D D

PARAMETER [ 16 ] : Time of return to main floor
Control permits return of elevator to floor defined as main floor (floor defined in parameter 14 and
parameter 15), after a certain amount of time has passed. It is possible to initiate this function only
when elevator is situated on certain floors (see parameter 17).
Value A : Return function to main floor not initiated.
Value B : Return function initiated immediately after completing service of memorised calls.
Value C : Return after 1 minute without operating.
Value D : Return after 9 minutes without operating.
PARAMETER [ 17 ] : Floors on which return to main floor is initiated
The function of return to main floor may be limited to a fixed number of floors on which elevator is
situated.
Value A : Function of return to main floor is initiated, irrespective of the floor on which elevator is situated.
Value B : Function of return to main floor is initiated only if elevator is on the next floor in down direction.
Value C : Only in case of the two next floors in down direction.
Value D : Only in case of the three next floors in down direction.
Note: In case of hydraulic elevators, the following parameter values become obligatory for
compliance with standard EN - 81.2 :
• Parameter 14 • Value A.
• Parameter 16 • Value D.
For return to lowest floor after passing of 9 minutes.
PARAMETER [ 18 ] : Deceleration for re-levelling
Time during which elevator must be situated between floors, for initiation of re-levelling.
Value A : 0.5 sec.

Value B : 1 sec.
Value C : 2 sec.
Value D : 5 sec.
PARAMETER [ 19 ] : Deletion of car calls
Control is provided with different functions for deletion of car calls. Multiple car calls may occur, due
to improper handling of operating panel (example: 1 single passenger presses all car buttons).
Value A : Without deletion.

If this value is selected, control does not take any action in case of multiple car calls.
Value B : No deletion during reversal of door circuit or photoelectric cell contact.
If, by means of this system, control discovers that in 2 consecutive runs of an elevator, there
has been no opening of door circuit or actuation of photoelectric barrier (in series with door
open button), all car calls are deleted, as nobody has entered or left car during both runs.

Value C : Maximum number of car calls: 3.

Limits number of car calls which may be registered by control.
Value D : Maximum number of car calls: 6.

Limits number of car calls which may be registered by control.
PARAMETER [ 20 ] : Options for travel-direction indicator
Value A : The travel-direction indicator is activated while elevator is moving in one direction and calls
not yet served are memorised, during slow speed and until start for serving of next call
(moment at which it is deactivated). If there are no calls not yet served, both arrows remain
luminous, until timer (TG) is finished.
Value B : Equivalent to value A, with the exception that both arrows remain luminous indefinitely if there
is no memorisation of calls not yet served.
Value C : Equivalent to value B, with the exception that both arrows are deactivated, if there is no
memorisation of calls not yet served.
PARAMETER [ 21 ] : Return floor
Initiates return control for correction, at activation of elevator or in case of miscorrection between floors.
Possible options:
Value A : Correction on the lowest floor.

Value B : Correction on the highest floor.
PARAMETER [ 22 ] : Levelling with open doors
Initiation of preopening function of doors during levelling:
Value A : Not active

Value B : Active
PARAMETER [ 23 ] : Tripling time timer MTR (maximum running time and triple), TG (general timer)
Option only applicable to installations with very long running times between two consecutive floors
(more than 20 seconds).
Value A : No. Normal option (values indicated in section RUN mode).
Value B : Yes. The new values for MTR are 24, 36, 48, and 60 seconds.
Value C : Triples times selected in TG, section RUN mode.
Value D : Triples MTR and TG.
PARAMETER [ 24 ] : Decision criterion for re-levelling direction
In this parameter, the decision criterion for direction of movement during re-levelling is defined.
Value A : Re-levelling function disconnected.

Value B : For terminal.

Depending on the presence or absence of voltage on PIN K (terminals P2), re-levelling will be realised by
control in one direction or the other :
• No voltage on PIN K .................. re-levelling in up direction.

• 24V dc on PIN K ........................ re-levelling in down direction.
PARAMETER [ 28 ] : Viewing of parameters
By pressing PL1 all parameters introduced sequentially may be viewed in this parameter.

Chapter 4 INFORMATION OFFERED BY CONTROL
There are three ways in which all information offered by control, concerning installation, condition
of components, etc., is supplied by PCB MicroBASIC :
• Indicator lights (LEDs).

• Display with 3 digits, controlled by button.
• Outlet for position indicator: Each time the position indicator in car (or hoistway) alternatively displays
the two lower (lowest) floors, there is information about a grave error of the installation, which leads
to a complete stop of the elevator.
INDICATOR LIGHTS
PCB MicroBASIC
D3 D2 D1
NO LEVEL EMERG
SC SP IMP
DL11 DL7
+5V
DL9
DL10
+24V
DL8 RM DL1 RB RS RVR
RMT DL5 RMR DL3 DL4 DL6
POINTS ON THE DISPLAY
IMP : Entry of pulses from pulse generator.

At appearance of voltage 24V dc on terminal 203, indicator light is switched on. In case of
correct functioning, this happens 2 times, while car is moving from one floor to the next
(including lowest and highest floor).
SP : Active when door circuit (and the previous safety contacts) are closed. That is, terminal 104
is energised with a voltage of 110 Vac.
SC : Active when all circuits are closed. That is, terminal 106 is energised with a voltage of 110Vac.
VOLTAGE VALUES
5V : Active if there is a voltage of 5V dc for supply of microprocessor zone. In case of no voltage,

check fuse (FT).
24V : Active if there is a voltage of 24V dc for supply of the relay actuation zone, as well as of all
components of the installation which work with this voltage. In case of no voltage, check fuses
(FF1) and (FF2).

INFORMATION OFFERED BY CONTROL
NO LEVEL : Green indicator light.

Active while elevator is not on floor-level, levelling device closed: Terminal 207 connected
to 0V dc.
EMER : Red, intermittent indicator light.

Only for hydraulic elevators, during operation of emergency control and only if, at initiation
of emergency operation, the following points are accurate:
• Battery voltage is adequate (> 10 V dc) at disconnection of mains supply.
• All safety contacts and circuits closed
• Elevator is not on floor-level (jumper J1 fixed), or contact CFE, connected between
terminals 5 and 0V dc, is closed (jumper J1 not fixed).
RMT : Green indicator light.

Active during normal operation of controller. If fuses (FF1) and (FF2) blow, indicator light
is switched off. Its condition informs about the condition of relays (RMT1, RMT2 and RMT3).
RM : Red, intermittent indicator light.

Active during movement of elevator. Informs about the condition of run relay (RM).
RMR : Inspection control connected.

Active in case of voltage 24V dc on terminal 208 (inspection switch activated).
Informs about the condition of relay (RMR).
RB : Active at initiation or realisation of a descent.

Informs about the condition of relay (RB).
RS : Active at initiation or realisation of an ascent.

Informs about the condition of relay (RS).
RVR : Active during initiation or realisation of a high-speed run. Informs about the condition of
relay (RVR).
DISPLAY WITH 3 DIGITS
• On the 3-digit display, full information about a multiplicity of data concerning the elevator is indicated.
• Denomination of digits :
A B C
Display on
PCB MicroBASIC
INDICATION OF SPECIAL INFORMATION
Specific information is provided in special situations :
• Activation of control: At activation of control the number of the software version is displayed for 3
seconds. Always indicate the number of the respective software version when contacting the MP
group about any technical problem concerning control.
• Return process ‘correction’: While elevator is being returned, ‘effects correction at final floor’,
information concerning position of elevator appears on display (flashing).
• Error in installation: Irrespective of the information actually on display, any error occuring in the
installation is displayed, until ‘PL1 ’button is pressed. The error remains memorised, for later display.

STANDARD INFORMATION
Different blocks of information are shown on display. In order to proceed from one block to the next,
press ‘PL1 ‘button for a short time. Once the last block is on display, renewed pressing of button leads
to return to 1. block of information:
Block 1 :
• Car position.
• Reasons preventing movement of car.
• Floor and type of call served by car.
Block 2 : Memorised car calls.
Block 3 : Memorised hall calls ‘descent’.
Block 4 : Memorised hall calls ‘ascent’.
Block 5 : Conditions of elevator components.
Block 6 : Memorised errors.
DESCRIPTION OF BLOCKS OF INFORMATION
Block 1 : Alternating information about position of car.
0 X
Position of
(0) indicates viewing of
car
position of elevator
• Viewing of information while elevator is not moving: Number of the component which mainly
prevents movement of elevator, and position of elevator, are displayed alternatingly.
0 X
No. of installation component the

The (A) indicates the condition of which prevents movement
component which mainly of elevator
prevents movement of elevator
• Display of information during movement of elevator: Alternating information about type of call and
floor served by elevator, and about actual position of elevator :
SERVES CAR CALL ON

FLOOR 7
SERVES HALL CALL ‘DESCENT’ON

FLOOR 8
SERVES HALL CALL ‘ASCENT’ON

FLOOR 4

Block 2 : Informs cyclically about all memorised car calls. The following figure shows the manner
in which car calls to floors 2, 5 and 9 appear on display :
1 sec. 1 sec.
Block 3 : Informs cyclically about all memorised hall calls ‘descent’. The following figure shows
the manner in which memorised hall calls ‘descent’to floors 3, 7, 8 and 10 appear on
display :
1 sec. 1 sec. 1 sec.
Block 4 : Informs cyclically about all memorised hall calls ‘ascent’. The following figure shows the
manner in which memorised hall calls ‘ascent’to floors 1 and 6 appear on display :
1 sec.
1 sec.
Block 5 : Conditions of elevator components. This block contains information about the conditions
of the different components of the installation. Each component is provided with a
number. If this number is flashing, the respective circuit is open, not active; if the number
is not flashing, the circuit of the component is closed or connected. Once this block is
entered, indication is as follows :
N o in f o r m a tio n is d is p l a y e d
in th e s e d i g i t s
If you wish to enter this block, wait 2 seconds until appearance of the following :

IMPORTANT NOTE T h a t is , in f o r m a tio n is b e in g p r o v id e d c o n c e rn in g t h e c o n d itio n o f c o m p o n e n t n o . 1 . B y p re s s in g

ABOUT VIEWING o f ‘ P L 1 ‘ b u tto n t h e o t h e r c o m p o n e n t s m a y b e v ie w e d c o n s e c u tiv e ly, u n til th e la s t o n e i s r e a c h e d .
A t re n e w e d p r e s s in g o f b u tto n t h e ( E ) a p p e a r s w i t h o u t i n f o r m a tio n . If b u tto n is n o t p r e s s e d a g a in
If digits are blinking, condition of
component is contrary to value indicated a fte r w a r d s , w e r e m a in in b lo c k 5 ; if b u tto n i s p r e s s e d o n c e a g a in , w e e n te r b l o c k 6 :
in chart.
(•)
DO NOT PRESS PRESS

PRESS
PRESS
PROCEED TO
NEXT BLOCK
L e a v e ‘ P L 1 ‘ b u tto n p r e s s e d fo r s e v e r a l s e c o n d s , i n o r d e r t o a r r i v e a t p o i n t ( • ) m o r e q u i c k l y .
VIEWING OF CONDITIONS OF ELEVATOR COMPONENTS
Number of elevator component:

The (E) indicates Not flashing: Circuit closed or connected
condition Flashing: Circuit open or disconnected
Block 6 : Memorised errors and defects.

In this block, the last 64 errors and defects which have occured in the installation may
be viewed. At occurence of a new error it appears on display, irrespective of the block
which is actually being viewed, and is memorised on PCB MicroBASIC. In the process,
the oldest memorised error is deleted (if already 64 errors were memorised).
At entry into this block of information the error which has occured last appears first. This
means that the errors indicated start with the youngest and finish with the oldest. Each
error is provided with a number informing about its age. Accordingly, error no. 3 must
have occured after no. 5.

TECHNIQUE OF REPRESENTATION OF ERRORS
PREVIOUS FOLLOWING
BLOCK PRESS PRESS BLOCK
DO NOT PRESS
1 sec.
1 sec.
ERROR CODE FLOOR ON WHICH ERROR

AGE OF ERROR OCCURED
01 : LOWEST FLOOR
• The following information is displayed cyclically, with an interval of 1 second :
A) Age of error and error code.

B) Floor on which it occured.
• If (PL1) button is pressed for less than 1 second, the next error (older than the previous one) appears,
and so forth.
• If (PL1) button is pressed permanently at display of any error, the following appears :
FOLLOWING
BLOCK
PRESS
DO NOT PRESS
VIEWING
OF
ERRORS
• B y re le a s in g o f b u t t o n a n d r e n e w e d p r e s s in g t h e f o l l o w i n g b l o c k i s e n t e r e d .

Chapter 5 CONTROL FUNCTIONS
This chapter deals with the following points:
• Basic functional steps

• Description of special functions
• Functional problems
Knowledge of the information offered by control, listed in detail in chapter 4, is prerequisite for any
practical use of the following information. The information offered by control appears in the shape of
indicator lights (LEDs), and on displays with 3 digits.
BASIC FUNCTIONAL STEPS

Luminous sequence
Actuation of main switch ‘IG’leads to the following :
• LED indicator light (DL9) + (5V) on, red: supply in microprocessor zone.
• LED indicator light (DL10) + (24V) on, red: supply with 24V dc.
• LED indicator light (DL8 , RMT) on, green: supply with 24V dc correct.
These 3 LED indicator lights must always be active during normal operation. In the course of 3 seconds
after the luminous sequence, a number corresponding with the software version appears on the 3
displays. Always keep this number ready when contacting the MP group (technical department).
Return control (connection on final floor)
Characterised by the following points:
The information of block 1 indicated on display is blinking, during movement the following appears :
Both indications are blinking.
1 sec.
Criterion direction of correction
If car is situated on intermediate floors, correction is effected on furthest floor, as defined in parameter
no.21 (value A: lowest floor; value B: highest floor).
If car is situated in outer zones (upper or lower), with open prelimit switch and without levelling (contact
207 ÷ 0V dc closed) :
• Lower prelimit switch open: car is sent to 2. floor.

• Upper prelimit switch open: car is sent to penultimate floor.
If car is situated in outer zones (upper or lower), with open prelimit switch and with levelling (contact
207 ÷ 0V dc open), there is no movement of the elevator, and in 1. block of information (position of
elevator) the position of the elevator is indicated.
After completion of return control, information is displayed in block 1 (position of elevator), not flashing.
Return control always begins after luminous sequence, when the elevator undergoes a miscorrection
(example: through lack of pulses), and after completion of an inspection control.
All other indicator lights and relays are connected as in normal control.

CONTROL FUNCTIONS
Normal control
Once the elevator is stopped, the following information alternatingly appears on the displays:
• In case of semiautomatic hoistway doors.
1 sec.
ACTUAL
POSITION
OF CAR
• In case of automatic hoistway doors.
1 sec.
ACTUAL
POSITION OF
CAR
In the first case, there is indication of door circuit being closed (central point on display active): SP
(door circuit), and of there being no possibility for starting, as door contacts are not closed (A08);
logical, as in this case, there is no closure (whereby interlock magnet is actuated or car doors are
closed), as long as there is no door movement.
In case of automatic hoistway doors, door circuit is bridged (central point on display always active). At
closing of interlock circuit, display-point on left-hand side is activated. This is normally the case, as
elevator is stationed with closed doors. The information (AAA) shows that elevator is ready for service
and capable of realising any requested run.
It may happen that the information does not appear as described above. For example:
• The central display-point is not active (SP): indicates that door circuit is open.
• (A08) or (AAA) do not appear: another cause prevents readiness for service (example: (A07)
photoelectric barrier in car covered). See code chart/components which prevent run of elevator in
chapter 5.
If a call is actuated in this situation, and the elevator is ready to serve this demand, the normal
sequence is as follows:
• Closure of car door and actuation of interlock magnet. For this purpose, relay (ROPA) is deactivated,
and relay (ROPC), as well as high-speed relay (RVR, LED DL6), are activated. In case of traction
elevators, relay ascent (RS, LED DL3) or relay descent (RB, LED DL4) are activated, whereby the
corresponding contact (relay) is connected. If there is an interlock magnet, the external relay of PCB
MicroBASIC, (RLE), is connected. In case of hydraulic elevators, only relay (RLE) which actuates the
interlock magnet is connected.
• Once all circuits are closed (display-point on left-hand side active, interlock circuit), relay ‘RM’, with
intermittent, red LED indicator light: ‘DL5 ’, is activated. In case of hydraulic elevators, ‘RS, with
DL3 LED indicator light’or ‘RB, with DL4 LED indicator light’, is activated.
In case of hydraulic elevators, relay (RET, without LED indicator light, in the upper left-hand corner of
the relay block on PCB MicroBASIC) produces the delay between the main switch relay (CG) and run
(CM, direct start) or the time of the star phase (star/delta start).
• During movement, information block 1 on displays alternatingly shows actual position of elevator,
and type of call as well as floor served.
Between two floors, the photoelectric barrier (fork) receives 2 pulses each time. These appear on the
display-point on the right-hand side (IMP). Furthermore, the DL11 (NO LEVEL) LED indicator light is
active (green) the whole time, with the exception of the short moment of levelling at each stop.

CONTROL FUNCTIONS
• At change of speed (once the last pulse of the photoelectric barrier (fork) is reached), relay (RVR,
LED DL6) is deactivated. During the whole distance in slow speed, information block 1 of the displays
has the following indication :
1 sec.
ACTUAL
POSITION
OF CAR
• Once the point of levelling is reached (contact 207: 0V dc, open), LED indicator light (DL11 NO LEVEL)
is switched off and relay (RM, intermittent LED indicator light DL5) drops. Shortly afterwards, relay
ascent RS, red LED indicator light (DL4) or relay descent (RB, LED indicator light DL3) also drops.
Inspection control
Inspection control is initiated by actuation of inspection switch. By means of this switch the circuit
between terminals 24V dc and (208) is closed:
• Relay of PCB MicroBASIC is activated (RMR, LED indicator light DL1).

• Any activity of control just taking place is stopped.
• Car and hoistway doors (if open) are closed.
• Block 1 of the displays has the following information:
1 sec.
INDICATES THAT
INSPECTION CONTROL IS
OPERATING
• If, for example, (A06) appears instead of (AAA), information is provided that car may not be moved
in inspection control, as door circuit is open, see relation between codes/ the component which
prevents movement, in document 4.
In order to make the elevator move in inspection control, the same point (terminal) (208) is used as
operating panel (ascent and descent) which at actuation of buttons for last and first car call, respectively,
is supplied with (24V dc).
PLEASE NOTE .. ! : During inspection control, elevator may not be moved further than prelimit
switches; that is, once, during ascent, the upper prelimit switch is reached, the elevator stops and is
only able to continue in down direction.
• Indication of information on display (block 1). At pressing of ascent the following appears :
1 sec.
CAR MOVES UPWARDS DURING INSPECTION

CONTROL FUNCTIONS
ABOUT INSPECTION • At pressing of descent the following appears :
At each pressing of ascent or

descent (during inspection) the following
appears, respectively:
1 sec.
(SSS) or (bbb). If car is not moving,
movement is prevented by a component;
that is, in this last case, (AAA) does not
appear, but instead a code is displayed CAR MOVES UPWARDS DURING INSPECTION
indicating the component which
prevents movement (for example: (A08),
interlock circuit or car door circuit open).
• In order to change from inspection control to normal function, change inspection switch (contact
between 208 and 24V dc is opened), disconnect relay (RMR, LED DL1) and actuate correction con-
trol.
Emergency control (only for hydraulic elevators)
In case of hydraulic elevators, MicroBASIC control is provided with a thermomagnetic switch (IB, 6A)
which must always be activated, except if control will not be operating for a longer period. Thus, the
battery may be recharged by means of PCB MicroBASIC loader during normal function, and will be able
to supply energy in case of emergency control. Normal voltage of battery must be between 13 and
13.8V dc (except in unloaded condition). Check regularly for correct voltage.
PCB MicroBASIC is provided with a drain sensor for the lower battery voltage. Once this voltage
reaches a value of 9V dc, emergency control is disconnected and stopped.
Emergency control may be actuated in case of the following :
• Power failure (energy supply from mains disconnected), therefore LED indicator lights (RMT, DL8),
(24V, DL10) and (5V , DL9) are switched off.
• Thermomagnetic switch (IB, 6A) is activated.
• There must be a factor informing about end of emergency control. There are two possibilities :
A ) Emergency control is finished once elevator has reached next floor in down direction. For this purpose,
magnet switches 326, 327, 328 or photoelectric barrier (fork) (MAC 523/12) may be used: Supply
is from points (+12F) and 0V dc, and their outlet (NIVELADOR) (=levelling device) is connected to
terminals 207 and 0V dc. In this case, jumper J1(lower right-hand area of PCB MicroBASIC) must be
fixed. LED indicator light (NO LEVEL, DL11, green) is always luminous while elevator is between floors.
That is, in this case, elevator will only realise emergency control if LED indicator light (NO LEVEL) is
active.
B ) In the second case, emergency control is completed at any other point of the run of the elevator,
generally on the lowest floor.
In this context, the following points must be accurate:
• Do not fix jumper J1 (lower right-hand area of PCB MicroBASIC).
• Install additional contact in hoistway which is connected to terminals 5 and 0V dc and normally closed.
Opening of this contact leads to end of emergency control.
• In addition to the points mentioned, it is necessary that all contacts of the safety circuit are closed,
so that emergency control may be carried out.
• If all previously mentioned points are accurate, there is a voltage of (12Vdc) which is the voltage the
battery has at this moment, minus the voltage drop on cables at terminals 281 (+) and 280 (-) (points
of connection of emergency valve). Indicator light (EMER, LED indicator light DL7 , red, intermittent)
is switched on while outlet for emergency valve is energised. (NO LEVEL) indicator light stays on, until
elevator is at floor-level.

CONTROL FUNCTIONS
DESCRIPTION OF SPECIAL FUNCTIONS
Repeated door close or interlock error
Control realises closing of doors and actuation of interlock magnet during a maximum time (TG).
If circuit cannot be closed, command is given to open doors, and/or interlock magnet is disconnected.
This is followed by a renewed attempt at closing, and accordingly up to 12 times. If circuit cannot be
closed, elevator changes into condition called ‘temporary out of service FST’. On PCB MicroBASIC display,
error F05 is indicated which remains memorised for later display. In this situation, the elevator does not
serve any hall calls. In order to return to normal function there must be a car call.
Interruption of photoelectric barrier in car or opening of automatic hoistway door
If ray of photoelectric barrier in car is interrupted (if door open button is pressed or microswitch for
door sensitivity is open) or semiautomatic hoistway door remains open for more than 48 seconds,
elevator changes into a temporary out of service and does not serve any hall calls (error F12 or F11 are
indicated, respectively). In order to return to normal function it is sufficient that the respective component
change into the closed circuit condition for five consecutive seconds.
Repeated door close or interlock error
If car is provided with automatic hoistway doors, and if it is stopped with closed doors, doors may be
opened :
From outside : By pressing of call button.
From car : By pressing of door open button or of call button for the floor on which car is situated.
If doors are just being closed for running, closure may be interrupted :
From outside : By pressing of call button corresponding with service defined as next service to be carried
out by car
From car : By interrupting ray of photoelectric barrier, by actuating microswitch for door sensitivity
(presence of obstacle), or by pressing of door open button or of call button of the floor
on which car is situated.
In this case, door opening time is equivalent to door closing time, plus 2 seconds.
After the end of a run, command is given to open doors within a fixed time (TG). Once this time has
passed, command is given to close doors, if calls not yet served are memorised or if hoistway doors are
automatic.
Fireman control
MicroBASIC control permits connection of 2 fireman’s key switches, one in hoistway and one in car.
Fireman’
s key switch in hoistway
Is usually located on main floor of building.
Activation by closing of circuit between terminals (10, CH2) and (+24 CH1).
If fireman’s key switch is actuated while elevator is moving, elevator stops run at next floor and
starts in direction of the floor, on which fireman’s key switch is located, without opening doors. If no stop
was necessary (as the actual direction of movement is adequate for reaching floor of fireman’s key
switch), all calls are simply deleted, and the elevator is brought to floor of fireman’s key switch.

