OVF-10 Basic Data

OTIS COMPONENT CATALOGUE Part : 4 - AA3
OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
ENGINEERING OVF 10 Page : 1 / 48
CENTER BERLIN Otis Variable Frequency Drive
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
OVF 10 (Otis Variable Frequency 10)

Basic Data
Authorization Date D2 : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Running on PCB : . . . . . . .GCA
. . . . 26800
. . . . . .AH
. . . . . . . . . . . . . . . . . . . . . ..
Software Version : . . . . . . .GAA
. . . .30157
. . . . . CAD
.......................
Document Revision: : . . . . V. .3.1
..............................
Date Author Comment

11. 9. 1995 M. Dehmlow draft
17. 9. 1995 A. Vechiotti draft
18. 9. 1995 P. Herkel version 1.0
28. 9. 1995 Ch. Ernecke ”
14. 5. 1996 M. Dehmlow version 1.1 (220V design)
03. 6. 1996 T. Gietzold
14. 5. 1997 M. Dehmlow Vintage 02 / 01
8. 2. 2000 T. Gietzold Vintage 03 / 01
4. 4. 2000 M. Dehmlow Included Madrid'99 version
Copyright 2000, OTIS GmbH & Co. OHG, Berlin

No part of this document may be copied or reproduced in any form or by any means without the prior
written consent of OTIS GmbH.
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BASIC DATA
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Table of Contents
1 Introduction........................................................................................5
1.1 Objective ......................................................................................................... 5
1.2 Products.......................................................................................................... 5
1.3 Definitions and Acronyms ............................................................................. 6
1.4 Applicable Documents................................................................................... 7
2 General Description...........................................................................8
2.1 Main Specifications........................................................................................ 8
2.2 Product Functions.......................................................................................... 9
2.3 Duty Range ................................................................................................... 10
2.4 General Constraints / Code Requirements ................................................ 10
2.5 Compatibility................................................................................................. 11
2.6 Packaging ..................................................................................................... 11
3 Functional Description (HW)...........................................................12
3.1 Power Supply ............................................................................................... 12
3.2 Power Circuit ................................................................................................ 12
3.2.1 APD-Filter ............................................................................................. 14
3.2.2 Charging of the DC-Link...................................................................... 14
3.2.3 Inverter.................................................................................................. 14
3.2.4 Brake..................................................................................................... 15
3.2.5 DC-Link Capacitors.............................................................................. 16
3.3 Sensors ......................................................................................................... 16
3.3.1 AC Voltage Measurement.................................................................... 16
3.3.2 Voltage Sensor..................................................................................... 16
3.3.3 Current Sensor..................................................................................... 17
3.3.4 Temperature Sensor ............................................................................ 17
3.4 Input / Outputs.............................................................................................. 18
OVF10 Interface (General Scheme) .............................................................. 18
3.4.2 Low Voltage Signal I/O to Controller.................................................. 19
3.4.3 Terminal I/O .......................................................................................... 20
3.4.4 Line Terminal ....................................................................................... 21
3.4.5 Motor Terminal ..................................................................................... 21
3.4.6 I/O inside of package........................................................................... 22
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3.4.7 Serial Input /Output.............................................................................. 22

3.5 Safety Code................................................................................................... 23
4 Software Function Blocks ...............................................................24
5 Motion Control .................................................................................25
5.1 Profile Generator .......................................................................................... 25
5.2 Open Loop Speed Control........................................................................... 26
5.2.1 Voltage Magnitude and Current Frequency Calculation .................. 28
5.2.1.1 IDLE Phase ................................................................................ 28
5.2.1.2 PREMAGNETIZATION Phase (Pretorquing) ............................ 28
5.2.1.3 RUNNING Phase ........................................................................ 29
5.2.2 Drive Overload ..................................................................................... 29
5.2.3 U/F Characteristic ................................................................................ 30
5.2.4 Acceleration and Deceleration Voltage Characteristics................... 31
5.2.5 Slip Estimation..................................................................................... 33
5.2.6 1LV / 2LV............................................................................................... 35
5.2.6.1 Constant Speed ......................................................................... 37
5.2.6.2 Creeping Phase ......................................................................... 37
5.2.6.3 Calculation of d1 ....................................................................... 39
5.2.6.4 LV Event Interrupt Structure .................................................... 40
5.2.6.5 Safeguards in Case of Interrupt Failure .................................. 40
5.2.6.6 Floor Handling ........................................................................... 41
6 Sequence of Operation....................................................................42
6.1 Start ............................................................................................................... 42
6.2 Stop ............................................................................................................... 43
6.3 Emergency Stop ........................................................................................... 44
6.4 DDP................................................................................................................ 44
6.5 Inverter Errors .............................................................................................. 44
7 Checking Elements for Protection..................................................45
8 Position Reference System .............................................................46
9 Modification......................................................................................47
9.1 Modification for 50m Rise Packages (Brazilian Version).......................... 47
9.2 Modification for Madrid99 version .............................................................. 48
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Table of Figures
Figure 3.1: Power Circuit of OVF10 .................................................................................. 13
Figure 3.1: Signal Flow Interface....................................................................................... 18
Figure 3.1: Safety Code .................................................................................................... 23
Figure 4.1: Diagram of Software Function Blocks ............................................................. 24
Figure 5.1: Multiple and Single Floor Profiles.................................................................... 26
Figure 5.2: Open Loop Speed Control with Load Compensation...................................... 27
Figure 5.3: U/F Characteristic ........................................................................................... 31
Figure 5.4: Acceleration/Deceleration Voltage Component .............................................. 32
Figure 5.5: Voltage Compensation due to Slip.................................................................. 34
Figure 5.6: Door Zone Magnet Configuration.................................................................... 36
Figure 6.1: Starting Profile and Signals............................................................................. 42
Figure 6.2: Stopping Profile and Signals ........................................................................... 43
Table of Tables
Table 1.1: OVF10 Versions................................................................................................. 5
Table 2.1: Output Currents................................................................................................ 10
Table 3.1: IGBT Ratings.................................................................................................... 14
Table 3.1: Rating Brake IGBT and DBR............................................................................ 15
Table 3.1: DBT control thresholds..................................................................................... 15
Table 3.1: DC-link capacitance ......................................................................................... 16
Table 3.1: Over and under voltage threshold .................................................................... 16
Table 3.1: Overload threshold ........................................................................................... 17
Table 3.1: Controller Interface........................................................................................... 20
Table 3.1: I/O Terminal ..................................................................................................... 20
Table 3.1: I/O Terminal ..................................................................................................... 21
Table 3.1: Line Terminal ................................................................................................... 21
Table 3.1: Motor Terminal ................................................................................................. 21
Table 3.1: Package internal I/Os....................................................................................... 22
Table 6.1: Inverter Errors .................................................................................................. 44
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1 Introduction
1.1 Objective
The Basic Data Document describes the function and the technical design of the Otis Vari-
able Frequency (OVF10) drive package.
The OVF10 drive was especially developed for the Modernization and New Equipment
market to be competitive to component manufacturers.
Concept
OVF10 is a variable voltage, variable frequency drive in the low-speed geared market with
rated speeds up to 1.2m/s. The key customer benefits of the OVF10 vs. existing 1/2AC in-
stallations are
• leveling accuracy
• ride comfort
• reduced energy consumption.
The drive is operated with open speed loop using a cost-reduced and field friendly position
reference system. OVF10 was developed with respect to EMI and CEN code conformance.
1.2 Products
The OVF10 is available in nine types:
• two voltages (400 and 220 Volts)
• three duty ratings (3 kW, 5 kW and 9 kW)
• two hoist way heights 25m for all standard drives and
50m for the two 5kW drives with 630kg x 1m/s
• One special 5kW/400V version for the product Madrid99
Duty Drive Package Note
3kW / 400V GCA 21151 A1
5kW / 400V GCA 21151 B1
GCA 21151 B2 50m version without DBR
GCA 21151 AG1 Madrid'99 version (no charging circuit)
9kW / 400V GCA 21151 C1
3kW / 220V GCA 21151 D1
5kW / 220V GCA 21151 E1
GCA 21151 E2 50m version without DBR
9kW / 220V GCA 21151 F1
Table 1.1: OVF10 Versions
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The drive is delivered within three OVF10 product types:

Note: 50m Industrial Package only
Madrid99 version only as Stand Alone
Industrial Package
The Industrial Package contains Inverter, Motion Control, Brake resistor and EMI filter to
build up controllers in authorized controller factories.
Stand Alone version

The Stand Alone version is applied for upgrading 1/2 AC units to interface to existing Otis
µP and relay controllers for Otis and non-Otis units. An additional Interface Kit is needed.
Integrated version for MOD and NE

The integrated version contains the operational and drive control, where the drive is built
into a controller, which is based on existing MCS220 and MCS220M controllers.
1.3 Definitions and Acronyms

APD Anti Pollution Device (line EMI filter)
DBR Dynamic Brake Resistor
DBT Dynamic Brake Transistor
DCB Drive Control Board
ED Elevator Duty
ELGA Elevator Gate Array
FCM Field Component Manual
HW Hardware
IGBT Insulated Gate Bipolar Transistor
LCB Limited Car Board
OCB Over Current Breaker
OCS Operational Control System
PCB Printed Circuit Board
PLB Power Link Board
PRS Position Reference System
PWM Pulse Width Modulation
SHUNT DC-Link Current Shunt Resistor
SW Software
OVF10 Otis Variable Frequency Drive 10
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1.4 Applicable Documents
EN12015 and EN12016 EMC Product family standards for lifts
VDE 0875 Electro Magnetic Compatibility
Otis Safety Standards
World Wide Qualification Standards
OVF10 field component manual

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2 General Description
2.1 Main Specifications

The OVF10 drive duties cover the following range:
- max. speed is 1,2 m/s with a tolerance of +/- 8% @ nominal speed
- max. duty capacity is 1000 kg m/s
(duty capacity = load x speed).
- the highest number of starts :
in average 120 starts / hour
peak for 30 minutes 150 starts / hour
- elevator duty (ED) is less than 40 %
- minimum floor to floor distance is 2,20 m
the drive supports all of different floor distances
within a range between 2,20 and 6,50m
- max. rise is 25m / 50m for modified 5kW drives
- flight time:
drive time from floor to floor is 8,5 seconds
with a nominal speed of 1m/s and the floor distance of 3 m.
- stopping accuracy:
the max. leveling error is ± 8 mm
the typical leveling error is ± 5 mm
- acceleration / deceleration:
@ 1,0m/s nominal speed. This is restricted by the mechanical installation.
2
- the max. value of acceleration and deceleration is 0,5 m/s
3
max. in car jerk is 2,5 m/s
- the noise level in the machine room is 75dBA
the machine room noise level does not increase after modernization with OVF10
- The in car noise level is 50dBA. For modernization there is no increase of
existing noise level.
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2.2 Product Functions

Control:
The drive has the following functions:
• 3-phase inverter control and a dynamic brake resistor control

to ensure motor and generator operation
• profile generator / speed / position control:

pre-set torque,
acceleration with time curve s-type,
full speed unregulated
self generating stop point
deceleration with time curve s-type
stopping electrically from creep speed to floor level
mechanical brake control to drop the brake at zero speed
• operation w/o speed encoder
Safety chain:
• control to disconnect motor to comply with EN81-1 §12.7 w/o additional circuit breakers
between drive and motor
Operational control:
• door zone indicator (DZ) for operational control
• floor count signal (IP) for operational control
• RLEV / ADO not available

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2.3 Duty Range

Output Currents
The output currents of the OVF10 drive are:
Duty Max. Current Rated Current

3kW / 400V 15 Arms 10 Arms
Table 2.1: Output Currents

The max. current of the inverter is limited to 150% of nominal current for a time less than 3
seconds.
The nominal current is limited for a time of less than 65 seconds.
Input Currents
The average input current is equivalent to the output current times 0,9 without CHF
and equivalent to the output current times 0.7 with CHF.
2.4 General Constraints / Code Requirements

The control system of the Integrated Version is the LCBII.
For level accuracy the Position Reference System PRS2 is required, which provides the
two sensors 1LV and 2LV within certain requirements described in chapter “Position Refer-
ence System” 8.
No other position signals are required.
For modernization the motors must have 2-speed characteristic.
When OVF10 is operated with relay controllers additional effort in interfacing to the Stand
Alone version is needed.
The drive is not internally fused. It is protected by an OCB sized for a power equivalent
1AC/2AC system.
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2.5 Compatibility
OVF10 is not electrically nor mechanically compatible to other Otis drives.
The compatibility to existing systems is only given on controller level:
Interface to µP controllers for the 1/2 speed AC (LB, LCBI, LCBII)
Interface to Relay controllers with electronic selector.
Max. mechanical dimensions to fit into the NEL MCS220 and MCS220M controller for
OVF10, which is based on the LSVF-W version.
50m 5kW drives need space for DBR on top of controller cabinet.
2.6 Packaging
The weight is about 13.5 kg for the 9kW package.
The package is able to shield the EMI produced by the inside inverter.
The dimensions of the package are:

600 mm x 300 mm x 240 mm = height x width x length.
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3 Functional Description (HW)
3.1 Power Supply

The OVF10 is available for two power supply ranges:
400V package for an input voltage range of 380V to 415V ± 10 %
220V package for an input voltage of 220V ±10 %.
The power circuits are disconnected from the mains during idle phase.
The Microprocessor and the rest of the hardware are supplied by a switch mode power
supply from the mains.
A three phase mains supply is essential.
Line frequency is accepted 50 and 60 Hz ±5%.
The power line must have an Protection Earth.
The drive does not stay in function during line drops due to the reduced DC-Link capacitor
bank. Line drops lead to an emergency stop of the drive and a recovery run afterwards.
The drive is not internally fused. It is protected by an OCB sized for a power equivalent
1AC/2AC system.
3.2 Power Circuit

A schematic of the OVF10 power circuit is given in Figure 3.1. It consists of:
• APD-Filter
• Charging circuit (not in the Madrid99 version)
• Rectifier
• DC-Link capacitors (including balancing resistors)
• Brake IGBT (DBT) with Brake Resistor (DBR) (not in the 50m version).
• DC-Link current shunt resistor (SHUNT)
• Inverter
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50m 5kW
packages do
not include
DBR
Madrid99 ver-
sion does not
include the
charging circuit
Figure 3.1: Power Circuit of OVF10

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3.2.1 APD-Filter
To fulfill requirements set up in EN 55011 for Electromagnetic compatibility an APD filter is
included in line with the mains in the package.
In the Madrid99 version an additional APD-Filter for the switching power supply on the DCB
is included in the package.
The capacity to earth of the filter fits to the earth leakage detector (100mA selective) in line
with the mains.
3.2.2 Charging of the DC-Link

