May 29, 2016 | Author: scribd_login2010 | Category: N/A
Installation & Maintenance
Manual
PERFORMANCE ENGINEERED SOLUTIONS TO MEET YOUR ELEVATOR NEEDS
H Y D R A U L I C
E L E V A T O R S
Page 1 CemcoLift 2008
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Page 2 CemcoLift 2008
Table of Contents Section
Page
A
Mission Statement & History
5
B
Correspondence
9
C
User Manual & Safety Reminders
E
D
F
G
Section H
Page
Valves CemcoLift—CV-500
237
EECO—UV5A
249
Under Oil Power Unit
15
EECO—UV7B
253
V-Belt Power Unit
21
Maxton UC1A
257
Warranty & Maintenance
27
Maxton UC2A
279
Maxton UC4M
301
Maxton UC4MR
323
Power Unit Miscellaneous Info. Sight Gauge
35
Tank Heater
39
I
Oil Cooler
Oil Information
49
J
Pipe Rupture Valves
Tank Shut-Off
55
Maxton
345
High Pressure Switch
59
Blain
349
ISO Union
63
OSCAF Butterfly Valves
71
Leland Pump
353
Stockham Butterfly Valves
79
Quality Pump
357
Apollo High Pressure Ball Valves
91
Victaulic Ball Valves
95
Y-Strainer
101
K
L
331
Scavenger Pump
Starter Siemen’s Solid State
361
M Controller
Jacks
ESI CPU Card
383
CemcoLift Jacks
107
ESI 1999 Code Compliancy
399
Applied Extruded Coating
127
ESI 2000 Code Compliancy
421
Wrapid Sleeve
131
MCE HMC-1000
445
ALGI Telescopic Jacks
137
MCE Motion 2000
619
Otis 211M
623 729
Pumps IMO Under Oil Pump
163
N
Battery Back-Up
IMO V-Belt Pump
173
O
Door Operator
Motors
GAL
733
Otis
767
Imperial Installation Manual
183
LG Higen Under Oil Spec Sheet
189
LG Higen V-Belt Spec Sheet
193
FCU47
777
LG Higen Installation Manual
197
Lambda
785
US Motors
223
Leading Edge
833
P
Page 3 CemcoLift 2008
Door Protection
Table of Contents Section Q
Page
Limits, Selectors & Tape Selectors Limits Only
839
Standard Limits & Selectors
851
Limits & Tape Selectors
861
Tape Selectors
R
S
CJ Anderson
879
ESI
883
MCE
887
Otis
891
Structural Isometric Drawings Dual Holeless
905
Dual Roped
909
Cantilever Roped
913
Cantilever Direct Pick-Up
917
Cantilever Offset Pick-Up
921
In-Ground
925
Platen Plate Assembly
929
Freight Platform Assembly
933
Spring Buffer Assembly
937
Guide Shoes CemcoLift
941
ELCO
945
ELPRO
953
ELSCO
963
T
CemcoLift Product Information
1011
U
Vendor Information
1037
V
Job Specific Information
1039
Page 4 CemcoLift 2008
For Questions or Concerns, please contact us at: www.cemcolift.com 215-799-2900 1-800-Yo-Cemco
Mission Statement & History Thank you for choosing CemcoLift for your elevator needs Page 5 CemcoLift 2008
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Page 6 CemcoLift 2008
and its employees Mission Statement: CemcoLift are committed to excellence. The delivery of value, superior quality products and services, innovative design and manufacturing techniques in an environment where human endeavors are recognized and rewarded will maintain our position as a leader in the elevator industry. CemcoLift—Moving the world with tomorrow’s technology!
For over eight decades, CemcoLift has manufactured top quality elevator systems and components for commercial, freight, service, and residential use. Our commitment to quality began with William Corbett and the Corbett Elevator Company, which originally began installing and maintaining elevators throughout Philadelphia. In 1954, William Corbett hired Walter Herrmann as his assistant. Thirteen years later, Herrmann purchased the company and changed the name to CEMCO (The Corbett Elevator Manufacturing Company). CemcoLift has been prospering since then, with facility expansions in 1982 and 1990. In 2001, further expansion took place consolidating all administrative and manufacturing activities in a new 276,000 square foot building in Hatfield, PA.
History:
The heart of CemcoLift's success lies in the dedicated professionals who assure a top quality product from concept to completion. Each skilled craftsman and technician plays an important role in the development of a CemcoLift system. Whether large or small, each component is vital to the entire system. Each worker takes pride in contributing to the CemcoLift team. Our employees take great care in the elevators they build, and the people who ride them. The pride of the CemcoLift employees soared in 1986 when CemcoLift was chosen as the supplier of the elevator system for one of the most recognized landmarks in the world: The Statue of Liberty. From world recognized symbols of freedom to products that provide freedom of access for the disabled CemcoLift's history is the foundation for CemcoLift to keep moving forward. CemcoLift has consolidated all its manufacturing operations under one roof, providing contractors with complete hydraulic elevator systems and components, microprocessor controllers, jack assemblies, pump units, car slings and platforms, control valves, cabs, entrances and accessories. Our newest state of the art facility in Hatfield, PA comprising over 276,000 square feet provides us with improved efficiency, a larger parts and component inventory
Facility:
Page 7 CemcoLift 2008
for production of standard and custom units. Our jack production capacity has been increased substantially allowing us to offer the same quality products with shorter lead times. Special rush applications can now be accommodated. In place in the new facility are world-class quality control and Environmental Health and Safety policies, which enhance our position as an industry leader.
CemcoLift provides vertical transportation systems for a wide variety of applications. We provide lift systems for commercial, freight, service/hospital, and residential use. Our commercial elevators, escalators, and moving walks are perfect for use in hotels, shopping malls, offices, and many more commercial applications. We offer lift systems to fit a wide variety of commercial applications. You can choose from our large selection of standard packages, or have one custom designed.
Market:
If you require heavy cargo to be moved, our freight elevators can handle the job. Our dual roped freight elevator can be used as an automotive lift, as a heavy material handler, in convention centers to move materials efficiently, or just about anywhere large capacity lifts are needed. We recently installed a custom lift system in The Pennsylvania Convention Center when the circus came to town. The Convention Center did not have a lift capable of carrying an elephant. CemcoLift came to the rescue with a custom lift system to handle the task. At CemcoLift, we believe in providing the right elevator for the right building. We have a wide variety of standard elevators to choose from, or we can provide your business with a custom lift solution. If your building requires a lift system and you have space limitations, CemcoLift has the solution. CemcoLift's limited use / limited application elevators are ideal for retrofit applications such as, schools, churches, condos, lodges, or libraries. This CemcoLift line requires limited space and features a roped hydraulic design. We offer a wide variety of standard lift systems, or customized packages to fit your needs. Elevators aren't just for commercial use, anymore. Now, you can install a CemcoLift residential elevator in your home. Our residential line of elevators features roped hydraulics, emergency lowering descents, commercial quality, an attractive cab selection with a wide variety of colors to choose from, and smooth silent submersible motors/pumps. Our residential elevators are ideal for providing easy access from floor to floor, without seeming out of place in a home. The strict specifications we place on residential elevators far exceed the safety codes. CemcoLift offers parts and components for your lift projects. We offer a large inventory and stock ready for shipment. Volume discounts are available for OEM's. Every elevator system and component we produce has the CemcoLift seal of approval. All systems are 100% pre-tested and pre-adjusted to assure smooth and accurate installations. Each system has to pass a series of rugged tests, before we ship them. If it meets our high quality standards, we are confident it will exceed yours.
Page 8 CemcoLift 2008
Correspondence These letters let you know what to expect in the Final Package and what will be shipped to the job site
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Cemcolift Elevator Systems, Inc. 2801 Township Line Road Hatfield, PA 19440 Phone: (800) 962-3626 Fax: (215) 703-0343
Dear Sir or Madam, As a courtesy, the copies of the Installation & Maintenance Manual & Layouts provided with your purchase are: (1) Electronic Copy of the Manual (1) Paper Copy of the Manual (6) Paper Copies of the Layouts Enclosed in this package are an electronic (CD) version of the Installation & Maintenance Manual as well as (6) copies of the final layouts required for this job. The paper copy of the manual has already been shipped to the worksite with the items shipped from Cemcolift. If you are in any need of additional materials, please see the items available & their costs listed below: • • • •
$400.00* for each Paper Manual ordered $400.00* for each CD Manual ordered $350.00* for any revisions to Final Drawings $350.00* a set for additional Layouts
If you have any questions, or need to request more manuals/layouts, please feel free to contact us at 215-799-2900 or 1-800-962-3626.
Sincerely, Commercial Engineering Department
*These prices are subject to change
S:\ComEngr\CemcoEngrData\Shop Sheet - O&M Data\Procedures AFM—8/08 Version 08.A
Cemcolift Elevator Systems Engineering Administrator Tele: 215-799-2900 Fax: 215-703-0347 www.cemcolift.com
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Page 12 CemcoLift 2008
Cemcolift Elevator Systems, Inc. 2801 Township Line Road Hatfield, PA 19440 Phone: (800) 962-3626 Fax: (215) 703-0343
Dear Sir or Madam, As a courtesy, the copies of the Installation & Maintenance Manual & Layouts provided with your purchase are: (1) Electronic Copy of the Manual (1) Paper Copy of the Manual (6) Paper Copies of the Layouts Enclosed in this package is the paper copy of the manual. The electronic (CD) version of the Installation & Maintenance Manual as well as (6) copies of the final layouts will be shipped to the office that purchased our equipment. If you are in any need of additional materials, please see the items available & their costs listed below: • • • •
$400.00* for each Paper Manual ordered $400.00* for each CD Manual ordered $350.00* for any revisions to Final Drawings $350.00* a set for additional Layouts
If you have any questions, or need to request more manuals/layouts, please feel free to contact us at 215-799-2900 or 1-800-962-3626.
Sincerely, Commercial Engineering Department
*These prices are subject to change
S:\ComEngr\CemcoEngrData\Shop Sheet - O&M Data\Procedures AFM—8/08 Version 08.A
Cemcolift Elevator Systems Engineering Administrator Tele: 215-799-2900 Fax: 215-703-0347 www.cemcolift.com
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Page 14 CemcoLift 2008
User Manual Under Oil Unit
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Page 16 CemcoLift 2008
Owner’s Manual Thank you for choosing CemcoLift Elevator Systems for your elevator needs. In this Installation & Maintenance Manual you will find all the information you will need in order to ensure a smooth installation and a long life for your elevator.
Before you begin… Please Remember: • • • •
• • •
Power Unit Check to be sure that there is proper clearance around the Power Unit and meets all local code requirements. Check to be sure that the machine room is ventilated properly. Check to be sure that all covers are installed in their proper place on the Power Unit. Clean up any fluid leakage before working on elevator equipment.
Jack Only qualified personnel should be inspecting the jack. Routinely check all bolts and hardware to ensure they are fastened securely. At first sign of significant leakage, thoroughly inspect the piston for defects and replace packing in accordance to the instructions provided in this manual (See Jack Assembly).
•
•
•
• •
•
Page 17 CemcoLift 2008
Inspections should only be done by qualified personnel and held to local regulations. Do NOT attempt any alterations or inspections if you are not qualified to do so. Make sure that all power and electricity are OFF before attempting to service the elevator. Safety is our #1 priority after customer satisfaction. The elevator is only to be used for the purpose that it was purchased for. Any type of overloading of the elevator can damage or shorten its life-span. Make sure to replace hardware, seals and other aspects of the machinery and cab as needed in order to ensure reliability. Any alterations or changes to the surrounding building that may influence the elevator, should be discussed with the maintenance company. The Elevator Owner must keep the Installation & Maintenance Manual in good condition, up-to-date and available at all times.
General Care & Maintenance Do not work on the machinery or moving parts of the elevator without first shutting off the source of power.
JACKS
Check the plunger and cylinder periodically for signs of leakage or rust. The packing gland requires regular monthly or semi-monthly inspections to see that the packing does not allow too much or too little oil to be pulled through the packing gland with the plunger. On a job where the packing is so tight that the plunger is dry when it comes up through the packing it will be found that smooth starts and stops are almost impossible. When the elevator is going to be parked for a considerable length of time (say over a weekend), it is always best to park it at the lowest landing thus eliminating the possibility of the plunger rusting due to extensive exposure to the atmosphere. CONTROL The controller should be inspected regularly to see that the contacts are making up properly and not burning. Copper to copper contacts should be cleaned. Carbon to copper contacts should be inspected to see that all are making up uniformly and if necessary, the carbons should be raised to the proper positions, or turned over if they are of the adjustable type. A general inspection should be made checking for broken springs, sheared off cotters or other failures that could lead to the shutting down of the elevator. Failure of the unit to run is usually due to a fault in a circuit. Check the main line fuses first. If they are all right, then check the fuses on the controller. Check the overload relay and make sure that the contacts are made up. If there is power to this point it should be possible to run the car by manually operating the proper contactor. If the machine runs by operating these switches manually the trouble is in the control circuits. The trouble may be in an accessory switch such as a limit or a door interlock or a switch or relay on the controller proper. But using the wiring diagrams furnished with the job and checking the items one by one the trouble may be found and corrected.
GUIDES If the elevator is equipped with sliding guide shoes, it is usually provided with automatic rail lubricators. The reservoirs of the lubricators should be kept full of Cemco Guide Rail Lubricant or a good grade of SAE #20 Motor Oil. Sliding guide shoes equipped with nylon gibs give very satisfactory service without the use of rail lubricators, however, a thin film of something similar to “slipit” applied four times a year will increase the life of the gibs. If the elevator is equipped with roller guide shoes absolutely no rail lubricant should be used. The rails should be kept clean, dry and free of foreign matter. POWER UNIT Maintain oil in tank at proper level as shown on gauge. The oil level must be checked with the car at the lowest landing. The recommended oil is Gibraltar Premium Quality AntiWear Hydraulic Oil. ISO Grade 32 is suggested for all Standard Jack Assemblies and ISO Grade 68 is suggested for all Telescopic Jack Assemblies (All Union of California [West Coast Only] job may require special fluid). The pump is equipped with a special mechanical oil seal and requires only periodic inspection. Pump and motor bearings are sealed and require no lubrication. Valves are self lubricated and need no additional lubrication. NOTE
When ordering repair parts always give the Cemco job serial number, which can be found on the controller and the car crosshead.
Page 18 CemcoLift 2008
General Care & Maintenance Inspection Period
Guide Rails
Metallic Slide Guide
Guide Rail Guide or Motor Bearing Oil
Nylon Guides
“Slip-It” or Motor Bearing Oil
1 Mo
2 Mo
3 Mo
●
●
●
●
●
Apply on original installation. Reapplication may be necessary occasionally, to prevent squeaking or scraping Roller Guides
Keeps Rails Clean
All bearings pre-lubricated and sealed Door Operator
●
Motor Bearing Oil
Apply sparingly Cable Selector Chain & Guides
Motor Bearing Oil
Bearing with Fitting
Bearing Grease
●
● ●
Hydraulic Machine Drive Motor
Motor Bearing Oil
Hydro Tank
Check Oil level with elevator car at lowest landing
●
●
●
●
●
NOTE: If the elevator operation becomes very noisy as it nears the upper landing or if the car fails
to reach the upper landing, check oil level before attempting adjustments.
Page 19 CemcoLift 2008
Parts A NEW, INNOVATIVE DESIGN WITH PLUNGER SIZES FROM 1 7/8 IN. TO 15 7/8 IN. OD
CEMCO Series CM Jack incorporates several fundamental design changes that offer both contractor and use a superior elevating mechanism—easier to install, easier to service, optimum reliability and safety. CEMCO Jacks easily exceed all ANSI A17.1 code requirements, and are currently available in standard sizes up to a 15 7/8 IN. plunger.
NEW CYLINDER HEAD DESIGN (PATENT PENDING) HAS CAGED PRIMARY SEAL, SECONDARY SEAL & CLOSED WEEP OIL RECOVERY SYSTEM This unique flange-mounted design is machined from 60-45 ductile iron, and secured with a sufficient number of bolts to a mating flange electrically welded to the cylinder. The CM Jack head also incorporates a think shoulder that limits upward piston travel and also minimizes possible packing damage. But the ‘heart’ of the CM head is an exclusive caged primary seal (Patent Pending) that permits employing a secondary seal, and a method of returning unwanted weep oil to the reservoir. This unique sealing design comprises: a non-adjustable, pressure balanced primary seal, phenolic bearing, locking ring, secondary seal (also non-adjustable, pressure balanced type), and a wiper ring to exclude foreign materials. (A closed system without contamination to the oil—both primary and secondary seals are interchangeable). By employing a tap in the phenolic bearing area and a run of plastic tubing, any oil leaking past the primary seal can be returned to the reservoir. This revolutionary head design offers several extremely important advantages: • Longer seal life and less leakage since the primary seal is “caged” —minimizing crushing pressures. • Reduced friction for smoother elevator operation. • A cleaner, safer operating environment since weep oil isn’t dripped into the pit, but returned to the reservoir—a CM Jack installation in simply superior from any standpoint: ecological, fire hazard, safety and sanitary. • Easier servicing—if or when a CM Jack head needs any maintenance, the head can be readily removed and repacked on the bench.
CM JACK CYLINDERS FABRICATED FROM PREMIUM PIPE, CAN BE SHEATHED IN PVC All CEMCO cylinders meet the standard ANSI codes, being formed from either ASTM-A53 or ASTM-A106 pipe. Another distinctive design feature of the CM Jack: the hydraulic fluid
threaded inlet is welded to the cylinder at the specific tangent to the outer pipe circumferences— which creates less turbulence during pumping; accordingly, minimal piston misalignment.
The cylinder base contains a safety bulkhead welded in place with an orifice, and the bottom is closed with a forged cap welded to the cylinder end. Cylinder exteriors are cleaned and painted. An optional CEMCO feature is a PVC “cuter liner”, if extra protection against chemical or electrolytic action is specified or desired. CM JACK PLUNGER—PRECISION PISTONS FROM POLISHED SEAMLESS TUBING All CEMCO plungers are machined from seamless, drawn over-mandrel, steel tubing. They are ground and polished to a minimum 12 microinch finish, with the OD held to ± 0.003 in, over the full length. The top of the plunger incorporates a heavy steel plate fillet welded into the plunger wall. The plate is drilled and tapped to accept machined bolts that attach the load platform. Custom attachments are available (Consult factory). The bottom of the CEMCO plunger incorporates a steel stop ring welded to the plunger to prevent the plunger from leaving the cylinder. CM JACK MULTIPLE SECTIONS INCLUDE 2 UNIQUE COUPLING DESIGNS For joining multiple-piece plungers, exclusive CEMCO design is used in the CM Jack. This unique joint incorporates threaded male and female couplings which automatically bulkhead the upper and lower halves of the plunger. The make coupling Is machined with three pilots plus a blunt lead thread to assure ultimate concentricity and angular alignment. This bulk-headed, multi-pilot plunger coupling design offers many advantages: the coupling is easier to assemble, superior alignment results and oil can’t leak inside the plunger. This unique CM Jack is the superior elevator jack.
Page 20 CemcoLift 2008
User Manual V-Belt Unit
Page 21 CemcoLift 2008
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Page 22 CemcoLift 2008
Owner’s Manual Thank you for choosing CemcoLift Elevator Systems for your elevator needs. In this Installation & Maintenance Manual you will find all the information you will need in order to ensure a smooth installation and a long life for your elevator.
Before you begin… Please Remember: • • • •
• • •
Power Unit Check to be sure that there is proper clearance around the Power Unit and meets all local code requirements. Check to be sure that the machine room is ventilated properly. Check to be sure that all covers are installed in their proper place on the Power Unit. Clean up any fluid leakage before working on elevator equipment.
Jack Only qualified personnel should be inspecting the jack. Routinely check all bolts and hardware to ensure they are fastened securely. At first sign of significant leakage, thoroughly inspect the piston for defects and replace packing in accordance to the instructions provided in this manual (See Jack Assembly).
•
•
•
• •
•
Page 23 CemcoLift 2008
Inspections should only be done by qualified personnel and held to local regulations. Do NOT attempt any alterations or inspections if you are not qualified to do so. Make sure that all power and electricity are OFF before attempting to service the elevator. Safety is our #1 priority after customer satisfaction. The elevator is only to be used for the purpose that it was purchased for. Any type of overloading of the elevator can damage or shorten its life-span. Make sure to replace hardware, seals and other aspects of the machinery and cab as needed in order to ensure reliability. Any alterations or changes to the surrounding building that may influence the elevator, should be discussed with the maintenance company. The Elevator Owner must keep the Installation & Maintenance Manual in good condition, up-to-date and available at all times.
General Care & Maintenance Do not work on the machinery or moving parts of the elevator without first shutting off the source of power. JACKS Check the plunger and cylinder periodically for signs of leakage or rust. The packing gland requires regular monthly or semi-monthly inspections to see that the packing does not allow too much or too little oil to be pulled through the packing gland with the plunger. On a job where the packing is so tight that the plunger is dry when it comes up through the packing it will be found that smooth starts and stops are almost impossible. When the elevator is going to be parked for a considerable length of time (say over a weekend), it is always best to park it at the lowest landing thus eliminating the possibility of the plunger rusting due to extensive exposure to the atmosphere. CONTROL The controller should be inspected regularly to see that the contacts are making up properly and not burning. Copper to copper contacts should be cleaned. Carbon to copper contacts should be inspected to see that all are making up uniformly and if necessary, the carbons should be raised to the proper positions, or turned over if they are of the adjustable type. A general inspection should be made checking for broken springs, sheared off cotters or other failures that could lead to the shutting down of the elevator. Failure of the unit to run is usually due to a fault in a circuit. Check the main line fuses first. If they are all right, then check the fuses on the controller. Check the overload relay and make sure that the contacts are made up. If there is power to this point it should be possible to run the car by manually operating the proper contactor. If the machine runs by operating these switches manually the trouble is in the control circuits. The trouble may be in an accessory switch such as a limit or a door interlock or a switch or relay on the controller proper. But using the wiring diagrams furnished with the job and checking the items one by one the trouble may be found and corrected. GUIDES If the elevator is equipped with sliding guide shoes, it is usually provided with automatic
rail lubricators. The reservoirs of the lubricators should be kept full of Cemco Guide Rail Lubricant or a good grade of SAE #20 Motor Oil. Sliding guide shoes equipped with nylon gibs give very satisfactory service without the use of rail lubricators, however, a thin film of something similar to “slipit” applied four times a year will increase the life of the gibs. If the elevator is equipped with roller guide shoes absolutely no rail lubricant should be used. The rails should be kept clean, dry and free of foreign matter. HYDRAULIC MACHINE V-BELT DRIVE Maintain oil in tank at proper level as shown on gauge. The oil level must be checked with the car at the lowest landing. The recommended oil is Gibraltar Premium Quality AntiWear Hydraulic Oil. ISO Grade 32 is suggested for all Standard Jack Assemblies and ISO Grade 68 is suggested for all Telescopic Jack Assemblies (All Union of California [West Coast Only] job may require special fluid). The pump is equipped with a special mechanical oil seal and requires only periodic inspection. Pump and motor bearings are sealed and require no lubrication. Valves are self lubricated and need no additional lubrication. The V-Belts require regular inspection to make sure they are not wearing or slipping. Improper belt tension will result in shorter belt life. Consult factory for suggested alternate brands of oil. V-Belt Drives are engineered to specific horsepower and job requirements in accordance with standard practices. Belts are always furnished from the factory in double matched sets. V-Belts and sheaves are of the latest designed 3V and 5V sections with full “V” cross section shape of proper angle and truncated for not more than 15% of the belt depth to give 100% support to all load carrying belt cords. NOTE When ordering repair parts always give the Cemco job serial number, which can be found on the controller and the car crosshead. CAUTION Oil will shorten the life of the belts. Do not use a belt dressing of any kind. Air temperature should not exceed 140°F . Always use a complete set of matched V-Belts.
Page 24 CemcoLift 2008
General Care & Maintenance INSTALLATION & MAINTENANCE INSTRUCTIONS 1. Replace with a complete matched set of new belts when renewal is necessary. DO NOT USE OLD & NEW BELTS TOGETHER. 2. Move motor to permit placing the new belts in the grooves of both sheaves. DO NOT ROLL THE BELTS ON OR USE A TOOK TO FORCE BELTS OVER GROOVES. 3. Align– sheaves, grooves & shafts must be parallel. 4. Be sure all of the slack is on one side of the sheave. 5. Tension the drive by moving the motor back until only a slight bow appears on the slack side of the belts when they are operating. On hydraulic machines, deflection of tight sides of each belt at midpoint of their span should be approximately 1/4” with a force of 10 to 15 lbs. on top (See Belt Manufacturers. Recommendations for more specific instructions). 6. After a few days, recheck the tension.
Guide Rails
Metallic Slide Guide
Guide Rail Guide or Motor Bearing Oil
Nylon Guides
“Slip-It” or Motor Bearing Oil
Inspection Period 1 Mo
2 Mo
3 Mo
●
●
●
●
●
Apply on original installation. Reapplication may be necessary occasionally, to prevent squeaking or scraping Roller Guides
Keeps Rails Clean
All bearings pre-lubricated and sealed Door Operator
Motor Bearing Oil
●
Apply sparingly Cable Selector Chain & Guides
Motor Bearing Oil
Bearing with Fitting
Bearing Grease
●
● ●
Hydraulic Machine Drive Motor
Motor Bearing Oil
Hydro Tank
Check Oil level with elevator car at lowest landing
●
●
●
●
●
NOTE: If the elevator operation becomes very noisy as it
nears the upper landing or if the car fails to reach the upper landing, check oil level before attempting adjustments.
Page 25 CemcoLift 2008
Parts A NEW, INNOVATIVE DESIGN WITH PLUNGER SIZES FROM 1 7/8 IN. TO 15 7/8 IN. OD
CEMCO Series CM Jack incorporates several fundamental design changes that offer both contractor and use a superior elevating mechanism—easier to install, easier to service, optimum reliability and safety. CEMCO Jacks easily exceed all ANSI A17.1 code requirements, and are currently available in standard sizes up to a 15 7/8 IN. plunger.
NEW CYLINDER HEAD DESIGN (PATENT PENDING) HAS CAGED PRIMARY SEAL, SECONDARY SEAL & CLOSED WEEP OIL RECOVERY SYSTEM This unique flange-mounted design is machined from 60-45 ductile iron, and secured with a sufficient number of bolts to a mating flange electrically welded to the cylinder. The CM Jack head also incorporates a think shoulder that limits upward piston travel and also minimizes possible packing damage. But the ‘heart’ of the CM head is an exclusive caged primary seal (Patent Pending) that permits employing a secondary seal, and a method of returning unwanted weep oil to the reservoir. This unique sealing design comprises: a non-adjustable, pressure balanced primary seal, phenolic bearing, locking ring, secondary seal (also non-adjustable, pressure balanced type), and a wiper ring to exclude foreign materials. (A closed system without contamination to the oil—both primary and secondary seals are interchangeable). By employing a tap in the phenolic bearing area and a run of plastic tubing, any oil leaking past the primary seal can be returned to the reservoir. This revolutionary head design offers several extremely important advantages: • Longer seal life and less leakage since the primary seal is “caged” —minimizing crushing pressures. • Reduced friction for smoother elevator operation. • A cleaner, safer operating environment since weep oil isn’t dripped into the pit, but returned to the reservoir—a CM Jack installation in simply superior from any standpoint: ecological, fire hazard, safety and sanitary. • Easier servicing—if or when a CM Jack head needs any maintenance, the head can be readily removed and repacked on the bench.
CM JACK CYLINDERS FABRICATED FROM PREMIUM PIPE, CAN BE SHEATHED IN PVC All CEMCO cylinders meet the standard ANSI codes, being formed from either ASTM-A53 or ASTM-A106 pipe. Another distinctive design feature of the CM Jack: the hydraulic fluid
threaded inlet is welded to the cylinder at the specific tangent to the outer pipe circumferences— which creates less turbulence during pumping; accordingly, minimal piston misalignment.
The cylinder base contains a safety bulkhead welded in place with an orifice, and the bottom is closed with a forged cap welded to the cylinder end. Cylinder exteriors are cleaned and painted. An optional CEMCO feature is a PVC “cuter liner”, if extra protection against chemical or electrolytic action is specified or desired. CM JACK PLUNGER—PRECISION PISTONS FROM POLISHED SEAMLESS TUBING All CEMCO plungers are machined from seamless, drawn over-mandrel, steel tubing. They are ground and polished to a minimum 12 microinch finish, with the OD held to ± 0.003 in, over the full length. The top of the plunger incorporates a heavy steel plate fillet welded into the plunger wall. The plate is drilled and tapped to accept machined bolts that attach the load platform. Custom attachments are available (Consult factory). The bottom of the CEMCO plunger incorporates a steel stop ring welded to the plunger to prevent the plunger from leaving the cylinder. CM JACK MULTIPLE SECTIONS INCLUDE 2 UNIQUE COUPLING DESIGNS For joining multiple-piece plungers, exclusive CEMCO design is used in the CM Jack. This unique joint incorporates threaded male and female couplings which automatically bulkhead the upper and lower halves of the plunger. The make coupling Is machined with three pilots plus a blunt lead thread to assure ultimate concentricity and angular alignment. This bulk-headed, multi-pilot plunger coupling design offers many advantages: the coupling is easier to assemble, superior alignment results and oil can’t leak inside the plunger. This unique CM Jack is the superior elevator jack.
Page 26 CemcoLift 2008
User Manual Warranty & Maintenance
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This information is presented solely for the use of skilled hydraulic lift mechanics and is used at their own risk. CEMCOLIFT, Inc. assumes no liability or expense arising from use of this product and the user is referred to our warranty.
IMPORTANT NOTE Please read and understand manual carefully and follow all instructions during assembly of elevator equipment. Improper elevator operation and risk of injury could occur if you fail to do so. The information presented herein is inteded for use by persons having skill and experience in hydraulic elevator servicing and used at their own risk. We assume no liability or expense due to injury, sickness, or death sustained by any person. We also assume no liability for damage or destruction of property arising from information herein. Written procedures are intended to be general in nature. All users are cautioned to utilize every effort to work safely and in accordance with State and Federal OSHA Safety Regulations. Appropriate personal safety equipment should be used at all times.
WARNING All elevator products sold by CEMCOLIFT, Inc., are designed and manufactured in accordance with ANSI A17.1 American Standard Safety Code for elevators and escalators, including but not limited to the ANSI/NFPA 70, ANSI/AWS D1.1 or AWS/D1.3. All elevator products sold by CEMCOLIFT, Inc., must be installed, serviced, maintained, and/or operated by skilled elevator technicians, with not less than five (5) years of successful experience with similar elevator installations. All elevator products sold by CEMCOLIFT, Inc. must be installed in accordance with the requirements of the ANSI A17.1 Code, except for more stringent requirements indicated or imposed by local governing jurisdiction.
WARRANTY A. B.
C. D. E. F.
G.
All new equipment and components are warranted for one year from date of purchase (shipment). Extent of warranty is that equipment shall be free from defects in material and workmanship and shall conform to drawings and/or specifications pertaining thereto, which have been by, or approved in writing by, the seller. The warranty is conditioned on written notice to the seller within warranty period of the claimed defect. Warranty is further conditioned upon reasonable opportunity afforded to the seller to test or inspect claimed defect. Limit of responsibility of seller under warranty shall be to repair or replace defective item, at seller’s option, including reasonable transportation charges. Warranty does not cover damage or defect caused by, or occurring in, transit or shipment, improper installation, misuse, including exceeding rated capacities, exposure to or use in abnormal conditions of temperature, moisture, dirt, corrosive matter, etc.; lack of normal maintenance or repairs of tampering, repair or alterations by other than authorized representative of the seller. No other warranties are made, expressed or implied, and seller shall not be liable beyond repair or replacement as above stated for any damages, direct or consequential, general or special.
WARRANTY.DOC 7-16-01
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DATE OIL CHECKED
_____/_____/_____
AMOUNT OF OIL ADDED (GALLONS)
Ending:
Beginning:
IF OIL ADDED TO SYSTEM: EXPLAIN REASON (i.e. WHY? WHERE?) *NOTE* ANY UNEXPLAINED LOSS OF OIL MUST BE REPORTED TO YOUR SUPERVISOR IMMEDIATELY
Route Examiner:
Elevator Number:
Contract Number:
(HYDRAULICS : OIL LEVEL VALUES)
FLUID LOSS RECORD LOG
For 12 Month Period:
**USE THIS SPACE FOR UNEXPLAINED LOSS OF OIL & RETURN TO SUPERVISOR AT ONCE** □ I believe the oil added is due to an underground leak. □ We have performed a’No Load Leak Down Test” per ANSI A17.1 Rule 1005.2B & have placed the elevator out of service. □ Unit failed a hydrostatic pressure test. Elevator placed out of service.
_____/_____/_____
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INITIAL (9)
Building Address:
Building Name:
_____/_____/_____
Page 31 CemcoLift 2008
DATE OIL CHECKED
_____/_____/_____
AMOUNT OF OIL ADDED (GALLONS)
Ending:
Beginning:
IF OIL ADDED TO SYSTEM: EXPLAIN REASON (i.e. WHY? WHERE?) *NOTE* ANY UNEXPLAINED LOSS OF OIL MUST BE REPORTED TO YOUR SUPERVISOR IMMEDIATELY
Route Examiner:
Elevator Number:
Contract Number:
(HYDRAULICS : OIL LEVEL VALUES)
FLUID LOSS RECORD LOG
For 12 Month Period:
**USE THIS SPACE FOR UNEXPLAINED LOSS OF OIL & RETURN TO SUPERVISOR AT ONCE** □ I believe the oil added is due to an underground leak. □ We have performed a’No Load Leak Down Test” per ANSI A17.1 Rule 1005.2B & have placed the elevator out of service. □ Unit failed a hydrostatic pressure test. Elevator placed out of service.
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INITIAL (9)
Building Address:
Building Name:
_____/_____/_____
Page 32 CemcoLift 2008
CemcoLift, Inc. Hydraulic Commercial Elevator Maintenance Chart Job Name ______________________ Name of Installer _______________________ Rise __________________ Job # __________________________ Installation Date _______________________
Stops _________________
City ___________________________ Service Year __________________________ Car Speed _____________ State __________________________
Voltage ________________ Horsepower ____________
Machine Room
Hoistway Car
M
Controller - Routine
M
Oil Line - Leaks
M
Oil Level & Temperature
M
Pit
M
Jack
Q
Car & Hatch Switches
M
Cables and Wedge Clamps
SA
Guide Rails and Shoes
Q
Car Frame and Safety
M
Travel Cable
SA
Hoistway Door & Interlocks
M
Hall Stations & Indicators
Q
Car Top
M
Cab Steadiers
SA
Cab
Q
Car Operating Panel
Q
Car Gate
M
Retiring Cam
M
Power Car Door Operator
M
Initials Instructions for use: Code: M - Monthly Q - Quarterly SA - Semi Annually A - Annually Important: Work performed by other than a qualified elevator mechanic could void warranty. See your warranty statement. Note: Where monthly inspections are recommended, the elevator maintenance company is to determine the Page 33 frequency of use and the installation environment. CemcoLift 2008 Maintenance Chart
December
November
October
September
August
July
June
May
April
March
February
Misc.
Pump Unit - Valve
January
After completion of work, place check mark (9) in respective free space for service performed. ON EVERY VISIT COMPLETE THE FOLLOWING: 1. See customer or his representative, correct all complaints 2. Inspect machine room equipment, and clean when necessary 3. Ride car, checking for unusual noise or operation 4. Check condition of car top, pit equipment, clean when necessary Visits 5. Lubricate items as required
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Power Unit Miscellaneous Sight Gauge
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Level Gauges - SNA Series Specifications • Black Epoxy Coated Metal Shroud with Polyamid Sight Tube • Suitable for Use with Mineral and Petroleum Based Hydraulic Fluids and Lubricants. • Maximum Operating Temperature 194˚F (90˚C) • Thermometer Calibration from -14˚F (-10˚C) to 176˚F (80˚C) • SNA 076 has M10 Bolts as Standard • SNA 127, SNA 254, SNA305 have M12 Bolts as Standard • Tightening Torque 70 in/lb (7.9 Nm)
Options
•
B
•
L3
Please consult factory on the use of special fluids such as biological fluids, diesel oils, gasoline, etc.
L1
• Viton Seals • Dial Thermometer Available with 7.9 in (200mm) or 11.8 in (300mm) Probe • Other Special Seals Available upon Request • Special Customized Scale Plates Available • 1/2" UNC Bolts Available on SNA 127, 254 or 305 • M12 Bolts Available on SNA 076 • Special Lengths Available on Request • Special plastic sight tubes available for improved UV resistance or special fluids
Two Piece Inspection Glass only in conjunction with SNA 254 SNA 305 has three windows
100
0
200
0
0
Dimensions
0
0
F
A
A
SNA 127
in 1.77
mm 45
SNA 254
in 1.77
mm 45
mm 45
SNA 305
in 1.77
mm 45
D
B
34.5
1.34
34.5
1.34
34.5
1.34
34.5
1.34
C
8MAX
0.32MAX
8MAX
0.32MAX
8MAX
0.32MAX
8
0.32
D
27
1.06
27
1.06
27
1.06
27
E
M10
M12
M12
C
in 1.77
L2
SNA 076
1.06 M12
E
L1
108
4.25
159
6.25
286
11.25
L2
76
3.00
127
5.00
254
10.00
305
12.0
L3
39
1.45
76
3.00
203
8.00
255
10.0
T1
200
7.88
200
7.88
200
7.88
200
7.88
T2
302
11.88
302
11.88
302
11.88
302
11.88
336
13.2
T1 T2
ACCESSORIES
Ordering Information SNA
127
B
S
T1
12
O60 Thermo Switch
Type
(see page A28 for details)
SNA
OMIT O60 O70 O80
Series 076 127 254 305
SNA SNA SNA SNA
076 127 254 305
(3") (5") (10") (12")
Banjo Bolts 12 10 U
Seal Material B V
BUNA NBR VITON FPM
S N X
With Stauff-Logo No Logo Custom Design
Without Thermo Switch TS-SNA/SNK-O-60 TS-SNA/SNK-O-70 TS-SNA/SNK-O-80
M 12 (Standard SNA 127, 254 & 305) M 10 (Standard SNA 076) 1/2" UNC (Available for 127, 254 & 305)
Thermometer (Dial thermometer with probe T1/T2 for size M12 and for 1/2" UNC / UNF)
Design of Scale Plate
O T T1 T2 TB
(Standard)
Page 37 A26 CemcoLift 2008
Without Thermometer Capillary Tube Thermometer on Scale Plate Dial Thermometer With 200 mm (7.9") Probe (7.9") Dial Thermometer With 300 mm (11.8") Probe (11.8") Blue Capillary Tube Option
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Power Unit Miscellaneous Tank Heater
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CEMCOLIFT ELEVATOR SYSTEMS 2801 TOWNSHIP LINE ROAD HATFIELD, PENNSYLVANIA 19440-0500 TELE 215-799-2900 fax 215-703-0349
Indeeco Pipe Thread Immersion Tank Heater Specification Sheet Manufacturer: Indeeco (Industrial Engineering & Equipment Co.) Catalog Number: 7121LB3776 Description: Pipe Threaded Immersion Heater Application: Water/Other (250o Degrees Max.) Elements Watt Density: 11.3 W/In2 Electrical Ratings: 750 KW—120 Volts—1 Phase—1 Circuit Fitting: 1-1/4” NPT Materials (Fitting/Element): 304 SST/304 SST Outlet Box Rating: Weatherproof, Outdoor (Type 4 & 12) Immersion Length (Dim. “B”): 18-1/2”
NEMA 4 with Single Pole Thermostat 3-1/2”
5-1/2”
7/8” 18-1/2” +/- 1/2” 4-1/2”
1-1/2” Max.
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Pipe Thread Heaters Construction Features Heaters with a built-in thermostat are normally furnished with a NEMA 1 rectangular sheet metal enclosure having combination 1/2"–3/4" knockouts. However, those heaters drawing more than 40 amps are furnished with welded steel outlet boxes having 1" or 1-1/4" hubs for electrical connections. Built-In Thermostats provide automatic temperature control without the necessity of installing a separate well for the thermostat bulb in the field and making electrical connections between the heater and control. The thermostat is fully adjustable throughout its 60°–250° F range.
• Element bends repressed uniformly to insure insulation integrity.
A Type DA Thermostat is provided on 1-1/4", 2" and 2-1/2" pipe thread heaters. It comes complete with integral ON/OFF switch, pilot light and external adjusting knob. It must be mounted in a vertical plane, never “on its back.”
• One piece forging of hex, thread and riser assures reliability of brass pipe thread fittings (1-1/4" through 2-1/2").
This thermostat comes in both two and three-pole models, which have the following load-carrying capacities:
1" — 2-1/2" Pipe Thread Heaters
• Element spacers prevent hot spots. Capacity in KW
• Permanent bus bars prevent loose connections.
Voltage
• Risers on brass pipe threads allow easy access with pipe wrench.
120 208 240 277 480
• UL label furnished on all standard copper, stainless steel and Incoloy sheathed heaters. • CSA approval also available. Tubular Elements are welded or silver soldered into a hex head pipe thread fitting. Elements have 80/20 nickelchromium resistance coils centered in a heavy gauge metal tube surrounded by magnesium oxide insulation. Through rolling, the magnesium oxide is packed to a rock-like density for rapid heat transfer from the coil to the sheath. Elements are annealed, bent and then repressed to insure magnesium oxide integrity in the bent area. 1" and 1-1/4" pipe thread heaters have .312" diameter elements for operation up to 277 volts. 2" and 2-1/2" pipe thread heaters have .475" diameter elements suitable for operation up to 600 volts. Pipe Thread Fittings of forged brass, silver soldered to the sheath, are furnished as standard with copper sheathed heaters. Steel and stainless steel sheathed elements are welded into fittings of like material. Outlet Boxes are furnished on heaters without a built-in thermostat. A 4" NEMA 1 octagon outlet box having 3/4" knockouts is standard. 2" NPT stock heaters (without thermostats) are furnished with cast liquidproof outlet boxes.
Single Phase
Three Phase
3.6 6.2 7.2 8.3 9.6
— 10.8 12.4 — —
Heaters rated above these capacities require a magnetic contactor, with the thermostat controlling the contactor holding coil. The thermostat’s pilot duty rating is 250 VA at 277 volts maximum. A Single-Pole, Single-Throw Thermostat is provided on 1" pipe thread heaters. It has a load-carrying capacity of 25 amps (up to 240 volts), 22 amps (up to 277 volts), and a pilot duty rating of 125 VA (up to 277 volts). It is housed in a zinc-plated handy box that can be mounted in either a horizontal or vertical position. Element Spacers made from Type 304 stainless steel maintain a uniform distance between elements, thus preventing hot spots. Epoxy Seals for a moderate resistant seal where fluid temperatures do not exceed 250° F. UL and CSA Listings are available. All standard copper, Type 304 and 316 stainless steel and Incoloy sheathed heaters are listed by the Underwriters Laboratories under Reference E23541. These heaters, as well as steel sheathed heaters, are also available with the CSA (Canadian Standards Association) label under File No. LR11895. Some non-standard constructions can be UL and CSA labeled. Consult factory for availability.
6 www.indeeco.com
800-243-8162 Page 42 CemcoLift 2008
INSTALLATION, OPERATING & MAINTENANCE INSTRUCTIONS FOR FLANGE-MOUNTED & PIPE THREAD IMMERSION HEATERS GENERAL INDEECO Flange-Mounted & Pipe Thread Immersion Heaters are designed to provide years of trouble free operation if properly installed and maintained. Please read and follow these instructions for installing and maintaining the heater. Immersion Heaters are built with tubular electric resistance elements soldered or welded to an ANSI flange, custom fabricated rectangular flange, or NPT pipe thread fitting. The heater can be installed in holding/storage tanks or in the piping of circulating fluid systems. Instructions for Industrial Control Panels are provided in 87-2000-83. For additional product information and offerings, refer to INDEECO catalog literature on Circulation Heaters, Immersion Heaters, or Tubular Heating Elements. ASME certified and stamped ANSI flanged immersion heaters can be supplied by INDEECO when specified. A variety of designs and sizes are available with process temperatures up to 1200°F. Due to these high temperatures, the heater design features must be closely matched to the application. For end use applications, it is the responsibility of the installer to verify suitability through testing and installation of temperature regulating and temperature limiting controls. The heating elements are available in various watt density ratings. Outlet temperature, watt density and flow velocities determine the element surface temperature. Life expectancy of the heating element is directly related to its surface temperature.
CAUTION Failure to follow INDEECO recommendations could result in premature failure and/or serious equipment damage. Temperature regulating devices, temperature limiting controls, low liquid level, or low flow controls are recommended for use with Immersion Heaters, to control the heating process and safeguard the heater from excessive temperatures that can cause damage. Also on liquid systems, damage to fluid could occur if the heater is allowed to exceed the maximum film temperature recommended by the manufacturer. INDEECO Immersion heaters can be specially designed for use in hazardous areas as specified in Article 500 through 516 of the National Electrical Code. Refer to the heater nameplate for classification of the heater provided. See section below labeled Hazardous Areas for specific requirements. It is the ultimate responsibility of the user to verify that the construction materials provided in the INDEECO Immersion Heater are suitable for use with the process fluid. Specifically, corrosion issues must be reviewed. Heater watt density and operating temperature must also be properly matched to the application. INDEECO can provide assistance if operating conditions are provided, but cannot be responsible for heater failure due to corrosion or excessive temperature.
INSTALLATION CAUTION INDEECO recommends installation be performed by qualified personnel familiar with the National Electrical Code and all local codes and standards. It is the responsibility of the installer to verify the safety and suitability of the installation
WARNING DO NOT mount heaters in an atmosphere containing combustible gases, vapors, dusts, or fibers unless properly marked as suitable for the condition. Refer to section below for special instructions for Hazardous Areas.
WARNING Hazardous voltages are present in this equipment. Lock out and tag the branch circuit disconnect switch before working on this heater. Handling and Storage Care must be taken to avoid damage to the heater and tubular elements during storage and handling. Large heaters (6” ANSI and larger) are normally provided with lifting lugs to assist with movement. For smaller heaters, flange bolt holes may be used.
Mechanical Instructions Site Selection Review the NEMA Type rating of the heater. Contact the factory if unsure of the rating. Do not install a heater in an area not consistent with its rating. Allow sufficient free space around heater installation site. Work space for heater maintenance should be at least three feet in front of the heater. The minimum pull space for the Immersion Heater installation or removal from the vessel should be at least equal to the overall length of the heater plus two feet.
Electric heaters are capable of developing high temperatures. Therefore, extreme care should be taken to Protect the heater from weather damage during storage if avoid mounting heaters in an atmosphere containing shipping packaging is not sealed. It is recommended to store combustible gases, vapors, dusts, or fibers unless properly the heater in a cool dry area to help prevent the heating Page 43marked as suitable for the condition. elements from drawing moisture. CemcoLift 2008
Heater Orientation
Insulation
This heater has been constructed for a specific mounting orientation. It must be mounted in this manner, to prevent improper operation or damage. Horizontal mounted heaters must have the monitoring device(s) located above the element bundle. This orientation is most common. Vertical mounted heaters can be top or bottom mounted. a. For top mounted heaters, the monitoring device(s) must be located near the flange end of the heater. b. For bottom mounted heaters the monitoring device(s) must be located near the U-bend of the element bundle. CAUTION Immersion Heaters with cross-baffles or overtemperature thermocouples may require specific orientation to match the vessel. Consult the factory for specific mounting requirements.
Element Sheath Temp (°F)
WARNING On heaters with extended terminal boxes and exposed element tubes, do not insulate more than 2” above the Immersion Heater flange. Dangerous over-heating of the terminal box wiring could result.
The potentially high operating and ambient temperatures of Immersion Heaters require field wiring to the heater to be carefully matched to the application to avoid serious injury or damage to the equipment. The wiring must be de-rated for the expected terminal box temperature.
Thermal expansion of the heating elements must be considered when locating the heater. Thermal expansion of the heating elements can be approximated as: x .00001 x
The customer may prefer to add insulation to the Immersion Heater flange or pipe thread fitting for personnel safety and energy conservation.
Electrical Instructions
WARNING The heater bundle must always be completely immersed in the fluid, regardless of orientation, to prevent damage or failure of the heater.
Heater Length (Inches)
WARNING The surface of the Immersion Heater flange or pipe thread fitting may be extremely hot. Avoid contact to prevent personnel injury or fire.
- 70°F
If the heater is installed in a pressurized system, a relief valve must be installed. As a minimum, the valve must be sized to relieve at a rate equal to the rate that the heater can thermally expand fluid trapped between the heater and a downstream blockage. Do NOT place a shutoff of any type between the pressure relief valve and the heater, or on discharge pipes between the relief valve and the atmosphere. Flanged immersion heaters are supplied from the factory with a non-asbestos nitrile bonded fiber flange gasket unless otherwise specified. The user must confirm that the gasket is suitable for the application. Exercise care so as not to scratch or nick the mating surfaces between the mounting flanges or threads on pipe fitting. For flange mounted heaters, the user must supply high strength studs or bolts and nuts, such as A-193 GR. B7 and A194 GR. 2H, rated for the design conditions. Bolts must be properly installed and tightened to prevent leaks. Pipe thread heaters are installed by applying teflon tape or pipe dope to the threads and tightening into an appropriate threaded nozzle. Avoid over-tightening. Retighten as required if a leak develops. Horizontal element bundles must be adequately supported. INDEECO recommends supports be provided every 24”, starting at 36” from the heater flange. Be sure that heating elements are completely immersed in the fluid before energizing the heater.
The size and type of incoming field wiring will depend upon the heater terminal box temperature, heater current draw per conductor, number of conductors per conduit, and wire insulation rating. Refer to the National Electrical Code. The terminal box temperature is a function of the process fluid temperature at the heater flange. For liquid systems, the terminal box temperature can be estimated to be equal to the fluid temperature minus 50°F. For gases, use the temperature of the gas. Extended terminal boxes are provided on high temperature heaters to allow moisture seals on the heating elements, and to avoid costly high temperature wire. Contact INDEECO if required for estimated terminal box temperatures with extended terminal boxes. Field supplied conductors must be sized for at least 125% of the circuit current. Field supply wiring must be rated for 600Vac. Use copper conductors. To calculate the circuit (in amps): Single phase KW x 1000 Line current Line Voltage Three phase Line current
KW x 1000 1.732 x Line Voltage
Wiring to the heater should be permanently installed in metallic or non-metallic electrical grade conduit in accordance with all applicable electrical codes, and should include a grounding conductor if non-metallic conduit is used. The electrical installation should include a service disconnect switch in sight of the heater, as well as branch circuit overcurrent protection and over-temperature protection (if not provided with the heater). Wiring recommendations noted on the wiring diagram when application data is provided to INDEECO. An additional copy of the wiring diagram is provided inside the heater terminal box. Where thermocouple extension wire is required between the heater and control panel, verify it is connected with proper
Page 2 44 CemcoLift 2008
polarity as shown on the wiring diagram. Failure to do so may result in an uncontrolled heater. Refer to the wiring diagram for the required wire type. Shielded wire is recommended to reduce signal interference.
Be sure the terminal box cover is properly installed at all times to ensure personnel protection. Also, contaminants can create leakage, (shock) hazards, permanent heater damage or failure and should be avoided.
If the heater has a thermal cutoff, wire the cutoff back to the terminal block in the panel per the wiring diagram. This is a Class 1 circuit and can be in the same conduit as the power wiring. If there are two or more heaters connect the cutoffs in series as shown in the wiring diagram. Confirm all unused conduit holes in the terminal box are sealed with plugs suitable for the heater environment. Replace any plastic shipping plugs if an opening is not used. Attach a ground conductor to the stud located in the heater terminal box or by other appropriate means per NEC Article 250.
WARNING Retighten all electrical connections that may have loosened during shipment. Failure to do so may result in damage to the heater or risk of fire. It is recommended to perform an insulation resistance test prior to energizing the equipment. If the value is less than 1 Meg Ohm using a 500Vdc or similar tester, refer to Maintenance and Troubleshooting sections.
OPERATION DO NOT operate heaters at sheath temperatures higher than the recommended maximum. Excessive temperatures can cause premature failure. Generally, sheath materials are limited to the following maximum temperatures.
WARNING DO NOT TURN ON HEATER UNTIL TANK IS COMPLETELY FULL OF FLUID. Permanent damage may result to heating elements if the heater is energized without fluid.
Sheath Material Copper Steel Stainless Steel 304 Incoloy 800 Monel
WARNING This heater is designed to operate only up to the maximum pressure and temperature rating of the flange or plug. Where an ANSI flange is provided, the rating will match ANSI B16.5. Consult the factory if in doubt. To operate this heater, start circulating pump (if applicable), and energize the main supply disconnect. Set the controlling device to the desired temperature. During initial heating, it is recommended to slowly ramp up the process set point and inspect the heating system for problems. DO NOT operate heaters at voltages in excess of that marked on the heater. Excessive voltage can shorten heater life or overload the branch circuit wiring.
Maximum Sheath Temperature 350° F 750° F 1400° F 1600° F 1000o F
DO NOT operate heaters at flow rates below the design flow range if for use in circulating systems. Reduced flow can shorten heater life or cause nuisance tripping of thermal safeties. INDEECO recommends that all safety interlocks be tested during initial startup to ensure they properly disable the heater. After 10 days of operation, retighten all electrical connections. Re-tighten heater flange bolts after the heater has completed one or two heating cycles. Tighten pipe thread fitting if required on pipe thread heaters.
MAINTENANCE CAUTION Troubleshooting and repairs should only be attempted by qualified maintenance personnel. Periodically check all electrical connections, including field and factory-made connections for tightness, and all wiring for deterioration at least once a year. Periodically inspect for leakage and retighten Immersion Heater flange bolts when required. Inspect the terminal enclosure and conduit connections for evidence of water leaks or moisture collection. Tighten connections as required. Clean up any corrosion. Do not continue using a heater with signs of damage. Where the heater is installed in cold climates, consider safety precautions to prevent damage due to freezing fluid when the heater is not in service.
CAUTION Immersion Heaters with cross-baffles or overtemperature thermocouples may require specific mounting orientation. Do not rotate the Immersion Heater without consulting with the factory. Where buildup of solids on the heating elements, or significant corrosion is expected, periodically remove the Immersion Heater to inspect the heating elements. Do not continue using a heater with signs of damage. Before removing, note the orientation of the flange or pipe plug relative to the vessel. Place a reference mark on the vessel and Immersion Heater or use other methods, such as drawing a sketch showing the conduit hub orientation, to ensure proper orientation when re-installing.
Page 3 45 CemcoLift 2008
TROUBLESHOOTING The nature of the magnesium oxide used to electrically isolate the nickel chromium resistance wire in the heating elements is such that over a long period of storage, they will absorb considerable moisture from the atmosphere unless hermetically sealed. It is recommended to perform an insulation resistance test prior to energizing the equipment. If the value is less than 1 Meg ohm using a 500Vdc or similar tester, care must be taken to dry out the heater to prevent failure. It is recommended that the elements be turned on at a reduced voltage at first to boil off the moisture. Meg Ohm readings may drop initially after a few minutes of operation, indicating moisture being forced out of the elements. The terminal enclosure lid should be left open during this period to allow the moisture to escape.
If the heater has a manual-reset high limit thermostat, be sure that the reset button is pressed in. If the heater has a thermal cutoff, check for continuity and replace if open. The heating elements are not field-repairable. The only recommended field repairs are to remove and replace the faulty Immersion Heater, or to return the heater to the factory for repair. If reduced heat output is suspected, verify the condition of the heating elements by using an ammeter to check the current draw of each input line. All input lines should draw approximately equal current, which should agree with nameplate rating. If they do not, one or more of the heating elements could be damaged.
HAZARDOUS AREAS (where applicable)
WARNING – Explosion Hazard INDEECO strongly recommends installation be performed by qualified personnel familiar with the National Electrical Code and all local codes and standards regarding explosion-proof equipment. It is the responsibility of the installer to verify the safety and suitability of the installation. Per Article 500-516 of the National Electrical Code, a hazardous area is defined by a “Class”, “Division”, “Group”, and “Temperature Code”. The Class can be I or II, where Class I indicates that the hazard classification is due to the presence of an explosive vapor. Class II indicates an explosive dust. The division can be either 1 or 2. Division 1 indicates a hazard is ALWAYS considered to be present. Division 2 means the hazard is only present under abnormal conditions. The Group defines the explosiveness of the hazard. The Temperature Code specifies the temperature at which a hazard will ignite. INDEECO can provide designs suitable for all of the above conditions, but a heater should never be placed in an environment not noted on the heater nameplate. NEVER operate the heater in an atmosphere with an ignition code temperature LOWER THAN the nameplate rating. The user must determine the actual area classification.
When the design temperature of the process exceeds the rated ignition temperature, it is critical that the heater and all customer piping is properly insulated. A hazardous area heater must be powered and controlled by a heater control panel designed to provide necessary over-temperature safety interlocks. Contact INDEECO if assistance is required to properly control and protect the heater. Never apply power to a heater in a hazardous atmosphere unless all terminal box covers are properly installed with all cover bolts. All conduits entering the heater terminal box must be sealed within 18” of the heater using an explosion-proof conduit seal. Any unused openings must be properly sealed with a steel pipe plug. Follow the NEC for specific conduit requirements such as the requirement for Rigid Conduit. To ensure proper flamepath, all threaded conduits must use rated fittings and be tight, with a minimum of 5 good threads engaged for Groups C&D, and 7 threads for Group B hazards. Any machined metal-to-metal surfaces on terminal boxes must be handled carefully, to prevent scratches, which may void the explosion-proof rating. WARNING - Risk of Explosion Operating the heater at a voltage higher than the nameplate value may cause elevated temperatures and amperage above the design ratings.
Special design considerations for electric heaters used in hazardous locations: 1. Locate all electrical connections in an appropriate enclosure. 2. Prevent surface temperatures of the heater from exceeding the design ignition temperature.
Heaters used to heat explosive products such as methane at a temperature above their ignition temperature must remain free of oxygen.
INDEECO Immersion Heaters designed for Division 2 locations are provided with Nema Type 4 enclosures unless otherwise specified, since the terminal box is free of arcing or sparking devices. Heaters designed for Division 1 atmospheres are provided with an enclosure designed to contain an explosion.
Proper grounding of equipment in hazardous areas is critical to eliminate potential sources of sparking. Replacement of electrical components should only be done by authorized personnel familiar with the requirements of maintaining electrical equipment in an explosion-hazard area.
INDEECO 425 Hanley Industrial Court U St. Louis, MO 63144 Phone: (314) 644-4300 Fax: (314) 644-5332 www.indeeco.com 72-2010-83-2
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Power Unit Miscellaneous Oil Information
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GIBRALTAR PREMIUM QUALITY ANTI-WEAR HYDRAULIC OIL Gibraltar Premium Quality Anti-Wear Hydraulic Oil is the trademark for a line of premiumquality hydraulic oils, designed to meet the most stringent requirements of practically all major manufacturers and users of hydraulic equipment. Gibraltar Premium Quality Anti-Wear Hydraulic Oil derives its anti-wear properties from a zinc-dialkyldithiophosphate (ZDDP) additive with good thermal and hydrolytic stability. This special additive is very effective in reducing vane and gear pump wear, making Gibraltar Premium Quality Anti-Wear Hydraulic Oil the first choice for hydraulic power transmission in systems operating at high loads, speeds, and temperatures. Its good additive stability also allows the use of Gibraltar Premium Quality Anti-Wear Hydraulic Oil in severe service hydraulic systems employing axial and radial piston pumps. PROPERTIES In addition to their anti-wear property and thermal and hydrolytic stability, Gibraltar Premium Quality Anti-Wear Hydraulic Oils are characterized by low deposits formation, outstanding rust protection, good demulsibility, and low air entrainment. Our oil contains additives to resist oxidation and prevent rust corrosion. It is non-corrosive to metal alloys, except those containing silver, and are fully compatible with common seal materials. Gibraltar Premium Quality AntiWear Hydraulic Oil is also fortified with an anti-foam agent and a pour point depressant. With a viscosity index (VI) of about 100, they resist wide changes in viscosity through out the commonly encountered range of operating temperatures, and their low pour points assist in providing a ready flow during cold-weather start-up. WEAR PREVENTION Gibraltar Premium Quality Anti-Wear Hydraulic Oil is effective in reducing the rate of wear in vane, gear, and piston pumps and in other hydraulic system components where boundary lubrication exists. In ASTM test method D2882, vane-type pump is operated at 1200 rpm for 100 hours at 79 C (175 F) pump inlet oil temperature, and 13 790 kpa (2000 psig) pressure. In this test, pump vane and ring weight loss due to wear is determined average weight loss with Gibraltar Premium Quality Anti-Wear Hydraulic Oil is only 25 mg, compared to a weight loss of more than 1000 mg for a conventional oil without anti-wear protection, a reduction of almost 98%.