CONTROL FUNCTIONS
ABOUT ASYMMETRIC If, at actuation of fireman’s key switch, elevator is stationed on fireman floor, doors always remain
ELEVATORS open. In this situation, no call is served (neither hall calls, nor car calls), until fireman’s key switch is no
longer actuated, neither in car, nor in hoistway.
In both elevators parameters 0 and
1 (number of floors of the installation)
must be configured with the same value. Fireman’
s key switch in car
This value coincides with the total
number of floors of the installation. Activation by closing of circuit between terminals (9, CC2) and (+24, CC1).
The displays for binary input
connected to both controllers must have Fireman’s key switch in car may only be actuated, once key switch in hoistway is activated and
the same programming (sequence). This elevator is stationed.
must also coincide with the total number
of floors of the installation.
If installation is provided with fireman’s key switch in hoistway, but there is none in car, terminals (9,
In parcel for connection of car calls CC2) and (+24, CC1) must be bridged. This leads to the same effect as if fireman’s key switch in car had
(CC1), terminals corresponding with been actuated permanently.
floors on which elevator does not stop
(in case of absence of button on car
operating panel) must remain free. Procedure after activation of fireman’s key switch in car:
Once elevator is stopped with open doors, no call is served. After activation of key switch in car, a call
on car operating panel (car call) may be served, but no further calls will be registered and no hall calls
will be served. Closing of doors is controlled by pressing of car call button. While button remains pressed,
doors close. However, if it is released before complete closure, doors begin once again to open. Once
closure is completed (elevator starts moving), no further pressing is necessary.
Fireman’s control is finished, once key switch in hoistway is deactivated. If there is key switch in car,
it must also be deactivated, in order to make sure that there will be no undesired operations at later
actuations of fireman control.
Mixed selective control
This function is only applicable in case of Simplex control.
In addition to the current functions of selective control, descent and ascent, MicroBASIC facilitates
operation in mixed selective control. Several hall calls to lower floors may operate as selective control,
ascent. The remaining higher floors then operate as selective control, descent. This may for example be
useful in case of buildings with garages.
Configuration technique :
PARAMETER 4 : With value C, operates in mixed selective control.
PARAMETER 5 : With value B, facilitates provision of the highest floor of those configured as selective
control, ascent, with 2 hall call buttons, one for ascent and one for descent. In order
to achieve this function, parameter 4 must have value C.
PARAMETER 6 : Defines number of lower floors which operate in mixed selective control.
Mixed selective control is applicable to buildings with up to 10 or 9 floors, thus parameter 5 receives
value B (two hall call buttons on main floor).
Asymmetric elevators
This function is only applicable in case of Duplex control.
If one of the elevators of a Duplex installation has no access to any one floor, it is called asymmetric.
PARAMETER 7 : Defines number of floors in lower zone on which elevator does not stop.
PARAMETER 8 : Defines number of floors in upper zone on which elevator does not stop. That is,
asymmetry may occur in lower and upper zone; moreover, one elevator may be
asymmetric on lower floors and the other may be asymmetric on upper floors.

CONTROL FUNCTIONS
Operation emergency power aggregate
This function is only applicable to Duplex elevators.
If parameter 11 is configured with value B, there is a special entry to control, informing control about
whether energy to motor is supplied by conventional mains or by an alternative emergency function
(example: emergency power aggregate).
Once entry is connected to (+24), control understands that there is a case of emergency (function
‘emergency power aggregate’, active). It operates in the usual manner, with the exception that calls
not yet served are only served once the other elevator is stopped. In this manner, the emergency
function only provides energy for one elevator at a time.
Deletion of car calls
Car calls registered due to improper handling of car operating panel are deleted automatically (example:
a single person presses all call buttons).
By means of parameter 19 this function may be activated with the following options:
Value A : Function not activated, no deletion of car calls.
Value B : Deletes all registered calls, if in two consecutive runs circuit of semiautomatic door
(connection 103/104) does not open or contact of photoelectric barrier in car (connection
2/24V dc) does not change over. This option must not be used if elevator has neither
semiautomatic hoistway doors, nor a photoelectric barrier in car.
Value C/D : Registration of up to 3 or 6 car calls, respectively.
Re - levelling
FZS
E FB
RE-LEVELLING DURING DESCENT
D FS
FLOOR C ZONE (CPS)
RE-LEVELLING DURING DESCENT

B
A
ZONE (CPS)
K2 K3 K1
00 103
Relation to MicroBASIC control :
Door zone. Zone which defines moment at which car stops. Established by contact connected to
terminals 207 and 0V dc (levelling device) :
Open : Within door zone.

Closed : Outside of door zone.

CONTROL FUNCTIONS
Re-levelling zone: Once car reaches this zone, control is informed that re-levelling must be initiated.
Conventionally, this function is fulfilled by means of the same levelling component (levelling device)
and/or contact of safety zone, in order to keep the number of components in hoistway as low as
possible.
As standard in MicroBASIC, re-levelling is initiated at leaving of door zone, that is, when contact
between terminals 207 and 0V dc (levelling device closed) closes. Normally, this solution is acceptable.
Exceptions are cases in which door zone is very short (hydraulic elevators with great stopping precision)
and/or in which frequency and risk of misregulation are very high (example: hydraulic car elevators).
For such situations, there is an entry by means of which, at energising with 24 V dc, control is
informed that re-levelling zone is reached (only in this case re-levelling begins). For this purpose
parameter 11 must be configured with value C. In this case, an additional component must be fixed
in hoistway which closes contact (by energising with 24 V dc at entry).
Re-levelling direction. If car escapes from door zone in up direction, re-levelling must occur in
down direction. If car escapes in down direction, re-levelling must occur in up direction. Depending on
the value of parameter 24, controller offers two possibilities for re-levelling :
Value A : Re-levelling function deleted. Selected if there shall be no re-levelling of elevator (generally
in case of traction elevators). For traction elevators 1 speed always select value A.
Value B : By means of terminal. Special input indicating that, depending on the voltage applied,
elevator chooses one or the other direction for re-levelling :
• No voltage: Re-levelling in up direction.
• 24V dc: Re-levelling in down direction.
Normally, in case of hydraulic elevators, parameter 24 is given value B. If there is only re-levelling
in up direction, no additional component needs to be installed.
Safety zone. Zone within unlocking zone of hoistway doors in which a safety contact or circuit may
be fixed for bridging of door circuits, interlock and car (connections 103, 104|104, 105|105, 106), so
that re-levelling will take place with open doors (EN-81).
Safety zone is defined by its safety contact or circuit which is connected between terminals (00)
and (103) :
• Safety circuit open: outside of safety zone.
• Safety circuit closed : within safety zone.
PCB MicroBASIC always connects terminals (00) and (106) internally (thereby bridging door circuit,
interlocks and car), when re-levelling is initiated or when car finishes slow-speed run (see special
function ‘levelling with open doors’).
If at beginning of re-levelling, there is a voltage of 110 V ac on terminal (00, that is, a safety
contact or circuit is bridged (103 with 00)), controller starts re-levelling, without changing condition of
doors.
Further features of re-levelling in MicroBASIC control systems :

Parameter 18 permits delaying initiation of re-levelling. Control always effects re-levelling as quickly
as possible.
In certain situations re-levelling control is not actuated, as this would make no sense in practice
(example: elevator initiates new run).
The installation (levelling device 538)+ kit magnetic switch (magnetic kit) 327/328, is provided
with all functions for re-levelling and for levelling with open doors. These functions are applicable to
hydraulic elevators as well as to traction elevators.

CONTROL FUNCTIONS
Levelling with open doors
Parameter 22 permits decision about whether this function is to be actuated.
Levelling with open doors may be realised during slow speed of car (in levelling zone). A safety
contact or circuit must be used which informs about door unlocking zone and which in turn bridges
door circuits, interlocks and car (terminals 103, 104|104, 105|105, 106). Connection at points (00)
and (103, of CC2). This component is also used for re-levelling with open doors.
During slow-speed run, PCB MicroBASIC tests voltage on terminal (00). If there is 110 V ac, this
terminal is connected internally with (106, thereby bridging circuit), and command is given to open
doors.
Stopping on lowest floor (hydraulic elevators)

If elevator remains stationed for more than 7 minutes without running, it is automatically returned
to lowest floor. Only in case of hydraulic elevators.
Grave errors ( F1 | F2 | F3 | F4 | F9 | F14 | F10 | F15 | F16 | F17 | F26 | F27 )
If there is a grave error in the installation, so that the elevator may not carry out any further runs,
it changes into a ‘permanent out of service’, immediately after discovery of grave error. In this case,
the error (Fxy) appears on the PCB MicroBASIC displays. The error is memorised for later displays. On
the car display (and/or display in hoistway, if existing) the 1. and 2. floors are indicated.
Stopping for opening and subsequent closing on final floor (hydraulic elevators, error F03)
If, after reaching of final floor and opening of final limit switch, car starts another run (final limit
switch is closed), car is stopped on lowest floor, and no further runs will be carried out. It changes into
a permanent out of service. On display, error (F03) is indicated.
VERY IMPORTANT NOTES

The controller analyses this situation by testing voltage on terminal (103). That is, we definitely
discover when any contact (not only the final limit contacts) between terminals 102/220 or 103
opens for more than about 3 seconds.
This function only operates in hydraulic elevators, during normal function or in case of fireman
control (not during inspection).
By changing over of inspection switch permanent out of service may be annulled.

AFFILIATED COMPANY
• MP THE ARGENTINE • MP THE NETHERLANDS

San Antonio, 1111/15/19 Drukkersweg, 6
Capital Federal Buenos aires - The Argentine 2031 EE Haarlem - The Netherlands
Tf. +54.1.3027877 Tf. + 31 (0) 23 5477834
Fax. +54.1.3032321 Fax. + 31 (0) 23 5477839
e-mail : alera@mparg.com.ar e-mail : postbus@macpuarsa.demon.nl
Contact : Mr. Abraham Lera Contact : Mr. Rowan Lebbink
• MP AUSTRIA • MP POLAND
Triesterstrasse, 14 UL Dozynkowa, 9
2351 Wiener Neudorf - Austria H61-662 Poznan - Poland
Tf. + 43 2236 865626 Tf. +48.61.8266033
Fax. + 43 2236 86562620 Fax. +48.61.8266033
e-mail : mp.austria@ikano.at e-mail : handle@prolift.com.pl
Contact : Mr. Alvaro Rein Contact : Renata Jezewicz/Wieslaw Mielcarski
• MP BRAZIL • MP PORTUGAL
Av. Guido Caloi, 1985, G-8 Rua das Lasge, 166; Z. Ind. San Caetano
CEP 05802 - 140 Valadares, Oporto - Portugal
Capela do Socorro/Sao Paulo, SP - Brazil Tf. + 351 2 7117971
Tf. + 55 11 58903338 / 58911245 Fax. + 351 2 7120949
Fax. + 55 11 58903308 e-mail : diginorte@esoterica.pt
e-mail : jlhc@uol.com.br Contact : Mr. José Guerra
Contact : Mr. Juan López Herrera
• MP CHINESE LISBOA Subcidiarie
N.1003, The Gateway Building Bairro 16 Novembro, lote 50 1ªsq.
10, Yabao Road, Chaoyang District Tires 2775 Parede - Lisboa Subcidiarie
100020 Beijing - Chinese Tf. + 351 1 4843078
Tf. + 8610 65915851 Fax. + 351 1 4843087
Fax. + 8610 65915852 Contact : Mr. José Guerra
e-mail : puarsagm@mailhost.cinet.com.cn
Contact : Mr. Guillermo Maestre
• MP CZECH • MP SOUTH AFRICA
Porícanská 465/3 28 Visagie Street, Guaranty House 2º floor
194 00 Praha 9 Pretoria Central - South Africa
Czech Republic Tf. + 271 2 3253234
Tf. + 420 2 90051417 Fax. + 271 2 3256266
Fax. + 420 2 861518 e-mail :
e-mail : prada@terminal.cz Contact : Mr. Tony Barbosa
Contact : Mr. Pavel Dvorský
• MP DEUTSCHLAND • MP CHILE
Krokusstrasse 9 Edificio Puerto 1 Local 3
D - 12357 Berlin - Deutschland San Francisco 251 - Santiago (Centro) - Chile
Tf. + 49 30 66 06 100 Tf. + 56 2 3611982/83
Fax. + 49 30 66 06 10 60 Fax. + 56 2 3611984
e-mail : berlin@mp-deutschland.de e-mail : mpchile@entelchile.net
Contact : Mr. Peter Erdmann Contact : Patricio Mora
• MP GREECE • MP THAILAND
461, Irakliou Ave. Suite 1401, level 14, 140 One Pacific Place
14122 N. Iraklio, Athens - Greece Sukhumvit Road
Tf. + 30 1 2840155 Bangkok 10110 - Thailand
Fax. + 30 1 2845183 Tf. + 66 2 6535036
e-mail : macpuhel@netor.gr Fax. + 66 2 6535130
Contact : Mr. Juan Ant. R. Toquero e-mail : simeric@ksc.th.com
Contact : Mr. Eric Tanguy
• MP ITALY • MP UNITED KINGDOM
Via Lodi, 1 13/14 Chartwell Business Centre
Muggio, Milano - Italy The Avenue
Tel. + 39 039 792100 / 792154 Bromley, Kent BR1 2BS - United Kingdom
Fax. + 39 039 791912 Tf. +44 (0) 20 8466 0810
e-mail : mp.italia@galactica.it Fax. +44 (0) 20 8466 0737
Contact : Mr. Alberto Sordi e-mail : postbox@mpuk.demon.co.uk
Contact : Mr. Gary Gilbertson
• MP TURKEY
Kartal Caddesi, 71
B1450 Yakacik - Istambul - Turkey
Tf. + 90 216 3772880
Fax. + 90 216 3094392
e-mail : cigdem6@ibm.net
Contact : Mr. Tibet
BRANCH OFFICE IN SPAIN
• MP BARCELONA • MP MADRID
Pol. can Parellada, c/ Colón 485, nave 10 Pol. Fin de Semana, c/ Gumersindo Llorente, 62
08228 Les Fonts de Terrassa - Barcelona 28022 - Madrid
Tf. + 34 93 7317333 Tf. + 34 91 3294943
Fax. + 34 93 7310838 Fax. + 34 91 3293719
e-mail : mpbarna@macpuarsa.es e-mail : mpcentro@macpuarsa.es
Contact : Mr. Daniel Rodriguez Contact : Mr. Enrique Fuentes
• MP BILBAO • MP VALENCIA
Pol. San Lorenzo, Pabellón 5 Pol. nº1 de Catarroja, c/ Proyecto 32, nave 2C
48930 Bedía - Vizcaya 46470 Catarroja - Valencia
Tf. + 34 94 6313585 Tf. +34.96.1272540
Fax. + 34 94 6313529 Fax. +34.96.1272528
e-mail : mpnorte@macpuarsa.es e-mail : mplevante@macpuarsa.es
Contact : Mr. Octavio Pérez Contact : Mr. Javier Lera
Pol. Navisa, Calle E.

Tfno. : + 34 95 4630562
Fax : + 34 95 4657955
41006 Seville. SPAIN
Technical Dossier
v0.00, JULY 01
Installation • Assembly • Start-Up
English / MSCM02Uk
Lift SCM 02
GENERAL TABLE OF CONTENTS
Chapter 1 • PASSENGERS RESCUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.1 Procedure for a Passengers Rescue Operation in a SCM Lift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2 Procedure for opening landing doors with the emergency key. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Chapter 2 • INSTALLATION AND ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.1 The Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 Materials Unloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Life Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Shaft Ranging and Check-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.5 Shaft Supports Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.6 Guides Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.7 Machine Bedframe Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.8 Bedframe Assembly Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.9 Placing the Machine On the Bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.10 Securing the Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.11 Carrying Out the Electrical Installation of the Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.12 Executing the Connection of the Revision Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.13 Car and Counterweight Frame Assembly (wedge boxes should be assembled) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.14 Traction Ropes Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.15 Machine Pulley Covers Kit Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.16 Instructions for Weights in the Counterweight Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.17 Assembly of the Speed Governor and its Rope in the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.18 Car and Counterweight Buffer Support Pillars Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.19 Doors Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.20 Car Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.21 Doors Operator Assembly in the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.22 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Chapter 3 • COMMISSIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.1 Checks and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.2 Car and Counterweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Chapter 4 • USE OF THE LIFT SCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.1 Purpose of These Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.2 The Intended Use of the Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.3 Types of Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.3.1 Simplex Automatic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.3.2 Simplex Collective Control Unit in Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.3.3 Simplex Collective Control Unit in Ascent and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.3.4 Duplex Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.3.5 Duplex Collective Control Unit in Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.3.6 Duplex Selective Control Unit in Ascent and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.4 Information on the Normal Use of the Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.1 Keep the Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.2 Situations that Require Professional Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.3 Entering and Exiting Safely . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.4 Lift Accesses Free from Obstacles at The Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.5 Open Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.6 Control Unit Cabinet / Upper Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.7 Description of the Different Control Unit Cabinet Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4.8 Use of the Emergency Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.4.9 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Chapter 5 • MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
5.1 Description of Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
5.2 Lift Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5.3 Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5.4 Landing Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5.5 Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.5.1 Procedure for Replacing the Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.6 Machine and Bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.6.1 Procedure for Replacing the Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.6.2 Procedure for Replacing the Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.7 Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
v0.00, JULY 01 Page 2 / 46 MSCM02UK

Lift SCM 02
5.8 Buffers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 44

5.9 Alarm Device and Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 44
5.10 Rescue System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 44
5.10.1 Checks and Tests To Be Carried Out During the Maintenance Inspections of the Rescue System . . . . . . . . 44
5.10.2 Checks and Tests on the Car and Access to the Car . . . . . . . . . . . . . . . . .............. . . . . . . . . 44
5.11 Counterweight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.11.1 Checks and Tests on the Counterweight . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.12 Guide Shoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.13 Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.13.1 Checks and Tests on the Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.14 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.15 Load Weighing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.15.1 Checks and Tests on the Load Weighing Device . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.16 Safety Electric Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.16.1 Checks and Tests on the Safety Electric Circuits . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.17 Signalling and Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 45
5.17.1 Checks and Tests on the Signalling or Control Units Affecting Safety . . .............. . . . . . . . . 45
5.18 Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 46
5.18.1 Checks and Tests on the Electric Cabinet . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . . . 46

Lift SCM 02
Chapter 1 • PASSENGERS RESCUE
1.1 Procedure for a Passengers Rescue Operation in a SCM Lift.
1. Contact the lift technician. SAFETY DEVICES should always remain ACTIVE.
2. TURN OFF THE MAIN SWITCH OF THE LIFT in the upper compartment of the electric cabinet, next to the lift door at the upper floor.
3. CHECK TO SEE THE POSITION OF THE CAR. TRY TO CALM TRAPPED PASSENGERS DOWN and inform them that the rescue operation
is going to take place and the car will move. Tell them no to try to open the doors or leave the car until they are told to do so safely.
4. CHECK THAT ALL LANDING DOORS ARE CLOSED AND BLOCKED AND CAR DOORS ARE CLOSED. Put up an “OUT OF ORDER” sign at
each entrance.
5. SELECT THE MACHINE PULLEY TURNING DIRECTION (UPWARDS OR DOWNWARDS AS SUITABLE, TO RUN THE CAR
TO THE NEAREST LEVEL ) with the left handle of the upper compartment.
6. RUN THE CENTRAL LEVER, which operates on the machine pinion, while executing a slight swaying movement with
the lever, until it does fully go down, which means that the rescue device is perfectly connected. Then, secure the lever
with a through bolt.
7. LOOSEN THE MACHINE BRAKE, by pulling the lever VERY SLOWLY and move it to turn the pulley manually.
WARNING : AT THE END OF EACH CYCLE, LOOSEN THE BRAKE HANDLE. The car may go up or
down by itself; in the event of car overspeed (continuous noise and vibration in the rescue
lever) loosen the brake immediately. If the car is blocked by the safety gear operation, or if
it does not move, contact a qualified technician.
8. LOOSEN THE BRAKE ONCE THE POSITION IS REACHED. THE CAR SHOULD REMAIN WITHIN THE INTERLOCK AREA; the level LED,
installed on the check-up control station of the upper compartment, lights up when the car is at floor level.
9. OPEN LANDING DOORS WITH THE EMERGENCY KEY to free the passengers. Follow the instructions of the emergency key.
WARNING : If the car is not exactly at floor level, pay special attention to protect the passengers when leaving
the car.
10. ONCE THE PASSENGERS ARE OUT, MAKE SURE THAT ALL DOORS ARE CLOSED AND CORRECTLY BLOCKED.
11. LEAVE ALL DEVICES AND RESCUE SYSTEM OPERATIONS IN THEIR INITIAL POSITION.
12. WARN THE TECHNICAL DEPARTMENT so that the lift is checked before it is restarted.
WARNING : The lift should not have power supply until the assistance of the technical department.

Lift SCM 02
1.2 Procedure for opening landing doors with the emergency key.
In the event of an emergency, the landing door release key should be used to have access to the lift shaft or car. For safety reasons, only
trained staff familiar with the rescue procedure are authorised to use this key.
WARNING : Should it be necessary to open the landing door to determine the position of the car or to free the
passengers, be particularly careful to avoid falls into the lift shaft.
Do not leave landing doors open unless the entrance is properly protected and safe, thus avoiding falls into the lift
shaft.
1. LOCATE AND PREPARE THE DOOR RELEASE KEY.
2. TURN OFF THE MAIN LIFT SWITCHES IN THE CONTROL UNIT CABINET.
3. LOCATE THE DOOR RELEASE TRIANGLE AT THE DOOR FRAME. All doors have a door release triangle. In the case of MACPUARSA doors,
it is located at the door lintel.
4. INSERT THE KEY INTO THE TRIANGLE, TO ENGAGE THE DEVICE. TURN THE KEY IN THE APPROPRIATE DIRECTION TO RELEASE THE
DOOR.
5. SIMULTANEOUSLY, OPEN THE DOOR BY PRESSING THE DOOR EDGE MANUALLY.
6. ONCE THE LANDING DOOR IS OPEN, THE CAR DOOR IS NO LONGER BLOCKED AND CAN BE OPENED MANUALLY WITHOUT USING THE
KEY.
DOOR
Emergency Door Release Key
Emergency Door Release Operation
View of The Emergency

Door Release Triangle

Lift SCM 02
Chapter 2 • INSTALLATION AND ASSEMBLY
EVERYTHING DETAILED HERE IN THE MATTER OF SAFETY IS EXPLAINED IN GENERAL TERMS. TOGETHER WITH THIS
DOSSIER ALWAYS HAVE A DOSSIER FOR THE PREVENTION OF LABOUR RISKS WITH YOU, SINCE ALL SAFETY
MEASURES ARE MORE WIDELY DETAILED.
2.1 The Works
Obligatory Head Obligatory Feet

Protection Protection
• Always use a safety helmet within the area where the works are taking place, since it will protect you against a possible fall of objects.
Also use boots with the soles protected against cutting objects and the upper area of the toes protected with metal reinforcement
against knocks and crushing due to the fall of materials of a high weight.
• The lift shaft should always be clean and free from obstacles, with its accesses being protected against the fall of objects and people,
and should be built according to the plan specifications.
• Ensure that the lift shaft has the necessary hooks in the clear overhead for the loads assembly and elevation, which must have been
previously installed by the builder.
• Check that power supply is three-phase and single-phase.
• There should be an area to store the materials, which should be as near the shaft as possible.
2.2 Materials Unloading
When unloading materials, use the elevation devices available in the works (wheelbarrows, cranes, hand carriages, etc ... ) for weights
higher than 25kg. Before making great efforts, use neoprene lumbar belts which will avoid injuries to your back.
Materials will be unloaded in the works by one or several operators of the company in charge of the installation, with the help of the
works staff, who will provide the appropriate means to facilitate the tasks of unloading and distributing the material.
The following must be taken into account when distributing and storing materials:
• Materials should be near the lift shaft.
• They should be located in a place into which water or rubbish may not fall, and far from machines generating dust.
• They should not be located in a place for passing through and their storage should not entail any danger for people in the event of
fall.
• The person receiving the material will buy it, together with a dispatch sheet, in order to check the most important elements, such as:
• Car and counterweight frame dbg.
• Machine and bedframe.
• Door number, type and hand.
• Number and type of car and counterweight guides.
• Number and diameter of traction ropes and overspeed governor.
• Number of rope hitches.
• Number and type of car and counterweight guiding.
• Guides will be supported on three points to avoid buckling. If it is necessary to place them on a finished floor, some material should
be put under them (paper, plastic, etc ...), so that the floor does not get dirty with the guide grease.
• When introducing the guides into the lift shaft, the lower part should be supported on the front side of the pit, and the upper part on
the rear corners of the shaft.
• Leave doors in a safe place, where there is no risk of fall or deformation. If possible, place them at the different floors using a crane.
• Traction or hydraulic lift equipment should be unloaded together with the bedframe at the upper floor of the installation.
• In the case that some material had to be left in the open air, something which you should absolutely avoid, make sure that you cover
it with plastics in such a way that it does not get dry. Do not leave it supported directly on the floor; it should be placed on pallets,
bricks, planks, etc. Check the plastics the material was protected with when manufactured. Never leave the car in the open air, since
it could be seriously damaged by water and moisture.