The power circuit is only connected to the mains during operation of the drive, otherwise it
is disconnected to save energy and to enlarge the lifetime of the DC-Link capacitors.
The charging of the DC-Link capacitors is done over two charging resistors out of two
phases.
The discharging is accomplished by the balancing resistors which are connected in parallel
to the DC-Link capacitors. The discharging time is smaller than three minutes.
In the Madrid99 version the charging circuit is not included in the package, but is located
outside of the package in the controller.
3.2.3 Inverter
The output currents of the inverter are described in chapter 2.3.
The ratings of the main IGBTs are:
IGBT Ratings
Duty 400V design 220V design
3 kW 25A / 1200V 50A / 600V
5 kW 50A / 1200V 100A / 600V
9 kW 75A / 1200V 150A / 600V
Table 3.1: IGBT Ratings
For all OVF10 drives the switching frequency of the IGBTs is 12kHz.
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3.2.4 Brake
The Dynamic Brake Circuit consists of the Brake IGBT (DBT) and the Brake Resistor
(DBR); which is included in the OVF10 drive package. When using one of the 5kW 50m
packages, the DBR is not included. The following resistors are recommended with the
drive:
Drive DBR
GCA21151B2 5kW 400V GOA9673GV2 5kW 400V
GCA21151E2 5kW 220V GOA9673GV22 5kW 220V
The resistors have to be mounted on top of the controller cabinet with a minimum distance
of 20cm between the resistor box and the controller cabinet.
The ratings of the brake IGBTs and the brake resistors are:
Brake IGBT Ratings Brake Resistor

25m 50m
Duty 400V design 220V design 400V design 220V design 400 220
3 kW 8A / 1200V 25A / 600V 160Ω / 500W 40Ω / 500W n.a. n.a.
5 kW 25A / 1200V 50A / 600V 70Ω / 500W 20Ω / 500W 54Ω/2,4kW 18Ω/2,4kW
9 kW 50A / 1200V 75A / 600V 35Ω / 1000W 10Ω / 1000W n.a. n.a.
Table 3.1: Rating Brake IGBT and DBR
The control of the dynamic brake is performed by a hysteresis control. The upper and lower
limits of the hysteresis are:
Hysteresis Control of the Brake IGBT

Brake On 730V 401V
Brake Off 711V 391V
Table 3.1: DBT control thresholds

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3.2.5 DC-Link Capacitors

The DC-Link consist of a parallel and series connection of aluminium electrolytic capacitors;
each capacitor has a nominal capacitance of 470µF. In parallel to each capacitor is a bal-
ancing resistor with a value of 47kΩ.
The DC-Link capacitance for the different drives is:
DC-Link Capacitance
3 kW 470µF (4) 1880µF (4)
5 kW 705µF (6) 2820µF (6)
9 kW 940µF (8) 3760µF (8)
Table 3.1: DC-link capacitance
3.3 Sensors
3.3.1 AC Voltage Measurement
The drive includes an AC input voltage measurement through the power supply. This de-
vice is used to adapt the output voltage at the motor according to the AC input voltage. This
system is very effective during acceleration and motoring operation of the drive, but has
only a limited influence adapting the output voltage when the motor regenerates power into
the DC-link.
3.3.2 Voltage Sensor
The voltage of the DC-Link is sensed for the control of the dynamic brake (see section
3.2.4) and as under and over voltage.
The voltage limits are:
Limits of the DC-Link voltage

Under Voltage 349V 192V
Over Voltage 764V 420V
Table 3.1: Over and under voltage threshold

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3.3.3 Current Sensor

The current sensor is located in the DC-Link between the DC-Link capacitors and the Brake
and the Inverter (see Figure 3.1). The current measurement is done with a shunt resistor.
The mean value of the DC-Link current is transformed into a frequency and is evaluated by
the software. This current represents the real current of the inverter.
Through a peak detector also an inverter overload and an inverter overcurrent is detected
out of the DC-Link current. In case of an overload the software reduces the acceleration
and in case of an overcurrent the inverter is stopped. The limits for an overload and an
overcurrent are:
Overload Overcurrent
Duty 400V design 220V design 400V design 220V design
3 kW 20.6A 41.2A 30.7A 61.4A
5 kW 34.2A 68.4A 51.0A 102.0A
9 kW 51.3A 102.6A 76.5A 153.0A
Table 3.1: Overload threshold
3.3.4 Temperature Sensor

The temperature of the heatsink and the DBR are sensed by two heat sensitive switches.
The triggering level of these switches is low enough to protect the IGBTs (max. temperature
85°C) and the DBR (max. temperature 400°C). Both sensors have a switching temperature
of 80°C ± 5°C . The heat of the DBR is sensed indirectly.
When using the Brazilian drive packages
GCA21151B2 5kW 400V

GCA21151E2 5kW 220V
with an external DBR the normal closed thermal sensor at the DBR has to be connected to
the terminals P2.3 and P2.4, on the DCB within the package.
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3.4 Input / Outputs

3.4.1 OVF10 Interface (General Scheme)
Main Switch SW main switch * Safety - Chain

*
back contacts of SW
Position Ref.
24 Vdc 1LV / 2LV door zone level signals (Hoistway -
Inputs Signals)
U / D direction signals Operation

Control
T run mode (Normal / Inspection)
Profile
LS limit signal
Selection
DZ door zone signal

24 Vdc
Outputs IP impuls signal
OP Operating / No-Error signal
BY Brake signal Brake
110 Vac
110 Vac for Charge Relay Power Supply
Inputs
110 Vac
Charge Relay Signal ** CHG-Relay
Output
* not in Madrid99 version ** only in Madrid99 version
Figure 3.1: Signal Flow Interface
All I/O signals are galvanic isolated from the high voltage side, which is the DC-Link, AC
motor lines and AC input lines.
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3.4.2 Low Voltage Signal I/O to Controller

The low voltage inputs are 24V active low inputs. The LOW level input voltage for the 24V
inputs should be higher than 22.4V and the HIGH level should be less than 18.23V. Out of
this reason a push pull drive for the inputs is recommended to achieve good switching ac-
curacy and noise immunity, when supplying the switches out of the internal 24V. The cur-
rent limit output signals are 250mA, the outputs are NOT short circuit protected.
Name Pin Significance / Function

24V P7.1 Output: 24Vdc voltage supply for external features, max. cur-
rent output 1 A including current on other 24Vdc outputs
HL2 P7.2 Ground connection of 24Vdc voltage supply
U P7.3 Input: UP command,
connected to HL2, the drive will perform a run in up direction,
indicates the start of a normal or inspection run
D P7.4 Input: DOWN command,
connected to HL2, the drive will perform a run in down direc-
tion, indicates the start of a normal or inspection run
T P7.5 Input: T command (fast run),
connected to HL2 the drive will perform a normal run, if T will
be released during a normal run, the drive will stop in the next
doorzone,
disconnected from HL2 at the start the drive will perform an
inspection run
LS P7.6 Input: Limit switch
Marked connected to HL2 indicates that the elevator is moving into
with G the 1LS or 2LS limit switch depending on the run direction
1LV P7.7 Input: Door zone input one:
24Vdc input, used for door zone detection and speed meas-
urement together with 2LV
2LV P7.8 Input: Door zone input two:
24Vdc input, used for door zone detection and speed meas-
urement together with 1LV
OP P7.9 Output: Operating Signal (no error), 24Vdc output,
signalizes the drive is operating, no error is detected, after
every normal run this signal will be released for 300 ms to
check the functionality
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DZ P7.10 Output: Drive in DoorZone signal, 24Vdc output