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THERMAL AND HYDROLYTIC STABILITY Many conventional anti-wear oils containing ZDDP may partially decompose under unusually high temperature (thermal) conditions or in the presence of water (hydrolytic). The products of thermal decomposition may appear in the system as a sticky sludge which can interfere with the operation of close-tolerance components such as servo valves. Hydrolytic decomposition can produce sulfur, which may be corrosive to metals in the system. Gibraltar Premium Quality AntiWear Hydraulic Oil contain a special type of ZDDP with good thermal and hydrolytic stability, which makes them suitable for systems where operating conditions may tend to create these types of decomposition.
PERFORMANCE LEVEL
SUMARY OF BENEFITS
Sperry Vickers 1-286-S, M-2950-S
Excellent thermal and oxidative stability
Denison HF-1, HF-2, HF-0 Racine Model 5, variable volume vane pump
Anti-wear protection
Cincinnati Milicron P-85, P-69 P-70 Excellent rust protection DIN 51524, part 2 Jeffrey No. 87 Good demulsibility Ford M-6C32 U.S. Steel 136, 127 Hydrolytic stability B.F. Goodrich 0152 General Motors LH-04-1, LH-06-1, LH-15-1
Superior filterability
AVAILABILITY Gibraltar Premium Quality Anti-Wear Hydraulic Oil is available in ISO grades 32, 46, 68, 100, 150, 220 in 5 gallon pails, 30 gallon drums, 55 gallon drums and bulk.
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TYPICAL INSPECTIONS ISO GRADE Gravity, API specific @ 15.6○C (60○F)
32 (Standard jacks) 30.9 0.871
68 (Telescopic jacks) 29.6 0.878
Density, kg/m3 Lb/gal
868.9 7.253
875.8 7.311
Viscosity, cSt @ 40○C cSt @ 100○C SSU @ 100○F SSU @ 210○F
30.1 5.2 155 44.2
68 8.6 335 54
Viscosity Index
103
101
C F
-32 -25
-29 -20
○
210 410
227 440
Color, ASTM D 1500
2.0
2.5
Rust Protection, ASTM D 665 a. Distilled water b. Sea water
______________no rust________________ ______________no rust________________
Pour Point, Flash Point,
○ ○
C F
○
Hydrolytic stability, ASTM D 2619 cu mass loss, mg/cm2 Denison HF-O pump test Cincinnati-Milacron spec. P-75 Vane pump test, ASTM D 2882 2.5% water, mg weight loss
0.17 0.17 ______________approved______________ ______________approved______________ ______________15.0__________________
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Power Unit Miscellaneous Tank Shut-Off
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GATE 105 BRONZE
125 lb. SWP-200 lb. WOG† • General Service Solid Wedge Disc • Non-Rising Stem Threaded Bonnet • Gland Packed • Threaded Ends 4” size has split wedge and bolted bonnet. It is not covered in MSS SP-80.
SPECIFICATIONS Conforms to: MSS SP-80. Type 1,
105
Class 125, Threaded Ends.
MATERIAL LIST NO. 1 2 3 4 5 6 7 8 9 10 11
1
PART Body Bonnet Wedge Stem Stuff Nut Check Nut Gland Wheel Nut Handwheel Packing Name Plate
MATERIAL Bronze Bronze Bronze Bronze Rod Br. Rod Br. Rod Br. Brass Mall. Iron Non-Asbestos Sh. Alum.
SPECIFICATION ASTM B 62 ASTM B 62 ASTM B 62 ASTM B 62 CA 360 CA 360 CA 360 Commercial Commercial Commercial
1
Not used on 1/2" and smaller. DIMENSIONS - INCHES / MILIMETERS Units Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM Inches MM
Size 1/4 6.35 3/8 9.53 1/2 12.70 3/4 19.05 1 25.40 1 1/4 31.75 1 1/2 38.10 2 50.80 2 1/2 63.50 3 76.20 4 101.60
A 1 3/4 44.45 1 13/16 46.05 2 50.80 2 1/8 53.98 2 9/16 65.10 2 25/32 70.64 2 13/16 71.45 3 5/16 84.15 4 3/16 106.38 4 5/8 117.48 5 1/2 139.70
B 3 5/8 92.08 3 5/8 92.08 3 5/8 92.08 4 3/8 111.13 5 127.00 5 5/16 134.95 6 11/32 161.13 7 7/16 188.93 9 1/8 231.78 10 15/32 265.91 15 1/2 393.70
C 2 50.80 2 50.80 2 50.80 2 1/2 63.50 2 3/4 69.85 3 1/8 79.38 3 1/2 88.90 3 3/4 95.25 4 3/4 120.65 5 1/4 133.35 5 1/4 133.35
† Non-Shock
The information presented on this sheet is correct at the time of publication. Milwaukee Valve reserves the right to change design, and/or material specifications without notice. For the most current information access www.milwaukeevalve.com
t Printed on recycled paper with soy ink.
3/03
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www.milwaukeevalve.com i-1 55
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Power Unit Miscellaneous High Pressure Switch
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HIGH PRESSURE SWITCH
WX
Features Long life elastomer diaphragm High quality snap action switch Field adjustable Compact design Available in a wide range of configurations Proven in the most demanding mobile hydraulic applications NEMA 4, 13
Shown with Complete DIN – Electrical Option HR
Dimensions SET POINT ADJUSTMENT SCREW UNDER CAP (USE 5/16 HEX WRENCH)
Operating Specifications .82" (21mm) 1.25" SQ (32mm)
Set Point Range
50 – 5000 PSI
(1.38 – 289 Bar)
Set Point Tolerance
±5 PSI or 5%
(.34 Bar)
Maximum Operating Pressure
5000 PSI
(344 Bar)
Proof Pressure
15000 PSI
(1034 Bar)
Differential
3 – 10%
Current Rating
5 A @ 250 VAC
2.6" MAX (66mm)
5 A @ 30 VDC (Resistive) #8 – 32 TERMINALS
HEX VARIES WITH MEDIA CONNECTION
Media Connection
See Order Chart Below for Options
Circuit Form
SPST-NO or SPST-NC
Electrical Connection
See Order Chart Below for Options
Diaphragm Material
Buna N
Cycle Life
1 Million
How to Order Example: Part Number: WX – 2A – 0100J / EL
WX – 22
CA
– 00
11
00
00
GJ
EL / WL
Media Connection
Circuit Form
Adjustment Range
1/4" NPT Male
A
SPST-NO
50 – 150 PSI
Set Point Direction
Electrical Options
1
WL
Wire Leads 18"
2
1/8" NPT Male
B
SPST-NC
140 – 400 PSI
J
Rising Adjustable
QC
1/4" Spade Connection
4
7⁄16" SAE 37° Flare (-4)
C SPDT
300 – 800 PSI
G Falling Adjustable
WP
Weather Pack
6
7⁄16" SAE O-Ring (-4)
700 – 2500 PSI
HR
DIN43650A Connector
11
9⁄16" SAE O-Ring (-6)
2000 – 5000 PSI
MP
Metri-Pack
0 - 100 PSI
AT
10 A @ 125/250 VAC 5 A @ 30 VDC
GG
Internal Ground
AU
Gold Plate/Alloy for low currents
* Defaults to Screw Terminals
Refer to the optional specifications and media connection designations charts for pressure and vacuum switches for additional options available on this model.
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Power Unit Miscellaneous ISO Unions
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Central Plastics Company 39605 Independence Shawnee, OK 74801 PH: 800.654.3872 FX: 800.733.5993 www.centralplastics.com
150# & 3000# INSULATING UNIONS Ground Joint & O-Ring
Central’s insulating unions provide you with the strongest, tightest link in your piping system with permanent, economical protection that stops galvanic and electrolytic corrosion caused by stray or induced electrical currents. Features: 150# & 3000# Ground Joint Insulating Unions § § § § § § §
§ §
Ground Joint – Extra-wide seating surface Precise Mating Tapers – High compression, gas-tight seal that will not loosen under strain or vibration. Nut and Body – Made of high-test, malleable iron Extra Heavy Shoulder – On swivel end and nut, increases strength to withstand pipe strains, vibration, misaligned connections and wrench abuse. Integral One-Piece Construction – Insulation is bonded and molded to metal body. No loose parts to assemble, lose or misalign during field installation. Precision Threading – Exact dimensions achieved by expert machining. Meets ANSI B2.1 Molded Nylon – Non-brittle to withstand extreme shock loads and impact without fracturing. Chemically unaffected by most substances including gas, water, ammonia, petroleum oils and o greases at temperatures as high as 250 F. Additional protection against shorts caused by bridging of foreign material provided by a return of nylon on the internal surface. Dielectric strength far beyond the toughest requirements. Also Available with one swivel end of brass Size availability – (¼”, 3/8” in 3000# only), ½”, ¾”, 1”, 1 ¼”, 1 ½”, 2” 150# & 3000# O-Ring Flat Faced Type Insulating Unions
§ § § § § § § § §
Confined O-Ring Seal – Allows union to be reused. Little torque required to make gas tight seal, yet permits extremely high compression. Brass Ring – Serves as a bearing surface for the nut, eliminating undue wear or binding on nylon insulation when making-up. Leak-Proof Seal – Confined gasket makes the seal completely leak-proof. Will not loosen under strain or vibration. Nut and Body – Made of high-test, malleable iron Extra Heavy Shoulder – On tail piece, increases strength to withstand pipe strains, vibrations, misaligned connections and wrench abuse. Integral One-Piece Construction – Insulation is bonded and molded to metal body. No loose parts to assemble, lose or misalign during field installation. Precision Threading – Exact dimensions achieved by expert machining. Meets ANSI B2.1 Available octagon nut or handlebar nut Size availability – ½”, ¾”, 1”, 1 ¼”, 1 ½”, 2”, (2 ½”, 3” in 3000# only)
Product Literature Sheet
RP11/2004 Page 65 CemcoLift 2008
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Power Unit Miscellaneous Butterfly Valves OSCAF Valves
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Power Unit Miscellaneous Butterfly Valves Stockham Valves
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Power Unit Miscellaneous Ball Valves Apollo High Pressure Ball Valve Page 91 CemcoLift 2008
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72-100 Series Carbon Steel High Pressure Ball Valve Threaded, 3000 psig WOG, Cold Non-Shock Body rating. (See referenced P/T chart) 150 psig Saturated Steam. Vacuum Service to 29 inches Hg. Federal Specification: WW-V-35C, Type: II, Composition: CS, Style: 3. MSS SP-110; Ball Valves Threaded, Socket-Welding, Solder Joint, Grooved and Flared Ends.
FEATURES • Barstock design • RPTFE seats and stuffing box ring • Fire safe design when ordered with graphite packing • Nitride corrosion protection
• Adjustable packing gland • Full port, except 2" • Blow-out-proof stem design • Heavy duty lever
STANDARD MATERIAL LIST 1. Lever and grip 2. Stem 3. Stem bearing 4. Retainer seal 5. Seat (2) 6. Ball
Steel, zinc plated w/vinyl A108-CS chrome plated RPTFE RPTFE RPTFE A108-CS chrome plated
VARIATIONS AVAILABLE: 72-140 Series (316 SS Ball & Stem)
7. Gland nut 8. Stem packing 9. Lever nut 10. Body 11. Retainer 12. Seat holder
A108-CS RPTFE Steel, zinc plated A108-CS A108-CS A108-CS
OPTIONS AVAILABLE: (SUFFIX) -02-03-04-07-08-10-14-15-19-21-24-45-56-60-64-77-78-79-
OPTION SIZES Stem Grounded 1/2" to 2" 1-1/4" CS Stem Extension 1" to 1-1/2" 2-1/4" CS Stem Extension 1" to 1-1/2" Steel Tee Handle 1/2" to 1-1/2" 90º Reversed Stem 1/2" to 2" SS Lever & Nut 1/2" to 1-1/2" Side Vented Ball (Uni-Directional) 1/2" to 2" Wheel Handle, Steel 1/2" to 1" Lock Plate 1/2" to 2" UHMWPE Trim (Non-PTFE) 1/2" to 2" Graphite Packing 1/2" to 2" Less Lever & Nut 1/2" to 2" Multifill Seats & Packing 1/2" to 2" Static Grounded Ball & Stem 1/2" to 2" 250# Steam Trim 1/2" to 2" Live Loaded 87A/88A Series (Gear & Actuated) 1/2" to 2" Delrin Seats, Graphite Packing 1/2" to 2" Nylon Seats, Graphite Packing 1/2" to 2"
CARBON STEEL HIGH PRESSURE BALL VALVE NUMBER 72-103-01 72-104-01 72-105-01 72-106-01 72-107-01 72-108-01
A-6
SIZE 1/2" 3/4" 1" 1-1/4" 1-1/2" 2"
A .62 .81 1.00 1.25 1.50 1.75
B 1.46 1.87 2.12 2.32 2.64 3.00
C 2.87 3.80 4.15 4.65 5.23 5.84
D 2.50 2.62 3.12 3.43 3.56 4.18
E 5.62 5.62 6.62 8.00 8.00 9.00
Wt. 1.98 3.09 4.87 7.67 10.50 15.26 Page 93 CemcoLift 2008
For Pressure/Temperature Ratings, Refer to Page M-13, Graph No. 15
COPYRIGHT ©2003 CONBRACO IND., INC. – PRINTED IN U.S.A.
40
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Power Unit Miscellaneous Ball Valves Victaulic Ball Valve
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Power Unit Miscellaneous Y-Strainer
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ES-MS-251-DI
Model: 251-DI Ductile Iron Screwed End Y Strainer Sizes: 1⁄4" – 3" (8 – 80mm) Pressure/Temperature - Non-Shock Model Material Rating 251-D1 Ductile iron 640psi @ 100ºF 450psi @ 650ºF
251-DI
Class 300
Typical Service • Used extensively to strain foreign matter from pipelines and provide economical protection for costly pumps, meters, valves, and other similar mechanical equipment.
Features • Machined seats in both body and cap align and lock the screen in place to stop sediment bypass.
Construction • Gasketed cap is used for easy disassembly and assembly. Many others use Loctite, rendering disassembly virtually impossible NOTE: Bolted covers are supplied on sizes 21⁄2" and 3".
Self-Cleaning • Self-cleaning is accomplished by opening the plug or valve connected to the blowoff outlet. Model 251-DI
Blowoff Outlets • Outlets are NPT tapped • Sizes of tapping are specified on next page • Not normally furnished with plug. Plug available, specify with order
Capacity • Generously proportioned bodies • Open Area Ratio much greater than pipe size, ensuring low pressure drop
Screens STANDARD (WATER) MODEL
SIZES
251-DI
14
⁄ " - 3"
STEAM RECOMMENDATION
MATERIAL
OPENING
MATERIAL
OPENING
304SS
.062 perf
304SS
.045 perf
Materials 251-DI
Body Cover
Ductile Iron ASTM A536 Gr. 65-45-12 Ductile Iron ASTM A536 Gr. 65-45-12
Pressure Drop See Pressure Drop Charts in Technical Data Section in the Mueller Steam Specialty Engineering binder.
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Dimensions and Weights SIZE
DIMENSIONS B
A
WEIGHT A
C (NPT)
in.
mm
in.
mm
in.
mm
in.
mm
lbs.
kgs.
14
6 10 15 20 25 32 40 50 65 80
313⁄16 313⁄16 313⁄16 43⁄4 57⁄16 65⁄16 71⁄2 81⁄8 101⁄2 121⁄2
97 97 97 120 138 160 190 206 266 318
23⁄16 33⁄16 23⁄16 27⁄8 31⁄4 33⁄4 411⁄16 51⁄2 65⁄8 67⁄8
56 56 56 73 83 95 119 140 168 175
38
10 10 10 12 15 15 25 32 40 40
2 2 2 2.5 4 5 7.5 12 22 33
.9 .9 .9 1.1 1.8 2.2 3.4 5.4 10 15
⁄ 3⁄8 1⁄2 3⁄4 1 11⁄4 11⁄2 2 21⁄2 3
⁄ 3⁄8 3⁄8 1⁄2 3⁄4 3⁄4 1 11⁄4 11⁄2 11⁄2
Apply for certified drawings.
B
C
Model 251-DI
Mueller Steam Specialty product specifications in U.S. customary units and metric are approximate and are provided for reference only. For precise measurements, please contact Mueller Steam Specialty Technical Service. Mueller Steam Specialty reserves the right to change or modify product design, construction, specifications, or materials without prior notice and without incurring any obligation to make such changes and modifications on Mueller Steam Specialty products previously or subsequently sold.
A Division of Watts Water Technologies, Inc.
ES-MS-251-DI 0715
USA: 1491 NC Hwy 20 West St. Pauls, NC 28384; www.muellersteam.com Tel: 910-865-8241 Fax: 910-865-6220 Toll Free Phone 1-800-334-6259 Toll Free Fax: 1-800-421-6772 Page 104 CemcoLift 2008
© Mueller Steam Specialty, 2007
IOM-MS-YStrainers
Installation, Operation and Maintenance “Y” Strainers
Before installing the “Y” strainer, be sure its pressure rating is correct for the system. If the end connections are threaded or designed for soldering or brazing, be sure the piping is straight and not at an angle or offset. If the strainer has flanged ends, be sure the flanges of the connecting piping are square with the pipe so that no undue stresses are put on the strainer or piping when tightening flange bolts. Tighten in sequence, crossing to opposites.
Typical flanged end "Y" strainer
Cover Bolts
Body Screen
Cover NPT tapping for drain plug (Optional on some models)
Gasket
For maximum efficiency, a differential pressure gauge installed across the inlet and outlet will indicate pressure loss due to clogging and may be used as a guide to determine when cleaning is required. Normally, when differential pressure reaches 5–10psi, screen must be cleaned. If the strainer is equipped with a blow-down valve, open and flush out until any sediment is removed. If the strainer is not fitted for blow-down cleaning, (strainer must be off line), remove the cover or cap and clean the screen. Reinstall the screen in the strainer in the same position as before and tighten cover or cap. Replace the gasket if necessary.
Typical threaded "Y" strainer
Keeping a spare, clean screen will minimize shut down time.
Warning Individuals performing removal and disassembly should be provided with suitable protection from possibly hazardous liquids. Note: Large size “Y” strainers are supplied with Breech-Lok screens. To remove screen, rotate screen 45°, Breech-lok will disengage. Body
Spare Parts
Screen Cap (Tapping for NPT drain plug optional on some sizes)
Gasket
Mounting Positions
Vertical
To order replacement screens or gaskets, which are the only items normally required, you should specify the following: A. Size and model number of strainer or casting number as it appears on the body of the strainer B. Specify the type of service. For example: water, steam, gas, oil, air. The working pressure and temperature of the system and the particle size to be strained out should also be specified.
Horizontal
The cover of the "Y" side should face down
Limited Warranty: Mueller Steam Specialty warrants each product to be free from defects in material and workmanship under normal usage for a period of one year from the date of original shipment. In the event of such defects within the warranty period, the Company will, at its option, replace or recondition the product without charge. This shall constitute the sole and exclusive remedy for breach of warranty, and the Company shall not be responsible for any incidental, special or consequential damages, including without limitation, lost profits or the cost of repairing or replacing other property which is damaged if this product does not work properly, other costs resulting from labor charges, delays, vandalism, negligence, fouling caused by foreign material, damage from adverse water conditions, chemical, or any other circumstances over which the Company has no control. This warranty shall be invalidated by any abuse, misuse, misapplication or improper installation of the product. THIS WARRANTY IS IN LIEU OF ALL OTHER WARRANTIES, EXPRESS OR IMPLIED, INCLUDING ANY IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. Any implied warranties that are imposed by law are limited in duration to one year. Some States do not allow limitations on how long an implied warranty lasts, and some States do not allow the exclusion or limitation of incidental or consequential damages. Therefore the above limitations may not apply to you. This Limited Warranty gives you specific legal rights, and you may have other rights that vary from State to State. You should consult applicable state laws to determine your rights.
USA: 1491 NC Hwy 20 West St.; Pauls, NC 28384; www.muellersteam.com Tel: 910-865-8241 Fax: 910-865-6220 Toll Free Phone 1-800-334-6259 Toll Free Fax: 1-800-421-6772 IOM-MS-YStrainers 0641
Page 105 CemcoLift 2008 EDP# 1915978
A Division of Watts Water Technologies, Inc.
© Mueller Steam Specialty, 2006
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Jack Information Manufactured By CemcoLift
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A Safer Cylinder… A Safer Environment… A Protected Investment… CemcoLift’s sealed PVC (poly-vinyl-chloride) cylinder protection system, with fluid evacuation and monitoring, can substantially reduce the risks associated with corrosion; risks that could include personal injury or environmental contamination. The PVC system is designed completely sealed and prevents cylinder contact with underground contaminates. It also helps contain hydraulic fluid should an underground leak ever occur. The PVC system helps you monitor the health or your cylinder by allowing you to detect unwanted liquids, such as condensation or hydraulic fluid, which could damage your cylinder. This is accomplished at your regular service time by evacuating the area between the cylinder and the PVC pipe. The evacuation system, designed to operate at 30 psi max, uses two quick connect Hanson valves for pressure and controlled drainage. Both valves are located on the top side of the pit plate. (See Figure 1)
Figure 1 – Topside Evacuation System Components
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Hanson Valve The Hansen Valves are a two piece assembly using a ¼” NPT close nipple and a ¼” NPT Hansen Valve. Both the pressure side and drainage (Evacuation) side use this fitting for quick connection. (See Figure 2)
Figure 2 - Hansen Valve Assembly
Pressure Relief Valve The pressure relief valve is calibrated to 30 psi and protects the Evacuation system from excessive pressures. The valve is located on the 90° leg of the tee fitting on the pressure side. (See Figure 1)
Figure 3 – Pressure Relief Valve
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Internal Components The internal components of the evacuation system are connected to the Drainage Manifold from the underside of the pit plate using the hardware shown in Figure 4. The final configuration is shown in Figure 5.
Figure 4 – Underside Components
Figure 5 – Underside Assembly (Pit Plate in picture is translucent to show relationship to topside components.)
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Figure 6 – Sealed PVC Evacuation Assembly
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Jack Information AECApplied Extruded Coating
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Data Sheet #700
Suggested Specifications for Elevator Cylinder Pipe with Applied Extruded Coating These specifications describe the adhesive undercoating applied to the outside surface of cylinder pipe, the polyethylene coating applied over the undercoat, joint treating, handling and coating repair. 1.0 Pipe Surface Preparation The bare cylinder pipe shall be preheated by burners to drive off all surface moisture prior to blast cleaning and undercoating. The dried pipe OD shall then be blast-cleaned, using steel shot or grit, to a NACE No. 3 commercial blast cleaned surface finish. 2.0 Undercoat The undercoat shall consist of a butyl rubber adhesive with sufficient properties to adhere to both the metal pipe OD and the plastic overcoat sheath to effectively resist moisture penetration and migration. This butyl-type adhesive shall be applied to pipe at temperatures exceeding 265° F, at a uniform, minimum thickness of 10 mils. 3.0 Overcoat Sheath The overcoating shall be a virgin, high molecular weight polyethylene and hot extruded over the undercoating to a uniform thickness, entirely free of surface blemishes, cracks, or voids, and also free of contamination from foreign substances. This polyethylene sheath shall have a minimum thickness of 40 mils. 4.0 Bonding The coated pipe shall be quenched following overcoating so at to achieve permanent bonding of the undercoat to the pipe, and also permanent bonding of the polyethylene overcoat to the undercoat. 5.0 Inspecting Immediately after bonding, the coated pipe shall be tested for defects using a holiday detector, per NACE RE-02-74 (8000 volts minimum). 6.0 Recommended Joint Treatment (In the field) The joint shall be preheated with burner or torch to drive off all surface moisture, prior to apply a heat shrinkable pipe sleeve as supplied by Canuso, Raychem or equal. The sleeve is to be centered on the joint and then wrapped around the joint, removing the release liner during wrapping, but leaving the liner on the last 12 inches of sleeve. The overlap area is to be heated with a torch, the operator pressing down firmly with a gloved hand to smooth out wrinkles and heated until melted adhesive migrates to the outer edge of the sleeve. The remaining release liner shall then be removed to complete the circumferential wrap. The overlap shall be heated and pressed into place. The torch shall then be used to heat shrink all around the remaining diameter of the pipe. The sleeve shall be heated toward one end, and then the other end and the joint finished off by applying long torch strokes to the overlap area. 7.0 Field Handling Coated cylinder pipe requires careful handling during installation to minimize the possibility of damage to the coating. The installing contractor shall use padded end hooks and nylon-type slings with spreader bars to position the coated pipe. 8.0 Coating Repairs (In the field) The plastic overcoat on any elevator cylinder section may be repaired, if necessary, only with the use of heat-shrinkable sleeves described in Section 6.0, “Recommended Joint Treatment”. The damaged portion of the polyethylene overcoat shall be prepared for repair by removing all of the plastic sheath that is raised, or does not adhere to the undercoating. Any sheath surface that will be under the sleeve used for repairing the damaged area shall be cleaned and all foreign materials removed. The repair procedure shall follow those procedures noted in Section 6.0 or as recommended by the sleeve manufacturer. 9.0 Bottom End Cap The integrity of the entire elevator cylinder pipe system necessarily depends on the integrity of the seal between the bottom pipe and the pipe cap. This end cap must be monolithic with the extruded coating, either by continuous extrusion or plastic welding, and holiday-tested the same as the coated pipe, and also protected during transportation and handling. The bottom end cap, therefore, shall be a high molecular weight polyethylene cap, welded to the bottom pipe section, and protected during shipment by a cushioned, metallic oversheath. Page 129 CemcoLift 2008
PRIMARY PROPERTIES Undercoating Adhesive Compounded butyl rubber Specific Gravity, 77 °F : 1.08 to 1.20 (ASTM D71) Penetration, mm, 77 °F : 8 to 12 (ASTM D5) Softening Point, °F : 140 to 170 (ASTM E28) Adhesion-Cohesion : 60 lb. Cohesive failure
Polyethylene Overcoating High molecular weight, stabilized for UV protection Density (pigmented) : 0.957 g/cm³ typical (ASTM D1505)
Extruded Coating Abrasion Resistance : no change (ASTM G6-69) Adhesion: does not fail adhesively Cathodic Disbonding : 30 days @ 77 °F = 0.15 in² (ASTM G8-72) Dielectric Strength : 700-800 v/mil (ASTM D149-64) Environmental Stress Crack Resistance : 100% Igepal CO-630; T°° > 1000 hrs (ASTM 1693-70) Resistance to Acids, Alcohol, Alkalies, Amines, Bacteria, Fungus, Water and Weather; all excellent ... Resistance to hydrocarbons and oils from fair to good. Temperature Range : -40°F to +180° F Tensile Strength : 2700 psi (ASTM D638-72) Water Penetration : remained constant (ASTM G9-72)
Note: This property data believed to be reliable, but CEMCOlift does not guarantee its accuracy.
2801 Township Line Road - Hatfield, PA 19440 Tele 215-799-2900 Toll Free 800-962-3626 www.cemcolift.com Page 130 CemcoLift 2008
Jack Information Wrapid Sleeves
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Jack Information Manufactured By ALGI
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Hydrauliköl - Empfehlung Recommendation for hydraulic oil
Die Funktionsfähigkeit in hydraulischen Aufzügen ist, bedingt durch unterschiedlich hohe Schalthäufigkeit, ständig wechselnden mechanischen und thermischen Belastungen ausgesetzt. Deshalb muss die Hydraulikflüssigkeit hervorragende Gebrauchseigenschaften besitzen. Diese Eigenschaften sind nicht nur für das Neuöl, also das ungebrauchte Hydrauliköl, wichtig, sondern sie müssen in den längeren Einsatzzeiten erhalten bleiben. Diese Eigenschaften sind: — Sehr gutes Viskositäts-Temperatur-Verhalten. Dadurch werden Anlaufschwierigkeiten beim Anfahren wegen zu hoher Viskosität des Öles, sowie Verschleiß wegen zu niedriger Viskosität vermieden. — Hoher Korrosionsschutz auf Stahl und Buntmetall, auch wenn sich Kondenswasser im System bildet. — Ausreichender Verschleißschutz. — Kein ungünstiges Einwirken auf Elastomere, also kein Quellen, Schrumpfen oder Verhärten von Dichtungen und Manschetten. — Hohe Alterungsbeständigkeit, also keine Ablagerungen von Alterungsprodukten während der von uns empfohlenen Wartungsintervalle. Diese Eigenschaften werden von Hydraulikölen Typ HLP nach DIN 51 524 Teil 2 erfüllt. Wir empfehlen Ihnen deshalb, nur Hydrauliköle vom Typ HLP nach DIN 51 524 Teil 2, einzusetzen. Die nachfolgenden Produkte entsprechen dieser Spezifikation. Um einen störungsfreien Betrieb der hydraulischen Anlage zu gewährleisten, sollte die Ölviskosität beim Anfahren nicht über 230 cSt und bei Dauerbetrieb nicht unter 37 cSt liegen. In der Tabelle sind die Öltemperaturbereiche angegeben, in denen die genannten Ölsorten obige Viskositäten aufweisen. Alle aufgeführten Hydraulikflüssigkeiten werden aus Naturprodukten hergestellt. Die Alterung ist deshalb letztlich unaufhaltbar. Durch Temperatureinflüsse, Luftsauerstoff, Verunreinigungen, Schmutz, Staub, Feuchtigkeit und den daraus sich bildenden Säuren oder Laugen können sich die wichtigsten physikalischen Eigenschaften verändern. Dies sind z.B. der Anstieg der Viskosität, dadurch erhöhte Reibung beim Anfahren, Verminderung des Korrosionsschutzes, Rostpartikel können zu abrasivem Verschleiß führen, ebenso Staub und Schmutz. The fluid in hydraulic lifts is exposed to permanently chnaging mechanical and thermical strains caused by the irregular operating of these lifts. Therfore the hydraulic fluid must show excellent operation properties. These are not only required for the new oil (the oil, which has not yet been applied), but they must also been kept during longer working periods. These properties are: — a very good viscosity-temperture behaviour.The initial start problems caused by a too high viscosity of the oil as well as the wear and tear caused by a too low viscosity can be avoided. — a high corrosion protewction on steel and nonferrous metals, also, if condenser water appears in the system. — a sufficient protection against wear and tear. — no unfavourable effect on elastomers, no swelling, no shrinking or hardening of sealings and sleeves. — a high aging resistance, no sedimentation of aging products during the service inrevals recommended by us. Hydraulic oils of the type HLP according ti DIN 51 524, part 2 have all these properties. Therefore we recommend to allpy only hydraulic oils of the type HLP according to DIN 51 524, part 2. The products mentioned below are corresponding to this specification. In order to guarantee an operation without problems of this hydraulic lift, the oil viscosity should not be above 230 cSt at the initial start and not below 37 cSt at permanent operation. In the joint chart the ranges of the oil temperatures are indicated, in wich the so-called oil grades show the abovementioned viscosities. All hydraulic fluids are produced from natural products. Therefore the aging is not stop. The most important physical properites can be changed by temperature influences, atmospheric oxygen, contaminations, pollution, dust, humidity and by acids or leaches. These properties are e.g. the rising of the viscosity and resulting the higher friction when staring, less corrosion protection, rust particles may cause wear and tear as well as dust and pollution.
AZ 001.10 Copyright by ALGI ! Änderungen vorbehalten ! Subject to change !
Page 139 CemcoLift 2008 www.algi-lift.com
Stand: Date:
17.04.02
Rev: Rev: 1
Seite: Page:
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AZ 001.10 Copyright by ALGI ! Änderungen vorbehalten ! Subject to change !
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Stand: Date:
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von of
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BA - AZ 3 (E)
Operating Instructions
1 Revision: Date: 02.05.02 Sheet 1 of 2
Multi-stage cylinders
TAZ ..-2.1- ... GL2 + GL3 dE TAZ .. ../-3.0- ... GL2 + GL3 dE
Table of contents A B C D E F
Purpose Application range Definitions Responsibilities and procedure Jointly applicable documents Cylinder types, general
Issue prepared: checked: released:
Revision 0 01.11.00 hblumen 01.11.00 Vollmer 01.11.00 Vollmer
Revision 1 02.05.02 hblumen 02.05.02 Vollmer 02.05.02 Vollmer
Revision 2
Revision 3
Operating instructions A.
Purpose These operating instructions contain the procedures for the instructions mentioned in the table of contents. These operating instructions are intended to serve as a guide for fitters and owner-operators.
B.
B. Application range Applies exclusively to two-stage and three-stage hydraulic telescopic synchronous cylinders of the following types: TAZ EB -2.1- ... TAZ EB ../-3.0- ... TAZ BZ -2.1- ... TAZ BZ../-3.0- ... TAZ BF../ -3.0- ... TAZ SF -2.1- ... TAZ KF ../-3.0- ...
C.
Begriffe TAZ .. -2.1- ... dE TAZ .. ../ -3.0- ... dE
GL2 u. GL3 dE GL2 u. GL3 dE GL2 u. GL3 dE GL2 u. GL3 dE GL2 u. GL3 dE GL2 u. GL3 dE GL2 u. GL3 dE
acc. to specification sheet acc. to specification sheet acc. to specification sheet acc. to specification sheet acc. to specification sheet acc. to specification sheet acc. to specification sheet
AZ 07.02 AZ 07.03 AZ 07.04 AZ 07.05 AZ 07.07 AZ 07.08 AZ 07.09
Telescopic synchronous cylinder with damped limit stop series -2.1Telescopic synchronous cylinder with damped limit stop series ../-3.0-
D.
D. Responsibilities and procedure The shipping agent, the installation company and the owner-operator are responsible for ensuring proper execution of the tasks performed in accordance with the instructions described under Item E.
E.
E. Jointly applicable documents MA - AZ 3 (E) Assembly instructions for multi-stage cylinders
BA - AZ 3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 141 CemcoLift 2008
Operating Instructions
BA - AZ 3 (E) 1 Revision: Date: 02.05.02 Sheet 2 of 2
Multi-stage cylinders F.
F. Cylinder types, general The cylinders manufactured by our company are operated by means of hydraulic oil and can be used in 1:1 systems depending on each design for central, one-sided or double-sided cylinder arrangements.
Cylinder arrangements for 1:1 systems
BA - AZ 3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 142 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 1 of 18
Table of contents 1.0
Cylinder, multi-stage
1.6
Operating material
1.1
Function description
1.7
Commissioning
1.2
Storage and transport
1.3 1.3.1 1.3.2 1.3.3
Installation and assembly Reserve stroke Reserve stroke division in case of construction-related differences Piston rod securing device
1.8 1.8.1 1.8.2 1.8.3
Maintenance and repair Leakage Leakage check Seal replacement in case of external leakage Seal replacement in case of internal leakage
1.4
Connection
1.5
Pipe rupture valve
1.0
Cylinder, multi-stage Here the multi-stage cylinders under Item B of the Operating Instructions BA - AZ 3 (E) are applicable.
1.1
Function description
1.8.4
1.9
Safety criteria
The cylinder is considered to be a lifting tool in elevator construction in accordance with corresponding regulations. It is operated by means of pressure application using hydraulic oil for the driving-out operation. The driving-in operation is carried out due to the load of the elevator system incl. the mobile components inside the elevator shaft. For the 2-stage and 3-stage synchronous telescopic cylinders, all the telescopic pistons drive out or in simultaneously so that there are no disturbing jolts over the complete stroke. The synchronous running operation is achieved by switching the individual pistons in succession. The pressure chambers of the individual pistons are in connection with the corresponding ring chambers. The valve between the pressure spaces is designed as a non-return valve and prevents oil passage flow during operation. It is used for compensating the stages. During the upward drive, the pressure chamber 3 of the largest piston 3 is pressurised which results in its being axially shifted. Due to this axial shifting, the oil in the ring chambers 1 + 2 is then pressed into the pressure chambers 1 + 2 of the next piston so that this piston is also shifted. Due to this synchronous running operation, all the pistons come evenly into the damped limit stop after driving past the conveying height and excess driving point. During the downward drive, the oil then flows from the pressure chamber 3 of the largest piston back into the pump unit. The oil in the pressure chambers 1 + 2 is pressed back into the ring chambers 1 + 2. The non-return valves open only when the pistons set down in the limit position (not upon setting down on the buffers). As a result, shifts between the individual pistons due to any oil losses can be compensated in order to ensure the synchronous running operation of the individual pistons.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 143 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 2 of 18
piston 1
piston 2
piston 3 ring chamber 1
pressure chamber 1
oil flow in upward drive
ring chamber 2
pressure chamber 2
non-return valve pressure pressure chamber 3
pressure line connection
Figure 1.1 (1) Function description
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 144 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E) 1.2
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 3 of 18
Storage and transport The cylinders should only be subjected to horizontal storage for a short period of time since otherwise the seals could be damaged. Immediate transport into the shaft and vertical storage is therefore a matter of top priority. The unloading operation from the lorry should generally be carried out using a crane in accordance with Figure 1.2 (1). If a crane is not available, the cylinder(s) should be allowed to roll off slowly from the lorry using properly positioned boards, beams, or similar items. Under no circumstances whatsoever - especially due to lack of time in order to provide these aids - is the unloading operation allowed to be carried out in the form of throwing down the cylinder since otherwise this may result in surface damage to the honed piston rod(s).
Figure 1.2 (1) Unloading the cylinder(s)
1.3
Installation and assembly Prior to the installation work and immediately following the delivery of the cylinder to the construction site, the nameplate with the corresponding data (especially ALGI Comm. no., piston rod diameter and total stroke must be checked with respect to the conditions existing at the construction site. When bringing in the cylinder in accordance with Figure 1.3 (1), the transport equipment must be attached below the cylinder head.
Figure 1.3 (1) Bringing in the cylinder
MA - AZ3 (E)
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Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 4 of 18
It is important to make sure that the cylinders are positioned and aligned absolutely perpendicular and parallel to the guide rails and are then properly fastened.
For the design "SF" with rigid flange, the bottom side of the flange plate has been machined. In order to ensure that the travel of the piston rod(s) over the entire distance is carried out absolutely perpendicular and parallel to the guide rails, the substructure must be precisely aligned using a spirit level (see Figure 1.3 (2)).
.
Figure 1.3 (2) Aligning the cylinder
A corresponding check is recommended during each subsequent maintenance procedure.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 146 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E) 1.3.1
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 5 of 18
1.3.1 Reserve stroke For TAZ cylinders, the values for the division of the total reserve stroke in lower or upper excess driving distances (UÜFG or OÜFG) must be taken into account according to the following formulas:
UÜFG
=
lower excess driving distance total UÜFG = UÜF + PH + US
OÜFG
=
upper excess driving distance total TAZ ... GL2 dE (2-stage) OÜFG ≥ UÜFG + OS
OÜFG
=
upper excess driving distance total TAZ ... GL3 dE (3-stage)
FH = conveying height
GH = total stroke
OÜFG
OÜFG ≥ UÜFGx2 + OS
FFB
FFB
UÜFG
UÜFG
Figure 1.3.1 (1) Lower or upper excess driving distances (UÜFG or OÜFG)
MA - AZ3 (E)
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Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 6 of 18
Recommended reference values for lower or upper excess driving distances (UÜFG or OÜFG) in accordance with EN 81-2 Cylinder TAZ ... GL2 dE 1:1
Cylinder TAZ ... GL3 dE 1:1
Lower excess driving distance UÜF
60 mm
60 mm
Buffer stroke PH (ACLA)
60 mm
60 mm
Lower safety US
30 mm
30 mm
Lower excess driving distance total UÜFG
150 mm
150 mm
Upper excess driving distance OÜF
90 mm
210 mm
Damping distance cylinder
60 mm
90 mm
Upper safety TAZ... OS
50 mm
50 mm
200 mm
350 mm
350 mm
500 mm
Upper excess driving distance OÜFG Total reserve stroke cylinder
If these values are not strictly adhered to, difficulties during operation are preprogrammed.
1.3.2
1.3.2 Reserve stroke division in case of construction-related differences If the distances between storeys increases or decreases, UÜFG and OÜFG must be calculated according to the following formulas:
TAZ ... GL2 dE ( 2- stage) UÜFG = GH - FH- OS 2 OÜFG = UÜFG + OS
TAZ ... GL3 dE ( 3- stage) UÜFG = GH - FH - OS 3
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 148 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 7 of 18
OÜFG = UÜFGx2 + OS
1.3.3
Piston rod securing device When the cylinder has been correctly positioned, the piston rod securing device with its fastening screws at the head end must be removed.
to be removed
Figure 1.3.4 (1) Removing the piston rod securing device 1.4
Connection The cylinder is then connected via its connection to the hydraulic unit by means of an high pressure hose or pipeline. (+ Chapter ... Assembly Cylinder - Hydraulic unit).
1.5
Pipe rupture valve For the TAZ EB/BZ -2.1- ... GL2/3 dE, the pipe rupture valve has been integrated in the bottom of the cylinder ( + Assembly Instructions MA 1002). For the types TAZSF -2.1- ... GL2/3 dE and TAZEB/BZBF/KF ../ -3.0 GL2/3 dE, the pipe rupture valve RBV9 is flanged to the cylinder connection t ( + Assembly Instructions MA 1003).
1.6
Operating material Hydraulic oils (biodegradable oils, synthetic esters) are used as operating material. Here we refer to our hydraulic oil recommendation ( + specification sheet AZ 001.10 ). For further information on individual types of oil, please contact oil suppliers.
1.7
Commissioning Generally speaking, it must be pointed out here that plasterwork tasks are often still being carried out in the elevator shaft during the first trial runs. On various occasions, we noticed that fine plaster droplets even got onto driven-out piston rods. If these droplets are not removed and the piston rod is driven in again, this may cause to the wiper ring, seals, etc. This must be prevented in any case.
MA - AZ3 (E)
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Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 8 of 18
Before the cylinder is driven against the elevator cage, the cylinder must be bled of air at the individual rod heads (open bleeder screws 1-2 revolutions) until the individual stages drive out evenly. It is important to make sure that the 1st stage does run ahead. After the cylinder has been fastened to the elevator cage, the elevator is only allowed to be driven to the lowest stopping location. The elevator cage must then be lowered until the cylinder reaches the lower limit position (the buffers are completely pressed together; in some cases, the buffers may have to be dismantled) in order to compensate the individual stages. When this has been done, the elevator can then drive to the individual floors.
1st stage 2nd stage
Undo bleeder screw 1-2 revolutions
3rd stage oil leakage connections cylinder head
non-return valve
cylinder connection
Bild 1.7 (1)Commissioning Bleeding the cylinder of air Prior to intentional driving of the system against the upper cylinder stoppers, the elevator cage must also be lowered until the individual stages have been compensated (if necessary, dismantle buffers). This also applies to subsequent TÜV acceptance inspections. If the compensating of the stages is not carried out, it is possible that, due to a stage running ahead, this stage may run into the stopper first (malfunction case). The pressure in the upper cylinder chambers is then increased to such an extent that this could result in a permanent deformation of the piston rods. In this situation, the pressure relief valve on the control block is not allowed to be set higher in any case.
MA - AZ3 (E)
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Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 9 of 18
1.8
Maintenance and repair This work is only allowed to be carried out by authorised personnel. The following tasks must be carried out as: a) Assembly check · As already mentioned under Item 1.3 Installation and assembly, it is advisable to check the cylinder(s) for absolutely perpendicular installation. b) Visual check · Piston rod for signs of damage · Rod seals on cylinder head for sealed-tightness · Cylinder connection for sealed-tightness
1.8.1
Leakage The cylinders are basically free of any oil leakage problems, whereby complete oil leakage freedom cannot be guaranteed for various reasons. We recommend that oil leakage lines be connected to the corresponding connections (Attention: thread length!) and that the oil leakage be conducted into separate collecting tanks. Emerging oil leakage can always be considered to be soiled and must not be refilled into the oil tank without being correctly cleaned first,
1.8.2
Leakage inspection In case of cylinder leakage, the external and/or the internal seals must be replaced. External leakage: Cases of external leakage refer to leaks occurring at the cylinder head or rod heads of the individual stages. These leaks are indicated by a lowering of the elevator cage, extreme return flow of oil leakage into the oil leakage tank or extreme return flow of oil leakage into the pump unit. Internal leakage: Cases of internal leakage refer to leaks occurring between the individual piston rods (internal piston seals) or at the non-return valves. The results in a shifting of the piston rods toward one another. Checking for internal leakage: 1. Drive the elevator approx. 2 m upward, turn off the main switch and close the ball valve. 2. Using a felt pen or similar item, place a mark approx. 50 mm above the individual rod heads (see Figure 1.8.2 (1)) and then allow the elevator to remain in this position for approx. 30 minutes. If the individual stages have been shifted toward one another despite the closed ball valve following this period of time, an internal leakage is exists. Figure 1.8.2(1) 1st stage downward, 2nd stage upward, 3rd stage shows no shifting. Here the pi ston seal KD1 on the piston of the middle stage is defective or the non-return valve R1 is defective (a dirt particle could also be jammed in the R1). Figure 1.8.2(2) 1st and 2nd stages downward together (the mark on the 1st stage does shift toward the 2nd stage and 3rd stage upward. Here the piston seal KD2 on the piston of the 3rd stage is defective or the non-return valve R2 is defective (a dirt particle could also be jammed in the R2).
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 151 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 10 of 18
50 mm
1st stage
mark
2nd stage
3rd stage
R1
KD1
R2
Figure 1.8.2 (1) Internal leaage 2nd stage
1.8.3
KD 2
Figure 1.8.2 (2) Internal leakage 3rd stage
Seal replacement in case of external leakage Prior to replacing any seals, the cylinder rods must be inspected over their entire length and any form of damage be eliminated. 1. Move the elevator cage to a height so that the fastening screws that connect the elevator cage to the top piston rod can be undone. 2. Place supports under the elevator cage and secure properly. 3. Undo the fastening screw to the elevator cage and then drive the piston rods all the way in using the emergency discharge device on the control block. If the pressure is too low in order to drive in the cylinder rods, they can be driven in by means of a hose attached to the pressure gauge connection (R 1/4). Prior to attaching the hose, the pressure gauge shutoff valve must be closed first. 4. Dismantle any existing guide yokes.. 5. Undo the locking screws (on the side at bottom) on the individual rod heads. 6. Open the bleeder screws approx. 2-3 revolutions. 7. Unscrew the rod heads and replace the seals.
MA - AZ3 (E)
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Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 11 of 18
wiper ring support ring groove ring seal
bleeder screw
rod head guide band
locking screw
O-ring guide bushing
Figure 1.8.3 (1) Seal replacement (external seal)
During installation of the new groove ring seals, these seals must be pushed onto the rod before screwing on the rod head. The sealing ring (groove ring) must be facing downward with the sealing lip (see Figure 1.8.3 (2)). During re-assembly, it is important make sure that the support ring sits underneath the wiper ring.
Figure 1.8.3 (2) Installation position groove ring For Turcon seals (special version), the two seals must be inserted in the rod head or insert ring in advance.
TURCON-Rimseal (blue) TURCON-Stepseal (grey) Fogure 1.8.3 (3) TURCON Seal (special version)
MA - AZ3 (E)
Figure 1.8.3(4) Instalation position TURCON Seal
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 153 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 12 of 18
8. Following the re-assembly procedure, the securing of the rod heads, the closing of the bleeder screws, the rods can be driven against the elevator cage and fastened. Remove the hose previously required on the pressure gauge first and then screw in the pressure gauge firmly. 9. After the cylinder has been bled of air while under pressure and the supports (elevator cage securing devices) have been removed, the cylinder must be driven all the way in in order to compensate the stages prior to its first drive into the top stopping location. 1.8.4
Seal replacement in case of internal leakage (piston pipe bottom) Prior to replacing any seals, the cylinder rods must be inspected over their entire length and any form of damage be eliminated. 1. Move the elevator cage to height so that the fastening screws that connect the elevator cage to top piston rod can be undone (Figure 1.8.4 (1)). Undo the fastening screws to the elevator cage. 2. Fasten the multi-purpose or electric pulling device centrically to the cylinder (for central systems under the elevator cage, and above the elevator cage for cylinders positioned laterally inside the shaft). The multi-purpose or electric pulling device should be fastened so that it can be operated from underneath (working height). (Figure 1.8.4 (2)) 3. Drive the elevator all the way up but not against the stopper and then fasten the elevator cage; place supports or support bars underneath as required (Figure 1.8.4 (2)). 4. Drive the piston rods all the way in using the emergency discharge device on the control block. If the pressure is too low in order to drive in the cylinder rods, they can be driven in by means of a hose attached to the pressure gauge connection (R 1/4). Prior to attaching the hose, the pressure gauge shutoff valve must be closed first. 5. Undo the locking screws (on the side at bottom) on the rod heads. 6. Open the bleeder screws approx. 2-3 revolutions. 7. Unscrew the rod head of the 2nd stage, pull out the 1st stage using an eyebolt or similar item and place it down on a piece of wood laterally inside the shaft (Figure 1.8.4 (3)). The 1st stage is designed as a plunger and does not have a bottom seal. When pulling out the rods, it is important to make sure that they are held in mid-position to the pipe since otherwise the cylinder pipe or the piston rods could be damaged internally. 8. Screw the rod head onto the 2nd stage and pull this stage out using a round sling (Figure 1.8.4 (4)). Wire slings should not be used. When the stage is being pulled out, the overflowing oil must be sucked out of the ring chamber.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 154 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Figure 1.8.4 (1)
Revision:
1
Figure 1.8.4 (2)
Multi-stage cylinders Date: 02.05.2002
Figure 1.8.4 (3)
Figure 1.8.4 (4)
Sheet: 13 of 18
Figure 1.8.4 (5)
Dismantling the piston rods 9. Then replace the seals on the piston pipe bottom of the 2nd stage. 9.1 TAZ ..-2.1- 11 to 113 GL2/3 dE until Feb. 1999 see Figure 1.8.4 (6) bis 1.8.4 (7) Dismantle the locking ring and retaining and then replace the groove ring. The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (5)). After the seal has been replaced, the piston or piston rod must be treated with Molykote grease prior to re-assembly
piston pipe bottom non-return valve
locking screw
pressure spring
guide band
washer
groove ring
cotter pin
retaining ring locking ring
Figure 1.8.4 (6) TAZ.. -2.1- 11 to 113 GL2/3 dE piston pipe bottom with groove ring
MA - AZ3 (E)
Figure 1.8.4 (7) Installation position groove ring
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 155 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 14 of 18
TAZ..-2.1- 11 to 113 GL2/3 dE as of Feb. 1999 , see Figure 1.8.4 (8) and 1.8.4 (9) There are two variants of seal packages for the piston pipe bottoms. Since Feb. 1999, Turcon seals are used for TAZ -2.1-. Here the complete piston pipe bottom should be replaced since special knowledge and assembly tools are required in order to install the Turcon sealing rings. To replace this part, the locking screw on the piston pipe bottom must be undone and the piston pipe bottom then be unscrewed. The 1st piston rod must be dismantled prior to unscrewing the piston pipe bottom of the 2nd stage. When the piston pipe bottom is being unscrewed, the piston rod will otherwise fall down and therefore represents a considerable risk of injury. drill tip, spot-drill
TURCON-seal (grey)
TURCON-seal (blue)
Figure 1.8.4 (8) TAZ.. -2.1- 11 to 113 GL2/3 dE Piston pipe bottom with TURCON seal
Figure 1.8.4 (9)Installation position TURCON seal
Following the assembly of the new piston pipe bottom, a drill tip on the cylinder pipe is spot-drilled by the thread of the locking screw and the locking screw installed.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 156 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 15 of 18
9.2 TAZ ..-3.0- 133 to 340 GL2/3 dE see Figure 1.8.4 (10) tos 1.8.4 (13) Dismantle the locking ring or hexagon screw and the retaining ring and then replace the groove ring. The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (7). For the version with hexagon screws, these screws must locked with Loctite 242 and Activator 7649 during installation.
pressure spring
pistaon pipe bottom
O-ring
guide band
threaded ring
groove ring
non-return valve
retaining ring locking ring
Figure 1.8.4 (10) Piston pipe bottom with groove ring and locking ring TAZ .. -3.0- 133 GL3 dE 2. + 3. stage TAZ .. -3.0- 170 GL2 dE 2nd stage TAZ .. -3.0- 265 GL3 dE 2nd stage
hexagon screw (lock with Loctite 242 andActivator 7649) Figure1.8.4 (11) Piston pipe bottom with groove ring and hexagon screw TAZ .. -3.0- 177 GL3 dE 2. + 3. stage TAZ .. -3.0- 226 GL2 dE 2nd stage TAZ .. -3.0- 340 GL2 dE 2nd stage
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 157 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 16 of 18
For the version with Turcon seals, the seals sit in the retaining ring (Figure 1.8.4 (12) and 1.8.4 (13)). Here the complete retaining ring should be replaced since special knowledge and assembly tools are required in order to install the Turcon sealing rings. The O-ring between the piston pipe bottom and retaining ring must be renewed.
O-ring TURCON seal (grey) TURCON seal (blue)
retaining ring
locking ring
Figure 1.8.4 (12) Piston pipe bottom with TURCO sael and locking ring TAZ..-3.0- 133 GL3 dE 2nd stage (special version)
hexagon screw (lock with Loctite 242 and Activator 7649)
Figure 1.8.4 (13) Piston pipe bottom with Turcon seal and hexagon screw TAZ..-3.0- 265 GL3 dE 3rd stage
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 158 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 17 of 18
9.3 TAZ .. 358 to 625 GL2/3 dE see Figure 1.8.4 (14) Undo the locking screw on the guide piston, unscrew the guide piston and replace the groove ring. The O-ring between the piston pipe and guide piston must be renewed. The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (7)).
ring groove ring guide band O-ring locking screw guide piston
Figure 1.8.4 (14) Guide piston TAZ ..358 to 625 Gl2/3 dE
10. Check the non-return valve for sealed-tightness and the pressure spring for proper function. Remove any dirt particles. TAZ..-2.1- 11 to 113 GL2/3 dE see Figure 1.8.4 (6) To replace the non-return valve, the locking screw on the piston pipe bottom must be undone and the piston pipe bottom then be unscrewed. The 1st piston rod must be dismantled prior to unscrewing the piston pipe bottom of the 2nd stage. When the piston pipe bottom is being unscrewed, the piston rod will otherwise fall down and therefore represents a considerable risk of injury. The valve should be completely renewed with the piston rod bottom. Following the assembly of the new piston pipe bottom, a drill tip on the cylinder pipe is spot-drilled by the thread of the locking screw and the locking screw installed (Figure 1.8.4 (8)). TAZ.. ../-3.0- 133 to 625 GL2/3 dE see Figure 1.8.4 (10) To replace the non-return valve, the threaded ring must be unscrewed. The valve should be completely renewed with the threaded ring and the O-ring. During re-assembly, it is important not to forget the pressure ring and the O-ring under the threaded ring. 11. 11. Screw on the rod head of the 3rd stage firmly, and then undo the rod head of the cylinder pipe (only with 3-stage cylinders). Then fasten a pulley block to the rod head of the 3rd rod (Figure 1.8.4 (5)). 12. The seals of the 3rd rod are replaced as already mentioned under Item 9.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 159 CemcoLift 2008
Assembly Instructions MA - AZ 3 (E)
Revision:
1
Multi-stage cylinders Date: 02.05.2002
Sheet: 18 of 18
13. Following the re-assembly procedure, the securing of the rod heads, the closing of the bleeder screws, the rods can be driven against the elevator cage and fastened. Remove the hose previously required on the pressure gauge first and then screw in the pressure gauge firmly. 14. After the cylinder has been bled of air while under pressure and the supports (elevator cage securing devices) have been removed, the cylinder must be driven all the way in in order to compensate the stages prior to its first drive into the top stopping location. 1.9
Safety criteria The following criteria refer to safety: • •
perfect installation or commissioning correct bleeding of air
The criteria mentioned here must be observed in any case. In case of non-observance or intentional neglect, risks exist for: • • •
life and limb of the operators and users of the elevator system the complete elevator system and other material assets of the owner-operator the safe operation of the system
All persons involved in setting up, commissioning, operating, servicing and repairing this elevator system must be properly qualified and should observe these operating instructions precisely.
MA - AZ3 (E)
ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich Page 160 CemcoLift 2008
Page 161 CemcoLift 2008
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Pumps Under Oil
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®
Instruction Manual and Parts List for A4PIC Series Pumps
WARNING This Special Instruction Manual and General Instructions Manual, CA-1, should be read thoroughly prior to pump installation, operation or maintenance.
SRM00079
Rev. 0
December 2005
Page 165 CemcoLift 2008
READ THIS ENTIRE PAGE BEFORE PROCEEDING FOR THE SAFETY OF PERSONNEL AND TO PREVENT DAMAGE TO THE EQUIPMENT, THE FOLLOWING NOMENCLATURE HAS BEEN USED IN THIS MANUAL:
DANGER Failure to observe the precautions noted in this box can result in severe bodily injury or loss of life.
WARNING Failure to observe the precautions noted in this box can cause injury to personnel by accidental contact with the equipment or liquids. Protection should be provided by the user to prevent accidental contact.
CAUTION
ATTENTION
Failure to observe the precautions noted in this box can cause damage or failure of the equipment. Non compliance of safety instructions identified by the following symbol could affect safety for persons:
Safety instructions where electrical safety is involved are identified by:
Safety instructions which shall be considered for reasons of safe operation of the pump and/or protection of the pump itself are marked by the sign:
ATTENTION CONTENTS Safety and Table of Contents .....................................................................................................A A. General Instructions.............................................................................................................. 1 B. Introduction and Pump Model Identification........................................................................... 1 C. Description of Pump.............................................................................................................. 1 D. Ordering Instructions............................................................................................................. 1 E. Operating and Maintenance.................................................................................................. 1 F. Parts List and Torque Tables ................................................................................................ 2 G. Inspection ............................................................................................................................. 2 H. Pump Maintenance (Disassembly and Assembly Instructions).........................................3 - 4 I. Pump Assembly Drawing ...................................................................................................... 5
ATTENTION If operation of this pump is critical to your business, we strongly recommend you keep a spare pump or major repair kit in stock at all times. As a minimum, a minor repair kit (o-rings, gaskets, shaft seal and bearings) should be kept in stock so pump refurbishment after internal inspection can be accomplished.
A Page 166 CemcoLift 2008
A. GENERAL INSTRUCTIONS The instructions found herein cover the disassembly, assembly and parts identification of A4PIC series pumps. NOTE: Individual contracts may have specific provisions that vary from this manual. For further detailed information and technical assistance to questions not answered by these manuals, please refer to Imo Pump, Technical/Customer Service Department, at (704) 289-6511. This manual cannot possibly cover every situation connected with the installation, operation, inspection, and maintenance of the equipment supplied. Every effort was made to prepare the text of the manual so that engineering and design data is transformed into the most easily understood wording. Imo Pump must assume the personnel assigned to operate and maintain the supplied equipment and apply this instruction manual have sufficient technical knowledge and experience to apply sound safety and operational practices which may not be otherwise covered by this manual. WARNING If installation, operation and maintenance instructions are not correctly and strictly followed and observed, injury to personnel or serious damage to pump could result. Imo Pump cannot accept responsibility for unsatisfactory performance or damage resulting from failure to comply with instructions.
B. INTRODUCTION This instruction manual covers series A4PIC Imo pumps. This series of pumps has been designed for use in hydraulic elevator submerged applications. The model, construction and material of each pump is identified on the pump nameplate. Definitions of model designators are identified in Figure 1. X
X
XXX
X Rotor Lead
Design Modification A
Rotor Size: 187, 217, 236 (All Leads by Size)
Series 4PIC
Figure 1 – Definition of Model Designators C. DESCRIPTION OF PUMP The 4PIC series pumps are positive displacement, rotary screw pumps consisting of a precision bored housing that encloses a driven screw (power rotor) and two intermeshing following screws (idler rotors). These screws when rotating form a succession of closures or cavities. As they rotate, the fluid is moved axially from the inlet to the outlet port in a continuous, uniform flow with minimum fluid pulsation and pump noise. D. ORDERING INSTRUCTIONS To order a replacement pump, contact Imo service representative with the pump model number, serial number and manufactured date. This information can be found on the pump’s nameplate. E. OPERATION E.1 LIQUID LIMITATIONS Never operate with thin liquids such as solvents or water. The pump is designed for liquids having the general characteristics of oil.
1
Page 167 CemcoLift 2008
E.2 OPERATING LIMITATIONS CAUTION ATTENTION Operating conditions, such as speed, fluid viscosity, temperature inlet pressure, discharge pressure, filtration, duty cycle, drive type, mounting, etc., are interrelated. Due to these variable conditions, the specific application limits may be different from that of the operational limitations. This equipment must not be operated without verifying the system’s operating requirements are within the pump’s capabilities. Under no circumstances are the operating limits (specified in Table 1 below) to be exceeded without specific approval from Imo Pump. Table 1 – Pump Operating and Structural Limits MAXIMUM SPEED .............. 3600 RPM VISCOSITY......................... 60 SSU (10.3 cSt) Minimum, if over 5000 SSU (1079 cSt) contact Imo Pump NOTE:
Consult factory for allowable operating viscosity at specific speeds and pressures. DO NOT alter design viscosity without prior consultation with Imo Pump
TEMPERATURE .................... 0° to 180° F (-18° to 82° C) Maximum INLET PRESSURES.............. 4PIC Pump types must be submerged to a depth of at least 6 in. (15.24 cm) from top of pump to top of fluid DISCHARGE PRESSURE* .... See Elevator Pump Data Book DRIVE .................................... Direct drive only FILTRATION.......................... Always use inlet strainer supplied with pump MOUNTING............................. Flange mounted F. PARTS LIST AND TORQUE TABLES Table 2 – Pump Parts List IDP 1 2 3 4 5 6 8 9
QTY DESCRIPTION 1 1 1 1 1 1 1 4
Power Rotor Key Retaining Ring Circlip Bearing Inboard Cover Rotor Housing Lockwasher(s)
IDP
QTY
10 11 12 15 17 20 21 22
2 2 1 1 4 1 2 2
DESCRIPTION SCHS DIN 912 M10 x 1.5 x 35 mm NYLO Idler Rotor(s) Supporting Washer Strainer Hex Bolt(s) Adapter #4 Drive Screw Nameplate
Table 3 – Fastener Descriptions and Torque Tightening Values PUMP
IDP
DESCRIPTION
TORQUE (English)
TORQUE (Metric)
PIC 187
10 17 20 10 17 20 10 17 20
Cap Screw Hex Bolt Adapter Hex Bolt Hex Bolt Adapter Hex Bolt Hex Bolt Adapter
35 ± 2 Ft. Lb. 100 ± 5 lb. in. 75 ± 7 Ft. lb. 35 ± 2 Ft. Lb. 100 ± 5 lb. in. 95 ± 9 Ft. lb. 35 ± 2 Ft. Lb. 100 ± 5 lb. in. 95 ± 9 Ft. Lb.