Lift SCM 02
2.3 Life Rope
The first operation you should perform inside the shaft is installing the “life rope”, prepared to bear the weight of
two persons, and hooks at each of the shaft accesses. It is also important to use safety belts.
Obligatory individual
protection against falls
2.4 Shaft Ranging and Check-Up
Obligatory head Obligatory feet Obligatory individual Obligatory face Obligatory hands
protection protection protection against falls protection protection
CAUTION
Protect yourself against the fall of objects through the shaft and falls in the vacuum
Be careful when drilling, welding, cutting and tightening
To go down to the pit use a ladder
Use the tools created to that purpose, placing them in the shaft, according to the installation plan; once the cords are suspended proceed
to the check-up of each of their axis, floor by floor, to ensure the minimum dimensions indicated in the plan. See sketch.
Select the tools for the upper and lower part in the clear overhead and pit respectively. Using the plugs supplied, secure the open pipe
1250 mm in length at a distance of 100 mm lower than distance X which is shown in the bob plumb scheme and ranging plan, trying to
prevent the last guide support from interfering in the case of distance X.
Fix the squares inside the torn pipe as shown in the sketch, in such a way that the bob plumbs remain in the exact position indicated
in the scheme. Then, check these minimum measurements floor by floor. Once ensured, fix the side cords to the lower part, thus turning
the intermediary crosspiece, as shown in the sketch.
With the central bob plumb, using some colouring, mark a vertical line at the wall in the points corresponding to each guide support.
This mark should later coincide with the medium point of each support. Once this operation is performed, the bob plumb can be removed.
Two portable scaffolds are supplied to facilitate the ranging and subsequent assembly of supports at each landing door. They have an
angular part supported on the corner of the shaft with the floor level, and a tensile part faced to the wall. Scaffolds are light and
manageable; in the following pages some pictures show how to use them and how they should be adjusted.

Lift SCM 02
Ranging; Upper part, clear overhead
Ranging; Lower part, Pit
Scaffolds supplied
Tools for Ranging

Lift SCM 02
Plumbing Cord
Plumbing Cord
with Colouring
Plumbing Cord
Distance
‘Y’ = 151 149
Distance
300
‘X’

Lift SCM 02
Usage of mobile scaffolds and their packing together with the guide scantlings
IMPORTANT
Maximum load per scaffold : 150 kg
When working in the scaffold and near the

shaft, the use of the life rope is obligatory
The bottom of the scaffolds is adjustable by 50 mm each time. If

they cannot be adjusted at the exact distance of the shaft bottom,
fix the bottom of the scaffold slightly above the shaft bottom.

Lift SCM 02
2.5 Shaft Supports Assembly
Having used a bob plumb with some colouring, according to the distance of the ranging bob plumb scheme, make the coloured mark of the
wall coincide with the slot in the medium point of the support.
1 : Mark
2 : Support
Marking the wall with the colouring of
the central bob plumb
The height for each support is shown in the installation elevation plan
The medium point of the support should coincide with the colouring
mark
IMPORTANT
In order to secure each support, use the horizontal tear first. Once it is pre-fixed in that position, check the correct level
of the piece, and finally, fix it with the vertical drill of the end. Then assemble the support arms, without tightening them.
2º
1º

Lift SCM 02
2.6 Guides Assembly
For the guides assembly, place the guides start-up base according to the shaft dimensions and then proceed with the simultaneous
commissioning of car and counterweight guides, being the supplied scantlings of great use.
Assembled guides start-up base
NOTES
In order to introduce the guides into the shaft,

use a spring governor, which should be
introduced in one of the upper holes of the guide
coupling.
Distances depending on finished floor.
IMPORTANT
Before the assembly, cut the section remaining in

the counterweight guides (the male side),
according to the distances in the elevation plan,
see scheme è
In counterweight guides, all female parts should be installed upwards. In car guides, downwards.

Lift SCM 02
Clean the guides provisionally using a degreasing liquid to remove wax from the sliding part.
Guides Scantling
A : Start-Up Base
B : Car Guides
C : Counterweight Guides
A : Fixture to Counterweight Guide

B : Bob plumb Register Installation of the 1st section of guides with 2 scantlings.
C : Fixture to Car Guide

Lift SCM 02
Two guide scantlings are supplied. They should be installed approximately 0.5 metres above and below the end of the guide sections, fixing
them to the guides. Once they are fixed, make the register of each scantling coincide with the bob plumbs, (thus leaving 1-mm space
between the cord and the angular register).
1 mm
1 mm
Once the position of the car and counterweight guides is defined, fix them to the shaft support, and then proceed with the installation of
the next section.
Notes
• Do not secure the start-up base to the floor until

the position of the guides is not determined in
relation to the bob plumbs; car guides should be
fixed with through bolts, and counterweight guides,
with flanges. The base should be placed centred in
relation to the guides.
• In order to go up floor by floor, carrying out the
same operations for each guide section, use the 2
portable scaffolds supplied.
• In the event that a counterweight guides coupling
coincides with the fixing support to the shaft
support, the latter should be installed below.
• The guide tooling should be perfectly levelled in
both planes.
• Guides should be correctly aligned in the coupling.
• Finally, check all the guide couplings and in the

case there were any ribs, remove them using a file.

Lift SCM 02
Car and counterweight guides fixture to

shaft support
General view of the guides and shaft supports

Lift SCM 02
2.7 Machine Bedframe Assembly
A : Counterweight guides Fixture to car guides
Bedframe wedging

Lift SCM 02
2.8 Bedframe Assembly Sequence
Main part Fixture to counterweight guides Upper arms
Joining arms to the main part
Fixture to car guides through

flanges
Lower support for the interlock Joint to main part Flanges to car guides
General view of the bedframe and its components. In the lower part there are supports for the
frame interlock inside the pit, to be assembled on the first guide support.

Lift SCM 02
2.9 Placing the Machine On the Bedframe
Perform as explained in the first paragraph of section 2.2.
Using the elevation system installed on the upper part of the shaft, lift up the machine to its final position on the bedframe.
View of the machine on the bedframe Lighting inside the clear overhead
A : Rope holding system
Load elevation system

Lift SCM 02
2.10 Securing the Electric Cabinet
Secure the electric cabinet using the supports supplied for that purpose, taking account of the fact that a provisional assembly should be
carried out as a previous step to place the revision hose.
WARNING : Under no circumstances should the cabinet be installed inside an enclosure or a private place.
Firstly, fix the brackets in relation to the floor level, in order to install the panel and fix it according to the scheme.
See the installation dossier supplied together with the preassembled electrical installation.

Lift SCM 02
2.11 Carrying Out the Electrical Installation of the Machine
• Disconnect the main switches of the installation.

• Use tools with an insulator not less than 1000V against possible electrical discharges.
• The working uniform should not be made of fabric with plastic components (cotton recommended).
See the installation dossier supplied together with the preassembled electrical installation and the installation dossier for the Machine Sassi
Leo (Model with Disc Brake).
2.12 Executing the Connection of the Revision Hose
See the installation dossier supplied together with the preassembled electrical installation.

Lift SCM 02
2.13 Car and Counterweight Frame Assembly (wedge boxes should be assembled)
Before carrying out this task, follow the steps in section 4º and perform as explained in the first paragraph of section 2.2.
To assemble the frames, take account of the distances and dimensions in the plan for their correct location in the shaft.
A : Counterweight frame
B : Car frame
Once they are pre-fixed to the plan dimensions, proceed with the installation of the ropes. See the assembly dossier for car and
counterweight frames and wedge boxes (safety gear).
Car mechanical interlock system assembly

Lift SCM 02
2.14 Traction Ropes Assembly
Before carrying out this task perform as explained in section 4 and the first paragraph of section 2.2.
Try to unroll them one by one and in the same direction that they were coiled, in order to avoid loops in them, holding the rope roll and
unroll it little by little.
The following drawings show how to attach the ropes to the rope sockets. This is how to attach the ropes to the car frame as well as
to the counterweight frame. The first drawing shows in detail how to pass the rope through the rope socket.
No Part Name Qty
1 Rope Socket -
2 Rope -

Lift SCM 02
The next drawing shows in detail how the rope clamps are attached. Place two rope clamp clevis for each one of them. Once the rope
is attached, it is a good idea to affix the end of the rope to the rope itself (for example, with insulating tape). Short rope clamps with springs
should be installed on the counterweight and long rope clamps without springs, on the car frame.
Rope hitch in counterweight

Lift SCM 02
2.15 Machine Pulley Covers Kit Assembly
Obligatory hands Obligatory face

protection protection
2.16 Instructions for Weights in the Counterweight Frame
Before carrying out this task, perform as explained in the section ‘Shaft Ranging and Check-Up’.
Before placing the lift in hitch, introduce the necessary weights to counterweight the car frame, as detailed in the plan.
2.17 Assembly of the Speed Governor and its Rope in the Car
IMPORTANT : Before placing the lift in hitch, introduce the necessary weights to counterweight the car frame, as detailed in
the plan. See the installation and assembly dossier for the speed governor.

Lift SCM 02
2.18 Car and Counterweight Buffer Support Pillars Assembly
Before commissioning a lift under revision ensure that there are no obstacles inside the shaft, and check that all accesses to the shaft are
duly protected, thus preventing people not responsible for the installation from leaning over. Also make sure that people travelling in the
assembly platform are not using the “life rope” during the travel.
A : Counterweight screen
B : Counterweight buffer support pillar
C : Counterweight buffer

Lift SCM 02
2.19 Doors Assembly
The car floor assembly should be carried out according to the installation of the car frame, as explained in the safety gear installation
dossier, the car assembly dossier and the dimensions detailed in the assembly plan. Once the car floor is assembled, proceed with the
installation of the landing doors. Use the appropriate tools.
Check that the corresponding lock blocks the door once it is installed. Perform as explained in the section ‘Shaft Ranging and Check-Up’
and the first paragraph of section 2.2, (see landing doors assembly and installation dossier).
2.20 Car Assembly
Before carrying out this task, perform as explained in section ‘Shaft Ranging and Check-Up’ and the first paragraph of section 2. Likewise,
do not forget to check the weight in the counterweight frame again. The rest of the car should be installed, taking account of the
corresponding spaces in relation to the landing doors.
IMPORTANT : Before working from the car roof, and as a step for the car assembly, you should install the protection handrail.

Lift SCM 02
2.21 Doors Operator Assembly in the Car (see the installation dossier of the reveco operator).
Obligatory face Obligatory head Obligatory hands

In the assembly of the different components and accessories of the electrical part, perform as explained in section ‘Shaft Ranging and
Check-Up’ and section ‘machine electric installation’.
2.22 Tools
The following tools are absolutely necessary to carry out the assembly of the different lift components:
• An electric or thermal hoist with a minimum load of 200 Kg.

• A gauge for car and counterweight guides.
• Control station with a plug.
• A control unit hose.
• A wire or nylon reel o with their corresponding plumbs.
• Tool box or boxes.
• A 300 gr bob plumb.
• Two 1500 gr bob plumbs.
• Two tensile aluminium scaffolds.
• A tracer bob plumb (drawing pen).
• A metal graduated bracket.
• A level.
• A mallet.
• A flat chisel.
• A 2 m metre.
• A hammer drill.
• A small normal drill.
• A drill chuck with an adaptor for iron bits.
• A wheel.
• A welding machine.
• Revolving cutters.
• Two adjustable spanners (a big one and a small one).
• A high security key set, 6-7 to 27-29.
• An Allen key case, 2-12.
• A reversible ratchet-spanner.
• Box spanners for squaring.
• A pair of universal pliers.
• A pair of round-nosed pliers.
• A pair of curved-nosed pliers for external washers.
• A pair of electrical scissors.
• A small straight-nosed screwdriver.
• Un medium straight-nosed screwdriver.
• Un big straight-nosed screwdriver.
• A star screwdriver.
• A stecker screwdriver.
• A fixed saw bow.
• Two steel handsaw blades.
• A rat-tile file.
• A flat file.
• Four pairs of tongs for quick adjustment.
• A pressure jaw.
• A multimeter or voltage tester.
• A conical smoother.
• Two brushes (a big one and a small one)
• Bits for widia concrete. Diameters, 6,8,10,12,18.
• A long through bore bit; diameter, 12 x 165.
• Bits for metals; diameter, 2.25,3,5,7,9,11,13.

Lift SCM 02
• A protected portable computer.

• An oilcan.
• Adjustable G Clamp.
• A wound extension piece with different sockets.
• A thickness gauge set.
This is the basic material. People responsible for the assembly of the different lift components can use as many more tools as they deem
necessary, and get the necessary material for the correct execution of their work. To avoid losing time, use plugs, insulating tape, screws,
terminals, strips, rivets etc ..., which may be necessary at any time during the assembly operations.

Lift SCM 02
Chapter 3 • COMMISSIONING
IMPORTANT
Before a lift is commissioned, check the existence and correct installation of :

• Car and landing doors.
• Final limit switches and terminal stopping switches.
• Ropes and rope hitches.
• Counterweight protection screen.
• Machine-bedframe set (check that nuts and screws are correctly tightened).
• Electric wiring in the car, control unit cabinet and shaft (in duplex configuration, please consult the sequence of
operations to connect both lifts in the dossiers concerning the electrical section).
3.1 Checks and Tests
a) Locking Devices.
• First of all, make sure that landing doors are aligned with the car doors. They should not rub against each other or against the
door frame.
• Check to see if interlock rollers and lock rollers are adjusted.
• Check the door interlock to make sure that once the landing door is closed the car moves. Try to move the door sideways when
it is closed; there should be no movement at all.
• The car will not be able to move until the locking elements are engaged as shown in the diagrams below:
Effective interlock in closed position and safety

electric contact established
(*)
Minimum height 9mm.
(*) 9
Interlock Cam Slide Closing Zone

4
MAX. 2
Rear view of the mechanical interlock cam slide

Lift SCM 02
b) Safety Electric Devices (Appendix A / Regulations).
1. ELECTRIC SAFETY MEASURES.

Ensure that there are no loose contacts and that all the connections are secured; observe the following:
Differentials : These must have an appropriate triggering sensitivity (300 mA. Max for power and 30 mA. for lighting) and should
have at least the same current as the magnetothermic. They should be disconnected manually and should be tested.
Magnetothermics : They should have a maximum of twice the power as the elements they protect under normal working
conditions.
Ideally the current input should go to the magnetothermic, which should always be in the front and then to the differential. Finally,
it should go to the installation.
Theses checks should be carried out in the power and lighting circuit.
2. CONTROL PANEL.
Check that the phase and inversion failure relay is present and works when necessary.
Check all wire connections, both input and output, and especially heavy current connections, making sure that they are properly
tightened and correctly adjusted. There should not be any wires outside the connection terminal.
Ensure that all the contacts are properly adjusted, especially those which correspond to the contactor auxiliary contact blocks;
check that they are properly adjusted in their housing. If necessary, disassemble the relay capsule or contact blocks to adjust them
or blow to remove any possible dust.
The thermal relay test should be performed with the motor at its normal working temperature, after having made several trips.
Remove a phase from the motor or block (disconnect) the brake so it does not open. The time required to disconnect the control
unit should not be more than 10 seconds or less than 8.
Check that the earth connection is well connected in the control panel and that the door (if any) is earthed.
3. CAR, OUTSIDE, AND MAXIMUM TRAVEL TIME TIMERS.

Ensure that the car control station commands are given preference over the outside control stations for at least two seconds.
If not, adjust the car and outside timers in such a way that the waiting times are not very long. For example: car timer, 2 seconds;
outside timers, 4 to 5 seconds.
The maximum travel time timer should be adjusted so that the maximum travel time is longer than what it takes the car to travel
the distance of two consecutive floors, always in the least favourable case. In the case of two-speed lifts, at slow speed, the
maximum travel time should be 5 seconds above this time. This timer also controls the stopping of the operation if the ropes begin
slipping on the sheave.
4. GOVERNOR ELECTRIC CONTACT.

Check that when the governor contact is tripped, the operation stops. Also check the tension pulley electric contact. This contact
should stop the operation if a rope is stretched.
5. CAR SAFETY GEAR.

Verify that the safety gear contact stops the operation.
6. REVISION OF THE CONTROL STATION OPERATION.

Ensure that pushbuttons work in the correct direction. Check that the revision switch shuts down the lift operation as well as the
car and outside control stations.
Check that the lift stops when the stop button is pressed.
7. FINAL LIMIT SWITCHES.

Ensure that the operation is stopped when the lift overshoots the top- and bottom- stops before the car or counterweight makes
contact with the buffers.
8. SAFETY MEASURES IN THE CAR ROOF.

Make sure that the slack rope switch, the STOP button and any other safety devices installed on the car roof cut off the power
to the control unit and stop the lift when actuated.
9. CAR DOOR CLOSING SAFETY CONTACTS.

Make sure that the door contacts function properly, that the male and female parts fit together well and that the connection wires
are well tightened.
10. PIT ELECTRICAL OUTLET AND STOPPING DEVICE.

Check that there is a socket outlet base with an earth connection and a device for stopping the lift operation.
11.- EMERGENCY LIGHTING.

Ensure that the lighting is sufficient with power on and off.
The emergency lighting should be able to function for an hour.

Lift SCM 02
12. CHECK STOPPING PRECISION AND SMOOTHNESS.

Ensure that for one-speed lifts, with half a load, the lift stops with no more than a 3-cm difference at the floor level of the car and
landing, both going up and down. For two-speed lifts, this difference should be no more than 1 cm.
Check that for two-speed lifts, the gears shift smoothly and the car moves slowly for at least the last 10 cm before stopping.
13. CALL BUTTONS (Landing and Car Pushbuttons).

Check that they cause the lift to work and the numbering corresponds to the floors. Check that the different light indicators (“occupied”,
“door open”, etc.) work properly.
14. LOAD WEIGHING DEVICE AND INDICATOR SIGN, CHECK OPERATION.

Make sure that the leds of the indicator sign work and that the lift does not move if the car load exceeds the rated load. In that case,
all the leds light up in the load indicator, and the inside overload warning buzzer sounds.
15. POSITION INDICATOR.

Check that it works. The number on the position indicator should correspond to the floor the car is on.
16. PHOTOELECTRIC CELL.

Ensure that it works in automatic landing doors and car doors, and that it causes them to reopen when there is an obstacle.
17. DOOR OPENING PUSHBUTTON.

Press and check that the doors are reopened, except when this command is cancelled. In any case, this should always take place within
5 cm before closing.
18. CAR DOORS.

Make sure the doors completely close off the entrance opening and there are no gaps greater than 3.5 mm. The doors should not make
any noise when closing or opening and the lift should not start moving if there is an object greater than 1.5 cm in width stuck between
the doors. The doors should not rub against each other, and should make no noise under operation.
19. EARTH CONNECTION.

Ensure that all doors are connected to the lift’s earth through terminal.
c ) Suspension elements and their attachments.
Check that the rope diameter (use a gauge) and form are appropriate as per Document no. 5, “Complete List of Lift Components” and
Document no. 8 “Basic Rope Features”.
Ensure that the terminal and socket rope hitches, nuts, locknuts and safety pins, both in car and counterweight (electric lifts) are in
perfect condition.
d ) Braking system.
Check the correct operation of the brake. For that purpose, the car should be loaded with 25% over the rated load. The test should
be carried out with the car descending at rated speed by cutting off the power supply to the motor and brake. The brake should be
able to stop the lift by itself.
e ) Power or current measurement and speed measurement.
In order to check the lift speed, load the car with half the rated load and using a tachometer, make sure that the working speed
corresponds to that described in the plans.
Use an ammeter clip to check the current at start-up and under operation and make sure they are correct according to the motor
features. This measurement should be taken in the three phases.

Lift SCM 02
f) Electrical installation.
1. Measurement of the insulation resistance for the different circuits. Using an ohmmeter, check that they exceed the insulation
resistance values.
Nominal Voltage of the Circuit (V) Test Voltage (DC) V Insulation Resistance (M5)
SEL 250 ≥ 0.25
≤ 500 500 ≥ 0.5
> 500 1000 ≥1
The insulation resistance should be measured between each live conductor and earth.
The electronic components should be disconnected to carry out these measurements
2. Also check the continuity (the union of the earth terminals to each other) between the machine room earth terminals and that
of the motor, control station, guides, governors, tension pulley and car and any other element that is subject to accidental drop
in voltage.
g ) Final limit switches.
Check that the final limit switches stop the lift operation when the lift goes past the end stops.
h ) Checking adherence and verification of balance between the car and counterweight.
Adherence :
Check visually that there is no slippage between ropes and pulley under normal operation.
Counterweight balance :
Load the car with half the maximum load allowed and take it to the middle of the travel, so that the counterweight is more or less at
the same distance from the machine room. Apply the brake by hand and slowly move the flywheel. If the lift tends to ascend or descend
there is either too much or too little weight in the counterweight.
It is advisable to load the counterweight with slightly less weight than required rather than perfect equilibrium or too much weight.
3.2 Car and Counterweight
Adherence :
Check visually that there is no slippage between ropes and pulley under normal operation: Using a piece of chalk mark the pulley and ropes
at the same point and check there is no difference in their position, after the car has run up and down with 100% of the rated load. Perform
this operation again with the car empty.
Counterweight balance :
In order to carry out this test, all car decoration should be finished.
Load the car with half the maximum load allowed and take it to the middle of the travel, so that the counterweight is more or less at the
same distance from the machine room. Apply the brake by hand and slowly move the flywheel. If the lift tends to ascend or descend there
is either too much or too little weight in the counterweight.
It is advisable to load the counterweight with slightly less weight than required rather than perfect equilibrium or too much weight (that
is to say, it is better if the car tends to go down).
i) OVERSPEED GOVERNOR.
1. Use a tachometer to check the governor triggering speed; ensure that the speed corresponds to that indicated on the overspeed
governor. For that purpose, the governor should not have a rope attached. The operation must be carried out directly on the
governor.
2. When the governor contact is tripped, operation should be interrupted.
j) CAR SAFETY GEAR.

Check the correct installation and adjustment of the safety gears. Ensure that neither the rollers nor the wedges rub against the guide
rails. There should be enough space between the guides and the car to allow the lift to operate correctly.
1. Test in descent: Load the car with 125% of the rated load, evenly distributed over the car area, and lock the overspeed governor
pressing the pushbutton in the control unit cabinet; the lift should run at checking speed.
Ensure the car remains in front of a landing door, so as to unload it, thus unblocking the safety gear.
2. Test in ascent: This test is carried out in the same way, but with the car empty and the lift moving at rated speed. After
performing this test make sure that no deterioration has been caused that might affect the normal use of the lift. Replace braking
components (wedges, rollers), if necessary. Visual check is considered to be sufficient.

Lift SCM 02
k) BUFFERS.
Energy storage type buffers (springs).
For this test, the car with its rated load should be placed on the buffers and the ropes should be made slack. Check the compression
corresponds to that given by the characteristic curve of the buffers. Do not exceed the distances indicated in Document no. 15
“Installation Plans”.
l) INTERCOM.
Check the correct operation of the bidirectional communication device.
m) MECHANICAL CAR LOCKING DEVICE.

Make sure that the latch fits in its housings, that it moves correctly in both directions and that the control unit is disabled when frame
and car are locked. Load the car roof with 150 kg and check the system resists without any appreciable damage. (Warning: the car
must remain empty).
n) MECHANICAL RESCUE SYSTEM.

Perform a simulated rescue operation, both in ascent and descent. After performing these operations, check that the towrope stretching
is still correct and that the pinion engaging the machine shaft remains in its initial position.