Signalizes the elevator is within the door zone, at landing
floor this signal is retarded until the drive has stopped
IP P7.11 Output: Impulse signal, 24Vdc output
signalize the counting impulse for the Operational System,
the output is used for up and down direction and sends one
impulse about 0.5 s after each doorzone.
BY P7.12 Output: Brake lift signal, 24Vdc output to lift or drop the
brake relay
Table 3.1: Controller Interface
The drive command is send via a reduced two speed interface:
The OVF10 interprets:
the direction signals: U for up and D for down and
the drive mode signal: T for normal fast run and
not T for inspection run.
An additional LS signal indicates that the elevator is moving into the 1LS or 2LS limit switch.
The two Position Reference signals 1LV and 2LV are used to detect the door zone and to
evaluated the speed especially during leveling.
3.4.3 Terminal I/O

Terminal P10 (not in the Madrid99 version):
Name Pin Significance

SW1-14 P10.1 NO contact of SW1, dry contact with terminal 2
SW1-13 P10.2 NO contact of SW1, dry contact with terminal 1
SW1-A1 P10.3 Coil of SW1, input from safety chain
SW1-A2 P10.4 Coil of SW1, ground connection
SW1-21 P10.5 NC contact of SW1, dry contact with terminal 6
110Vac P10.9 110Vac supply for internal charge relays
HL1 P10.10 Ground of 110Vac supply
Table 3.1: I/O Terminal
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Terminal P11 (only in the Madrid99 version):

CHG_A2 P11.1 Coil of CHR, ground connection
CHG_A1 P11.2 Coil of CHR, input
110Vac P11.3 Ground of 110Vac supply
P11.4 N.C.
P11.6 N.C.
L11 P11.7 Power supply for DCB
Table 3.1: I/O Terminal
3.4.4 Line Terminal
Name Terminal Significance

L1 L1 Power supply AC line input
PE PE Protection earth connection
Table 3.1: Line Terminal
3.4.5 Motor Terminal

The Motor terminal is located inside the drive package:
Name Terminal Significance

U U Motor phase output
V V Motor phase output
W W Motor phase output
PE PE Protection earth connection of Motor
BR BR DBR output (connecting point for DBR)
P0 P0 Positive DC-Link voltage (connecting point for DBR)
N0 N0 Negative DC-Link voltage
Table 3.1: Motor Terminal
Motor Cable has to be shielded. The shield should be connected to the cable gland.
OTIS BERLIN 5
BASIC DATA
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3.4.6 I/O inside of package

FAN P2.1- 24Vdc supply for the fan
P2.2
TMP P2.3- Input: for Temperature switch mounted on DBR, low voltage
(DBR) P2.4 means overtemperature
TMP P2.5- Input: for Temperature switch mounted on heatsink, low volt-
(HS) P2.6 age means overtemperature

CH P6.1- 110Vac output for the charge relais
P6.2
110V P6.3 110Vac supply input
L1 P6.7 Power supply input
Table 3.1: Package internal I/Os
3.4.7 Serial Input /Output

The serial I / O handles the communication between OVF10 and the Otis Service Tool. It is
programmed for asynchronous full duplex operation with one start, eight data, one odd par-
ity and one stop bit. The transmission rate is set to 9600 Baud and is generated on-chip by
the microcontroller.
The driver of the communication lines to the Service Tool is made of a 75176 differential
bus transceiver. The output is protected against short-circuit on chip and against over volt-
age spikes.
The receiver is built up by an opto-coupled interface circuit to have floating connection be-
tween the Service Tool and OVF10 to avoid interferences. The input is protected against
overvoltage spikes.
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3.5 Safety Code

The OVF10 drive works with a Safety Chain similar to the one for 1AC/2AC installations.
Safety Chain
Power line
U D
SW
U-D
Operational- OP
Control OP-Test
OVF10
M
In accordance with EN81-1 §12.7.3b the safety chain for the OVF10 has only one safety
contact, but the required Control Device and Monitoring Device.
OV10 Static
Element
Power IGBT
Line C
SW
M
Safety Chain Current On/Off
Monitoring Device Control Device

(Microprocessor) (Hardware)
OP T (OP-test) U D
Figure 3.1: Safety Code

The Monitoring device to verify the blocking of the flow of energy is done by the µP. It
measures the current in the DC-Link and in case of an error it removes the OP (system is
Operating) signal to prevent further movement of the elevator.
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4 Software Function Blocks
”Controller Interface”
“User Interface”
SVT “Supervisor” <Inspection Run>

<Normal Run>
Drive Logic State
<Start>,<Accel>
“Run Car” <Const>, <Decel>
Motion Logic State <Creep>, <Halt>
<Floor Counter>
“Profile Generator”
“Open Loop Control” “Sensor”

F&U Calc / Slip Comp DC Link
Current
1LV/2LV
“PWM Output”
Voltage and Frequency
“Inverter Package”
Figure 4.1: Diagram of Software Function Blocks

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5 Motion Control
5.1 Profile Generator

For a normal run the constant velocity depends on the distance to the landing floor.
There are two possible constant speeds for a normal run :

Full run: 100 % of contract speed for multiple floor runs or long floor to floor runs.
Limited run: below 100% depending on floor distance.
The decision between the run speeds is done during the acceleration phase.
There is only one profile for inspection runs. The inspection speed is settable trough the
service tool.
All profiles are time profiles:

• There is no position feedback in the profile generation.
• The deceleration starting point is based on time.
• The stopping point is based on time elapsed after detecting 1LV/2LV hoistway sig-
nals.
The IP signal is calculated by the software, no external hoistway IP signals are needed.
The IP signal is sent a fixed time after leaving a door zone. It has to last long enough so
that the Operational Control System can react.
A falling edge of the T signal during a normal run indicates that the Operational Control
System wants to stop at the next floor. The falling edge of the T input has to occur early
enough during acceleration (in a certain time gap) in order to select the run profiles men-
tioned above. The deceleration point is calculated by the software. It does not depend on
any hoistway signal. If a falling edge of the T input is detected outside of IP, the drive de-
celerates immediately and stops at the next floor.
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Speed multiple floor run
area of one floor run

profile
switch
U/D
IP
DZ
Figure 5.1: Multiple and Single Floor Profiles
5.2 Open Loop Speed Control

The open loop speed control is implemented in a software module, referred to as the con-
trol module. The main purpose of the control module is to control an AC induction motor so
that it follows a dictated speed profile obtained from the profile generator software module.
The module calculates the necessary stator voltage magnitude and stator current frequency
necessary to follow the speed profile. These quantities will be hereafter respectively re-
ferred to as the voltage magnitude and current frequency. The module makes ample use of
information available from other software modules, service tool parameters and hardware
feedback signals.
The voltage magnitude and current frequency are determined from a linear combination of:
• the required speed profile from the profile generator software module
• the required acceleration from the profile generator software module
• an estimate of motor slip based on an estimate of car load based on the magnitude
of the DC link current
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• a reduction component based on drive overload as determined by two hardware sig-

nals which indicate the severity of the overload and are logic TRUE when the drive is
overloaded.
Load estimation is accomplished by measuring the DC link current. The module must,
therefore, provide a routine to obtain the DC link current from the hardware and make it
available to itself and the rest of the software.
The calculated voltage magnitude and current frequency values are output to a PWM chip
on the processor/interface board. The chip performs all hardware actions necessary to
produce the requested voltage magnitude and current frequency at the motor.
Ctl_f1 U/F Char- Uu/f

acteristic
Pgn_j_dp Slip Uslip Ctl_u1

Estimate
Profile
Pgn_f1 Generator Acc/Decel
Pgn_f1 Udec
Comp.
Pgn_dp
Red_fr
Loa_fr
Overload Load
Reduction Compesation
Overload from IDC_Current