47 ± 3 Nm 12 ± 3 Nm 101 ± 3 Nm 47 ± 3 Nm 12 ± 3 Nm 129 ± 3 Nm 47 ± 3 Nm 12 ± 3 Nm 129 ± 3 Nm
PIC 217
PIC 236
G. INSPECTION The interval for inspection and replacement of worn parts varies with the properties of the pumped liquid and can only be determined by experience. All parts of the 3SIC and 4SIC series pumps are lubricated by the pumped fluids. Pumping liquid which contains abrasive materials or liquid that is corrosive, will significantly reduce service life and call for shorter service intervals. A worn pump will be noticeable by excessive vibration, noise, reduction in flow or reduction in pressure. Page 2 168 CemcoLift 2008
H. PUMP MAINTENANCE WARNING Failure to observe precautions while installing, inspecting, and maintaining the pump can cause injury to personnel from accidental handling, e.g.: Liquids that may harm skin or clothing, fire hazard risks from flammable liquids, or injury from high pressure fluid jets. DANGER BEFORE working on equipment, be sure all power to the equipment is disconnected and lockedout. H.1 GENERAL COMMENTS • Part number identifiers (IDPs) contained within parenthesis such as (8) refer to the circled numbers shown on Assembly Drawings, Figures 2 and 3. • Close all pump line valves. H.2 TOOLS REQUIRED The procedures described in this manual require common mechanics hand tools, a torque wrench and a suitable lifting device (such as) slings, straps, etc. H.3 PUMP DISASSEMBLY CAUTION ATTENTION Fluid leakage from disassembly of pump may make the floor slippery and cause personal injury. NOTE:
The 4PIC pumps incorporate highly finished precision parts that must be handled carefully to avoid damage to critical machined surfaces. The parts removed should be tagged for identification and their exact positions in the pump carefully noted so that new parts, or the removed parts, are properly replaced.
STEP 1. Remove Pump from Driver. Remove bolts (17) and washers (9). Slide pump out and away from driver. Place pump on workbench. If replacing bearing, remove key (2) from power rotor (1) shaft keyway. STEP 2. Remove Strainer (suction side). Remove strainer retaining ring (3) and strainer (15) Step 3. Remove Front cover and Rotor Set as a sub-assembly. Use caution when removing front cover from the pump housing. Pump should be placed on end (suction side down) on a solid flat surface when performing this step. During this step it is important to hold the idler rotors against the power rotor until the entire sub-assembly can be placed on the work bench. a) Remove cap screws (10). b) Lift the front cover (6) with power rotor (1), idler rotors (11), ball bearing (5), supporting washer (12) and circlip (4) from the housing. During removal, it is necessary to hold the idler rotors (11) against the power rotor (1) until the subassembly is placed on the work bench. At that time, the idler rotor (11) can be disengaged from the power rotor (1). NOTE:
The ball bearing (5) should be replaced if it is pressed off the power rotor.
3 Page 169 CemcoLift 2008
Step 4.
Disassemble front cover, power rotor, bearing, circlip and support washer subassembly. a) Remove circlip (4) from front cover (6). b) Remove support washer (12) from the power rotor. c) Slide front cover (6) down and off of the power rotor (1). d) Remove ball bearing (5) from the power rotor.
H.4 PUMP ASSEMBLY NOTE:
Prior to pump assembly, all parts should be cleaned and inspected for nicks, burrs or gouges. When ready for assembly, wipe all parts, including bolts, with SAE 30 lubricating oil.
NOTE:
When performing Step 1, press only on bearing inner race when installing bearing if bearing is being pressed on. If bearing is being heated for installation, heat to 180°F 200°F, for installation.
STEP 1. Install bearing onto power rotor. Press or shrink fit bearing (5) onto power rotor (1). STEP 2. Install front cover. Slide front cover (6) cover and up onto power rotor (1), until bearing (5) is seated in the bearing bore of cover (6). STEP 3. Install supporting washer. Install supporting washer (12) onto power rotor (1) against inner race of bearing (5). STEP 4. Install circlip. Install circlip (4) into groove at coupling side of circlip (4) on power rotor (1). NOTE:
Use caution when removing front cover from the pump housing.
Pump should be placed on end (suction side down) on a solid flat surface when performing this step. During this step it is important to hold the idler rotors against the power rotor until the entire sub-assembly is positioned with a minimum of the rotor set length into the housing. This is to ensure that the idler rotors won’t disengage from the power rotor. STEP 5. Install front cover, power rotor, idle rotors, circlip and supporting washer sub-assembly into the housing. a) Carefully mesh the idler rotors (11) in proper position axially onto the power rotor (1). While holding the idler rotors (11) in position against power rotor (1), carefully lift the rotor set, front cover sub-assembly and install into housing (8). When the rotor set is approximately 50% of its length into housing (8), you can release idler rotors (11) and continue installation until front cover (6) is firmly seated on the locating diameter of housing (8). b) Install and torque cap screws (10) to required torque per Table 3, locking front cover and rotor set sub-assembly into position on housing (8). STEP 6. Install strainer. Lay pump on its side. Install strainer (15) into position in housing (8). Install retaining ring (3) into position in housing (8). STEP 7. Install adapter. If adapter (20) was removed, screw into place on housing (8) and torque to required value per Table 3. Pump should rotate free and smooth 360° of rotation. STEP 8. Install pump into system. Pump may now be installed into the system, install lock washers (4) and bolts (17). Torque bolts (17) in accordance with Table 3. The pump may now be operated in the normal manner. 4
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I.
PUMP ASSEMBLY DRAWING
15
3
8
1
20
6
5
11
10
12
22
21
17
9
Figure 3 – Assembly Drawing SF 6349
IDP 1 2 3 4 5 6 8 9
DESCRIPTION Power Rotor Key Retaining Ring Circlip Bearing Inboard Cover Rotor Housing Lockwasher(s)
IDP 10 11 12 15 17 20 21 22
DESCRIPTION SCHS DIN 912 M10 x 1.5 x 35 mm NYLO Idler Rotor(s) Supporting Washer Strainer Hex Bolt(s) Adapter #4 Drive Screw Nameplate
Page 5 171 CemcoLift 2008
2
4
HOW NO SRM00079
A4PIC Series Pumps
W © 2005 Imo Pump All rights reserved. Page 172 CemcoLift 2008
Rev. 0
December 2005
Pumps V-Belt
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®
Instruction Manual and Parts List for Series G3DB/AG3DB Elevator Pumps
WARNING This Instruction Manual and General Instructions Manual, CA-1, should be read thoroughly prior to pump installation, operation or maintenance.
SRM00059
Rev. 4 (01-0229)
Page 175 CemcoLift 2008
May 2, 2001
READ THIS ENTIRE PAGE BEFORE PROCEEDING FOR THE SAFETY OF PERSONNEL AND TO PREVENT DAMAGE TO THE EQUIPMENT, THE FOLLOWING NOMENCLATURE HAS BEEN USED IN THIS MANUAL: DANGER Failure to observe the precautions noted in this box can result in severe bodily injury or loss of life. WARNING Failure to observe the precautions noted in this box can cause injury to personnel by accidental contact with the equipment or liquids. Protection should be provided by the user to prevent accidental contact. CAUTION
ATTENTION
Failure to observe the precautions noted in this box can cause damage or failure of the equipment. Non-compliance of safety instructions identified by the following symbol could affect safety for persons:
Safety instructions where electrical safety is involved are identified by:
Safety instructions which shall be considered for reasons of safe operation of the pump and/or protection of the pump itself are marked by the sign: ATTENTION
ATTENTION If operation of this pump is critical to your business, we strongly recommend you keep a spare pump or major repair kit in stock at all times. As a minimum, a minor repair kit (o-rings, gaskets, shaft seal and bearings) should be kept in stock so pump refurbishment after internal inspection can be accomplished.
CONTENTS Safety and Table of Contents ....................................................................................................... A General Instructions ..................................................................................................................... 1 Ordering Instructions..................................................................................................................... 1 Introduction ................................................................................................................................... 1 Maintenance.................................................................................................................................. 3 Bearing and Mechanical Shaft Seal Disassembly ........................................................................ 4 Bearing and Mechanical Shaft Seal Resassembly ....................................................................... 5
Page A 176 CemcoLift 2008
GENERAL INSTRUCTIONS The instructions found herein cover the disassembly, assembly and parts identification of Series G3DB and AG3DB pumps. NOTE:
Individual contracts may have specific provision that vary from this manual. Should any questions arise which may not be answered by these instructions, refer to the General Instructions Manual, CA-1, provided with your order. For further detailed information and technical assistance please refer to Imo Pump, Technical Service Department at (704) 289-6511.
This manual cannot possibly cover every situation connected with the installation, operation, inspection and maintenance of the equipment supplied. Every effort was made to prepare the text of the manual so that engineering and design data is transformed into the most easily understood wording. Imo Pump must assume the personnel assigned to operate and maintain the supplied equipment and apply this instruction manual have sufficient technical knowledge and are experienced to apply sound safety and operational practices which may not be otherwise covered by this manual.
ORDERING INSTRUCTIONS All correspondence pertaining to renewal parts for the equipment must refer to the instruction manual number and should be addressed to the nearest Imo representative. The handling of renewal orders will be greatly facilitated if the following directions are carefully observed: 1. Give the number of the instruction manual. 2. Give the model number of the pump for which the part is desired. This number appears on the nameplate. 3. Designate the desired part by the IDP number and name as listed in Table 1 and pump assembly drawing in this instruction manual.
INTRODUCTION This manual covers all sizes of type G3DB and AG3DB Imo pumps for hydraulic elevator service. Field repairs are generally limited to replacing the mechanical seal and bearing. This manual provides instructions covering these operations. INLET POSITION To remove inlet head, remove the cap screws or bolts (10) and rotate the inlet head to the desired position, taking care not to damage the gasket (8). A damaged gasket must be replaced. To reassemble, replace the inlet head, lubricate the threads with oil and retorque the bolts (value given for the particular size pump in Table 1, page 3. PIPING Piping to the pump must be independently supported and not allowed to impose strains on the pump. Such strains, if imposed, may cause distortion and malfunction of the pump.
WARNING Prior to adding oil and start-up of your new or replacement pump, clean the tank and flush all lines free of debris that will have accumulated during fabrication and installation. One large particle can fail the pump in a fraction of a second. PRIMING For those units that do not have an overhead tank, a priming connection in the suction line should be provided. Prime the pump before initial start-up by pouring hydraulic fluid into the priming point or pump suction. Rotate the pump slowly by hand until the rotors are wet and the suction line is as full of fluid as possible. SUCTION LINE All joints in the suction line must be tight and sealed to prevent air from being drawing into the pump with negative suction pressure. Position the suction line and/or inlet head so the fluid cannot drain from the pump while shut down.
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SUCTION STRAINER A suction strainer with adequate flow rate and minimum pressure drop should be used to keep contamination from entering the pump and system. The maximum pressure drop (when dirty) across the strainer plus all other losses in the pump suction line at maximum fluid viscosity, including static lift, must not exceed the suction lift capability of the pump. Regular cleaning of the suction strainer must be included in the maintenance of the machine. Note: Keeping the fluid and system clean is essential in achieving maximum pump life. BELT DRIVEN PUMPS – ALIGNMENT Mount the sheaves as close to the bearing retainer as possible. This minimizes the overhung load on the shaft. Align the sheaves with a straight edge so their faces are parallel with no offset. Misaligned sheaves can cause noise, shorten belt life, and may reduce the bearing life of the pump and/or motor. Apply belt tension according to the belt manufacturer’s recommendations. After tension is applied, recheck sheave alignment. Do NOT overtension belts. While loose belts slip and wear excessively, excessive belt tension may cause misalignment, belt failures, and in extreme cases, a shaft failure. For smooth, quiet, high speed operation, sheaves must be balanced and shaft bores must be concentric with belting grooves. When matched belts are removed, they should be kept in sequence and replaced exactly in the grooves from which they were removed. DIRECT DRIVEN PUMPS – ALIGNMENT All pump-driver sets must be checked for proper alignment when the unit is installed and after all piping has been connected to the pump. Factory alignment will most likely be disturbed during shipment and installation. A flexible coupling is not intended to permit permanent misalignment. Proper alignment must be established and maintained to obtain maximum pump life. Follow these steps: 1. Install the pump and/or motor. 2. Before aligning the units, be sure that all stresses are removed from the pump and that the foot of the pump case fully conforms to its support. 3. Set the coupling end face gap as specified by the coupling manufacturer. 4. Perform rough alignment of the face and rim of the coupling using feelers and a straight edge. 5. Perform the final alignment of the pump and driver shaft using dial indicators. Acceptable alignment has been obtained when the F.I.R. is less than or equal to .005" in both the face (angularity) and the rim (parallelism) checks while rotating both shafts together 360°. 6. In special cases, “hot alignment” when the pump and motor are at operating temperature may be required. Periodically check the alignment of the pump and its driver. Realign as necessary. Maintaining proper alignment is necessary for quiet operation and maximum equipment life. ROTATION Before connecting the belts our coupling, check the driver rotation to be sure it matches the required rotation of the pump. Extended reverse rotation may cause damage. When the coupling is connected and shafts are correctly aligned, the pump should turn freely by hand. On initial start-up, it is suggested that the driver be “jogged” quickly before continuous operation to be sure the system and pump and motor are functioning properly and rotating in the intended direction.
2 Page 178 CemcoLift 2008
FLUID Use only hydraulic fluid recommended for use with the pump. Supplementary oil additives are not recommended. Regular checks should be made of the condition of the hydraulic fluid and the fluid level in the reservoir, and establishing when the fluid is to be changed. When adding or replacing fluid, use enough fluid to return the fluid level in the tank to its normal operating point. Be sure the fluid temperature is controlled so that the minimum allowable viscosity at maximum operating conditions is not exceeded and that the maximum viscosity at cold start does not cause the suction lift limits to be exceeded.
CAUTION When replacing or adding fluid, be careful to keep foreign material from entering the fluid and system.
Check the fluid level in the tank before and after start-up to be sure it is within operating limits. If the fluid is low, or drops as the system fills on start-up, add sufficient clean hydraulic fluid to the tank to bring the fluid to its normal operating level. VALVES Before starting, check all valves to be sure they are in proper position and that there is no possibility of starting the pump with a blocked suction or discharge line and that the pump is filled with oil. Using a bleed point at the high point in the system, vent air from the system on start-up. The relief valve should be about 5% above maximum system operating pressures. Do NOT set the relief valve higher than the maximum pressure rating of the pump.
MAINTENANCE GENERAL If the installation and alignment instructions have been carefully followed, the pump should operate satisfactorily with very little attention. Field maintenance is generally limited to the periodic maintenance checks and the replacement of seals, gaskets and bearings. Major repair of elevator pumps in most cases is not economical. IDP 1 2 3 4 5 6 7 8 9 10 11 13 14 15
Description Case Rotor Housing Pipe Plug Tube Tube O Ring (2) Housing O Ring Cover O Ring Gasket Inboard Cover (all except 350 size) Cover Bolt (8) up to 250 size (16) above 250 size Power Rotor Retaining Ring (2) Bearing Spacer Bearing
IDP 16 17 18 19 20 21 22 23 24 25 26 27 35 47
Description Key Bearing Retainer Plate Retainer Bolt (4) Idler Rotor (2) Idler Balance Piston Housing (2) Thrust Plate Spacer (2) Hex Bolt (2) Lockwasher (2) Mechanical Seal Inlet Head Spacer Ring Seal Retaining Ring (250 size only) Balance Piston Housing (350 size only)
All quantities are one except when noted in parentheses Table 1 – List of Material
PART NO. 10 (inboard end) 10 (suction end) 18 23
187 35 ± 5 90 ± 5 18 ± 2 10 ± 2
218 50 ± 5 140 ± 5 20 ± 2 15 ± 2
ROTOR SIZE 250 275 70 ± 5 54 ± 5 145 ± 5 54 ± 5 20 ± 2 16 ± 5 15 ± 2 26 ± 2
Table 2 – Bolt Torque Values (LB-FT) Page 179 CemcoLift32008
312 78 ± 5 78 ± 5 38 ± 2 30 ± 2
350 100 ± 5 100 ± 5 38 ± 2 55 ± 5
WARNING When inspecting/servicing the shaft seal and/or bearing, the power rotor with these components installed can be removed as a subassembly. If for any reason the pump is disassembled further than this, it is possible the idler rotor balance piston housings (20) may fall off. The idler rotor balance piston housings MUST be properly in place at reassembly. If idler rotor balance piston housings are not properly installed on the idler rotors, the pump WILL experience catastrophic failure.
Assembly Drawing
DISASSEMBLY OF BEARING AND MECHANICAL SHAFT SEAL 1. Remove the power rotor assembly. Power rotor assembly consists of power rotor, bearing, bearing spacer, retaining rings and mechanical seal. a. b. c. d.
Remove coupling or sheave. Remove hex bolts (18). Remove bearing retainer (17). Pull power rotor assembly out of pump case.
2. Remove the outer retaining ring from the power rotor with a screwdriver (13). 3. Remove the inner retaining ring from its groove by pulling back the mechanical seal and prying with a screwdriver (13). 4. Press the bearing, spacer and stationary seat off the power rotor (Figure 1). 5. Remove seal subassembly (Figure 3) and gasket from under the stationary seat. 6. Inspect the shaft. If the shaft is pitted or badly scratched or the retaining ring grooves damaged, replace the power rotor. 7. Discard the old seal, bearing and retaining rings.
Figure 1
4 Page 180 CemcoLift 2008
REASSEMBLY OF BEARING AND MECHANICAL SHAFT SEAL 1. Clean the power rotor shaft and snap ring grooves prior to installing the new seal and bearing. Wash the shaft in solvent to remove dirt and grease. Use only new bearing, seal and retaining rings. 2. Place the spring holder and spring on the shaft. Make sure that retaining ring (35) furnished on rotor size 250 and seal spacer (38) for rotor size 275 and 350 is installed on power rotor. Place the spring holder and spring on rotor shaft. 3. Lubricate the shaft with clean hydraulic fluid. 4. Grasp the seal subassembly, using a rotating motion, gently slide the seal subassembly over the shaft. Use care not to cut the flexible diaphragm and drive ring. A piece of shim stock wrapped around the power rotor shaft to cover the snap ring grooves and shoulder of the seal diameter may be used for this purpose. If shim stock is used, twist the seal subassembly in the same direction as the wrap of the shim stock when installing it. 5. Insert seal gasket furnished with new mechanical seal into the bore of inboard end cover (46). Clean and lubricate the face of the carbon ring in the mechanical seal and place the stationary seat and bearing spacer on the power rotor. 6. Install inner retaining ring. 7. Place the ball bearing on the shaft. Using a hollow tube and pressing on the inner race, set the bearing firmly against the inner retaining ring (Figure 2). Do not press the bearing on the outer race! 8. Check the mechanical seal. Referring to (Figure 3), the flexible diaphragm must show evenly above the drive ring, and the drive lugs on the retainer must engage the drive ring to their full length. Adjust the mechanical seal if necessary. 9. Install the outer retaining ring (13). 10. With a clockwise rotating motion insert power rotor assembly into pump. 11. Install bearing retainer (17). 12. Install hex bolts (18) and torque per Table 2.
Figure 3 – Mechanical Seal Assembly
Figure 2
5 Page 181 CemcoLift 2008
HOW NO
SRM00059 - G3DB/AG3DB Elevator Pumps W © 2006 Imo Pump All rights reserved. Page 182 CemcoLift 2008
Rev. 4 (01-0229)
May 2, 2001
Motors Imperial Motors Under Oil
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AC Dry Hydraulic Elevator Pump Motors 80 Starts per Hour Squirrel Cage Induction, Dripproof, Ball Bearing, Class B Insulation 40ºC Ambient, 3Ø, 60 Hz, WYE Start, Delta Run
HP
15
20
25
30
40
50
60
75 100
Full Load RPM 1740 1735 1735 1750 1750 1750 1755 1755 1755 1760 1760 1760 1760 1760 1760 1760 1760 1760 1760 1760 1760 1770 1770 1770 1780 1780
Frame Voltage 215T 215T 215T 254T 254T 254T 256T 256T 256T 284T 284T 284T 286T 286T 286T 324T 324T 324T 326T 326T 326T 364T 364T 364T 365T 365T
200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 230/460 575
Imperial Electric 1503 Exeter Road Akron, OH 44306 Phone: (330) 734-3600 Fax: (330) 734-3601 www.ImperialElectric.com
Full Load 46 39.2/19.6 15.7 62 54/27 22 73 62/31 25 87 74/37 30 112 98/49 39 138 118.8/59.4 49 162 143.2/71.6 58 210 180/90 72 228/114 91
Amps (A) Elevator Delta WYE Duty BTU Locked KVA Locked No Load Per Hour Rotor Code Rotor 23 270 G 89 1859 19/9.5 230/115 G 76/38 1859 7.6 92 G 31 1859 31 340 G 112 2263 27/13.5 296/148 G 98/49 2263 11 120 G 40 2263 31 420 G 139 2360 26.4/13.2 366/183 G 120/60 2360 10.6 146 G 48 2360 36 500 G 165 2774 31/15.5 430/215 G 142/71 2774 12.4 172 G 57 2774 42 670 G 221 3282 37/18.5 580/290 G 192/96 3282 14.5 230 G 76 3282 70 850 G 281 3869 62/31 740/370 G 244/122 3869 25 310 G 102 3869 70 1000 G 330 4477 64/32 920/460 G 304/152 4477 26 370 G 122 4477 87 1320 G 436 5253 72/36 1120/560 G 370/185 5253 29 450 G 149 5253 76/38 1590/795 G 524/262 6015 30 636 G 210 6015 Contact: Dennis Rhodes Elevator Sales Engineer
[email protected] Ext. 206 05/25/2004 REV A
1503 Exeter Road ¤ Akron, OH 44306 ¤ Phone (330) 734-3600 ¤ Fax (330) 734-3601 Page 185 CemcoLift 2008
AC Dry Hydraulic Elevator Pump Motors 1 0 Starts per 2 Hour Squirrel Cage Induction, Dripproof, Ball Bearing, Class B Insulation 40ºC Ambient, 3Ø, 60 Hz, WYE Start, Delta Run
HP
10
15
20
25
30
40
50
60 75
Full Load RPM 1760 1760 1760 1765 1765 1765 1765 1765 1765 1765 1765 1765 1770 1770 1770 1765 1765 1765 1770 1770 1770 1775 1775 1775 1780 1780
Frame Voltage 215T 215T 215T 254T 254T 254T 256T 256T 256T 284T 284T 284T 286T 286T 286T 324T 324T 324T 326T 326T 326T 364T 364T 364T 365T 365T
200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 230/460 575
Imperial Electric 1503 Exeter Road Akron, OH 44306 Phone: (330) 734-3600 Fax: (330) 734-3601 www.ImperialElectric.com
Full Load 35.1 28.4/14.4 11.5 50 43.3/21.7 17.7 60.3 52/26 20.7 75 64/32 25.9 87.1 76/38 30.1 115 100.6/50.3 41 137 122.2/61.1 50 168 150/75 60 178/89 71
Amps (A) Elevator Delta WYE Duty BTU Locked KVA Locked No Load Per Hour Rotor Code Rotor 23 270 K 89 1295 19/9.5 230/115 K 76/38 1295 7.6 92 K 31 1295 31 340 J 112 1675 27/13.5 296/148 J 98/49 1675 11 120 J 40 1675 31 420 J 139 1868 26.4/13.2 366/183 J 120/60 1868 10.6 146 J 48 1868 36 500 H 165 2312 31/15.5 430/215 H 142/71 2312 12.4 172 H 57 2312 42 670 J 221 2517 37/18.5 580/290 J 192/96 2517 14.5 230 J 76 2517 70 850 J 281 3132 62/31 740/370 J 244/122 3132 25 310 J 102 3132 70 1000 J 330 3777 64/32 920/460 J 304/152 3777 26 370 J 122 3777 87 1320 J 436 4257 72/36 1120/560 J 370/185 4257 29 450 J 149 4257 76/38 1590/795 K 524/262 4511 30 636 K 210 4511 Contact: Dennis Rhodes Elevator Sales Engineer
[email protected] Ext. 206 05/25/2004 REV A
1503 Exeter Road ¤ Akron, OH 44306 ¤ Phone (330) 734-3600 ¤ Fax (330) 734-3601 Page 186 CemcoLift 2008
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Motors LG Higen Motors Under Oil
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Motors LG Higen Motors V-Belt
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Motors LG Higen Motors Installation Manual Page 197 CemcoLift 2008
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Motors US Motors Under Oil & V-Belt
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ELEVATORS
Special Application Three Phase Submersible Elevator Motors Z-Flange & L32 Flange
GATE AND DOOR
APPLICATIONS: Z-Flanged motors designed for elevators in low rise buildings using Allweiler pumps (SUB 140, 210 & 280) or IMO pumps (3SIC-187, 3SIC-200, 3SIC-218, 3SIC-250 & 4SIC-275). L32 Flanged motors for Allweiler pumps (SUA 140, 210, 280 & 440). Compatibility current at time of publication.
Class F Insulation Zinc Plated Frame, 32 MM Shaft, Lifting Provisions On Brackets Stainless Steel Nameplate On Motor & Mylar For Wall Mount 70C Thermostat Located On Motor Frame Single Ball Bearing Design To Fit Most Allweiler & IMO Sub. Pumps 112" External Leads (Butt Splices At Approx. 12" & 47" From Housing) Designed For Wye-Delta Starting
HP 15
Note L32
L32 Flange
Discount Symbol DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM DS-3IM
SF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Note Z
“C” Dim. (inches) 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 14.1 17.4 17.4 17.4 17.5 17.5 17.5 17.4 17.4 17.4 17.5 17.5 17.5
Ship Wt. (lbs.) 101 101 101 101 150 101 110 110 113 102 100 110 113 113 113 100 111 108 114 114 145 111 111 109 113 112 142 144 112 141 157 112 112 112 156 112
Full Load Amps 52 45.2/22.6 18.1 52 45.2/22.6 18.1 72 62/31 24.6 72 62/31 24.6 82 70/35 28.3 82 70/35 28.3 100 86/43 35 100 86/43 35 121 106/53 42 121 106/53 42 148 130/65 52 148 130/65 52
Notes L32 L32 L32 Z Z Z L32 L32 L32 Z Z Z L32 L32 L32 Z Z Z L32 L32 L32 Z Z Z L32 L32 L32 Z Z Z L32 L32 L32 Z Z Z
Z Flange
† All non-Emerson Electric Co. marks shown within this document are properties of their other respective owners
www.emersonmotors.com
Page 225 CemcoLift 2008
341
INDEX
50
List $673 $673 $673 $673 $673 $673 $689 $689 $689 $689 $689 $689 $740 $740 $740 $740 $740 $740 $830 $830 $830 $830 $830 $830 $935 $935 $935 $935 $935 $935 $1,368 $1,368 $1,368 $1,368 $1,368 $1,368
REFERENCE DATA
40
Catalog Number E15S1HZ E15S1BZ E15S1GZ EZ15S1HZ EZ15S1BZ EZ15S1GZ E20S1HZ E20S1BZ E20S1GZ EZ20S1HZ EZ20S1BZ EZ20S1GZ E25S1HZ E25S1BZ E25S1GZ EZ25S1HZ EZ25S1BZ EZ25S1GZ E30S1HZ E30S1BZ E30S1GZ EZ30S1HZ EZ30S1BZ EZ30S1GZ E40S1HZ E40S1BZ E40S1GZ EZ40S1HZ EZ40S1BZ EZ40S1GZ E50S1HZ E50S1BZ E50S1GZ EZ50S1HZ EZ50S1BZ EZ50S1GZ
CONVERSION CENTER
30
Frame 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS 160LCS 160LCS 160LCS 160ZBS 160ZBS 160ZBS
KITS & ACCESSORIES
25
Voltage 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575 200 230/460 575
Triple Dip & Bake Impregnation Intermittent Duty (Rated 80 Starts/Hour In 50°C Oil or 120 Starts/Hour In 40°C Oil) CSA®† Certified (#LR39413) & UL®† Component Recognized (#E51488) Use P/N 399867000 For Loose L32 Flange For 160ZBS Frames (List $77, Weight 15 lbs) DS-28 • Use P/N 399865000 For Loose Z Flange For 160LCS Frames (List $77, Weight 8.5 lbs) DS-28
VERTICAL PUMP
20
RPM 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600 3600
• • • •
POWER TOOL
• • • • • • •
AIR COMPRESSOR
FEATURES:
US ELECTRICAL MOTORS
908000
Motor Wiring Diagram 12 Lead, Dual Voltage, Wye Start / Delta Run, Both Voltages or 6 Lead, Single Voltage, Wye Start / Delta Run
Per NEMA MG1 1998-1.76, "A Wye Start, Delta Run motor is one arranged for starting by connecting to the supply with the primary winding initially connected in wye, then reconnected in delta for running condition." This is accomplished by a special Wye-Delta starter configuration using six leads from the motor and is intended to limit the inrush current required to start the motor. Motors designed by US Motors for Wye start, Delta Run may also be used for across the line starting using only the Delta connection. Damage will occur if the motor is operated with load for more than 30 seconds on the Wye without transition to Delta. To reverse direction of rotation, interchange leads L1 & L2. Each lead may have one or more cables comprising that lead. In such case, each cable will be marked with the appropriate lead number.
Connection Plate: Connection Decal:
908000 958400
Revised: Revised:
Page 226 CemcoLift 2008
12/13/99 REP 10/13/00 REP
ELEVATORS GATE AND DOOR AIR COMPRESSOR POWER TOOL VERTICAL PUMP
Special Application Three Phase, Open Dripproof (ODP) Dry Hydraulic Elevator Motor APPLICATIONS: Designed for elevators where dry hydraulic motors are required, usually five stories or less.
FEATURES: • • • • •
NEMA®† and CSA®† Certified 1800 RPM NEMA®† Design B 80 Starts Per Hour F1 Assembly
HP 20
25
REFERENCE DATA
CONVERSION CENTER
KITS & ACCESSORIES
30
40
50
60
75 100
60 Hertz Class F Insulation 1.15 Service Factor Intermittent Duty Rated For Operation in a 40°C Ambient Temperature Ball Bearing Design
RPM 1800
Voltage 200
Frame 254T
Catalog Number DH20S2HF
List $1,001
Discount Symbol DS-3ID
SF 1.00
“C” Dim. (inches) 22.6
Ship Wt. (lbs.) 150
Full Load Amps 58
1800
230/460
254T
DH20S2BF
$1,001
DS-3ID
1.00
22.6
150
52/26 20.1
1800
575
254T
DH20S2GF
$1,101
DS-3ID
1.00
22.6
150
1800
200
256T
DH25S2HF
$1,448
DS-3ID
1.00
23.2
160
72
1800
230/460
256T
DH25S2BF
$1,448
DS-3ID
1.00
23.2
160
65/32
1800
575
256T
DH25S2GF
$1,568
DS-3ID
1.00
23.2
160
25.2
1800
200
284T
DH30S2HF
$1,745
DS-3ID
1.00
24.9
225
84
1800
230/460
284T
DH30S2BF
$1,745
DS-3ID
1.00
24.9
225
73/36
1800
575
284T
DH30S2GF
$1,885
DS-3ID
1.00
24.9
225
29.6
1800
200
286T
DH40S2HF
$2,031
DS-3ID
1.00
24.9
250
111
1800
230/460
286T
DH40S2BF
$2,031
DS-3ID
1.00
24.9
250
96/48
1800
575
286T
DH40S2GF
$2,136
DS-3ID
1.00
24.9
250
39
1800
200
324T
DH50S2HF
$2,509
DS-3ID
1.00
27.3
420
133
1800
230/460
324T
DH50S2BF
$2,509
DS-3ID
1.00
27.3
420
116/58
1800
575
324T
DH50S2GF
$2,694
DS-3ID
1.00
27.3
420
47
1800
200
326T
DH60S2HF
$3,017
DS-3ID
1.00
27.3
460
160
1800
230/460
326T
DH60S2BF
$3,017
DS-3ID
1.00
27.3
460
139/69
1800
575
326T
DH60S2GF
$3,177
DS-3ID
1.00
27.3
460
56
1800
230/460
364T
DH75S2BF
$3,711
DS-3ID
1.00
28.7
580
185/92
1800
575
364T
DH75S2GF
$3,921
DS-3ID
1.00
28.7
580
70
1800
230/460
365T
DH100S2BF
$4,544
DS-3ID
1.00
29.7
600
235/118
1800
575
365T
DH100S2GF
$4,694
DS-3ID
1.00
29.7
600
94
1800
230/460
404T
DH125S2BF
$4,955
DS-3ID
1.00
32.6
750
288/144
1800
575
404T
DH125S2GF
$5,105
DS-3ID
1.00
32.6
750
114
Notes
INDEX
125
• • • • •
† All non-Emerson Electric Co. marks shown within this document are properties of their other respective owners
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www.emersonmotors.com
Renewal Parts Section 700 Page 4-S
Page 1 of 1
FRAMES 182 THRU 405 - OPEN DRIPPROOF TYPES: A, A2, A4, AE, AEF, AEF1, AEF4, AF, AF1, AF4, AFI, AFI1, D, D1, D2, D3, D4, DE, DE1, DE4, DEF, DEF1, DEF4, DF, DF1, DF3, DF4, DFI, DFI1, DFI4, DI, DI1, DI4, FD, FD1, FD4, FDF, FDF1, FDF4, FR, FRF1, R, R1, R2, R4, RE, RE1, REF, REF1, REI, RF, RF1, RI, RI1
ITEM NO.
QTY
ITEM NO.
1
4
QTY
Screw
21
2
Screw
2 3
1
Gasket
22
4
Sem
1
Outlet Box Cover
23
1
Air Deflector(Pulley End)
4
2
Screw
24
1
Pipe Plug
5
1
Gasket
25
1
Pipe Plug
6
1
OutLet Box Base
26
1
Pulley End Bracket
7
4
Screw
26A
1
Bracket ('C' Style & R-1)
8
2
Screw
27
1
Snap Ring
9
1
Bracket Plug
28
1
Locknut & Lockwasher
10
4
Sem
29
1
11
1
Air Deflector (Short End)
Ball Bearing (Pulley End) Refer to section 775)
12
1
Pipe Plug
30
1
Slinger (Pulley End)
31
1
Bearing Cap (Pulley End) (R-1)
32
1
Rotor Assembly (Includes Items 32A & 32B)
NAME OF PART
NAME OF PART
13
1
Pipe Plug
14
1
Short End Bracket
15
1
Disc Spring (Short End)
32A
1
16
1
Ball Bearing (Short End)
32B
1
17
1
Bearing Cap (Short End)
33
1
Wound Stator Assembly
18
1
Slinger (Short End)
34
1
Eyebolt
19
1
Key
35
1
Water Slinger
20
4
Screw
36
1
Snap Ring
WARNING: Any disassembly or repair work on explosionproof motors will void the Underwriters Laboratories, Inc. label unless done by the manufacturer, or a facility approved by the Underwriters Laboratories, Inc. Refer to your nearest U.S. Elecrical Motors office for assistance.
Rotor Shaft Rotor Core
BEARINGS: Refer to motor nameplate for the bearing numbers.
PRICES: Parts stocking distributors: refer to USEM renewal parts numerical index. All Others: refer to your nearest USEM parts distributor. reference: Renewal Parts Section 700, Page 4
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Copyright © 2005 Emerson Electric Co. All rights reserved
Page 228 CemcoLift 2008
http://www.usmotors.com/service/renewal/RP004.asp
8/8/2008
US ELECTRICAL MOTORS
137033
Motor Wiring Diagram 12 Lead, Dual Voltage, Wte Start / Delta Run, Both Voltages
Per NEMA MG1 1998-1.76, "A Wye Start, Delta Run motor is one arranged for starting by connecting to the supply with the primary winding initially connected in wye, then reconnected in delta for running condition." This is accomplished by a special Wye-Delta starter configuration using six leads from the motor and is intended to limit the inrush current required to start the motor. Motors designed by US Motors for Wye start, Delta Run may also be used for across the line starting using only the Delta connection. Damage will occur if the motor is operated with load for more than 30 seconds on the Wye without transition to Delta. To reverse direction of rotation, interchange leads L1 & L2. Each lead may have one or more cables comprising that lead. In such case, each cable will be marked with the appropriate lead number.
Connection Plate: Connection Decal:
137033 344138
Revised: Revised:
Page 229 CemcoLift 2008
12/13/99 REP 10/13/00 REP
Installation, Operation & Maintenance Instructions For your safety, read and retain this manual
E N G L I S H
GEARMOTORS HORIZONTAL MOTORS
TITAN MOTORS
VERTICAL MOTORS
VARIABLE SPEED DRIVES
Emerson Motor Company 8050 West Florissant Ave. PO Box 36912 St. Louis, MO 63136 Send for free brochure by product name Page 230
CemcoLift 2008
448888
Rev. 01/04
SAFETY FIRST E N G L I S H
High voltage and rotating parts can cause serious or fatal injury. Safe installation, operation and maintenance must be performed by qualified personnel. Familiarization with, and adherence to, NEMA MG2, the National Electrical Code (NEC), and local codes is required. It is important to observe safety precautions to protect personnel from possible injury.
PERSONNEL SHOULD BE INSTRUCTED TO: 1.
Be familiar with the equipment and read all instructions thoroughly before installing or working on equipment. 2. Avoid contact with energized circuits or rotating parts. 3. Disconnect all power sources before initiating any maintenance or repair. 4. Act with care in accordance with prescribed procedures in handling and lifting this equipment. 5. Be sure unit is electrically grounded in accordance with code requirements. 6. Be sure equipment is properly enclosed or protected to prevent access by children or other unauthorized personnel to prevent possible accidents. 7. Be sure shaft key is fully captive before unit is energized. 8. Avoid contact with capacitors until safe discharge procedures have been completed. 9. Provide proper guarding for personnel against rotating parts and applications involving high inertia loads which can cause overspeed. 10. Avoid extended exposure to equipment with high noise levels.
INSPECTION AND HANDLING Inspect unit to make sure no damage has occurred during shipment. Check nameplate for correct speed, horsepower, voltage, hertz and phase for conformance with power supply and equipment. Units should be lifted using all eyebolts or lugs if provided. These eyebolts or lugs are provided for lifting this unit only and must not be used to lift any additional weight. Lifting angle, from shank of eyebolt, must not exceed 30 degrees for machines with single and 45 degrees for machines with multiple lifting means. Replacement eyebolts must be per ASTM A489 or equivalent. All eyebolts must be securely tightened. Be careful not to touch overhead power lines with lifting equipment. Failure to observe this warning may result in serious personal injury.
STORAGE Units should be stored indoors, in a clean, dry location & winding should be protected from excessive moisture absorption. NOTE: If motors are to be stored for over one year, refer to Emerson Motor Company. If motors are to be stored for over one year and if gear and belt transmission units are to be stored for over six months, refer to Emerson Motor Company.
LOCATION Use only UL Listed Hazardous Location Motors for service in Hazardous Locations as defined in Article 500 of the NEC. Units should be located in a clean, well-ventilated area. Units should be located in a suitable enclosure or protected to prevent access by children or other unauthorized personnel to prevent possible accidents. 2-En Page 231 CemcoLift 2008
INSTALLATION / MOUNTING Mount unit on a firm, flat surface sufficiently rigid to prevent vibration. Drive belts and chains should be tensioned in accordance with supplier recommendations. Couplings should be properly aligned and balanced. For belt, chain and gear drive selection refer to the drive or equipment manufacturer. For application of drive equipment refer to applicable information in NEMA MG1. Motors have been dynamically balanced using a half key the same length as the full key shipped with the motor. If pulley length keyway is less than this length, rework long key by removing one-half of excess length between pulley and end of key to maintain balance. Do not restrict motor ventilation. Unless otherwise specified on nameplate, motor is designed for operation in accordance with NEMA MG1 “Usual Service Conditions” which states an ambient temperature range of -15º C to 40º C (5º F to 104º F). Standard grease lubricated units are suitable for operation within this temperature range. Special lubricants may be required for ambient temperatures outside of this range. Note: Motors operating under rated load and allowable ambient conditions may feel hot when touched; this is normal and should not be cause for concern. When in doubt, measure frame surface temperature and confer with nearest office. Enclosed motors normally have condensation drain openings. Insure that drain openings are properly located and open (plugs removed) for the motor mounting position. Drain openings should be at lowest point of end brackets, frame housing and terminal housing when the motor is installed. This may require modification of motor to accomplish. If unit appears wet, and/or has been stored in a damp location, dry out thoroughly and check for adequate insulation resistance to ground before operating. Guards should be provided for all exposed rotating parts to prevent possible personal injury. Keep fingers and foreign objects away from ventilation and other openings. Applications involving high inertia loads may damage this equipment due to motor overspeed during coast shutdown. Such applications should be referred to Emerson Motor Company. Do not force drive coupling or other equipment onto shaft, as bearing damage may result.
POWER SUPPLY AND CONNECTIONS The power supply must agree with values on nameplate. Terminal voltage should not vary more than ±10% of nameplate voltage at rated frequency. Unbalanced line voltage, greater than one percent, can cause overheating. Do not exceed the rated load amperes on the nameplate. Starting controls and overload protection should be properly sized in accordance with the NEC and the control manufacturer's recommendations. Motor connections should be made by following instructions on connection diagram. Determine direction of rotation before connecting driven equipment. If direction of rotation label is supplied, operate only in specified direction. Rotation may be reversed on three phase motors by interchanging any two line connections. On single phase motors interchange leads per connection diagram on motor. Wiring of units, controls and grounding shall be in accordance with local and NEC requirements. Failure to properly ground unit may cause serious injury to personnel. Where unexpected starting could be hazardous to personnel, do not use automatic reset starting devices.
USE OF VARIABLE FREQUENCY DRIVES Electric motors can be detrimentally affected when applied with variable frequency drives (VFD's). The non-sinusoidal waveforms of VFD's have harmonic content which causes additional motor heating; and high voltage peaks. 3-En Page 232 CemcoLift 2008
E N G L I S H
Other effects of VFD's on motor performance include reduced efficiency, increased load current, vibration and noise. Standard motors utilized with VFD's must be limited to those application considerations defined in NEMA MG-1 Part 30. Refer to PDS #811-215 available at www.usmotors.com. E N G L I S H
NEMA MG-1 Part 31 defines performance and application considerations for Definite-Purpose Inverter Fed Motors. To insure satisfactory performance and reliability, U.S. Electrical Motors offers and recommends nameplated inverter duty motor products which meet the requirements of NEMA MG-1 Part 31. The use of non-inverter duty motors may result in unsatisfactory performance or premature failure, which may not be warrantable under the Terms and Conditions of Sale. Contact your Emerson Motor Company Field Sales Engineer for technical assistance for motor selection, application and warranty details.
OIL LUBRICATION Most oil lubricated units are shipped without oil. Refer to Instruction Manual with unit for specific type and grade of oil to be used, change interval and level. If lubrication instructions specify synthetic oil, do not substitute. For applications in the food and drug industry (including animal food), consult the petroleum supplier for lubricants that are acceptable to the Food and Drug Administration and other governing bodies.
MAINTENANCE Inspect units at regular intervals. Keep units clean and ventilation openings clear of dust, dirt or other debris. Lubricate units per this operating instruction folder and instruction plate on unit. Excessive lubrication may damage the unit. Do not over grease. Disconnect all power sources to the unit and discharge all parts which may retain an electrical charge before attempting any maintenance or repair. Screen and covers must be maintained in place when unit is in operation. Failure to observe this warning may result in personal injury. U.L. Listed Motors for use in Hazardous Locations: Repair of these motors must be made by the manufacturer or manufacturer's authorized service station approved to repair U.L. Listed Motors. The U.L. listing applies to the electric motor only and not the belt or gear transmissions or other devices that may be connected to the motor.
COOLING TOWER DUTY MOTORS During installation, insure drain plugs are removed from lower drain holes in bracket and outlet box. All upper drain holes must be plugged at all times. External umbrella seal must be in place for shaft up applications. Motors with Bearing numbers “XXXX-2RS” are double sealed and not to be relubricated.
VARIDRIVE UNITS Do not turn speed control hand wheel while unit is not operating; this may cause damage to the unit. Hand wheel position is a relative speed indication only. Use direct speed sensing accessory for precise speed indication. Units equipped with electric remote speed indicator accessory are not calibrated at the factory and must be calibrated at site. Refer to calibration instructions with the unit. VARIDRIVES equipped with ENDOLUBE construction do not require lubrication of the sliding Varidisc. Operate VARIDRIVE through its entire speed range weekly.
4-En Page 233 CemcoLift 2008
Do not force control wheel beyond speed limits shown on the nameplate. The mechanism and belt are designed for the rated speed and horsepower shown on the nameplate. Operation beyond these limits may result in damage to the belt and mechanism and possible injury to personnel. The covers on the frame case must not be removed or left off while unit is in operation. Do not attempt to disassemble or repair the driven pulley discs because high spring tension may be released causing injury to personnel. Refer to authorized Service Center. Refer to VARIDRIVE Installation and Maintenance Manual for complete belt changing instructions. For additional detailed information, request specific product installation and maintenance manual.
GREASE LUBRICATION INSTRUCTIONS Units are prelubricated at the factory and do not require initial lubrication. Relubricating interval depends upon speed, type of bearing and service. Refer to Table 1 for suggested regreasing intervals. Operating conditions may dictate more frequent lubrication. Motor must be at rest and electrical controls should be locked open to prevent energizing while motor is being serviced (refer to section on Safety). If motor is being taken out of storage, refer to storage procedures. To relubricate bearings, remove the drain plug. Inspect grease drain and remove any blockage with a mechanical probe taking care not to damage bearing. Under no circumstances should a mechanical probe be used while the motor is in operation. Add new grease at the grease inlet, refer to Table 1 for replenishment quantities. New grease must be compatible with grease in the motor (See Caution Note). Run the motor for 15 to 30 minutes with the drain plug removed to allow purging of any excess grease. Shut off unit and replace the drain plug. Return motor to service. Some motors have sealed bearings and are not regreasable. Over greasing can cause excessive bearing temperatures, premature lubricant breakdown and bearing failure. Care should be exercised against over greasing.
Table 1 Recommended Grease Replenishment Quantities & Intervals (For lubrication of units in service) Bearing Number-Common 62XX 6203-6207 6208-6212 6213-6215 6218-6220 6221-6228
63XX 6303-6306 6307-6309 6310-6311 6312-6315 6316-6320
Bearing Number-AFBMA XXBC02 17-35 40-60 65-75 80-100 105-140
XXBC03 17-30 35-45 50-55 60-75 80-100
Grease FL Oz. 0.2 0.4 0.6 1.0 1.8
Lubrication Interval 3600 RPM 2 Years 1 Year 1 Year 6 Mos. 6 Mos.
1800 RPM 3 Years 2 Years 2 Years 1 Year 1 Year
1200 RPM 3 Years 2 Years 2 Years 2 Years 1 Year
For motors mounted vertically or in hostile environments, reduce intervals shown by 50 percent. Refer to motor nameplate for bearings provided on a specific motor. For bearings not listed in table above, the amount of grease required may be calculated by the formula: G=0.11 x D x B Where; G = Quantity of grease in fluid ounces. D = Outside diameter of bearing in inches. B = Width of bearing in inches. 5-En Page 234 CemcoLift 2008
E N G L I S H
Table 2 RECOMMENDED GREASES E N G L I S H
THE FOLLOWING GREASES ARE INTERCHANGEABLE WITH THE GREASE AS PROVIDED IN UNITS SUPPLIED FROM FACTORY (UNLESS STATED OTHERWISE ON A LUBRICATION NAMEPLATE PROVIDED ON MOTOR). MANUFACTURER EXXON CORP. CHEVRON U.S.A. INC.
GREASE (NLGI No. 2) POLYREX - EM SRI NO. 2
Greases of different bases (lithium, polyurea, clay, etc.) may not be compatible when mixed. Mixing such greases can result in reduced lubricant life and premature bearing failure. When necessary, prevent such intermixing by disassembling the motor, removing all old grease from bearings and housings (including all grease fill and drain holes). Inspect and replace damaged bearings. Fill bearing housings and bearing approximately 30% full of new grease. Remove any excess grease extending beyond the edges of the bearing races and retainers. Refer to Table 2 for recommended greases.
WARRANTY LIMITED WARRANTY All U.S.E.M. products are warranted against defects in workmanship and materials for 12 months from date of installation, not to exceed 18 months from date of shipment from EMC. Some of U.S.E.M's products carry a warranty period longer than 12 months. Please refer to the current price catalog or to EMC for details on specific products. This limited warranty does not apply to any product which has been subject to misuse, misapplication, neglect (including without limitation, inadequate maintenance), accident, improper installation, modification, adjustment, or repair. This constitutes EMC's only warranty in connection with this sale and is in lieu of all other warranties, expressed or implied, written or oral. THERE ARE NO IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE THAT APPLY TO THIS SALE. No employee, agent, dealer or other person is authorized to give any warranties on behalf of EMC nor to assume for EMC any other liability in connection with any of its products.
EXCLUSIVE REMEDY EMC's liability shall be limited exclusively to repairing or replacing any product found by EMC to be defective, or at EMC's option, to refund the purchase price of its product. Such product shall be returned, freight prepaid, to the nearest U.S.E.M. authorized service station or EMC factory. It is agreed that such replacement, repair, or refund be the sole and exclusive remedies available from EMC. EMC shall not be liable for damages of any sort whatsoever beyond these exclusive remedies including incidental and consequential damages regardless of whether any claim is based upon contract, negligence, strict liability, tort, warranty, or other basis. The repair or replacement of the product, or the refund of the purchase price, at EMC's option, constitutes fulfillment of all liabilities of EMC to the buyer for defective products.
RENEWAL PARTS AND WARRANTY SERVICE When inquiring for renewal parts, call the nearest U.S. Electrical Motors Parts Stocking Distributor. For warranty service, call the nearest U.S. Electrical Motors Authorized Service Station. Give them complete Nameplate data, including identification number, etc. Request installation and maintenance manuals by product name. 6-En Page 235 CemcoLift 2008
FOR SERVICE CALL: NEAREST U.S.E.M. AUTHORIZED SERVICE STATION OR U.S.E.M. PRODUCT SERVICE ST. LOUIS, MO 1-800-566-1418 E N G L I S H
VISIT OUR WEB SITE www.usmotors.com
SALES REGION EMERSON MOTOR COMPANY ST. LOUIS, MO INTERNATIONAL SALES MONTREAL, QUEBEC/CAN.
PHONE
314 - 553 - 4157 514 - 332 - 1880
TOLL-FREE
FAX
888 - 637 - 7333 N/A 800 - 361 - 5509
314 - 553 - 2087 314 - 553 - 2135 514 - 332 - 5912
MARKHAM, ONTARIO/CAN. 905 - 475 - 4670 MONTERREY, MEXICO 011 - 52818 - 389 - 1300
N/A N/A
905 - 475 - 4672 011 - 52818 - 389 - 1310
CARACAS, VENEZUELA BOGOTÁ, COLOMBIA
N/A N/A
582 - 232 - 9727 571 - 439 - 5417
582 - 237 - 7522 571 - 439 - 5420
Notes ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ 7-En Page 236 CemcoLift 2008
Valves CemcoLift Valves CV-500
Page 237 CemcoLift 2008
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E L E V A T O R S Y S T E M S
CV-500 Hydraulic Control Valve TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
11.29.06
REV. DATE
CV500 Manual.vsd Page 239 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve Features
The CV-500 valve performs all necessary control functions for the operation of a hydraulic elevator in both directions. The salient features of the CV-500 are as follows:
Operation
Smooth Up Start y y
Allows motor to reach full running speed before load is applied to pump. One adjustment for soft start and acceleration.
The BP Piston then closes at an adjustable rate and forces a smooth, ever increasing flow to the elevator driving machine.
Up Transition (UT) y
Smooth adjustable transition over broad pressure range
Up Leveling (UL) y y
Maintains leveling speed regardless of change in system pressure, oil viscosity, or pump output. Non-critical adjustable leveling speed.
Up Stop (US) y
As the pump starts, the CV-500 Valve bypasses the full pump output to the tank. This allows the pump motor to reach full speed at minimum load.
Provides smooth up stop which is solenoid operated and adjustable
When the car reaches the slow-down switch at the next floor, the BP Piston then opens at an adjustable rate, smoothly slowing the car to a pre-determined, stabilized leveling speed. The leveling speed remains constant regardless of the load on the car until the car reaches floor level. The leveling switch opens the stop solenoid (UDS), allowing the BP port to bypass the entire pump output to the tank, bringing the car to a smooth stop. NOTE - Pump Motor must be timed to run approximately 1 to 1/2 second after the car has stopped. The BP Piston is now in the open position ready for the next up start.
Manual Lowering Valve (MLV) y
Push-button manual lowering provided at leveling speeds, with adjustable minimum pressure ball check option.
Check Valve y
Locks the elevator on a column of oil while the car is stopped.
Lowering the elevator is accomplished by energizing solenoids DMS and DLS. When DMS is de-energized by a slow down switch, the down piston closes at an adjustable, smooth rate, slowing the car to a pre-determined, adjustable leveling speed. DLS is de-energized at floor level. Recommended slow down distance is approximately 6" for direct acting and 7" for roped hydraulic for every 25 foot-per-minute of car speed.
Additional Features
Down Speed Compensator (DSC)
y The Down Speed Compensator Adjuster (DSC) regulates the down speed, regardless of the load on the elevator. It is to be used on a Roped Hydraulic application, due to the y requirement of an over speed governor. y Low Pressure Adjuster (LPA) y y
y
The purpose of the LPA adjuster is to prevent the manual lowering of the hydraulic plunger on a Roped Hydraulic elevator when the car is on safety.
Light weight heat treated high strength aluminum body with demountable 2" NPT pipe flanges using socket head cap screws. Pipe Wrenches NOT required. Pump inlet and cylinder outlet center-lines are compatible with UV5 series valves for easy upgrade. Fully adjustable pressure relief valve. (PRV) Ultra fine pitch adjustors allow for extremely sensitive control.
Page - 1
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 240 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve Ratings
Fluid y
For oil service, Texaco Rando HD32 / HD68 turbine oil, viscosity 150 SSU / 300 SSU with a minus pour point is recommended.
Pressure y
Rated at: 90PSI (620kPa) minimum, 800 PSI (5510kPa) maximum.
Temperature y
21 C (70 F) Minimum, 65 C (150 F) Maximum
WARNING:
Removing the temperature strip could void the warranty of this valve.
Note: The best valve operation is achieved when the oil temperature range is within 30 F from minimum to maximum.
Examples: 70 F to 100 F 100 F to 130 F 120 F to 150 F y y
Oil temperatures above 150 F will cause the additives in the hydraulic oil to break down All valve adjustments must be made at the minimum operating oil temperature
Size y
All CV-500 valves must be sized to bypass the entire capacity of the pump output at MINIMUM pressure. Page - 2
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 241 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve
Note:
"A" Port Screened Input for the Up Section, Down Closing Adjustor "DC" Screened Input for the Down Section.
IMPORTANT! All Hoistway Switches, Vanes and/or Cams must be set at their approximate locations before attempting Automatic Operation.
Page - 3
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 242 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve PRE-SET ALL ADJUSTERS. With an empty car (no load / min.PSI) and the oil temperature at the minimum operating temperature, adjust in sequence adjustments #1 thru #5.
Up Pre-Setting 1 2 3 4 5
Bypass (BP) - CCW to stop, then CW 2 turns. (Open) Up Start (UA) - CW 8 turns (Closed) Up Leveling (UL) - CCW to stop. Up Transition (UT) - CCW to stop. Up Stop (US) - (Soft Stop) CCW to stop.
Up Transition for Roped Cars - CCW to stop. CW = Clockwise CCW = Counter Clockwise (Facing the Adjustor)
Up Leveling Solenoid (ULS) Up Dump Solenoid (UDS)
Up Adjustments 1
Bypass Flow Adjustor (BP)
y y y y y
No load at lower floor. y Electrically Disconnect UDS coil. y Start Pump. y Turn BP in CW until car moves. Let car rise until it is clear of any leveling or stopping vanes, y then turn BP out until car stops plus 1/2 turn CCW. y Reconnect UDS. y
y
3
Notes: After sizing the Bypass Piston, check the threads showing on the Bypass Adjustor. There must be no less than 6 threads past the locknut and no more than 11 threads past the locknut. If less that 6 threads, install a smaller Bypass Piston. If more than 11 threads, install a larger Bypass Piston.
Up Start Adjustor (UA)
y y y y y
Car at lower floor. Start Pump. Turn UA out CCW for up acceleration. Car should reach full speed in 2 1/2 feet. DO NOT DRAG OUT ACCELERATION.
Car at lower floor, no load. Disconnect ULS. With Pump running, turn UL in CW until a leveling speed of 10 to 12fpm is obtained. Reconnect ULS. 1 foot in 5 seconds = 12fpm. CW = Faster leveling speed CCW= Slower leveling speed.
4
Up Transitioning Adjustor (UT)
y
Car at lower floor, no load. Send car up. Turn UT "IN" CW for smoother transition (slow Down). Adjust UT to suit Conditions.' Slow-down switch should be set to give 3" to 4" inches of stabilized leveling. Do NOT adjust valve to suit switch, adjust switch or vane to suit valve.
y y y
2
Up Leveling Adjustor (UL)
5
Up Stop Adjustor (US)
y
(Soft Stop) Turn US in CW for softer stop.
Note: Pump motor must be timed to run approximately 1/2 second after the car has stopped. Page - 4
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 243 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve HPRV Adjustment
HPRV Must be adjusted after all other adjustments are set. The HPRV is located on the top of the valve body as shown. Turn the adjustor in CW for higher relief pressure, CCW for lower relief pressure. The HPRV has been set to the calibrated maximum system pressure and sealed. The HPRV must be recalibrated and adjusted to relieve at 145% of the full load working pressure per ANSI A17.1 / B44 and/or local ordinances, then resealed with the elevator examiner's seal. Notes: If the maximum system pressure is not available at the time the CV-500 is shipped, then the HPRV will be set at 450 PSI and sealed. When setting the HPRV, the pressure reading must be taken from "A" port.
Page - 5
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 244 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve Pre- Set All Adjusters With an empty car - no load ( minimum PSI ) and the oil temperture at the minimum operating temperature adjust in sequence adjustments #5 thru #12. Down Pre-Setting Down Closing (DC) - CCW to stop. Down Leveling (DL) - CCW to stop, then CW 6 turns. Down Full Speed (DM) - CCW to stop, then CW 6 turns. Down Transition (DT) - CW To Stop
6 7 8 9
6
y y 7
y y y y y y y y 8
y y
Down Closing Adjustor (DC)
10 11 12
Down Acceleration (DA) - CCW to stop. Down Speed Control (DSC) - CCW to stop. Low Pressure Adjustor (LPA) - See Page 7 for Instructions.
Down Adjustments
See Page 7 for settings. DC is a screened input, clogging will affect all other down adjustments
Down Leveling Adjustor (DL) Car at upper landing, electrically disconnect DMS coil. Energize DLS coil. Car should start moving down slowly ("Pilot Flow") Turn DC in CW (slowly) until car moves faster. Adjust DL for 10-12fpm. Recycle car several times to determine Down Start & Stop, Stop should be firm. Turn DC in CW (1/6th turn at a time) for softer stop. Be sure Stop is correct as DC affects all other lowering adjustments. CCW = faster leveling speed; CW = slower leveling speed.
9
Down Transition Adjustor (DT)
y y y
Usually remains closed. Recycle car and observe down transition. If too abrupt, loosen locknut and turn DT out CCW 1/6th of a turn at a time. Down level speed will increase as DT becomes effective, maintain down level speed at 10-12fpm.
y
10
Down Acceleration Adjustor (DA)
y
Car at upper landing, energize DMS and DLS coils (Car should accelerate at max rate to full speed). Turn DA in CW for slower acceleration; CCW for faster acceleration.
y
Down Speed Adjustor (DM)
11
Down Speed Compensator Adjustor (DSC)
Car at upper landing, energize DMS and DLS coils (Car should lower) Turn DM out CCW to obtain contract speed.
y y
Empty car, energize both DMS and DLS coils. Turn adjustor in CW until car slows, then CW one more turn. Observe down speed. You do not need full load, only a partial load to set DSC.
y y
Note:
When DM is set for contract speed, if less than 4 threads are showing, replace the Down V Guide with the next smaller size. See the Down V Guide sheet for sizing. Then readjust DL & DM.