Lift SCM 02
Chapter 4 • USE OF THE LIFT SCM
4.1 Purpose of These Instructions
This chapter includes the necessary instructions for the normal use of the lift SCM, in accordance with standard EN 81-1 and Royal Decree
1314/97 Appendix I, 6.2. This dossier provides the necessary information for the normal use of this lift by the user, placing great emphasis
on certain points which, due either to difficulty or necessity, will enable the correct use of it.
4.2 The Intended Use of the Lift
These lifts are designed to transport passengers in residential and public buildings. They may also be used to transport goods whose weights
and dimensions should not exceed the total load of the lift and the dimensions of the car.
It is absolutely forbidden to transport goods that might damage the installation or the car itself.
There is a sign inside the car indicating the rated load of the lift in kilograms and the maximum number of passengers allowed. The
load permitted by the lift should never be exceeded (for that purpose, there is a device in the lift that indicates when overload occurs; in
this case, the excess of load should be removed). Likewise, the number of passengers specified should never be exceeded as this could
cause an overload.
The basic operation of the lift consists in the movement of the car (loaded or empty) from one floor to another. For that purpose, the
user should stand in front of the entrance to the lift, where there is an electric control station.
Pushbuttons next to the landing doors may have different symbols or abbreviations. Some of the symbols or abbreviations used for
this range of lifts are detailed below.
Call Button : calls the lift to go up or down
Up Button : orders the lift to go upwards
Down Button : orders the lift to go downwards
Once the lift has been called, you will observe it has arrived when the doors open (automatic doors), when the inside light of the car can
be seen (manual door with vision panel) or when a light or an acoustic signal in the electric landing control station so indicates.
Once the doors are open, you can go into the car where there is a control station and a sign specifying the rated load of the lift in
kilograms, as well as the maximum number of passengers.

Lift SCM 02
There is a series of pushbuttons in the control stations, which are detailed below:
Car pushbutton to choose the desired floor level (-2,-1,0,1,2,3,

etc ...)
Alarm button to ring the alarm (yellow).
Door Open button to re-open the door(s).
Door Closed button to close the door(s).
Intercom button for external communication.
Overload indicator.
There are also displays which indicate the floor the lift is on, both inside and outside the car
(floors).
The user may also find other messages on the control panels and indicators, since they may have been specially requested by the owners.

Lift SCM 02
4.3 Types of Control Units
The lift operates differently depending on the type of control unit :
4.3.1 Simplex Automatic Control Unit
As soon as the car doors close, the passenger in the car has three seconds to move the car before the passengers at the floors can
call the lift.
Control unit operation in ascent: once a button is pressed, the car goes directly to the corresponding floor. If there is more than one
passenger, the one who is going to the lowest floor should press his floor first. When the desired floor is reached and the passenger has
left the lift, the doors will close and the button should be pushed by the passenger going to the next lowest floor, and so on.
Control unit operation in descent: the passengers call the lift to their floors by pushing the call button, as long as the “occupied” signal
is not lit; otherwise, the call will not be registered and the lift will not come. Once the car is at the floor, which can be noticed by looking
through the door vision panel or through a light signal indicating the presence of the car, the passenger can open car and landing doors,
and during the few seconds of preference that the passenger in the car is given over another passenger at a landing, he can order the
movement of the car, as explained before, without any risk of interference.
4.3.2 Simplex Collective Control Unit in Descent
Those lifts provided with this control unit have a memory which registers the up and down commands of the passengers in the car.
However, this memory only registers the down commands of the passengers who are waiting at the floors, not their up commands.
Control unit operation in ascent: pushbuttons in the car are also given a three-second preference over those at the landings, from the
moment when the lift is about to move (doors closed). In lifts with automatic doors with a photoelectric sensor at the door threshold, they
are also given preference whenever a passenger enters the car.
As the passengers enter the car, they press the buttons corresponding to the floors they want to go to. Once the last passenger is in,
that car begins moving automatically, and it stops at the floors requested. When the last passenger has left the car at each floor, the doors
close and the lift starts to move again. In ascent, it does not answer any call from the landings, except for the one from the highest floor,
provided that it is above the highest one requested by the passengers going up inside the car. When the car reaches this floor, passengers
get in and, as detailed before, once the doors are closed they are given a three-second preference over the landing calls, to choose the
direction of the travel. If someone presses a button to go further up, the lift will go up even though it has previously registered calls to go
down.
Control unit operation in descent : passengers will give the down command and the lift will automatically descend and stop at those
floors from which the command was given.
4.3.3 Simplex Collective Control Unit in Ascent and Descent
With the simplex collective control unit in ascent and descent, the car does not only stop and pick up passengers from the different
landings on its way down, just like the previous control unit, but also on its way up.
Control unit operation in ascent : as the passengers enter the car and press the buttons that correspond to the floors desired, these
commands are registered in the memory of the lift. Once the last person has gone in and the doors have closed, the lift begins to move.
It stops successively at those floors requested by the passengers inside the car as well as those floors where passengers at the landing have
pressed the “up” button. It will not respond to the calls from landings to go down, even though it does register them in its memory. The
lift will respond, however, to the “down” button of the highest floor above the last floor it has been ordered to go up to.
Control unit operation in descent : the car picks up all passengers from those floors where the down button has been pressed. As the
passengers enter, they press the button for the floor they want to go to, which is registered in the memory. As it descends to the ground
floor, the car stops at all those landings requested by the passengers of the car and landings.
4.3.4 Duplex Control Unit
Duplex control unit consists in a single control unit for two lifts. There is only one landing control station at each floor and only one
car can be called. The nearest car will always come.
The operation of the car control station is exactly equal to that of lifts with simplex automatic control unit. Passengers must order their
calls, pushing the button for the lowest floor first. Once the car has reached that floor and the passengers have left the lift, the button for
the next floor should be pressed, and so on. The passengers in the car should press the buttons corresponding to the floors they want to
go to from the lowest to the highest one.

Lift SCM 02
The passengers at the landings should wait until the red “occupied” sign is no longer lit before calling the lift. The free car will then go to
that floor. If both lifts are free, the nearest car will go to the floor from which the call was given. If only one lift is free, once the button has
been pressed, it will light up to indicate that the call has been registered and the red “occupied” sign will also light up. If both cars are free,
the white call button will light up, but not the “occupied” sign, since one of the lifts is free.
4.3.5 Duplex Collective Control Unit in Descent
It is a combination of duplex control unit and simplex collective control unit in descent.
It operates in the same way as the collective control unit in descent with regard to the control stations and signals and the way the
commands are carried out for the passenger in the car. The difference is that there is a single landing control station at each floor for both
lifts.
Control unit operation in ascent: as the passengers enter the car they press the buttons that correspond to the desired floors and these
commands are registered in the memory of the control unit. Once the last passenger is in and the doors are closed, the car automatically
begins to move and it stops successively at the floors requested, starting to move again once the passengers have left and the doors have
closed. On its way up, it does not respond to any call to go down from the passengers at the floors, except for those from the highest floor,
provided that this floor is above the highest floor requested by the passengers in the car. When the passengers at the highest floor have
entered the car, they have three seconds to press a button and choose the direction of the travel. If they press a button to go upwards,
the car will ascend, even though calls to go down were previously registered.
Control unit operation in descent: if passengers press a button to go down, the lift will descend, stopping automatically at all floors
from which the calls were registered (provided that they are lower floors) as well as the floors requested by the passengers in the car. Once
the lift has reached the lowest floor requested, it will not respond to calls from lower floors.
4.3.6 Duplex Selective Control Unit in Ascent and Descent
It is a combination of duplex control unit and collective control unit in ascent and descent.
Control unit operation in ascent: as the passengers enter the car, they press the buttons which correspond to the floors they want to
go to. Once the doors are closed, the car automatically begins to move and it stops at all floors requested by the passengers inside the car
and at those floors where passengers at the landings have pressed the “up” button. It will not stop at those floors where passengers at the
landings have pressed the “down” button, although this will be registered in the memory of the lift for the moment when the lift goes back
down. The lift will, however, respond to the “down” button at the highest floor above the last floor requested by the passengers inside the
car.
Control unit operation in descent: once the lift has responded to all the “up” commands, the car goes to the highest floor registered
by a passenger from a landing to go down. Once the passengers have entered the car and their calls have been registered, it begins to go
down. It stops at all floors where the “down” button has been pressed. It does not respond to the “up” commands, except for those from
the lowest floor requested, provided that this floor is below the last one registered to go down. Anyhow, the distribution of calls and ascents
between both lifts takes place according to a program, which depends on its intended use within the building.
Now that we have seen how the different control units work, there are certain points to keep in mind regarding the use of the lift:
• Once the lift has finished the travel (either upwards or downwards) the lift will stop at the floor requested (in order to know the floor
the lift is at, you only need to look at the number indicated on the display or listen to the floor announcement device). Wait until the
doors have opened and exit the car. When the landing door is manual, the user will have to push it open.
• The lifts have an overload control device. This device will be activated when the load of passengers exceeds 110% of the authorized
load. A light will come on and an acoustic signal will sound in the car to indicate an excess of load. When this happens, the lift will not
start up again until a sufficient number of passengers get out of the car to lessen the load below the overload level.
• Passengers should enter and exit the lift as quickly and orderly as possible and should avoid stopping in the doorway. If the lift has
a re-opening system (photoelectric cell, etc.), be sure not to remain in its path since this will prevent the car doors from closing.
• Upon entering and exiting, make sure that your clothes or other objects do not get caught in the door. To ensure that this does not
happen, do not stand too close to the door.
• Should an unexpected situation arise (e.g. the lift stops) the passengers should try to remain calm. If the lift stops unexpectedly, press
a floor button, and if the lift does not respond, press the alarm button. If there is no alarm button, press the exterior communication
button and wait for a response. If a rescue operation is necessary, wait for instructions as to what to do.

Lift SCM 02
4.4 Information on the Normal Use of the Lift
4.4.1 Keep the Documentation
The person using the lift should be familiar with the instructions for using a lift. These instructions should be kept so that they can
be consulted at any time. The detailed instructions to be followed in case the lift stops unexpectedly -and, especially, the instructions that
correspond to the manual rescue operation or the electrical rescue operation, as well as the landing door release key- should be kept in
the machine room or inside the machine room door.
4.4.2 Situations that Require Professional Intervention
Whenever it is necessary to perform a passenger rescue operation or use the emergency door key, professional workers should be
called in. These operations should only be performed by properly trained staff.
4.4.3 Entering and Exiting Safely
When entering or exiting the car, passengers should remember to be careful not to get clothes, bags, packages, etc. caught in the
door. Passengers should enter and exit in an orderly fashion and should not stop in the doorway. If the lift has a re-opening system
(photoelectric cell, etc.) be sure not to remain in its path since this will prevent the car doors form closing. The dimensions and weight of
the load should not exceed those allowed by the lift. The number of passengers should not exceed that indicated on the sign inside the car.
4.4.4 Lift Accesses Free from Obstacles at The Landings
Any possible interference within the access to the lift - a stairway or any other object (e.g. plants, wastepaper bins, etc.)- should be
avoided.
4.4.5 Open Shafts
If the lift is installed in an open or partially-open shaft, special precautions should be taken to prevent objects from falling into the shaft
and to keep out anything that might damage the lift’s moving parts and interfere with its safe operation.
4.4.6 Control Unit Cabinet / Upper Floor
There should always be a sign at the entrance to the control unit cabinet indicating “Lift Control Panel - Danger - Authorized personnel
Only”. This inscription restricts access to the control unit cabinet; only authorized personnel (for maintenance, verification and passengers
rescue operation) can go in using a key.
During the inspection, maintenance, rescue, start-up operations, etc., make sure that the machine as well as the bedframe and the
car roof are correctly lit.
4.4.7 Description of the Different Control Unit Cabinet Components
Upper Part
• Main switches
• Protection box
• Emergency device
• Inspection box
• Lighting switches
Lower Part
• Control Panel
For a more detailed description of switches, see chapter on maintenance.

Lift SCM 02
4.4.8 Use of the Emergency Key
As we have said, when a situation requires the intervention of trained personnel, the use of the emergency key is restricted to the
trained personnel. The use of the emergency key is described in the rescue operation manual.
4.4.9 Maintenance
The owner of the lift, as the person responsible for its use and its safety conditions, should contract a qualified company for the
maintenance of the lift. This company should have a book of incidences of the lift, where a record is kept of repairs when important problems
or accidents occur or parts are replaced in the lift. This book should be at the disposal of the owner should he request it.
When necessary, the owner should request the compulsory inspections and facilitate the access to carry out these checks and tests.
If the installation has not been used for a long time, he/she should request the maintenance company to execute a general check-up of the
lift.
Whenever any user detects a problem in the way the lift operates, the owner should immediately communicate this anomaly to the
maintenance company and put up “Out of Order” signs at all lift doors.
When the landing doors are being cleaned, special care should be taken so as not to spill or drop any products (liquid or solid) into the
lift shaft.

Lift SCM 02
Chapter 5 • MAINTENANCE
WARNING
THE ACCESS TO THE MACHINERY ( MACHINE, BEDFRAME, SPEED GOVERNOR, etc ... ), TAKES PLACE FROM THE LAST
FLOOR DOOR, WHERE THE ELECTRIC CABINET IS LOCATED.
BEFORE GETTING ACCESS TO THE CAR ROOF, STOP THE MACHINERY FROM AN APPROPRIATE DISTANCE IN ORDER TO
LOCK THE DOOR OPERATOR EASILY.
UNDER NO CIRCUMSTANCES SHOULD THE CABINET BE LEFT OPEN WITHOUT SURVEILLANCE.
THE CAR ROOF IS DESIGNED TO BEAR THE LOAD OF TWO PEOPLE DURING THE MAINTENANCE OPERATIONS.
5.1 Description of Components
Protection panel :
R S T N t
FF . . .. . power differential.
QF . . .. . power magnetothermic.
FA . . .. . lighting differential.
QAC .. . car lighting magnetothermic.
QAH .. . shaft lighting magnetothermic.
QASM . . machine room lighting magnetothermic.
TC . . .. . earth connection.
SAH . .. . shaft lighting switch.
SAC . .. . car lighting switch.
Machine panel :
TRM . . . . control unit transformer.

KRL . . . . level led relay.
KRNS . . . rated speed relay.
KRREV . . revision relay.
R S T
KSG . . . . safety series relay.

KRSE . . . direction relay.
FANOX
KRFR . . . brake relay.
BTST SLV . . . . speed governor operation pushbutton.
SRLV . . . speed governor reset pushbutton.
BTST . . . temperature probe.
GRF . . . . brake rectifying plate.
TS . . . . . thermal probe.
COND . . condenser.
3VFMAC . frequency changer.
K1, K2 . . contactors.
FS . . . . . output filter.
BAT . . . . level led battery.
F1 . . . . . speed governor operation fuse.
F2 . . . . . speed governor reset fuse.
F3 . . . . . level led fuse.
F4 . . . . . VK2P load weighing device supply fuse.
S T
211C 212C 211H 212H LV1 LV2 205 206 204 210 212 U V W t
BAT

Lift SCM 02
5.2 Lift Shaft
The following checks and tests should be carried out during the lift shaft maintenance inspections. In order to communicate with the outside,
the maintenance personnel should always have a telephone susceptible of connection to any of the existing telephone coupling boxes when
these checks and tests are being carried out inside the shaft. Use a ladder -it hangs at one of the pit walls- to get into the pit.
1. Check that there are no water leaks in the pit or combustible substances that might cause a malfunction of the lift. Ensure that the
pit is clean, dry and free from waste.
2. The lift shaft and pit should have enough artificial lighting to perform this inspection properly: check that the system works.
3. Check that the revision pushbutton panel (car roof) woks properly and that the lift does not respond to calls either from the floors or
from the inside of the car when the revision control device is on.
4. IMPORTANT : The ladder to get into the pit should be put back into its place, one of the pit side walls, after the maintenance
operations.
5.3 Guides
The following checks and tests should be carried out during the guides maintenance inspections.
1. Check the condition of the car and counterweight guides and their fixture. Check any possible dbg variation.
2. If the lift has automatic greasers on the car and counterweight, check the oil level, and refill if necessary. If the lift does not have an
automatic greaser, it is advisable to grease the guides every two or three months, depending on how much the lift is used. Use the
appropriate lubricant for each type of material.
Excessive lubrication can be as detrimental as not enough lubrication
5.4 Landing Doors
The following checks and tests should be carried out during the lift landing doors maintenance inspections.
1. Check the correct operation of the circuit in all the doors. Should only one of the contacts of the circuit fail, the lift will not work. With
automatic doors, in order to check this, cause the malfunction by actuating the lock.
2. Ensure that the mechanical interlock of the door woks properly. To do so, try to slide the door sideways: the door should not move.

Lift SCM 02
3. With automatic doors, both in commissioning and in periodic inspections, check that the unlatching parts of the mechanical interlock
do not interfere with each other or overlap. Likewise, make sure that the door does not come unlatched due to door panel displacement.
Also check that the 9-mm distance is not exceeded, as shown in the diagram.
Interlock in closed position and safety electric

contact established
(*) 9
Interlock Cam Slide Closing Zone

4
MAX. 2
Rear view of the mechanical interlock cam slide

(*)
Minimum distance, 9mm. For this distance, only measure the straight surface
from the end of the curve.
4. The following should all be checked during the periodic inspections: the interlock; sensitivity of the door when a passenger is either
hit or about to be hit by the closing door; that the lift does not start when the door is open; the wear of the slide shoes; the contacts;
the door suspension carriage rollers; etc. If necessary, the different components should be cleaned, adjusted or replaced (see landing
doors assembly dossier).
5.5 Ropes
The following checks and tests should be carried out during the commissioning and maintenance inspections of the traction ropes and
rope hitches.
1. Upon commissioning as well as in periodic inspections, check the condition of the ropes in their entirety. For that purpose, count the
broken wires. A broken cord or its equivalent in wires, in a one-metre length of rope, requires that all the ropes be replaced. In order
to find fractured threads, pass a cotton rag along the rope. Threads fractured due to wear (abrasion) must be detected visually.
2. Check the condition of the counterweight and car rope hitches; in particular, check that the nuts of the rope hitches are securely
fastened.
3. Check the lubrication of the ropes. Make sure that the grease on the rope does not impede its inspection.

Lift SCM 02
5.5.1 Procedure for Replacing the Ropes
a) Lock the car in the lower locking support, and at the same time, hung the counterweight in the upper part of the shaft, without
exceeding the maximum load allowed for the hooks located in the clear overhead.
b) Put additional security slings in both frames.
c) In car frames, change the ropes from the pit and in counterweight frames and machine use the assembly scaffolds located on the last
floor.
5.6 Machine and Bedframe
The following checks and tests should be carried out during the commissioning and maintenance inspections of the machine, bedframe and
mechanical brake (see Use and Maintenance Dossier of the Machine Sassi Leo).
1. Check the screws and fixtures of the machine-bedframe set are correctly fastened.
2. Check the condition of the rope holding system and the pulley protection set.
3. During the periodic revisions, check that the machine is clean, paying special attention to the ventilation fan and the electric
components.
4. The disc brake of the machine does not need to be adjusted. It is supplied set up and callipered. Should any adjustment be necessary,
see the specific instructions for this device.
5.6.1 Procedure for Replacing the Machine
a) Lock the car in the upper locking support, and at the same time, hung the counterweight in the lower part of the shaft, without
c) Disassemble the rope holding system and the traction pulley protection.
d) One by one, get the ropes out of the traction pulley and rest them on the security sling.
e) Disconnect the machine electric installation and disassemble the emergency system.
f) Change the machine locating it suspended from the elevation system before disassembling the four fixing screws, trying not to exceed
the maximum load permitted for the hooks located in the clear overhead.
g) Get the machine out of the shaft being careful not to rest it on the car roof.
h) In order to assemble the new machine, execute the inverse procedure.

Lift SCM 02
5.6.2 Procedure for Replacing the Pulley
a) Lock the car in the upper locking support, and at the same time, hung the counterweight in the lower part of the shaft, without
c) Disassemble the rope holding system and the traction pulley protection.
d) Mark each one of the ropes with its present position in the traction pulley, so as to prevent them from crossing or entangling with each
other when putting them back in their position.
e) One by one, get the ropes out of the traction pulley and rest them on the security sling.
f) Change the pulley.
g) Introduce the ropes back into the pulley.
5.7 Speed Governor
The following checks and tests should be carried out during the commissioning and maintenance inspections of the speed governor (see
the installation and assembly dossier of the speed governor).
1. Ensure that the speed governor functions reliably and safely. The bearings should be checked and lubricated every year.
2. Check that the rope of the tension pulley remains tense and the slack rope switch works properly.
3. Check that there is no excessive lengthening of the governor rope, which might trigger the safety contact in the tension pulley. If there
is, shorten the rope.
4. Make sure that the threads of the governor rope are not damaged. If they are, replace the rope. You can check their condition by
observing if there is a fractured cord or its wire equivalent, in one metre of rope. In order to detect fractured cords or threads, pass
a cotton rag along the rope. Occasionally, there may be threads fractured because of wear (abrasion), which must be detected visually.
5. Check frequently and safely that the overspeed contact (governor contact) works properly.
6. Check the rope hitches and the pulley grooves. Clean any strange particles from them to ensure the correct operation of the speed
governor.
5.8 Buffers
The following checks and tests should be carried out during the maintenance inspections of the buffers.
1. Ensure that there are buffers and check their state (see the dossier for maintenance, installation and use of the buffers).
5.9 Alarm Device and Emergency Stop
The following checks and tests should be carried out during the maintenance inspections of the alarm device.
1. Check that it works and it can be heard from the outside of the lift shaft by the people responsible for the emergency operations.
2. Ensure that all the stop switches (pit, car roof and revision pushbutton panels) work properly.
3. Make sure that all the lift systems for alarm, emergency and rescue operations work properly (emergency lights, telephone, etc ...).
5.10 Rescue System
5.10.1 Checks and Tests To Be Carried Out During the Maintenance Inspections of the Rescue System
1. Check the correct operation and condition of the engaging system with the machine shaft and brake opening from the rescue panel.
Check the towrope stretching (see the Installation and Adjustment Dossier of the Car Rescue System).
5.10.2 Checks and Tests on the Car and Access to the Car
1. Check the general condition of the car and its frame.

2. Ensure that the car is permanently lit.
3. Check that the stop switch at the car roof works properly.
4. The distance between the car door and the landing door must not exceed 20 millimetres, except for simultaneous automatic doors,
where it can be up to 30 millimetres.
5. Make sure that the car and landing doors have toe guards.
6. Check that the lift does not start if the car door is open and that, once started, it stops when the door opens, except in the case of
automatic doors with stop levelling device, where the levelling may take place while the door is opening.
7. Check that the car door opens freely and that it is sensitive to obstacles.
8. Check the car door contact closing.

Lift SCM 02
9. Ensure that the panels slide correctly and check the state of the guide shoes. If they are worn, replace them.
10. Check that there is a load plate inside the car.
11. Make sure that the landing and car pushbuttons (floor selection, open doors) work correctly.
12. Check the correct operation of the two-way communication device (car - outside).
5.11 Counterweight
5.11.1 Checks and Tests on the Counterweight
1. Check the state of the counterweight frame, especially the nuts, locknuts, guide shoe supports, etc.
2. Check the rope clamps, nuts, locknuts and safety pins of the rope sockets or tighteners.
5.12 Guide Shoes
1. Guide shoes should be replaced one by one, not simultaneously.

2. When removing the old guide shoes, be careful not to move the frame too much, so that the new ones can be introduced easily.
5.13 Safety Gear
5.13.1 Checks and Tests on the Safety Gear
1. Check the condition of the wedge boxes and ensure there are no strange elements inside.
2. Check that the safety gear or wedge box are free of corrosion (see the installation and assembly dossier of wedge boxes).
5.14 Batteries
1. Check the good condition of the batteries and emergency batteries of the installation and make sure they have enough electric charge.
5.15 Load Weighing Device
5.15.1 Checks and Tests on the Load Weighing Device (see the installation dossier of the load weighing device).
5.16 Safety Electric Circuits (see the dossier for preassembled electrical installations).
5.16.1 Checks and Tests on the Safety Electric Circuits
1. Check that the ground wires that join the door frames, locks, motor casing and controller box are in good condition and are connected
to the earth or to metal guides.
2. Check that a grounding of the safety circuit conductors causes the lift to stop.
3. Check the good working order of all safety devices. Make sure that they cause the lift to stop completely.
4. If any, ensure that the electric rescue systems work properly.
5. If necessary, check currents and voltages.
5.17 Signalling and Control Units (see the dossier for preassembled electrical installations).
5.17.1 Checks and Tests on the Signalling or Control Units Affecting Safety
1. In the case of closed shafts with blind, non-automatic landing doors, there should be a light to indicate that the car is on the
other side of the door. Make sure that this light works at every floor.
2. Check that the delay works, so that priority is given to calls from inside the car over calls from the floors.
3. The final safety stop at the end of the travel should be caused by final limit switches other than those causing the normal
stop at the upper and lower floors. Ensure that they work properly and that the car fits in the guides in such a way that its
movement is not hindered. Check the car is properly levelled at all floors, both empty and with full load.
4. Check the condition of relays and contactors, and how they react if a phase fails or if phases are reversed.
5. Should the control unit have a fault storage device, check the last faults registered.