Hardware
Figure 5.2: Open Loop Speed Control with Load Compensation

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5.2.1 Voltage Magnitude and Current Frequency Calculation

Introduction: Given a speed, the phase voltage magnitude and current frequency for the
induction motor can be determined from four components. These components are: the U-F
characteristic of the motor, the motor slip, compensation components for accelera-
tion/deceleration and a reduction component in case the drive is overloaded.
Specification: The module will perform the following steps to calculate current frequency
and voltage magnitude values:
1. If the car is IDLE, set current frequency and voltage magnitude to zero. (See section
5.2.1.1)
2. If the car is PREMAGNETZING, set current frequency and voltage magnitude to
pretorquing value entered in the service tool. (See section 5.2.1.2).
3. If the car is RUNNING, set current frequency and voltage magnitude based on dic-
tated speed, dictated acceleration, slip estimate and overload reduction factor. (See
section 5.2.1.3).
5.2.1.1 IDLE Phase
Introduction: While the car is idle, the main purpose of the control module is to ensure that
there will be no voltage or current (unless there is a hardware problem) on the motor while
the brake is dropped.
Specification: Current frequency and voltage magnitude are simply set to zero. These val-
ues are then written to the PWM chip and output to the power section.
5.2.1.2 PREMAGNETIZATION Phase (Pretorquing)
Introduction: Since the OVF10 has no load weighting mechanisms, it will be impossible to
prevent roll back, roll forward and high starting jerk for all load conditions. It is possible,
however, to attempt to minimize these effects for a certain range of loads with a simple
pretorquing scheme. The load range for which this scheme will work is determined by :
• the output torque of the motor for a given initial current frequency and voltage mag-
nitude values (these values are referred to as the pretorquing values).
• the load in the car,
• the stiction band in the gear box.
Specification: A service tool parameter will indicate a current frequency (pretorquing fre-
quency) to apply to the motor before the brake is lifted. The voltage magnitude (pretorquing
voltage) is determined from the U/F characteristic of the motor and the given frequency.
These pretorquing frequency and voltage values will generate torque on the motor that will
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prevent adverse starting effects after brake lift in a particular load range. The car will ex-
hibit no rollback or roll-forward when the pretorquing torque plus the stiction in the gearbox
is equal to the opposing torque produced by the load in the car.
5.2.1.3 RUNNING Phase
Introduction: While the car is running, the control module must calculate the current fre-
quency and voltage magnitude necessary to follow the dictated speed profile. The fre-
quency and voltage are composed of a number of components some of which are depend-
ent upon the state of the elevator such as acceleration, deceleration and overload.
Specification: The current frequency and voltage magnitude are calculated using the fol-
lowing formulas :
f 1 = f speed + fspeed −dt + fovl
where
• fspeed is the frequency component due to the dictated speed
• fspeed-dt is the frequency component due to the dictated acceleration
• fovl is the frequency component if the drive is in the overload state
U 1 = U u / f + U dec + U slip
where
• Uu/f is the voltage component due to the frequency f1 above
• Udec is the voltage component to decrease voltage during deceleration.
• Uslip is the frequency component due to the motor slip
Fspeed and Fspeed-dt are, respectively, the dictated speed from the profile generator and the
dictated acceleration (or simply the derivative of the speed). These values are scaled by
the profile generator to convert from m/s to Hz. Fovl is calculated to prevent the drive from
overloading (see section 5.2.2). Uu/f is calculated using the U/F characteristic of the motor
(see section 5.2.3). Udec is calculated to provide suitable deceleration voltage characteris-
tics and control the DC link voltage (see section 5.2.4). Uslip is calculated during slip esti-
mation (see section 5.2.5).
5.2.2 Drive Overload
Introduction : The LSVF-W software, upon which the OVF10 baseline is based, detected
drive overload by examining motor currents. In the OVF10, motor currents are no longer
available. Drive overload protection will have to be performed using information from the
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hardware. Drive overload protection should be designed to protect the IGBTs which may
fail if overheated due to large current draw for extended periods of time.
Specification : Drive overload is detected through two hardware signals. The most severe
is “IGBT current too high” which indicates that the current has exceeded the maximum in-
stantaneous rating of the IGBTs. When this signal is asserted, the drive will do an immedi-
ate shut down. The second signal, “IGBT overload”, is less severe. This signal indicates
that the current in the IGBTs is high and may cause damage if not reduced to a safe level.
The drive can function for up to 0.5 seconds in this overload state. If the attempts at reduc-
ing the current fail and the signal is asserted for more than 0.5 seconds, the control module
will do a drive shut down to prevent hardware damage.
Once an overload has been detected, the control module will attempt to decrease the cur-
rent drawn by the motor through a decrease in the commanded stator frequency. The sta-
tor frequency will be decreased by the smaller of : the dictated acceleration (expressed in
frequency units) or a fixed step entered in the service tool. Overloads happen during the
acceleration phase of the profile. The stator frequency is decreased during the jerk-in part
of the acceleration while the hardware signal is asserted. and then increased to its correct,
constant speed value during the last part of the jerk-out and first few instants of the con-
stant speed phase.
5.2.3 U/F Characteristic
Introduction: An induction motor must have constant flux in the air gap for proper operation.
One way to insure this, is to closely control the relationship between voltage magnitude
and current frequency. This is achieved by manipulating the U/F characteristic of an in-
duction motor
Specification: The following U/F characteristic will be implemented in the control module
software :
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U (V)
Uacc
U0
fn f (Hz)
Figure 5.3: U/F Characteristic
Where fn is the nominal frequency which corresponds to a voltage value of Uacc. U0 is the
minimum voltage applied to the motor when the frequency is 0 Hz. Since the characteristic
is linear, the voltage Uu/f needed for a current frequency f is found with the following for-
mula:
U u /f = U 0 + f ⋅ (Uacc − U 0)
Note that this characteristic must be devised so that for every frequency/voltage pairing, the
air gap flux remains constant. This characteristic may also be manipulated to provide suit-
able starting current characteristics.
5.2.4 Acceleration and Deceleration Voltage Characteristics
Introduction: Acceleration voltage is important if the elevator is to achieve the target accel-
eration rate. Similarly, deceleration voltage is important if the elevator is to achieve the tar-
get deceleration rate. These voltages are also fairly important in controlling the DC link
voltage. Too great a voltage demand during a motoring run will make the DC link “sag” and
conversely too small a demand during a regenerative run may cause the DC link to become
dangerously high. It is therefore important to accurately control the voltages during the ac-
celeration and deceleration phases of the run.
Specification: Although the voltage required for given acceleration and deceleration profiles
should be calculated from slip information, it is possible that the estimated slip may be
wrong. If it is deemed that the slip voltage compensation magnitude is not adequate for ac-
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celeration and deceleration, an empirical factor can be added or subtracted in the calcula-
tion of the voltage magnitude. There is, at this time, no need to compensate the voltage
during acceleration. The acceleration/deceleration factor is implemented as depicted in
the following picture :
Voltage
Magnitude
Compensation
for accel/decel
Ram_udec
Jerk in Const Jerk out Const Speed Jerk in Const Jerk out Creep
Accel Decel
Figure 5.4: Acceleration/Deceleration Voltage Component
Ram_udec is a service tool parameter that controls the maximum value subtracted from the
voltage during deceleration. This factor is given in units of volts based on the DC link volt-
age. Appropriate scaling factors are applied to this factor in order to convert it to suitable
internal units.
Please note the following concerning DC link voltage control:
The primary method to prevent the DC link voltage from increasing out of control is through
the Dynamic Braking Resistors (DBR) and the Dynamic Braking Transistor (DBT). The dy-
namic braking resistors are placed across the DC link, in series with the dynamic braking
transistor. When the DC link voltage increases beyond a certain threshold, the transistor
conducts with an appropriate duty cycle and current flows through the resistors. In this way,
power is dissipated and the voltage on the DC link is lowered. The control module can help
the DBR by correctly determining the voltage demand during the elevator run, but it is by no
means intended to replace the action of DBRs and DBT.
The control module can help in preventing the DC link from decreasing to dangerous levels,
but the input AC line magnitude has much greater control over the minimum value of the
DC link voltage. An AC line magnitude that is too low will not power the DC link correctly
and there is nothing the control module can do to correct this fact.
If the DC link voltage is exceeds maximum or minimum thresholds, there are two hardware
faults that will shut down the drive:
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• DC link overvoltage fault : will shut down the drive if the DC link voltage magnitude
exceeds a predetermined threshold.
• DC link undervoltage fault : will shut down the drive if the DC link voltage magnitude
exceeds a predetermined threshold.
Both these faults are designed to prevent hardware damage in case of loss of DC link volt-
age control.
5.2.5 Slip Estimation
Introduction : Smooth and precise control of an AC motor requires a good approximation of
the slip in the motor. The slip is a function of the load on the motor which in turn dictates
the current frequency and voltage magnitude required to control the motor at a given speed.
Specification : The slip can be estimated by utilizing the measured DC link current. The
relationship between DC link current and slip is highly nonlinear. The DC link current itself is
a measure of load on the motor, and the slip is directly proportional to the load. Although
different motors have different slips for a given load, the slip difference is small enough that
it is possible to generalize a relationship between load and slip that will be appropriate for
all motors.
Slip estimation will affect both the current frequency and voltage magnitude quantities as
described below.
Current Frequency :
Compensation factor based on slip for current frequency is calculated in LI0LOA.PLM.
Compensation will be passed to the profile generator module via a global variable
(LOA_fr). The compensation is added into the calculation of the final creeping fre-
quency.
Voltage Magnitude :
Compensation factor is based on the dictated acceleration given by the profile genera-
tor. The compensation factor implemented is depicted in the following picture.
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Macc
Dictated Acceleration
-Macc
Voltage Magnitude
compensation for slip
Umax
Uslip_ creep
Umax / 4
Jerk in Const Jerk out Const Speed Jerk in Const Jerk out Creep
Accel Decel DDP32
Figure 5.5: Voltage Compensation due to Slip
Umax is a service tool parameter which indicates the maximum slip compensation fac-
tor that can be used, Macc is the maximum acceleration possible, DDP32 is the DDP
time multiplied by 32 with the result taken as a number of 10 ms periods and Us-
lip_creep is the slip voltage compensation for creeping.
Uslip_creep is calculated based on the frequency compensation factor due to estimated