Page - 6
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 245 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve Down Adjustments (cont'd.) 13
Manual Lowering (ML)
The LPA must be the last adjustment made in the down adjustment sequence. Do not preset the LPA until you are ready to make the final adjustment. The LPA adjustor will affect the manual lowering, so it is most important that the preset and the final adjustment of the LPA is made in sequence.
y
Push manual lowering button to lower car at leveling speed.
y y y
Safety Note:
12
y
Low Pressure Adjustor (LPA)
Preset LPA CW to stop. Depress the manual lowering button ML. Turn the LPA CCW until the car moves down at approximately leveling speed. LPA is set.
Caution: If persons are riding the car during manual lowering, stay clear of car door.
All electrical power must be off during manual lowering.
The purpose of the LPA adjustor is to prevent the manual lowering of the hydraulic plunger on a roped hydraulic elevator when the car is on safety.
DC Adjustment
The adjustment of DC is the most important adjustment in the down section of the CV-500 valve. All other down adjustments will be affected. If DC is not adjusted correctly, then DT cannot be adjusted correctly and the down stop will not be consistent.
Down Closing (DC) 1 2 3
4
Down Transition (DT)
Car at top of hoistway, preset DC adjustor CCW to stop. y 8 turns CW closes DT. The DT adjustor is only used to Energize the DLS coil DO NOT energize the DMS coil. soften the down transition, this is done by turning the DT With the DLS coil energized, the car will move down on pilot adjustor CCW. flow. Adjusting DC by turning CW will permit the car to move down faster. Adjust DL so the leveling speed of the car is approximately 1012fpm. Turning DL CCW increases leveling speed. Turning DL CW decreases leveling speed (After DC is set, check the leveling speed.) Further Clarification of the Adjustment of DC
With DLS energized, adjust DC CW until the car just begins to move. The car must STOP INSTANTLY AFTER THE DLS IS DEENERGIZED. There CAN NOT BE ANY HESITATION on the stopping of the car (no slide). Repeat the process of energizing and deenergizing the DLS coil to insure that the car moves and stops as described above. This adjustment is within 1/2 of a turn of being correct or incorrect.
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Page - 7
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 246 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve CV-500 Valve Quick Adjustment Procedure Up Direction Adjustment Sequence
Adjustment & Preset CCW --
CW
BP stop --
2
Wrench Size (Box) (Allen) Lock Nut -- Adjustor
Coil State Energized *De-energized
Procedure / Comments
UDS 1
2
3
4
5
UA 0
9/16"
3/8"
-- stop
UL -stop UT -stop US -stop
7/16"
0
3/16"
--
3/32"
--
3/32"
--
CW to car moves; CCW to car stops + 1/2
* * * *
ULS
CCW = faster; CW = slower ULS
7/16"
3/32"
--
*
CCW = slower; CW = faster
7/16"
3/32"
--
*
Up Leveling Adjustor (UL)
UDS CW = slower (softter) ULS
0
Up Start Adjustor (UA)
UDS ULS
0
Bypass Flow Adjustor (BP)
UDS
Up Transition Adjustor (UT)
UDS CCW = slower; CW = faster ULS
Up Stop Adjustor (US)
Down Direction Adjustment Sequence 1A
1B
2
3
4
5
1
2
Adjustment & Preset CCW --
CW
DC -stop
0
DM -stop
6
HPRV -stop
0
3/8"
none
none
3/8"
-- DT stop
DSC -stop
--
Energized * De-energized
3/32"
--
Procedure / Comments
CW = slower close
* 6
DA -stop
Coil State DMS
DL -stop
0
Wrench Size (Box) (Allen) Lock Nut -- Adjustor
3/8"
0
0
7/16"
3
LPA stop
1/2"
DLS
Down Closing Adjustor (DC)
DMS
CCW = faster; CW = slower
DLS
(DL Increases with DT) Down Leveling Adjustor (DL)
3/16"
--
3/16"
--
* * *
DMS CCW = faster; CW = slower DLS
Down Speed Adjustor (DM)
DMS
CCW = slower (softter)
DLS
(DL Increases with DT) Down Transition Adjustor (DT)
3/32"
--
3/32"
--
3/32"
--
3/16"
--
* * * * * * *
DMS CW = slower DLS DMS CCW = faster; CW = slower DLS
CCW = lower; CW = higher ULS
3/32"
--
Down Speed Compensator (DSC)
UDS
DMS 3/8"
Down Acceleration (DA)
DLS
High Pressure Relief Adjustor (HPRV)
Depress ML manual lowering button. Turn LPA CCW until car moves. Low Pressure Adjustor (LPA) Page - 8
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 247 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
CV-500 Hydraulic Control Valve Wrench Size
Part
5/8" Box
Remove All Adjustors Remove Low Pressure Adjustor (LPA)
3/8" Allen
Remove Inlet and Outlet Flanges Remove BP & Down
1/4" Allen
Remove UL - DSC Flanges
3/4" Box
Remove Solenoid Coils Remove PRV
3/16" Allen
Remove Solenoids
7/16" & 1/2" Box
Down Seal Disc
5/32" Allen
Remove UL - DSC Spools
9/16" Box
Remove Seal Cap Low Pressure Replace check Piston, O-Ring
3/8" Box
Lock nut for Low Pressure Adjustor
Tool LIst
Size / Description
Box Wrenches
3/4", 5/8", 9/16", 1/2", 7/16", 3/8"
Allen Wrenches
3/8", 1/4", 3/16", 5/32", 3/32"
Pressure Gauge
0-1000 PSI Parker Quick Disconnect Series 60-H1-62
Page - 9
TITLE : CAD.
Bill Heller
ENGR.
Chris Herrmann Bill Payton
Hydraulic Control Valve CV-500 DATE
DWG #
CV500 Manual.vsd
11.29.06
REV. DATE
Page 248 CemcoLift 2008
E L E V A T O R S Y S T E M S 2801 Township Line Road - Hatfield, PA 19440 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343 Web http://www.cemcolift.com
Valves EECO Valves UV5A
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The EECO Advantage!
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The UV5A-T & UV5A-TC Compensated Valve
This Is The Valve You’ve Been Waiting For! Temperature Compensation With Optional Down Speed Control Now Makes The
UV5A An Exceptional Value!
Temper atur e & Pr essur e Compensation Continuing its 55 year tradition of providing the elevator industry with innovative quality products, EECO now offers a revolutionary improvement of our UV5A control valve. The Compensated UV5A-T is our standard valve, now equipped with full temperature compensation over its entire operational temperature range (80° to 150° F). Modifications to the valve body as well as improvements to its internal parts have drastically simplified UV5A-T down adjustments as well as making it the quietest valve on the market. Also available is the optional UV5A-TC Temperature AND Pressure Compensated valve. The pressure compensation system is built into a redesigned down piston assembly and maintains Constant Down Speed between no load and full load conditions. No field adjustments are required. Existing UV-5A control valves currently in service can now be upgraded to include both temperature compensation and/or constant down speed assemblies using simple field modification kits.
F eatur es Smooth Up Start Allows the pump motor to reach full running speed before load is applied to the motor. Provides a single adjustment for soft start and smooth acceleration.
Up Tr Tr ansition Provides unvarying transition through a wide pressure range. Up Lev Lev eling Maintains leveling speed regardless of change of system pressure, oil temperature & viscosity or pump output. Up Stop Provides smooth up stop which is solenoid operated and adjustable. Low e Provides controlled down acceleration, precise contract down speed, down transition, adjustable leveling Low ering Valv Valve speed and soft stop. Tool-less manual lowering feature is standard.
Check Valv e Locks the elevator on a column of oil while the car is stopped. Valve A dditional Featur es High temperature Viton seals now standard on all EECO valves. Lightweight, heat-treated, high strength Features aluminum body. All control adjustments are made from the front of the valve. Moving parts are restricted to sliding sealed pistons. The 251 valve has a fully adjustable pressure relief valve. Page CemcoLift 2008
7
UV5A-T & TC Valve Data & Request For Quote Valve Specifications PRESSURE: CSA-B44/UL Minimum/Maximum: 90 - 800 PSI (6.2 - 55.2 bar). Please specify if pressures less than 90 PSI (down to 50 psi) or greater than 800 PSI (up to 1100 PSI) are required. FLOW RATE: Minimum 10 GPM to maximum 200 GPM (38 -760 l/min). Please specify if flow rates greater than 200 GPM are required. OPERATING TEMPERATURE: 80° F (27° C) minimum to 150° F (65° C) maximum. GAGE PORTS: “Ram”(jack) and “Pump” gage ports are 1/8” NPT and are provided on top of the valve. Optional quick connect/disconnect fittings as well as 0-1000 PSI liquid filled pressure gages can be installed and/or supplied with the valve upon request (See below). OIL SPECIFICATIONS: Recommended oil: A good brand of grade 32 turbine oil with a viscosity of 150 SSU at 100° F (38° C). Other oils: The UV5A-T/TC is also compatible with grade 46 as well as biodegradable (vegetable) oil. LINE CONNECTION: Factory standard for each of the three valve ports is 2” NPT or 2” victaulic. STANDARD CSA-B44/UL APPROVED SOLENOID COIL OPTIONS: 110 VAC 208 VAC 220 VAC/110 VDC (Dual voltage coil) 440 VAC/220 VDC (Dual voltage coil) (For other coil options, please contact EECO)
UV5A-T Or UV5A-TC Valve Quotation/Order Form ❑ Request For Quote
❑ Order, PO #
Company
Telephone (
Contact
Fax (
Date
Date Required
1. Quantity Required 2 2. Coil Voltage
2
) )
8. Line Connections 2 2” NPT 3 2” Victaulic 3
Volts
3. Existing valve (If any): EECO UV5A (Size)
9. Jack Port
Pump
Jack
Return
❑ ❑
❑ ❑
❑ ❑
Left Hand 3
❑
Right Hand 4 ❑
Other (Mfg, model, size) 10. Constant Down Speed (UV5A-TC) 4 4. Static Pressure 1 (psi), Empty car at bottom landing.
or Empty Car Weight (lbs) Plunger Diameter (in)
Up Down
or Car Speed (FPM) Also need plunger info in #4 above.
6. Max Operating Pressure (PSI) Required for UV5A-TC.
13. Low Pressure Switch 4
❑
No
Jack
❑
Pump ❑
❑ Yes ❑
No
❑
❑ No ❑
14. Roped Application Options
If different
or Capacity (lbs) Also need empty car weight info in #4 above.
7. Total Travel (ft)
Yes
12. 0-1000 psi Liquid Filled Pressure Gage 4 Yes
or Circumference (in) 5. Flow Rate (GPM) 1
11. Pressure Gage Quick Disconnect
4
(Contact EECO)
1
System to close ‘down piston’ at 0 psi (very low pressure) 4
Yes
❑
No
❑
Manual Lowering Valve With Built-in Low Pressure Check Valve 4
Yes
❑
No
❑
Required for sizing, 2 Required, 3 Standard, 4 Optional
UI
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TO E VA R E
Please fax this form to EECO at (323) 245-9771
Ele vator Equipment Corporation
USA
Your One Source For Quality Hydraulic Elevator Products & Systems Serving The Elevator Trade Since 1946 Corporate Headquarters, 4035 Goodwin Avenue, P. O. Box 39714, Los Angeles, CA 90039 ◆ Telephone: (323) 245-0147 ◆ Fax: (323) 245-9771 Indiana Division, 2230 N. W. 12th Street, Richmond, IN 47374 ◆ P. O. Box 1544, Richmond, IN 47375 ◆ Telephone: (765) 966-7761 ◆ Fax: (765) 966-7299 Customer Service: (888) 577-EECO (3326) ◆ e-mail: Page
[email protected] ◆ Web Site: www.elevatorequipment.com 252 Copyright © 2001 Elevator Equipment Corporation, All Rights Reserved
CemcoLift 2008
AD00-0007-2
Rev. 6-20-01
Valves EECO Valves UV7B
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The EECO Advantage!
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USA
UV-7B Hydraulic Elevator Control Valve
UV -7B Valv e F eatur es The fully unitized UV-7B hydraulic elevator control valve performs all the necessary functions for the operation of a hydraulic elevator in both directions of travel. These functions include:
Smooth Star t allows the pump motor to reach full running speed before load is applied to the pump. Provides a single adjustment for soft start and smooth acceleration. Up Transition provides unvarying transition through a wide pressure range. Up Le veling maintains leveling speed regardless of change of system pressure, oil viscosity or pump output. Up Stop provides smooth up stop which is solenoid operated and adjustable. Lowering Lowering Valve provides controlled down acceleration, precise contract down speed, down transition, adjustable leveling speed and soft stop. Tool-less manual lowering feature is standard. Check Check Valve locks the elevator on a column of oil while the car is stopped. Page 255 CemcoLift 2008
Additional Additional Features include a lightweight, heat-treated, high strength aluminum body. Moving parts are restricted to sliding sealed pistons. The valve has a fully adjustable pressure relief valve.
Ratings Certified by both CSA-B44 & UL. UL and CSA rated at 50 psi (3.4 bar) minimum and 500 psi (34.5 bar) maximum. The temperature range is 80O F (27O C) minimum, 150O F (65O C) maximum. For oil service, use of a good grade of turbine oil with a viscosity of 150 ssu at 100O F (38O C) and a minus pour point is recommended. Size all UV-7B valves to bypass the entire capacity of the pump at minimum pressure. 8
UV-7B Hydraulic Elevator Control Valve PERFORMANCE CHART FOR UNCOMPENSATED VALVES
PRESSURE: CSA-B44/UL Minimum/Maximum: 50 - 500 PSI (3.5 - 34.5 bar) FLOW RATE:
B44
Minimum 75 gpm to maximum 375 gpm (284 -1419.5 l/min) (For higher flow rates contact EECO)
C
US
OPERATING TEMPERATURE: 80O F (27O C) minimum to 150O F (65O C) maximum
GAGE PORTS: Gage ports are 1/8” NPT and are provided at the locations labeled Ram Gage and Pump Gage on the top of the valve. Optional quick connect/disconnect fittings as well as 0-1000 psi liquid filled pressure gages can be supplied with the valve upon request.
OIL SPECIFICATIONS: Recommended oil: A good grade of turbine oil with a viscosity of 150 ssu at 100O F (38O C). Other oils: The UV-7B is also compatible with biodegradable (vegetable) oil.
STANDARD CSA/UL APPROVED SOLENOID COIL OPTIONS: 110 VAC 208 VAC 220 VAC 110 VDC 220 VDC (For other coil options, please contact EECO)
UI
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To order, or for additional information please call us at (888) 577-EECO
(3326)
Ele vator Equipment Corporation
USA
Your One Source For Quality Hydraulic Elevator Products & Systems Corporate Headquarters, 4035 Goodwin Avenue, P.O. Box 39714, Los Angeles, CA 90039 ◆ Telephone: (323) 245-0147 ◆ Fax: (323) 245-9771 Indiana Division, 2230 N. W. 12th Street, Richmond, IN 47374 ◆ P.O. Box 1544, Richmond, IN 47375 ◆ Telephone: (765) 966-7761 ◆ Fax: (765) 966-7299 Customer Service: (888) 577-EECO (3326) ◆ e-mail:
[email protected] ◆ Web Site: www.elevatorequipment.com Copyright © 2000 Elevator Equipment Corporation, All Rights Reserved
Page 256 CemcoLift 2008
AD99-0006-2
Rev 8-18-00
Valves Maxton Valves UC1A
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1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC CONTROLLERS UC1A, UC2AB44
Front View
UA
US
UA
UT
UL
US
UL
UT
TANK
TANK
TANK
TANK
PUMP
PUMP
PUMP
PUMP
UC1A B44
UC2A B44
Specifications Standard Flow range Operating Pressure Minimum Maximum Line Connections Jack Port (flange) Tank Port (flange) Pump Port (flange) Gauge Ports
Operating Temperature Oil Type
Solenoid Coils
Overall Dimensions Width 13 inches (330mm) Depth 11 1/4 inches (286mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
UC1/1A/2/2A
JACK JACK
JACK JACK
Standard Features
85 – 360 gpm (332 – 1363 I/min) 50 psi (3.4 bar) 530 psi (36.5 bar) See Application Flow Charts 2, 2 ½” NPT or Victaulic 2, 2 ½” NPT or Victaulic 2, 2 ½” NPT or Victaulic Pump Pressure: “A” Port (1/8” NPT) System pressure: “B” Port (1/8” NPT) Pressure Switch: “S” Port (1/8” NPT) 80° – 150° F (26° – 65° C) Hyd. ISO VG 32 150 SUS @ 100° F (38° C) Encapsulated CSA / UL Listed
Height 12 3/8 inches (314mm) Weight 45 lbs. (20.4kg)
Page 25913 CemcoLift 2008
Unit body construction. Steel sleeve inserts in valve body. Victaulic or threaded line connections. Feedback control for stall free operation. Individualized adjustments. Integrated relief valve. High efficiency solenoids. 115 VAC solenoid coils. Factory tested prior to shipping. 24 month limited warranty.
Additional Standard Features, UC2AB44 Regulated Down Speed Control.
Optional Features Explosion Proof Coil Cover 3” Victaulic Flanges Low Pressure Switch Solenoid Coils 12 / 24 VDC Coils 12 / 24 VDC – 115 VAC Dual Voltage Coils 230 VAC Coils 115 VDC Coils
S:\CATALOG\WORD\SPECS1A2A.DOC REV 01/2004
11
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXTERIOR DIMENSIONS UC1AB44
JACK
3 1/2" (89mm)
11 1/4"
(286mm)
S
PUMP
8"
F
(BELOW)
(203mm)
4 1/2" (114mm)
TANK
3 1/8" (79mm)
4 3/4" (121mm)
Front View
UA
US
UL
UT
12 3/8" (314mm)
JACK
TANK
5 3/8" (137mm) 1 29/32" (48mm)
PUMP
4 3/4" (121mm)
7 7/8" (200mm) 13"
(330mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
15 Page 260 CemcoLift 2008
S:\CATALOG\WORD\1AED.DOC REV 01/2004
UC1/1A/2/2A
JACK
DL
UC1A B44
Top View
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
EXTERIOR DIMENSIONS UC2AB44
UC2A B44
Top View
DSR
JACK
DL
JACK
BA
3 1/2" (89mm)
11 1/4"
(286mm)
S
PUMP
8"
F
(BELOW)
(203mm)
4 1/2" (114mm)
TANK
3 1/8" (79mm)
4 3/4" (121mm)
Front View
UA
US
UL
UT
12 3/8" (314mm)
JACK
TANK
5 3/8" (137mm) 1 29/32" (48mm)
PUMP
4 3/4" (121mm)
7 7/8" (200mm) 13"
(330mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
16 Page 261 CemcoLift 2008
S:\CATALOG\WORD\2AED.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44
THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS
UP SECTION ADJUSTMENTS
DOWN SECTION ADJUSTMENTS
1 BPS
7D
Register a down call to set proper down speed with down speed adjuster D as required. Send car to upper landing.
8 DA
Start by turning DA adjuster IN (CW) to stop. Register a down call and turn the DA adjuster slowly OUT (CCW) until the car accelerates smoothly. Send car to upper landing.
Disconnect the US coil, turn UA IN (CW), register an up call and turn BPS IN (CW) until the car just moves. Next, turn the BPS adjuster OUT (CCW) until it stops the movement of the car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster and stop pump. Reconnect the US coil.
2 UA
Register an up call (pump running, U & US coils energized, car should not move), slowly turn UA OUT (CCW) to attain full up speed within 24 to 36 inches. Lower car to lowest landing. 9 DT
3 UL
Disconnect the U coil. Turn UL adjuster IN (CW) to stop and register an up call. Leveling speed should be 3 to 5 fpm. (If not, readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12 fpm leveling speed. Reconnect the U coil and lower the car to lowest landing.
Register a down call and turn DT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized down leveling. Send car to upper landing.
10 DL
Register an up call and turn UT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized up leveling. Repeat steps 3 and 4 as necessary.
Disconnect D coil. Register a down call, hold D adjuster in place and set down level speed at 6 to 9 fpm with the DL adjuster. Tighten both D & DL lock nuts (snug tight). Reconnect D coil.
11 DS
Turn DS IN (CW), when necessary, for a softer stop.
4 UT
5 US
With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8" below floor. After a normal up run, turn US IN (CW) as needed to bring car to floor level. The pump must be timed to run no more than ½ second after the car has reached the floor.
6
With empty car at bottom floor, disconnect U & US coils and register a call. The car must not move. If movement occurs, check BPS and US.
LS*
Dot on the LS adjuster should be referenced to the line between F / S. When necessary, disconnect the U coil and turn the UL adjuster IN (CW) to stop. Move the LS adjuster slightly toward S for slower or F for faster leveling speeds. Set coarse adjustment from 3 to 5 fpm with the LS adjuster, then repeat step 3.
ML
MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car downward at leveling speed when necessary.
R
RELIEF: a. Land car in pit and install pressure gauge in A port. b. Register an up call with a fully loaded car, making note of Maximum operating pressure. c. Turn UA adjuster OUT (CCW) to stop. Turn RELIEF adjuster OUT (CCW) two turns. d. Close the manual shut off valve to the jack. e. Register an up call, observe pressure gauge and turn RELIEF IN (CW) to increase pressure. Final setting should be in accordance with local code requirement not to exceed 150% of maximum operating pressure. f. Tighten the lock nut (snug tight). g. Restart to check the pressure relief setting. Seal as required. h. Open the manual shut off valve to the jack. I. Readjust UA for proper Up acceleration.
ADDITIONAL ADJUSTMENT INFORMATION FOR THE UC2 / UC2A ON THE BACK SIDE DEFAULT SETTINGS CONTROL BLOCK US UP STOP UL UP LEVEL UA UP ACCELERATION UT UP TRANSITION R RELIEF (factory set) VALVE BODY BPS BY-PASS SIZING LS* LEVEL SPEED (factory set)
DEFAULT SETTINGS
OUT (CCW) to stop. (faster rate). IN (CW) to stop. (slower speed). IN (CW) to stop. (slower rate). OUT (CCW) to stop. (faster rate). APPROX 450 psi (CW increases pressure) OUT (CCW) DOT ON LINE
Copyright 2004 Maxton Mfg. All Rights Reserved
to stop
(delays up start) (set 3-5 fpm)
CONTROL BLOCK DT DOWN TRANSITION DA DOWN ACCELERATION DS DOWN STOP ML MANUAL LOWERING VALVE BODY D DOWN SPEED OUT (CCW) DL DOWN LEVEL OUT (CCW)
17 Page 262 CemcoLift 2008
OUT OUT OUT IN
(CCW) (CCW) (CCW) (CW)
to stop. to stop. to stop. to stop.
4 threads above lock nut. 2 threads above lock nut.
(faster rate) (faster rate) (faster rate)
(faster speed) (faster speed)
S:\CATALOG\WORD\1A2AAP.DOC REV 01/2004
UC1/1A/2/2A
SPECIAL CONSIDERATIONS: Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW) counterclockwise. The control block adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment). When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5-micron filtration system. GAUGE PORTS: OPERATIONAL DATA: Gauge ports 1/8 pipe size are provided at points A, B and S. Min. / Max. Pressure: 50-530 psi (3.4-36.5 bar) A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 85-360 gpm (322-1363 l / min.) B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚-65˚ C) S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚-54˚ C) Note: The minimum operating pressure at port B should be at least Oil Type: Hyd. ISO VG 32 50 psi (3.4 bar) as car is moving down full speed with no load. See 150 SUS @ 100˚ F (38˚ C) flow chart. Note: Consult factory when applications exceed pressure ratio over 2.5 to 1, example ( Max. / Min. :280 / 100 )
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44
THE INFORMATION PRESENTED HEREIN IS FOR THE USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS
UC2 – UC2A CONTROLLERS ONLY The UC2 – UC2A is pressure compensated, to provide a constant rate of speed in the down direction, regardless of varying loads. Speed will not vary more than five percent. To adjust UC2 – UC2A follow the same procedure used in adjusting the UC1 / UC1A with the following exceptions. Systems with operating pressure LESS than 175 psi when The car is traveling down empty.
Systems with operating pressure MORE than 175 psi when car is traveling down empty.
The DOWN SPEED REGULATOR (DSR) adjuster is located on the side of the bottom closure next to the BA adjuster.
(1)
Turn DOWN SPEED REGULATOR (DSR) adjuster IN (CW) to stop then back out (CCW) two full turns.
(1)
(2)
Following the Regulator adjustment procedure, adjust the down section as instructed.
(2)
Turn DSR in (CW) to stop at the start of the down section adjustment. Set the down speed 10% higher than normal, with no load on the elevator, then adjust the down direction in the normal manner. After the down section has been adjusted completely, and the unloaded car is operating 10% above its rated or normal speed, turn the DSR adjuster OUT (CCW) to slow the car to its normal operating speed.
NOTE: The flow capacity of the UC2 and the UC2A controllers is 10% less than the UC1 and the UC1A.
The Balance Adjuster (BA) located on the side of the bottom closure is factory set. Front View
UA
US
UL
UC1A
Top View
UC2A
UT
JACK
TANK
BA DSR
PUMP
ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.
COIL OPERATING SEQUENCE
U
US
For up travel, energize when pump starts and de-energize to stop. With US energized and pump running, car will move up at leveling speed. For “soft stop”, pump should run no more than one half second after US de-energizes. Energize with US coil to run up at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized up leveling.
DL
Energize to move car at leveling speed. De-energize to stop.
D
Energize with DL coil to run down at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized down leveling.
UL UT
DA
DOWN
PUMP
US
D
FULL SPEED D
US
DL
UP FULL SPEED
U UA BPS
DT DL
DS
ELECTRO-MAGNETIC COILS U = UP COIL D = DOWN COIL US = UP STOP COIL DL = DOWN LEVEL COIL
CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta Copyright 2004 Maxton Mfg. All Rights Reserved
18263 Page CemcoLift 2008
S:\CATALOG\WORD\1A2AAP2.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW UC1AB44
205900
2138A0 SCREW
COIL COVER 280520 DOWN CLOSURE ASSY
206400 SCREW
238100 SCREW
2159A0 SCREW
*
WHITE TEFLON SEAL 227000
* * 280090 SHORT ADJ ASSY
280120 BPS CLOSURE ASSY
*
212900 SCREW
28017B DOWN PISTON & GUIDE ASSY
28006A UP / DOWN SEAT ASSY
28014B BPS PISTON & GUIDE ASSY
+ 29298B-2 SOLENOID SEAT KIT
28292A SOLENOID TUBE ASSY W / STUD
*
* *
+ 282920 SOLENOID TUBE ASSY + 292950 BALL CAGE KIT 238100 SCREW
*
28098A PISTON RING & EXPANDER ASSY
281630 COILS BASE PLATE ASSY
*
*
28098A PISTON RING & EXPANDER ASSY
(1) 213000 LOCK RING
*
206900 COILS SLEEVE
SOLENOID COILS 208000 230 VAC (GREEN) 208100 115 VDC (BLACK) 208200 115 VAC (RED)
28149A UP BLOCK ASSY
280470 MANUAL LOWERING SCREW ASSY
2159A0 SCREW 28148A DOWN CONTROL BLOCK ASSY
*
280070 ADJ. SCREW ASSY LONG
* * * *
216100
204200 DIFFUSER
28010A CHECK SEAT ASSY
208900 BPS SPRING
* 208800 SPRING 28006A UP / DOWN SEAT ASSY
*
* *
FLANGE TYPE 2” VIC 203600 2 ½ VIC 203500 3” VIC 2035A0 2” THD 205600 2 ½ THD 205800
280480 CHECK CLOSURE ASSY
206600 SCREW
235200 PIPE PLUG
* * Notes: * = ITEMS INCLUDED IN SEAL KIT #291510, (REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBER) + = ITEMS INCLUDED IN SOLENOID KIT #29292A, (UC1A SHOWN) (REFER TO THE UC2A EXPLODED VIEW FOR THE UC2A DOWN VALVE SECTION) Copyright 2004 Maxton Mfg. All Rights Reserved
Page 19 264 CemcoLift 2008
2141A0 SET SCREW 213100 REGULATOR STUD
*
S:\CATALOG\WORD\1AEV.DOC REV 01/2004
UC1/1A/2/2A
* *
WARNING & MANUAL LOWERING LABEL
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW PARTS LIST UC1, UC1A, UC2, UC2AB44 PART #
DESCRIPTION
28149A 280070 203400 227000 200700 280090 203400 227000 200900
UP CONTROL BLOCK ASSEMBLY Adjuster screw assembly (long) Seal nut Teflon seal * Adjuster screw Adjuster screw assembly (short) Seal nut Teflon seal * Adjuster screw (short) Up control block miscellaneous 282920 Solenoid tube assembly + 29298B-2 Solenoid seat kit + 292950 Ball cage kit + 210800 Seal ring * 244500 Seal plug 210500 Seal ring * 2110LC Seal ring * 238000 Ball 243300 Spring 239509 Orifice (max UT) (Steel) 2379A0 Screw, (¼-28 button head) 2105LC Seal ring * 210140 Seal ring * Relief block assembly Note: Available in complete up block assy only. 28148A 280070 203400
DOWN CONTROL BLOCK ASSY Adjuster screw assy (long) Seal nut
227000 200700 280470 203400 227000 204700 230000
*
282920 28292A 29298B-2 292950 210800 244500 263900 210500 208700 238000 238100 2379A0 225700 239513 2105LC
+ + + + *
*
* *
*
Teflon seal Adjuster screw Manual lowering screw assembly Seal nut Teflon seal Manual lowering screw Roll pin Down control block miscellaneous Solenoid tube Solenoid tube w / stud Solenoid seat kit Ball cage kit Seal ring Seal plug Seal ring Seal ring Spring Ball Screw (10/32 button head) Screw (¼-28 button head) Cap plug Orifice (max DS) Seal ring
281630 216300 207700 207900 247300
COILS BASE PLATE ASSEMBLY Coils base plate Grommet Ground screw Washer
280120 2067A0
BPS SECTION BPS closure assembly Lock nut
Copyright 2004 Maxton Mfg. All Rights Reserved
PART #
DESCRIPTION
201200 201800 210600 28014B 204000 210000 2038B0 210200 2023A0 28098A 2057A0 2011B0 2118A0 204200 208900 28006A 209300 2006A0 219200
BPS SECTION (Continued) BPS closure assy (continued) BPS closure BPS adjuster screw Seal ring * BPS piston & guide assembly Sleeve Seal ring * BPS piston rod Seal ring * Piston Piston ring & expander assy * Seal ring * BPS guide (standard) Lock nut BPS Diffuser Spring, BPS diffuser Up / Down seat assembly Snap ring Up seat Seal ring
280520 205100 206700 205200 213700 202900
DOWN SECTION Down closure assembly Lock nut Lock nut Down closure Pipe plug Down leveling speed adjuster
210600 203700 210500
* *
Seal ring Down speed adjuster Seal ring
280480 204800 210300 208800
Down piston & guide assy (std...) Down piston rod Seal ring * Piston Piston ring & expander assy Seal ring * Down guide (std.) Lock nut Sleeve Seal ring * Up / Down seat assembly Snap ring Down seat Seal ring CHECK SECTION Check closure assembly Check closure Seal ring * Spring, check piston
28011B 2021A0 200200 2025A0 2057A0 2011B0 281510 210200 28010A 2095A0
Check piston & guide assy (std.) Lock nut Spacer Check piston Seal ring Check guide (std.) Check linkage assembly Seal ring Check seat assembly Snap ring
28017B 2038A0 210200 2023A0 28098A 2057A0 28017B4 2118A0 204000 210000 28006A 209300 2006A0 219200
*
*
20 Page 265 CemcoLift 2008
PART #
DESCRIPTION
28010A 2010A0 210370
CHECK SECTION (Continued) Check seat assembly (Continued) Check seat Seal ring
205000 28030A 2053A0 210700 2030A0 218800 212200 214200 281610 2107LC 216100 203500 203600 2035A0 205600 205800 2105LC 2107LC 213700 235200 213100 2141A0
VALVE BODY Regulator assembly Up leveling speed adjuster Seal ring * Regulator Spring Spring Spring boss Up / Down strainer assembly Seal ring * Strainer Valve body miscellaneous Flange, 2½" Victaulic (Shown) Flange, 2" Victaulic Flange, 3" Victaulic Flange, 2" Threaded Flange, 2½" Threaded Seal ring * Seal ring * Pipe plug Pipe plug Regulator stud Set screw
205900 206400 206500 206600 208000 208100 208200 213000 210400 212900 2138A0 213900 215900 206900 238100 237400 205100
MISCELLANEOUS Coils cover Screw (Down closure) Screw (BPS closure) Screw (flanges, Check closure) Solenoid coil 230 VAC (Green) Solenoid coil 115 VDC (Black) Solenoid coil 115 VAC (Red) Lock ring Seal ring (flanges) * Screw (regulator cap) Screw (up block) Screw (up block) Screw (up & down blocks) Coil sleeve Screw (base plate) 3/8" Washer (coil cover) Jam Nut
Notes: -
REFER TO THE UC2A EXPLODED VIEW PARTS LIST FOR THE UC2A DOWN VALVE SECTION.
* = PARTS INCLUDED IN SEAL KIT # 291510 + = PARTS INCLUDED IN SOLENOID KIT # 29292A
S:\CATALOG\WORD\1A2AEVPL.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW UC2AB44
206400 SCREW
28017B DOWN PISTON & GUIDE ASSY
281980 DOWN CLOSURE ASSY
* 28098A
2006A00 DOWN SEAT
*
PISTON RING & EXPANDER ASSY
* 204000 SLEEVE SPECIFICATION LABEL
*
202900 DOWN LEVEL ADJUSTER
*
28148A2A DOWN BLOCK ASSY
203700 DOWN SPEED ADJ
*
“S” PORT
281960 RESTRICTOR PISTON
281950 RESTRICTOR PISTON RING & EXPANDER ASSY 219300 SLEEVE
*
NOTES: = ITEMS INCLUDED IN SEAL KIT #291510
*
220300 SPRING 281990 DSR STRAINER ASSY
(REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBERS) (REFER TO THE UC1A EXPLODED VIEW PARTS LIST FOR ALL OTHER ASSEMBLIES WITH THE EXCEPTION OF THE DOWN VALVE SECTION.
* * *
28191D RESTRICTOR CLOSURE ASSY
28190A BA ADJUSTER ASSY
*
* * 206400 SCREW
Copyright 2004 Maxton Mfg. All Rights Reserved
28189A DSR ADJUSTER ASSY
21 266 Page CemcoLift 2008
S:\CATALOG\WORD\2AEV.DOC REV 01/2004
UC1/1A/2/2A
218400 RESTRICTOR SEAT
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
EXPLODED VIEW PARTS LIST UC2AB44 PART# 28148A-2A
DESCRIPTION DOWN CONTROL BLOCK ASSY
280070
Adjuster screw assy (long)
203400 227000
*
200700 280470
*
204700 230000 282920 28292A 29298B-2 292950 210800 244500 263900 210500
* *
PART#
DOWN SECTION 281980
Down closure assembly
RESTRICTOR SECTION 28191D 2191D0
Teflon seal
206700
Lock nut
2105LC
Adjuster screw
205200
Down closure
210300
Seal ring
220400
Spring Restrictor spring
210000
*
Seal ring Seal ring
204000
Sleeve
220300
Teflon seal
203700
Down speed adjuster
218100
Pressure line
Manual lowering screw
210600
*
Seal ring
217300
Snap ring
Down leveling speed adjuster
2182B0
Cap (pressure line)
*
Seal ring
2176B0
Down control block miscellaneous Solenoid tube
202900 210500
Down piston & guide assy (std.)
28017A
Solenoid tube w / stud
2038A0
Solenoid seat kit
210500
Ball cage kit
2023A0
Seal ring
28098A
Seal plug
2057A0
Seal ring Seal ring
210700
Roll pin
Seal ring
217700
90 deg. male connector
Piston
212400
Ball
Piston ring & expander assy
212200
Spring
Seal ring
239504
Orifice
2017B0
Down piston guide (std.)
210200
2118A0
Lock nut
* * *
281840 209300
Snap ring
203400
238100
Screw (10/32 button head)
2006A0
Down seat
227000
2379A0
Screw (¼-28 button head)
219200
Seal ring
2190A0
225700
Cap plug
218400
Restrictor seat
28189A
Down / Restrictor seat assy
Orifice (max DS)
*
SOLENOID KIT #29292A REFER TO THE UC1A EXPLODED VIEW PARTS LIST FOR ALL OTHER ASSEMBLIES WITH THE EXCEPTION OF THE DOWN VALVE SECTION.
22267 Page CemcoLift 2008
210200
Seal ring Balance adjuster assy
28190A
Seal nut
*
Teflon seal BA adjuster screw DSR adjuster assy Regulator adjuster
2189A0
Notes: * = PARTS INCLUDED IN SEAL KIT #291510
+ = PARTS INCLUDED IN
Copyright 2004 Maxton Mfg. All Rights Reserved
Seal ring
218300
Ball
Seal ring
Poppit
*
Down piston rod
Spring
*
Restrictor closure
* *
Seal nut
238000
239513
Restrictor closure assy
Lock nut
208700
2105LC
DESCRIPTION
205100
Roll pin
+ + + + *
DESCRIPTION
Seal nut
Manual lowering screw assy
203400 227000
PART#
*
Seal ring
217900
Regulator cap
230000
Roll pin
225700
Vinyl cap (DSR) Lock nut
233000 281960
Restrictor piston assy
219600
Restrictor piston
281950
Piston ring & expander assy Sleeve
219300 210300
*
Seal ring Miscellaneous
219900
DSR strainer
206400
Screw
S:\CATALOG\WORD\2AEVPL. DOC REV 01/2004
OPERATING SEQUENCE UC1, UC1A, UC2, UC2A,B44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAR AT REST–SOLENOID COILS DE–ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. UP DIRECTION
Hydraulic fluid from the pump travels through the up strainer, to the up acceleration adjustment (UA), then the control side of the up piston. The control side of the up piston is larger in area than the area of the up piston exposed to the pump pressure; therefore, the up piston begins to move towards the up valve restricting the opening in the up valve, raising the pump pressure. As the pump pressure increases above that on the jack side of the check valve, the check valve is opened allowing fluid to flow to the jack cylinder causing the jack to move in the up direction. The elevator then accelerates to full speed as the up piston closes the up valve. Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized, allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS) orifice in the up leveling speed regulator. When the flow through the (LS) orifice equals in quantity, the flow through the up acceleration adjustment (UA) and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point slightly before the floor (usually 3/8 of an inch to ¼ of an inch), the up stop solenoid (US) is de-energized. This allows fluid to flow through the up stop adjustment (US), causing the up piston to fully open, permitting the total pump output to flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the pump motor is electrically timed out and stops. If, during up movement, the car has been overloaded or hits an obstruction, the fluid on the control side of the piston is evacuated to the reservoir through the relief valve, causing the up piston to cycle open and by-pass the entire pump output.
Copyright 2004 Maxton Mfg. All Rights Reserved
25 Page 268 CemcoLift 2008
S:\CATALOG\WORD\1A2AOPSQU.DOC REV 01/2004
UC1/1A/2/2A
When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are simultaneously energized closing the ball checks US and UT. The pump output flows through the up valve and back to the reservoir.
OPERATING SEQUENCE UC1, UC1A, UC2, UC2AB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAR AT REST – SOLENOID COILS DE-ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. DOWN DIRECTION
When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are simultaneously energized, allowing fluid from the control side of the piston and fluid from the down control adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration adjustment (DA) and back to the reservoir. This reduces the pressure on the control side of the down piston. The pressure acting on the area of the down piston exposed to the jack pressure causes the down piston to open the down valve. The down valve will remain in the open position as long as the flow of control fluid passing through the down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and the down stop adjustment (DS). The maximum down speed is controlled by a mechanical stop limiting the down piston travel (adjustment D). Upon reaching a predetermined distance above the floor to which the car is traveling (2 inches for every 10 fpm of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down piston from the jack continues, as the control side of the piston is larger in area than the area exposed to jack pressure. This causes the down piston to start closing the down valve. A control rod follows the movement of the piston, uncovering control porting and allowing fluid to flow through the down transition adjustment (DT), stops the motion of the piston, placing the down valve in the leveling position. The rate of movement of the down piston from the open position to the leveling position is controlled by the down transition (DT) adjustment. Upon reaching a point slightly before floor level, (usually 3/8 of an inch to ¼ of an inch), the down solenoid (DL) is de-energized, causing the fluid coming through the down transition (DT) and the down stop (DS) adjuster to be diverted to the control side of the down piston, moving the down piston to the fully closed position of the down valve. The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down stop adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the down piston at a more rapid rate. DOWN DIRECTION UC2 & UC2A
Constant down speed is controlled by the down speed regulator adjustment (DSR), which regulates the movement of the down piston and down valve in the event of increased jack pressure. This continuous regulation causes a constant rate of flow in the down direction from the jack through the down valve and back to the reservoir regardless of varying loads on the elevator. With the above exception, the UC2 and UC2A valves operate in general as the UC1 and UC1A valves.
Copyright 2004 Maxton Mfg. All Rights Reserved
26 Page 269 CemcoLift 2008
S:\CATALOG\WORD\1A2AOPSQD.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC SCHEMATIC UC1AB44 UP CONTROL BLOCK
DOWN CONTROL BLOCK
U
US
RELIEF
SOLENOID
D
SOLENOID
DL
SOLENOID
1
SOLENOID
4
5
2
6
7 MANUAL LOWERING
UA
US
UL
UT
DT
DS
DA
D DL
"B" PORT 11
NOTE: THE DOWN VALVE IS ROTATED 90° FOR CLARITY
JACK
"S" PORT
8 12
BPS
9
10
"A" PORT
13 14
PUMP
(BELOW)
TANK
1 2 3 4 5
MAXIMUM UA ORIFICE UT BALL CHECK US BALL CHECK MAXIMUM DT ORIFICE MAXIMUM DS ORIFICE
Copyright 2004 Maxton Mfg. All Rights Reserved
6 7 8 9 10
DT BALL CHECK DS BALL CHECK DOWN STRAINER ASS'Y UP STRAINER ASS'Y BPS PISTON & GUIDE ASS'Y 27270 Page CemcoLift 2008
11 12 13 14
DOWN PISTON & GUIDE ASS'Y CHECK PISTON & GUIDE ASS'Y CHECK LINKAGE LS ADJUSTER (ABOVE) S:\CATALOG\WORD\1ASCHAT.DOC REV 01/2004
UC1/1A/2/2A
3
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
HYDRAULIC SCHEMATIC UC2AB44
DOWN CONTROL BLOCK
D
DL
SOLENOID
SOLENOID
NOTE: SEE UC1A HYDRAULIC SCHEMATIC FOR UP SECTION.
1
2 MANUAL LOWERING
DT
DS
DA
D DL
7
4
JACK
3
CHECK BYPASS VALVE
TANK
VALVE
NOTE: THE CHECK VALVE IS ROTATED 90° FOR CLARITY.
6
8
PUMP
5
1 2 3 4 5
MAXIMUM DS ORIFICE DS BALL CHECK DOWN STRAINER ASS'Y DOWN PISTON & GUIDE ASS'Y RESTRICTOR ORIFICE
Copyright 2004 Maxton Mfg. All Rights Reserved
6 7 8
RESTRICTOR PISTON ASS'Y DOWN SPEED REGULATOR ADJUSTER (DSR) BALANCE ADJUSTER (BA)
28271 Page CemcoLift 2008
S:\CATALOG\WORD\2ASCHAT.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
CAUTION: • •
The information contained herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
UC1/1A/2/2A
The possible problems and causes are listed in likelihood and ease of checking. The first section of the guide deals with the UP SECTION, while the second deals with the DOWN SECTION. It is important to use the following reference materials in conjunction with the trouble shooting procedures. • •
UC1, UC1A, UC2, UC2AB44 Operating Sequence UC1, UC1A, UC2, UC2AB44 Adjustment Procedure
Copyright 2004 Maxton Mfg. All Rights Reserved
Page 29 272 CemcoLift 2008
S:\CATALOG\WORD\1A2ATSP1.DOC REV 01/2004
TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
UP SECTION PUMP RUNS, CAR DOES NOT MOVE • • •
•
•
Check valve for proper sizing in accord with adjustment instruction. Make sure gate valves are open in system as required. If car is resting on bumpers, make sure main down piston is not open by manually closing it with the D (Down Speed adjuster). Turn D (Down Speed) adjuster in clockwise (CW) to stop, then back out counterclockwise (CCW) to it’s normal position (count number of turns in and out to avoid lengthy adjustment). Turn US (Up Stop) adjuster in (CW) fully. 1. If car moves, check for proper voltage to coils. 2. If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign material and / or damage. Ball cage must operate freely within the solenoid tube. 3. If car does not move, repeat procedure with UT (Up Transition) adjuster and U solenoid assembly. Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Make sure the large recycle spring grips the shoulder of the piston tightly.
SLOW UP ACCELERATION • • • • • •
Turn UA (Up Acceleration) adjuster out (CCW). Check belts and pulleys on pump and motor to make sure they are not slipping. Remove control block and check up control fluid strainer for lint. If clogged, remove debris (in this case oil in the system must be filtered). Check relief valve for proper setting. Refer to Adjustment Procedures. Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates properly, check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball cage. Check motor for proper HP rating and line voltage for excessive voltage drop.
UP ACCELERATION ROUGH • •
Check jack packing and guide shoes for excessive tightness. Check valve for proper sizing.
UP SPEED SLOW • • •
•
Check belts and pulleys on pump and motor to make sure they are not slipping. Check relief valve for proper setting. Turn UT (Up Transition) adjuster in (CW). If this corrects the problem: 1. Check for proper coil voltage on up coils. 2. Check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball cage. Check motor for proper HP rating and line voltage for excessive voltage drop.
Copyright 2004 Maxton Mfg. All Rights Reserved
30 Page 273 CemcoLift 2008
S:\CATALOG\WORD\1A2ATSP2.DOC REV 01/2004
TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
UP SECTION (CONTINUED) CAR OVERSHOOTS FLOOR
•
Turn the UT (Up Transition) adjuster out (CCW) more. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts must operate freely within solenoid tube. Check hatch slow down switch and stopping circuit to make sure there is no delay (one second lost means a three foot delay at 180 feet per minute).
CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE • • • •
•
Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence. Refer to Adjustment Procedure. Make sure the LS (Leveling Speed) adjuster dot is referenced to the line between F and S. Check Relief for proper setting. If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in (CW). Be sure to count the number of turns for later readjustment. Then: 1. Check for proper coil voltage. 2. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts must operate freely within solenoid tube. 3. Replace solenoid seat. 4. Readjust (US) back to original position. Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Make sure the large recycle spring grips the shoulder of the piston tightly.
HARSH UP STOP • • •
Turn US (Up Stop) adjuster in (CW) for smoother stop. Check that the pump continues to run after car has stopped for at least one second. As a check to determine adequate pump time, turn US (Up Stop) adjuster (CW) all the way. Car should then level and stop above the floor. If not, there is not enough pump time. Check jack and guide shoes for excessive tightness. If jack packing and guide shoes are in good condition, a soft stop will be accomplished by following the standard Adjustment Procedure.
Copyright 2004 Maxton Mfg. All Rights Reserved
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UC1/1A/2/2A
• •
TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
• •
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION CAR WILL NOT LOWER • • • • •
• •
•
Check coil voltage. Check line shut off valve and tank shut off valve. Turn DS (Down Stop) adjuster in clockwise (CW) to stop. Turn DA (Down Acceleration) out counterclockwise (CCW) more. Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual Lowering) screw out (CCW) all the way. If car lowers with ML screw open, first check for proper coil voltage. If voltage is correct, then check both D and DL solenoid assemblies for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seat. Remove Down closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Check piston guide and seat for freedom of movement.
SLOW DOWN START • • •
•
•
Turn DA (Down Acceleration) adjuster out (CCW). Turn DS (Down Stop) adjuster in (CW). Remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seats. Check jack packing and guide shoes for any binding.
HARSH OR BOUNCY START •
•
Bleed air from jack. Check for tight packing or guide shoe friction.
FAST DOWN START •
Turn DA (Down Acceleration) adjuster in (CW).
CAR COMES DOWN IN LEVELING SPEED ONLY • •
•
Check coil voltage to D (Down Valve) solenoid. Land car and remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seats.
MAIN DOWN SPEED TOO SLOW • Make sure gate valves are open between valve and jack and between valve and tank. • Turn D (Down Speed) adjuster out (CCW). • Replace solenoid seats. •
•
Remove down closure and piston. Check piston ring on Down piston for debris and / or damage, it must expand after it has been manually compressed. Check piston ring for groove wear. Install pressure gauge at “B” port. Check pressure during full down speed, no load and compare to flow chart. If there is any abnormal pressure drop, check for restriction in piping from valve to jack and from valve to tank. Check flow capacities of pipe between valve and jack and between valve and tank (must not exceed 15 feet per second).
Copyright 2004 Maxton Mfg. All Rights Reserved
32275 Page CemcoLift 2008
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED) DOWN TRANSITION TOO SLOW •
• • •
NO DOWN LEVELING SPEED • Turn DA (Down Acceleration) adjuster out (CCW). • Turn ML (Manual Lowering) screw out (CCW). • If car lowers:
•
1. Check voltage to DL solenoid coil. 2. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. 3. Replace solenoid seat. If car does not lower, turn DT in (CW) until normal leveling speed is attained..
DOWN STOP TOO SMOOTH OR INACCURATE •
• • •
Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down Acceleration) adjustment. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Check slow down switch and relays for possible delay. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
DOWN STOP TOO ROUGH • •
Turn DS (Down Stop) adjuster in (CW). Check for tight jack packing or guide shoes.
CAR WILL NOT STOP IN DOWN DIRECTION • Make sure coils are not energized. • •
• • • •
Turn DT (Down Transition) adjuster out (CCW) fully. Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Replace solenoid ball cage. Replace solenoid seat. Remove valve closure and check piston guides to make sure they operate freely within their respective seats. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
Copyright 2004 Maxton Mfg. All Rights Reserved
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UC1/1A/2/2A
•
Turn DT (Down Transition) out (CCW). This will necessitate readjusting the DA (Down Acceleration) adjustment. Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Replace solenoid seat. Check slow down switch and relays for possible delay. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED) CAR DRIFTS DOWN SLOWLY • Send car to upper floor. Open main power disconnect switch. • Close pit valve. If car still drifts, the leak is in the jack assembly. • Back out seal nut on ML (Manual Lowering) screw one half turn. Turn ML screw in (CW) fully and re-tighten seal nut to ensure a good seat. • Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a leak at the down solenoids. Replace D and DL solenoid seats. Refer to solenoid kit# 29292A. • To test leak at check valve: 1. Install gauge at “A” port and close gate valve between pump and tank. 2. Close bypass piston with BPS adjuster. 3. Turn UA (Up Acceleration) and UL (Up Leveling) adjusters in (CW) fully. Count the number of turns to avoid lengthy readjustments. 4. If pressure builds at “A” port, this indicates a leaking check valve. To dismantle the Check piston and guide assembly, insert an Allen wrench into the end of the assembly rod and remove the flex lock nut. Check the assembly rod and seal rings for debris and / or damage. 5. Examine Check valve seat for damage. 6. Remove the snap ring holding the Check valve seat and examine the seal ring under the seat for debris and / or damage. 7. If leak is not indicated at check valve, remove down closure and piston. Check seal ring and seat for debris and / or damage. ADDITIONAL PROCEDURE FOR UC2A (UC2) FULL DOWN SPEED TOO SLOW • In examining flow charts, the down flow capacity of the UC2A (UC2) valve is 10 percent less than the UC1A (UC1) valve. CAR DRIFTS DOWN SLOW • Before dismantling the down section except when the problem is pinpointed to the control block, turn DSR (Down Speed Regulator) in (CW) fully. If this stops the leak, examine the Regulator Poppit for debris and / or damage. DOWN SPEED VARIES • Adjusting with BA (Balance Adjustment) adjuster, turn in (CW) for slower and out (CCW) for faster. This adjustment must be made with a full load. BA ADJUSTER NOT AT FACTORY SETTING • Call Maxton Technical Support with valve serial number.
Copyright 2004 Maxton Mfg. All Rights Reserved
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Valves Maxton Valves UC2A
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HYDRAULIC CONTROLLERS UC1A, UC2AB44- JANUARY 2006
Front View
UA
US
UA
UT
UL
US
UL
UT
JACK JACK
JACK JACK
TANK
TANK
TANK
TANK
PUMP
PUMP
PUMP
PUMP
UC1A B44
UC2A B44
Specifications Standard Flow range Operating Pressure Minimum Maximum Line Connections Jack Port (flange) Tank Port (flange) Pump Port (flange) Gauge Ports
Operating Temperature Oil Type
Solenoid Coils
Overall Dimensions Width 13 inches (330mm) Depth 11 1/4 inches (286mm)
Standard Features
85 – 360 gpm (332 – 1363 I/min) 50 psi (3.4 bar) 530 psi (36.5 bar) See Application Flow Charts 2, 2 ½” NPT or Victaulic 2, 2 ½” NPT or Victaulic 2, 2 ½” NPT or Victaulic Pump Pressure: “A” Port (1/8” NPT) System pressure: “B” Port (1/8” NPT) Pressure Switch: “S” Port (1/8” NPT) 80° – 150° F (26° – 65° C) Hyd. ISO VG 32 150 SUS @ 100° F (38° C) Encapsulated CSA / UL Listed
Height 12 3/8 inches (314mm) Weight UC1A 47 lbs, UC2A 50 lbs
Unit body construction. Steel sleeve inserts in valve body. Victaulic or threaded line connections. Feedback control for stall free operation. Individualized adjustments. Integrated relief valve. High efficiency solenoids. 115 VAC solenoid coils. Factory tested prior to shipping. 24 month limited warranty.
Additional Standard Features, UC2AB44 Regulated Down Speed Control.
Optional Features Explosion Proof Coil Cover 3” Victaulic Flanges Low Pressure Switch Solenoid Coils 12 / VDC Coils 12 / VDC – 115 VAC Dual Voltage Coils 230 VAC Coils 115 VDC Coils
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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13
EXTERIOR DIMENSIONS UC1A - JANUARY 2006
JACK
JACK
DL
UC1A B44
Top View
3 1/2" (89mm)
11 1/4" (286mm)
S
PUMP
8"
F
(BELOW)
(203mm)
4 1/2" (114mm)
TANK
3 1/8" (79mm)
4 3/4" (121mm)
Front View
UA
US
UL
UT
12 3/8" (314mm)
JACK
TANK
5 3/8" (137mm) 1 29/32" (48mm)
PUMP
4 3/4" (121mm)
7 7/8" (200mm) 13" (330mm)
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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15
EXTERIOR DIMENSIONS UC2AB44 - JANUARY 2006
UC2A B44
Top View
DSR
JACK
DL
JACK
BA
3 1/2" (89mm)
11 1/4" (286mm)
S
PUMP
8"
F
(BELOW)
(203mm)
4 1/2" (114mm)
TANK
3 1/8" (79mm)
4 3/4" (121mm)
Front View
UA
US
UL
UT
12 3/8" (314mm)
JACK
TANK
5 3/8" (137mm) 1 29/32" (48mm)
PUMP
4 3/4" (121mm)
7 7/8" (200mm) 13" (330mm)
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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16
ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006 THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS SPECIAL CONSIDERATIONS: Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW) counterclockwise. The control block adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment). When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5-micron filtration system. GAUGE PORTS: OPERATIONAL DATA: Gauge ports 1/8 pipe size is provided at points A, B and S. Min. / Max. Pressure: 50-530 psi (3.4-36.5 bar) A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 85-360 gpm (322-1363 l / min.) B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚-65˚ C) S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚-54˚ C) Note: The minimum operating pressure at port B should be at least Oil Type: Hyd. ISO VG 32 50 psi (3.4 bar) as car is moving down full speed with no load. See 150 SUS @ 100˚ F (38˚ C) flow chart. Note: Consult factory when applications exceed pressure ratio * SAFETACH performance meter validates valve adjustment by providing over 2.5 to 1, example (Max. / Min. :280 / 100 ) direct speed and acceleration (g-force) readouts. www.safetach.com
UP SECTION ADJUSTMENTS (Start with car at lower landing)
DOWN SECTION ADJUSTMENTS (Start with car at upper landing)
1 BPS
7D
Register a down call to set proper down speed with down speed adjuster D as required. Send car to upper landing. *(Read high speed).
8 DA
Start by turning DA adjuster IN (CW) to stop. Register a down call and turn the DA adjuster slowly OUT (CCW) until the car accelerates smoothly. Send car to upper landing. *(Accel 0.04g-0.09g).
9 DT
Register a down call and turn DT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized down leveling. Send car to upper landing. * (Decel 0.04g-0.09g).
10 DL
Disconnect D coil. Register a down call, hold D adjuster in place and set down level speed at 6 to 9 fpm with the DL adjuster. Tighten both D & DL lock nuts (snug tight). Reconnect D coil. * (leveling speed 6 to 9 fpm).
11 DS
Turn DS IN (CW), when necessary, for a softer stop. * (Stop 0.04g-0.09g).
Disconnect the US coil, turn UA IN (CW), register an up call and turn BPS IN (CW) until the car just moves. Next, turn the BPS adjuster OUT (CCW) until it stops the movement of the car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster and stop pump. Reconnect the US coil.
2 UA
Register an up call (pump running, U & US coils energized, car should not move), slowly turn UA OUT (CCW) to attain full up speed within 24 to 36 inches. * (Accel 0.04g-0.09g).
3 UL
Disconnect the U coil. Turn UL adjuster IN (CW) to stop and register an up call. Leveling speed should be 3 to 5 fpm. (If not, readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12 fpm leveling speed. Reconnect the U coil and lower the car to lowest landing. *(Read leveling speed).
4 UT
5 US
Register an up call and turn UT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized up leveling. Repeat steps 3 and 4 as necessary. *(Decel 0.04g-0.09g). With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8" below floor. After a normal up run, turn US IN (CW) as needed to bring car to floor level. *(Stop 0.04g-0.09g). The pump must be timed to run no more than ½ second after the car has reached the floor.
6
With empty car at bottom floor, disconnect U & US coils and register a call. The car must not move. If movement occurs, check BPS and US.
LS*
Dot on the LS adjuster should be referenced to the line between F / S. When necessary, disconnect the U coil and turn the UL adjuster IN (CW) to stop. Move the LS adjuster slightly toward S for slower or F for faster leveling speeds. Set coarse adjustment from 3 to 5 fpm with the LS adjuster, then repeat step 3. * (Level Speed Test 3 to 5 fpm).
ML
MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car downward at leveling speed when necessary.
R
RELIEF: a. Land car in pit and install pressure gauge in A port. b. Register an up call with a fully loaded car, making note of Maximum operating pressure. c. Turn UA adjuster OUT (CCW) to stop. Turn RELIEF adjuster OUT (CCW) two turns. d. Close the manual shut off valve to the jack. e. Register an up call, observe pressure gauge and turn RELIEF IN (CW) to increase pressure. Final setting should be in accordance with local code requirement not to exceed 150% of maximum operating pressure. f. Tighten the lock nut (snug tight). g. Restart to check the pressure relief setting. Seal as required. h. Open the manual shut off valve to the jack. I. Readjust UA for proper Up acceleration.*(Accel 0.04g-0.09g).
ADDITIONAL ADJUSTMENT INFORMATION FOR THE UC2 / UC2A ON THE BACK SIDE DEFAULT SETTINGS CONTROL BLOCK US UP STOP UL UP LEVEL UA UP ACCELERATION UT UP TRANSITION R RELIEF (factory set) VALVE BODY BPS BY-PASS SIZING LS* LEVEL SPEED (factory set)
DEFAULT SETTINGS
OUT (CCW) to stop. (faster rate). IN (CW) to stop. (slower speed). IN (CW) to stop. (slower rate). OUT (CCW) to stop. (faster rate). APPROX 450 psi (CW increases pressure) OUT (CCW) DOT ON LINE
to stop
(delays up start) (set 3-5 fpm)
CONTROL BLOCK DT DOWN TRANSITION DA DOWN ACCELERATION DS DOWN STOP ML MANUAL LOWERING VALVE BODY D DOWN SPEED OUT (CCW) DL DOWN LEVEL OUT (CCW)
OUT OUT OUT IN
(CCW) (CCW) (CCW) (CW)
to stop. to stop. to stop. to stop.
4 threads above lock nut. 2 threads above lock nut.
(faster rate) (faster rate) (faster rate)
(faster speed) (faster speed)
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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17
ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006 THE INFORMATION PRESENTED HEREIN IS FOR THE USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS
UC2 – UC2A CONTROLLERS ONLY The UC2 – UC2A is down speed regulated to provide a constant rate of speed in the down direction, regardless of varying loads. Speed will not vary more than five percent. To adjust UC2 – UC2A follow the same procedure used in adjusting the UC1 / UC1A with the following exceptions. Systems with operating pressure LESS than 175 psi when The car is traveling down empty.