Lift SCM 02
5.18 Electric Cabinet
5.18.1 Checks and Tests on the Electric Cabinet
1. The electric cabinet should have electric lighting and a safety switch to stop the lift during inspection. Make sure it works properly.
2. Check the main switch, contactors, relays, fuses and the level of artificial lighting.
3. Check that the access to the cabinet is safe.
4. Check the condition of the cabinet locks and make sure it is possible to close it without a key.
5. After every inspection leave the access to the electric cabinet free.

MP SPAIN BRANCH OFFICES IN SPAIN AFFILIATED COMPANIES MP PORTUGAL (LISBOA)
HEAD OFFICES MP BARCELONA MP AUSTRIA Contact : Sr. José Guerra
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FACTORIES IN SEVILLE MP BILBAO MP CZECH MP UK

ELECTRONIC and MECHANIC Contact : Sr. Octavio Pérez Contact : Sr. Pavel Dvorsky Contact : Sr. Gary Giltbertson
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South Wales, Australia
Mechanical
rescue system
LRM-101/A4
(for SCM-02 and SCM-07)
Technical dossier
v2.02, NOV. 02
Installation - Assembly - Commissioning
Use - Maintenance - Repair
English / RMA4SCMUk
TECHNICAL DOSSIER
Mechanical rescue system A4 for SCM
INDEX
0. SAFETY MEASURES
1. COMPONENTS DESCRIPTION
2. RESCUE SYSTEM INSTALLATION
3. RESCUE SYSTEM ADJUSTMENT
4. RESCUE SYSTEM MAINTENANCE
5. SYSTEM FEATURES AND USE MANUAL: Passenger Rescue Operation
v2.02, NOV. 02 Pag . 2 /10 RMA4SCMUk

TECHNICAL DOSSIER
0. SAFETY MEASURES
ASSEMBLY MUST BE PERFORMED BY TWO OPERATORS
Obligatory protection Obligatory protection Obligatory protection

of the head of feet of hands
EXECUTE ALL OPERATIONS OF THIS DOSSIER WITH THE CAR ABOVE, FROM THE CAR ROOF AND
WITH THE COUNTERWEIGHT NEXT TO THE BUFFERS..
DO NOT LOAD THE CAR EXCESSIVELY DURING THE INSTALLATION PROCESS

AND SYSTEM ADJUSTMENT.

TECHNICAL DOSSIER
1. COMPONENTS DESCRIPTION:
The mechanical rescue system A4 for SASSI LEO MACHINE is composed of the
following parts:
A) MACHINE SUB-ASSEMBLY
It is the four-column part. It is placed on the machine, once the rescue pinion, the
machine safety contact and the encoder are installed on its support.
B) CABINET SUB-ASSEMBLY
It is the component fixed to the upper compartment of the electric cabinet using
four screws.
C) FLEXIBLE ROPE + SHEATH

It connects the Machine Sub-assembly to the Cabinet Sub-assembly. It transmits
the turning torque from the controller to the machine.
D) METAL BRAKE FLEXIBLE CABLE

It connects the Machine Sub-assembly to the Cabinet Sub-assembly.
Used to release the brake and operate on the clutch at the same time.

TECHNICAL DOSSIER
2. RESCUE SYSTEM INSTALLATION
2.0) PREREQUISITE: The rescue pinion, the encoder and the safety
contact (supplied together with the machine) should be correctly
assembled on its support.
See Pre-assembled Electrical Installation Dossier.
2.1) INTRODUCE the Cabinet Sub-

assembly from the inside part of
the shaft and fix using four side
screws.
2.2) ASSEMBLE the Machine Sub-assembly on the machine, and fix through the threaded columns in the housings of the blue screws of the
machine body.
NOTE: Loose the nuts of union between the sheet of the rescue and the columns, and tighten them after ensuring that the
square shaft slides and enters correctly in the rescue piñón of rescue.
NOTE: Fix the hoops in order to lift the

machine, under the columns of a lower length.

TECHNICAL DOSSIER
Fix the square piece supplied to the brake bar

of the machine, as shown in the picture. –>
NOTE: CHECK that the machine brake

opens when pushing the lever
DOWNWARDS. Otherwise, please contact
MP After-Sales Department
(To receive instructions on how to
change the tripping direction).
<– 2.3) CONNECT the horizontal lever of the Cabinet sub-assembly and the Machine Sub-assembly
levers to the metal brake flexible cable. The plastic sheath of the brake flexible cable is installed
between the rear part of the cabinet and the Z-piece of the Machine Sub-assembly. The set-pin is
fixed at the end of the brake flexible cable on the machine side.
2.4) CONNECT both sub-assemblies to the metal flexible shaft and its
sheath, inserting the square ends into the pinions..
(In the extreme of machine: In the “right hand” setting, the cable is connected in the
opposite side to the brake, and in the "left hand” setting, in the same side; the Machine
Sub-assembly already comes assembled from factory according to the adequate
setting)

TECHNICAL DOSSIER
NOTE:
For a better operation of the flexible shaft, fix it, by means of the plastic band supplied, to
the angular piece of the machine bedframe
3) RESCUE SYSTEM ADJUSTMENT
3.1) THE CABINET

Adjust the position of the support plate of the wheel in relation to the wheel extension piece bushing. To do that, move the wheel while
tightening screws and nuts and check the movement.
3.2) THE MACHINE

Adjust the position of the Machine Sub-assembly plate (relieving and tightening columns) so that the square shaft placed in the
rescue pinion moves freely.
Adjust the levers:
a) Place the machine trigger lever at 108 mm, between the brake flexible cable set-pin base and the brake flexible cable Z-support. See
figure (NOTE: brake flexible cable Z- support should not be in contact with the machine, as to avoid vibrations).
b) Self-locking nut of the threaded rod triggering the brake bar on the machine should be fixed at 5 mm of its actuation point. See figure.

TECHNICAL DOSSIER
c) Using the upper threaded rod nuts, place the pinion trigger lever (upper lever), in such a way
that the notched wheel of the pinion (Z=23) is 3 mm from the gear int egral to the machine
(Z=62).
Adjust the position of the machine contact on its support in height and depth (using the thread), in such a way that the pinion operates on
the contact when moving downwards:

TECHNICAL DOSSIER
4) RESCUE SYSTEM MAINTENANCE
During the periodic revisions of the lift:
- Check the wheel moves easily.
- Check the brake flexible cable is correctly tightened.
- Ensure that dimensions and distances are respected regarding point 3, especially after executing a passenger rescue operation.
- Ensure that all the system springs are in good condition.
5) SYSTEM FEATURES AND USE MANUAL: Passenger Rescue Operation
The mechanical rescue system of the SCM-02 lift is capable of moving the car manually (using the wheel placed in the controller) in both
directions, regardless of the load: Bidirectional System.
(Provided that load does not exceed 125% of the rated load)
In case of compensated load (car load equal to half the rated load) the force necessary to move the car in any direction will be similar.
When the load in the lift is unbalanced, it will be easier to move the wheel in any direction. It is recommended to execute the rescue
operation, moving the car in the most favourable direction (should that be possible), since too much effort will not be necessary and
the time employed will be reduced.
WARNING: In some cases, it may not be necessary to make an effort on the wheel to move the car; hold the wheel and release slowly, as
to prevent the car overspeed.
The system operates as follows: When pushing the wheel, the lever system of the Machine Sub-assembly operates and makes the rescue
pinion to descend, opening the machine safety contact, and then, another lever of the mechanism opens the brake.
From that moment, you control the car movement through the wheel.
If you release the wheel, the system springs (in the cabinet, Machine Sub-assembly, pinion and the machine brake itself) make the system
go back to its initial position.
NOTES:
1) When pushing the wheel, if you observe it is difficult to take it to the end, the rescue pinion may not be lowering, possibly because its teeth
interfere with that of the machine notched wheel. In this case, move the wheel slightly in both directions, while pushing it.
2) Due to the regenerative forces between the pinion and the machine notched wheel, they may be geared momentarily, even though the
brake is released. If you move the wheel slightly once it is completely out, the pinion goes back to its original position. It is convenient to
grease the rescue pinion of the machine.

TECHNICAL DOSSIER
PROCEDURE FOR A PASSENGERS RESCUE OPERATION:
1. Contact the lift technician. SAFETY DEVICES should always remain ACTIVE.
2. TURN OFF THE MAIN SWITCH OF THE LIFT in the upper compartment of the electric cabinet, next to the lift door on the last floor.
3. CHECK TO SEE THE POSITION OF THE CAR. TRY TO CALM TRAPPED PASSENGERS DOWN and inform them that the rescue
operation is going to take place and the car will move. Tell them no to try to open the doors or leave the car until they are told to
do so safely.
4. CHECK THAT ALL LANDING DOORS ARE CLOSED AND BLOCKED AND CAR DOORS ARE CLOSED. Put up
an “OUT OF ORDER” sign at each entrance.
5. LOCATE THE WHEEL WHICH IS UNASSEMBLED INSIDE THE CABINET AND SCREW.
6. RELEASE THE MACHINE BRAKE, PUSHING THE LEVER VERY SLOWLY and move it to turn the pulley manually.
WARNING: It may be necessary to turn the wheel slightly in both directions, while pushed, so that the
system completely gears. The wheel should be pushed to the end.
WARNING :
The car may go up or down by itself; in the event of car overspeed,take the wheel out
immediately. If the car is blocked by the safety gear operation, or if it does not move,
contact a qualified technician.
7. RELEASE THE BRAKE ONCE THE POSITION IS REACHED. THE CAR SHOULD REMAIN WITHIN THE
INTERLOCK AREA; the level LED, installed in the upper compartment, lights up when the car is at floor level.
When releasing the brake, once the position is reached, move the wheel in both directions and make sure it does turn freely.
8. UNLOCK AND OPEN LANDING DOORS USING THE EMERGENCY KEY to free the passengers. (Only trained staff familiar with
the rescue procedure are authorised to use this key).
8.1 LOCATE THE DOOR RELEASE TRIANGLE AT THE DOOR FRAME. All doors have a door release triangle. In the case of MACPUARSA
doors, it is located at the door lintel.
8.2 INSERT THE KEY INTO THE TRIANGLE, to engage the mechanism. TURN THE KEY IN THE APPROPRIATE DIRECTION TO RELEASE
THE DOOR and OPEN THE DOOR by pressing the door edge manually.
8.3 Once the landing door is open, THE CAR DOOR IS NO LONGER BLOCKED and it can be opened manually without the key.
WARNING:
If the car is not exactly at floor level, pay special attention to protect the passengers when leaving the car.
9. Once the passengers are out, make sure that ALL DOORS ARE CLOSED AND CORRECTLY BLOCKED. LEAVE ALL DEVICES AND RESCUE
SYSTEM OPERATIONS BACK TO THEIR INITIAL POSITION.
10. WARN THE TECHNICAL DEPARTMENT so that the lift is checked before it is restarted .
WARNING: The lift should not have power supply until the assistance of the technical department.
C
PRODUCT TECHNICAL SPECIFICATIONS
PLATE TWO-PANEL CENTRAL-OPENING 3VF REVECO II OPERATOR
GENERAL DESCRIPTION
2-panel central-opening car door operator, supplied with 230 Vac single-phase voltage. It is controlled by an electronic system enabling speed
regulation through 3VF frequency variation/voltage variation. Reading of door speed, position and direction of movement is carried out through
double pulse encoder, integrated with the electronic circuit. There are no positioning microswitches.
Views of the operator
Noteworthy innovations:
• Considerable reduction in operator noise level.

• Elimination of vibrations and electrical noises thanks to the new VVVF control.
• Adjustment of braking ramps and sensitivity by potentiometers.
• Wide door thrust and energy range adjustment.
• Infra-red communication using IRDA port.
• Greater operational robustness (supports anomalous situations in extreme operating conditions in temperatures up to 85º and voltages up to
260 V AC).
• Complies with future standards for electromagnetic compatibility for the lift sector (prEN 12015:2001 and prEN 12016:2001).
• Temperature detecting device to protect the motor from overheating.
V0.00,ENE.04 FTORIIC23VFUK 1/5

TWO-PANEL CENTRAL-OPENING 3VF REVECO II AUTOMATIC CAR DOOR

Fixing distances from
GUIDE
operator to car roof
PLATE
2
GREEN ALIGNMENT
POINT AXIS
GREEN ALIGNMENT
~
POINT OF THE
TOTAL HEIGHT 2460

OPERATOR
PANEL
STANDARD CAR HEIGHT 2200
STANDARD PANEL HEIGHT 2010

CLEAR ENTRANCE HEIGHT 2000
LINTEL
SILL
2156
DIMENSION A
CAR DOOR CAR JAMB
B 5
Installation of the operator on the car roof:
1. Horizontal regulation:
CLEAR ENTRANCE • The green alignment point must be centred with car jamb and with the
door suspension green point (Landing door).
• Keep a 5 mm distance between panels, and between panels and car
LANDING DOOR
jamb with the door open. In MP cars install the operator at a distance
of 2 mm, from the car roof rim.
PLATE S In cars not manufactured by MP, the distance of 2 mm must be
modified in relation with car door jamb width.
2. Vertical regulation:
• The operator is supplied already adjusted for standard MP cars, with an
operator fastening height of 2200 mm, maintaining the distance of
2156±5 mm between the green alignment point of the operator and the
top of the door track.
S In cars with a standard door height of 2010 and other fastening
heights different to 2200, adjust the height of the operator brackets,
to maintain the distance of 2156±5 mm.
S In cars with door heights over 2010, increase the distance of 2156
depending on the increase in door height.
NOTE: RESPECT THE LINTEL DIMENSIONS AS TO AVOID INTERFERENCES

IN THE OPERATOR.
• In cars not manufactured by MP, it is necessary to keep the relation
between the operator fixation height (2200 mm, in standard MP car)
and lintel maximum measures (2160 mm height, and 21 mm wide in
the 115 mm upper side), also the relation between the jamb width (37
mm in MP cars) and the distance from the car roof rim (2 mm).
DIMENSIONS (mm) :
POSITIONS FOR FIXING

Model SET SQUARES DOOR WEIGHT (Kg) PACKING
OR2C2XXX
(2)
Dimensions
Clear (mm)
Version Plate Guide Motor Dim. B
Entrance + Panels +Panels
XXX A (1) (3)
F1 F2 F3 PANELS SILL Operator Standard Optional
(e=1 mm) (e=1.2 mm)
070 700 1310 1410 78 1460 48 560 700 850 380 1425 35 59 62 1430x370x610
080 800 1450 1610 78 1660 59 660 800 950 430 1625 39 65 68 1800x370x610
090 900 1600 1810 78 1860 74 760 900 1050 480 1825 42 75 79 2300x370x610
100 1000 1700 2010 78 2060 74 860 1000 1150 530 2025 43 78 82 2300x370x610
(1)
Dimension A is the distance between the ends of both sides (guide ends or open car panels, depending on the case).
(2)
Values in shaded boxes correspond to the position of set squares, which is pre-defined at the factory.
(3)
Packing dimensions (length x width x height). Packed product weight: add 4 kg to the operator weight.

Electric connection scheme:
Bank of Potentiometers Infrared Group of

microswitches LED No. 1
receiver Leds
SERIAL PORT FOR FIRMWARE PROGRAMMING
SWITCH
P2 U MOTOR
U TO1 V V
SWITCH
W M3
CONNECTION
230 V
TO2 W T01
P5 T02
LED No.1
CONFIGURATION OF MODE
“ PRESENCE OF OBSTACLE” T01,T02 (White wires): PROTECTION THERMO-SWITCH
RELAY (NC/NO) (NC)
FUSES
(F1,F2) 2A
F2 F1 MODEL OF DOOR MOTOR PHASES
U= GREY
BOX INTERNAL SIDE
T2H/T3H (RIGHT) V= BROWN
W= BLACK
OB2 OBX V1 V2 C1 C2 C3 C4 U= BROWN

T2H/T3H (LEFT)
V= GREY
N.O.N.C. C2H/C4H
W= BLACK
P12
SCC
DOOR SAFETY SERIES
CONTACT CONNECTION
(TO CONTROL UNIT)
OB2 OBX V1 V2 C1 C2 C3 C4
(*) (*)
GENERAL ELECTRICAL INSTALLATION
MP ELECTRICAL INSTALLATION
(FOT)
(**) V1-V2: SUPPLY

GREEN-YELLOW
230 Vac ± 10%

ORANGE
BROWN
BROWN
C1-C2 AND C3-C4: OPEN/CLOSE SIGNAL, ACCORDING

GREEN
GREEN
BLACK
BLUE
TO OPERATING MODE TABLE: A,B,......

RED
(*) C3 AND C4 ONLY WILL BE WIRED UP WHEN

OPERATING LIKE MODE: B
OB2- OBX: DOOR OPENING CONTACTS

105-CR2
106-CR2
PAP2-CR2
221-CR3
222-CR3
223-CR3
0Vp-CR3
MP INSPECTION BOX 30Vdc,4 A/250 Vac, 2 A

2-CR2
(**) INSERT CONTACTS GIVING DOOR OPENING

COMMAND (example: photocell)
PAP
SCC: CONNECTOR FOR SAFETY CONTACT (door series)

105-CH2
106-CH2
223-CR3
+24 Vdc
221-CC3
222-CC3
0Vp-CC3
MP CONTROL UNIT
2-CC2
OPENING AND CLOSING OPERATING MODE
MODE Connections: Connections:

C1,C2 C3,C4
CAM SIGNAL: ADDITIONAL SIGN :

MODE:
OPEN DOOR .............................. (C1-C2)= 0 Vac/Vdc LOW CLOSING SPEED = 48 ÷220 Vac / Vdc.
A(1)
CLOSE DOOR ............................ (C1-C2)= 48 ÷ 220 Vac/Vdc (NO DETECTION OF OBSTACLE)
OPEN DOOR....................... (C1,C2)= 0 Vac / Vdc........ and (C3,C4)= 48 ÷ 220 Vac / Vdc
MODE: CLOSE DOOR..................... (C1,C2)= 48 ÷ 220 Vac / Vdc ....... and (C3,C4)= 0 Vac / Vdc
B(2) LOW CLOSING SPEED......... (C1,C2)= 48 ÷ 220 Vac / Vdc........ and (C3,C4)= 48 ÷ 220 Vac / Vdc
NO MOVEMENT OF DOOR.... (C1,C2)= 0 Vac / Vdc........ and (C3,C4)= 0 Vac/Vdc
C RESERVED
D RESERVED
NOTES: (1) FACTORY-DEFINED OPERATING MODE

(2) FACTORY OPERATING MODE WHEN MP ELECTRICAL INSTALLATION IS MBII
(3) FOR CHANGING THE OPERATING MODE USE TERMINAL PDA (INFRARED)

CONFIGURATION POSSIBILITIES: (Clear entrance, type of landing door, opening and closing speed, sensitivity to obstacles).
Adhesive label for the identification of the operator controls and display of controls:
MICROINTERRUPTORES / MICROSWITCHES OPERADOR 3VF REVECO-II / 3VF REVECO-II OPERATOR

ON: PROCESO LECTURA TAMAÑO PUERTA / DOOR SIZE READING PROCESS
1 OFF: OPERACIÓN NORMAL / NORMAL OPERATION
ON: PUERTA DE RELLANO SEMIAUTOMÁTICA / SEMI-AUTOMATIC LANDING DOOR

2 OFF: PUERTA DE RELLANO AUTOMÁTICA / AUTOMATIC LANDING DOOR
POTENCIÓMETROS / POTENCIOMETER
ON: VELOCIDAD APERTURA LENTA / SLOW OPENING SPEED

3 OFF: VELOCIDAD APERTURA RÁPIDA / FAST OPENING SPEED
SENSIBILIDAD FRENADA EN APERTURA FRENADA EN CIERRE ASCENSORES
SENSITIVITY BRAKING IN OPENNIG BRAKING IN CLOSING
ON: VELOCIDAD CIERRE LENTA / SLOW CLOSING SPEED
4 OFF: VELOCIDAD CIERRE RÁPIDA / FAST CLOSING SPEED
ON / HIGH VOLTAGE
PROGRESIVA PROGRESIVA
ALTA / HIGH PROGRESSIVE PROGRESSIVE
+ + +
MODELO DE PUERTA
TYPE OF DOOR 5 6 ESCALA REGULACIÓN POTENCIÓMETROS 6
7
6
7
6
7
T2H
_ POTENCIOMETER ADJUSTING SCALE
+ 5 8 5 8 5 8 1 2 3 4 5 6 7 8
T3H 4
4 4 ON
C2H
C4H 3
3 3
_ _ _
0 0 0
2 1 2 1 2 1
ON: RESTAURAR PARÁMETROS DE
7 FÁBRICA / FACTORY SETTING LECTOR INFRARROJOS BAJA / LOW RÁPIDA / FAST RÁPIDA / FAST OFF
OFF: OPERACIÓN NORMAL / 1 2 3 4 5 6 7 INFRA-RED RECEIVER
NORMAL OPERATION BANCO DE MICROINTERRUPTORES
BANCO DE LEDS (IrDA) BANK OF MICROSWITCHES
8 ON: PROGRAMACIÓN FIRMWARE /
FIRMWARE PROGRAMMING
¡
BANK OF LEDS
OFF: OPERACIÓN NORMAL / NORMAL OPERATION
IRDA device for the configuration of Potentiometers for the analog

Description of Group of leds Bank of
parameters via infrared adjustment of deceleration areas and
microswitches functions microswitches
door sensitivity
Representative Speed-Time graph of the operator Reveco II Parametrization of opening/closing curves

(Eg.: Configuration of fast speed in opening and closing;
and potentiometers in position 6)
OPENING
CLOSING
OPENING CLOSING
T1: Drive lever curve time: Door release (PDA)

Maximum opening speed ....0.54 m/s. V1: Start-up speed (PDA)
T2: Acceleration curve time (PDA)
Maximum closing speed ........0.34 m/s. V2: Rated speed
T3: Deceleration curve time (PDA)
(Microswitch 3 or 4 / PDA)
Opening time ..................2.86 s. T4: Stopping curve time (PDA)
V3: Approach speed (PDA)
Closing time......................4.03 s. V4: Stopping speed (PDA) PA: End of deceleration in opening (Potentiometer)
PC: End of deceleration in closing (Potentiometer)
DISPLAY OF THE INFORMATION PROVIDED BY THE EQUIPMENT: (Leds, acoustic signals)
Led 1: On: The equipment is powered (230 Vac, single-phase)/ Off: The equipment is not powered. No residual-internal stress.
Led 2: Blinking: Encoder pulse representation.
Led 3: On: Operator reading clear entrance./ Blinking: Door closing at slow speed (no detection of obstacles).
Led 4: On: Error, overtemperature in the motor.
Led 5: On: Clear entrance read, not supported./ Blinking: Error in E2PROM reading.
Led 6: On: Error, mains voltage low./ Blinking: Error, mains voltage high.
Led 7: On: Error, maximum travel time exceeded in opening or closing./ Blinking: Short circuit in motor output.
Acoustic signals (buzzer):

• Clear entrance reading process:During clear entrance reading:...................................... Buzzer blinking each 0.5 sec.
End of clear entrance reading:- Correct (Finish OK): ........ 1 long 3-sec. whistle.
- Incorrect (Finish KO): ...... Buzzer blinking each 0.1 sec.
• First movement in normal operation:.......................................................................... 2 sec. of buzzer blinking each 0.1 sec.
• Permanent error: ....................................................................................................... Buzzer on 0.2 sec. and off 10 sec.
L Manual operation enabling (PDA):............................................................................Three short acoustic signals.
L Manual operation disabling (PDA):........................................................................... Long acoustic signal.