slip as follows :
LOA _ fr RAM _ s _ max

Uslip _ creep = ⋅
RAM _ f _ comp _ bound 2
where LOA_fr is the actual frequency compensation factor, RAM_f_comp_bound is the

maximum LOA_fr and RAM_s_max is the maximum slip voltage compensation value.
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During the creeping phase the voltage compensation can be increased if the elevator
has been creeping for more than a certain maximum period. At present this period is
hardcoded as DDP_time * 32 * 0.1. This will prevent the elevator from being stuck in
stiction when the load estimate is not accurate enough to provide the correct current
frequency and voltage magnitude necessary to maintain the slow creep speed.
Load dependent slip voltage compensation for the OVF10 drive will be initially done only
for the creeping phase of the profile as shown in the above formula for Uslip_creep. For
other phases of the profile, the slip voltage compensation will be calculated as follows :
1. During acceleration, assume a slip voltage compensation proportional to the accel-

eration itself. There is a service tool parameter (Umax) which allows the user to
enter the maximum slip voltage compensation for the motor. This maximum slip
voltage compensation will only be reached when the maximum acceleration is
reached. The compensation will vary linearly with the acceleration and the formula
is : Slip = (Acc/Max_Acc) * Umax. The minimum value for this compensation during
acceleration is Umax/4.
2. During constant speed, the slip on the motor is very low and the voltage compensa-
tion will be set to an arbitrary low value of Umax / 4. During this constant speed
phase the DC link current will be measured and the load in the car estimated.
During deceleration, the voltage compensation slip will be proportional to the deceleration
with a minimum value of zero reached when maximum deceleration is requested. During
the jerkout portion of deceleration, compensation will be ramped up to the above calculated
creeping voltage compensation.
5.2.6 1LV / 2LV

Introduction: The 1LV and 2LV sensors are mounted on top of the car and provide feed-
back on the position of the car when approaching the door zone. By calculating the times
between the activation of 1LV and 2LV, it is also possible to estimate the speed of the car.
The so calculated car speed is used to provide a smooth and accurate stop. In addition,
the 1LV/2LV sensors indicate whether a specific floor has a special, longer or shorter, rise
than the rest of the floors in the building.
Specification : The 1LV and 2LV signals are activated by a magnet placed on a floating
tape in the hoistway. When the sensors pass over the magnet, they produce a logical
TRUE on two (one for each sensor) 80196KB inputs. When the 80196KB sees one of the
two inputs go TRUE, it starts a timer (TIMER1) which keeps counting until it is turned off by
the second sensor signal going to a logic TRUE. During up runs, 1LV will turn the timer on
and 2LV will turn it off, while on down runs the opposite is true. Since the distance between
1LV and 2LV is fixed, the time between the asserting of the signals is an indication of the
speed of the car. The layout of 1LV, 2LV and the activating magnet for an elevator cor-
rectly leveled at a floor is shown in the following picture:
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dls/2
dhd
Magnet
d d/2 Up
d1d
1LV
dlz
dls Stopping
Point
2LV d1u
dls/2
dhu
Figure 5.6: Door Zone Magnet Configuration
where,
• d is the length of the magnet.
• dls is the distance between the two sensors on the car.
• dlz is the distance from the middle of the magnet to the position which indicates a
correctly leveled elevator.
• dhd and dhu are activation distances for the magnet. When the sensors approach
the magnet, they will be activated at some distance before the actual magnet due to
stray magnetic fields. dhu indicates the distance at which the sensors are activated
in an up run (approaching bottom of magnet) and dhd indicates the distance from
the end of the magnet where the sensors are activated in a down run (approaching
top of magnet).
• d1d and d1u are the distances from the point where both sensors are activated to
the stopping point of the elevator, for the down and up direction respectively.
Elevator speed will be calculated and used from 1LV and 2LV information in two different
sections of the profile.
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5.2.6.1 Constant Speed
During a multiple floor run, the elevator will pass at least one door zone at constant speed.
The speed of the elevator can then be calculated with the following formula :
ds
Vcon =
CTIMER 1 ⋅ K TIMER 1
where,
• ds is the distance between 1LV and 2LV sensors
• CTIMER1 are the TIMER1 counts between the activation of the first sensor and the
activation of the second sensor
• KTIMER1 is a constant for TIMER1 relating the number of seconds in one count of the
timer.
Once calculated, the speed can be used to alter the commanded current frequency to com-
pensate if the actual speed is not the same as the dictated speed. This feature is not cur-
rently implemented.
5.2.6.2 Creeping Phase
The approach to the floor is achieved through a period of creeping, where the elevator
slowly moves towards the stopping point. The creeping speed is usually set to a small
value (10 cm/s). Once the elevator is close to the stopping point, the speed must be
ramped down from creeping to zero to provide a smooth stopping profile. This may be a
problem, however, since the elevator is running open loop. The actual creeping speed may
be different from the commanded creeping speed, and therefore the time it takes to ramp
the speed to zero (with a predetermined slope) will vary from run to run. Using 1LV and
2LV information it is possible to calculate the creeping speed and alter the creeping time to
provide a smooth deceleration and accurate levelling. It is important to note that when both
1LV and 2LV are asserted, the elevator is not at the stopping point but the distance be-
tween this activation point and the stopping point can be calculated. The landing process is
as follows :
• Similarly to constant speed, calculate the creeping speed with 1LV and 2LV infor-
mation as follows :
ds
VCR =
CTIMER 1 ⋅ K TIMER 1
where,
ds is the distance between 1LV and 2LV sensors
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CTIMER1 are the TIMER1 counts between the activation of the first sensor and the
activation of the second sensor
KTIMER1 is a constant for TIMER1 relating the number of seconds to one count of
the timer.
• Calculate the time it takes to ramp the speed down to zero given a desired slope mV
(entered in the service tool) for the ramp :
VCR
tr =
mV
• Calculate the distance traveled while ramping the speed down :
1
dr = ⋅VCR ⋅ t r
2
• When both 1LV and 2LV signals are asserted in the creeping phase, the elevator is
at a distance, say d1 (see section 5.2.6.3 for d1 calculation), from the stopping
point. There are then two possibilities based on the calculated distance dr :
d1 >= dr. This means that the creeping speed is ok and that we must creep a
while longer before ramping down. The additional creeping time before ramp
down and the slope are given by :
(d 1 − d r )
t BR =
VCR
mV = mV
d1 < dr. This means that the elevator is creeping too fast and that we cannot
ramp down with the given slope mV. The slope must be altered and the profile
generator must not wait before ramping down :
t BR = 0
(VCR ) 2
mV =
2 ⋅ d1
These values will ensure that the elevator will stop at the correct stopping point,
but the deceleration may be harsh. Currently, the ramp down slope is not
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changed if the elevator is creeping too fast. The ramp down is begun immedi-
ately from the activation point of 1LV/2LV. This ensures that the elevator will
stop in the door zone, but the levelling accuracy may not be good. Since the
creeping phase of the profile is load compensated, the software will ensure that
the creeping speed is always within allowable bounds and that the elevator is
not creeping too fast or too slow.
The slope mV is passed to the profile generator. The time tBR is used in a software timer
(SW TIMER 1) which will count down the appropriate time and initiate the ramp down (see
section 5.2.6.4).
5.2.6.3 Calculation of d1
d1 is defined as the distance between the point where both 1LV and 2LV sensors are acti-
vated to the stopping point of the elevator. d1 is a function of:
• The length of the magnet, d