Systems with operating pressure MORE than 175 psi when car is traveling down empty.
The DOWN SPEED REGULATOR (DSR) adjuster is located on the side of the bottom closure next to the BA adjuster.
(1)
Turn DOWN SPEED REGULATOR (DSR) adjuster IN (CW) to stop then back out (CCW) two full turns.
(1)
(2)
Following the Regulator adjustment procedure, adjust the down section as instructed.
(2)
Turn DSR in (CW) to stop at the start of the down section adjustment. Set the down speed 10% higher than normal, with no load on the elevator, then adjust the down direction in the normal manner. After the down section has been adjusted completely, and the unloaded car is operating 10% above its rated or normal speed, turn the DSR adjuster OUT (CCW) to slow the car to its normal operating speed.
NOTE: The flow capacity of the UC2 and the UC2A controllers is 10% less than the UC1 and the UC1A.
The Balance Adjuster (BA) located on the side of the bottom closure is factory set. Front View
UC1A
RELIEF ADJ.
Top View
UC2A
LS ADJ. BPS ADJ. UA
US
UL
UT
JACK
TANK
BA DSR
PUMP
ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.
COIL OPERATING SEQUENCE
U
US
For up travel, energize when pump starts and de-energize to stop. With US energized and pump running, car will move up at leveling speed. For “soft stop”, pump should run no more than one half second after US de-energizes. Energize with US coil to run up at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized up leveling.
UL UT
DA
DOWN
PUMP
US
D
FULL SPEED D
US
DL
UP FULL SPEED
U
DL
Energize to move car at leveling speed. De-energize to stop.
D
Energize with DL coil to run down at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized down leveling.
UA
DT
BPS DL
DS
ELECTRO-MAGNETIC COILS U = UP COIL D = DOWN COIL US = UP STOP COIL DL = DOWN LEVEL COIL
CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta 1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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18
EXPLODED VIEW UC1AB44 - JANUARY 2006 205900
2138A0 SCREW
COIL COVER 280520 DOWN CLOSURE ASSY
206400 SCREW
* *
238100 SCREW
WARNING & MANUAL LOWERING LABEL
215900 SCREW
* WHITE TEFLON SEAL 227000
* * 280090 SHORT ADJ ASSY
280120 BPS CLOSURE ASSY
*
212900 SCREW
(1) 213000 LOCK RING
28098A PISTON RING & EXPANDER ASSY
28017E DOWN PISTON & GUIDE ASSY
28292A SOLENOID TUBE ASSY W / STUD
* 28006A UP / DOWN SEAT ASSY
28014B BPS PISTON & GUIDE ASSY
+ 29298B-2 SOLENOID SEAT KIT
238100 SCREW
* *
+ 282920 SOLENOID TUBE ASSY + 292950 BALL CAGE KIT
*
28098A PISTON RING & EXPANDER ASSY
281630 COILS BASE PLATE ASSY
*
*
*
206900 COILS SLEEVE
SOLENOID COILS 208000 230 VAC (GREEN) 208100 115 VDC (BLACK) 208200 115 VAC (RED)
28149A UP BLOCK ASSY
280470 MANUAL LOWERING SCREW ASSY
215900 SCREW 28148A DOWN CONTROL BLOCK ASSY
*
280070 ADJ. SCREW ASSY LONG 28011A CHECK PISTON ASSY
* * * *
216100
204200 DIFFUSER
28010A CHECK SEAT ASSY
208900 BPS SPRING
* 208800 SPRING
*
28006A UP / DOWN SEAT ASSY
*
* FLANGE TYPE 2” VIC 203600 2 ½ VIC 203500 3” VIC 2035A0 2” THD 205600 2 ½ THD 205800
280480 CHECK CLOSURE ASSY
206600 SCREW
235200 PIPE PLUG
* * Notes: * = ITEMS INCLUDED IN SEAL KIT #291510, (REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBER) + = ITEMS INCLUDED IN SOLENOID KIT #29292A, (UC1A SHOWN) (REFER TO THE UC2A EXPLODED VIEW FOR THE UC2A DOWN VALVE SECTION)
2141A0 SET SCREW 213100 REGULATOR STUD
*
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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19
EXPLODED VIEW UC1AB44 PARTS LIST- JANUARY 2006 PART #
DESCRIPTION
28149A 280070 203400 227000 200700 280090 203400 227000 200900
UP CONTROL BLOCK ASSEMBLY Adjuster screw assembly (long) Seal nut Teflon seal * Adjuster screw Adjuster screw assembly (short) Seal nut Teflon seal * Adjuster screw (short) Up control block miscellaneous 282920 Solenoid tube assembly + 29298B-2 Solenoid seat kit + 292950 Ball cage kit + 210800 Seal ring * 244500 Seal plug 210500 Seal ring * 2110LC Seal ring * 238000 Ball 243300 Spring 239509 Orifice (max UT) (Steel) 2379A0 Screw, (¼-28 button head) 2105LC Seal ring * 210140 Seal ring * Relief block assembly Note: Available in complete up block assy only. 28148A 280070 203400
DOWN CONTROL BLOCK ASSY Adjuster screw assy (long) Seal nut
227000 200700 280470 203400 227000 204700 230000
*
282920 28292A 29298B-2 292950 210800 244500 263900 210500 208700 238000 238100 2379A0 225700 239513 2105LC
+ + + + *
*
* *
*
Teflon seal Adjuster screw Manual lowering screw assembly Seal nut Teflon seal Manual lowering screw Roll pin Down control block miscellaneous Solenoid tube Solenoid tube w / stud Solenoid seat kit Ball cage kit Seal ring Seal plug Seal ring Seal ring Spring Ball Screw (10/32 button head) Screw (¼-28 button head) Cap plug Orifice (max DS) Seal ring
281630 216300 207700 207900 247300
COILS BASE PLATE ASSEMBLY Coils base plate Grommet Ground screw Washer
280120 2067A0
BPS SECTION BPS closure assembly Lock nut
PART #
DESCRIPTION
201200 201800 210600 28014B 204000 210000 2038B0 210200 2023A0 28098A 2057A0 2011E4 2118A0 204200 208900 28006A 209300 2006A0 219200
BPS SECTION (Continued) BPS closure assy (continued) BPS closure BPS adjuster screw Seal ring * BPS piston & guide assembly Sleeve Seal ring * BPS piston rod Seal ring * Piston Piston ring & expander assy * Seal ring * BPS guide (standard) Lock nut BPS Diffuser Spring, BPS diffuser Up / Down seat assembly Snap ring Up seat Seal ring
280520 205100 206700 205200 213700 202900
DOWN SECTION Down closure assembly Lock nut Lock nut Down closure Pipe plug Down leveling speed adjuster
210600 203700 210500
* *
Seal ring Down speed adjuster Seal ring
280480 204800 210370 208800
Down piston & guide assy (std...) Down piston rod Seal ring * Piston Piston ring & expander assy Seal ring * Down guide (std.) Lock nut Sleeve Seal ring * Up / Down seat assembly Snap ring Down seat Seal ring CHECK SECTION Check closure assembly Check closure Seal ring * Spring, check piston
28011A 2021A0 200200 2025A0 2057A0 2011E0 281510 210200 28010A 2095A0
Check piston & guide assy (std.) Lock nut Spacer Check piston Seal ring Check guide (std.) Check linkage assembly Seal ring Check seat assembly Snap ring
28017B 2038A0 210200 2023A0 28098A 2057A0 2017E4 2118A0 204000 210000 28006A 209300 2006A0 219200
*
*
PART #
DESCRIPTION
28010A 2010A0 210370
CHECK SECTION (Continued) Check seat assembly (Continued) Check seat Seal ring
205000 28030A 2053A0 210700 2030A0 218800 212200 214200 281610 2107LC 216100 203500 203600 2035A0 205600 205800 2105LC 2107LC 213700 235200 213100 2141A0
VALVE BODY Regulator assembly Up leveling speed adjuster Seal ring * Regulator Spring Spring Spring boss Up / Down strainer assembly Seal ring * Strainer Valve body miscellaneous Flange, 2½" Victaulic (Shown) Flange, 2" Victaulic Flange, 3" Victaulic Flange, 2" Threaded Flange, 2½" Threaded Seal ring * Seal ring * Pipe plug Pipe plug Regulator stud Set screw
205900 206400 206500 206600 208000 208100 208200 213000 210400 212900 2138A0 213900 215900 206900 238100 237400 205100
MISCELLANEOUS Coils cover Screw (Down closure) Screw (BPS closure) Screw (flanges, Check closure) Solenoid coil 230 VAC (Green) Solenoid coil 115 VDC (Black) Solenoid coil 115 VAC (Red) Lock ring Seal ring (flanges) * Screw (regulator cap) Screw (up block) Screw (up block) Screw (up & down blocks) Coil sleeve Screw (base plate) 3/8" Washer (coil cover) Jam Nut
Notes: -
REFER TO THE UC2A EXPLODED VIEW PARTS LIST FOR THE UC2A DOWN VALVE SECTION.
* = PARTS INCLUDED IN SEAL KIT # 291510 + = PARTS INCLUDED IN SOLENOID KIT # 29292A
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[email protected]
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EXPLODED VIEW UC2AB44 - JANUARY 2006 206400 SCREW
28017B DOWN PISTON & GUIDE ASSY
281980 DOWN CLOSURE ASSY
2006A00 DOWN SEAT
* 28098A PISTON RING & EXPANDER ASSY
218400 RESTRICTOR SEAT
*
* 204000 SLEEVE SPECIFICATION LABEL
*
202900 DOWN LEVEL ADJUSTER
*
28148A2A DOWN BLOCK ASSY
203700 DOWN SPEED ADJ
*
281960 RESTRICTOR PISTON
“S” PORT
281950 RESTRICTOR PISTON RING & EXPANDER ASSY 219300 SLEEVE
NOTES: = ITEMS INCLUDED IN SEAL KIT #291510
*
*
220300 SPRING 281990 DSR STRAINER ASSY
(REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBERS) (REFER TO THE UC1A EXPLODED VIEW PARTS LIST FOR ALL OTHER ASSEMBLIES WITH THE EXCEPTION OF THE DOWN VALVE SECTION.
* *
28191D RESTRICTOR CLOSURE ASSY
* 28190A BA ADJUSTER ASSY
*
* * 206400 SCREW
28189A DSR ADJUSTER ASSY
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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EXPLODED VIEW UC2AB44 PARTS LIST - JANUARY 2006
PART# 28148A-2A
DESCRIPTION DOWN CONTROL BLOCK ASSY
280070
Adjuster screw assy (long)
203400 227000
*
200700 280470
*
204700 230000 282920 28292A 29298B-2 292950 210800 244500 263900 210500
* *
PART#
DOWN SECTION 281980
Down closure assembly
RESTRICTOR SECTION 28191D 2191D0
Teflon seal
206700
Lock nut
2105LC
Adjuster screw
205200
Down closure
210300
Seal ring
220400
Spring Restrictor spring
210000
*
Seal ring Seal ring
204000
Sleeve
220300
Teflon seal
203700
Down speed adjuster
218100
Pressure line
Manual lowering screw
210600
*
Seal ring
217300
Snap ring
Down leveling speed adjuster
2182B0
Cap (pressure line)
*
Seal ring
2176B0
Down control block miscellaneous Solenoid tube
202900 210500
Down piston & guide assy (std.)
28017A
Solenoid tube w / stud
2038A0
Solenoid seat kit
210500
Ball cage kit
2023A0
Seal ring
28098A
Seal plug
2057A0
Seal ring Seal ring
210700
Seal ring
218300
Roll pin
Seal ring
217700
90 deg. male connector
Piston
212400
Ball
Piston ring & expander assy
212200
Spring
Seal ring
239504
Orifice
2017E0
Down piston guide (std.)
210200
2118A0
Lock nut
* * *
281840
Ball
209300
Snap ring
203400
238100
Screw (10/32 button head)
2006A0
Down seat
227000
2379A0
Screw (¼-28 button head)
219200
Seal ring
2190A0
225700
Cap plug
218400
Restrictor seat
28189A
Down / Restrictor seat assy
Orifice (max DS) Seal ring
Poppit
*
Down piston rod
Spring
*
Restrictor closure
* *
Seal nut
238000
239513
Restrictor closure assy
Lock nut
208700
2105LC
DESCRIPTION
205100
Roll pin
+ + + + *
DESCRIPTION
Seal nut
Manual lowering screw assy
203400 227000
PART#
*
Balance adjuster assy
28190A
Seal nut
*
+ = PARTS INCLUDED IN SOLENOID KIT #29292A REFER TO THE UC1A EXPLODED VIEW PARTS LIST FOR ALL OTHER ASSEMBLIES WITH THE EXCEPTION OF THE DOWN VALVE SECTION.
210200
Teflon seal BA adjuster screw DSR adjuster assy Regulator adjuster
2189A0
Notes: * = PARTS INCLUDED IN SEAL KIT #291510
Seal ring
*
Seal ring
217900
Regulator cap
230000
Roll pin
225700
Vinyl cap (DSR) Lock nut
233000 281960
Restrictor piston assy
219600
Restrictor piston
281950
Piston ring & expander assy Sleeve
219300 210300
*
Seal ring Miscellaneous
281990
DSR strainer
206400
Screw
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SEAL RING LOCATIONS UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
210200
2107LC 210700
263900
210800
210400
210000
210300 210370
2105LC 210500
2110LC 211000
2057A0
210600
(1) 210500 (1) 2110LC WHITE TEFLON SEAL 227000 (4)
(1) 210000
210800 (1) 2105LC (5) 210600 (1)
(2) 210600
Notes: - SEAL RINGS SHOWN IN ACTUAL SIZE. Dip in oil prior to installation.
(1) 210000 210500 (1)
(3) 210700 2057A0 (1)
236000 (4)
(5) 210500 28098A PISTON RING & EXPANDER ASSY
210800 (4)
2057A0 (1) WHITE TEFLON SEAL 227000 (3)
(2) 2107LC 2105LC (9)
2057A0 (1)
210400 (1)
(1) 210400
(1) 210400
(1) 210370
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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OPERATING SEQUENCE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
CAR AT REST–SOLENOID COILS DE–ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. UP DIRECTION
When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are simultaneously energized closing the ball checks US and UT. The pump output flows through the up valve and back to the reservoir. Hydraulic fluid from the pump travels through the up strainer, to the up acceleration adjustment (UA), then the control side of the up piston. The control side of the up piston is larger in area than the area of the up piston exposed to the pump pressure; therefore, the up piston begins to move towards the up valve restricting the opening in the up valve, raising the pump pressure. As the pump pressure increases above that on the jack side of the check valve, the check valve is opened allowing fluid to flow to the jack cylinder causing the jack to move in the up direction. The elevator then accelerates to full speed as the up piston closes the up valve. Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized, allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS) orifice in the up leveling speed regulator. When the flow through the (LS) orifice equals in quantity, the flow through the up acceleration adjustment (UA) and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point slightly before the floor (usually 3/8 of an inch to ¼ of an inch), the up stop solenoid (US) is de-energized. This allows fluid to flow through the up stop adjustment (US), causing the up piston to fully open, permitting the total pump output to flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the pump motor is electrically timed out and stops. If, during up movement, the car has been overloaded or hits an obstruction, the fluid on the control side of the piston is evacuated to the reservoir through the relief valve, causing the up piston to cycle open and by-pass the entire pump output.
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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OPERATING SEQUENCE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
CAR AT REST – SOLENOID COILS DE-ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. DOWN DIRECTION
When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are simultaneously energized, allowing fluid from the control side of the piston and fluid from the down control adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration adjustment (DA) and back to the reservoir. This reduces the pressure on the control side of the down piston. The pressure acting on the area of the down piston exposed to the jack pressure causes the down piston to open the down valve. The down valve will remain in the open position as long as the flow of control fluid passing through the down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and the down stop adjustment (DS). The maximum down speed is controlled by a mechanical stop limiting the down piston travel (adjustment D). Upon reaching a predetermined distance above the floor to which the car is traveling (2 inches for every 10 fpm of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down piston from the jack continues, as the control side of the piston is larger in area than the area exposed to jack pressure. This causes the down piston to start closing the down valve. A control rod follows the movement of the piston, uncovering control porting and allowing fluid to flow through the down transition adjustment (DT), stops the motion of the piston, placing the down valve in the leveling position. The rate of movement of the down piston from the open position to the leveling position is controlled by the down transition (DT) adjustment. Upon reaching a point slightly before floor level, (usually 3/8 of an inch to ¼ of an inch), the down solenoid (DL) is de-energized, causing the fluid coming through the down transition (DT) and the down stop (DS) adjuster to be diverted to the control side of the down piston, moving the down piston to the fully closed position of the down valve. The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down stop adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the down piston at a more rapid rate. DOWN DIRECTION UC2 & UC2A
Constant down speed is controlled by the down speed regulator adjustment (DSR), which regulates the movement of the down piston and down valve in the event of increased jack pressure. This continuous regulation causes a constant rate of flow in the down direction from the jack through the down valve and back to the reservoir regardless of varying loads on the elevator. With the above exception, the UC2 and UC2A valves operate in general as the UC1 and UC1A valves.
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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HYDRAULIC SCHEMATIC UC1AB44 - JANUARY 2006 UP CONTROL BLOCK
DOWN CONTROL BLOCK
U
US
RELIEF
SOLENOID
D
SOLENOID
DL
SOLENOID
1
SOLENOID
4
5
3
2
6
7 MANUAL LOWERING
UA
UL
US
UT
DT
DS
DA
D DL
"B" PORT 11
NOTE: THE DOWN VALVE IS ROTATED 90° FOR CLARITY
JACK
"S" PORT
8 12
BPS
9
10
"A" PORT
13 14
PUMP
(BELOW)
TANK
1 2 3 4 5
MAXIMUM UA ORIFICE UT BALL CHECK US BALL CHECK MAXIMUM DT ORIFICE MAXIMUM DS ORIFICE
6 7 8 9 10
DT BALL CHECK DS BALL CHECK DOWN STRAINER ASS'Y UP STRAINER ASS'Y BPS PISTON & GUIDE ASS'Y
11 12 13 14
DOWN PISTON & GUIDE ASS'Y CHECK PISTON & GUIDE ASS'Y CHECK LINKAGE LS ADJUSTER (ABOVE)
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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HYDRAULIC SCHEMATIC UC2AB44 - JANUARY 2006 DOWN CONTROL BLOCK
D
DL
SOLENOID
SOLENOID
NOTE: SEE UC1A HYDRAULIC SCHEMATIC FOR UP SECTION.
1
2 MANUAL LOWERING
DT
DS
DA
D DL
7
4
JACK
3
CHECK BYPASS VALVE
TANK
VALVE
NOTE: THE CHECK VALVE IS ROTATED 90° FOR CLARITY.
6
8
PUMP
5
1 2 3 4 5
MAXIMUM DS ORIFICE DS BALL CHECK DOWN STRAINER ASS'Y DOWN PISTON & GUIDE ASS'Y RESTRICTOR ORIFICE
6 7 8
RESTRICTOR PISTON ASS'Y DOWN SPEED REGULATOR ADJUSTER (DSR) BALANCE ADJUSTER (BA)
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
CAUTION: • •
The information contained herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
The possible problems and causes are listed in likelihood and ease of checking. The first section of the guide deals with the UP SECTION, while the second deals with the DOWN SECTION. It is important to use the following reference materials in conjunction with the trouble shooting procedures. • •
UC1, UC1A, UC2, UC2AB44 Operating Sequence UC1, UC1A, UC2, UC2AB44 Adjustment Procedure
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006 CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
UP SECTION PUMP RUNS, CAR DOES NOT MOVE • • •
•
•
Check valve for proper sizing in accordance with adjustment instruction. Make sure gate valves are open in system as required. If car is resting on bumpers, make sure main down piston is not open by manually closing it with the D (Down Speed adjuster). Turn D (Down Speed) adjuster in clockwise (CW) to stop, then back out counterclockwise (CCW) to it’s normal position (count number of turns in and out to avoid lengthy adjustment). Turn US (Up Stop) adjuster in (CW) fully. 1. If car moves, check for proper voltage to coils. 2. If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign material and / or damage. Ball cage must operate freely within the solenoid tube. 3. If car does not move, repeat procedure with UT (Up Transition) adjuster and U solenoid assembly. Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Make sure the large recycle spring grips the shoulder of the piston tightly.
SLOW UP ACCELERATION • • • • • •
Turn UA (Up Acceleration) adjuster out (CCW). Check belts and pulleys on pump and motor to make sure they are not slipping. Remove control block and check up control fluid strainer for lint. If clogged, remove debris (in this case oil in the system must be filtered). Check relief valve for proper setting. Refer to Adjustment Procedures. Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates properly, check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball cage. Check motor for proper HP rating and line voltage for excessive voltage drop.
UP ACCELERATION ROUGH • •
Check jack packing and guide shoes for excessive tightness. Check valve for proper sizing.
UP SPEED SLOW • • •
•
Check belts and pulleys on pump and motor to make sure they are not slipping. Check relief valve for proper setting. Turn UT (Up Transition) adjuster in (CW). If this corrects the problem: 1. Check for proper coil voltage on up coils. 2. Check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball cage. Check motor for proper HP rating and line voltage for excessive voltage drop.
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
UP SECTION (CONTINUED) CAR OVERSHOOTS FLOOR • • •
Turn the UT (Up Transition) adjuster out (CCW) more. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts must operate freely within solenoid tube. Check hatch slow down switch and stopping circuit to make sure there is no delay (one second lost means a three foot delay at 180 feet per minute).
CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE • • • •
•
Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence. Refer to Adjustment Procedure. Make sure the LS (Leveling Speed) adjuster dot is referenced to the line between F and S. Check Relief for proper setting. If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in (CW). Be sure to count the number of turns for later readjustment. Then: 1. Check for proper coil voltage. 2. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts must operate freely within solenoid tube. 3. Replace solenoid seat. 4. Readjust (US) back to original position. Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Make sure the large recycle spring grips the shoulder of the piston tightly.
HARSH UP STOP • • •
Turn US (Up Stop) adjuster in (CW) for smoother stop. Check that the pump continues to run after car has stopped for at least one half second. As a check to determine adequate pump time, turn US (Up Stop) adjuster (CW) all the way. Car should then level and stop above the floor. If not, there is not enough pump time. Check jack and guide shoes for excessive tightness. If jack packing and guide shoes are in good condition, a soft stop will be accomplished by following the standard Adjustment Procedure.
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
Copyright 2005 Maxton Mfg. All Rights Reserved
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
• •
CAUTION: The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION CAR WILL NOT LOWER • • • • •
• •
•
Check coil voltage. Check line shut off valve and tank shut off valve. Turn DS (Down Stop) adjuster in clockwise (CW) to stop. Turn DA (Down Acceleration) out counterclockwise (CCW) more. Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual Lowering) screw out (CCW) all the way. If car lowers with ML screw open, first check for proper coil voltage. If voltage is correct, then check both D and DL solenoid assemblies for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seat. Remove Down closure and piston. Examine piston ring for debris and / or damage, it must expand after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear. Check piston guide and seat for freedom of movement.
SLOW DOWN START • • •
•
•
Turn DA (Down Acceleration) adjuster out (CCW). Turn DS (Down Stop) adjuster in (CW). Remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seats. Check jack packing and guide shoes for any binding.
HARSH OR BOUNCY START •
•
Bleed air from jack. Check for tight packing or guide shoe friction.
FAST DOWN START •
Turn DA (Down Acceleration) adjuster in (CW).
CAR COMES DOWN IN LEVELING SPEED ONLY • •
•
Check coil voltage to D (Down Valve) solenoid. Land car and remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within solenoid tube. Replace solenoid seats.
MAIN DOWN SPEED TOO SLOW • Make sure gate valves are open between valve and jack and between valve and tank. • Turn D (Down Speed) adjuster out (CCW). • Replace solenoid seats. •
•
Remove down closure and piston. Check piston ring on Down piston for debris and / or damage, it must expand after it has been manually compressed. Check piston ring for groove wear. Install pressure gauge at “B” port. Check pressure during full down speed, no load and compare to flow chart. If there is any abnormal pressure drop, check for restriction in piping from valve to jack and from valve to tank. Check flow capacities of pipe between valve and jack and between valve and tank (must not exceed 15 feet per second).
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006 CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED) DOWN TRANSITION TOO SLOW •
• • • •
Turn DT (Down Transition) out (CCW). This will necessitate readjusting the DA (Down Acceleration) adjustment. Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Replace solenoid seat. Check slow down switch and relays for possible delay. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
NO DOWN LEVELING SPEED • Turn DA (Down Acceleration) adjuster out (CCW). • Turn ML (Manual Lowering) screw out (CCW). • If car lowers:
•
1. Check voltage to DL solenoid coil. 2. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. 3. Replace solenoid seat. If car does not lower, turn DT in (CW) until normal leveling speed is attained..
DOWN STOP TOO SMOOTH OR INACCURATE •
• • •
Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down Acceleration) adjustment. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Check slow down switch and relays for possible delay. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
DOWN STOP TOO ROUGH • •
Turn DS (Down Stop) adjuster in (CW). Check for tight jack packing or guide shoes.
CAR WILL NOT STOP IN DOWN DIRECTION • Make sure coils are not energized. • •
• • • •
Turn DT (Down Transition) adjuster out (CCW) fully. Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. Replace solenoid ball cage. Replace solenoid seat. Remove valve closure and check piston guides to make sure they operate freely within their respective seats. Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this case oil in the system should be filtered).
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006 CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED) CAR DRIFTS DOWN SLOWLY • Send car to upper floor. Open main power disconnect switch. • Close pit valve. If car still drifts, the leak is in the jack assembly. • Back out seal nut on ML (Manual Lowering) screw one half turn. Turn ML screw in (CW) fully and re-tighten seal nut to ensure a good seat. • Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a leak at the down solenoids. Replace D and DL solenoid seats. Refer to solenoid kit# 29292A. • If leak is present, replace with valve exchange, new valve, or contact Maxton technical support. ADDITIONAL PROCEDURE FOR UC2A (UC2) FULL DOWN SPEED TOO SLOW • In examining flow charts, the down flow capacity of the UC2A (UC2) valve is 10 percent less than the UC1A (UC1) valve. CAR DRIFTS DOWN SLOW • Before dismantling the down section except when the problem is pinpointed to the control block, turn DSR (Down Speed Regulator) in (CW) fully. If this stops the leak, examine the Regulator Poppit for debris and / or damage. DOWN SPEED VARIES • Adjusting with BA (Balance Adjustment) adjuster, turn in (CW) for slower and out (CCW) for faster. This adjustment must be made with a full load. BA ADJUSTER NOT AT FACTORY SETTING • Call Maxton Technical Support with valve serial number.
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
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34
Valves Maxton Valves UC4M
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1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC CONTROLLERS UC4, UC4MB44
Jack
Tank
Tank
Pump
Pump
UC4M B44
UC4 B44
Standard Features 20 – 185 gpm (76 – 700 I/min) 50 psi (3.4 bar) 800 psi (55 bar) 2” NPT 2” NPT or Victaulic
Gauge Ports
Pump Pressure: “A” Port (1/8” NPT) System pressure: “B” Port (1/8” NPT) Pressure Switch: “S” Port (1/8” NPT)
Operating Temperature Oil Type
80°– 150° F (26°– 65° C) Hyd. ISO VG 32 150 SUS @ 100° F (38° C)
Solenoid Coils
Encapsulated CSA / UL Listed
UC4/4M/4MR
Specifications Standard Flow range Operating Pressure Minimum Maximum Line Connections Jack, Tank Port Pump Port (flange)
Jack
Unit body construction. Steel sleeve inserts in valve body. Feedback control for stall free operation. Individualized adjustments. Integrated relief valve. High efficiency solenoids. 115 VAC solenoid coils. Factory tested prior to shipping. 24 month limited warranty.
Optional Features
Overall Dimensions Width 8 7/16 inches (214mm) Depth 9 3/16 inches (233mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
Explosion Proof Coil Cover Thread to Victaulic Adapters (2”) Low Pressure Switch Tank Discharge Filter Solenoid Coils 12 / 24 VDC Coils 12 / 24 VDC – 115 VAC Dual Voltage Coils 230 VAC Coils 115 VDC Coils
Height 10 1/2 inches (268mm) Weight 27 lbs. (12.2kg)
Page35 303 CemcoLift 2008
S:\CATALOG\WORD\44MSPECS.DOC REV 01/2004
9
EXTERIOR DIMENSIONS UC4, UC4M, UC4MRB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
Top View UC4M SHOWN CENTER LINE OF PUMP
CENTER LINE OF PUMP
PUMP
1 1/2” (38mm)
9 3/16” (233mm) 6 5/8” (168mm) 5 1/16” (129mm)
ADJUSTER MAX LENGTH
Front View
10 1/2” (267mm)
4 1/4” (108mm) 2 3/16” (55mm)
3 13/16” (97mm)
3 13/16” (97mm)
4 5/8” (117mm) 8 7/16” (214mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
36 Page 304 CemcoLift 2008
S:\CATALOG\WORD\4MRED.DOC REV 01/2004
GUIDE CONFIGURATIONS UC4, UC4M, UC4MRB44
E1 BPS GUIDE
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
E2 DN / CHK GUIDE
E1 GUIDE CONFIGURATION UC4/4M/4MR
E2 BPS GUIDE
E3 DN / CHK GUIDE
E2 GUIDE CONFIGURATION
E4 BPS GUIDE
E4 DN / CHK GUIDE
STD GUIDE CONFIGURATION
Copyright 2004 Maxton Mfg. All Rights Reserved
37 Page 305 CemcoLift 2008
S:\CATALOG\WORD\44MRGC.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
ADJUSTMENT PROCEDURE UC4, UC4MB44
THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS SPECIAL CONSIDERATIONS: Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW) counterclockwise. The control plate adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment). When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5 micron filtration system.
OPERATIONAL DATA:
GAUGE PORTS:
Min. / Max. Pressure: Min. / Max. Rated Flow: Operating Temperature: Optimal Temp. Range. Oil Type:
Gauge ports 1/8 pipe sizes are provided at points A, B and S. A Port: Pump pressure (RELIEF, WORKING PRESSURE). B Port: Jack pressure (STATIC, DOWN RUNNING). S Port: Low pressure switch port. Note: The minimum operating pressure at port B should be at least 50 psi (3.4 bar) as car is moving down full speed with no load. See flow chart.
50-800 psi (3.4-55 bar) 20-185 gpm (76-700 l / min.) 80˚-150˚ F (26˚- 65˚ C) 100˚-130˚ F (38˚- 54˚ C) Hyd. ISO VG 32 150 SUS @ 100˚ F (38˚ C)
Note: Consult factory when applications exceed pressure ratio over 2.5 to 1, example (Max. / Min. :280 / 100)
UP SECTION ADJUSTMENTS 1 BPS
3 UL
4 UT
5 US
6
Disconnect the US coil, turn UA IN (CW) register an up call and turn BPS IN (CW) until the car just moves. Next, turn the BPS adjuster OUT (CCW) until it stops the movement of the car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster and stop pump. NOTE: If car does not move with BPS fully IN (CW), the valve may be oversized for the job (consult factory for proper valve sizing). Reconnect the US coil.
7D
Register a down call to set proper down speed with down speed adjuster D as required. Tighten the lock nut (snug) & send car to upper landing.
8 DA
Start by turning DA and DL adjusters IN (CW) to stop. Register a down call and, turn the DA adjuster slowly OUT (CCW) until the car accelerates smoothly. Send car to upper landing.
Register an up call (pump running, U & US coils energized, car should not move), slowly turn UA OUT (CCW) to attain full up speed within 24 to 36 inches. Lower car to lowest landing.
9 DT
Register a down call and turn DT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized down leveling. Send car to upper landing.
Disconnect the U coil. Turn UL adjuster IN (CW) to stop and register an up call. Leveling speed should be 3 to 5 fpm. (If not, readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12 fpm leveling speed. Reconnect the U coil and lower the car to lowest landing.
10 DL
Disconnect D coil. Register a down call and set down leveling speed at 6 to 9 fpm with the DL adjuster. Tighten the lock nut (snug). Reconnect D coil.
Register an up call and turn UT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized up leveling. Repeat steps 3 and 4 as necessary.
11 DS
Turn DS IN (CW), when necessary, for a softer stop.
With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8" below floor. After a normal up run, turn US IN (CW) as needed to bring car to floor level. The pump must be timed to run no more than ½ second after the car has reached the floor.
ML MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car downward at leveling speed when necessary. R RELIEF: a. Land car in pit and install pressure gauge in A port. b. Register an up call with a fully loaded car, making note of Maximum operating pressure. c. Turn UA and RELIEF adjuster OUT (CCW) to stop. d. Close the manual shut off valve to the jack. e. Register an up call, observe pressure gauge and turn RELIEF IN (CW) to increase pressure. Final setting should be in accordance with local code requirement not to exceed 150% of maximum operating pressure. f. Tighten the lock nut (snug). g. Restart to check the pressure relief setting. Seal as required. h. Open the manual shut off valve to the jack i. Readjust UA for proper Up Acceleration.
With empty car at bottom floor, disconnect U & US coils and register a call. The car must not move. If movement occurs, check BPS and US. LS*
Dot on the LS adjuster should be referenced to the line between F / S. When necessary, disconnect the U coil and turn the UL adjuster IN (CW) to stop. Move the LS adjuster slightly toward S for slower or F for faster leveling speed. Set coarse adjustment from 3 to 5 fpm with the LS adjuster, then repeat step 3.
DEFAULT SETTINGS CONTROL PLATE US UP STOP UL UP LEVEL UA UP ACCELERATION UT UP TRANSITION VALVE BODY BPS BY-PASS SIZING LEVEL SPEED (factory set) LS* R RELIEF (factory set)
OUT IN IN OUT
DEFAULT SETTINGS
(CCW) (CW) (CW) (CCW)
to stop. to stop. to stop. to stop.
(faster rate) (slower speed) (slower rate) (faster rate)
OUT (CCW) DOT ON LINE
to stop.
(delays up start)
(set 3-5 fpm) APPROX 450 psi (CW increases pressure)
Copyright 2004 Maxton Mfg. All Rights Reserved
CONTROL PLATE DT DOWN TRANSITION DA DOWN ACCELERATION DS DOWN STOP ML MANUAL LOWERING VALVE BODY D DOWN SPEED OUT (CCW)
4 threads above lock nut.
(faster speed)
DL
4 threads above lock nut.
(faster speed)
39 Page 306 CemcoLift 2008
DOWN LEVEL
OUT (CCW)
OUT OUT OUT IN
(CCW) (CCW) (CCW) (CW)
to stop. to stop. to stop. to stop.
(faster rate) (faster rate) (faster rate)
S:\CATALOG\WORD\44MAP.DOC REV 01/2004
UC4/4M/4MR
2 UA
DOWN SECTION ADJUSTMENTS
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
ADJUSTMENT PROCEDURE UC4, UC4MB44 **
COIL COVER
SOLENOIDS (UNDER) COVER
UC4 US
PUMP “A” PORT
“S” PORT D
O
*UP STRAINER
SUB CHECK SEAT O
U
*DOWN STRAINER
DL
SERIAL # SERIAL #
Front View Top View PUMP
**
SYSTEM (JACK) “B” PORT
COIL COVER
SOLENOIDS (UNDER) COVER
“S” PORT
UC4M
US
D
PUMP “A” PORT
O
*UP STRAINER
SUB CHECK SEAT O
*DOWN STRAINER
DL
U SERIAL #
SERIAL #
Front View SYSTEM (JACK) “B” PORT
Top View PUMP
ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position. When replacing a Maxton UC3 / UC3AM or UC4 / UC4M series valve, the pump flange assembly must also be replaced. It is subject to the same wear and tear as the valve. *Strainer access is provided from the top of the control plate. **The coil cover, sleeves, and base plate are an integral part of the valve assembly. COIL OPERATING SEQUENCE US
For up travel, energize when pump starts and de-energize to stop. With US energized and pump running, car will move up at leveling speed. For “soft stop”, pump should run no more than one half second after US de-energizes.
U
Energize with US coil to run up at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized up leveling.
US
UL UT
DA
PUMP
DOWN
D
FULL SPEED D
US
DL
UP FULL SPEED
DL
Energize to move car at leveling speed. De-energize to stop.
D
Energize with DL coil to run down at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized down leveling.
U UA BPS
DT DL
DS
ELECTRO-MAGNETIC COILS U = UP COIL D = DOWN COIL US = UP STOP COIL DL = DOWN LEVEL COIL
CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta Copyright 2004 Maxton Mfg. All Rights Reserved
40 Page 307 CemcoLift 2008
S:\CATALOG\WORD\44MAP2.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
EXPLODED VIEW UC4MB44 237500 COIL COVER
UT Reg. ORIFICE (BLACK) max UT ORIFICE (STEEL)
max US ORIFICE (BLUE)
SPECIFICATION LABEL
+ 282920 SOLENOID TUBE ASSY
max UA ORIFICE (BLUE)
28170D UP STRAINER ASSY + 292950 BALL CAGE KIT
* *
208200 115 VAC (RED) OPTIONAL: 208000 230 VAC (GREEN) 208100 115 VDC (BLACK) 208300 12 VDC (BLACK) 2080A0 VDC – 120 VAC (BLUE)
29298A-2 SOLENOID + SEAT KIT
Max DT ORIFICE (STEEL)
WARNING & MANUAL LOWERING LABEL
244600 SEAL PLUG
28170B DOWN STRAINER ASSY
212900 SCREW
2354B0 COIL COVER STUD
*
206900 COIL SLEEVE
*
213000 LOCK RING
*
2139B0 SCREW 238100 SCREW 2348W0 SEAL RETAINER PLATE
28390B BASE PLATE ASSY
*
2379A0 SCREW
*
* 28346MW CONTROL PLATE ASSY
* 2394MW VALVE BODY
282990 MANUAL LOWERING SCREW ASSY
*
* 28338E4 BPS PISTON & GUIDE ASSY
283410 BPS SEAT ASSY
* 28371B
* 283070 DOWN / CHECK SEAT ASSY
28350B REGULATOR ROD ASSY
PISTON RING ASSY 283240 DOWN LEVEL ADJ. ASSY
*283330 BPS ADJUSTER ASS”Y
* *
283250 DOWN SPEED ADJ. ASSY
283580 2” THD FLANGE (SHOWN)
234200 SCREW
*
OPTIONAL: 283430 28317E4 2” VIC FLANGE ASSY DOWN / CHECK PISTON & GUIDE ASSY
28328MW CLOSURE ASSY
* 232900 SCREW
* 28371B PISTON
RING ASSY Notes: = ITEMS INCLUDED IN SEAL KIT #291540, *(REFER TO SEAL RING LOCATIONS SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS) + = ITEMS INCLUDED IN SOLENOID KIT #292920 (REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN))
Copyright 2004 Maxton Mfg. All Rights Reserved
2319B0 DIFFUSER
Page41308 CemcoLift 2008
RELIEF ADJ. 283010 SCREW ASSY (Available in complete closure assy only)
S:\CATALOG\WORD\4MEV.DOC REV 01/2004
UC4/4M/4MR
* 28347W UP LEVELING REGULATOR ASSY
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW PARTS LIST UC4MB44 PART #
DESCRIPTION
28346MW
CONTROL PLATE ASSEMBLY
280070
*
200700 282990
*
BPS adjuster assy (continued)
28338E4
Spring guide
233800
Teflon seal
2323C0
Spring
28371B
Adjuster screw
235100
Poppit
2320A0
233600
Seal ring
232100
2353C0
Seal retainer
231600
Seal ring
283240
Vinyl Cap
233100
Handle (roll pin)
Down leveling adjuster assembly Snap ring
DESCRIPTION VALVE BODY (Continued)
224600
Manual lowering screw
225700
PART #
Seal nut
Manual lowering assembly
229900 233600
DESCRIPTION VALVE CLOSURE ASSY (Continued)
Adjuster screw assembly
203400 227000
PART #
BPS Piston & guide assy (std.) BPS piston
*
Piston ring & expander assy BPS piston sleeve (w / pin)
*
Seal ring Snap ring
233900
Spring
2340E4
BPS guide (standard)
233000
Lock nut
283430
28170D
Up strainer assembly
232400
Down leveling adjuster screw
232100
2170D0
Up strainer cap
210500
Seal ring
2362A0
Snap ring
Transfer line with screen
210200
Seal ring
236100
Check return
Seal ring
224600
Spring guide
234300
Flange, 2" Victaulic
Seal ring
232300
Spring
235700
Spring
Sleeve
235600
230000
2363A0 210500 237200
* *
* *
Pump flange assy, 2" Victaulic
*
Seal ring
28170B
Down strainer assembly
232200
2170C0
Down strainer cap
283250
Down strainer base with screen
233000
Lock nut
232100
Seal ring
232500
Down speed adjuster screw
2362A0
Snap ring
Ball, 1/4"
210200
Seal ring
236100
Check return
Seal ring
237000
Spring
235800
Flange, 2" Threaded
237300
Spring guide
235700
Spring
2170B0 210500
*
236900 237200
*
28390B
Coils base plate assembly
Down speed adjuster assembly
*
283010
Relief adjuster assembly
Return check rod
283580
Pump flange assy, 2" Threaded
*
Seal ring
2390B0
Coils base plate
207700
Grommet
207900
Ground screw
233000
Lock nut
2053W0
247300
Washer
230400
Relief cartridge
210700
Seal ring
2347W0
Regulator
Relief adjuster screw
212200
Spring
Seal ring
214200
Spring boss
UT Regulator
Note: Available in complete closure assy only.
237200
*
235600
Return check rod
28347W
Regulator assembly Up leveling speed adjuster
*
Seal ring
2379S0
Screw (1/4-28 button head)
230100
210800
Seal Ring
210500
234400
Spring
230200
Spring boss
Ball 3/16"
230300
Spring
28350B
230500
Ball retainer
235200
Pipe plug
236900
Ball
214100
Set screw
2350B0
Regulator rod
213400
Control plate assy miscellaneous 282920 29298A2 292950
+ + +
2348W0 2105LC 2385LC 210140 210190
* * * *
238100 210800
*
244500
Valve closure assy miscellaneous
Solenoid seat kit Solenoid ball cage kit
235200
Seal retainer plate
2379A0
Seal ring Seal ring
210800 238000
Seal ring
244500
Seal ring
210500
Screw (# 10-32)
208700 2394MW
Screw (1/4 -28 button head)
* *
Seal ring
206900
Seal plug
208000
Seal ring
208100
Solenoid coil 115 VDC (Black)
Spring
208200
Solenoid coil 115 VAC (Red)
VALVE BODY
283070
MISCELLANEOUS Coil sleeve
Seal ring Ball
Seal plug
*
Regulator rod assembly
Pipe plug (A & B ports)
Seal ring Seal plug
244600 210500
Solenoid tube assembly
*
Down / Check seat assembly
Solenoid coil 230 VAC (Green)
213000
Lock ring
212900
Screw (regulator cap)
2139B0
Screw (control plate)
2319B0
Diffuser
208700
Spring
230900
Snap ring
232900
Screw (valve closure)
238000
Ball, 5/16"
230700
Down / Check seat
234200
Screw (pump flange)
2379A0
Screw (¼-28 button head)
231200
Spacer
2354B0
Coils cover stud
238100
Screw (# 10-32 button head)
230600
Seal ring
237500
Coils cover
263900
*
Seal ring
28317E4
Down / Check piston & guide assy
2376A0
Jam nut (coil cover)
Seal ring
237700
Washer (coil cover)
232000
Down piston sleeve
238100
Screw (baseplate)
2317A0
Down piston
235200
Pipe Plug
239503
Orifice (max UA / US) (Blue)
232100
239504
Orifice (max UT) (Steel)
239513
Orifice (max DT) (Steel)
239515
Orifice (UT Reg.) (Black)
28371B
*
*
Piston ring & expander assy
28328MW
VALVE CLOSURE ASSEMBLY
231600 231500
Snap ring Spring
283330
* BPS adjuster assembly
2314E4
Down / Check guide assy (std.)
*
233100
Snap ring
204500
233000
Lock nut
230800
BPS adjuster screw
204600
Snap ring
Seal ring
283410
Up seat assembly
Seal ring
230900
Snap ring
234100
BPS seat Seal ring
233300 210200 210500
* *
230600 Copyright 2004 Maxton Mfg. All rights reserved.
Seal ring Seal retainer ring
42 309 Page CemcoLift 2008
Notes: -
REFER TO APPLICATION FLOW CHART FOR GUIDE SELECTION. E1: 28338E1 (BPS piston assembly) 28317E2 (Down piston assembly) E2: 28338E2 (BPS piston assembly) 28317E3 (Down piston assembly) * = PARTS INCLUDED IN SEAL KIT # 291540 + = PARTS INCLUDED IN SOLENOID KIT # 292920
S\CATALOG\WORD\4MEVPL.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
EXPLODED VIEW UC4B44
WARNING & MANUAL LOWERING LABEL
237500 COIL COVER
UT Comp. ORIFICE (GREY)
SPECIFICATION LABEL
max UT ORIFICE (STEEL)
28170D UP STRAINER ASSY
2354B0 COIL COVER STUD
* *
208200 115 VAC (RED) OPTIONAL: 208000 230 VAC (GREEN) 208100 115 VDC (BLACK) 208300 12 VDC (BLACK) 2080A0 VDC – 120 VAC (BLUE)
206900 COIL SLEEVE
max UA ORIFICE (BLUE) max US ORIFICE (BLUE)
+ 282920 SOLENOID TUBE ASSY
Max DT ORIFICE (STEEL)
+ 292950 BALL CAGE KIT
28170B DOWN STRAINER ASSY
*
212900 SCREW
+ 29298A-2 SOLENOID SEAT KIT
*
233500 LOCK RING
2139B0 SCREW
*
*
28390B BASE PLATE ASSY
*
2348W0 SEAL RETAINER PLATE
238100 SCREW
*
28347W UP LEVELING REGULATOR ASSY
* *
2379A0 SCREW
282990 MANUAL LOWERING SCREW ASSY
*
2394W0 VALVE BODY
*
28338E4 BPS PISTON & GUIDE ASSY
283410 BPS SEAT ASSY
*28371 PISTON
28350B REGULATOR ROD ASSY
283240 DOWN LEVEL ADJ. ASSY
2319B0 DIFFUSER
RING ASSY
*
*283330 BPS ADJUSTER ASS”Y 283070 DOWN / CHECK SEAT ASSY
283250 DOWN SPEED ADJ. ASSY
*
* *
*
28328W CLOSURE ASSY
283010 RELIEF ADJ. SCREW ASSY (Available in complete closure assy only)
232900 SCREW
28317E4 DOWN / CHECK PISTON & GUIDE ASSY
234200 SCREW
283580 2” THD FLANGE ASSY (SHOWN) OPTIONAL: 283430 2” VIC FLANGE ASSY
*28371 PISTON
RING ASSY Notes: = ITEMS INCLUDED IN SEAL KIT #291540, * (REFER TO SEAL RING LOCATION SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS) + = ITEMS INCLUDED IN SOLENOID KIT #292920, (REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN)) Copyright 2004 Maxton Mfg. All Rights Reserved
43 Page 310 CemcoLift 2008
S:\CATALOG\WORD\4EV.DOC REV 01/2004
UC4/4M/4MR
28346W CONTROL PLATE ASSY
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW PARTS LIST UC4B44 PART #
DESCRIPTION
28346W
CONTROL PLATE ASSEMBLY
280070
Adjuster screw assembly
203400 227000
*
200700 282990 233600
*
PART #
BPS adjuster assy (continued)
28338E4
Spring guide
233800
Teflon seal
2323C0
Spring
28371B
Adjuster screw
235100
Poppit
2320A0
233600
Seal ring
232100
2353C0
Seal retainer
231600
Seal ring
283240
Vinyl Cap
233100
Down leveling adjuster assembly Snap ring
Handle (roll pin)
DESCRIPTION VALVE BODY (Continued)
224600
Manual lowering screw
225700
DESCRIPTION VALVE CLOSURE ASSY (Continued)
Seal nut
Manual lowering assembly
229900
PART #
BPS Piston & guide assy (std.) BPS piston
*
Piston ring & expander assy BPS piston sleeve (w / pin)
*
Seal ring Snap ring
233900
Spring
2340E4
BPS guide (standard)
233000
Lock nut
283430
28170D
Up strainer assembly
232400
Down leveling adjuster screw
232100
2170D0
Up strainer cap
210500
Seal ring
2362A0
Snap ring
Transfer line with screen
210200
Seal ring
236100
Check return
Seal ring
224600
Spring guide
234300
Flange, 2" Victaulic
Seal ring
232300
Spring
235700
Spring
230000
2363A0 210500 237200
* *
* *
Pump flange assy, 2" Victaulic
*
Seal ring
28170B
Down strainer assembly
232200
2170C0
Down strainer cap
283250
Down strainer base with screen
233000
Lock nut
232100
Seal ring
232500
Down speed adjuster screw
2362A0
Snap ring Check return
2170B0 210500
*
236900 237200
*
28390B
Sleeve Down speed adjuster assembly
*
235600
Return check rod
283580
Pump flange assy, 2" Threaded
*
Seal ring
Ball, 1/4"
210200
Seal ring
236100
Seal ring
237000
Spring
235800
Flange, 2" Threaded
237300
Spring guide
235700
Spring
Coils base plate assembly
2390B0
Coils base plate
207700
Grommet
283010
Relief adjuster assembly Note: Available in complete closure assy only.
235600
Return check rod
28347W
Regulator assembly
207900
Ground screw
233000
Lock nut
2053W0
247300
Washer
230400
Relief cartridge
210700
Seal ring
2347W0
Regulator
Relief adjuster screw
212200
Spring
Seal ring
214200
Spring boss
UT Regulator
237200
*
Up leveling speed adjuster
*
Seal ring
2379S0
Screw (1/4-28 button head)
230100
210800
Seal Ring
210500
234400
Spring
230200
Spring boss
Ball 3/16"
230300
Spring
28350B
230500
Ball retainer
235200
Pipe plug
236900
Ball
214100
Set screw
2350B0
Regulator rod
213400
Control plate assy miscellaneous 282920 29298A2 292950
+ + +
2348W0 2105LC 2385LC 210140 210190
* * * *
238100 210800
*
244500
Solenoid tube assembly
*
Valve closure assy miscellaneous
Solenoid seat kit Solenoid ball cage kit
235200
Seal retainer plate
2379A0
Seal ring Seal ring
210800 238000
Seal ring Seal ring Screw (# 10-32)
Pipe plug (A & B ports) Screw (1/4 -28 button head)
*
MISCELLANEOUS Coil sleeve
Seal ring Ball
206900
244500
Seal plug
208000
210500
Seal ring
208100
Solenoid coil 115 VDC (Black)
208700
Spring
208200
Solenoid coil 115 VAC (Red)
Seal ring Seal plug
Regulator rod assembly
2394W0
VALVE BODY
Solenoid coil 230 VAC (Green)
233500
Lock ring
212900
Screw (regulator cap)
Seal plug
283070
2139B0
Screw (control plate)
Seal ring
230900
Snap ring
2319B0
Diffuser
208700
Spring
230700
Down / Check seat
232900
Screw (valve closure)
238000
Ball, 5/16"
231200
Spacer
234200
Screw (pump flange)
2379A0
Screw (¼-28 button head)
230600
Seal ring
2354B0
Coils cover stud
238100
Screw (# 10-32 button head)
244600 210500
263900
*
*
Seal ring
Down / Check seat assembly
28317E4 232100
Down / Check piston & guide assy
*
237500
Coils cover
Seal ring
2376A0
Jam nut (coil cover)
239503
Orifice (max UA / US) (Blue)
232000
Down piston sleeve
237700
Washer (coil cover)
239504
Orifice (max UT) (Steel)
2317A0
Down piston
238100
Screw (baseplate)
239513
Orifice (max DT) (Steel)
28371B
Piston ring & expander assy
235200
Pipe Plug
239515
Orifice (UT Reg.) (Black)
231600
Snap ring
28328W
VALVE CLOSURE ASSEMBLY
231500 2314E4
283330
* BPS adjuster assembly
204600
233100
Snap ring
204500
233000
Lock nut
230800
233300 210200 210500
Spring Down / Check guide assy (std.) Snap Ring
*
Seal ring Seal retainer ring
BPS adjuster screw
* *
Seal ring
283410
Up seat assembly
Seal ring
230900
Snap ring
234100
BPS seat
230600
Seal ring
Copyright 2004 Maxton Mfg. All rights reserved.
44 311 Page CemcoLift 2008
Notes: -
REFER TO APPLICATION FLOW CHART FOR GUIDE SELECTION. E1: 28338E1 (BPS piston assembly) 28317E2 (Down piston assembly) E2: 28338E2 (BPS piston assembly) 28317E3 (Down piston assembly)
* = PARTS INCLUDED IN SEAL KIT # 291540 + = PARTS INCLUDED IN SOLENOID KIT # 292920 S\CATALOG\WORD\4EVPL.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
SEAL RING LOCATIONS UC4, UC4M, UCMRB44
232100
211000
210500
204500
210200 210500 (1) 237200 (1)
211300 237200 (1) 210500 (1)
238500 263900
210500 (5) 236000 (4) 210800 (4)
263900 (5)
236000
210700
210140
237200
233600
210800 (13) 210800 (7)
2105LC (9) 21019LC (1) 2385LC (2)
21014LC (9)
210800
2105LC (8)
210190 232100 (1)
28371B (1) PISTON RING & EXPANDER ASSY
2107LC (1)
210200 (2) 283330 BPS ADJUSTER ASSY
232100 (1) 210500 (2) 210200 (1)
232100 (1)
237200 (1)
204500 (1) 28371B (1) PISTON RING & EXPANDER ASSY
210500 (1)
(UC4M SHOWN)
Copyright 2004 Maxton Mfg. All Rights Reserved
45 Page 312 CemcoLift 2008
S:\CATALOG\WORD\4MRSRL.DOC REV 01/2004
UC4/4M/4MR
210700 (3)
OPERATING SEQUENCE UC4, UC4M, UCMRB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAR AT REST–SOLENOID COILS DE–ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. UP DIRECTION
When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are simultaneously energized; closing ball checks US and UT, the pump output flows through the up valve and back to the reservoir.
Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized, allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS) orifice in the up leveling speed regulator. When the flow through the (LS) orifice equals in quantity, the flow through the maximum up acceleration adjustment (UA) and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point slightly before the floor (usually 3/8 of an inch to 1/4 of an inch), the up stop solenoid (US) is de-energized. This allows fluid to flow through the up stop adjustment (US), causing the up piston to fully open, permitting the total pump output to flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the pump motor is then electrically timed out and stops. If, during up movement, the car has been overloaded or hits an obstruction, the fluid on the control side of the up piston is evacuated to the reservoir through the relief valve, causing the up piston to cycle open and by-pass the entire pump output.
Copyright 2004 Maxton Mfg. All Rights Reserved
47 Page 313 CemcoLift 2008
S:\CATALOG\WORD\44MROPSQU.DOC REV 01/2004
UC4/4M/4MR
Hydraulic fluid from the pump travels through the up control fluid strainer to the by-pass sizing adjustment, then the control side of the up piston. The control side of the up piston is larger in area than the area of the up piston exposed to the pump pressure; therefore, the up piston begins to move rapidly towards the up valve, restricting the opening in the up valve, raising the pump pressure. When the pump pressure reaches a point slightly below the pressure on the jack side of the check valve, the fluid coming through the by-pass sizing adjustment is shut off. Then, the fluid from the up acceleration adjustment (UA), which also comes from the control fluid strainer, causes a continuing movement of the up valve. Fluid begins flowing from the up control fluid strainer through a ball check to the down piston holding it firmly in position. This allows the guide end of the down check assembly to act independently as a check valve. As the pump pressure increases above that on the jack side of the check valve, the check valve is opened, allowing fluid to flow to the jack cylinder, causing the jack to move in the up direction. The elevator then accelerates to full speed as the up piston closes the up valve.
OPERATING SEQUENCE UC4, UC4M, UCMRB44
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAR AT REST – SOLENOID COILS DE-ENERGIZED
The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a manual-lowering valve. DOWN DIRECTION
When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are simultaneously energized, allowing fluid from the control side of the down piston and fluid from the down control adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration adjustment (DA) and back to the reservoir. This reduces the pressure on the control side of the down piston. The pressure acting on the area of the down piston exposed to the jack pressure causes the down piston to open the down valve. The down valve will remain in the open position as long as the flow of control fluid passing through the down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and the down stop (DS) adjustments. The maximum down speed is controlled by a mechanical stop limiting the down piston travel (Down Adjustment (D)). Upon reaching a predetermined distance above the floor to which the car is traveling (6 inches for each 25 feet per minute of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down piston from the jack continues, as the control side of the piston is larger in area than the area exposed to jack pressure. This causes the down piston to start closing. A control rod follows the movement of the piston, uncovering control porting and allowing fluid to flow through the down level adjustment (DL), which when equal in quantity to the flow through the down transition adjustment (DT), stops the motion of the piston, placing the down valve in the leveling position. The rate of movement of the down piston from the open position to the leveling position is controlled by the down transition adjustment (DT). Upon reaching a point slightly before floor level, (usually 3/8 of an inch to 1/4 of an inch), the down leveling solenoid (DL) is de-energized, causing the fluid coming through the down transition (DT) and the down stop (DS) adjusters to be diverted to the control side of the down piston, moving the down piston to the fully closed position of the down valve. The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down stop adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the down piston at a more rapid rate. DOWN DIRECTION UC4MR
Constant down speed is controlled by the down speed regulator adjustment (DSR) which regulates the movement of the down piston and down valve in the event of increased jack pressure. This continuous regulation causes a constant rate of flow in the down direction from the jack through the down valve and back to the reservoir regardless of varying loads on the elevator. The UC4MR valve does not require the down stop adjustment (DS) as does the UC4 and UC4M valves. With the above exception, the UC4MR valve operates in general as the UC4 and UC4M valves.
Copyright 2004 Maxton Mfg. All Rights Reserved
48 Page 314 CemcoLift 2008
S:\CATALOG\WORD\44MROPSQD.DOC REV 01/2004
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC SCHEMATIC UC4MB44
D SOLENOID
US SOLENOID
1
9
VALVE CONTROL PLATE
10
U SOLENOID
DL SOLENOID 11
UTC
2
3 6
UTC
12
5
4
MANUAL LOWERING
DS
DA
UT
UA
UL
US
7
VALVE BODY & CLOSURE
18 13
PUMP
8
(BELOW)
17 14
15
16
JACK
TANK
RELIEF D
1 2 3 4 5 6
BALL CHECK SEAT ASSEMBLY MAXIMUM UT ORIFICE UT BALL CHECK (CONTROL PLATE) MAXIMUM US ORIFICE MAXIMUM UA ORIFICE UA BALL CHECK
Copyright 2004 Maxton Mfg. All Rights Reserved
7 8 9 10 11 12
DL
BPS
UT BALL CHECK (VALVE BODY) US BALL CHECK DT BALL CHECK MAXIMUM DT ORIFICE MAXIMUM DS ORIFICE DS BALL CHECK Page 315 49 CemcoLift 2008
13 14 15 16 17 18
DOWN STRAINER UP STRAINER BPS PISTON & GUIDE ASS'Y DOWN / CHECK PISTON & GUIDE ASS'Y REGULATOR ROD LS ADJUSTER S:\CATALOG\WORD\4MSCHAT.DOC REV 01/2004
UC4/4M/4MR
DT
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
HYDRAULIC SCHEMATIC UC4B44
US SOLENOID
D SOLENOID
1
9
VALVE CONTROL PLATE
U SOLENOID
11
UTC
2
3 6 4
10
DL SOLENOID
UTC
12
5
MANUAL LOWERING
US
UL
UA
UT
DA
DS
DT
7
VALVE BODY & CLOSURE
18 13
PUMP
8
(BELOW)
17 14
15
16
TANK
JACK
RELIEF BPS
1 2 3 4 5 6
BALL CHECK SEAT ASSEMBLY MAXIMUM UT ORIFICE UT BALL CHECK (CONTROL PLATE) MAXIMUM US ORIFICE MAXIMUM UA ORIFICE UA BALL CHECK
Copyright 2004 Maxton Mfg. All Rights Reserved
7 8 9 10 11 12
DL
D
UT BALL CHECK (VALVE BODY) US BALL CHECK DT BALL CHECK MAXIMUM DT ORIFICE MAXIMUM DS ORIFICE DS BALL CHECK Page50 316 CemcoLift 2008
13 14 15 16 17 18
DOWN STRAINER UP STRAINER BPS PISTON & GUIDE ASS'Y DOWN / CHECK PISTON & GUIDE ASS'Y REGULATOR ROD LS ADJUSTER S:\CATALOG\WORD\4SCHAT.DOC REV 01/2004
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAUTION: • The information contained herein is for use by skilled hydraulic elevator professionals. • Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
The first section of the guide deals with the UP SECTION, while the second deals with the DOWN SECTION. It is important to use the following reference materials in conjunction with the trouble shooting procedures: • UC4, UC4MB44 Operating Sequence • UC4, UC4MB44 Adjustment Procedure
Copyright 2004 Maxton Mfg. All Rights Reserved
59 Page 317 CemcoLift 2008
S:\CATALOG\WORD\4TSP1.DOC REV 01/2004
UC4/4M/4MR
The possible problems and causes are listed in order of likelihood and ease of checking.