PLATE TWO-PANEL SIDE-OPENING 3VF REVECO II OPERATOR
GENERAL FEATURES
• Motor control through electronic system with voltage variation through 3VF frequency variation.
• Reading of door position via double pulse train encoder.
• Traditional control interface (connection to control unit); valid for any lift control unit.
• Removal of final limit switches and presence-of-obstacle contacts.
• Retiring lever for automatic landing door actuation.
• Door release before opening.
• Automatic reading of door size.
• Easy access for the regulation of speeds and sensitivity to obstacles.
• Mechanical elements reduction.
• State-of-the-art electronic components, 90% of them being superficially assembled.
• New supporting plate more rigid.
• Embossed Polyester Epoxi Paint.
FUNCTIONAL FEATURES
• Frequency inverter (3VF) for the activation of a three-phase motor.

Three-phase motor features. Type 125/40 IEC-34 900 rpm, Torque 35 Kgcm, V=230V For I=1,35 A, 50 Hz, IP-20 Class F Isolation. Protecting thermo-
switch (NC).
• Supply: 230 Vac ± 10% single-phase; 50/60 Hz.
• Conventional control interface:
• V1-V2: Single-phase power supply 230 Vac ± 10%; 50/60 Hz.
• OB2-OBX: Door opening contacts. Output through voltage-free contact (NC from the factory) 30 Vdc, 4 A; 250 Vac, 2A.
• C1-C2 and C3-C4: Open/close signal, according to operating modes table (A, B,.....).
S Earth.
S SCC: Safety contact (door series).
• Includes a 16-bit Microcontroller with Three-phase PWM implementation hardware for Motor control. The Microcontroller has Flash Technology,
which enables multiple in-circuit recordings.
• Complies with the Community directive on electromagnetic compatibility (CD 89/336/EEC). Includes all the electronics under a single card,
regardless of the model of the governing motor. The response against the requirements in force concerning EMC (Electromagnetic Compatibility)
is significantly improved.
• Parameter adjustment through microswitches and potentiometers (Analog Adjustment).
Microswitches:
• Door size reading: the equipment reads door size and automatically calculates acceleration and deceleration ramps, without setting the
parameters. All the factory-defined adjustment parameters are reestablish.
• Automatic or semi-automatic landing door configuration.
• Opening speed (slow or fast).
• Closing speed (slow or fast).
• Door model (T2H/C2H/T3H/C4H).
• Firmware programming.
Potentiometers:
• Sensitivity to obstacles.
• Braking in opening: regulation of the moment when the door finishes deceleration in opening.
• Braking in closing: regulation of the moment when the door finishes deceleration in closing.
• IRDA configuration (Infra-Red Data Acquisition) for parameters reading and re-setting via infrared, through PAD device operating from the landing.
• Door size reading, type of operator and type of external door.
• Acceleration and deceleration zones.
• Opening (Fast/Slow):
• Speeds in the different periods.
• Times in the curves of the different periods.
• Closing (Fast/Slow)
• Operating mode.
• Torque in opening.
• Total lack of noise in the motor when using a switching frequency above the audible range. It operates in closed loop. It has incremental double
pulse train encoder enabling to know the direction of door movement, position and actual speed in real time. This enables removing all traditional
mechanical operation switches (final limit switches, sensitivity microswitches...).
It includes output through relay contact (common and NO or NC) simulating the traditional sensitivity microswitch, enabled upon detection of an
obstacle in door closing or photocell cut. It is thus possible to install the operator with any control unit. Sensitivity is adjustable.
• Automatic double fuse protection (independent).
• It has a switch to disconnect the equipment supply and to stop doors from moving.
• Includes a bank of leds and a buzzer to inform of the state of the equipment and of possible operating errors. Information supplied:
• State of the equipment supply.
• Representation of encoder pulses.
• State of the clear entrance or door size reading process.
• Error. Maximum travel time exceeded in opening or closing.
• Error in E2PROM reading.
• Error. Overtemperature in the motor.
• Clear entrance reading not supported.
• Error. Mains voltage low and high.
• Short circuit in the output motor.
• Permanent error.
• Identification of the first movement in normal control unit. (Position reset).
• Identification of the control state of the operator through PDA.
• Identification of door closing in slow speed (No detection of obstacles).

GENERAL DESCRIPTION
2-panel side-opening car door operator, supplied with 230 Vac single-phase voltage. It is controlled by an electronic system enabling speed regulation
through 3VF frequency variation/voltage variation. Reading of door speed, position and direction of movement is carried out through double pulse
encoder, integrated with the electronic circuit. There are no positioning microswitches.
Views of the operator
Noteworthy innovations:
• Considerable reduction in operator noise level.

• Elimination of vibrations and electrical noises thanks to the new VVVF control.
• Adjustment of braking ramps and sensitivity by potentiometers.
• Wide door thrust and energy range adjustment.
• Infra-red communication using IRDA port.
• Greater operational robustness (supports anomalous situations in extreme operating conditions in temperatures up to 85º and voltages up to
260 V AC).
• Complies with future standards for electromagnetic compatibility for the lift sector (prEN 12015:2001 and prEN 12016:2001).
• Temperature detecting device to protect the motor from overheating.
V2.00,ENE.04 FTORIIT23VFUK 1/5

TWO-PANEL SIDE-OPENING 3VF REVECO II AUTOMATIC CAR DOOR

PLATE Fixing distances from
operator to car roof
Green
Green alignment point axis

alignment point
of the operator
PANEL
TOTAL HEIGHT 2460

SILL
STANDARD CAR HEIGHT 2200

LINTEL
STANDARD PANEL HEIGHT 2010

CLEAR ENTRANCE HEIGHT 2000
CAR JAMB
Car slam (DOOR OPEN)
post
DIMENSION A
(START OF CLEAR ENTRANCE) 5
Possible special position of
Green TRAVEL = CLEAR ENTRANCE +10 motor and electronic card on
alignment PLATE -98 the opening side, in cases of
point double landings at 90º.
PLATE -311
Installation of the operator on the car roof:
1. Horizontal regulation:
• The green alignment point must be aligned with the car slam post and with the door
suspension green point (Landing door).
• Keep a 5 mm distance between panels, and between panels and car jamb with the door
open. In MP cars install the operator at a distance of 17 mm, from the car roof rim.
- In cars not manufactured by MP, the distance of 17 mm must be modified in relation with
PLATE open door jamb width.
2. Vertical regulation:
• The operator is supplied already adjusted for standard MP cars, with an operator fastening
height of 2200 mm, maintaining the distance of 2156±5 mm between the green alignment
point of the operator and the top of the door track.
S In cars with a standard door height of 2010 and other fastening heights different to
2200, adjust the height of the operator brackets, to maintain the distance of 2156±5
mm.
S In cars with door heights over 2010, increase the distance of 2156 depending on the
increase in door height.
NOTE: RESPECT THE LINTEL DIMENSIONS AS TO AVOID INTERFERENCES IN THE OPERATOR.

S In cars not manufactured by MP, it is necessary to keep the relation between the operator
fixation height (2200 mm, in standard MP car) and lintel maximum measures (2160 mm
height, and 21 mm wide in the 115 mm upper side), also the relation between the jamb
width (37 mm in MP cars) and the distance from the car roof rim (17 mm).
DIMENSIONS (mm) :
POSITIONS FOR FIXING SET SQUARES
DOOR WEIGHT (Kg) PACKING
Model (2)
OR2T2XXX Dimensions
Clear (mm)
Version Plate Motor Dim. + Panels +Panels
Entrance
XXX A (1) F1 F2 (3)
F3 (3)
F4 F5 F6 F7 Panels Sill Operator Standard Optional (4)
(e=1 mm) (e=1.2 mm)
070 700 1120 98 1085 20 175 330 470 651 790 945 380 1075 36 59 62 1200x370x610
075 750 1170 98 1155 20 175 330 450 670 720 840 405 1150 37 61 64 1200x370x610
080 800 1270 98 1235 20 175 330 450 720 821 940 430 1225 39 64 67 1430x370x610
085 850 1320 98 1305 20 175 330 450 745 870 990 455 1300 40 71 74 1430x370x610
090 900 1420 98 1385 20 175 330 470 850 951 1090 480 1375 42 74 77 1800x370x610
100 1000 1570 98 1535 20 175 330 450 870 1000 1120 530 1525 45 79 83 1800x370x610
(1)
Dimension A is the distance between the start of the clear entrance and the most outstanding point (the opening end of the operator or open car panels, depending
on the case).
(2)
Values in shaded boxes correspond to the position of set squares, which is pre-defined at the factory.
(3)
Positions of set squares are only valid in the case of special position of the motor and electronic card in the opening side, when necessary in double landing at 90º.
(4)
Packing dimensions (length x width x height). Packed product weight: add 4 kg to the operator weight.

Electric connection scheme:
Bank of Potentiometers Infrared Group of

microswitches receiver Leds LED No. 1
SERIAL PORT FOR FIRMWARE PROGRAMMING
SWITCH
P2 U MOTOR
U TO1 V V
SWITCH W M3
CONNECTION 230 V
TO2 W T01
P5 T02
CONFIGURATION OF MODE LED No.1
“ PRESENCE OF OBSTACLE” T01,T02 (White wires): PROTECTION THERMO-SWITCH
RELAY (NC/NO) (NC)
FUSES
(F1,F2) 2A
F2 F1 MODEL OF DOOR MOTOR PHASES
BOX INTERNAL SIDE U= GREY

T2H/T3H (RIGHT) V= BROWN
W= BLACK
OB2 OBX V1 V2 C1 C2 C3 C4 U= BROWN

T2H/T3H (LEFT)
V= GREY
N.O.N.C. C2H/C4H
W= BLACK
P12
SCC
DOOR SAFETY SERIES
CONTACT CONNECTION
(TO CONTROL UNIT)
OB2 OBX V1 V2 C1 C2 C3 C4
(*) (*)
GENERAL ELECTRICAL INSTALLATION

MP ELECTRICAL INSTALLATION
(FOT)
(**)
GREEN-YELLOW
V1-V2: SUPPLY
ORANGE
230 Vac ± 10%

BROWN
BROWN
GREEN
BLACK
GREEN
BLUE
RED
C1-C2 y C3-C4: OPEN/CLOSE SIGNAL, ACCORDING

TO OPERATING MODE TABLE: A,B,......
(*) C3 AND C4 ONLY WILL BE WIRED UP WHEN

MP INSPECTION BOX OPERATING LIKE MODE: B
105-CR2
106-CR2
PAP2-CR2
221-CR3
222-CR3
223-CR3
0Vp-CR3
2-CR2
OB2- OBX: DOOR OPENING CONTACTS

30Vdc,4 A/250 Vac, 2 A
PAP
(**) INSERT CONTACTS GIVING DOOR OPENING

COMMAND (example: photocell)
MP CONTROL UNIT
105-CH2
106-CH2
223-CR3
+24 Vdc
221-CC3
222-CC3
0Vp-CC3
SCC: CONNECTOR FOR SAFETY CONTACT (door series)

2-CC2
OPENING AND CLOSING OPERATING MODE
MODE Connections: Connections:

C1,C2 C3,C4
CAM SIGNAL: ADDITIONAL SIGN :

MODE:
OPEN DOOR .......................... (C1-C2)= 0 Vac/Vdc LOW CLOSING SPEED = 48 ÷220 Vac / Vdc.
A(1)
CLOSE DOOR ........................ (C1-C2)= 48 ÷ 220 Vac/Vdc (NO DETECTION OF OBSTACLE)
OPEN DOOR........................... (C1,C2)= 0 Vac / Vdc.............and (C3,C4)= 48 ÷ 220 Vac / Vdc

MODE: CLOSE DOOR......................... (C1,C2)= 48 ÷ 220 Vac / Vdc ............and (C3,C4)= 0 Vac / Vdc
B(2) LOW CLOSING SPEED............. (C1,C2)= 48 ÷ 220 Vac / Vdc.............and (C3,C4)= 48 ÷ 220 Vac / Vdc
NO MOVEMENT OF DOOR........ (C1,C2)= 0 Vac / Vdc.............and (C3,C4)= 0 Vac / Vdc
C RESERVED
D RESERVED
NOTES: (1) FACTORY-DEFINED OPERATING MODE

(2) FACTORY OPERATING MODE WHEN MP ELECTRICAL INSTALLATION IS MBII
(3) FOR CHANGING THE OPERATING MODE USE TERMINAL PDA (INFRARED)

CONFIGURATION POSSIBILITIES: (Clear entrance, type of landing door, opening and closing speed, sensitivity to obstacles).
Adhesive label for the identification of the operator controls and display of controls:
MICROINTERRUPTORES / MICROSWITCHES OPERADOR 3VF REVECO-II / 3VF REVECO-II OPERATOR

ON: PROCESO LECTURA TAMAÑO PUERTA / DOOR SIZE READING PROCESS
1 OFF: OPERACIÓN NORMAL / NORMAL OPERATION
ON: PUERTA DE RELLANO SEMIAUTOMÁTICA / SEMI-AUTOMATIC LANDING DOOR

2 OFF: PUERTA DE RELLANO AUTOMÁTICA / AUTOMATIC LANDING DOOR
POTENCIÓMETROS / POTENCIOMETER
ON: VELOCIDAD APERTURA LENTA / SLOW OPENING SPEED

3 OFF: VELOCIDAD APERTURA RÁPIDA / FAST OPENING SPEED
SENSIBILIDAD FRENADA EN APERTURA FRENADA EN CIERRE ASCENSORES
SENSITIVITY BRAKING IN OPENNIG BRAKING IN CLOSING
ON: VELOCIDAD CIERRE LENTA / SLOW CLOSING SPEED
4 OFF: VELOCIDAD CIERRE RÁPIDA / FAST CLOSING SPEED
ON / HIGH VOLTAGE
PROGRESIVA PROGRESIVA
ALTA / HIGH PROGRESSIVE PROGRESSIVE
+ + +
MODELO DE PUERTA
TYPE OF DOOR 5 6 ESCALA REGULACIÓN POTENCIÓMETROS 6
7
6
7
6
7
T2H
_ POTENCIOMETER ADJUSTING SCALE
+ 5 8 5 8 5 8 1 2 3 4 5 6 7 8
T3H 4
4 4 ON
C2H
C4H 3
3 3
_ _ _
0 0 0
2 1 2 1 2 1
ON: RESTAURAR PARÁMETROS DE
7 FÁBRICA / FACTORY SETTING LECTOR INFRARROJOS BAJA / LOW RÁPIDA / FAST RÁPIDA / FAST OFF
OFF: OPERACIÓN NORMAL / 1 2 3 4 5 6 7 INFRA-RED RECEIVER
NORMAL OPERATION BANCO DE MICROINTERRUPTORES
BANCO DE LEDS (IrDA) BANK OF MICROSWITCHES
8 ON: PROGRAMACIÓN FIRMWARE /
FIRMWARE PROGRAMMING
¡
BANK OF LEDS
OFF: OPERACIÓN NORMAL / NORMAL OPERATION
IRDA device for the configuration of Potentiometers for the analog

Description of Group of leds Bank of
parameters via infrared adjustment of deceleration areas and
microswitches functions microswitches
door sensitivity
Representative Speed-Time graph of the operator Reveco II Parametrization of opening/closing curves

(Eg.: Configuration of fast speed in opening and closing;
and potentiometers in position 6)
OPENING
CLOSING
OPENING CLOSING
T1: Drive lever curve time: Door release (PDA)

Maximum opening speed ....0.54 m/s. V1: Start-up speed (PDA)
T2: Acceleration curve time (PDA)
Maximum closing speed ........0.34 m/s. V2: Rated speed
T3: Deceleration curve time (PDA)
(Microswitch 3 or 4 / PDA)
Opening time ..................2.86 s. T4: Stopping curve time (PDA)
V3: Approach speed (PDA)
Closing time......................4.03 s. V4: Stopping speed (PDA) PA: End of deceleration in opening (Potentiometer)
PC: End of deceleration in closing (Potentiometer)
DISPLAY OF THE INFORMATION PROVIDED BY THE EQUIPMENT: (Leds, acoustic signals)
Led 1: On: The equipment is powered (230 Vac, single-phase)/ Off: The equipment is not powered. No residual-internal stress.
Led 2: Blinking: Encoder pulse representation.
Led 3: On: Operator reading clear entrance./ Blinking: Door closing at slow speed (no detection of obstacles).
Led 4: On: Error, overtemperature in the motor.
Led 5: On: Clear entrance read, not supported./ Blinking: Error in E2PROM reading.
Led 6: On: Error, mains voltage low./ Blinking: Error, mains voltage high.
Led 7: On: Error, maximum travel time exceeded in opening or closing./ Blinking: Short circuit in motor output.
Acoustic signals (buzzer):

• Clear entrance reading process:During clear entrance reading:................................................Buzzer blinking each 0.5 sec.
End of clear entrance reading:- Correct (Finish OK): .................1 long 3-sec. whistle.
- Incorrect (Finish KO): ...............Buzzer blinking each 0.1 sec.
• First movement in normal operation:...................................................................................2 sec. of buzzer blinking each 0.1 sec.
• Permanent error: ................................................................................................................Buzzer on 0.2 sec. and off 10 sec.
L Manual operation enabling (PDA):................................................................................. ..Three short acoustic signals.
L Manual operation disabling (PDA):................................................................................... Long acoustic signal.

GENERAL FEATURES
• Motor control through electronic system with voltage variation through 3VF frequency variation.
• Reading of door position via double pulse train encoder.
• Traditional control interface (connection to control unit); valid for any lift control unit.
• Removal of final limit switches and presence-of-obstacle contacts.
• Retiring lever for automatic landing door actuation.
• Door release before opening.
• Automatic reading of door size.
• Easy access for the regulation of speeds and sensitivity to obstacles.
• Mechanical elements reduction.
• State-of-the-art electronic components, 90% of them being superficially assembled.
• New supporting plate more rigid.
• Embossed Polyester Epoxi Paint.
FUNCTIONAL FEATURES
• Frequency inverter (3VF) for the activation of a three-phase motor.

Three-phase motor features. Type 125/40 IEC-34 900 rpm, Torque 35 Kgcm, V=230V For I=1,35 A, 50 Hz, IP-20 Class F Isolation. Protecting thermo-
switch (NC).
• Supply: 230 Vac ± 10% single-phase; 50/60 Hz.
• Conventional control interface:
• V1-V2: Single-phase power supply 230 Vac ± 10%; 50/60 Hz.
• OB2-OBX: Door opening contacts. Output through voltage-free contact (NC from the factory) 30 Vdc, 4 A; 250 Vac, 2A.
• C1-C2 and C3-C4: Open/close signal, according to operating modes table (A, B,.....).
S Earth.
S SCC: Safety contact (door series).
• Includes a 16-bit Microcontroller with Three-phase PWM implementation hardware for Motor control. The Microcontroller has Flash Technology,
which enables multiple in-circuit recordings.
• Complies with the Community directive on electromagnetic compatibility (CD 89/336/EEC). Includes all the electronics under a single card,
regardless of the model of the governing motor. The response against the requirements in force concerning EMC (Electromagnetic Compatibility)
is significantly improved.
• Parameter adjustment through microswitches and potentiometers (Analog Adjustment).
Microswitches:
• Door size reading: the equipment reads door size and automatically calculates acceleration and deceleration ramps, without setting the
parameters. All the factory-defined adjustment parameters are reestablish.
• Automatic or semi-automatic landing door configuration.
• Opening speed (slow or fast).
• Closing speed (slow or fast).
• Door model (T2H/C2H/T3H/C4H).
• Firmware programming.
Potentiometers:
• Sensitivity to obstacles.
• Braking in opening: regulation of the moment when the door finishes deceleration in opening.
• Braking in closing: regulation of the moment when the door finishes deceleration in closing.
• IRDA configuration (Infra-Red Data Acquisition) for parameters reading and re-setting via infrared, through PAD device operating from the landing.
• Door size reading, type of operator and type of external door.
• Acceleration and deceleration zones.
• Opening (Fast/Slow):
• Closing (Fast/Slow)
• Operating mode.
• Torque in opening.
• Total lack of noise in the motor when using a switching frequency above the audible range. It operates in closed loop. It has incremental double
pulse train encoder enabling to know the direction of door movement, position and actual speed in real time. This enables removing all traditional
mechanical operation switches (final limit switches, sensitivity microswitches...).
It includes output through relay contact (common and NO or NC) simulating the traditional sensitivity microswitch, enabled upon detection of an
obstacle in door closing or photocell cut. It is thus possible to install the operator with any control unit. Sensitivity is adjustable.
• Automatic double fuse protection (independent).
• It has a switch to disconnect the equipment supply and to stop doors from moving.
• Includes a bank of leds and a buzzer to inform of the state of the equipment and of possible operating errors. Information supplied:
• State of the equipment supply.
• Representation of encoder pulses.
• State of the clear entrance or door size reading process.
• Error. Maximum travel time exceeded in opening or closing.
• Error in E2PROM reading.
• Error. Overtemperature in the motor.
• Clear entrance reading not supported.
• Error. Mains voltage low and high.
• Short circuit in the output motor.
• Permanent error.
• Identification of the first movement in normal control unit. (Position reset).
• Identification of the control state of the operator through PDA.
• Identification of door closing in slow speed (No detection of obstacles).

Pre-Assembled
Electrical Installation
For Machineroomless
Lifts SCM
Technical Dossier
v1.31, MAR.03 Installation • Assembly • Commissioning
English / MIEPSCMUK Use • Maintenance • Repair
TECHNICAL DOSSIER
PRE-ASSEMBLED ELECTRICAL INSTALLATION FOR MACHINEROOMLESS LIFTS SCM
CONTENTS
1. GENERAL FEATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. INSTALLATION REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. ELECTRIC CABINET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1. Cabinet location and dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2. Cabinet components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.3. Cabinet assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. ELECTRICAL INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.1. Electrical installation general scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2. Control panel general scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2.1. Identified wire connections in control panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.3. Electrical protections scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.4. SCM electrical installation special elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.4.1. Installation general lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.4.2. Machine gear contact. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.4.3. Car-to-guides interlock contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.4.4. Speed governor remote control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.4.5. VK-2P load weighing device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.4.6. Encoder connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.4.7. Machine supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.4.8. Shaft installation layout and wiring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5. OPTIONAL EQUIPMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.1. Emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.2. Terminal box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2.1. Without emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2.2. With emergency electric control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.3. Cabinet elevation system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
ANNEX I. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ANNEX II. DIFFERENCES BETWEEN VERSIONS 1.21, JUN.02 AND 1.31, MAR.03. . . . . . . . . . . . . . . . . . . . . . . . . 23
V1.31,MAR.03 1 / 23 MIEPSCMUK
TECHNICAL DOSSIER
1. GENERAL FEATURES
This product is designed for installations with the following features:
•Operation: electric traction drive.

•Location: interior.
•Machine situation: clear overhead.
•Control unit cabinet situation: next to landing door,
at last floor RATED LOAD # 600Kg # 1000Kg
•Emergency operation: manual.
POWER 10CV 15CV
•No. of lifts: 1, 2.
•Rated speed: 1 m/s. AVAILABLE VOLTAGES 400V 230V 400V
•Rated load: According to table.
•No. of floors: 2 to 16 OUTSIDE SUPPLY CROSS-
•Landing: simple and double. SECTION
6mm2 10mm2 10mm2
•Control unit: MicroBASIC with 3VFMAC inverter. (3 ONE-WIRE ROPES
•Power supply: UNDER TUBE)
Voltage: According to table.
EXTERNAL
Mains frequency: 50 Hz
THERMOMAGNETIC 25A 32A 32A
•Power: According to table. PROTECTION
2. INSTALLATION REQUIREMENTS
•Supply: on the last floor, for connection in the cabinet upper part.
Features: cable cross-section and thermomagnetic protection according to table above.
•Rest of requirements, as in conventional installations.
Since MicroBASIC circuit board is the control unit used for this installation, only modifications in relation to our
conventional product are indicated below. The rest of the information coincides with that gathered in the MicroBASIC
Pre-assembled Electrical Installation dossier.
3. ELECTRIC CABINET
3.1. Cabinet location and dimensions
The cabinet should be installed on the last floor, next to the door frame, so that
it becomes a part of it. The cabinet should be located at the side of the machine
and the opening hand will correspond to the side of door where the cabinet is
located. If the cabinet is installed at the right side of door, it will be a right-hand
door and vice versa.
850
General dimensions of the cabinet are shown in the figure.
3.2. Cabinet components
There are two clearly differentiated parts in this cabinet, each of them having an
independent door.
- Upper Compartment :
2260
The installation electrical protections panel is located in this compartment, as

well as all the electric elements which, in a conventional installation, are usually
installed in the machine room, outside the electric cabinet. Elements necessary
for the manual emergency operation are also installed here.
Mains supply goes in through the upper part of this compartment and is
connected to the corresponding terminals.
1410
Access to this compartment is only given both to the maintenance personnel and
the building property.
- Lower Compartment :
It is the equivalent to the conventional electric cabinet. The control panel is
installed in this compartment. Dimensions and silent elements included in it are
the main differences in relation to a standard controller.
Access to this compartment must be restricted to the maintenance staff;
therefore, the door is supplied with a different lock from that of the upper
compartment.
NOTE: The figure in the right shows a right-hand controller.