• The activation distances where the sensors are activated due to stray magnetic
fields present in the magnet which may be different at each end of the magnet, de-
fined as dhu and dhd.
• The offset distance of the stopping point from the middle of the magnet, dlz.
The distance d1 may be different based on whether the car is performing an up run or a
down run. Referring to the diagram at the beginning of the section, the following formulas
apply:
d1u = d/2 - dlz + dhu - ds/2
d1d = d/2 + dlz + dhd - ds/2
where d1u is the d1 distance for an up run and d1d is the d1 distance for a down run. In
these formulas, dlz has been defined as positive if the stopping point is below the magnet
midpoint and negative if it is above. The quantities d1u and d1d will be entered in the
service tool as LV delay values. The equivalences are :
d1u = “LV dly up”
d1d = “LV dly down”

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5.2.6.4 LV Event Interrupt Structure
In order to implement the above detection schemes, it will be necessary to make use of two
interrupts on the 196 processor :
1. The HSI event interrupt will be used to detect rising and falling edges of the LV sen-
sors. This interrupt was also used in the LSVF-W baseline for the same purpose.
2. The SW timer time out interrupt will be used during creeping to count down the addi-
tional creeping time needed before the final speed rampdown. Note that there are
four software timers on the 196. Software timer1 will be used for this purpose.
The basic sequence of events to detect and process a valid LV event is as follows :
I. Wait for a falling or rising edge on either 1LV or 2LV. If one occurs, use the HSI in-
terrupt to record the time at which it occurred and the type of edge it was (i.e. 1LV rising,
2LV falling etc. ... )
II. Wait for a second rising or falling edge on the sensor. When we get an edge, use
the HSI interrupt to record the time at which the second edge happened and the time
difference between the first edge (step 1) and the second edge.
III. Ensure that the sequence of edges is correct; for example, if we are leaving a door
zone in the up direction then the sequence must be 1LV falling edge followed by 2LV fal-
ling edge. If it is not correct check to see if a special floor magnet has been encountered
( see section 5.2.6.6). If it is not a special floor magnet, declare an error and shut down.
IV. Calculate the speed of the car from the event information.
V. If the car is creeping, then :
A. Compute the distance left to go to the stopping point and the additional time that
the car must creep to reach the stopping point.
B. Program SW timer 1 to count down the additional creeping time. Upon time out,
SW timer 1 will initiate the ramp down of the speed by calling the appropriate pro-
file generator routine.
5.2.6.5 Safeguards in Case of Interrupt Failure
Since the 1LV/2LV signals are the sole method by which the elevator can stop, it is neces-
sary to have a backup method of stopping in case the SW timer 1 interrupt is, for whatever
reason, unable to call the ramp down routine.
The backup method consists of the old LSVF-W 1LV/2LV detection routine with a few
modifications. This routine will set the variable “lv_event” to TRUE when both 1LV and 2LV
have a logic level of TRUE. This indicates, under normal conditions, that the sensors are
both on the magnet and that the car must be close to the stopping point.
OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
If the variable “lv_event” is TRUE but the interrupt has not detected 1LV/2LV events as in-
dicated by the status of the “LV phase” flags (for creep - bits 11 and 14), then the software
will initiate a timed creeping phase (based on nominal creep speed and nominal distance to
the stopping point) followed by the ramp down without waiting for the SW timer 1 interrupt.
This fallback solution does not guarantee accurate leveling, nor does it guarantee that the
elevator will stop at the door zone if the elevator is creeping at a much higher speed than
the nominal creep speed (from SVT). It will, however, prevent “lock up” errors such as DDP
and terminal switch activation.
5.2.6.6 Floor Handling
The OVF10 can service all floor heights between 220 and 650mm. The best results for the
creep time of the Elevator are calculated by the software, by means of a calibration run. In
special circumstances a creep time adjustment by the mechanic is still possible. Only the
values to gain the level accuracy must be put manually for each floor into the systems
memory. Please refer to OVF10 FCM, for a description of the calibration procedure.
OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
6 Sequence of Operation
6.1 Start
• Enable Inverter - The main relays are activated before the inverter is enabled.
• Premagnetize Motor - During the Premagnetization Period the motor is premagnetized
by a voltage with constant frequency and amplitude.
• Lift Brake - The brake should be lifted prior to start of motion.
• Start of Motion - The speed profile starts with the desired jerk value.
Speed Profile
Pretorque
Freq
Lift Brake Delay

200 ms Delay
Premag Period
BY
SW
INVD
Figure 6.1: Starting Profile and Signals

OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
6.2 Stop
• Stop of Motion. The speed command is decreased to zero in the Ramp Down Period.
• Drop Brake. In the Electric Halt Period the drive comes to final stop still powered by
the inverter. The brake should drop during this period.
• Deenergize Motor. The motor current decreases to zero.
• Disable Inverter. The inverter is disabled before the main relays drop.
Speed Profile
Jerk Out
Creep
Creep Speed Ramp Down
Halt
LV Delay Up/Down
Ramp Down T2
Drop Brake Delay
Elevator Halt Period
Demag Period
LV (1LV/2LV)
BY
SW
INVD
DZ
Figure 6.2: Stopping Profile and Signals

OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
6.3 Emergency Stop

In case of an emergency stop the motor current is interrupted by switching of the PWM out-
put before the inverter relay has been dropped.
In case of emergency stop the OP-signal is released. If the DCB I and the inverter are
ready to start again, the OP-signal is operated and the 24V- Signals for a normal run (fast)
are expected.
6.4 DDP
After exceeding the DDP- time the motor is stopped like an emergency stop and the system
shuts down. The inverter will be finally blocked. The DDP-time is reset by reading 1LV or
2LV input signals depending on the direction.
6.5 Inverter Errors

The protection functions of the inverter can disable the inverter during any run. In this case
the inverter HW sends one or more active high error signals to the PWM ASIC (ELGA) and
the PWM output is disabled immediately.
An active inverter error signal causes a hardware shut down. The SW reads the inverter er-
ror message every 80 ms and in case of an error the error is displayed in the SVT. The SW
resets the error and is ready for a new start if possible.
In case of several inverter errors in series the inverter package will be finally blocked.
Following inverter errors are possible:

Inverter error Blockade
after...occurences
Over current IGBT 4
Over voltage DC-link 2
Under voltage DC-link 4
Table 6.1: Inverter Errors

OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
7 Checking Elements for Protection

The following events cause a shut down during a rise:
a) Temperature error:
Temperature of the heat sink or the DBR is greater than 800 C
In case of a thermal overload greater than 800 C a normal run is finalized at the
next possible stop, an inspection run is interrupted at once.
The drive recovers after cooling down.
b) Voltage error:
24 V power supply defect
c) Inverter related errors (INV):

Over current IGBT
Over voltage DC-link
Under voltage DC-link
d) Events concerning Motion Command / Motion Logic States (MC/MLS)

LV lost
inconsistent input signals
e) Drive control related events (DRV)

Overload for longer than 0.5 sec.
f) System error:
Warmstart
g) DDP
After exceeding the DDP-time or after several INV- or DRV- errors within a short
time the elevator stops and the inverter package will be finally blocked.
OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
8 Position Reference System

The OVF10 uses two sensors to recognize the door zone and to measure the creeping
speed just before the landing floor.
The switching behavior of the sensor is important for the functioning of the drive.
For the speed measurement the sensors must show equal sensitivity for each floor magnet.
For the recognition of the special floor magnets the sensors must have low switch-on and
switch-off times.
The sensors are supplied by the OVF10 24Vdc output.
Switching behavior
- switch on time max. 5 ms
- switch off time max. 10 ms
- difference between
both sensors max. 1 % of switching on time
- difference when applied
to different magnets max. 1 % of switching on time
Mechanics
- distance between
both sensors var. 45 mm
- tolerance in distance max. 0.5 mm
Resulting Performance
- error in speed measurement
at a speed of 100 mm/s max. 2 %
OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
9 Modification
9.1 Modification for 50m Rise Packages (Brazilian Version)

To accomplish a higher rise for the OVF10 two new packages (Brazilian Version) were cre-
ated:
GCA21151B2 5kW 400V
GCA21151E2 5kW 220V
These package utilize OVF20 DBRs which are placed on top of the controllers cabinet with
a 20cm space between the resistor box and the top of the cabinet.
GOA9673GV2 for 5kW 400V

GOA9673GV22 for 5kW 220V.
The following modification were done to create the 50m package:
Software:
• 20 floors
• 45 mm LV distance to support a wider range of position reference systems
• optimized motor type 3 to account for the higher rise
Hardware:
• Remove DBR from package and place a OVF20 resistor on the controller cabinet
• Reinforce the internal harness to allow the DBR to be connected at P0 and BR terminals
within the package
• Modify the enclosure with an additional hole and gland to allow a shielded cable for the
external DBR to be mounted properly
• Centered Fan behind the heat sink to improve cooling
Note: The reinforced harness became part of all recent packages

OTIS BERLIN 5
BASIC DATA
No. : GCA 21151A-AG
Vintage: 03 / 01
Date : 05-Apr-2000
INDUSTRIAL PACKAGE
9.2 Modification for Madrid99 version

For the product Madrid99 a special OVF10 5kW was created:
GCA21151AG1 5kW 400V
It is only available as stand alone version:
GCA21151AH1
The following modification were done to the Madrid99 package:
Hardware:
• The complete charging circuit (SW-relay, CHG-relay, charging resistors) is removed
from the package (it is moved into the Madrid99 controller)
• An additional APD filter for the switching power supply on the DCB is included in the
package (in the normal OVF10 wiring the switching power supply is connected after the
normal APD; in the Madrid99 wiring the switching power supply is directly connected to
the line and therefore an additional filter is needed)
• New terminal connector P11 on the lower DIN-rail (the old connector P10 is removed)
• New internal wiring
• No fan (for the limited duty of Madrid99 no fan is needed)

OVF-10 Basic Data

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OVF-10 Basic Data

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OTIS COMPONENT CATALOGUE Part : 4 - AA3

OVF 10 (Otis Variable Frequency 10)

Date Author Comment

Copyright 2000, OTIS GmbH & Co. OHG, Berlin

3.4.7 Serial Input /Output.............................................................................. 22

The drive is delivered within three OVF10 product types:

Stand Alone version

Integrated version for MOD and NE

1.3 Definitions and Acronyms

1.4 Applicable Documents

EN12015 and EN12016 EMC Product family standards for lifts

VDE 0875 Electro Magnetic Compatibility

Otis Safety Standards

World Wide Qualification Standards

OVF10 field component manual

2.1 Main Specifications

2.2 Product Functions

• 3-phase inverter control and a dynamic brake resistor control

• profile generator / speed / position control:

• operation w/o speed encoder

• floor count signal (IP) for operational control

• RLEV / ADO not available

2.3 Duty Range

Duty Max. Current Rated Current

Table 2.1: Output Currents

2.4 General Constraints / Code Requirements

For modernization the motors must have 2-speed characteristic.

The compatibility to existing systems is only given on controller level:

Interface to µP controllers for the 1/2 speed AC (LB, LCBI, LCBII)

Interface to Relay controllers with electronic selector.

The dimensions of the package are:

3 Functional Description (HW)

3.1 Power Supply

A three phase mains supply is essential.

Line frequency is accepted 50 and 60 Hz ±5%.

The power line must have an Protection Earth.

3.2 Power Circuit

Figure 3.1: Power Circuit of OVF10

3.2.2 Charging of the DC-Link

Table 3.1: IGBT Ratings

Brake IGBT Ratings Brake Resistor

Table 3.1: Rating Brake IGBT and DBR

Hysteresis Control of the Brake IGBT

Table 3.1: DBT control thresholds

3.2.5 DC-Link Capacitors

Table 3.1: DC-link capacitance

Limits of the DC-Link voltage

Table 3.1: Over and under voltage threshold

3.3.3 Current Sensor

Table 3.1: Overload threshold

3.3.4 Temperature Sensor

GCA21151B2 5kW 400V

3.4 Input / Outputs

Main Switch SW main switch * Safety - Chain

U / D direction signals Operation

DZ door zone signal

BY Brake signal Brake

* not in Madrid99 version ** only in Madrid99 version

Figure 3.1: Signal Flow Interface

3.4.2 Low Voltage Signal I/O to Controller

Name Pin Significance / Function

DZ P7.10 Output: Drive in DoorZone signal, 24Vdc output

3.4.3 Terminal I/O

Name Pin Significance