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: • The information contained herein is for use by skilled hydraulic elevator professionals. • Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure). UP SECTION PUMP RUNS, CAR DOES NOT MOVE • Check valve for proper sizing in accord with adjustment procedures. • Make sure gate valves are open in system as required. • Turn US (Up Stop) adjuster in clockwise (CW) until it stops. (1) If car moves, check for proper voltage to coils. (2) If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign material and / or damage. Ball cage must operate freely within the solenoid tube. (3) Replace solenoid seat. (4) Remove control plate and transfer line, check up control fluid strainer on transfer line for lint. If clogged remove debris (in this case oil in the system must be filtered). • If car does not move, remove valve closure. Examine bypass piston ring for damage.
SLOW UP ACCELERATION • Turn UA (Up Acceleration) adjuster out counterclockwise (CCW). • Check belts and pulleys on pump and motor to make sure they are not slipping. • Remove control plate and check up control fluid strainer for lint, especially the bottom of strainer. If clogged, remove debris (in this case oil in the system must be filtered. • Remove valve closure. Examine bypass piston ring for damage. • Check relief valve for proper setting. Refer to adjustment procedures. • Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates properly, check both U and US solenoid assemblies for damage to seats, debris and free movement of ball cage. • Check motor for proper HP rating and line voltage for excessive voltage drop.
UP ACCELERATION ROUGH • Check jack packing and guide shoes for excessive tightness. • Check valve for proper sizing. • Turn US (Up Stop) and UT (Up Transition) adjusters in (CW) fully (count the number of turns to avoid lengthy readjustment). (1) Register an up call; if problem continues replace BPS adjuster. (2) If car accelerates properly, or stalls in BPS sizing operation, either the US or UT ball check assembly must be replaced. Turn either US or UT adjuster out (CCW) one at a time and register an up call. When valve does not respond properly, replace respective ball check assembly or consult MAXTON regarding replacement.
Copyright 2004 Maxton Mfg. All Rights Reserved
60 Page 318 CemcoLift 2008
S:\CATALOG\WORD\4TSP2.DOC REV 01/2004
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAUTION: • The information contained herein is for use by skilled hydraulic elevator professionals. • Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure). UP SECTION (CONTINUED) UP SPEED SLOW • Check belts and pulleys on pump and motor to make sure they are not slipping. • Check relief valve for proper setting. • Check for proper voltage on up coils • Check motor for proper HP rating and line voltage for excessive voltage drop. • Check both U and US solenoid for damage to seats, debris and free movement of ball cage.
CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE • Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence. Refer to Adjustment Procedure. • Make sure LS (Leveling Speed) adjuster dot is referenced to the line between F and S. • Check relief valve for proper setting. • If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in (CW), then if car moves; (1) Check for proper coil voltage. (2) Remove US (Up Stop) solenoid assembly and check for debris and / or damage. Solenoid parts must operate freely within the solenoid tube. (3) Replace the solenoid seat. • Remove the valve closure, examine bypass piston for damage. HARSH UP STOP • Turn US (Up Stop) adjuster in (CW) for smoother stop. • Check that the pump continues to run after car has stopped for at least one second. As a check to determine adequate pump time, turn US (Up Stop) adjuster in (CW) fully. Car should then level and stop above the floor. If not, there is not enough pump time. • Check for tight packing or guide shoes. If jack packing and guide shoes are in good condition, a soft stop will be accomplished by following the standard Adjustment Procedures.
Copyright 2004 Maxton Mfg. All Rights Reserved
61319 Page CemcoLift 2008
S:\CATALOG\WORD\4TSP3.DOC REV 01/2004
UC4/4M/4MR
CAR OVERSHOOTS FLOOR • Turn the UT (Up Transition) adjuster out (CCW) more. • Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts must operate freely within solenoid tube. • Check hatch slow down switch and stopping circuit to make sure there is no delay (one second lost means a three foot delay at 180 feet per minute). • Replace the BPS adjuster.
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION CAR WILL NOT LOWER • Check coil voltage. • Check line shut off valve and tank shut off valve. • Turn DS (Down Stop) adjuster in clockwise (CW) to stop. • Turn DA (Down Acceleration) adjuster out counterclockwise (CCW) more. • Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual Lowering) screw out (CCW) all the way. If car lowers with ML screw open, first check for proper coil voltage. If voltage is correct, then check both D and DL solenoid assemblies for debris and / or damage. Solenoid parts must operate freely within the solenoid tube. • Replace the solenoid seat. • Check down piston ring for damage • Check piston guide and seat for freedom of movement. SLOW DOWN START • Turn DA (Down Acceleration) adjuster out (CCW). • Turn DS (Down Stop) adjuster in (CW). • Remove D solenoid assembly. Check for debris and / or damage. Ball cage must operate freely within solenoid tube. • Replace solenoid seats. • Check jack packing and guide shoes for any binding. HARSH OR BOUNCY START • Bleed air from jack. • Check for packing or guide shoe friction. FAST DOWN START • Turn DA (Down Acceleration) adjuster in (CW). CAR COMES DOWN IN LEVELING SPEED ONLY • Check coil voltage to D (Down valve) solenoid. • Land car and remove D solenoid assembly. Check for debris and /or damage. Ball cage must operate freely within solenoid tube. • Replace solenoid seats. MAIN DOWN SPEED TOO SLOW • Make sure gate valves are open between valve and jack and between valve and tank. • Turn D (Down speed) adjuster out (CCW). • Replace solenoid seats. • Check down piston for damage. • Install pressure gauge at “B” port. Check pressure during full down speed and compare to flow chart. If there is any abnormal pressure drop, check for restriction in piping from valve to jack and from valve to tank. • Check flow capacities of pipe between valve and jack and between valve and tank.
Copyright 2004 Maxton Mfg. All Rights Reserved
62 Page 320 CemcoLift 2008
S:\CATALOG\WORD\4TSP4.DOC REV 01/2004
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED)
NO DOWN LEVELING SPEED • Turn DA (Down Acceleration) adjuster out (CCW). • Turn ML (Manual Lowering) screw out (CCW). • If car lowers: (1) Check voltage to DL solenoid coil. (2) Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. (3) Replace solenoid seat. • If car does not lower, remove valve closure, check down leveling spool and spring to make sure it is not sticking (or broken) and is assembled in proper order. DOWN STOP TOO SMOOTH OR INACCURATE • Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down Acceleration) adjustment. • Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. • Check hatch switches and relays for possible delay. • Check down control fluid strainer assembly (under control plate) for lint. If clogged remove debris (in this case oil in the system should be filtered). DOWN STOP TOO ROUGH • Turn DS (Down Stop) adjuster in (CW). • Check for tight jack packing or guide shoes.
Copyright 2004 Maxton Mfg. All Rights Reserved
63 Page 321 CemcoLift 2008
S:\CATALOG\WORD\4TSP5.DOC REV 01/2004
UC4/4M/4MR
DOWN TRANSITION TOO SLOW • Turn DT (Down Transition) adjuster out (CCW). • Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. • Replace solenoid seat. • Check slow down switch and relays for possible delay. • Check down control fluid strainer assembly for lint. If clogged remove debris (in this case oil in the system should be filtered).
TROUBLE SHOOTING PROCEDURES UC4, UC4M, UC4MRB44 UC3A, UC3AM
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
CAUTION: • •
The information herein is for use by skilled hydraulic elevator professionals. Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the elevator is resting on the bumpers (zero system pressure).
DOWN SECTION (CONTINUED)
CAR WILL NOT STOP IN DOWN DIRECTION • Make sure coils are not energized. • Turn DT (Down Transition) adjuster out (CCW) fully. • Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within solenoid tube. • Replace solenoid ball cage. • Replace solenoid seat. • Remove valve closure and check piston guides to make sure they operate freely within their respective seats. • Check down control fluid strainer assembly (under control plate) for lint. If clogged remove debris (in this case oil in the system should be filtered).
CAR DRIFTS SLOWLY DOWN • Send car to upper floor. Open main power disconnect switch. • Close pit valve. If car still drifts the leak is in the jack assembly. • Turn ML (Manual Lowering) screw out (CCW) and then turn in (CW) fully to insure a good seat. • Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a leak at the down solenoids. Replace D and DL solenoid seats. Refer to Solenoid Kit #292920. • If leak does not stop, this indicates a leak at the down guide seal. Remove Down / Check guide and examine seal on guide for damage and / or debris. Examine Down / Check seat. It must be free from nicks or scratches on the small internal radius.
Copyright 2004 Maxton Mfg. All Rights Reserved
64 Page 322 CemcoLift 2008
S:\CATALOG\WORD\4TSP6.DOC REV 01/2004
Valves Maxton Valves UC4MR
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Page 324 CemcoLift 2008
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC CONTROLLERS UC4MRB44
Introduction The UC4MR hydraulic controller was designed to meet changing application trends. The greater variation in temperature and pressure seen in today’s market demand much more from the valve design. The first steps of improvement are to regulate the area of greatest variation (down main speed). The UC4MR valve will allow the user to have direct adjustment control of loaded and unloaded down main speeds without applying a load.
Jack
Standard Flow range Operating Pressure Minimum Maximum Line Connections Jack, Tank Port Pump Port (flange) Gauge Ports
Pump
20 – 185 gpm (76 – 700 I/min) 175 psi (12 bar) 800 psi (55 bar) 2” NPT 2” NPT or Victaulic Pump Pressure: “A” Port (1/8” NPT) System pressure: “B” Port (1/8” NPT) Pressure Switch: “S” Port (1/8” NPT)
UC4/4M/4MR
Specifications
Tank
Standard Features Unit body construction. Steel sleeve inserts in valve body. Feed back control for stall free operation. Individualized adjustments. Regulated down speed control. Integrated relief valve. Push button manual lowering. Low pressure cutoff manual lowering. High efficiency solenoids. 115 VAC solenoid coils. Factory tested prior to shipping. 24 month limited warranty.
Optional Features Operating Temperature Oil Type
80°– 150° F (26°– 65° C) Hyd. ISO VG 32 150 SUS @ 100° F (38° C)
Solenoid Coils
Encapsulated CSA / UL Listed
Overall Dimensions Width 8 7/16 inches (214mm) Depth 9 3/16 inches (233mm)
Copyright 2004 Maxton Mfg. All Rights Reserved
Explosion Proof Coil Cover Thread to Victaulic Adapters (2”) Low Pressure Switch Tank Discharge Filter Solenoid Coils 12 / 24 VDC Coils 12 / 24 VDC – 115 VAC Dual Voltage Coils 230 VAC Coils 115 VDC Coils
Height 10 1/2 inches (268mm) Weight 27 lbs. (12.2kg)
51 Page 325 CemcoLift 2008
S:\CATALOG\WORD\MRSPECS.DOC REV 01/2004
10
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
ADJUSTMENT PROCEDURE UC4MRB44
THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS SPECIAL CONSIDERATIONS: Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW) counterclockwise. The control plate adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment). When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5 micron filtration system.
OPERATIONAL DATA:
GAUGE PORTS: Gauge ports 1/8 pipe sizes are provided at points A, B and S. A Port: Pump pressure (RELIEF, WORKING PRESSURE). B Port: Jack pressure (STATIC, DOWN RUNNING). S Port: Low pressure switch port. Note: The minimum operating pressure at port B should be at least 175 psi (12 bar) as car is moving down full speed with no load. See flow chart.
Min. / Max. Pressure: Min. / Max. Rated Flow: Operating Temperature: Optimal Temp. Range. Oil Type:
175-800 psi (12-55 bar) 20-185 gpm (76-700 l / min.) 80˚-150˚ F (26˚-65˚ C) 100˚-130˚ F (38˚-54˚ C) Hyd. ISO VG 32 150 SUS @ 100˚ F (38˚ C)
Note: Consult factory when applications exceed pressure ratio over 2.5 to 1, example (Max. / Min: 280 / 100)
UP SECTION ADJUSTMENTS 1 BPS
3 UL
4 UT
5 US
6
Register an up call (pump running, U & US coils energized, car should not move), slowly turn UA OUT (CCW) to attain full up speed within 24 to 36 inches. Lower car to lowest landing. Disconnect the U coil. Turn UL adjuster IN (CW) to stop and register an up call. Leveling speed should be 3 to 5 fpm. (If not, readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12 fpm leveling speed. Reconnect the U coil and lower the car to lowest landing. Register an up call and turn UT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized up leveling. Repeat steps 3 and 4 as necessary. With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8" below floor. After a normal up run, turn US IN (CW) as needed to bring the car to floor level. The pump must be timed to run no more than ½ second after the car has reached the floor.
7 DSR
Register a down call and turn DSR OUT (CCW) until the car reaches approx. 5% above contract speed. NOTE: You may need to turn DT IN (CW) until the car begins down acceleration. In order to achieve desired speed, D may need to be turn OUT (CCW).
8D
Register a down call to set your actual contract speed with D adjuster (CW slower). Tighten the lock nut (snug) & send car to upper landing.
9 DL
Disconnect D coil. Register a down call and set down leveling speed at 6 to 9 fpm with the DL adjuster. Tighten the lock nut (snug tight). Reconnect D coil.
10 DT
Register a down call and turn DT IN (CW) so that the car slows to provide 4 to 6 inches of stabilized down leveling. NOTE: A minor re-adjustment of DL may be necessary. Send car to upper landing.
11 DA
Turn DA IN (CW) until desired rate of acceleration is achieved. Full down speed should be attained within 24 to 36 inches.
ML
MANUAL LOWERING: Push ML button to lower car downward at leveling speed when necessary.
R
RELIEF: a. Land car in pit and install pressure gauge in A port. b. Register an up call with a fully loaded car, making note of Maximum operating pressure. c. Turn UA and RELIEF adjuster OUT (CCW) to stop. d. Close the manual shut off valve to the jack. e. Register an up call, observe pressure gauge and turn RELIEF IN (CW) to increase pressure. Final setting should be in accordance with local code requirement not to exceed 150% of maximum operating pressure. f. Tighten the lock nut (snug tight). g. Restart to check the pressure relief setting. Seal as required. h. Open the manual shut off valve to the jack i. Readjust UA for proper Up Acceleration.
With empty car at bottom floor, disconnect U & US coils and register a call. The car must not move. If movement occurs, check BPS and US. LS*
Dot on the LS adjuster should be referenced to the line between F / S. When necessary, disconnect the U coil and turn the UL adjuster IN (CW) to stop. Move the LS adjuster slightly toward S for slower or F for faster leveling speed. Set coarse adjustment from 3 to 5 fpm with the LS adjuster, then repeat step 3. DEFAULT SETTINGS
CONTROL PLATE US UP STOP UL UP LEVEL UA UP ACCELERATION UT UP TRANSITION VALVE BODY BPS BY-PASS SIZING LS* LEVEL SPEED (factory set) R RELIEF (factory set)
OUT IN IN OUT
(CCW) (CW) (CW) (CCW)
DEFAULT SETTINGS to stop. to stop. to stop. to stop.
(faster rate) (slower speed) (slower rate) (faster rate)
OUT (CCW) to stop. (delays up start) DOT ON LINE (set 3-5 fpm) APPROX 450 psi (CW increases pressure)
Copyright 2004 Maxton Mfg. All Rights Reserved
CONTROL PLATE DT DOWN TRANSITION DA DOWN ACCELERATION ML MANUAL LOWERING VALVE BODY D DOWN SPEED DOWN LEVEL DL DSR
53 Page 326 CemcoLift 2008
DOWN SPEED REGULATOR
OUT OUT
(CCW) (CCW)
to stop. to stop.
(faster rate) (faster rate)
Push Button
OUT (CCW) 4 threads above lock nut. (faster speed) OUT (CCW) 4 threads above lock nut. (faster speed) IN
1 thread above jam nut
S:\CATALOG\WORD\MRAP.DOC REV 01/2004
UC4/4M/4MR
2 UA
DOWN SECTION ADJUSTMENTS
Disconnect the US coil, turn UA IN (CW) register an up call and turn BPS IN (CW) until the car just moves. Next, turn the BPS adjuster OUT (CCW) until it stops the movement of the car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster and stop pump. NOTE: If car does not move with BPS fully IN (CW), the valve may be oversized for the job (consult factory for proper valve sizing). Reconnect the US coil.
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
ADJUSTMENT PROCEDURE UC4MRB44
**
Front View
COIL COVER
SOLENOIDS (UNDER) COVER
“S” PORT
Top View D
US
PUMP “A” PORT
SUB CHECK SEAT
*UP STRAINER *DOWN STRAINER
DL
U
SERIAL #
SERIAL #
SYSTEM JACK “B” PORT
PUMP
* Strainer access is provided from the top of the control plate. ** The COIL COVER, SLEEVES, and BASE PLATE are an integral part of the valve assembly and must not be removed during normal operation
US
UL UT
DA
PUMP
DOWN
D
FULL SPEED D
US
DL
UP FULL SPEED
U UA BPS
DT DL
DS
ELECTRO-MAGNETIC COILS U = UP COIL D = DOWN COIL US = UP STOP COIL DL = DOWN LEVEL COIL
ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position. When replacing a Maxton UC3 / UC3AM or UC4 / UC4M series valve, pump flange assembly must also be replaced. It is subject to the same wear and tear as the valve. COIL OPERATING SEQUENCE US
For up travel, energize when pump starts and de-energize to stop. With US energized and pump running, car will move up at leveling speed. For “soft stop”, pump should run no more than one half second after US de-energizes.
U
Energize with US coil to run up at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized up leveling.
DL
Energize to move car at leveling speed. De-energize to stop.
D
Energize with DL coil to run down at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each 10 fpm NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches of stabilized down leveling.
CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta Copyright 2004 Maxton Mfg. All Rights Reserved
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1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
EXPLODED VIEW UC4MRB44 237500 COIL COVER
max UT ORIFICE (STEEL)
Max DT ORIFICE (STEEL)
WARNING & MANUAL LOWERING LABEL
SPECIFICATION LABEL
max UA ORIFICE (BRASS)
+ 282920 SOLENOID TUBE ASSY
max US ORIFICE (RED)
28170D UP STRAINER ASSY
+ 292950 BALL CAGE KIT
208200 115 VAC (RED) OPTIONAL: 208000 230 VAC (GREEN) 208100 115 VDC (BLACK) 208300 12 VDC (BLACK) 2080A0 VDC – 120 VAC (BLUE)
* *
29298A-2 SOLENOID + SEAT KIT
2354BO COIL COVER STUD
244600 SEAL PLUG 212900 SCREW 213000 LOCK RING
*
206900 COIL SLEEVE
*
28390B BASE PLATE ASSY
*
238100 SCREW 2379A0 SCREW
*
* 28346MRW CONTROL PLATE ASSY
2379S0 SEAL SCREW
2394MRW VALVE BODY
* 28338MR BPS PISTON & GUIDE ASSY 283410 BPS SEAT ASSY 283070 DOWN / CHECK SEAT ASSY
28350B REGULATOR ROD ASSY
* 28371B PISTON RING ASSY
*283330 BPS ADJUSTER ASS”Y 283240 DOWN LEVEL ADJ. ASSY
2319B0 DIFFUSER 285010 DSR ADJ ASSY
* * 283250 DOWN SPEED ADJ. ASSY
283580 2” THD FLANGE (SHOWN) OPTIONAL: 283430 2” VIC FLANGE
283010 RELIEF ADJ. SCREW ASSY (Available in complete closure assy only)
28328MRW CLOSURE ASSY 234200 SCREW
28317E4 DOWN / CHECK PISTON & GUIDE ASSY
* 28371B PISTON RING ASSY
232900 SCREW
285060 PUSH BUTTON MANUAL LOWERING ASSY
*
Notes: = ITEMS INCLUDED IN SEAL KIT #291540, (REFER TO SEAL RING LOCATIONS SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS) + = ITEMS INCLUDED IN SOLENOID KIT #292920, (REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN))
*
Copyright 2004 Maxton Mfg. All Rights Reserved
55 Page 328 CemcoLift 2008
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UC4/4M/4MR
2348MRW SEAL RETAINER PLATE
*
*
2139BO SCREW
* 28347W UP LEVELING REGULATOR ASSY
28170B DOWN STRAINER ASSY
1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email:
[email protected]
EXPLODED VIEW PARTS LIST UC4MRB44 PART # 28346MW 280070 203400 227000 200700 28170D 2170D0 2363A0 210500 237200 28170B 2170C0 2170B0 210500 236900 237200 28390B 2390B0 207700 207900 247300 2379S0 210800 234400 213400 2379A0 210800 234400 213400 282920 29298A2 292950 2348WO 2105LC 2385LC 210140 210190 238100 210800 244500 244600 210500 208700 238000 2379A0 238100 263900 239503 239504 239513 239515
28328MRW 285060 238500 210800 283330 233100 233300 210200 210500 224600 2323C0 235100 233600 2353C0
DESCRIPTION CONTROL PLATE ASSEMBLY Adjuster screw assembly Seal nut Teflon seal Adjuster screw Up strainer assembly Up strainer cap Transfer line with screen Seal ring * Seal ring * Down strainer assembly Down strainer cap Down strainer base with screen Seal ring * Ball, 1/4" Seal ring * Coils base plate assembly Coils base plate Grommet Ground screw Washer UT Regulator Screw (1/4-28 button head) Seal ring Spring Ball 3/16" DT Regulator Screw (1/4-28 button head) Seal ring Spring Ball 3/16" Control plate assy miscellaneous Solenoid tube assembly + Solenoid seat kit + Solenoid ball cage kit + Seal retainer plate Seal ring * Seal ring * Seal ring * Seal ring * Screw (# 10-32) Seal ring *
*
*
Seal plug Seal plug Seal ring Spring Ball, 5/16" Screw (¼-28 button head) Screw (# 10-32 button head) Seal ring Orifice (max UA, US) (Blue) Orifice (max UT) (Steel) Orifice (max DT) (Steel) Orifice (UT Reg.) (Black)
VALVE CLOSURE ASSEMBLY Manual lower push button assy Seal ring * Seal ring * * BPS adjuster assembly Snap ring BPS adjuster screw Seal ring * Seal ring * Spring guide Spring Poppit Seal ring Seal retainer
Copyright 2004 Maxton Mfg. All rights reserved.
PART # 283240 233100 233000 232400 210500 210200 232300 232200 283250 233000 232500 210200 237000 237300 285010 250200 250100 250400 250300 251700 251800 250500 210200 233600 237200 238500 283010
DESCRIPTION VALVE CLOSURE ASSY (Continued) Down leveling adjuster assembly Snap ring Lock nut Down leveling adjuster screw Seal ring * Seal ring * Spring Sleeve Down speed adjuster assembly Lock nut Down speed adjuster screw Seal ring * Spring Spring guide DSR adjuster assembly DSR adjuster screw DSR cartridge Sleeve Spring Roll pin Spacer Lock nut Seal ring * Seal ring * Seal ring * Seal ring Relief adjuster assembly Note: Available in complete closure assy only.
233000 230400 237200 230100 210500 230200 230300 230500 236900 235200 2379A0 210800 244500 210500 208700 238000 236900 251000 2394MRW 283070 230900 230700 231200 230600 28317E4 232100 232000 2317A0 28371B 231500 231500 204600 2314E4 204500 230800 283410 230900 234100
* *
*
Lock nut Relief cartridge Seal ring Relief adjuster screw Seal ring Spring boss Spring Ball retainer Ball Valve closure assy miscellaneous Pipe plug (A & B ports) Screw (¼-28 button head) Seal ring
Seal plug Seal ring * Spring Ball, 5/16" Ball, 1/4" Spring VALVE BODY Down / Check seat assembly Snap ring Down / Check seat Spacer Seal Ring
* Down / Check piston & guide assy *
*
Seal ring Down piston sleeve Down piston Piston ring & expander assy Snap ring
Spring Snap ring Down / Check guide assy (std.) Seal ring Seal retainer ring Up seat assembly Snap ring BPS seat
PART #
230600 28338MR 232100 2320A0 28371B 2338MR 231600 251500 233100 251400 2339B0 233600 2340E4 283430 232100 2362A0 236100 234300 235700 235600 283580 232100 2362A0 236100 235800 235700 235600 28347W 2053W0 210700 2347WO 212200 214200 28350B 235200 214100 2350B0
DESCRIPTION VALVE BODY (Continued) Up seat assembly (cont.) Seal ring BPS piston & guide assy (std.) Seal ring * BPS piston sleeve (w / pin) Piston ring & expander assy * BPS piston Snap ring Control rod Snap ring Control tube Spring Seal ring BPS guide (standard) Pump flange assy, 2" Victaulic Seal ring * Snap ring Check return Flange, 2" Victaulic Spring Return check rod Pump flange assy, 2" Threaded Seal ring * Snap ring Check return Flange, 2" Threaded Spring Return check rod Regulator assembly Up leveling speed adjuster * Seal ring Regulator Spring Spring boss Regulator rod assembly Pipe plug Set screw Regulator rod MISCELLANEOUS
206900 208000 208100 208200 213000 212900 2139B0 2319B0 232900 234200 2354B0 237500 2376A0 237700 238100 2352A0
Notes:-
Coil sleeve Solenoid coil 230 VAC (Green) Solenoid coil 115 VDC (Black) Solenoid coil 115 VAC (Red) Lock ring Screw (regualtor cap) Screw (control plate) Diffuser Screw (valve closure) Screw (pump flange) Coils cover stud Coils cover Jam nut (coil cover) Washer (coil cover) Screw (baseplate) Pipe plug
REFER TO APPLICATION FLOW CHART FOR GUIDE SELECTION. E1: 28338E1MR (BPS piston assembly) 28317E2MR (Down piston assembly) E2: 28338E2MR (BPS piston assembly) 28317E3MR (Down piston assembly) * = PARTS INCLUDED IN SEAL KIT # 291540 + = PARTS INCLUDED IN SOLENOID KIT # 292920
56 Page 329 CemcoLift 2008
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1728 Orbit Way Minden, Nevada 89423-4114 Phone: (775) 782-1700 FAX: (775) 782-1701 Web: www.maxtonvalve.com Email
[email protected]
HYDRAULIC SCHEMATIC UC4MRB44
D SOLENOID
US SOLENOID
1
U SOLENOID
VALVE CONTROL PLATE
DL SOLENOID DTC
UTC
2
DTC
3 6
UTC
5
DA
UT
UA
UL
US
7
10
18
VALVE BODY & CLOSURE
13
PUMP
8
(BELOW)
17 14
15
16
JACK
TANK
12
MANUAL LOWERING
RELIEF D
1 2 3 4 5 6
BALL CHECK SEAT ASSEMBLY MAXIMUM UT ORIFICE UT BALL CHECK (CONTROL PLATE) MAXIMUM US ORIFICE MAXIMUM UA ORIFICE UA BALL CHECK
Copyright 2004 Maxton Mfg. All Rights Reserved
7 8 9 10 11 12
DL
DSR
UT BALL CHECK (VALVE BODY) US BALL CHECK
Not Applicable
MAXIMUM DT ORIFICE
Not Applicable
DS BALL CHECK 57 330 Page CemcoLift 2008
BPS
13 14 15 16 17 18
DOWN STRAINER UP STRAINER BPS PISTON & GUIDE ASS'Y DOWN / CHECK PISTON & GUIDE ASS'Y REGULATOR ROD LS ADJUSTER S:\CATALOG\WORD\MRSCHAT.DOC REV 01/2004
UC4/4M/4MR
DT
4
Oil Cooler Manufactured by CemcoLift
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OIL COOLER The Cemcolift Oil Cooler was specifically designed for the hydraulic elevator industry. This unit is a must when installing elevators utilizing large submersible motors in a high traffic environment. The need for an Oil Cooler can be recognized by high oil temperatures, which results in less than desirable elevator operation. With its 1/4 H.P. 115 VAC 1ø cooling fan and high efficiency fin design, adding to the ease of installation, makes for one of the best hydraulic elevator oil coolers on the market today. FEATURES: x Pressure tested at 300 PSI x Designed to transfer the most BTU’s with minimal pressure drop x Full collared fins, ensures great heat transfer (17,800 BTU/HR) x Cooling elements constructed of copper tubes and aluminum fins for the ultimate thermal efficiency and versatility x 12 ga. Painted steel mounting assembly, combined with two completely adjustable mounting brackets, ensures ease of installation x Powerful 1/4 HP 1ø 115 VAC 3.2 AMPS cooling fan motor delivering 1069 CFM of air flow across the cooling fins x External adjustable thermostat with a direct contact sensing unit to monitor the exact oil temperature at all times x Compact design ensures ease of mounting when space is a factor (16” deep) x Easily adapted to existing units where the hydraulic control valve is above the oil reservoir x Pre-wired 15’ conductor power cord with 120 VAC 15 AMP plug, eliminating special electrical connections x Standard units come with 3/4” NPT inlet and outlet connections for complete compatibility with existing systems x No special tools or welding is needed for the installation of this unit x Maximum distance for remote location is 25 ft.
Cemcolift Elevator Systems, Inc. 2801 Township Line Road ʕ Hatfield, PA 19440 Phone: (800) 962-3626 ʕ Fax: (215) 703-0343 Website: www.cemcolift.com
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SUB BULLET ASSEMBLY
CEMCO NUMBER
DESCRIPTION
1 2
Sheet Metal
3 4 5 6 7 8 9 10
Unitstruts
S1B R39 R6L R6D RU1 R4D R08 RL1-2191
STRUT COOLER 14GA 1-5/8"x13/16"x24" HHCS 3/8"-16x1" GR 5 ZN WASHER SPLIT LOCK 3/8" ZN WASHER FLAT USS 3/8" ZN NUT STRUT 3/8" NO SPRG HHCS 3/8"-16x1-1/2" GR 5 ZN NUT HEX 3/8"-16 GR 5 ZN PUMP UNIT TANK FOOT-RUBBER
11 12 13 14 15 16 17 18
Electrical Box
EBM RL1-2293 RL1-2214 CM-11183 R58 006-002 R6R R0C EWO1 CM-11184 CM-11185 CM-11186 CM-11187 RL1-2374 ESX1 CL-11303 HBL
JUNCTION BOX 6"x6"x4" W/COVER & KO CONNECTOR ROMEX 3/8" LUG BLACKBURN L70 GROUND DIN RAIL MNTG 3" / 3 SLOTS PHMS 10-32x1/2" SLOT ZN WASHER SPLIT LOCK 10-32 ZN WASHER FLAT 10-32 ZN NUT HEX 10-32 ZN CORD SOW 16GA 3 CONDUCTOR x 250' CORD SOW 16GA TO MOTOR 28" CORD SOW 16GA TO COOLER 19" CORD SOW 16GA TO SWITCH 26" CORD SOW 16GA 3 CONDUCTOR x 14' TERMINAL FORK 18RA-8F WIRE JOINT TB RC55 CONTACTOR CA7-16-10-120-NO HUBBELL PLUG HBL5266C MALE
19 20 21 22 23 24 25 26
BULK
CM-11368 P/A PAN OIL COOLER MOUNTING BRKT CM-10052 PAN OIL COOLER SUPP SIDE 10GA 12"x12" CM-10051 PAN OIL COOLER 10GA 14-1/2"x18-3/4"x27"
27 28 29 30 31 32
Switch
E9K RL1-2293 R58 006-002 R6R R0C
SWITCH TEM A-B #837-A4A CONNECTOR ROMEX 3/8" PHMS 10-32x1/2" SLOT ZN WASHER SPLIT LOCK 10-32 ZN WASHER FLAT 10-32 ZN NUT HEX 10-32 ZN
33 34 35 36 37 38 39
Motor/Pump
CL-10987
MOTOR AND PUMP (OC-200) 7P087 MOTOR AND PUMP (OC-200) 7P087 FIT 3/8"NPT-1/2"JIC M EL90 2103-6-8 HHCS 5/16"-18x1" GR 5 ZN WASHER FLAT USS 5/16" ZN WASHER SPLIT LOCK 5/16" ZN NUT HEX 5/16"-18 GR 5 ZN
40 41 42 43 44 45 46 47 48 49
Radiator
CL-11675 RL1-2293 RL1-2323 RO7 R6C R6K PFL CM-11182
RADIATOR OIL COOLER AOC-24-203233 CONNECTOR ROMEX 3/8" ISOLATION MOTOR MOUNT RL TANK NUT HEX 1/4"-20 GR 5 ZN WASHER FLAT USS 1/4" ZN WASHER SPLIT LOCK 1/4" ZN PIPE PLUG SQ HD MI 150 3/4" LABEL OIL LEVEL MUST REMAIN ABOVE inlet label outlet label
Hose
CL-10996 CM-11181 CM-11659 CL-10994 CL-10995
HOSE HYD NO-SKIVE 1/2" 301-8 HOSE HYD NO-SKIVE 1/2"x24" HOSE HYD SKIVE 1/2"x12" FIT 1/2"NPT-1/2"HOSE M 10143-8-8 FIT 1/2"JIC-1/2"HOSE F 10643-8-8
54 55 56 57 58 59 60 61 62 63
Return Line
CL-12020 CL-10992 PPZ1 PIM PC8 PDA PJE2 R64 PEW1
PIPE RED BUSH MI 150 1/2" - 3/4" PIPE RED EL90 MI 150 3/4"-1/2" PIPE CLOSE S40 3/4" BLK PIPE UNION MI 150 3/4" PIPE CPLG MI 150 3/4" PIPE EL90 MI 150 3/4" PIPE T1E P&O S40 3/4"x24" WASHER FLAT USS 1" ZN filter w/check valve manifold PIPE TBE P&O S40 3/4"x3"
64 65 66 67 68 69 70 71 72
Suction Line
CL-10988 CL-12091 CL-11002 CL-10992 PC8 PEW1 PIM PPZ1 R64
VALVE CHECK 1/2" (OC-200) 47715K23 PIPE T1E P&O S40 1/2"x6" PIPE TBE P&O S40 1/2"x22" PIPE RED EL90 MI 150 3/4"-1/2" PIPE CPLG MI 150 3/4" PIPE TBE P&O S40 3/4"x3" PIPE UNION MI 150 3/4" PIPE CLOSE S40 3/4" BLK WASHER FLAT USS 1" ZN
50 51 52 53
CL-10993 MR1 R60 R61 R00
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Pipe Rupture Valves Maxton PRVs
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OSV SAFETY VALVE (PIPE RUPTURE) & SHUT OFF VALVE- JANUARY 2006
Introduction The Maxton OSV Safety Valve (Pipe Rupture) Shut off Valve is designed to provide protection against supply line failure or over speed in the down direction. The OSV can be adjusted to stop the elevator in the event of an over speed condition caused by a broken supply line or an abnormally high rate of flow between the OSV and the power unit. The OSV complies with ASME A17.1-2000.
(MS)
Front View
Specifications
Standard Features
Standard Rated Contract Flow OSV E1 OSV STD
20 - 100 gpm (76 - 379 l/min) 100 - 300 gpm (379 - 1136 l/min)
Operating Pressure Minimum Maximum
50 psi (3.4 bar) 800 psi (55 bar)
Line Connections Jack Port (Flange) Tank Port (Flange) Operating Temperature Oil Type Overall Dimensions Width 11 1/4 inches (286mm) Depth 6 9/16 inches (167mm)
2, 2½” NPT or Victaulic 2, 2½” NPT or Victaulic 80°-150° F (26° - 65° C) Hyd. ISO VG 32 150 SUS @ 100° F (38° C) Height Weight
10 1/8 inches (257mm) 28 lbs. (12.7kg)
Works on pressure drop, no electricity is required. Incorporates a manual shut off for use as a pit shut off valve. Adjustable closing rate. Unit body construction. Steel sleeve inserts in valve body. Victaulic or threaded line connections. Individualized adjustments. Factory tested prior to shipping. 24 month limited warranty.
Optional Features 3" Victaulic flanges
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
Page 347 CemcoLift 2008
S:\CATALOG\WORD\OSVSPECS.DOC REV 01/2006
65
OSV SAFETY VALVE (PIPE RUPTURE) & SHUT OFF VALVE- JANUARY 2006 THE INFORMATION CONTAINED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS
CAUTION Never adjust the OSV while the car is in motion. (Stay out of the pit when the
Top View
car is running.)
Manual shut off (MS) must be fully open (CCW) during normal operation. When utilizing the OSV as a pit valve, turn Manual Shut Off in (CW) to stop. Once tripped or after opening the Manual Shut Off, the OSV must be reset to a normal open position by making an up run. Maxton recommends the OSV have a threaded connection to the jack.
TS
TRIPPING SPEED
10-1/8
Front View
INITIAL SETTINGS
(257mm)
OUT (CCW) to stop.
CR CLOSING RATE
OUT (CCW) to stop.
MS MANUAL SHUT OFF
OUT (CCW) to stop.
ADJUSTMENT PROCEDURES NOTE: To achieve accurate settings, OSV adjustments should be conducted with a fully loaded car. Whenever possible, run car to an intermediate floor during adjustments and tests. It may be advisable to adjust for a slightly faster down transition to insure floor stop. 1.
Set car speed by opening the Down Valve (main control valve) or increase the load to achieve contract down speed +25% (contract speed = full down speed with rated load).
2.
Return car to the upper floor; turn TS in (CW) one turn. Exit the pit and register a down call. Repeat this procedure until the valve actuates. Lock jam nut.
3.
Return the car to the upper floor, turn CR in (CW) three turns initially. Exit the pit and register a down call. Repeat this procedure using one-turn increments to obtain a comfortable, firm stop.
4.
Seal adjustments TS and CR as required by local code.
5.
Adjust the down valve and down transition back to normal settings (contract speed = full down speed with rated load).
1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL:
[email protected]
Page 348 CemcoLift 2008
S:\CATALOG\WORD\OSVAP.DOC REV 01/2006
66
Pipe Rupture Valves Blain PRVs
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R 10
Elevator Rupture Valve Valve parachute pour ascenseur
Aufzugs-Rohrbruchventil Válvula paracaidas para ascensor EN ISO 9001
GB
D
The rupture valve R 10 can be mounted in any position directly onto the cylinder inlet connection Z.
Das Rohrbruchventil R 10 kann direkt am Zylinderanschluß Z in beliebige Einbaulage angebaut werden. Wenn sich der Aufzug wegen eines Rohrbruchs in der Zylinderleitung oder sonst über der vorgesehenen Betriebsgeschwindigkeit absenkt, wird der Aufzug durch gedämpftes Schließen zum Stillstand gebracht.
EN 81-2
B44
In the event of failure in the main cylinder line or where the down speed exceeds allowable limits, the R 10 valve closes, bringing the car to a smooth stop. F
E
R 10 AA Standard La valve parachute R 10 peut être fixée en quelconque position directement au vérin Z.
La válvula paracaidas R 10 se acopla en cualquier posición directamente a la conexión del cilindro Z.
R 10L
A la suite d'une rupture de conduite hydraulique ou bien, d'une vitesse de descente excessive la cabine sera freinée en douceur par la fermeture de la valve R 10.
Cuando el ascensor desciende a causa de la rotura de tubos en el conducto del cilindro principal, o sobrepasa la velocidad de marcha prevista, la válvula R 10 cerrará y la cabina parará suavemente.
Z
R 10L AA 90°
R 10 AA + DK + ES
T
Attention: Danger des blessures de personnes! Les paramètres standards ne doivent êtres changés que par le personnel qualifié de l'ascenseur. Avant de remplacer des pièces à l'interieur, veuillez vous assurer que la ligne de cylindre est fermée, que l'approvisionement électrique est coupé et que la pression dans la soupape est réduite à zero.
Advertencia: Peligro de daños a personas! Sólo personal cualificado debería revisar las válvulas. La manipulatión por inexpertos podría causar daños serios del equipo. Para la revisíon de la parte interior, hay que asegurarse de que esté desconectado del suministro eléctrico y el resto de presión en la válvula se haya reducido a cero.
Alternative connections • Alternative Anschlüsse • Connexions altern atives • Conexiones alternativas
L Any connections 90° Jeder Anschluss 90° Cualquier conexión 90° Quelconque connexion 90°
R10L _ _
Recommended size • Empfohlene Grösse • Grandeur recommandé • Tamaño recomendádo R10 Qc
R10 P max.
A
B
G o. NPT
a
G o. NPT
l/min.
US gpm
bar
4 - 90
1,0 - 23
100 1500
½''
18
5 - 100
1,3 - 26
100 1500
¾''
18
¾''
32
101 - 175
27 - 45
100 1500
1''
21
1''
32
176 - 425
46 - 110
100 1500
1½''
35
426 - 800
111 - 208
100 1500
2''
38
801 - 1225
209 - 318
80
1200
2½''
45
1226 - 2100
319 - 546
60
900
3''
45
psi
1½'' 26 2''
28
2½'' 30 3''
34
b
L 90° Optional
D
E
dM
M 52 x 2 M 52 x 2 M 52 x 2 M 65 x 2 M 78 x 2 M 78 x 2
Ød d
42 44 42 44 42 44 56 44 63 50 63
50
Examples: B
F
eM
M 36 x 2 M 36 x 2 M 52 x 2 M 65 x 2 M 78 x 2 M 78 x 2
Øe
28
e DN
f2
f3
47,6
22,2
25 M 10 38
52,4
26,2
70
35,7
77,8
42,9
89
50,8
26
26 38 M 12 44
56 40 63
f1
26 19 M 10 36
28 42
fM
51 M 12 45
40 64 M 12 50
63 40
76 M 16 50 106,4
62
DK m
n
o p
88
53
40
9
11
105
62
50
11
11
105
62
50
11
11
6
1,6
143
94
60
11
11
6
3,4
167
108
80
20 17
8
7
196
121
100
19 18
8
13
240
149
120
22 21
10
21
Tube
in ØV mm V mm ØV V in
1,05 1,5 26,7 38 1,31 1,5 33,4 38 1,5 1,90 48,3 38 2,37 1,5 60,3 38 1,5 2,87 73,0 38 1,5 3,50 88,9 38
5-2100 l/min 1,3-546 gpm
B
E
D
Z
E
d
D
6
3/4" - 3"
Pfaffenstrasse 1 Boellinger Hoefe 74078 Heilbronn Germany
E
B
F0
F
EV100
Pipe or hose Rohr oder Schlauch Tube ou tube flexible Tuba o tuba flexible F
F0
F0
F
Z
T R10 EV100
Tel. 07131 2821-0 Fax 07131 485216 http://www.blain.de Page 351 e-mail:
[email protected] CemcoLift 2008 GmbH
(AA) 0,9 1,6
T
Inch - mm B-E
5-2100 l/min 1,3-546 gpm
D
R10
Adaptor BE
kg
l
3/4" - 3"
E
3/4" - M36x2 1" - M36x2 1 1/2" - M36x2 1" - M52x2 1 1/2" - M52x2 2" - M52x2 1 1/2" - M65x2 2" - M65x2 2" - M78x2 2 1/2" - M78x2
V Victaulic
SAE
Manufacturers of the Highest Quality: Control Valves for Elevators Tank Heaters - Hand Pumps Pipe Rupture Valves - Ball Valves
Elevator Rupture Valve
Aufzugs-Rohrbruchventil
R 10
D
GB
Warning: Only qualified personell should service hydraulic valves. Unauthorised manipulation may result in injury or damage to equipment. Prior to servicing internal parts, ensure that the electrical power is switched off and residual pressure in the system is reduced to zero. Options 2 Through adjustment '2' the R 10 can be preset to lower the car to the bottom floor after it has been slowed down by the closing of the R 10, to allow the escape of passengers. DK For twin cylinder systems the connecting of pilot ports 'DK' ensures that both R 10 valves close almost simultaneously. See in table 'DK Tube' on first page. ES The rupture valve can be fitted with an electrical limit switch ES which is actuated when the valve closes and serves to initiate a warning signal or to shut down the elevator. Adjustment 1 'Closing flow' Qc. By screwing inwards, the valve closes with increased oil flow. Deceleration is less than 1 g and for safety reasons is a non adjustable, built in feature of the R 10 valve. The rupture valve reopens through an 'Up' command. 2 'Lowering Speed' (optional). By screwing inwards, the lowering speed is increased. Testing The R 10 must be tested with load to ensure closing of the valve between nominal and 0,3 m/sec (60 fpm) above nominal down speed of the car. When the down flow is approximately equal to the adjusted closing flow, the R 10 will take several seconds to close. When the down flow is in great excess of the adjusted closing flow, the R 10 will close in 1-2 seconds.
Warnung: Verletzungsgefahr! Neueinstellungen und Wartung dürfen nur durch qualifiziertes Aufzugspersonal durchgeführt werden. Vor der Wartung innerer Teile ist sicherzustellen, daß der elektrische Strom des Aufzuges abgeschaltet und der Druck im Ventil auf Null reduziert worden ist. Optionen 2 Das Ventil R 10 kann mittels Einstellung '2' so eingestellt werden, daß der Aufzug nach der Abbremsung langsam in die unterste Haltestelle absenkt, zur Evakuierung von Personen. DK Bei Doppelkolben-Anlagen sichert eine Steuerleitungsverbindung zwischen Anschlüssen 'DK' das fast gleichzeitige Schließen beider Ventile. Siehe Tabelle 'DK Tube' auf Seite 1. ES Ein oben auf dem R 10-Ventilflansch montierter elektrischer Schalter ES wird beim Schließen des R 10 betätigt, um eine Warnung auszulösen oder den Aufzug abzuschalten. Einstellung 1 'Schließmenge' Qc. Hineindrehen bewirkt eine größere Schließmenge. Die Abbremsung durch das R 10 Ventil ist weniger als 1 g und aus Sicherheitsgründen nicht verstellbar. Das R 10 Ventil öffnet sich selbsttätig bei einer Hubfahrt. 2 Einstellung 'Absenkung' (Option). Hineindrehen bewirkt eine schnellere Absenkgeschwindigkeit. Prüfung Das R 10 Ventil soll mit Last geprüft werden, zur Vergewisserung, daß sich das Ventil zwischen der Nenngeschwindigkeit und 0.3 m/sek. über der Nenngeschwindigkeit schließt. Wenn der Durchfluß abwärts ungefähr der Schließmenge entspricht, wird das R 10 nach einigen Sekunden schließen. Wenn der Durchfluß abwärts weit mehr als die eingestellte Schließmenge beträgt, wird das R 10 in 1-2 Sekunden schließen.
Valve parachute pour ascenseur
Válvula paracaidas para ascensor
F A option 2 A l'aide du réglage '2' la valve R 10 peut être programmée de telle façon qu'après le freinage la cabine puisse descendre lentement jusqu'à l'étage inférieur pour permettre l'évacuation des passagers. DK Pour les systèmes d'ascenseur à deux vérins, les connections pilotes entre les adjonctions DK assurent que les deux valves R 10 se ferment presque simultanément. Regardez tableau 'DK Tube', page 1. ES Un interrupteur ES fixé sur la valve, et actionné par la fermeture de celle-ci, permet le déclanchement d'une alarme ou la mise hors service de la commande électrique. Réglage 1 Débit de fermeture' Qc. Visser provoque un plus grand débit de fermeture. La valve parachute R 10 permet un freinage amorti moins d'1 g et par mesure de securité celui-ci est indéréglable. La valve R 10 se réarme seulement à l'occasion d'une commande 'montée'. 2 Réglage. 'Vitesse de descente' (á option). Visser provoque une descente plus rapide de l'ascenseur pour l'évacuation aprés fermeture de la valve parachute. Essais La valve doit être testée avec charge afin de s'assurer que la fermeture s'effectue bien entre la vitesse nominale et 0,3 m/sec (60 fpm) plus de cette dernière. Lorsque le débit descente atteind approximativement le débit de fermeture de la soupape R 10 celle-ci ferme après quelques secondes. Lorsque le débit descente dépasse le débit de fermeture de la soupape R 10 celle-ci ferme après 1 ou 2 secondes.
Opciones E 2 La válvula puede ser ajustada por medio del regulador '2', que permite que el ascensor, después de la deceleración, vaya bajando lentamente, hasta la posición de parada más baja, facilitando así la evacuación de personas en la cabina. DK Para sistemas con dos cilindros, autoacoplándose conexiones DK se asegura que ambas válvulas R 10 cierren casi simultáneamente. Véase tabla 'DK Tube', página 1. ES Puede suministrarse un interruptor eléctrico ES que va embridado sobre la válvula R 10. Funciona al cerrarse la válvula - y se emplea para accionar la alarma o desconectar el ascensor. Regulación 1 'Cierre de caudal' Qc. Enroscándola, hacia adentro, la válvula cierra con mayor caudal. La deceleración es menor de 1 g, y por razones de seguridad no es regulable. La válvula de rotura se reabre con una orden de 'subida'. 2 Velocidad de descenso (opcional). Enroscándola hacia adentro, se aumenta la velocidad de descenso. Prueba La R 10 debe ser comprobada con cabina cargada y asegurarse que se cierra entre la velocidad nominal y 0,3 m/s sobre esta velocidad. Cuando el caudal descendente concuerda aproximadamente con el cierre de caudal, el R 10 se cierra después de un par de segundos. Cuando el caudal descendente es mucho más grande que el cierre de caudal ajustado, el R 10 tardará 1 ò 2 segundos en cerrarse. Gama Recomendada Permitida
500
250 300 350 400
200
160
100 120
80
50 60
40
25 30
20
13 15
10
8
5 6
4
3
2
1,5
ES
1
1
32
h
2
Gamme Recommandé Permis
Bereich Empfohlen Zulässig
Qc US gpm. 0,5
T 2 DK
Range Recommended Allowed
ES Insul. P 65 380 V max. 6 A 100%
- Length h - Länge h - Loungueur h - Longitud h 0,26
Z
Adjustment 1 Einstellung 1 Réglage 1 Regulador 1
48
ES 1
30
1.2
28
1.1
26 1.0
0.7 0.6 0.5
apr 07
Page 352 CemcoLift 2008
BLAIN HYDRAULICS Designers and Builders of High Quality Valves for Hydraulic Elevators
2000
1500
1000 1200
800
500 600
400
250 300
200
80
100 120 140 160
60
40
30
20
15
0.4
Qc l/min. 2
0.8
+1.65 +8.0 +9.3 +17 +24 +47 10
1
10
DK
1½“
3“
l/min gpm +6 1 1 +30 1 +35 1 +65 1 +91 1 +175
8
12
1x 1x 1x 1x 1x 1x
6
14
h
½“ ¾“-1“ 1½“ 2“ 2½“ 3“
4
16
3
R10
18
¾“-1“
2½“
2“
Printed in Germany
h/inches
½“
20
2
T
0.9
22
1,5
Z
h/mm
24
Scavenger Pumps Leland Scavenger Pump
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Scavenger Pumps Quality Scavenger Pump
Page 353 CemcoLift 2008
SCAVENGER PUMP Constructed of ribbed, reinforced polyethylene with 16 gauge welded steel cover and submersible pump. 2-gallon capacity. Pumps 10-12 ft. (Plastic tubing not included) Tank: 15”W x 10”D x 6”H.
Model SC/B • Reinforced external mounting brackets to mount off cylinder headbolts • Flood Control Switch • Removable Cover • 110 V.A.C. / 3.5 Amps • Weighs 21 lbs.
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Starters Siemen’s Solid State
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In Delta Configuration
HP @ 200V
HP @ 230V
HP @ 460V
Rated Current (Amps)
Overload Range (Amps)
Current Limit Range % of OL
Manufacturer Catalog Number
5
7.5
15
22
5—22
150%—450%
72EV34AFP
7.5
10
25
35
9—35
150%—450%
72GV34AFP
10
15
30
42
10—42
150%—450%
72HV34AFP
15
20
40
55
14—55
150%—450%
72JV34AFP
20
25
50
68
17—68
150%—450%
72KV34AFP
25
30
60
80
20—80
150%—450%
72LV34AFP
30
40
75
105
26—105
150%—450%
72MV34AFP
40
50
100
130
32—130
150%—450%
72NV34AFP
50
60
125
156
39—156
150%—450%
72PV34AFP
75
100
—
252
63—252
150%—450%
72RV32AFP
Table 1—200—460 Volt Starter Ratings
In Delta Configuration
HP @ 460V
HP @ 575V
Rated Current (Amps)
Overload Range (Amps)
Current Limit Range % of OL
Manufacturer Catalog Number
15
20
22
5—22
150%—450%
72EV34AFP
25
30
35
9—35
150%—450%
72GV34AFP
30
40
42
10—42
150%—450%
72HV34AFP
40
50
55
14—55
150%—450%
72JV34AFP
50
60
68
17—68
150%—450%
72KV34AFP
60
75
80
20—80
150%—450%
72LV34AFP
75
100
105
26—105
150%—450%
72MV34AFP
100
125
130
32—130
150%—450%
72NV34AFP
125
150
156
51—195
150%—450%
72PV34AFP
Table 2—460-575 Volt Starter Ratings
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Controllers ESI Controller CPU Card
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ALWAYS NON-PROPRIETARY
ELEVATOR SYSTEMS INC.
THE CONTROLLER PEOPLE
ESI-C CPU CARD FEATURES State of the Art Surface Mount Technology Multi Layer PCB for rugged reliability AMD x 86 Compatible CPU core Up to 512k Flash of program space Up to 512k SRAM EEPROM for configuration, user parameters, event logging & statistical data storage 45 optically isolated inputs with Red Status LEDs 21 dry contact outputs with Green Status LEDs Real Time Clock for date/time stamping of events and statistical information Integrated 4*20 LCD & keypad user interface High Speed encoder interface for speed and position control Seven Communication Ports configurable as RS232, 485 or 422
Page 395 CemcoLift 2008
ELEVATOR SYSTEMS INC. The ESI-S I/O Expansion Card The first in a series of EsiNet products, the ESI-S is a state of the art I/O expansion card. The ESI-S networks with the ESI-C CPU card to add local or remote inputs and outputs.
• State of the Art Surface Technology
• Multi Layer PCB for rugged reliability
• Embedded CPU for unique flexibility and control
• 16 optically isolated inputs with Red Status LEDs
• 16 dry contact ouputs with Green Status LEDs
• EEPROM storage for configuration, user parameters, event logging & statistical data storage
• One 422/485 communication port for use with "EsiNET"
• One serial communication port
• Powerful enough to operate in stand alone mode for various applications
207 LAWRENCE AVE. INWOOD, NY 11096 Page 396 TEL: (516) 239-4044 FAX: (516) 239-5793 CemcoLift 2008
ALWAYS NON-PROPRIETARY
ELEVATOR SYSTEMS INC.
THE CONTROLLER PEOPLE
HYDRAULIC ELEVATOR CONTROL SYSTEM FEATURES State of the art Micro Processor based design Integrated User Interface for adjusting controller parameters, viewing status and accessing Event and Statistical Information Optically Isolated Inputs with Red Status LEDs Dry Contact Outputs with Green Status LEDs All Inputs & Outputs clearly labeled Factory Wired Terminal Strip for ease of installation and maintenance Event Log with Date/Time Stamp Free Tech Support Remote Monitoring Simplex, Duplex or Triplex Selective Collective Operation Top of Car TS-89 Tape Unit Soft Start, Wye Delta or Across the Line Starting
Page 397 CemcoLift 2008
ELEVATOR SYSTEMS INC. THE ESI ADVANTAGE • Quickly installed, easily maintained and 100% factory tested • Modular design allows individual components to be replaced easily and inexpensively • Field-proven reliability
FEATURES • Microprocessor Based Design • Simplex, Duplex or Triplex Selective Collective Operation • Fire Service Phase 1 and Phase 2 • Low Oil Feature • Top of Car Inspection • Car Traveling or Hall Lanterns • Car Stopping and Passing Gong • Car and Hall Acknowledgment Lights • Indicator and Direction Lights • Soft Start • Across the line starting • Wye Delta Starting
OPTIONAL FEATURES • TS-89 Top of Car Tape Unit • Independent Service • Attendant Service • Top and Bottom Access • Parking at Home Floor • Hospital Service • Door nudging with timed electric eye failure • Short floor run operation • UL Label • Additional Features Available
207 LAWRENCE AVE. INWOOD, NY 11096 Page 398 TEL: (516) 239-4044 FAX: (516) 239-5793 CemcoLift 2008
Controllers ESI Controller 1999 & Previous Code Compliant Page 399 CemcoLift 2008
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Controllers ESI Controller 2000 & After Code Compliant Page 421 CemcoLift 2008
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Controllers MCE Controller HMC-1000
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MOTION CONTROL ENGINEERING, INC. 11380 WHITE ROCK ROAD RANCHO CORDOVA, CA 95742 TELEPHONE (916) 463-9200 FAX (916) 463-9201
CONTROLLER INSTALLATION MANUAL HMC-1000 Series PHC Programmable Hydraulic Controller
Compliant with ASME A17.1 - 2000 / CSA B44-00 and later codes
PART # 42-02-1P01 REV B.9 JANUARY 2008
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Hook Up Schedule For Temporary Operation of A17.1 -2000 Hydro Controllers
EXERCISE EXTREME CAUTION WHEN OPERATING THE ELEVATOR IN THIS MODE Critical Safety Precautions: 1. ALWAYS connect an individual jumper for each device, so when the device is installed that jumper is removed. Note: NEVER jump out more circuits than necessary when preparing the car to operate or conduct a test. 2. ALWAYS connect the temporary run buttons in the CAR TOP INSPECTION circuits so they have top priority. 3. ALWAYS insert the temporary run button's EMERGENCY STOP SWITCH in the safety circuit between terminals 17 and 18. NOT in series with the ENABLE button. 4. ALWAYS get the GOVERNOR/GOVERNOR SWITCH and SAFETIES/SAFETY OPERATOR SWITCH (plank) operational as soon as possible. If the door operator, fire service and emergency power are not yet wired: Remove wire from panel mount terminal DCL Remove wire from terminal 47 on the SC-SB2K-H board Jumper from 2 bus to panel mount terminal DPM Jumper from 2 bus to terminal 36 on the SC-SB2K-H board Jumper from 2 bus to panel mount terminal EPI (if present) Jumper from 2F bus to terminal 38 on the SC-SB2K-H board Jumper from 2F bus to terminal FRSM on the SC-SB2K-H board Jumper from 2F bus to terminal FRSA on the SC-SB2K-H board Safeties, door locks and temporary run buttons, jump terminals as follows: 2 bus to 16, 2 bus to INCTI, 9 to 10, 9 to 10X, 9 to 11, 9 to 12, 9 to 12X, 9 to 13, 9 to 86F, 9 to 88F, 16 to 17, 18 to 20, 2CT to CD, 2CT to HD or IDL, 4 to UNL, P1 to P2, remove wires from ACCEN and INICN If rear doors are present also jump: 2CT to CDR 2CT to HDR remove wires from 36R, 37R and 47R
2 bus to DPMR jump 2 bus to 36R
If you have earthquake operation: jumper from CW1 to CW2 and SSI to EQ24 Install Temporary Run Buttons as follows (refer to area #6 of job prints): Connect EMERGENCY STOP SWITCH between terminals 17 and 18 Connect ENABLE button to terminal INCTI Connect UP button to terminal INCTU and ENABLE button Connect DOWN button to terminal INCTD and ENABLE button
If you encounter any problems with A17.1 (redundancy) faults, refer to Section 5.6.5 for instructions on how to temporarily bypass the faults. Page 448 CemcoLift 2008
TABLE OF CONTENTS IMPORTANT PRECAUTIONS AND NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii SECTION 1 PRODUCT DESCRIPTION 1.0
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1
Car Controller Physical Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2
Car Controller Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1 Car Operation Control (COC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2 Car Communication Control (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3 Programming and Diagnostics Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.4 Duplexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.3
Landing System Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-12 1-12 1-14 1-14 1-14
SECTION 2 INSTALLATION 2.0
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0.1 Site Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0.2 Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0.3 Recommended Tools and Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . 2.0.4 the Wiring Prints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1
Controller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2.1.1 Controller Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.2
General Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1 Ground Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2 Main Ac Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.3 Pump Motor Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-4 2-4 2-5 2-5
2.3
Hoistway Control Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.1 Installing the Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2 Installing the Hoistway Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3 Installing the Landing System Control Box (LS-QUTE) . . . . . . . . . . . . . . . 2.3.4 Installing the Magnetic Strips on the Steel Tape . . . . . . . . . . . . . . . . . . . . 2.3.5 Door Position Monitor Switch (If Used) . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-5 2-5 2-5 2-6 2-6 2-7
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SECTION 3 START-UP SEQUENCE 3.0
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1
Ground Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2
Before Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.3
Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.1 Initial Adjustments and Power Phasing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.2 Moving the Elevator on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.3 Preparing the Car to Run on Automatic Operation . . . . . . . . . . . . . . . . . .