180
385
TECHNICAL DOSSIER
The following figure shows the electric elements layout in both parts of the cabinet and in the corresponding doors
(some of these elements are optional). Cable input/output points are also indicated. This configuration may vary
depending on the specifications of each installation.
Drawing represents a right-hand controller.
Supply connection box
Mains supply input
Level indicator
Alarm indicator
(in multiplex installations)
Upper
compartment
Electrical protections
Emergency electric
control unit box TC CA
Lighting box and
(optional) SALH SACB
power socket
Intercom set
(optional)
Room reserved for
emergency mechanism
Upper door
Speed governor
remote control key
Upper-lower compartment
connections
Transformer
AMB1 or AMB2 boards

Control unit relays. (according to installation)
Fuses.
Main switch.
BTST
FB
FR
FL
Temperature probe Lower

compartment
MicroBASIC board
Lower door
Shaft and car

installation input
Shaft and car

installation connections
Thermal probe and
brake rectifier board
Braking resistence
cable outputs
Inverter
capacitors
Braking resistance
connection box
Frequency inverter
Speed governor SALV
remote control
Output filter
Machine room
connections Briefcase
Contactors
Level indicator
battery
Machine supply
input
TECHNICAL DOSSIER
3.3. Cabinet assembly
Before installing the cabinet, a braking resistance should be installed as shown in the left figure. For that purpose, the
through-bolt should be a reference and should be fixed to the rear part of the control unit using the supplied
self-tapping screws. Once the resistance is installed, cables must be introduced in the through-bolt and connected to
terminals "B1 B2", arranged in the controller. See 3VFMAC dossier, chapter 10 “EMC requirements”.
VERY IMPORTANT: The frequency inverter should be voltage-free when making the connection.
Installation of the cabinet is similar to the assembly of landing door frames, as shown in the right figure. (See fixing
details in the left figure of next page).
Fixing of the cabinet sides is as follows:
The side adjacent to the door must be fixed to the header, if any. Otherwise, fix to the door frame; for that purpose,
M6 rivet nuts are provided in each side of the cabinet, which coincide with holes both in the header and in the door
frame. To fix to wall use the securing pins, which have been removed from the door frame fixing. They must be
screwed on the existing rivet nuts of the free side of cabinet.
Fixed bracket
Side fixed to header

Bracket fixing
sections
Through-bolt
(Cable inputs)
Side fixed to wall
Braking
resistance
Rear part
of cabinet
SCM cabinet
Front view of lower compartment
SCM cabinet support

(Similar to door
B2 B1
Braking resistance track support)

cable output, right hand.
Bracket fixing sections
Braking resistance
cable output, left hand. Fixed bracket
TECHNICAL DOSSIER
When doors have a special height (clear entrance: 2100, 100mm higher than standard height), it is necessary to place
an additional supplement on the cabinet upper part, so as to close the hole between the upper part of cabinet and the
roof (see right figure).
Vertical fixing detail

(rear view) Supplement for closing
the hole
Upper part
Together with the documentation you will find the

following electrical danger sticker.
Once the cabinet is installed, put it at the door of
each cabinet compartment.
EN 60204 - 1
COLOCAR EN PUERTA DE ARMARIO ELÉCTRICO
LOCATE AT ELECTRIC CABINET DOOR
POSER SUR LA PORTE DE L'ARMOIRE ELECTRIQUE
AN DER SCHALTSCHRANKTÜR ANBRINGEN
LOKATIE OP DE BESTURINGSKAST DEUR
COLOCAR NA PORTA DO ARMÁRIO ELÉCTRICO
Lower part METTERLA NELLA PORTA DEL QUADRO DI MANOVRA

Ν Α Τ Ο Π Ο Θ ΕΤΗ Θ ΕΙ ΣΤΗ Ν Π Ο Ρ Τ Α Τ Ο Υ Π ΙΝ Α Κ Α Χ Ε ΙΡΙΣΜ ΟΥ
TECHNICAL DOSSIER
4. ELECTRICAL INSTALLATION
4.1. Electrical installation general scheme
The electrical installation does not vary much from the conventional installation.
The following schemes give an overview of the elements layout and connections, as well as the particular wiring of the
upper and lower compartments.
Special care should be taken to the shaft wiring installation, since the installation electromagnetic compatibility could
be affected and it could also prevent car or doors from moving. This scheme shows how ropes must be installed to
avoid the above-mentioned problems.
Through solid raceway
R,S,T,N,t supply
Machine light
Upper final limit switch

Through slotted raceway
Machine
Upper terminal stopping switch
3rd Floor
Cabinet
U, V, W motor supply
Travelling cables
String of lights (optional)
2nd floor
Lower terminal stopping switch

Shaft installation
Lower final limit switch
1st floor
Identified
Upper rail rope.
Connect to the Intermediate rail Intermediate rail Intermediate rail
travelling cable
MIEPSCMUK
PIN 207
CHA_
A1 CC2 group CCA_
CCA_ CBC_
CLN
BAT KRREV
BYT11-1000
A1
A2
- + KRL
208- K1 INH 220Vp CRL RL2 RL1 T2 T1

A2
- + CC2 FP T1
12
BYT11-1000
83 (63) 84 (64) T2
KRL
FB PIN 103
11
SALV CE +
208 0Vdc
1 2 3 4 5
32 A1
31 24Vdc FL CE -
KSG 0 Vdc
A
30
29 TS KRL3
BYT11 - 1000
A2
28 37
27 7
26 20Vs MK2P
25
KRFR
24 Vdc 36
24 61 (21) 11 BTST 2 COND + 24 Vdc
23 K1
22
KRNS 0 0Vs 0Vp
+24Vdc 20Vs TRM 19
BYT11-1000
L+ 21 A2 62 (22) 14 20Vs
20
+24Vcc 60Vs 220Vp 60Vs
110Vs KRLE 61 (21)
Us 220Vp
0Vdc 19 14 11 A1 A2 B 18
48Vs
L- 18 0Vcc 0Vs 0Vp A1 K2
17 80Vs 380Vp 8
3VFMAC1 - 10 / 15 (400Vac)
62 (22)
TECHNICAL DOSSIER
110Vs KRSE 17
2
MicroBASIC
k KRFR 12 KRREV
8(31) 6(34)
j QIG 11 12 16
i 1(11) 3(14) 6A
1 KRNS
h
g KRFR 15
SERIE F
21 24
1
2
f 48Vs
7 / 23
e 0Vs 60Vs
d
A1 A1 A1 A1
KRET 14
K1 K2 KRSE KRNS 110Vs
A
A
A
A
c
b 0Vp 220Vp
a 35 34 A2 A2 A2 A2
GRF
C MBAS A 13
+
-
3VFMAC1 K2 K1
de 11 12
53 54 53 54
16 13 13 L1 L2 L3
15 11
14 K1 K2 de 12
13 14 14
12 T1 T2 T3 U
11 V
10 C W
9 L1 L2 L3
8 KRSE RVAR C1
7 5 9 36V C2
6 T1 T2 T3 R
2 1
5
4 S
3 T
4.2. Control panel general scheme
B2 B1
2 B1
1 KSG Lower rail B2
14 11 M 1
Green
* C1+ 2
+24Vdc
Yellow
+5Vdc
In case of MES only +24Vdc FAL C6
C1- 3
EM2*
Brown
111CC1
11_CC1
208CC2
PIN103
0Vdc
EM1
EM2
TS1
TS2
4
206
220
C2+
204
R S T t U V W White
0
C2- 5
Earth with
Upper rail flange
V1.31,MAR.03
10CV-220V and 15CV-380V Lower rail
91 107 216 402 502 602 0Vdc 208 RD 111/B11X/S 302 402 RD 202 302 + - C1+ C1- C2+ C2-
~1 (-) A1
3VFMAC
K1 GRL
~2 RK (+)
A2 0Vp 0Vs 1
-
LE-
34 35
CCA_ CHA_ 48Vs CENC
CCS CRD ~1 (-) A1 220Vp 60Vs
11 14
2
+
LE+
K2 110Vs KRLE
Intermediate rail Carril superior Intermediate rail ~2 RK (+)
A2
In case of cam only Lower rail
TECHNICAL DOSSIER
4.2.1. Identified wire connections in control panel
The right figure shows a raceway inside which a series of identified wires should be connected once you have finished
the electrical installation.
These flag-type identifications show the corresponding connector and terminal where the spare wire must be
connected, generally to MicroBASIC board connectors.
Detail A: Identified wires connection

A
CC2
MICROBASIC
Identified wires are
located here 208
Conectar a:
Connect to: Conectar a:
208 - CC2
Connect to:
208 - CC2
Example of an
identified wire
Identified wires, which can be found according to the requirements or options of the installation, are:
•All installations:
< 208 - CC2 (NOTE: This wire shall have a quick coupling for connection to wire 208 of shaft installation).
•In installations with emergency electric control unit:
< 11x/S - CC1

< 11_/B - CC1
•In installations with double row of magnets:

< 203 - CC2
•In installations with fire-brigade operation:
< 10 - CH1
< 9 - CC1 (in case of fire-brigade keyswitch in car)
•In installations with imminent departure, coming light, gong at each floor, multiplexed display:
< A - CH1
< B - CH1
< C - CH1
< D - CH1
•In installations with approach with open doors:

< 00 - CC2
• In installations compliant with DM236 (Italy):

< 105 - CH1
•Besides:
< In each shaft installation there is another identified wire (208 - CC2) which should be connected to one of the
other two wires getting to this terminal, through the quick connector supplied with it.
< Other wires may be connected if installation so requires. In this case, they should be indicated in the specific
documentation of each installation.
< In all cases, two wires should be connected to each of the terminals indicated, that wired at the factory and the
identified wire to be connected by the installer himself.
TECHNICAL DOSSIER
4.3. Electrical protections scheme
Earth terminal
SUPPLY
R S T N t
F N
R S T N
FA
FF
R S T
QF
F N F N F N
QAH QAC QASM R S T
Shaft Car Cabinet

lighting lighting lighting
210H 212H 210C 212C 210A 212A
FNH FNC FNA
SALH SALC
CAH CAC CAA

211H 212H NOA NCA 211C 212C 211A 212A
Upper compartment
Lower compartment
R S T t
Earth terminal
TECHNICAL DOSSIER
4.4. SCM electrical installation special elements
The electrical installation includes certain elements and the wiring, which the traditional installation does not have.
4.4.1. Installation general lighting
LIGHTING BOX SHA1

Lighting box
internal circuitry 210H 212H 210C 212C 210A 212A Microswitch at
upper cabinet
FNC FNH FNA
IF1 IF2 door
FNH FNC FNA
210C 212C 210H 212H 210A 212A
Reactance
SALC 5A / 250 Vac 10A / 250 Vac
SALH SALC XHA1 under level
indicator raceway
SALH
CAC CAH CAA

IF1 IF2 Fluorescent tube
XF11
CAH CAC CAA R1
212 211
212 211
211C 212C 211H 212H NOA NCA 211A 212A 211H 212H NOA NCA 211C 212C 211A 212A
XF12 HA1
S1
212 211
212 211
TCA
Power socket
To lower compartment
through side top hat section Upper compartment
NCA NOA 212 211 212 211 212 211

Lower compartment
SHA2
Microswitch at
upper cabinet
CAH' CAC' CAA' door
IF1 IF2
A NCA NOA 212 211 212 211 212 211

XHA2
211 212 211 212 211 212 211 212 CA NOA NCA 211 212
XF21 Fluorescent tube
R2
212 211
212 211
IF1 IF2
XF22 HA2
CAM RB RB' CAH CAC
S2
212 211
212 211
211 212 211 212 211 212 211 212 CA NOA NCA 211 212 Fluorescent tube
XF31
R3
212 211
212 211
XF32 HA3
212 211
S3
212 211
Set of reactances and starters located

HAM next to the inverter input filter, under
HRB' MicroBASIC board.
As to ensure sufficient light in the machine area, a screen should be

installed on it, which will be enabled with the rest of the shaft
lighting.
Fixing of the screen will be made with the rings, plugs and hooks
supplied with it and following the instructions in the inside.
TCF SALH HAC Fix the earth wire to the controller plate with a self-tapping screw.
HRB Pit box
Car
roof
TCC
Shaft and car installation
EM1 EM2 U V W t
CAM
Detail A
BAT
TECHNICAL DOSSIER
4.4.2. Machine gear contact
Wiring should be connected to a contact located on the machine, which in case of manual emergency operation,
prevents movement of the machine during rescue operation.
Figure shows connection of this contact to controller.

A rope is provided together with the supply to perform this connection.
Lower compartment
EM1 EM2 U V W t
Machine gear
contact
Rope supplied
SEM
BAT
When this contact does not exist, fix a jumper between terminals EM1 and EM2.
Lower compartment
SEM
12 mB 8 mB
12 mB 8 mB
EM1 EM2
EM1 EM2 TS1 TS2 0V 220 206 204 SM

SM connector located on the left-hand bottom part
of the control panel, with the rest of connectors
corresponding to motor connections.
Wiring is different when installation includes Emergency Electric Control Unit (see point 5.1).
TECHNICAL DOSSIER
4.4.3. Car-to-guides interlock contacts
Wiring must be connected to 2 contacts preventing car from moving when locked on the guides during the machine
maintenance operations.
In principle, they should only be used in Macpuarsa complete lifts. In other cases, they should be bridged.
Wiring and electric schemes
Car interlock contacts
SEC1 SEC2
Inspection box
102
Safety gear contact
Speed governor
contact (in case
it is in the car)
Hatch contact
Interlock 2
Inspection box contact
travelling cable
To controller Interlock 1
contact
STOP
SIR Slack rope
SPRS contact
220
SPRB
Inspection box
Safety series:
Inspection box
STOP
PCB MicroBASIC Machine room Car SIR
RMT1 SEM SAC SLVC SCTC SEC2 SEC1 SAFC
110 Vs FM SPRS
15 12 EM1 EM2 8
5 6 102 SPRB
PCB MicroBASIC Car Shaft Shaft STOPF Shaft

SCC SCE STLH SFI SFS
106 105 104 SP 103 SCTH * STLH SLVH
220
PIN 103
* Double speed governor voltage contact in shaft.
VERY IMPORTANT: Before closing the interlock bolts, make sure the installation is
under inspection mode. Likewise, before opening, check it remains under inspection
mode.
Inspection box is provided with ropes for connection of all these safety elements, except for that of the
speed governor in car, which is only supplied on request. In case some of these elements do not exist, fix
the appropriate jumpers.
In case of Macpuarsa complete lift, the slack-rope contact does not exist, so a jumper should be fixed in
both cables.
TECHNICAL DOSSIER
4.4.4. Speed governor remote control
To facilitate speed governor tests, controller is provided with remote control with a 3-position switch and automatic
return to OFF central position. It is actuated using a key.
Turning the key clockwise enables operation signal and when turned anti-clockwise it enables reset signal.
Should the speed governor not require reset signal, do not connect the corresponding terminal.
The installer should decide which speed governor coil is actuated or reset in his installation. On request, the speed
governor may be located inside the car instead of shaft.
Wiring and electric schemes

Control panel wiring
220 Vp* 0 Vp*
FL (2A)
SALV
OFF
Lower compartment
Keyswitch located
on raceway cover
in lower compartment RL1 RL2 CRL
High rail
SALV
L1
Shaft L2
CHA_ installation XRLV

CHA_
Blue
CRL CRL Pink Green
RL1 RL1
RL2 White White Black
RL2 Green Pink RL2 RL2
RL1 RL1 CRL Brown
CRL
Travelling
CCA_ CCA_ cable XRLV
Blue
CRL CRL RL1 RL1
RL2 RL2 RL2 Black
RL2
RL1 RL1 CRL CRL Brown
SALV
L1
L2
Inspection box
In case of speed governor in car
* Remote control coil voltage may vary depending on order.
The following table shows the expected operation of the speed governor remote control:
SALV TURNING
FUNCTION LIVE TERMINAL
DIRECTION
CLOCKWISE INTERLOCK RL1
ANTICLOCKWISE RESET RL2
In Macpuarsa complete lift installations, do not connect RL2.
TECHNICAL DOSSIER
4.4.5. VK-2P load weighing device
All installations of this kind must have this load weighing device, so as to optimize the speed inverter features.
Wiring and general scheme:
AL-C
AL-S MENU
AUX
SERIE VK
MACPUARSA
Load weighing device

VK-2P on car roof SENSOR RS-485 AL-C AL-S
Kg
VK-2P
2 220 Vac HOLD

6
1 4
MALLA
EXC +
EXC -
3 5 - +
+ IN
- IN
T1 T2
ConF=1
(Normally energized overload and
complete relay)
Note: the front side of connectors

S6 S4 C3 C1 T2 T1 D+ D- INH INH 220 0Vp
is here represented, but connection MALLA -IN +IN EXC-EXC+
is carried out by turning these connectors.

Connect gauges
Car control station

Plate on filter
CBC_ CBC_
T1 T1
T2 T2
Intermediate rail
MACPUARSA
+24 +24
XPC
91 91
107 107
XDSC
D- D-
CBC_ CBC_ D+ D+
T2 T2 Control station (*)

T1 T1
travelling cable
CCS CCS
216 216 91 91 Inspection box
CBS
107 107 107 107

91 91 216 216
Inspection box
travelling cable CRA_
INH INH 220
220 220 INH
CCA_ CCA_
Lower compartment
(*) Optional connector, with MB-D display in control station only.

For further information on load weighing device, see technical dossier “Load Control System VK-2P”.
TECHNICAL DOSSIER
4.4.6. Encoder connection
* ENCODER WITH SHORT ROPE ENCODER WITH LONG ROPE
Control panel + - C1+ C1- C2+ C2- Control panel

M-6
CENC
+ - C1+ C1- C2+ C2-
M-6
CENC
H-6 Connections to be done
+ - C1+ C1- C2+ C2-
by the installer
Brown
H-6
White
Black
Blue
Pink
Red
+ - C1+ C1-C2+ C2-
Fixing mesh to controller with Fixing mesh to controller with

aluminium clamp and screw aluminium clamp and screw
Mesh
Mesh
Stegmann HG-660
encoder rope
3 metre rope
3 braided and screened pairs
supplied by MACPUARSA
To encoder
C2- C2+ C1- C1+ - +

H-7
CENC'
M-7 Connections to be done

CENC' DETAIL by the installer
Do not use
C2- C2+ C1- C1+ - +
Yellow
Stegmann HG-660
Violet
Brown
White
Black
Mesh
encoder colours
Blue
Pink
Red
+ - C1+ C1- C2+ C2-

Connections to
Brown
White
be done by
Black
Blue
Pink
Red
the installer
To encoder
* The encoder connection must be carried out according to the rope length. Should it be a short rope, the cable
supplied with the installation must be used. Should it be a long rope, (MACPUARSA lifts), it must be directly connected
to the control panel.
TECHNICAL DOSSIER
4.4.7. Machine supply
Lower compartment
211 212 + - C1+C1- C2+ C2-

Lower rail
EM1 EM2 TS1 TS2 0~ 220 206 204 U V W t

Machine light earth Machine supply earth fixing.
fixing. According to According to 3VFMAC
3VFMAC technical technical dossier, Chap. 10
dossier, Chap. 10 “EMC Requirements”
“EMC Requirements”
Encoder mesh
earth fixing 211 212 + - C1+ C1- C2+ C2-
Light on the machine

(See point 3.4.5)
Encoder
(See point 3.4.7)
Machine gear
(See point 3.4.2)
TS1, TS2 Thermal probe
0~, 220 Ventilation
206, 204 Brake
U, V, W + earth
Machine supply
Machine connection box
TECHNICAL DOSSIER
4.4.8. Shaft installation layout and wiring
CAH RB' CHA_ CH2 CHTF CH1 CC2 1
211 212 CA NOA NCA TFN TFN RL1 RL2 CRL 105 0Vdc 104 226 220 228 103 TFN TFN +24 208
XRB
2
XLV
3
XRLV
RL1 RL2 CRL
RL1 RL2 CRL

3
4
7 4
XTL'
1 5
6 5*
9
XCT
8
6**
XFS
2 7
XAFS
0 +24 228
0 +24 228
8
9
CE1
9
BO
10 10
CEn
11
9
9
12
0 +24 226
XAFI
0 +24 226
13 11
XFI
12
XTL
13
Some connections are not
shown in this scheme. Only 1 Controller
2 String of lights
211 212 CA NOA NCA
connections that may guide

211 212 CA NOA NCA
3 Speed governor contact TC

CAF
a correct shaft installation 14

are represented. 4 Speed governor remote control SAHF
5 Speed gov. rope voltage contact
** Optional. 6 Hatch contact
* In case of double speed 7 Upper final limit switch
governor rope voltage 8 Upper terminal stopping switch
t 103 +24 208
XCTS
STOPF
t 103 +24 208
contact. 9 External lock contact

10 Landing control station connector
11 Lower terminal stopping switch
12 Lower final limit switch
13 Tension pulley voltage contact
CFTF
TFN TFN
TFN TFN
14 Pit box
TECHNICAL DOSSIER
5. OPTIONAL EQUIPMENTS
5.1. Emergency electric control unit
Auxiliary box located in the cabinet upper compartment, which enables performing a rescue operation when energized.
It may operate as the inspection box. It is inoperative when inspection box takes over control.
NOTE: MES does bridge safety series; inspection control unit does not.
Electric schemes
Lower compartment
Emergency electric control

unit box (M.E.S. box)
Upper rail
11_ - CC1 11X/S 11X/S

111 - CC1 111/B 111/B MES
SIR' STOP'
RD RD SIR'
208 - CC2 208 208 SPRB' MES box SPRB' SPRS'
0 Vdc 0Vdc 0Vdc

1K5 SPRS'
PIN 103 602 602
8 - MBAS 502 502
402 402 SIR'
CRD CRD STOP' SPRB' SPRS'
Upper compartment
STOP
SIR 208-CC2
+24 Vdc SPRB
111/B-CB
SPRS
Intermediate
11X/S-CB
rail
SCTC
RD RD
402 402
SEC1
302 302 SIR
STOP Car installation
CCA CCA SPRB SEC2
SPRS
SAF
Inspection box
Intermediate
rail STOPF In case of MES, you will find
STLH* SCTH STLH
Shaft installation 2 wires marked with 11x CC1
SEM 302 302 and 111 CC1, which should be
202 202 connected to the controller in
12 - MBAS
CHA the terminals corresponding to
CHA
Pit box CC1 female connector, once
the travelling cable is installed.
11x being the upper call.
Safety series. Special in installations with emergency electric control unit.
Shaft Inspection box STOP' MES box

PCB MicroBASIC Machine room STOPF
STOP SIR
RMT1 SAFC SEC1 SEC2 SCTC
110 Vs FM SEM STLH SCTH *STLH SPRS A
15 12 EM1 EM2 202 302 402 SIR'
5 6
SPRB
PCB MicroBASIC Car Shaft Shaft Shaft Car MES box
SCC SCE SP SFI SFS SLVH SLVC SAC

106 105 104 103
8 502 SPRB'
220 102
PIN 103
602
SPRS'
*In case of double speed governor

voltage contact STLH inside the shaft.
TECHNICAL DOSSIER
5.2. Terminal box
This box, together with the necessary connectors, enables commissioning of the machine and may be used for the
mechanical assembly of lift, so as to move the car upwards and downwards before performing the electrical
installation.
Controller should be powered and connected to the machine.
Connectors should be plugged to the male connectors of the cabinet lower compartment, except for the connector
located in the machine room connection box, where a jumper must be fixed between terminals EM1 and EM2, as
shown in both figures.
Finally, terminal box should be connected to the female connector from the set of connectors.
There are two types of terminal box:
5.2.1. Without emergency electric control unit
CC2
CH2 H - 16
H - 16
t
103
t t
228 220
220
226 102
104 208
0Vcc
105
105
106
H-5 M-5
t 30m 5x0.75 mm2
220 220 + t rope
S S
2 208 208
B B
102 102
CC1
H - 16
+24
120
119 STOP
118
117
Assembly control
116
115 (*)
114
113
112
111
Machine room connection box

EM1 EM2
Lower compartment
(*) Connect to last call.
TECHNICAL DOSSIER
5.2.2. With emergency electric control unit
CC2
CH2 H - 16
H - 16
t
103
t t
228 220
220
226 102
104 208
0Vcc
105
105
106
H-5 M-5
t 30m 5x0.75 mm2
202 202 + t rope
S S
2 208 208
B B
CC1 302 302
H - 16
+24
120
119 STOP
118 Assembly control

117
116
MicroBASIC board
115 (*)
114
113
112
111
302
202
EM1 EM2
RD
402
302
Lower compartment
(*) Connect to last call.
Once this control is no longer necessary, disconnect all female parts shown in the figures and remove jumper EM1 and
EM2. Then connect the rest of the electrical installation.
TECHNICAL DOSSIER
5.3. Cabinet elevation system
Optionally, a set of pieces is supplied enabling elevation of the electric cabinet in the shaft, using a hoist, for its
location at the last floor.
This assembly includes two plates, bracing the cabinet closing upper plate, and a DIN580 M12 ring and its
corresponding nut, thus enabling attaching an appropriate sling.
Assembly of this system on the electric cabinet is shown in the following figure.
DIN580 ring
Plate
Plate
Nut
The fixing hole of this assembly is protected with a rubber plug. Once the elevation operation is performed, this plug
should be put back into place, as to avoid the entrance of dirt into the cabinet.
TECHNICAL DOSSIER
ANNEX I. ABBREVIATIONS
A QF Power thermomagnetic switch

ARL Speed governor remote control key QIG Control unit general switch
B R
BAT Battery RB Connector of string of lights in shaft
BTST Temperature probe RB’ Connector of string of lights in car
C RK Rectifier of contactor K1 and K2
CAA Cabinet lighting connector RMT1 Live control unit relay
CAC Car lighting connector RVAR Varistor
CAH Shaft lighting connector R1/2/3 Reactance
CAM Machine lighting connector S
CBC Control station travelling cable auxiliary connector SAC Safety gear contact
CC2 Car travelling cable connector SAFC Slack-rope contact
CCA_ Car auxiliary connector SALC Car lighting switch
CCS Overload connector SALH Shaft lighting switch
CENC Encoder connector SALV Speed governor remote control switch
CH2 Shaft installation connector SCC Car door lock series
CHA_ Shaft auxiliary connector SCE Landing door lock series
CLN Level indicator connector SCM Machineroomless lift
COND Capacitor SCTC Car hatch contact
CRD Emergency electric control unit connector SCTH Shaft hatch contact
F SEC1/2 Car interlock contact
FA Lighting differential SEM Machine gear contact
FAL Power supply SFI Lower final limit switch contact
FB Battery fuse SFS Upper final limit switch contact
FF Power differential SHA1/2/3 Cabinet lighting microswitch
FL Speed governor remote control fuse SIR Inspection switch
FM Control unit fuse SIR’ Emergency electric control unit switch
FNA Cabinet lighting screwed connector SLVC Speed governor contact in car
FNC Car lighting screwed connector SLVH Speed governor contact in shaft
FNH Shaft lighting screwed connector SM Machine room connection box
FP VK-2P load weighing device supply fuse SP Landing door presence series
FS Output filter SPRB Inspection down pushbutton
G SPRB' Emergency electric control unit down pushbutton
GRF Brake rectifier board SPRS Inspection up pushbutton
GRL Cam rectifier board SPRS' Emergency electric control unit up pushbutton
H STLH Speed governor tension pulley contact
HAC Car lighting STOP Inspection box stop button
HAM Machine lighting STOP' Emergency electric control unit stop button
HRB String of lights in shaft STOPF Pit box stop button
HRB’ String of lights on car roof S1/2/3 Starter
HA1/2/3 Cabinet lighting T
H-X X-pole female connector TC Power socket
K TCA Cabinet power socket
K1 Operation contactor TCC Car power socket
K2 Operation contactor TCF Pit power socket
KRET Star-delta starting relay TRM Control unit transformer
KRFR Brake relay TS Thermal probe
KRL Level relay X
KRL3 Brake control relay (3VF) XFxx Cabinet fluorescent tube connector
KRLE Cam relay XHA1/2 Cabinet lighting connectors
KRNS Rated speed relay
KRREV Inspection relay 3VFMAC Frequency inverter
KRSE Direction relay
KSG Safety series relay
M
MES Emergency electric control unit
M-X X-pole socket plug
Q
QAC Car lighting thermomagnetic switch
QAH Shaft lighting thermomagnetic switch
QASM Machine room lighting thermomagnetic switch
TECHNICAL DOSSIER
ANNEX II. DIFFERENCES BETWEEN VERSIONS 1.21, JUN.02 AND 1.31, MAR.03.
•Point 1: New powers 10CV - 230V and 15CV - 400V are included in the general features.
•Supply wiring requirements are included.
•Point 3.3: A supplement for closing the hole in case of door special height and an electric danger sticker to be put by
the client are included.
•Point 4.2: Wiring is modified for the above-mentioned new powers.
•Point 4.4.1: Scheme is modified, including old point 3.4.5.
•Points 4.4.3 and 5.1: Scheme is modified, correcting the wiring, which was wrong.
•Point 4.4.8: Scheme is modified, including more connectors.
•Point 5.3: Instructions are included on the cabinet elevation system.
VK - 2P
Load Control
System
Technical Dossier
v1.30, MAY 02
Installation • Assembly • Commissioning
English / VK2PUk
TECHNICAL DOSSIER
VK-2P Load Control System
GENERAL TABLE OF CONTENTS
Chapter 1 • INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Main Features of the VK - 2P Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Selection of the Load Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Description of the VK - 2P Equipment Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Chapter 2 • DIMENSIONS AND DESCRIPTION OF THE WIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2.1 Dimensions and Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Description of the Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Chapter 3 • PROGRAMMING AND CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.1 Access Keys to the Menu Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2 Modification of a Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3 Programming Structure (Menus) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.4 Equipment Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.5 Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.6 Auxiliary Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.7 Rapid Programming Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Chapter 4 • ELECTRIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.1 Electric Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2 Change of Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.3 Low-consumption Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Chapter 5 • ERROR DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Chapter 6 • LOAD CELL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

6.1 Load Cell TCMP + VK - 2P Installation Under the Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Chapter 7 • LOAD INDICATOR FOR VK - 2P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

7.1 MB-D Car Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Chapter 8 • DECLARATIONS OF CONFORMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
v1.30, MAY 02 Page 2 / 13 VK2PUK

TECHNICAL DOSSIER
Chapter 1 • INTRODUCTION
VK - 2P is a load control system for lifts and goods lifts. Its main function is immobilizing the car when it is overloaded or
warning the control panel when the car is full, in order to avoid unnecessary stops. It has another function, that of
indicating the load to a 3VFMAC frequency inverter, through a RS - 485 interface, to regulate the speed according to the
load. In short, VK - 2P is not only a safety equipment, but it also contributes to comfort and rapidity in the service.
There are three elements comprising the load control system:
1. Control equipment . . . . . (VK - 2P).

2. Load cell . . . . . . . . . . . . (Model TCMP).
3. Car display . . . . . . . . . . (Optional).
1.1 Main Features of the VK - 2P Equipment
The main features of the VK - 2P weight controller include:
• Conditioning outputs for display in the car, 220Vac supply, inhibition input and chain compensation, communication
RS - 485.
• 4-digit weight indicator.
• Supply capacity up to 16 cells, model TCMP 800.
• Load adjustment without introducing a known weight in the car.
• Two relay contact outputs. Complete load and overload alarm.
• Output for remote display (2 wires with no polarity).
1.2 Selection of the Load Cell
TCMP 800 (load cell between frame and car)
This measuring system is recommended for new lifts, since it is easy to install when assembling the car. It is very
accurate (0.1% FULL SCALE), since the guides friction does not influence the load measure. Besides, it is the only system
enabling speed regulation according to the load (operates with 3VFMAC). They can be supplied individually (requesting
TCMP 800/I), or in groups of 4 pre-wired cells (requesting TCMP 800/G). This group of 4 pre-wired units is the basic
configuration and enables measuring loads not exceeding 3.200 kg (Car weight + Useful load).
Should it be necessary to measure higher loads (car weight + useful load is higher than 3.200 kg) individual cells or more
groups of 4 cells may be added. Example: For lifts where the car weight + the useful load is lower than 4.800 kg a set of
4 cells besides 2 individual cells could be installed; should weight be lower than 6.400 Kg 2 groups of 4 could be installed.
The maximum allowed is 16 cells TCMP 800 or 4 groups of 4 pre-wired cells TCMP 800.
In case of a malfunction in any cell of the pre-wired group (TCMP 800/G), cut the rope joining it to the group, replace
with an individual cell and then connect as shown in page 10 of this Technical Dossier.
1.3 Description of the VK - 2P Equipment Operation
VK - 2P is an electronic equipment that obtains the weight of the car, processing the signal received from a load cell
and then informs the 3VFMAC frequency inverter about this weight, every time it requests it, thus changing the state of
the output relays, when the load exceeds the values programmed for each function.
Relays inform of complete lift and overloaded lift.

TECHNICAL DOSSIER
Chapter 2 • DIMENSIONS AND DESCRIPTION OF THE WIRING
2.1 Dimensions and Wiring
153
139
11
Ø 3.5
AL-C
AL-S MENU
AUX.
SERIE VK
MACPUARSA
35
72
86
42
SENSOR RS-485 AL-C AL-S kg.

VK-2P
3 6 220 ~ HOLD
MALLA
1 4
EXC.+
EXC.-
+IN
2 5
-IN
T1 T2
41
Overload
Green
White
Black
Mesh
Red
RS-485
Inhibition
Voltage
Complete 24 - 220
Mains Vac / Vdc
Relay output
kg. Car Display
Load Cell
2.2 Description of the Wiring
AL - C (Complete Relay)
Should the load programmed in parameter ‘ AL - C ‘ be exceeded, its state changes.
AL - S (Overload relay)
Should the load programmed in parameter ‘ AL - S be exceeded, its state changes.
The quiescent state of the relays can be modified in parameter ‘ ConF ‘.
RS - 485 (2-wire communication)

The car weight is transmitted to the 3VFMAC equipment through it.
HOLD (Enabled with either alternating or direct voltage between 24V and 220V).
When the lift is in operation, the weight measurement is not accurate, relays could be enabled and the car display could
be unstable.
Enabling the HOLD input when the lift starts operating, the weight measurement is blocked, the display blinks and relays
as well as the car display keep their state until this input is disabled, after the lift stops.
Car Display Output
There are two types of output, which can be selected with parameter ‘ ConF ‘:
a) Output energized in a flashing way, when overload occurs. The output has a polarity and can be valid to enable a led
and a buzzer (direct current 7,5V max.75mA).
b) MB-D progressive display enabling (two-wire connection with no polarity).

TECHNICAL DOSSIER

TECHNICAL DOSSIER
Chapter 3 • PROGRAMMING AND CALIBRATION
3.1 Access Keys to the Menu Parameters

The equipment has a menu to access the adjustment parameters.
By pressing this key successively, all programmable parameters are displayed in a cyclic way.
To go back to the weight display, press this key until getting to the end of the menus. Press for 2 seconds.
When a specific parameter is displayed, press this key in order to modify it.
When a specific parameter is shown, pressing this key the display shows its content.
3.2 Modification of a Parameter
1) Press the ‘MENU’ key successively until the desired parameter is displayed.
2) Press the ‘Î’ key to go to the parameter modification option; the left digit will be blinking.
3) Introduce the desired value in the display using the ‘Î’ ‘Ï‘ keys.
4) Press ‘ MENU ‘ twice.
When pressed for the first time, the value is introduced and the display is blinking for 10 seconds. The second time the
operation is confirmed.
1) If ‘ MENU ‘ is not pressed for a second time, before intermittency ends, the operation is not stored and the display
shows the parameter again.
2) In order to modify parameters ‘ PESO ‘ and ‘ CEro ‘, see point 3.4 (Equipment Calibration).
3.3 Programming Structure (Menus)
Weight Display
Complete alarm
Overload alarm
Reset adjustment
Adjustment with known weight
Adjustment with direct load cells
Car weight compensation
Car display and relay state configuration

TECHNICAL DOSSIER
3.4 Equipment Calibration
This section is necessary in order for the equipment to know the relation between the cell signal and the weight introduced
in the car.
There are to ways of calibrating the equipment :
I) Standard Calibration (suitable for all types of cells).
1) Reset :
a) Go to the menu option ‘ CEro ‘.

b) Make sure the car is empty and press the ‘Î‘ key. Then press ‘ MENU ‘, while the display is flashing, to
confirm the reset. The operation starts with a countdown and then, the display will show parameter ‘PESO‘.
If ‘ MENU ‘ is not pressed before intermittency ends, the operation is not stored and the display shows parameter
‘ CERO ‘ again.
2) Weight Adjustment :
a) Go to the menu option ‘ PESO ‘.

b) Introduce a known weight inside the car and press ‘Î‘.
The weight should be at least 50% of the maximum.
c) Introduce the value of the weight placed inside the car with keys ‘Î‘ ‘Ï‘.
d) To save the value press ‘ MENU ‘ twice (the value is stored). The display will then show the following
adjustment parameter: ‘ CELL ‘.
If ‘ MENU ‘ is not pressed for the second time before intermittency ends, the operation is not stored and the
display will show parameter ‘ PESO ‘ again.
II ) Calibration for cells between frame and car (model TCMP).
It is not necessary to introduce a known weight in the car, in order to carry out this operation.
1) Reset (as in standard calibration).
2) Weight Adjustment :
a) Go to the menu option ‘ CELL ‘.

b) Press ‘Î‘ to access and assign the value.
c) Introduce the value of the cell load with keys ‘Î‘ ‘Ï‘.
This information is shown in the cable end, and corresponds to the factory calibration value.
d) Press the ‘ MENU ‘ key twice in order to save the value (the value is stored). The display will then show the
following adjustment parameter: ‘ CADE ‘.
If ‘ MENU ‘ is not pressed for a second time before intermittency ends, the operation is not stored, and the
display will show parameter ‘ CELL‘ again.

TECHNICAL DOSSIER
3.5 Alarms
Alarms are the load levels in which the state of relays changes. In order to adjust them no weight is necessary; just
programme them with the keyboard.
Load value from which the lift is complete. When the load in the lift exceeds that value, the
complete relay’s state changes and the MB-D car display will switch on up to the head.
Load value from which the lift is overloaded. When the load in the lift surpasses that value, the
overload relay’s state changes and the MB-D car display will indicate, both visually and
acoustically, that the lift is overloaded. In the case a led is connected to a display output, it will
intermittently switch on.
See point 3.2 (Modification of a Parameter) for details about the alarm adjustment.
3.6 Auxiliary Functions
Configuration Relay State Display Output

ConF = 0 ON Intermittent Enabling ( LED )
ConF = 1 ON Progressive Enabling ( MB-D )
ConF = 2 OFF Intermittent Enabling ( LED )
ConF = 3 OFF Progressive Enabling ( MB-D )
3.7 Rapid Programming Guide
This section describes how to configure rapidly the most important parameters of the equipment.
a) Press ‘ MENU ‘ successively to search the parameter to be modified and press ‘Î‘ to access this parameter.
b) Modify using ‘Î‘ ‘Ï‘.
c) To save, press ‘ MENU ‘ twice.
d) The most important parameters to be configured: :
1º. Introduce in ‘ AL C ‘ the load value from which the activation of the complete alarm is required.
2º. Introduce in ‘ AL S ‘ the load value from which the activation of the overload alarm is required.
3º. Reset the equipment with the lift empty :

• Go to parameter ‘ CEro ‘
• Press ‘è‘ ‘ MENU ‘ and a countdown starts.
4º. Adjust the weight :

• Put a weight in the car (at least 50% of the maximum weight)
• Introduce the value of the load put in the car in ‘ PESO ‘.
• The equipment starts a countdown.
It is important to make the zero adjustment before the weight adjustment operation

TECHNICAL DOSSIER
Chapter 4 • ELECTRIC FEATURES
4.1 Electric Features
Model : . . . . . .. . . . . . . . . VK - 2P.
Rated voltage : .. . . . . . . . . 220V.
Rated current : .. . . . . . . . . 60 mA.
Rated frequency : . . . . . . . . 50 - 60 Hz.
Fuse : . . . . . . . .. . . . . . . . . 100 mA.
4.2 Change of Fuse
1) Disconnect the equipment.
2) Open the equipment by removing the 5 screws holding the back cover.
3) Get the circuit out of the box and change the fuse installed in a vertical bayonet fuse carrier, next to the transformer.
4.3 Low-consumption Mode
Since the display is the element which consumes the most and it is not visible, a low-consumption mode has been taken
into consideration in which the display turns off showing a rotary segment to indicate it is still operative.
Cases where the equipment starts operating under the low-consumption function.
1) When connected to the mains, the equipment displays the weight for 3 minutes and in the case no key is touched,
it automatically operates under low-consumption mode.
2) When an hour has passed since the last time a key was touched.
3) When the equipment displays the weight while pressing the key for two seconds.
Press any key to exit the low-consumption function.

TECHNICAL DOSSIER
Chapter 5 • ERROR DISPLAY
‘ Err1 ‘ Load cell wrongly connected, damaged or fractured rope.
• Check cell connection.
‘ Err2 ‘ Negative flooding.
• The load cell is operating in the opposite direction or is wrongly connected.
‘ Err3 ‘ Positive flooding, the load cell is bearing a weight higher than the rated value.
• It is necessary to put a load cell with a higher rated value.
‘ Err4 ‘ Polarity error. (This error is detected when the equipment adjusts the weight with the polarity of the modified
cell).
• Check cell connection.

• Make the zero and weight adjustment again.
‘ Err5 ‘ Output for short-circuited car display (figure of a person).
• Locate and remove the short circuit.

• Turn off the equipment (VK) and then turn it on again so that ‘ Err5‘ no longer exists in the display.
‘ Err6 ‘ Data loss in the memory. All parameters shall be programmed again.
1) When an error occurs, all alarms are enabled and the lift is blocked.
2) When ‘Err5‘ occurs, the equipment is blocked and it does not transmit information via the
communications port, until the short circuit is removed.
v1.30, MAY 02 Page 10 / 13 VK2PUK

TECHNICAL DOSSIER
Chapter 6 • LOAD CELL INSTALLATION
6.1 Load Cell TCMP + VK - 2P Installation Under the Car

This configuration weighs the car directly, so the guides friction errors are removed. Cells
may be supplied individually (requesting TCMP 800/I), or in groups of 4 pre-wired cells
(requesting TCMP 800/G). This group of 4 pre-wired units is the basic configuration and
enables measuring loads not exceeding 3.200 kg (Car weight + Useful load).
Should it be necessary to measure higher loads (car weight + useful load is higher than
3.200 kg) individual cells or more groups of 4 cells may be added. Example: For lifts where
the car weight + the useful load is lower than 4.800 kg a set of 4 cells besides 2 individual
cells could be installed; should weight be lower than 6.400 Kg 2 groups of 4 could be
installed. The maximum allowed is 16 cells TCMP 800 or 4 groups of 4 pre-wired cells
TCMP 800.
In case of a malfunction in any cell of the pre-wired group (TCMP 800/G), cut the
TCMP 800/G rope joining it to the group, replace with an individual cell and connect as shown in this
Technical Dossier.
ELECTRICAL CONNECTION
Excitation ( + ) Red
Excitation ( - ) Black
( + ) IN Green
TCMP 800/I ( - ) IN White

CAR
134 31
128 M - 10
Load cell
TCMP
Cable
length 5 m
48
Elastic
3
28
plug
B A
160
190
Ø 13 Cells may be installed either
with the base supported on the
bedframe and the intermediate
46 point in contact with the car or
44 inverted.
Cable length 1.5 m

TCMP 800 DIMENSIONS
800 kg. 800 kg.
1 2
Cable length 5m
800 kg. 800 kg.
3 4
SET OF 4 PRE-WIRED CELLS
v1.30, MAY 02 Page 11 / 13 VK2PUK

TECHNICAL DOSSIER
Chapter 7 • LOAD INDICATOR FOR VK - 2P
7.1 MB-D Car Display
• Progressive display. It has a figure of a person which progressively illuminates according to the weight. When it reaches the Complete
level, the figure will be completely illuminated. When it reaches the Overload level, the figure will flicker and the buzzer will be enabled.
• This car indicator, model MB-D, is an accessory installed inside the car.
73.00 19
67.00 12.5
+0
-0.1
54.00 2
-0.1
+0
40.00
29.50
76.00
65.50
Ø 4(4Tls.)
Ø5 2-wire connection
Ø8
with no parity (series VK)
FRONT VIEW REAR VIEW
v1.30, MAY 02 Page 12 / 13 VK2PUK

TECHNICAL DOSSIER
Chapter 8 • DECLARATIONS OF CONFORMITY
• EC declaration of conformity to directive 89 / 336 / EEC regarding electromagnetic compatibility.
• EC declaration of conformity to directive 73 / 23 / EEC of low voltage.
v1.30, MAY 02 Page 13 / 13 VK2PUK

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Codes Displayed by the MicroBasic Controller

REASON FOR LIFT NOT STARTING (A)

LIST OF CONDITIONS (E)

PROVISIONAL AND PARTIAL

3VFMAC-DSP FREQUENCY CONVERTER

VERY IMPORTANT: This document is provisional and includes

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

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

3VFMAC-DSP FREQUENCY CONVERTER

INSTRUCTIONS TO CONNECT THE XC4 PACKAGE:

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

3VFMAC-DSP FREQUENCY CONVERTER

2.1. New features

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

2.2. Technological improvements

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

2.3. Improvements in comfort

• Direct access due to exact positioning, which makes

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

3VFMAC-DSP FREQUENCY CONVERTER

Voltage-free contact control

*Nominal speed 13 13 Communication

24Vdc 0Vdc Ventilation fan

V0.2 MAR.04 Page 4 3VFMAC-DSP_UK

3VFMAC-DSP FREQUENCY CONVERTER

V0.2 MAR.04 Page 5 3VFMAC-DSP_UK

Industrial encoder connection 3VF-DSP KRL3

TRM 110 Vs SIB

3VFMAC-DSP FREQUENCY CONVERTER

V0.2 MAR.04 Page 8 3VFMAC-DSP_UK

3VFMAC-DSP FREQUENCY CONVERTER

BLOCK GENERAL DESCRIPTION LED NO. DESCRIPTION OF LED COLOUR

5.2. Five-digit display (console)

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

POSITION VISUALISATION GENERAL DESCRIPTION

0 Frec Command Frequency (Hz)

1 Encod Encoder pulses

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

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

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

5 tens Bus voltage (Volts dc)

6 Uerr Last error

7 int d Measured Magnetisation Current Intensity (Ampere)

8 int u Measured Par Current Intensity (Ampere)

9 UEL Measured speed (electric Hz)

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

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

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

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

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

V0.2 MAR.04 Page 9 3VFMAC-DSP_UK

3VFMAC-DSP FREQUENCY CONVERTER

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

18 SEno Sine of electrical angle (digital units)

19 CoSE Cosine of electrical angle (digital units)

20 iurEF Par current intensity of reference (digital units)

21 USlip Slip (digital units)

22 UrEF Mechanical reference speed (digital units)

23 Pso Weight (Kg), if load cell available

24 Uer Software version

28 E2 Slip term in vector control (machine constant)

29 E3 Reference mechanical speed in Hz*128

30 E4 Output Iq of the filtered speed PI