3.4
Preparation for Final Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-2 3-2 3-3 3-4
SECTION 4 FINAL ADJUSTMENT 4.0
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1
Running on Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1 Diagnostic Messages and Input/output Signals . . . . . . . . . . . . . . . . . . . . 4.1.2 a Few Words about Absolute Floor Encoding . . . . . . . . . . . . . . . . . . . . . . 4.1.3 Registering Car Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.4 Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.5 Switching to Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1 4-1 4-2 4-3 4-3 4-4
4.2
Final Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1 Door Operator Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2 Hydraulic Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.3 Slowdown and Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.4 Hall Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.5 Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.6 Door Open/close Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.7 Motor Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.8 Valve Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.9 Stuck Button Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.10 Relevel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4 4-4 4-5 4-5 4-5 4-5 4-5 4-5 4-5 4-5 4-5
SECTION 5 THE COMPUTER 5.0
About the PHC Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1
The MC-PCA-OA-2K Computer Panel - Your Tool for Programming, Diagnostics and Data Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5.1.1
ii
•
Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.1.1 Computer on Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.1.2 Vertical Status Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.1.3 Diagnostics LCD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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5.1.2
Switches, Buttons & Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.2.1 Computer Reset Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.2.2 N, S, +, & - Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.2.3 Mode Selection F1-F8 Function Switches . . . . . . . . . . . . . . . . . . 5.1.2.4 LCD Contrast Adjustment Trimpot . . . . . . . . . . . . . . . . . . . . . . . .
5-2 5-2 5-2 5-3 5-3
5.1.3
Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.3.1 Power Supply Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.3.2 Communication Port for Duplexing . . . . . . . . . . . . . . . . . . . . . . . 5.1.3.3 Com Port 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-3 5-3 5-3 5-3
5.1.4
Status Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.2
Computer Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 5.2.1 Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.3
Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 5.3.1 Getting into Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 5.3.2 Function of N Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 5.3.3 Function of S Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5.3.4 Function of + Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5.3.5 Function of ! Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5.3.6 Format of Lcd Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5.3.6.1 Normal Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5.3.6.2 Status Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6 5.3.6.3 Elevator Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33 5.3.6.4 Computer Internal Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
5.4
5.3.7
Troubleshooting Using the Computer's Internal Memory . . . . . . . . . . . . 5-34
5.3.8
Troubleshooting Specific Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36 5.3.8.1 Problem: the BFD/TFD Error Message Is Flashing on the Display5-36 5.3.8.2 Problems with Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38 5.3.8.3 Problems with Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
5.3.9
Setting Parameters (Options) to Default Values . . . . . . . . . . . . . . . . . . . 5-38
Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1 General Description of Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1.1 Viewing Menus on the Lcd Display . . . . . . . . . . . . . . . . . . . . . . 5.4.1.2 Viewing Options Within a Menu . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1.3 Changing a Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1.4 Saving the New Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1.5 Restoring Original Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.1.6 Step-by-step Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-39 5-39 5-39 5-40 5-40 5-40 5-40 5-40
5.4.2
5-42 5-42 5-42
Basic Feature Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.1 Simplex or Duplex? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.2 Operation (Dispatching Operation) . . . . . . . . . . . . . . . . . . . . . . 5.4.2.3 Top Landing Served? (Simplex) / Top Landing for this Car? (Duplex) . . . . . . . . . . . . . . . . . . . . . . 5.4.2.4 Car Doors Are Walk-thru? (Simplex) / this Cars Doors Walk-thru? (Duplex) . . . . . . . . . . . . . . . .
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5.4.2.5 Car Serves Frnt/flr 1? (Simplex) / Car Serves Frnt/flr 1? (Duplex) . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.6 Car Serves Rear/flr 1? (Simplex) / Car Serves Rear/flr 1? (Duplex) . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.7 Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.8 Alt. Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.9 Secondary Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.10 Lobby Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.11 Car Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.12 Number of IOX Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.13 Number of I4O Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.2.14 Number of AIOX Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-42 5-43 5-43 5-43 5-43 5-43 5-43 5-43 5-43
5.4.3
Fire Service Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.1 Fire Service Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.2 Fire Phase 1 Main Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.3 Fire Phase 1 Alt. Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.4 Fire Svce. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.5 Fire Phase I 2nd Alt. Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.6 Bypass Stop Sw. On Phase 1? . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.7 Honeywell Fire Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.8 New York City Fire Phase 2 and ANSI 89? . . . . . . . . . . . . . . . . 5.4.3.9 White Plains, NY Fire Code? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3.10 Mass 524 CMR Fire Code? . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-43 5-43 5-43 5-44 5-44 5-44 5-44 5-44 5-44 5-44 5-44
5.4.4
Door Operation Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.1 Nudging? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.2 Stuck Photo Eye Protection? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.3 Sequential Door Oper. (F/R)? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.4 Car Call Cancels Door Time? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.5 Nudging During Fire Ph. 1? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.6 Retiring Cam Option? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.7 Pre-opening? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.8 Mechanical Safety Edge? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.9 Nudging Output/buzzer Only? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.10 D.C.B. Cancels Door Time? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.11 Leave Doors Open on PTI/ESS? . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.12 Nudging During Fire Phase 2? . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.13 Dir. Preference until DLK? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.14 Fully Manual Doors? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.15 Cont. D.C.B. to Close Doors? . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.16 Cont. D.C.B. for Fire Ph 1? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.17 Moment. D.O.B. Door Opening ? . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.18 Doors to Open If Parked: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.19 Doors to Open on Main Fire? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.20 Doors to Open on Alt Fire? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.21 Leave Doors Open on CTL? . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.22 Limited Door Re-open Option . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.23 Reduce Hct with Photo Eye . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.24 Leave Doors Open on EPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.25 Doors to Open If No Demand: . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.26 Const. Press Op. Bypass PHE? . . . . . . . . . . . . . . . . . . . . . . . 5.4.4.27 Door Type Is Horizontal / Vertical . . . . . . . . . . . . . . . . . . . . . . 5.4.4.28 Front Door Cam Is Retiring / Fixed Type . . . . . . . . . . . . . . . . . 5.4.4.29 Rear Door Cam Is Retiring / Fixed Type . . . . . . . . . . . . . . . . .
5-44 5-44 5-45 5-45 5-45 5-45 5-45 5-45 5-46 5-46 5-46 5-46 5-46 5-46 5-46 5-46 5-46 5-46 5-47 5-47 5-47 5-47 5-47 5-47 5-47 5-47 5-47 5-48 5-48 5-48
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5.4.4.30 5.4.4.31 5.4.4.32 5.4.4.33
Prevent DCP Til Doors Close? . . . . . . . . . . . . . . . . . . . . . . . . . Moment D.C.B. to Close Doors? . . . . . . . . . . . . . . . . . . . . . . . Doors to Latch DOF? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Doors to Latch DCF? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-48 5-48 5-48 5-48
5.4.5
Timer Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.1 Short Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.2 Car Call Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.3 Hall Call Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.4 Lobby Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.5 Nudging Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.6 Time out of Svce. Timer (Range: 15-120 Seconds or None) . . . 5.4.5.7 Motor Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.8 Valve Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.9 Door Hold Input Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.10 Parking Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.11 Fan/light Output Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.12 Hospital Emerg. Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.13 Door Open Protection Timer . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.14 CTL Door Open Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.5.15 Door Buzzer Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-48 5-48 5-48 5-48 5-48 5-49 5-49 5-49 5-49 5-49 5-49 5-49 5-49 5-49 5-50 5-50
5.4.6
Gongs/lanterns Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.6.1 Mounted in Hall or Car? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.6.2 Double Strike on Down? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.6.3 PFG Enable Button? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.6.4 Egress Floor Arrival Gong? / Main Egress Floor # . . . . . . . . . . .
5-50 5-50 5-50 5-50 5-50
5.4.7
Spare Inputs Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
5.4.8
Spare Outputs Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
5.4.9
Extra Features Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.1 PI Output Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.2 Floor Encoding Inputs? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.3 Encode All Floors? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.4 Emergency Power Operation? / Emergency Power Return Floor 5.4.9.5 Light Load Weighing? / Light Load Car Call Limit . . . . . . . . . . . 5.4.9.6 Photo Eye Anti-nuisance? / Consec Stops W/O PHE Limit . . . . 5.4.9.7 Peripheral Device? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.8 Automatic Floor Stop Option? / Automatic Stop Floor #? . . . . . . 5.4.9.9 CC Cancel W/dir Reversal? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.10 Cancel Car Calls Behind Car? . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.11 CE Electronics Interface? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.12 Massachusetts Ems Service? / Ems Service Floor # . . . . . . . . 5.4.9.13 Master Software Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.14 PI Turned OFF If No Demand? . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.15 Hospital Emerg. Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.16 Fire Bypasses Hospital? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.17 High Speed Delay after Run? . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.18 Sabbath Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.19 Leveling Sensor Enabled/disabled . . . . . . . . . . . . . . . . . . . . . . 5.4.9.20 KCE Enable / Disable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.21 Analog Load Weigher? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.9.22 IND. Bypass Security? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TABLE OF CONTENTS
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5-58 5-58 5-58 5-58 5-59 5-59 5-59 5-59 5-60 5-60 5-60 5-60 5-60 5-60 5-60 5-60 5-61 5-61 5-62 5-62 5-62 5-62 5-62 •
v
5.4.9.23 5.4.9.24 5.4.9.25 5.4.9.26 5.4.9.27
ATS. Bypass Security? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Car to Floor Return Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scrolling Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Oil Switch Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFRT Between Floors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-62 5-62 5-63 5-63 5-63
5.4.10 ASME A17.1 2000 Features Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.1 Hoistway Access? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.2 Number of Motor Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.3 Min. Number of Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.4 Soft-stop Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.5 Starter #1 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.6 Starter #2 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.7 Starter #3 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.8 Y-D Transfer Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.9 Up to Speed Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.10 Y-D Open Transn. Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.11 M Contactor Installed? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.12 Starter Config . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.10.13 Multiple Valves? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-63 5-64
5.5
External Memory Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.1 Getting into External Memory Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.2 Function of N Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.3 Function of S Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.4 Function of + Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.5 Function of – Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5.6 Troubleshooting Using External Memory Mode . . . . . . . . . . . . . . . . . . .
5-64 5-64 5-64 5-64 5-64 5-64 5-65
5.6
System Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6.1 Building Security Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6.1.1 Viewing the Building Security Menu . . . . . . . . . . . . . . . . . . . . . . 5.6.1.2 Programming and Viewing the Security Codes . . . . . . . . . . . . .
5-68 5-68 5-68 5-69
5.6.2 5.6.3 5.6.4 5.6.5
5-70 5-70 5-72 5-74
5.7
vi
•
Passcode Request Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load Weigher Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Analog Load Weigher Learn Function . . . . . . . . . . . . . . . . . . . . . . . . . . ASME A17.1 - 2000 Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6.5.1 Asme A17.1-2000 Redundancy Bypass. Jumper must Be Installed to Activate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6.5.2 Long Term, Inspection Only ASME A17.1-2000 Redundancy Bypass. Jumper must Be Installed to Activate . . . . . . . . . . . . . .
Duplexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7.1 Dispatching Algorithm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7.2 Hardware Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7.3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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5-74 5-74 5-75 5-75 5-75 5-75
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SECTION 6 TROUBLESHOOTING 6.0
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1
Tracing Signals in the Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.2
Door Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6.3
Call Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3.1 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3.2 Preparation for Troubleshooting Call Circuits . . . . . . . . . . . . . . . . . . . . . . 6.3.3 Troubleshooting the Call Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4
Car Does Not Move on Inspection or Automatic . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
6.5
PC Board Quick References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6.6
Using the Optional CRT for Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19 6.6.1 Graphic Display of Elevator (F3) Screen . . . . . . . . . . . . . . . . . . . . . . . . . 6-19 6.6.2 MCE Special Events Calendar Entries (F7 - 1) Screen . . . . . . . . . . . . . . 6-19
6.7
Using the MLT / VLT Data Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
6.8
ASME A17.1 - 2000 Fault Troubleshooting Tables . . . . . . . . . . . . . . . . . . . . . . . 6.8.1 ASME A17.1 - 2000 Redundancy Fault Established Map . . . . . . . . . . . . 6.8.2 ASME A17.1 - 2000 Redundancy Fault Data Trap . . . . . . . . . . . . . . . . . 6.8.3 ASME A17.1 - 2000 SC-HDIO Board Input Data Trap . . . . . . . . . . . . . . 6.8.4 Raw ASME A17.1 - 2000 SC-HDIO Board Input Map . . . . . . . . . . . . . . . 6.8.5 Additional Flags and Variables Added for ASME 2000 . . . . . . . . . . . . . . 6.8.6 Formatted ASME A17.1 - 2000 SC-HDIO Board Input / Output Map . . .
6.9
Starters - Sequence of Operation Flowcharts . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
6-8 6-8 6-9 6-9
6-24 6-24 6-25 6-25 6-26 6-27 6-28
APPENDIX APPENDIX A - Original Programmed Values and the Record of Changes . . . . . . . . . . . . . . . . . A-1 APPENDIX B - Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4 APPENDIX C - Elevator Security Information and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6 APPENDIX D - Flex-TALK Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8 1.0 Introduction And Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8 2.0 Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8 3.0 Volume Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10 4.0 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10 5.0 Peripheral Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10 APPENDIX E - LS-QUTE Landing System Assembly Drawings . . . . . . . . . . . . . . . . . . . . . . . . A-11
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TABLES Table 5.4 Table 5.5 Table 5.6 Table 5.7 Table 5.8 Table 6.1 Table 6.2 Table 6.3 Table 6.4 Table 6.5 Table 6.6 Table 6.7 Table 6.8 Table D.1
Computer Internal Memory Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alphabetized Flags/Variables and Their Locations . . . . . . . . . . . . . . . . . Using the Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Computer External Memory Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Computer’s Hospital Call and Eligibility Memory Chart . . . . . . . . . . . . . . Special Events Calendar Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . ASME A17.1 - 2000 Redundancy Fault Established Map . . . . . . . . . . . . Redundancy Fault Established Data Trap . . . . . . . . . . . . . . . . . . . . . . . ASME A17.1 - 2000 SC-HDIO Board Input Data Trap . . . . . . . . . . . . . . RAW ASME A17.1 - 2000 SC-HDIO Board Input Map . . . . . . . . . . . . . . Flags and Variables Added for ASME A17.1-2000 . . . . . . . . . . . . . . . . . Definitions for Flags and Variables in Table 6.6 . . . . . . . . . . . . . . . . . . . Formatted SC-HDIO Board Input / Output Map . . . . . . . . . . . . . . . . . . . Diagnostic Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-33 5-35 5-40 5-66 5-67 6-18 6-22 6-23 6-23 6-24 6-25 6-25 6-26 A-12
FIGURES Figure 1.1 Figure 1.2 Figure 1.3 Figure 1.4 Figure 1.5 Figure 1.6 Figure 1.7 Figure 1.8 Figure 1.9 Figure 1.10 Figure 1.11 Figure 1.12 Figure 1.13 Figure 1.14 Figure 1.15 Figure 1.16 Figure 2.1 Figure 2.2 Figure 5.1 Figure 6.1 Figure 6.2 Figure 6.3 Figure 6.4 Figure 6.5 Figure 6.6 Figure 6.7 Figure 6.8 Figure 6.9 Figure 6.10 Figure 6.11 Figure 6.12 Figure 6.13 Figure 6.14 Figure 6.15 Figure 6.16 Figure 6.17 Figure D.1 Figure D.2 Figure E.1 Figure E.2 viii •
Typical Physical Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 HC-PCI/O Input Output Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 HC-CI/O-E Call Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 HC-IOX Input/Output Expander Board . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 HC-I4O Input/Output Expander Board . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board . . . 1-5 SC-BAHR Lock Bypass Access Board with Rear Doors . . . . . . . . . . . . . . 1-6 SC-HDIO High Density Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . 1-7 MC-PCA-OA2K Computer Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 MC-PA-2K Peripherals Adapter Board (optional) . . . . . . . . . . . . . . . . . . . 1-9 SC-SB2K-H Main Safety Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10 Board Interconnects for ASME A17.1 -2000 Boards . . . . . . . . . . . . . . . . 1-11 Car Controller Functional Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13 LS-QUTE-2K Car Top Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15 LS-STAN5-2K Cartop Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16 LS-STAN7-2K Cartop Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16 Ground Wiring to Controller Cabinets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 SLA Series Phase Monitor Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . 2-7 MC-PCA-OA-2K Computer Panel Board Layout . . . . . . . . . . . . . . . . . . . . 5-2 HC-PCI/O Power and Call Input/Output Board Quick Reference . . . . . . . 6-2 SC-SB2K-H Main Safety Relay Board Quick Reference . . . . . . . . . . . . . 6-3 Door operation flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5 Door Closing Sequence, Timing and Fault Generation Flowchart . . . . . . 6-5 Door Operation Timing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 HC-CI/O Call Input/Output Board Quick Reference . . . . . . . . . . . . . . . . 6-10 MC-PCA-OA-2K Main Computer Board Quick Reference . . . . . . . . . . . 6-14 MC-PA-2K Peripherals Adapter Board Quick Reference . . . . . . . . . . . . 6-15 SC-HDIO High Density I/O Board Quick Reference . . . . . . . . . . . . . . . . 6-16 SC-BAH Lock Bypass, Access Board Quick Reference . . . . . . . . . . . . . 6-17 SC-BAHR Lock Bypass, Access Board w/Rear Doors Quick Reference 6-18 Graphic Display of Elevator (F3) Screen (Color CRT) . . . . . . . . . . . . . . 6-19 Special Events Calendar - Display Special Event Entries (F7 - 1) Screen 6-20 WYE - DELTA Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . 6-30 ATL Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31 Solid State Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . 6-32 Standard PC Board Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33 Flex-Talk Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-11 Speaker Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-13 LS QUTE Enclosure Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14 LS QUTE Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-15
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IMPORTANT PRECAUTIONS & NOTES We strongly recommend that you read this manual carefully before proceeding with installation. Throughout this manual you will see icons followed by a WARNING, CAUTION, or NOTE. These icons denote the following: WARNING: Operating procedures and practices which, if not done correctly, may result in personal injury or substantial damage to equipment.
CAUTION: Operating procedures and practices which, if not observed, may result in some damage to equipment.
NOTE: Procedures, practices or information which are intended to be immediately helpful and informative.
The following general rules and safety precautions must be observed for safe and reliable operation of your system. This controller may be shipped without the final running program. However you may install the unit, hook-up and run your elevator on Inspection operation. Call MCE about a week before you are ready to turn the elevator over to full automatic operation so the running program can be shipped to you. If you need to change a program chip on a computer board make sure you read the instructions and know exactly how to install the new chip. Plugging these devices in backwards may damage your chip.
Elevator control products must be installed by experienced field personnel. This manual does not address code requirements. The field personnel must know all the rules and regulations pertaining to the safe installation and running of elevators. This equipment is an O.E.M. product designed and built to comply with ASME A17.1, CAN/CSA-B44.1/ASME-A17.5 and National Electrical Code and must be installed by a qualified contractor. It is the responsibility of the contractor to make sure that the final installation complies with any local codes and is installed safely. The 3-phase AC power supply to this equipment must come from a fused disconnect switch or circuit breaker that is sized in conformance with all applicable national, state and local electrical codes, in order to provide the necessary overload protection for the Drive Unit and motor. Incorrect motor branch circuit protection will void the warranty and may create a hazardous condition.
PRECAUTIONS & NOTES
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Proper grounding is vitally important to the safe and successful operation of your system. Bring your ground wire to the system subplate. You must choose the proper conductor size and minimize the resistance to ground by using shortest possible routing. See National Electrical Code Article 250-95, or the related local applicable code. Before applying power to the controller, physically check all power resistors and other components inside the controller. Components loosened during shipment may cause damage. Please make sure that all the safety relays on the SCSB2K board are properly seated in their sockets by pushing each relays gently into its socket.
You must not connect the output triacs directly to a hot bus (2, 3 or 4 bus). This can damage the triacs. PIs, direction arrows and terminals 40 & 42 are examples of outputs that can be damaged this way. Note: miswiring terminal 39 into 40 can damage the fire warning indicator triac.
The HC-PCI/O and HC-CI/O-E boards are equipped with quick disconnect terminals. During the original installation, you may want to remove the terminal connector, hook up your field wires to it, test it for no shorts to ground (1 bus) and to terminals 2, 3 and 4 before plugging these terminals back into the PC boards.
ENVIRONMENTAL CONSIDERATIONS: Keep the machine room clean. Controllers are generally in NEMA 1 enclosures. Do not install the controller in a dusty area. Do not install the controller in a carpeted area. Keep room temperature between 32EF and 104E F (0E to 40EC). Avoid condensation on the equipment. Do not install the controller in a hazardous location and where excessive amounts of vapors or chemical fumes may be present. Make sure that the power line fluctuations are within + 10%. The controller should be installed nearest to the hoist motor, such that length of the connecting wires should not exceed more than 100 feet. If wire from controller to hoist motor is more than 100 feet, contact MCE.
CONTROLLER OR GROUP ENCLOSURES WITH AIR CONDITIONING If your controller or group enclosure is equipped with an air conditioning unit, observe the following precautions (failure to do so can result in water condensation inside the enclosure): • • • • • x
•
Ensure the integrity of the NEMA 12 or 4 enclosure is maintained by using sealed knockouts and by sealing any holes created during installation. Do not run the air conditioner unit when the doors are open. To avoid damaging the compressor, if the air conditioner is turned off while it is running, wait at least five minutes before turning power on again. Observe the manufacture’s recommended maintenance and optimum thermostat setting of 75o F (see Operator’s Manual). Ensure the air conditioner unit’s drain hose remains open. PRECAUTIONS & NOTES
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LIMITED WARRANTY Motion Control Engineering (manufacturer) warrants its products for a period of 15 months from the date of shipment from its factory to be free from defects in workmanship and materials. Any defect appearing more than 15 months from the date of shipment from the factory shall be deemed to be due to ordinary wear and tear. Manufacturer, however, assumes no risk or liability for results of the use of the products purchased from it, including, but without limiting the generality of the forgoing: (1) The use in combination with any electrical or electronic components, circuits, systems, assemblies or any other material or equipment (2) Unsuitability of this product for use in any circuit, assembly or environment. Purchasers’ rights under this warranty shall consist solely of requiring the manufacturer to repair, or in manufacturer's sole discretion, replace free of charge, F.O.B. factory, any defective items received at said factory within the said 15 months and determined by manufacturer to be defective. The giving of or failure to give any advice or recommendation by manufacturer shall not constitute any warranty by or impose any liability upon the manufacturer. This warranty constitutes the sole and exclusive remedy of the purchaser and the exclusive liability of the manufacturer, AND IN LIEU OF ANY AND ALL OTHER WARRANTIES, EXPRESSED, IMPLIED, OR STATUTORY AS TO MERCHANTABILITY, FITNESS, FOR PURPOSE SOLD, DESCRIPTION, QUALITY PRODUCTIVENESS OR ANY OTHER MATTER. In no event will the manufacturer be liable for special or consequential damages or for delay in performance of this warranty. Products that are not manufactured by MCE (such as drives, CRT's, modems, printers, etc.) are not covered under the above warranty terms. MCE, however, extends the same warranty terms that the original manufacturer of such equipment provide with their product (refer to the warranty terms for such products in their respective manual).
PRECAUTIONS & NOTES
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SECTION 1 PRODUCT DESCRIPTION 1.0
GENERAL INFORMATION MCE’s HMC-1000 Series PHC programmable elevator controller is designed to exhibit the characteristics listed below in a hydraulic elevator installation. The Series PHC controller was designed to save time during installation and troubleshooting, but it is still very important that the field personnel who work with this equipment familiarize themselves with this manual before attempting to install the equipment. PRINCIPAL CHARACTERISTICS Number of Stops Maximum Number of Cars Field Programmable
16 2
Environment: 32E to 104E F (0E to 40E C) ambient 12,000 ft altitude 95% humidity
EQUIPMENT CATEGORIES - The HMC-1000 Series PHC hydraulic controller consists of three major pieces of equipment: C Controller Unit C Car Top Selector (Landing System) C Peripherals
1.1
CAR CONTROLLER PHYSICAL DESCRIPTION Figure 1.1 shows a typical layout of the Car Controller in a standard MCE cabinet. A brief description of each block follows:
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FIGURE 1.1
1.
Typical Physical Layout
INPUT/OUTPUT BOARDS - This block consists of a number of different Input/Output boards. The following is a list of boards that could be used in this block: • • • • • • • •
HC-PCI/O HC-CI/O-E HC-RD HC-IOX HC-I4O SC-BAH SC-BAHR SC-HDIO
Power and Call Input/Output board Call Input/Output board (optional) Rear Door Logic board (optional) Input/Output Expander board (optional) Input/Output Expander board (optional) Lock Bypass, Access. SC-BAH with Rear Doors High Density I/O board for A17.1-2000
Note that the HC-CI/O-E, HC-RD, HC-IOX and HC-I4O boards are optional and may be required depending on system requirements (i.e., number of landings served).
1-2
•
PRODUCT DESCRIPTION
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HC-PCI/O Power and Call Input/Output board - This board provides the following: • 22 input signals • 10 call input and output terminals • 12 output signals • 2 direction arrow output terminals • PI output terminals • 1 passing floor gong output terminal • 2 gong output terminals For details of each input and output signal and the associated terminals, see Figure 1.2. FIGURE 1.2
HC-PCI/O Input Output Details
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FIGURE 1.3
HC-CI/O-E Call Input/Output Board
HC-CI/O-E Call Input/Output Board - This board provides: • 4 PI output terminals • 12 call input and output terminals
FIGURE 1.4
HC-IOX Input/Output Expander Board
HC-IOX Input/Output Expander Board - This is a multi-purpose input/output board designed to accommodate additional inputs and outputs as required, such as floor encoding signals, etc. FIGURE 1.5
1-4
•
HC-I4O Input/Output Expander Board
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HC-I4O Input/Output Expander Board - This is a multi-purpose input/output board designed to accommodate additional inputs and outputs as required. HC-RD Rear Door Logic Board - This board (not shown) provides the inputs and outputs required for independent rear doors. SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board - This board contains inputs, logic and outputs that perform the lock bypass function and inspection access operation. The Car Door and Hoistway Door bypass switches are located on this board. Five test pins on the board (TP1, TP2 and TPAB) are available for inspection and testing of the redundancy checking logic for the force-guided (safety) relays. Refer to Chapter 4 for testing procedures. FIGURE 1.6
SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board
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FIGURE 1.7
SC-BAHR Lock Bypass Access Board with Rear Doors
SC-BAHR (SC-BAH with Rear Doors) Lock Bypass, Access, Overspeed, Emergency Brake Board - This board is the same as the SC-BAH with additional logic and relays for rear doors. 1-6
•
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FIGURE 1.8
SC-HDIO High Density Input/Output Board
SC-HDIO High Density Input/Output Board - This board handles the inputs and outputs that are associated with ASME A17.1 -2000 code compliance. As there are no customer connections or adjustments on this board, it has been mounted behind the logic boards in the upper left-hand corner of the controller enclosure.
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2.
MC-PCA-OA2K Main Computer Board - This board is mounted on the top of the HC-PCI/O board (see Figure 1.1). The main computer board is responsible for: • • • • • •
FIGURE 1.9
Car Operation Control Car Communication Control Duplexing Programming and Diagnostic Tools Redundancy Cycle Testing Software System Validation
MC-PCA-OA2K Computer Board Controller Chip
Computer ON Light
Computer Reset Button
JP4 JP5 Power Terminals
JP10
Communication Ports
Status Indicator Lights
LCD Module
N&S Pushbuttons
LCD Contrast Adjustment Trimpot
Function Switches
NOTE:
1-8
•
The main Processor used with ASME A17.1 - 2000 code compliant products is different from the standard MC-PCA-OA. The part number on the 2000 compliant board should be MC-PCA-OA2K. Any reference to the MC-PCA or MC-PCA-OA in this manual, refers to the MC-PCA-OA2K.
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FIGURE 1.10
MC-PA-2K Peripherals Adapter Board (optional)
3.
MC-PA-2K Peripherals Adapter Board - The optional MC-PA-2K board contains the COM ports used for serial communication with peripherals such as CRTs and PCs through direct connection or through line drivers or modems. This board also stores the events displayed on the Special Events Calendar screen on a peripheral device.
4.
POWER SUPPLY - The power supply is a single output linear power supply that provides +5 VDC power to the computer and its peripheral boards.
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FIGURE 1.11
5.
1-10
•
SC-SB2K-H Main Safety Relay Board
SC-SB2K-H Main Safety Relay Board - This board satisfies many of the ASME A17.1 - 2000 code requirements for “safety” relay contact redundancy and the requirements for normal terminal stopping devices. It also provides the necessary circuitry for running the car on Machine Room Inspection operation. This board, along with the SC-HDIO, SC-BAH and HC-PCI/O board, comprise the high voltage interface between the MCPCA-OA2K computer and the individual car logic functions such as door operation, direction outputs, direction sensing, pump and valve control, main safety circuits, leveling circuitry, redundancy cycle testing, etc. A TEST/NORMAL switch, MACHINE ROOM INSPECTION UP/DN switch and a MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch are provided on this board. Test pins on the board are available for inspection and testing of the redundancy checking logic for the forceguided (safety) relays. Refer to Chapter 4 for testing procedures.
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FIGURE 1.12
Board Interconnects for ASME A17.1 -2000 Boards
6.
Transformers - Transformers are usually located in the lower part of the cabinet.
7.
Starter - The starter is usually located in the lower right-hand corner of the controller cabinet along with the associated terminal blocks for motor connections.
8.
Relays, Fuses and Terminal Blocks - This block contains door operator circuitry, terminal blocks (for customer wiring), fuse holders, fuses, and any other circuitry needed for a specific job.
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1.2
CAR CONTROLLER FUNCTIONAL DESCRIPTION Functionally, the Control Unit is divided into two primary sections. Each section consists of the following functional blocks, as shown in Figure 1.13: Computer Section Power Section Car Operation Control C Door Circuits Car Communication Control C Pump Motor Control Duplexing Programming and Diagnostics Tools Safety Checks and Redundancy Cycle Testing
C C C C C
1.2.1
CAR OPERATION CONTROL (COC) Normal Operation - Normal car operation consists of responding to hall and car call demands, and operating the doors, as required. Special Operations - The following are special operations controlled by the COC: • • • • C
Inspection/Access Independent Service Fire Service Emergency Power Safety Checks and Redundancy Cycle Testing
For details of each operation, see MCE Specifications for Elevator Products. The special features and options are discussed in Section 5 of this manual. Discussion of Car Operation Control (COC) - The Car Operation Control (COC) performs the elevator logic operations for the individual car. These functions are performed by the following circuit boards: • • • • • • • • •
1-12
•
SC-SB2K-H MC-PCA-OA2K HC-PCI/O HC-CI/O-E HC-RD HC-IOX HC-I4O SC-BAH SC-HDIO
Main Safety Relay board Main Processor board Power Input/Output board Call Input/Output board (optional) Rear Door board (optional) Input/Output Expander board (optional) Input/Output Expander board (optional) Lock Bypass, Access High Density I/O board
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FIGURE 1.13
Car Controller Functional Layout
The heart of the COC is the SC-SB2K-H (Main Safety Relay) board, which makes it possible to move the car and satisfies code required safety functions and redundant relay backup functions. Except for calls, most of the individual elevator inputs and outputs are handled through the Main Safety Relay board and are routed to the HC-PCI/O and SC-HDIO boards, which are the main interface to the computer. Provisions for 4 position indicator outputs are on the HC-PCI/O board. If additional position indicators are required, HC-PIX boards are added as required. If independent (walk-through) rear doors are required, the HC-RD board acts as the interface between the computer and the Rear Door Relay board, which handles all functions associated with the rear doors. Some additional inputs and outputs such as load weighers are handled through the HC-PCI/O board. Car calls and hall calls are interfaced to the computer through the HC-PCI/O board and HCCI/O-E boards, which can handle up to 4 landings per board. Therefore, all the input/output
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boards (HC-PCI/O, HC-RD, HC-IOX, HC-I4O, SC-HDIO and HC-CI/O-E) act as the interface between the MC-PCA-OA2K Main Computer board and the user. These input/output boards are linked to the HC-PCI/O and SC-HDIO boards through ribbon cables. A connector on the back of the MC-PCA-OA2K board plugs into the HC-PCI/O board. The MC-PCA-OA2K board contains the main elevator software system that is constantly monitored for correct functioning. 1.2.2
CAR COMMUNICATION CONTROL (CCC) The Car Communication Control (CCC) coordinates communication between the individual car controllers in a duplex configuration, as well as peripheral devices such as modems, printers, CRT terminals, etc. These functions are performed by the MC-PCA-OA2K Main Computer board.
1.2.3
PROGRAMMING AND DIAGNOSTICS TOOLS The PHC is a versatile hydraulic controller and is compatible with most applications. This means it allows the user to customize the controller to the building requirements after the unit has been installed. The Programming Tool is part of the processing unit (MC-PCA-OA2K computer board). The list of all of the programmable functions and variables are provided in Section 5 of this manual.
1.2.4
DUPLEXING Each car is capable of seeing the hall calls and at any time performing the duplexing functions, but only one of the cars can process the hall calls and make hall call assignments. If the car that is performing the duplexing operation goes out of service, the other car will take over the hall call registration and assignment.
1-14
•
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1.3
LANDING SYSTEM CONTROL BOX The Landing System is designed to be mounted on the car top. There are two types of landing systems that can be used with Series PHC controllers: LS-STAN-2K and LS-QUTE-2K. LS-QUTE-2K - The LS-QUTE-2K is a tape-and-magnet-operated landing system, with a three inch wide steel tape mounted in the hoistway (Figure 1.14). The car top control box has a floating head that slides on the steel tape, and magnetic sensors for slow down, STU, STD, ISTU, ISTD, LU, LD and DZ. Controllers are configured for Absolute Floor Encoding (AFE). Refer to Appendix E, LS-QUTE-2K Landing System Assembly Drawings, for more information.
FIGURE 1.14
LS-QUTE-2K Car Top Control Box
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LS-STAN-2K - The LS-STAN-2K is the standard landing system. The car top control box uses VS-1A infrared proximity switches to sense vanes that are mounted in the hoistway (Figures 1.15 and 1.16).
FIGURE 1.15 LS-STAN5-2K Cartop Control Box
1-16
•
FIGURE 1.16 LS-STAN7-2K Cartop Control Box
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SECTION 2 INSTALLATION 2.0
GENERAL INFORMATION This section contains important recommendations and instructions for site selection, environmental considerations, installation guidelines and other factors that will help ensure a successful installation.
2.0.1
SITE SELECTION To help choose a proper location for the controller, consider the following factors:
2.0.2
•
Provide adequate working space for comfort and efficiency.
•
Mount the controller in a logical location, taking into consideration the location of other equipment in the machine room and proper routing of electrical power and control wiring. Note that MCE controllers do not require rear access.
•
Do not install the controller in a hazardous location.
•
Provide adequate space for future expansion, if possible.
•
If any areas in the machine room are subject to vibration, they should be avoided or reinforced to prevent the controller from being adversely affected.
•
Provide adequate lighting for the control cabinets and machines in the machine room. Providing a good working space such as a workbench or table is recommended.
ENVIRONMENTAL CONSIDERATIONS There are some important environmental considerations which when observed, increase the longevity of the elevator equipment and reduce maintenance requirements. These are: •
Provide an ambient temperature that will not exceed 32E to 104E F (0E to 40E C). Operation at higher temperatures is possible, but not recommended, because it will shorten the life of the equipment. Adequate ventilation and possibly air conditioning may be required.
•
The air in the machine room should be free of excessive dust, corrosive elements or excessive moisture to avoid condensation. A NEMA 4 or NEMA 12 enclosure would help meet these requirements. If open windows exist in the machine room, locate the controller away from the windows so that severe weather does not damage the equipment.
•
High levels of radio frequency (RF) radiation from nearby sources may cause interference to the computers and other parts of the control system. Using hand-held communication devices in close proximity to the computers may also cause interference. The controller is designed to EN12015 and EN12016 RFI susceptibility and radiation standards.
•
Power line fluctuation should not be greater than +/-10%. INSTALLATION
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2.0.3
RECOMMENDED TOOLS AND TEST EQUIPMENT For proper installation, use the following tools and test equipment: • • • • • • • •
2.0.4
A digital multimeter, Fluke series 75, 76, 77 or equivalent A hand-held tachometer A clamp-on AC ammeter Hand-held radios A telephone Test weights Pressure gauge Soldering tools, a flashlight and an MCE screwdriver (provided with controller).
THE WIRING PRINTS Become familiar with the following information as well as the wiring prints provided with this control system. DRAWING NUMBER FORMAT - Each print has a drawing number indicated in the title block. The drawing number is comprised of the job number, car number and page number (see example). In this manual the drawings will often be referred to by the last digit of the drawing number (page number). The following is the drawing number format currently in use.
NOTE: DRAWING NAME - Some drawings have a drawing name directly above the title block or at the top of the drawing. The drawing name may be used to refer to a particular drawing.
NOMENCLATURE - The following is an example of the schematic symbols use to indicate that a signal either enters or exits a PC board.
A listing of PC boards and their designator numbers plus other schematic symbols used in the wiring prints can be found at the beginning of the Job Prints and in Appendix B of this manual.
2-2
•
INSTALLATION
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2.1
•
Become familiar with the "Elevator Car Wiring Print" drawing number -1.
•
Become familiar with the "Elevator Hoistway Wiring Print" drawing number -2.
•
Become familiar with page -7 of the job prints for duplex interconnect wiring if this application is duplexed.
•
The power connections and power supplies are shown in drawing number -3.
•
Review any additional wiring diagrams and details.
•
The remainder of the job prints are detailed drawings of the HMC-1000-PHC programmable hydraulic control system.
•
A specific part of a schematic may be referenced by the Area Number, which is found at the left-hand margin of the schematic.
CONTROLLER INSTALLATION Mount the controller securely to the machine room wall or other appropriate location and cut holes to install a raceway or conduit to permit the routing of wires into the cabinet. Note that the standard MCE control cabinet does not require rear access. CAUTION:
2.1.1
Do not allow any metal chips or drill shavings to fall into the electronics.
CONTROLLER WIRING GUIDELINES NOTE: Pay very close attention to the hierarchy of the inspection inputs. In order to maintain safe operation of the lift while on access, car top or in car inspection, the inspection circuits must be wired as shown in the prints. a.
PC boards can be easily damaged by Electrostatic Discharge (ESD). Use a properly grounded wrist strap when touching the PC boards.
Do not touch PC Boards unless you are properly grounded.
b.
Bring wires in from a location that allows the use of the wiring duct inside the controller to route the wires. The terminals are found conveniently near wiring ducts.
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2.2
c.
When routing field and/or power wiring, avoid the left side of the HC-CI/O-E and HC-PCI/O boards as well as simply staying clear of the upper left area of enclosure.
d.
When connecting wires to the controller, connect the wires according to the hoistway and car wiring diagrams.
e.
If the car is part of a duplex system, there are a number of details relating to the wiring of the interconnects between the individual cars. They are as follows: 1.
A separate conduit or wiring trough must be provided for the high-speed serial link between the MC-PCA-OA-2K computers in each controller cabinet.
2.
The wiring details for the high-speed communication link are fully detailed in the drawing titled "Instructions for Connection of High Speed Communication Cables" in the job prints. Follow these instructions exactly. Again, note the requirement for routing the high-speed interconnect cables through a separate conduit or wiring trough.
3.
If applicable, also wire according to the drawing titled "Duplex Interconnects to Individual Car Cabinets" in the job prints. Make sure to ground all of the cabinets according to Section 2.2.1.
GENERAL WIRING GUIDELINES Basic wiring practices and grounding requirements are discussed in this section.
2.2.1
GROUND WIRING To obtain proper grounding, quality wiring materials and methods should be used. All grounding in the elevator system must conform to all applicable codes. Proper grounding is essential for system safety and helps to reduce noise-induced problems. The following are some grounding guidelines: •
The grounding wire to the equipment cabinet should be as large as, or larger than, the primary AC power feeders for the controller and should be as short as possible.
•
The grounding between equipment cabinets may be branching or a daisy chain, but the wire must terminate at the last controller and NOT loop back (see Figure 2.1).
FIGURE 2.1
2-4
•
Ground Wiring to Controller Cabinets
INSTALLATION
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2.2.2
•
Direct solid grounding must be provided in the machine room to properly ground the controller and the motor. Indirect grounding, such as the building structure or a water pipe, may not provide proper grounding and could act as an antenna radiating RFI noise, thus, disturbing sensitive equipment in the building. Improper grounding may also render an RFI filter ineffective.
•
The conduit containing the AC power feeders must not be used for grounding.
MAIN AC POWER Main AC power supply wiring size must be determined by the electrical contractor. Proper motor branch circuit protection must be provided according to applicable electrical codes in the form of a fused disconnect or circuit breaker. Each disconnect or breaker must be clearly labeled with the elevator number.
2.2.3
PUMP MOTOR WIRING Connect the pump motor for the proper configuration shown on the wiring diagrams. Connect the pump motor leads to the proper terminals on the controller.
2.3
HOISTWAY CONTROL EQUIPMENT INSTALLATION This section covers the recommended procedures for installing the landing system, terminal slowdown switches, directional limit switches, hoistway access switches (if required), the hoistway access limit switch, and the emergency terminal slowdown switch.
2.3.1
INSTALLING THE LANDING SYSTEM - Refer to the installation drawings for the type of landing system provided.
2.3.2
INSTALLING THE HOISTWAY LIMIT SWITCHES a.
The terminal landing slowdown switches should be installed and adjusted to open approximately one inch beyond the point where a normal slowdown is initiated.
b.
The direction limit switches should be installed and adjusted to open approximately one inch beyond the terminal landings.
c.
The emergency terminal slowdown switch (if required) should open after the direction limit is open, but before striking the stop ring. Install and adjust the switch where it will not interfere with Inspection or Automatic operation while leveling or releveling. It must also be adjusted to achieve the required operation according to the applicable elevator code.
d.
Ensure that the cam that operates the slowdown and limit switches maintains the terminal slowdown switch open until the direction limit switch and emergency terminal slowdown switches (if required) are open.
e.
Ensure that the terminal slowdown, direction limit and emergency terminal slowdown switches are held open for the entire runby or overtravel of the elevator.
f.
The hoistway access limit switch (if required) should be installed and adjusted to open and stop the elevator (in the down direction), when the top of the elevator is approximately level with the top landing (when the top hoistway access switch is activated while on Access or Inspection operation). INSTALLATION
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2.3.3
INSTALLING THE LANDING SYSTEM CONTROL BOX (LS-QUTE) - Refer to the drawings in the job prints.
2.3.4
•
The location for the landing system box should have already been selected.
•
Holes are available on both sides and on the bottom of the landing system box for mounting to any support brackets or structural channels. The mounting of the box should be very firm and solid so that knocking it out of alignment should be difficult. Use 1/4-20 hardware.
•
To install the tape into the tape guides on the LS-QUTE landing system box, remove the 2 thumbscrews on the 2 guide assemblies, insert the tape and reinstall the guides with the thumbscrews (tighten firmly). If the installation has the LS-QUTE car top selector with the additional sensor bracket on the rear of the tape, first remove the three 8-32 screws holding the protective 1" wide channel. This channel covers the back of the Door Zone sensors on the upper tape guide bracket. Remove the single standoff that is in the way of the thumbscrew holding the tape guide. Remove the thumbscrews holding the upper and lower tape guides, insert the tape, and reinstall the guides with the thumbscrews (tighten firmly). Reinstall the standoff (do not over-tighten) and the protective channel.
•
After inserting the steel tape into the tape guides, check the location of the landing system box. The car should be at the top of the hoistway to make it easier to see if the alignment is causing any stress or binding on the tape guides. Make sure that the box is vertical and plumb with the tape. This allows for easy tape movement and avoids excessive wear on the tape guides (using a level is helpful). Be careful so as to avoid premature failure of the tape guides.
•
Move the elevator to the top and bottom of the hoistway to check for smooth tape movement and to make sure that there is no excessive pressure on the tape guides. Correct any problems immediately.
INSTALLING THE MAGNETIC STRIPS ON THE STEEL TAPE Carefully, read and follow the Magnet Installation instructions in the job prints, but read the rest of these instructions before proceeding.
2-6
•
a.
Before installing the magnets, clean the steel tape thoroughly with an appropriate solvent. No oil should be left on the tape as it will interfere with the adhesive backing on the magnets.
b.
There are normally five lanes of magnets installed on the side of the tape facing the car. One lane consists of only the LU/DZ/DZX/LD and requires that a 6-inch magnet be installed at each floor. The other lanes have magnets which initiate slow downs or act as AFE set points (remember Absolute Floor Encoding?).
c.
If the installation has rear doors, it may have an LS-QUTE landing system which has additional Door Zone sensors on the rear of the upper tape guide assembly. Follow the Magnet Installation instructions in the job prints and install the front and rear Door Zone magnets on the steel tape as shown.
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2.3.5
DOOR POSITION MONITOR SWITCH (IF USED) If you are in a jurisdiction where ASME A17.1 - 1996 or later is being enforced, Door Position Monitor switch(s) connected to the DPM and/or DPMR inputs, must be added to monitor the position of the closed doors. This must be a separate physical limit switch that makes up approximately 1 to 2 inches before the doors lock.
INSTALLATION
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SECTION 3 START-UP SEQUENCE 3.0
GENERAL INFORMATION This section discusses preparing the car to run on Inspection operation and covers the sequence of applying power to the controller and its associated components and verifying proper phase sequence and motor rotation. It also covers completing the initial adjustment of the system to get basic car movement on Inspection operation.
3.1
GROUND CHECK Do a ground test before powering up the system. Set the meter on the RX1 range (100 to 200 ohm range). Take all measurements with respect to the 1-bus, which is also referred to as the system common elsewhere in this manual. NOTE: A short to ground is defined as having a resistance of less than 20 ohms between the 1-bus (common) and the terminal being checked.
3.2
a.
Remove the F4 fuse in the individual car controller cabinet. If the system is a duplex and/or fire recall system, consult the schematics and remove the fuse that powers terminals 2H (Hall Call Power) and/or 2F (Fire Recall System). Check for shorts to ground on the 2H and 2F terminals.
b.
Check for shorts to ground on all terminals on the bottom of the SC-SB2K-H board (Main Safety Relay board). Terminal 1 is the only terminal that should be grounded.
c.
Check for shorts to ground on all terminals on the HC-PCI/O (and HC-CI/O-E boards, if present).
d.
Check for shorts to ground on door operator terminals. Consult the job prints to determine which fuses to remove.
BEFORE APPLYING POWER NOTE: These instructions assume adequate electrical troubleshooting experience. Follow the procedure carefully. If the elevator does not respond correctly, check the circuits according to your ability. Proceed cautiously. Read these instructions all the way through to become familiar with the procedure before starting the work.
a.
Unplug the screw terminal blocks from the HC-PCI/O and any HC-IOX or HC-CI/O-E boards by moving the blocks toward the right. This is done to avoid damaging the boards by an accidental shorting of output devices to one of the power buses (terminals 2, 3, or 4) during the first powering up of the system.
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b.
With all power OFF, remove one side of the ribbon cable connecting the HC-PCI/O board at connector C1, by pushing the two latches on C1 open and removing the ribbon cable.
c.
In the following instructions, it is assumed that all hoistway doors are closed, but not necessarily locked, and all hoistway and machine room wiring is complete. The hoistway limit switches must be adjusted to the manufacturer’s specifications. Correct any malfunction before continuing further.
3.3
APPLYING POWER
3.3.1
INITIAL ADJUSTMENTS AND POWER PHASING It is necessary to bypass the A17.1 - 2000 fault logic to get temporary operation of the lift. On the SC-SB2K-H board, turn the MACHINE ROOM INSPECTION TRANSFER switch to INSP. Then place a jumper between the single pin terminals labeled 2KBP1 and 2KBP2 on the SCBAH board. We must also invoke a software “switch” to fully bypass the A17.1-2000 faults. To do this, the controller must be in system mode (see Section 5.6). Once in system mode, select menu option ASME A17.1-2000 REDUNDANCY BYPASS (see Section 5.6.5.2). Use the S push button to set BYPASS ON. The car will now run indefinitely without any nuisance shutdown due to any A17.1-2000 fault monitors. When the car is ready for automatic operation, remove the jumper between 2KBP1 and 2KBP2 to reinvoke the A17.1-2000 fault monitors. CAUTION:
a.
Install a jumper wire between terminal 2 and 9 on the SC-SB2K-H board to override the gate switch, door locks and entire safety string. Exercise extreme caution.
b.
On the SC-SB2K-H board, turn the TEST/NORM switch to TEST. For jobs with a two pole IN-CAR inspection switch, temporarily remove and insulate any wire in terminal ACCN and label it so that it may be reinstalled later. Install a temporary jumper from terminal 2 to terminal ACCN to bypass the Inspection Switch (COP Access Enable). For jobs with a three pole IN-CAR inspection switch, temporarily remove and insulate any wire in terminal INICN and label it so that it may be reinstalled later. Install a temporary jumper from terminal 2 to terminal INICN to bypass the Inspection Switch (COP Access Enable). WARNING:
3-2
•
Please exercise extreme caution when the fault monitors are bypassed and the jumper is in place between terminal 2 and 9.
If the wire to terminal ACCN (or INICN) is not removed (step ‘b’ above) and the jumper is installed between terminals 2 and ACCN (or INICN), this will bypass the complete safety string.
c.
Check the line side of the main power disconnect switch to make sure that all three legs are at the correct voltage.
d.
If a field wire is connected to terminal ACCN on the SC-SB2K-H board, temporarily remove the wire, label and insulate it. This will disable the Car Top Inspection switch. Now place a jumper between 18 and ACCN on SC-SB2K-H.
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e.
Reinstall fuse F4 to enable the primary controller relay voltage.
f.
Turn ON power to the controller by closing the machine room disconnect switch.
g.
Check pump motor rotation by placing a jumper between 2-bus and terminal P1 on the SC-SB2K-H board. Replace relay YP with a push button type and briefly push in relay YP and note motor rotation. If the rotation is not correct, reverse any two of the three leads at the main disconnect switch. If an RP (Reverse Phase) sensor is provided and the sensor contact does not close when power is applied to the controller (indicated by a light on the sensor that comes on when phase rotation is correct), then 2 of the 3 AC wires that connect to the RP sensor may have to be reversed. Remove jumper between 2-bus and P1.
h.
Since the C1 connector between the SC-SB2K-H and the HC-PCI/O boards has already been disconnected, the LCD display should show that the SAFETY STRING is open by flashing in the upper right-hand corner of the controller. The SAFETY ON light will also be off. NOTE: Pin 1 on both the ribbon cable connector and the header on the HCPCI/O board must match. These are designated with arrows on the connector and header. Press the connector in until the latches snap, securing the connector in place.
i.
Reinsert the C1 ribbon cable.
j.
To provide for an immediate stop once direction is released, place the “Soft Stop” Jumper (JP53 on the SC-SB2K-H board) in the OFF position. NOTE: The HMC-1000 Controller is equipped with an INSP. SPEED HI-LO switch to allow the car to be run at either high or low speed on car top Inspection or hoistway Access operation. For these operations the car should NOT be run at high speed if the contract speed is greater than 150 fpm.
3.3.2
MOVING THE ELEVATOR ON INSPECTION a.
Turn OFF power at the main disconnect and reinstall fuses F4, F7 and F8 (and any other fuses that may have been removed during the ground check). Also reinsert the C1 ribbon cable if not already re-connected.
b.
Turn ON the power at the main disconnect. If the LCD display reads -SAFETY- the car will not run. The LCD display should indicate -INSPECTION- and the LEDs Safety On, Doors Locked and Inspection Access on the MC-PCA-OA2K board should be ON.
c.
Move the car up and down with the Relay Panel Inspection UP/DN switch. The following relays must pick: SAFR1, SAFR2, and for up direction these must pick: US, UST, YP, MP, DELP, Y, and DEL then BB and DELTA. If YP and DELP are not picked, check to see that relays IN1 and IN2 have dropped out (de-energized). If no relays are picked, check the F4 fuse and check to see that there is 120VAC between terminals 1 and 2. If SAFR1 and SAFR2 are picked and YP is not, check the starter overload contacts. If SAFR1 and SAFR2 are not picked, briefly jumper 2 to 20 (bypasses the safety string). If SAF picks with the jumper, then the trouble is in the safety string. If SAF still does not pick, check the RP sensor again. START-UP
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3.3.3
Adjust the TRANSFER timer (see timer menu in chapter 5) to transfer from WYE to DELTA (Y and DEL in jobprints) just as the pump motor reaches maximum rpm from a dead stop. For ATL (across the line) motors adjust TRANSFER to delay pick of valves until after pump motor is running at speed.
e.
On the SC-SB2K-H Main Safety Relay board, place the INSP. SPEED HI-LO switch in the LO position and adjust the valves for proper low speed operation.
PREPARING THE CAR TO RUN ON AUTOMATIC OPERATION
3.4
3-4
d.
a.
Turn OFF the power at the main disconnect.
b.
Complete and finalize installation and all wiring. Connect the field wires for the car calls, hall calls and PIs to their respective terminals (remember that the plug-in terminals have yet to be inserted into the boards). Connect one probe of the meter to the 1-bus and with the other probe, check all of the call and PI terminals for shorts to ground. Connect the common probe of the meter to the 2, 3 and 4 buses sequentially while checking for shorts to the call and PI terminals.
c.
Turn ON power at the main disconnect and probe (DVM set for 120 VAC) on the call and PI terminals again. This time, check to make sure that there is no voltage present on any of the PI terminals with respect to the 1-bus. Jumper each of the call terminals one-by-one to ground or terminal 1. Verify that no fuses blow, especially F4. Turn OFF the power at the main disconnect.
d.
Plug the call and PI terminals back into the appropriate boards.
e.
Place all switches on Normal and put the Car Top Inspection switch on Inspection. Remove the jumper from terminal 18 to ACCN and put the field wire back into terminal ACCN on the SC-SB2K-H board. With the power on, verify that no AC voltage exists on terminal ACCN with respect to the 1-bus. Note that Car Top Inspection prevents Relay Panel Inspection operation by simply removing power from terminal ACCN.
PREPARATION FOR FINAL ADJUSTMENT
•
a.
The door operator must be operating properly with all door equipment (clutches, rollers, etc.) properly adjusted with the correct running clearances.
b.
Make sure the car doors are closed and that all hoistway doors have been closed and locked. Run the car on Inspection through the hoistway to make sure that the hoistway is completely clear. Check to see that the landing system has been installed according to the installation instructions. Place the car at the bottom of the hoistway.
c.
Turn the TEST/NORM switch on the SC-SB2K-H board in the TEST position.
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SECTION 4 FINAL ADJUSTMENT 4.0
GENERAL INFORMATION At this point all of the steps in Section 3 should have been completed. Please read Section 5 before proceeding: it explains the adjustment and troubleshooting tools available with the computer. This section contains important recommendations and instructions for operating the elevator on Automatic operation.
4.1
RUNNING ON AUTOMATIC OPERATION Move the car to the bottom landing on Inspection operation and turn the power OFF. a.
If the door operator is not working, pull the door fuses and close the doors so that the door clutch will not hit any of the door lock rollers. Take whatever steps are necessary to keep the installation safe, but make sure that the car top is still accessible after closing all of the doors.
•
Remove the jumper between 2KBP1 and 2KBP2 on the SC-BAH board to reinvoke the A17.1 fault monitors. Turn ON the AC power to the elevator.
c.
Temporarily take the car off of Inspection operation. If the LCD display does not show Test Mode, see what message is being displayed and correct the problem. For example, if the indicators show that the car is on Fire Service Phase 1, a jumper must be connected between terminal 2 on the back plate and terminal 38 on the SC-SB2K-H board in order to run the car on Normal operation. Remove the jumper once the Fire Service input is brought into the controller. Place the car on Inspection. NOTE: If the car is not completely wired (temporary), check the following: • wire removed from panel mount terminal DCL • jumper between panel mount terminal DPM and 2 bus. • wire removed from terminal 47 on the SC-SB2K-H board • jumper from 2 bus to terminal 36 on the SC-SB2K-H board • jumper from 2 bus to terminal 38 on the SC-SB2K-H board • jumper from 2 bus to panel mount terminal EPI (if present)
d.
4.1.1
If there are any Redundancy Faults preventing operation of the car, as signified by the LCD display, please replace the jumper just removed in step (b) above and set the option for ASME A17.1-2000 Redundancy Bypass to BYPASS = ON (See 5.6.5.1). This will provide A17.1 bypass mode for automatic operation with a time limit of two hours.
DIAGNOSTIC MESSAGES AND INPUT/OUTPUT SIGNALS To speed up final adjustment and troubleshooting, become familiar with the Error Status Messages (Table 5.3) and Input/Output signals (Flags and Variables, Tables 5.4 and 5.5).
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NOTE: Read Section 5.1: The MC-PCA-OA-2K Computer Panel - Your Tool for Programming, Diagnostics and Data Communication and Section 5.3, Diagnostic Mode. ON-BOARD DIAGNOSTICS - When the Elevator Controller’s Computer (MC-PCA-OA-2K) is in the DIAGNOSTIC MODE, with switches F1 - F8 in the down position, the LCD display provides a description of normal and abnormal conditions. When the LCD displays NORMAL, in the car status field, the system is ready for normal operation. A complete listing of the status and error messages, their meaning, probable cause and needed response are found in Table 5.2, Error Status Messages and Response Chart. The computer displays abnormal conditions in the same priority that the computer evaluates them. For example, if the safety circuit is open and the system is also on Fire Service, the computer will first show that the safety circuit is open and will expect this problem to be corrected first. When the safety circuit problem has been corrected and the computer has recognized the safety input, the diagnostics will then show the Fire Service indication. After successfully bringing in the Fire Service input, the computer will then show NORMAL on the LCD display, provided that the system is not on some other function such as Independent Service or Cartop Inspection operation. The display will show NORMAL only if everything is normal. If the LCD display is showing any other message, an abnormal condition exists. 4.1.2
A FEW WORDS ABOUT ABSOLUTE FLOOR ENCODING Absolute floor encoding is an option which allows the controller to read encoding vanes or magnets at each landing and thereby identify the floor. If the absolute floor encoding option is provided, the behavior of the car, when power is turned ON, is different than without absolute floor encoding. JOBS WITHOUT ABSOLUTE FLOOR ENCODING - If the car is in the middle of the hoistway when power is turned ON, the controller will not know where the car is and must send the car to the bottom landing to get in step with the floor Position Indicator. It does so by generating an internal BFD (Bottom Floor Demand) flag in the computer. When the BFD flag is present, no car calls will be accepted until the car reaches the bottom terminal. The BFD flag will be cleared when the DSD (Down Slow Down) switch has opened (dropping power to terminal 13) and if DZ (Door Zone) and DLK (Door Locked) are both active. If the car is on Automatic Operation, and if a home floor has been designated, the car will move to the home landing at this time. If the car is put on Relay Panel Inspection or Cartop Inspection operation and then is returned to Automatic operation, if the car is not at a terminal landing, the controller will create the BFD flag and will act as described above. If the BFD flag is present, and the TEST/NORMAL switch is on TEST, it will be necessary to place a jumper between terminals 2 and 45 (Door Close input) to move the car. It may be necessary to hold the jumper on the terminals for several seconds. JOBS WITH ABSOLUTE FLOOR ENCODING - If the car is not at a landing when power is turned ON, the controller will generate a down direction command and the car will move toward the closest landing, provided that all abnormal conditions have been corrected. When the car reaches a landing and is within the Door Zone (relay DZ picked) with leveling completed (relays LU and LD not picked) the controller reads the floor code vanes or magnets and corrects the Position Indicator. If the car is on Automatic Operation, and if a home floor has been designated, the car will move to the home landing at this time. If the car is at a landing, within the Door Zone (relay DZ picked) with leveling completed (relays LU, LD not picked) when AC
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power is turned ON, the controller will read the floor code vanes or magnets at the landing and correct the Position Indicator. Again, if a home floor has been designated the car will move to this landing to park. 4.1.3
REGISTERING CAR CALLS In the process of making final adjustments to the controller, periodically you will be asked to register car calls. A call or series of calls can be registered at the controller by momentarily placing a jumper between terminal 1 (system common) and the desired car call terminal or terminals on the HC-PCI/O or HC-CI/O-E board, and then between terminal 2 and terminal 45 to allow the car to travel to each call. The car may move immediately after the first call is placed, or it may wait several seconds before moving. CAUTION: The call terminals on the HC-PCI/O and HC-CI/O-E board should never be connected to any of the power terminals (such as 2, 3, 4, etc.). If this happens and the call is turned on, it will blow the resistor-fuse or triac which plugs into the board. Later versions of these boards may have plug-in zener diodes. These parts are designed to be field replaceable and spares are provided in unused positions on the board, or are available from MCE. DO NOT JUMPER THESE PLUG-IN COMPONENTS AS IT MAY DESTROY THE BOARD OR OTHER CONTROLLER COMPONENTS. If any of these components should blow, FIND OUT WHY instead of constantly replacing them, as the constant faults can eventually damage the board.
4.1.4
TEST MODE OPERATION The purpose of TEST mode is to allow easy and convenient operation of the car so that the final adjustments can be made without cycling the doors. When the elevator is operated in the TEST mode, the elevator doors do not open. The door open relays are disconnected automatically during TEST mode operation. The car is put into TEST mode by placing the TEST/NORMAL switch on the SC-SB2K-H (Main Relay) board in the TEST position. Note that when the TEST/NORMAL switch is in the TEST position, it puts the car into Test Mode, provided that the Car Top Inspection and Relay Panel MACHINE ROOM INSPECTION TRANSFER switches are in the NORM or normal positions. In that case, the LCD should show “TEST MODE” and not “NORMAL.” If the expected indication is not displayed, check to see what message is being displayed and correct the problem. Operation while in TEST mode should be easy to understand by knowing the following: a.
Every time the car stops, a non-interference timer must elapse before the car can move again (the car will not move unless there is another car call). Note that after the timer has elapsed, the car will move immediately as soon as the next car call is placed (the car will not move if the system is a single button collective system and there is no jumper from terminal 2 to terminal 45). Placing a car call right after the car stops will require the non-interference timer to elapse before the car can move again.
b.
Simply having one or more car calls registered will not necessarily cause the car to move. It will be necessary to jumper terminal 2 to terminal 45 to create a Door Close Button input to get the car to move. If the car is not a single button collective but is a FINAL ADJUSTMENT
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selective-collective, the jumper from terminal 2 to 45 will not be necessary. Leave a jumper connected from terminal 1 to the last car call in the line of calls that have been placed. This will create a constant pressure signal on the car call which is an alternate means of creating a Door Close Button signal to get a car that is on Independent Service to leave the landing. However, the jumper from terminal 2 to terminal 45 may be more convenient.
4.1.5
c.
If a jumper from terminal 1 is touched to the car call input for the floor where the car is located, it will reestablish the non-interference timer and it must elapse before the car can move again.
d.
If the elevator is trying to level, it will not pick high speed and leave the landing until it has completed the leveling process. Drive Unit speed adjustments and direction limits at terminal landings may cause this problem.
e.
If any of the inputs that open the door are active (Safety Edge On, Photo Eye On, Car Call input grounded to 1 for the floor matching the Position Indicator, etc.) the car will not leave the landing.
f.
Both slowdown switch inputs (terminals 11 and 13) should never be inactive at the same time when the doors are closed and locked and the safety circuit is closed.
SWITCHING TO AUTOMATIC OPERATION a.
Place the car on Inspection operation.
b.
Move the car to the bottom terminal landing. Check to see if the DZ relay is picked. If not, move the car on Inspection to place it in the Door Zone.
c.
Place the Relay Panel Inspection switch in the NORM position. If the car is not at a landing, it will move to a landing. If the car is at a landing but not in the door zone, either the LU or LD relays should pick and the car should perform a relevel. If the relevel is not successful, check the following: C
If the LD relay is picked, but the brake and other relays are not, the down direction limit switch may be preventing the leveling down operation.
C
If the car is trying to level, it will not leave the landing for a call until the leveling is complete. Move the limit switch if necessary.
The Status Indicator lights should now display the indication for Independent Service operation. At this time the Position Indicator should match the actual car location. Note that all of the Position Indicators and direction arrows are conveniently displayed on the controller. All the calls are also displayed on the controller.
4.2
FINAL ADJUSTMENTS
4.2.1
DOOR OPERATOR ADJUSTMENTS Install the fuses for the door operator(s) and complete the final adjustments. Doors can be opened at 3" before the floor or at the floor (non-pre-opening option). Hydraulic elevators are usually set up to open the doors only after the car stops, but pre-opening is available. Contact MCE Customer Service.
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4.2.2
HYDRAULIC VALVES Adjust hydraulic valves for proper speed, acceleration, deceleration, etc. and check contract speed. A hardware timer on the SC-SB2K-H board automatically provides pump motor overrun for Soft Stop operation. Ensure that the Soft Stop jumper (JP1) is in the ON position for it to be on and in the OFF position for it to be off.
4.2.3
SLOWDOWN AND LIMIT SWITCHES Disconnect the stepping switch inputs (terminals 72 and 71 on SC-SB2K-H for 3 or more landings) and verify proper operation of all slowdown and limit switches for slowing and stopping the car at both terminal landings.
4.2.4
HALL CALLS Place hall calls for all of the landings and make sure all hall calls function properly.
4.2.5
OPTIONS Verify the operation of the following options: Independent Service, Fire Return Phase 1 (Main Floor and Alternate Floor operation, if provided), Fire Phase II In-Car operation, and any other options provided.
4.2.6
DOOR OPEN/CLOSE PROTECTION The elevator controller is provided with door open protection and door close protection. If the doors do not open after several seconds, the car will give up and continue to the next call. After the car starts to close the doors and the doors do not lock, it will recycle the doors open and attempt to close the doors three times before a DLK fail error.
4.2.7
MOTOR LIMIT TIMER A motor limit timer is provided to take the car to the bottom landing and open the doors if the motor is operating for too long.
4.2.8
VALVE LIMIT TIMER The same is true for the valves with the down valves being turned off and the doors reenabled if the car is at a floor.
4.2.9
STUCK BUTTON PROTECTION Stuck button protection is also provided for both car calls and hall calls.
4.2.10 RELEVEL OPERATION If the car relevels up after stopping at the floor, it will respond normally (instantly) the first time it relevels up. Any additional up leveling operations after the first one will be delayed by a computer-controlled timer (usually 3 seconds). This process will repeat itself every time the car runs to another floor (the first up relevel is always normal, not delayed). Down leveling is always normal and not involved with this timer.
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WARNING:
*
* * * * * * * *
4-6
•
Before the Elevator can be turned over to normal use, it is very important to verify that no safety circuit is bypassed. The items to be checked, include, but are not limited to: Check that the hierarchy of the inspection inputs is correct. Car top inspection must take priority over in car, hoistway access and machine room inspection modes. In car must take precedence over hoistway access and machine room inspection. Hoistway access must take priority over machine room inspection. No jumper between 2KBP1 and 2KBP2 on SC-BAH No jumper between terminals 2 and 15 (SC-SB2K-H). No jumper between terminals 4 and 9 (SC-SB2K-H). No jumper between terminals 9 and 10 or 12 (SC-SB2K-H). No jumper between terminals 10 and 11 (SC-SB2K-H). No jumper between terminals 12 and 13 (SC-SB2K-H). No jumper between terminals 16 and 17 (SC-SB2K-H). Option Long Term Inspection Only Bypass and ASME A17.1-2000 Redundancy Bypass are OFF (see section 5.6.5) and the F3 switch is down on the MC-PCA-OA2K board.
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SECTION 5 THE COMPUTER 5.0
ABOUT THE PHC SERIES The computer on the PHC Series elevator controller has been designed for easy communication between the mechanic and the controller and between the controller and other computers or data terminals. The computer will be used (see Figure 5.1) for diagnostic troubleshooting and for programming the controller.
5.1
THE MC-PCA-OA-2K COMPUTER PANEL - YOUR TOOL FOR PROGRAMMING, DIAGNOSTICS AND DATA COMMUNICATION Figure 5.1 shows the indicators, switches and terminals on the computer panel.
5.1.1
INDICATORS 5.1.1.1 COMPUTER ON LIGHT - When steadily illuminated, this light shows that the computer is functioning normally and completing its program loop successfully. Pressing the COMPUTER RESET button will cause the COMPUTER ON light to turn OFF and the light will stay OFF while the RESET button is depressed. The computer is equipped with a watchdog feature that will shut down the controller if the program loop cannot be completed (software system failure). If the COMPUTER ON light is flashing continuously, it means that the computer board is malfunctioning. Inspect the controller chip (see Figure 5.1) and EPROM chip to see if it is properly seated and to see if the pins are properly inserted into the socket. 5.1.1.2 VERTICAL STATUS INDICATOR LIGHTS - These lights show the status of the elevator. Table 5.1 shows a list of these lights and their meanings.
TABLE 5.1
Status Indicators
LIGHT NAME SAFETY ON DOORS LOCKED HIGH SPEED IND SERVICE INSP/ACCESS FIRE SERVICE TIMED OUT OF SERVICE MOTOR/VALVE LIMIT TIMER
MEANING Safety circuit is made. Door lock contacts are made. Elevator is running at high speed. Elevator is on Independent Service. Elevator is on Car Top Inspection or Hoistway Access operation. Elevator is on Fire Service operation. Elevator Is Timed Out of Service. Motor/Valve Limit Timer has elapsed.
THE COMPUTER
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FIGURE 5.1
MC-PCA-OA-2K Computer Panel Board Layout Computer ON Light
Controller Chip Computer Reset Button
JP4 JP5 Power Terminals
JP10
Communication Ports
Status Indicator Lights
LCD Module
Function Switches
N&S Pushbuttons
LCD Contrast Adjustment Trimpot
5.1.1.3 DIAGNOSTICS LCD DISPLAY - The 32-character LCD (Liquid Crystal Display) displays various information depending on the positions of the F1-F8 switches. Diagnostic mode is accessed when all of the switches are in the down position. The LCD display shows an elevator status message, the car position, the contents of the computer's internal memory and communication status. 5.1.2
SWITCHES, BUTTONS & ADJUSTMENTS 5.1.2.1 COMPUTER RESET PUSHBUTTON - Pressing the RESET button will cause the computer to reset. If the elevator is running, the controller will drop the safety relay and bring the elevator to an immediate stop. The elevator will then go to the terminal landing (or to the next landing if the controller has the absolute floor encoding feature) to correct its position before it can respond to any calls. Existing calls and P.I. information will be lost each time the computer is reset. 5.1.2.2 N, S, +, & - PUSHBUTTONS - The pushbuttons allow the mechanic to view and change data in the computer memory. These pushbuttons have different functions depending on the current mode (Diagnostic mode [see Section 5.3], Program mode [see Section 5.4], External Memory mode [see Section 5.5], or System mode [see Section 5.6]).
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THE COMPUTER
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5.1.2.3 MODE SELECTION F1-F8 FUNCTION SWITCHES - The computer panel operates in different modes. Diagnostic mode is useful for diagnosing and troubleshooting the elevator system. It is initiated by placing all of the F1-F8 switches in the down position. Program mode is used to set up the controller to meet the elevator specifications. Program mode is initiated by moving the F1 switch to the up position (with all other F switches in the down position). External Memory mode is initiated by placing the F2 switch in the up position (with all other F switches in the down position) and is useful for diagnosing the elevator system by viewing the computer's external memory. System mode is initiated by placing the F3 switch in the up position (with all other F switches in the down position). Programming System mode functions does not require the car to be on inspection. When only the F8 switch is placed in the up position, the system status displays are available on the LCD display (see Section 5.1.4). 5.1.2.4 LCD CONTRAST ADJUSTMENT TRIMPOT - The contrast on the LCD can be adjusted to make it easier to read by turning this trimpot. See Figure 5.1. 5.1.3
TERMINALS 5.1.3.1 POWER SUPPLY TERMINAL - The two terminals marked (+) and (-) are for +5VDC and Ground, respectively, to the MC-PCA-OA-2K board. See Figure 5.1. 5.1.3.2 COMMUNICATION PORT FOR DUPLEXING - The DIN connector shown in Figure 5.1 is used for high-speed communication between two cars in a duplex configuration. The communication cable is a twisted pair shielded cable. Two wires are for signals and the third is for grounding the shield (see the Job Prints for hook-up details). 5.1.3.3 COM PORT 1 AND 2 - These terminals are used to connect to a peripheral device (refer to Section 5.4.9.7).
5.1.4
STATUS DISPLAYS To access the Status Displays, place function switch F8 in the up position (F1 thru F7 must be down). Press the N pushbutton to cycle through the available status displays. The following system status displays are available for viewing on the LCD display:
5.2
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PTHC Software Version - Main processor software version number.
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Eligibility Map - Door access for each floor (F = front, R = rear, B = both). Read left to right - floors 1 thru 16 in the top row, floors 17 thru 32 in the bottom row. See Sections 5.4.2.5 and 5.4.2.6 for programming instructions.
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Current Load - The current load in the car as a percentage of full load (analog load weigher required).
COMPUTER SECURITY A computer security system is available for the PHC controllers. The system requires the user to enter a passcode before they can adjust the controller's parameters through the computer. The controllers are shipped without the security system. However, the security system can be purchased through MCE's Technical Support Department. Complete installation instructions are provided with the modification package. The next few paragraphs explain how the security system works after it is installed.
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NOTE: This message is not related to Computer PASSCODE REQUEST Security. If this message is seen on the PI 8 20:10001000 LCD screen, it means that the Passcode Request Option has been activated and that a passcode is required in order to run the elevator on any mode of operation other than Inspection. See Section 5.6.2, Passcode Request Menu for more information. 5.2.1
PASSWORD There are two sections that are secured by an 8-digit, alpha-numeric code chosen by the customer, Program Mode and System Mode. When either of these two sections is accessed, the LCD display will show:
ENTER PASSWORD: 00000000
The password is entered the same way and has the same code. N + S
Pushbutton Pushbutton Pushbutton Pushbutton
Change the position of the cursor. Increment the current position by one. Decrement the current position by one. Check for a match.
If an invalid code is entered, the operator will be prompted to re-enter the code. Once a valid code has been entered, access is granted to the programming options and the password will not have to be reentered until the Password Timer expires.
5.3
DIAGNOSTIC MODE MCE's PHC Elevator Controller Computer with On-Board Diagnostics is self-sufficient; external devices are not required when using the computer. The computer is generally the most reliable component of the elevator control system and the On-Board Diagnostics was designed to aid in evaluating the status of the control system. Using the On-Board Diagnostics helps to pinpoint the cause of elevator malfunctions.
5.3.1
GETTING INTO DIAGNOSTIC MODE Diagnostic mode is initiated by placing the F1-F8 switches in the down position. A description of the LCD display format and the function of the N, S, +, and ! pushbuttons during Diagnostic mode follows.
5.3.2
FUNCTION OF N PUSHBUTTON
Diagnostic mode
The N pushbutton (see Figure 5.1) allows for the advancement of the computer memory address, which is displayed on the NORMAL OPERATION second line of the LCD. For example, for the following display, PI 8 20:10110011 pressing the N pushbutton once will cause the 2 of the address 20 to begin blinking. By continuing to press the N pushbutton, the 0 of address 20 will begin to blink. The cycle will continue while the N pushbutton is being
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pressed. Once the digit to be changed is blinking, the address can then be modified using the + and – pushbuttons (refer to Sections 5.3.4 and 5.3.5). The data (8 digits) that corresponds to the memory address is displayed to the right of the address (see Section 5.3.6.4). This display will change as the memory address changes. 5.3.3
FUNCTION OF S PUSHBUTTON The S pushbutton (see Figure 5.1) ends the ability to change the address by stopping the digit from blinking. If the S pushbutton is not pressed, the selected digit will stop blinking automatically after a period of about 20 seconds.
5.3.4
FUNCTION OF + PUSHBUTTON The + pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected by the N pushbutton. If the + pushbutton is pressed, the selected digit is incremented by one. The data display will also change as the address changes. For example, if the 0 of the address 20 is blinking, pressing the + pushbutton once will change the address from 20 to 21. Pressing the + pushbutton several more times will change the address to 22, 23, 24, etc., up to 2F and then back to 20 again. If the 2 of address 20 is blinking, pressing the + pushbutton once will change the address from 20 to 30. Pressing the + pushbutton several more times will change the address to 40, 50, 60, etc., up to F0. Once the address has reached F0, pressing the + pushbutton will cause the address to begin back at 00.
5.3.5
FUNCTION OF ! PUSHBUTTON The – pushbutton (see Figure 5.1) also modifies the digit of the computer memory address selected by the N pushbutton. If the – pushbutton is pressed, the selected digit is decremented by one. The data display will also change as the address changes. For example: If the 0 of address 20 is blinking, pressing the – pushbutton once will change the address from 20 to 2F. Pressing the – pushbutton several more times will change the address to 2E, 2D, 2C, etc., back to 20 again. If the 2 in the address 20 is blinking, pressing the – pushbutton once will change the address from 20 to 10. Pressing the – pushbutton several more times will change the address to 00, F0, E0, etc., back to 00. Once the address has reached 00, pressing the – pushbutton will cause the address to start over at F0.
5.3.6
FORMAT OF LCD DISPLAY The multi-functional alphanumeric LCD display shows the car’s status and can also be used for diagnostic purposes to display the contents of the computer’s memory. The figure shows the various parts of the LCD in Diagnostic mode. 5.3.6.1 NORMAL DISPLAY - For simplex controllers, the letter D in the drawing will not appear on the LCD and instead that part of the display will always be blank. For a duplex controller, this part of the display provides information about the communication between the controllers and about the dispatching. One of the following codes should appear:
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S
Indicates that this computer is acting as the slave to the dispatching computer. Hall call assignments are received from the dispatching computer through the communication cable.
D
Indicates that this computer is acting as the dispatcher. It is responsible for assigning hall calls to itself and to the other controller.
BLANK
If this part of the display is blank, it denotes that communication has not been established between the two cars (see Section 6 for information on identifying and solving communication problems).
5.3.6.2 STATUS MESSAGE - This scrolling part of the LCD shows the prevailing status of the elevator. There is a status NORMAL OPERATION message for each special operation (e.g., Fire Service). There PI 8 20:10110011 are also status messages for many different error conditions (e.g., open safety string). See Tables 5.2 and 5.3 for a complete list of these status messages and their meanings. TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
2AB REDUNDANCY FAULT Description: Monitors the 2AB relay for proper operation. If the 2AB relay is ON , the R2AB input will be OFF. R2AB should always be the opposite of 2AB otherwise, the 2AB Redundancy Fault is logged and the elevator shuts down. Troubleshooting: Check the 2AB relay for proper operation. Also check the prints to see where the input R2AB comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX. Alarm - 4 times in 60 secs (not scrolled, Event Calendar only)
Alarm - 4 times in 60 secs
Description: The alarm has been activated four times in one minute and the car is not moving (see ABI, Alarm Bell Input option) . Alarm - Car not in DZ (not scrolled, Event Calendar only)
Alarm - Car not in DZ
Description: The alarm has been activated while the car is stopped outside of the landing (door) zone (see ABI, Alarm Bell Input option). ATTENDANT SERVICE OPERATION Description: The car is on attendant operation. The attendant service input (ATS) is activated. Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as ATS. Then check to see if that particular input is activated. BAB REDUNDANCY FAULT Description: Monitors the BAB relay for proper operation. If the BAB relay is ON , the RBAB input will be OFF. RBAB should always be the opposite of BAB otherwise, the BAB Redundancy Fault is logged and the elevator shuts down. Troubleshooting: Check the BAB relay for proper operation. Also check the prints to see where the input RBAB comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX. BOTH USD AND DSD INPUTS ARE ACTIVE
Both USD and DSD are Open
Description: Usually indicates a problem with the up slow down or the down slow down switch. Troubleshooting: Inspect both switches and associated wiring. The down slow down switch should be closed, unless the car is at the bottom; then it should be open. The up slow down switch should be closed, unless the car is at the top; then it should be open.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
BOTTOM FLOOR OR TOP FLOOR DEMAND
Bottom Floor Demand / Top Floor Demand
Description: The controller is trying to establish the position of the car by sending it to either the top or the bottom. Usually associated with bottom floor demand. Bottom Floor Demand has four possible causes: 1. A change from Inspection to Automatic operation. 2. Pressing the COMPUTER RESET button. 3. Initial Power-up. 4. If the car is at the top floor, and the controller gets an up slow down signal (USD), the controller will create a Bottom Floor Demand. Troubleshooting: Bottom Floor Demand should be cleared when all of the following conditions are met: 1. The car is at the bottom and the down slow down (DSD) input to the controller is OFF (because the switch should be open). 2. The Door Zone (DZ) input to the controller is ON. 3. The Door Lock (DLK) input to the controller is ON. If the car is at the bottom, and the message still flashes, check the Down Slow Down switch & associated wiring. Also, inspect the door zone landing system vane or magnet at the bottom floor and the door lock circuit. Top Floor Demand should be cleared when all of the following conditions are met: 1. The car is at the top and the up slow down (USD) input to the controller is OFF (because the switch should be open). 2. The Door Zone (DZ) input to the controller is ON. 3. The Door Lock (DLK) input to the controller is ON. If the car is at the top, and the message still flashes, inspect the Up Slow Down Switch & associated wiring. Also, inspect the door zone landing system vane or magnet at the top floor and the door lock circuit. NOTE: If the controller has the absolute floor encoding feature, then the Bottom and Top Floor Demands should be cleared when the car stops in any door zone. The car does not have to travel to the top or bottom. BRAKE PICK FAILURE (Traction only) Description: The car is shut down due to the BPS input being seen as activated during three consecutive runs indicating the brake is not fully picked. (BPS is high) Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as BPS. Then check to see if that particular input is activated. CAPTURE FOR TEST Description: CTST input has been activated. Troubleshooting: Go into Program Mode. Check the spare inputs to see if any are programmed as CTST. Ensure that this input is NOT activated. CAR CALL BUS IS DISCONNECTED
Bus Fuse Blown (2C)
Description: Usually indicates a problem in the wiring or fuses. There is no power to the Car Call circuits on the HC-CI/O-E and HCPCI/O board(s). Troubleshooting: Check the Car Call Bus fuse. Check the wires that go to the Car Call Power inputs on the HC-PCI/O & HC-CI/O-E board(s) in the controller. CAR IN TEST MODE Description: The spare input TEST has been activated. Troubleshooting: Check the TEST/NORM switch on the Relay Board. Check voltage level at the TEST input. Car Out of Svc. w/ DLK (not scrolled, Event Calendar only)
Car Out of Svc. w/ DLK
Description: The car was delayed from leaving a landing for a significant period of time and the doors were locked. Troubleshooting: Check the door locks, PHE and DOB circuits. Car Out of Svc. w/o DLK (not scrolled, Event Calendar only)
Car Out of Svc. w/o DLK
Description: The car was delayed from leaving a landing for a significant period of time and the doors were not locked. Troubleshooting: Check for an obstruction that has kept the doors from closing. Also check the door locks, PHE and DOB circuits. CAR SAFETY DEVICE OPEN
Car Safety Device Open
Description: One of the car safety devices has activated, opening the safety circuit (e.g., emergency exit contact, safety clamp switch, car-top emergency stop switch). Troubleshooting: Check all car safety devices. Refer to controller wiring prints for applicable devices. CAR TO FLOOR FUNCTION Description: The CTF input has been activated. Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as CTF. Then, check to see if that particular input is activated.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
CAR TO LOBBY OPERATION Description: The CTL input has been activated. Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as CTL. Then, check to see if that particular input is activated. Communication Loss (not scrolled, Event Calendar only)
Communication Loss
Description: The MC-PCA board is not communicating with the MC-PA board. Troubleshooting: Check the cable between the MC-PCA and MC-PA boards and the associated connectors. CONFIGURATION ERROR-CHANGE SETTINGS BEFORE INSTALLATION Description: Incorrect Programmed value(s), e.g., a floor selected for the fire floor is not one at which the elevator stops. Troubleshooting: Go into Program Mode. Check all of the values associated with stops & special floors. Save the values. If the message still appears, contact MCE. CONTACTOR PROOFING REDUNDANCY FAILURE Description: The main power contactors that provide power to the controller have not dropped out in their intended manner. Troubleshooting: Inspect the main power contactors to ensure that they are working as intended. Ensure that there is power on the CNP input when the car is not in motion. DIRECTION RELAY REDUNDANCY FAILURE (Non ASME-2000) Description: A failure in the up and down direction relays has been detected. Troubleshooting: Check to see if the UDF input is active without the computer’s generation of the UPDO or DNDO outputs. (This is not required.) DOOR CLOSE PROTECTION TIMER ELAPSED
Door Close Protection
Description: A failure to lock the doors is detected. This failure condition exists when the doors have closed (DCLC = 1 or DCL = 0/DPM=1) a demand exists for the car to move (DCP=1),but the doors are not locked (DLK = 0) within 60 seconds. Troubleshooting: If the Retiring Cam option is set, verify the Retiring Cam relay is activated (DCP=1, DCL=0/DPM=1 or DCLC=1) and the doors lock (DLK=1). If no Retiring Cam is used, verify the door lock circuitry contacts are closed to provide power to the door lock input (DLK=1). When a predetermined number of sequential failures is detected, default set to four, the car will shutdown. The failure will be reset once the doors are locked (DLK=1), if the car is placed on Inspection, or the Computer Reset Button is pressed. DOOR ZONE SENSOR FAILURE - OFF POSITION Description: Indicates that the car completed a run, but did not see door zone. Troubleshooting: Reset this fault by pressing the Fault Reset button or by toggling MACHINE ROOM INSPECTION INSP/NORM switch. Run the car to the same floor and verify that DZ=1 or DZR=1. Check placement of DZ magnets. DOOR ZONE SENSOR FAILURE - ON POSITION
Stuck Door Zone Input
Description: The controller computer detected that one of the DZ inputs (front or rear) did not transition to the low state during the last elevator run. Probable cause may be: 1. A faulty door zone sensor or associated circuitry (within the landing system assembly); 2. Faulty wiring from the landing system to the controller; 3. Faulty computer input circuit (main relay board or HC-PCI/O board). Troubleshooting: Check operation of the door zone sensors and associated wiring (place car on inspection, move car away from the floor, noting the transitions in the door zone signal(s) coming from the landing system). • Verity that the computer diagnostic display of DZ (or DZ rear) matches the state of the sensor signals at the main relay board (or rear door relay board). DRIVE FAILED TO RESPOND (Non ASME-2000 Traction only)
Drive Failed to Respond
Description: Monitors the Drive On status of the drive. The DRON input must be ON when the elevator is stopped and OFF when the elevator is in motion. If this condition is not true, the Drive Failed To Respond fault will be logged. The elevator will attempt to recover from this fault up to four consecutive times after which this fault will latch and require a manual reset by toggling the Inspection switch. Troubleshooting: Check the circuitry associated with the DRON input for proper operation. DRIVE FAULT Description: The drive fault input (DFI) has been activated, indicating that a drive fault has occurred. Troubleshooting: Check the contact wired to the DFI input (this contact should originate from the drive system). Refer to the installation/user manual associated with the specific drive for troubleshooting suggestions. EARTHQUAKE OPERATION (Traction only)
Earthquake
Description: The car is shutdown on Earthquake Operation (EQI is high; used for ASME and California Earthquake Operation.) Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as EQI. Then, check to see if that particular input is activated. The elevator may be returned to normal service by means of the momentary reset button on the HC-EQ2 board, provided that the CWI input is not active.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
EARTHQUAKE - REDUCED SPEED OPERATION (Traction only) Description: The car is allowed to run at reduced speed on Earthquake Normal Operation. (EQI is high, CWI is low; used for ASME earthquake operation only.) Troubleshooting: Go to Program Mode and check to see if any spare inputs are programmed as EQI. Then, check to see if that particular input is activated. The elevator may be returned to normal service by means of the momentary reset button on the HC-EQ2 board. ELEVATOR SHUTDOWN SWITCH ACTIVE Description: The ESS input has been activated. Troubleshooting: Go into Program Mode and see if any of the inputs are programmed as ESS. Then, check to see if that particular input is activated. EMERGENCY MEDICAL SERVICE Description: Either the EMSH or the EMSC input has been activated. Troubleshooting: Ensure that the MASSACHUSETTS EMS SERVICE option is set correctly. If not required, set this option to NO and ensure that the EMSH and EMSC inputs are not programmed as spare inputs. If it is required, set this option to the floor that the car should return to when the EMSH input is activated. EMERGENCY POWER OPERATION
Emergency Power
Description: The car is on Emergency Power operation (EPI is low). Troubleshooting: Ensure that the Emergency Power operation option is set correctly. If emergency power is not required, set this option to NO and ensure that the EPI input is not programmed. If it is required, set this option to the floor that the car should return to on Emergency Power and program the EPI input. ENTER SECURITY CODE Description: MCE Security has been initiated. Troubleshooting: Enter floor passcode in the C.O.P. within 10 seconds. See Section 5.6.1 for instructions on how to program or change security passcodes. EXMLT INPUT IS ACTIVATED (Hydro only) Description: MLT shutdown with External Motor Limit Timer (EXMLT) Troubleshooting: Check the External Motor Limit Timer and the associated circuitry. Check the voltage at the EXMLT input. Verify that the wiring is correct. Check the MLT / VLT Data Trap to verify that EXMLT is active. FIRE SERVICE PHASE 1 - ALTERNATE
Fire Service Alternate
Description: The car is returning to an alternate fire return landing. The FRS input is low, the FRA input is high or FRAON is active. Troubleshooting: Inspect the fire sensors (especially the main floor sensor) and the Fire Phase I switch wiring. For some fire codes including ASME, the Fire Phase I switch must be turned to the BYPASS position and then back to OFF to clear the fire service status once activated. FIRE SERVICE PHASE 1 - MAIN
Fire Service Main
Description: The car is returning to the main fire return landing. The FRS input is low or the FRON or FRON2 inputs are high. Troubleshooting: Inspect the fire sensors and the Fire Phase I switch wiring. For some fire codes including ASME, the Fire Phase I switch must be turned to the BYPASS position and then back to OFF to clear the fire service status once activated. FIRE SERVICE PHASE 2
Fire Service Phase 2
Description: The FCS controller input is ON. Troubleshooting: Inspect the phase 2 switch and wiring. In some cases, to exit Fire Service Phase 2, the car must be at the fire floor at which Fire Phase 2 was activated, the doors must be fully open, and the phase 2 switch must be off (the FCOFF input must be activated) to get out of phase 2. FRONT DOL AND DLK ARE BOTH ACTIVE Description: A critical failure has caused both the Door Open Limit and Door Lock inputs to both be active at the same time.(DOL=0 & DLK=1). A problem with DOL and/or DLK circuitry or wiring. Troubleshooting: Inspect the Door Open Limit and the Door Lock circuitry and wiring. When this error is generated, the car will shutdown with the doors open and will not answer any calls. The only way to reset this error condition is to put the car on Inspection operation. FRONT DOOR IS LOCKED BUT NOT FULLY CLOSED Description: Doors Open (DCL = 1) and Locked (DLK = 1). A problem with DCL and/or DLK circuitry or wiring. Troubleshooting: Inspect the Door Closed Limit and the Door Lock circuitry and wiring. When this error is generated, the car is not allowed to run.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
FRONT DOOR LOCK SWITCH FAILURE (NYCHA) Description: The front door lock contacts have failed closed. Troubleshooting: Ensure that with the front hoistway doors closed and locked, there is power on the DLS input and no power present on the DCL input. FRONT DOOR OPEN LIMIT FAILURE Description: The door open limit switch has failed open. Troubleshooting: Ensure that the car gate is open, there is no power on the DOL input and no power is present on the DLS or CD inputs. FRONT GATE SWITCH FAILURE(NYCHA) Description: The front car gate switch has failed closed. Troubleshooting: Ensure that with the front car gate closed, there is power on the GS input and no power present on the DCL input. GOVERNOR SWITCH OPEN (Traction only)
Governor Switch Open
Description: The overspeed governor has activated, opening the safety circuit. Troubleshooting: Check the overspeed governor. HALL AND CAR CALL BUSES DISCONNECTED Description: A problem in the wiring or fuses. There is no power to the call circuits on the HC-CI/O-E and HC-PCI/O board(s). Troubleshooting: Check the Call Bus fuses. Check the wires that go to the Call Power inputs on the HC-PCI/O & HC-CI/O-E board(s) in the controller. HALL CALL BUS IS DISCONNECTED
Bus Fuse Blown (2H)
Description: A problem in the wiring or fuses. There is no power to the Hall Call circuits on the HC-CI/O-E and HC-PCI/O board(s). Troubleshooting: Check the Hall Call Bus fuse. Check the wires that go to the Hall Call Power inputs on the HC-PCI/O & HC-CI/O-E board(s) in the controller. HEAVY LOAD WEIGHER CONDITION Description: The HLI input has been activated. Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as an HLI input. Then, check to see if that particular input is activated. HOISTWAY SAFETY DEVICE OPEN Description: One of the hoistway safety devices has activated, opening the safety circuit (e.g., pit stop switch, car and cwt buffers switches, up/down final limit switches). Troubleshooting: Check all hoistway safety devices. Refer to controller wiring prints for applicable devices. HOSPITAL PHASE 1 OPERATION
Hospital Service
Description: A hospital emergency momentary call switch is activated at any floor. Troubleshooting: Ensure that the hospital emergency operation option is set correctly. If hospital emergency operation is not required, set this option to no. If it is required, set the floors eligible to answer a hospital call to yes. HOSPITAL PHASE 2 OPERATION Description: The car has answered a hospital emergency call or the in car hospital emergency key switch has been activated (HOSP is high). Troubleshooting: Ensure that the hospital emergency operation option is set correctly. Then check to see if any spare inputs are programmed as HOSP and if it is activated. IN CAR STOP SWITCH ACTIVATED
Stop SW/Safety Relay Ckt
Description: The in-car stop switch has been pulled, opening the safety circuit. Troubleshooting: Check the status of the in-car emergency stop switch. INAX REDUNDANCY FAULT Description: Monitors the INAX relay for proper operation. If the INAX relay is ON , the RINAX input will be OFF. RINAX should always be the opposite of INAX otherwise, the INAX Redundancy Fault is logged and the elevator shuts down. Troubleshooting: Check the INAX relay for proper operation. Also check the prints to see where the input RINAX comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX. INDEPENDENT SERVICE OPERATION
Independent Service
Description: The Independent Service switch inside the car has been turned on. Troubleshooting: Check the Independent Service switch inside the car.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
INSPECTION OPERATION
Inspection
Description: The inspection computer input (IN) is deactivated. Troubleshooting: Check all of the inspection switches and associated wiring. LANDING SYSTEM REDUNDANCY FAILURE (Non ASME-2000) Description: Either DZ, LU or LD has failed closed. Troubleshooting: Ensure that on any run between floors, the LSR input goes low at least once. If the DZ sensor has failed closed, power will be present continuously on the LSR input. If either the LU or LD sensor has failed closed, power will be present constantly on their respective inputs and this can also cause this error. This condition can be cleared by pressing the Redundancy Reset button. LEVELING DOWN Description: The Level Down computer input is ON. Comes ON normally when the car is just above a floor. If the car is level with the floor and a message appears, it is usually the result of a switch or sensor problem. Troubleshooting: Inspect the LD switch or sensor on the landing system and the placement of the landing system vane or magnet for that floor. LEVELING SENSOR FAILED - OFF POSITION
Leveling Input is absent
Description: One of the leveling sensor inputs (LU or LD) appears to have failed (in the inactive state). The controller computer did not detect the appropriate leveling signal (LU or LD) during the last approach to the floor. Probable causes may be: 1. A faulty leveling sensor or associated circuitry (within the landing system assembly); 2. Faulty wiring from the landing system to the controller; 3. Faulty computer input circuit (main relay board or HC-PCI/O board). Troubleshooting: Check operation of the leveling sensors and associated wiring (place car on inspection, move above and below a landing, noting the transitions in the leveling signal(s) coming from the landing system). • Verify that the computer diagnostic display of LU and LD matches the state of the sensor signals at the main relay board. LEVELING SENSOR FAILED - ON POSITION
Stuck Leveling Input
Description: One of the leveling sensor inputs (LU or LD) appears to have failed (in the active state). The controller computer detected that both the LU and LD inputs are active simultaneously. Probable causes may be: 1. A faulty leveling sensor or associated circuitry (within the landing system assembly); 2. Faulty wiring from the landing system to the controller; 3. Faulty computer input circuit (main relay board or HC-PCI/O board). Troubleshooting: Check operation of the leveling sensors and associated wiring (place car on inspection, move above and below a landing, noting the transitions in the leveling signal(s) coming from the landing system). • Verify that the computer diagnostic display of LU and LD matches the state of the sensor signals at the main relay board. • Check also the operation of any contacts that may be placed at the “low side” (the “1-bus” side) of the LU and LD relay coils (e.g., H, INT). Check that such contacts close properly when appropriate. LEVELING SENSOR FAILURE Description: One or both of the LU and LD sensors have failed closed. Troubleshooting: Ensure that power is not present on both the LU and LD inputs. LEVELING UP Description: The Level Up computer input is ON. Comes ON normally when the car is just below a floor. If the car is level with the floor and a message appears, it is usually the result of a switch or sensor problem. Troubleshooting: Inspect the LU switch or sensor on the landing system and the placement of the landing system vane or magnet for that floor. LIGHT LOAD WEIGHER CONDITION Description: The Light Load Weighing input is activated. Troubleshooting: Ensure that Light Load Weighing is required. If not, set the Light Load Weighing option to NO and ensure that the LLI input is not programmed. If Light Load Weighing is required, ensure that the Light Load Car Call Limit is set to the correct number of stops. Lost DLK During Run (not scrolled, Event Calendar only)
Lost DLK During Run
Description: The Door Lock input was deactivated while the car was traveling through the hoistway. Troubleshooting: Check the clearance between the door unlocking rollers and clutch. LOW OIL SWITCH INPUT IS ACTIVATED (Hydro only) Description: MLT shutdown with LOS. The car was unable to move at the expected speed due to insufficient oil. Troubleshooting: Check the MLT/VLT Data Trap (Addr 495H bit 8). Ensure that there is sufficient oil in the reservoir. Check the Low Oil switch and LOS input.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
LSA Movement Failure (not scrolled, Event Calendar only)
LSA Movement Failure
Description: The car has failed to complete an LSA movement check after being idle for 10 minutes at a landing (see ABI, Alarm Bell Input option). MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
Motor Limit Timer
Description: The Starter Overload or the Thermal Overload has tripped, or there is a mechanical problem that prevents or slows the motion of the car. Troubleshooting: To clear the condition, the car must be put on Inspection, then back into Normal operation, or the RESET button must be pressed. Immediately check the starter and thermal overloads and all circuitry associated with the motor. NORMAL OPERATION Description: The elevator and controller are operating normally. Troubleshooting: None OVERLOAD CONDITION Description: The car appears to be overloaded, as indicated by the load weigher input OVL. Troubleshooting: Check the OVL input. If power is present on the OVL input, the load weigher contact associated with this input is closed. This contact being closed indicates to the elevator computer that the car is overloaded. PASSCODE REQUEST Description: The Passcode Request Option has been activated from the System Mode Menu. Troubleshooting: The system can be run on Inspection operation only. The passcode must be entered correctly in the System Mode Menu in order to deactivate this option and allow the controller to run normally (see Section 5.6.2). Photo Eye Failure (not scrolled, Event Calendar only)
Photo Eye Failure
Description: The Photo Eye input has been continuously active for a considerable period of time. Troubleshooting: Check for abnormal blockage of the optical device, frayed or defective photo eye relating cable or failure of the photo eye input circuit. POWER TRANSFER INPUT ACTIVE Description: The PTI input has been activated. Troubleshooting: Go into Program Mode and see if any of the inputs are programmed as PTI. Then, check to see if that particular input is activated. POWER UP SHUT DOWN DUE TO EARTHQUAKE (Traction only) Description: The CWI and/or EQI input was detected high at power up. (Used for ASME Earthquake Operation only.) Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as EQI or CWI. Then check to see if those particular inputs are activated. The elevator may be returned to normal service by means of the momentary reset button on the HC-EQ2 board. If both the EQI and CWI input were activated at power up, the MC-PCA board would need to be reset as well. PRESSURE SWITCH ACTIVATED Description: This message is displayed when the Pressure Switch Input (PSS) is programmed and activated (low). Troubleshooting: Check the associated hardware device and take appropriate action. REAR DOL & DLK ARE BOTH ACTIVE Description: The Door Open Limit Rear and the Door Lock inputs are both active, DOLR=0 and DLK=1. A problem with DOLR and/or DLK circuitry or wiring. Troubleshooting: Inspect the Door Open Limit Rear and the Door Lock circuitry and wiring. When this error is generated, the car will shutdown with the doors open and will not answer any calls. To reset this error condition, putt the car on Inspection operation. REAR DOOR IS LOCKED BUT NOT FULLY CLOSED Description: Rear Doors Open (DCLR = 1) and Locked (DLK = 1). Indicates a problem with DCLR and/or DLK circuitry or wiring. Troubleshooting: Inspect the Door Closed Limit Rear and the Door Lock circuitry and wiring. When this error is generated, the car is not allowed to run. REAR DOOR LOCK SWITCH FAILURE (NYCHA) Description: The rear door lock contacts have failed closed. Troubleshooting: Ensure that with the rear hoistway doors closed and locked, there is power on the DLSR input an no power present on the DCLR input. REAR DOOR OPEN LIMIT FAILURE Description: The rear door open limit switch has failed open. Troubleshooting: Ensure that the rear car gate is open, there is no power on the DOLR input and no power is present on the DLSR or CDR inputs.
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TABLE 5.2
Status and Error Messages Scrolling Message
Special Event Message
REAR GATE SWITCH FAILURE (NYCHA) Description: The rear car gate switch has failed closed. Troubleshooting: Ensure that with the rear car gate closed, there is power on the GSR input an no power present on the DCLR input. REDUNDANCY DOOR LOCK RELAY FAILURE Description: The one or both of the front or rear door lock relays has failed closed. Troubleshooting: Ensure that with the hoistway doors open, there is no power present on the RDLS or RDLSR inputs. If power is present, one or more of the door lock relays has failed in the closed or picked position. REDUNDANCY FRONT GATE SWITCH FAILURE (Non ASME-2000) Description: The car gate switch relay has failed closed. Troubleshooting: Ensure that with the car gate open, there is no power present on the RGS input. If power is present, the car gate switch relay has failed closed. REDUNDANCY REAR GATE SWITCH FAILURE Description: The rear car gate switch relay has failed closed. Troubleshooting: Ensure that with the rear car gate open, there is no power on the RGSR input. If power is present, the rear car gate switch relay has failed closed. SABBATH OPERATION ACTIVE Description: The spare input SAB has been activated. Troubleshooting: Check spare input bit address for SAB. Verify that the spare input address matches the SAB flag. Check voltage level at the SAB input. SAFETY CIRCUIT IS OPEN
Safety Relay Circuit Open
Description: The Car Operating Panel emergency stop switch has been pulled, or another contact switch in the safety circuit is in the open position. Troubleshooting: Check the C.O.P. stop switch. Check the other switches and contacts in the safety string. Check safety string wiring against the MCE wiring diagrams. Safety String Open (not scrolled, Event Calendar only)
Safety String Open
Description: The safety circuit is open. Troubleshooting: Check the on-car and off-car safety devices, e.g. governor overload, over-travel limit switches, car stop switches and the SAF input. SHUTDOWN OPERATION (MG Traction only) Description: The car is on MG Shutdown Operation (MGS is high). Troubleshooting: Ensure that the MG Shutdown Operation Option is set correctly. If MG Shutdown is not required, set this option to NO and ensure that the MGS Input is not programmed. If it is required, set this option to the floor that the car should return to on MG Shutdown and program the MGS Input. SYNCHRONIZATION OPERATION (Hydro only) Description: The SYNCI input has been activated Troubleshooting: Ensure that the synchronization function is required. This function is used on PHC controllers used on jobs with two jacks or telescopic jacks. • If the SYNCI Input option is programmed and has been activated, the SYNC function will be performed as soon as all demand is serviced. Ensure that the circuit connected to SYNCI input is not activating the input inappropriately. System Out of Service (not scrolled, Event Calendar only)
System Out of Service
Description: The supervisor has lost communication with the cars or the hall call common bus (2H) has failed. TIME OUT OF SERVICE
Time Out of Service
Description: The T.O.S. timer has expired. Troubleshooting: See Section 5.4.5.6. VALVE LIMIT TIMER (ANTI-STALL) ELAPSED (Hydro only)
Valve Limit Timer
Description: Indicates a problem with the valve or valve solenoids. Troubleshooting: Inspect the valves & valve solenoids and associated wiring. VISCOSITY CONTROL FUNCTION (Hydro only) Description: The Viscosity Control Input (VCI) is ON. The computer is periodically running the motor to warm the oil in the system. Troubleshooting: Check the device that is wired to the input (usually an oil temperature sensor). 3-9-05
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The following notes refer to Table 5.3 ASME A17.1 - 2000 Status and Error Messages. NOTE:
The term “operating cycle” is used to define a complete run. After a call is placed, the time between the picking of direction to dropping direction at the target floor, is defined as an operating cycle. This could be either a one-floor or multi-floor run.
NOTE:
Remember that 90% of the redundancy faults are the result of a relay failing to release. A normally closed (NC) contact of each critical relay is monitored, and after a run has been completed, is expected to drop out (release). The normally closed monitoring contact must make up. This means that the redundancy inputs should be ON (1) when the car has stopped at a landing. Relays that are normally picked (GOV), are “cycletested,” forcing them to drop after every operating cycle. For troubleshooting the redundancy faults, the first few letters of the fault name are the same as the input terminal or dropping resistor designation. For example, if the RCD redundancy fault is displayed, measure the voltage at resistor RCD on the SC-SB2K-H board and expect at least 100 VAC on the input side and close to 5.0 volts on the output side of the resistor. If the voltage at the associated terminal or resistor is as expected, try swapping the ribbon cable connectors. If the fault doesn’t clear, swap out associated output TRIACs (for output circuits) and finally replace the offending board. Because the code required force-guided relays are soldered to the boards and cannot be replaced individually, the board must be replaced when the relay fails. Sockets for these code-required relays are as yet, unavailable. The redundant “force-guided” relays are loaded on the two primary boards called the SC-SB2K-H and the SC-BAH. A third board, the SC-HDIO processes the input and output signals that go to and from the two primary boards and is located behind boards in the upper left of the control enclosure.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
2BI REDUNDANCY FAULT
2BI Redundancy Fault
Description: If the F4 fuse blows, inputs GOV and RSAFR should be 0. If either of these two inputs fail to go low, this fault is generated. ASME 2000 event. Troubleshooting Tips: • Check fuse F4 if OK swap ribbon cable at C3 on SC-SB2K(-H). If problem persists, replace SC-SB2K(-H) and then SC-HDIO. • Also check input resistor 2BI at top left of the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if 2BI resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. 4 BUS CYCLE TEST FAULT
End of Run Cycle Test Flt
Description: A failure of the End of Run Cycle Test has been detected. At the end of an operating cycle, outputs MPSAF and CSAF are cycled OFF. This removes power from the four bus. ASME 2000 event. Troubleshooting: The following inputs must respond as listed or the 4 bus cycle test fault will be logged and further operation of the lift will be prohibited. Note that 0 = OFF and 1 = ON SAF = 0 RMR = 0 RBRK = 0 REI = 0 RIN1 = 1 RIN2 = 1 UPS = 0 USD = 0 DNS = 0 RPT = 1 DSD = 0 RH = 1 UNL = 0 DNL = 0 • Cycle testing is simply cycling a portion of the hardware to ensure that the input structure (solid state devices and software) are still operational. Cycle tests are performed at the end of an operating cycle when we turn OFF relays SAFR1, SAFR2 (the four bus is turned OFF) and output CT. Thus all of the devices associated with the four bus and Triac CT must go low (OFF). If any input fails to transition OFF, a cycle test fault is logged. • Also check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. ACCI REDUNDANCY FAULT
Hoistway Access Input Flt
Description: This verifies that all inspection inputs downstream of ACCI (hoistway access inspection is third highest priority) are OFF (0) when this input is ON (1). ASME 2000 event. Troubleshooting: If you have this fault logged use the controller prints to locate input resistors IN and INMR on the SC-SB2K(-H) board, voltage must be OFF when ACCI is ON otherwise the ACCI redundancy fault is logged and the system is shut down. CAR TOP INSPECTION
Car Top Inspection
Description: The Car Top Inspection switch has been activated. ASME 2000 event. Troubleshooting: • Confirm that INCTI = 1. • Check input resistor INCTI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. CD REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door lock input, relay or associated circuitry has been detected. The status of the car door lock input CD is constantly monitored. CD and DPM must be ON (1) when DLK is ON and the car is not in door zone. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect CD to be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Car Door Bypass switch is turned to the bypass position during car top or in car inspection, expect CD = ON also. If the above conditions are not true, the CD redundancy fault is logged. Check the voltage on the terminals used by the offending fault to determine the problem. If terminal voltages are correct, first swap the ribbon cables connected between the SC-SB2K(-H) board and the SC-HDIO board, then swap out the board; first try SC-SB2K(-H) followed by the SC-HDIO. CDB REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions of the Car Door Bypass switch are monitored. The OFF position feeds input CDBO and the BYPASS position feeds input CDB. If the CDB switch is OFF the CDBO input will be ON (1) and the CDB input will be OFF (0). In effect CDB = not CDBO. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. NOTE: This redundancy fault detects the failure of an input by comparing two inputs against each other. In every case the inputs have opposite polarity (when one is ON the other must be OFF). Check the voltage on the terminals used by the offending fault to determine the problem. If terminal voltages are correct, try swapping the ribbon cables connecting the SC-BASE(-D) to the SC-HDIO board. Finally replace SC-HDIO or SC-BASE(-D).
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
CDBR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions of the Car Door Bypass switch are monitored. The OFF position feeds input CDBOR and the BYPASS position feeds input CDBR. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If input CDBR switch is OFF then input CDBOR will be ON and the CDBR input will be OFF (0). If CDBOR does not reflect the opposite state of CDBR then the CDBR redundancy fault is logged and the car shut down. NOTE: This redundancy fault detects the failure of an input by comparing two inputs against each other. In every case the inputs have opposite polarity (when one is ON the other must be OFF). Check the voltage on the terminals used by the offending fault to determine the problem. If terminal voltages are correct, try swapping the ribbon cables connecting the SC-BASE(-D) to the SC-HDIO board. Finally replace SC-HDIO or SC-BASE(-D). CDR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The status of the car door lock input CDR is constantly monitored. CDR should be ON (1) when rear DLK is ON and the car is not in the rear door zone. Expect CDR to be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Car Door Bypass switch is turned to the bypass position during car top or in car inspection, expect CDR = ON also. If these conditions are not true, the CDR redundancy fault is logged. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect CD to be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Car Door Bypass switch is turned to the bypass position during car top or in car inspection, expect CD = ON also. If the above conditions are not true, the CD redundancy fault is logged. Check the voltage on the terminals used by the offending fault to determine the problem. If terminal voltages are correct, first swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then the SC-BASE(-D) followed by the SC-HDIO. CONTACTOR FAILURE TO PICK (Hydro only)
Contactor Failure to Pick
Description: Indicates that one or more contactors have failed to energize when the car attempted to move in the UP direction. Troubleshooting: Reset this fault by pressing the Fault Reset button. Place the car on Inspection and move the car in the up direction. Watch the contactors to determine which one is failing to pick. Inputs RWYE, RDEL and RM are monitored and expected to go low when the contactors pick. COS1 FAULT (Traction only)
Overspeed Fault
Description: Contract overspeed 1 fault. The main processor monitors the COS1 signal coming from PLD1. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. On SC-BASE(-D) try turning COS trimpot fully clockwise. COS2 FAULT (Traction only)
Overspeed Fault
Description: Contract overspeed 2 fault. The main processor inspects the COS2 signal coming from PLD2. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. On SC-BASE(-D) try turning COS trimpot fully clockwise. CT CYCLE TEST FAULT
End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. This fault signifies that the functionality of the circuitry associated with the CT relay has failed to operate correctly. ASME 2000 event. Troubleshooting: At the end of an operating cycle, output CT is cycled OFF. Relay CT should drop out, this functionality is monitored via inputs CD/HD and DLK. When output CT is OFF, inputs CD, HD and DLK will be OFF. If not, the CT cycle test fault will be logged and further operation of the lift will be suspended. • Cycle testing is simply cycling a portion of the hardware to ensure that the input structure (solid state devices and software) are still operational. Cycle tests are performed at the end of an operating cycle when we turn OFF relays SAFR1, SAFR2 (the four bus is turned OFF) and output CT. Thus all of the devices associated with the four bus and Triac CT must go low (OFF). If any input fails to transition OFF, a cycle test fault is logged. • Also check input resistors PFLT, SAF, or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
CTDIF REDUNDANCY FAULT (Traction only)
CTDIF Redundancy Fault
Description: An internal check performed by the software system to ensure that the differential cycle-testing (CTDIF) flag is only turned ON at the end of an operating cycle. ASME 2000 event. Troubleshooting: • If CTDIF is turned ON any time other than at the end of an operating cycle, the system is shut down with the CTDIF redundancy fault. • NOTE: This fault would indicate a failure of the software system or SC-BASE(-D) board. So first try swapping SC-BASE(-D) ribbon cables then replace SC-BASE(-D), SC-HDIO and finally the MC-MP2-2K or MC-PCA-OA-2K. CTOS REDUNDANCY FAULT (Traction only)
CTOS Redundancy Fault
Description: An internal check performed by the software system to ensure that the overspeed cycle-testing (CTOS) flag is only turned ON at the end of an operating cycle. ASME 2000 event. Troubleshooting: • If CTOS is turned on any time other than at the end of an operating cycle, the system is shut down with the CTOS redundancy fault. • This fault would indicate a failure of the SC-BASE(-D) board. First swap out ribbon cables and then try swapping SC-BASE(-D) and then SC-HDIO. CYCLE TEST Description: Indicates the car is performing the end of run cycle test. Troubleshooting: Verify the car is in door zone and does not relevel during the cycle test. DCL REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front doorlock input, relay or associated circuitry has been detected. This logic detects failure of the input structure and hardware associated with the DCL (door close limit) input. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. When DLK is ON (1) then input DCL must be OFF (0). When DOL=0, verify DCL=1. If not, then a DCL redundancy fault is recorded and the car is prevented from operating. Check voltages on associated dropping resistors, swap ribbon cables and swap SC-SB2K(-H) or SC-HDIO. DCLR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. Detects the failure of the input structure and hardware associated with the DCLR (door close limit rear) input. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. When DLK is ON (1) then input DCLR must be OFF (0). When DOLR=0, verify DCLR=1. If this is not the case then a DCLR redundancy fault is recorded and the car is prevented from operating. Check voltages on associated dropping resistors, swap ribbon cables and swap SC-SB2K(-H) or SC-HDIO. DETS REDUNDANCY FAULT
Emer. Terminal Sw. Failure
Description: This fault is displayed when an inconsistency is detected between the Down Emergency Terminal Switches. ASME 2000 event. Troubleshooting: • Check the condition of the ETS switches. The DETS1/2 limit switches must operate simultaneously!!! . • Check the wiring to the relay board (SC-SB2K) and IO board (SC-HDIO). • Verify DETS1 equals DETS2 and the car is in door zone. • Also check input resistors DETS1 and ASI3/DETS2 on the associated board (refer to prints). Swap ribbon cables between SCBASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. DFV REDUNDANCY FAULT (Hydro only)
Down Fast Valve Fault
Description: Input DFV checks the status of the down terminal speed reducing switches. We simply compare input DFV against input DTSRL. IF DFV not equal to DTSRL we assert this fault. Hence these switches must open up simultaneously. ASME 2000 event. Troubleshooting: Check that the limit switches are opening within one second of each other as the car approaches the top terminal landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO Direction Input Fault (not scrolled, Event Calendar only)
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Check the scrolling message to see which fault is active: RDN, DNS, UPDIR, UPS, RUP, DNDIR REDUNDANCY FAULT or UP / DOWN NORMAL LIMIT SWITCH OPEN. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
DLK REDUNDANCY FAULT
DLK Redundancy Fault
Description: A failure of the DLK input or associated circuitry has been detected. ASME 2000 event. Troubleshooting Tips: • DLK should be high when we are leveling and in door zone [ DZ is high or DZR is high and either LU or LD is high]. • DLK should also be high when all of the car and hoistway door lock inputs are made active [CD is high and HD is high and CDR is high and HDR is high ]. If DLK is ON and any of these other relationships are not true, the DLK redundancy fault is set and disables further operation of the lift. Note that DLK is high when either or both of the car door or hoistway door lock bypass functions are active. • Also check input resistors DLK, DZR, CD, HD, CDR and HDR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or SC-BASER(-D) (for DZR) board. Otherwise replace SC-HDIO board. DNDIR REDUNDANCY FAULT
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Input DNDIR is created by the SC-BASE(-D) board and represents resolved direction from the speed sensor. Input DNDIR must always be the opposite of RDN. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Input DNDIR must always be the opposite of RDN. If the main processor detects that the resolved direction (DNDIR from BASE board) does not agree with the intended direction (RDN from MP2 / PCA), the system is shut down with the DNDIR redundancy fault. Check that the DN LED on the SC-BASE(-D) is ON when car motion is down and OFF when car motion is up. Swap Ribbons, check 95 and 96 signals (0 to 55VDC) swap SC-BASE(-D) or SC-HDIO. DNS REDUNDANCY FAULT
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Verifies that the down sense input DNS is valid. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Once DLK is ON (1), if DNS is ON (1), then RDN must be OFF (0). Check associated input resistors, swap boards or ribbon cables to correct. Door Zone Input Fault (not scrolled, Event Calendar only)
Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. Check the scrolling message to see which fault is active: DZX, DZRX, RDZ, RDZX, or RDZR REDUNDANCY FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. DOWN NORMAL LIMIT SWITCH OPEN
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. A failure of a direction related input, relay or associated circuitry has been detected. If SAF=1 and DLK=1 and the car is below the Down Normal Limit Switch (DNL=0), then this status is displayed. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Verify SAF=1 and DLK=1 and move the car above the Down Normal Limit (DNL=1). Car should never automatically travel on to this limit switch. Possibility that switch is not far enough into terminal.. Please move limit switch. DP SENSOR / DIFFERENTIAL FAULT (Traction only) Description: This fault indicates that one of the PLDs (on the SC-BASE/SC-BASER) has detected a count difference in the pulse signal generated from Speed Sensor and magnet mounted on the motor. Troubleshooting: Verify that for up direction travel, LEDS UP1 and UP2 turn ON, and for down direction, that LEDs DN1 and DN2 turn ON. If not: • Verify that the sensor is 1/16" away from the magnet on the motor shaft. Also verify that the magnet assembly is perpendicular to the sensor. • Check the shielded cable that connects sensor assembly to SC-BASE/R board. Swap the cable. • Replace the sensor, followed by the SC-BASE/R board. Otherwise replace SC-HDIO board.. DPM REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. This logic detects failure of the input structure and hardware associated with the DPM (door position monitor) input. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Valid when SAF=1. When DLK is ON (1) then input DPM must also be ON (1). When DOL=0, DPM=0. Make sure that DPM makes (120 VAC) 1 to 2" prior to door lock. If this is already the case then check associated input resistors, ribbon cable or boards and replace as deemed necessary. DPMR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. This logic detects failure of the input structure and hardware associated with the DPMR (door position monitor rear) input. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Valid when SAF=1. When DLK is ON (1), input DPMR must also be ON (1). When DOLR=0, DPMR=0. Make sure that DPMR makes (120 VAC) 1 to 2" prior to door lock. If this is already the case then check associated input resistors, ribbon cable or boards and replace as deemed necessary.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
DRIVE FAULT / REI REDUNDANCY FAULT (Traction only)
REI Redundancy Fault
Description: A failure of the RE relay has been detected. ASME 2000 event. Troubleshooting: If FLT relay is picked, then check the following: • If SAF is low, REI should be low, otherwise this fault is generated. • If UPS is high or DNS is high, REI should be high, otherwise this fault is generated. • Verify REI = 0, otherwise this fault is generated. • Also check input resistor REI at top left of the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping ribbons has no effect or if REI resistor is defective, replace SC-SB2K board. Otherwise replace SC-HDIO board. • Confirm FLT relay is picked when a run is initiated. If not, then a DDP generated failure has occurred. Bypass ASME A17.1 faults and initiate a run. Check event calendar to determine which DDP fault has occurred and troubleshoot accordingly. DZRX REDUNDANCY FAULT
Door Zone Input Fault
Description: A failure of rear door zone input, relay or associated circuitry has been detected. This logic checks the integrity of the relay used for the auxiliary rear door zone function (DZX). ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Note that one DZX relay is used for both front and rear auxiliary door zone sensing. If DZR input is OFF, the DZX relay should be dropped out, which is checked by inspecting a NC contact of relay DZX with input RDZX. If input DZR is OFF and the “checking” input RDZX is ON, all is well. If this relationship is not true, the DZRX redundancy fault is logged and the car is shut down. Check associated input resistors, ribbon cable or boards and replace as deemed necessary. DZX REDUNDANCY FAULT
Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. Verifies that the “standard” door zone input DZ and the “auxiliary” door zone input DZX both agree. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If DZX is ON, then DZ should be ON and RDZX should be OFF. When DZX = OFF, DZ will also be OFF and RDZX will be ON. Check associated input resistors, ribbon cable or boards and replace as deemed necessary. EBR Button Fault (not scrolled, Event Calendar only)
EBR Button Fault
Description: A failure of the Emergency Brake Reset Pushbutton or EBR input has been detected. Check the scrolling message to see what fault is active, EBR STUCK or EBR FLICKERING FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. EBR FLICKERING FAULT (Traction only)
EBR Button Fault
Description: A failure of the Emergency Brake Pushbutton or EBR input has been detected. If the EBR input transitions from low (0) to high (1) six times or more per second, the EBR flickering fault will take the car out of service. ASME 2000 event. Troubleshooting: Check the EBR input and confirm that it is changing state rapidly. If so, replace the SC-BASE(-D) board. If this does not correct the problem, then replace the SC-HDIO board. Otherwise press the Redundancy Fault Reset pushbutton to clear the fault. EBR STUCK FAULT (Traction only)
EBR Button Fault
Description: A failure of the Emergency Brake Pushbutton or EBR input has been detected. If the EBR input remains high (1) continuously for 30 seconds the EBR stuck fault will take the car out of service. ASME 2000 event. Troubleshooting: Confirm that EBR = 1. The EBR input must be continuously active for 30 seconds to generate this fault. To determine which board has failed, check the EBR resistor on the SC-BASE(-D) board for 0 VAC on the bottom end, if so then replace SC-HDIO board. If there is 120 VAC, then inspect the EBR reset pushbutton and determine if it is truly stuck. If stuck replace SCBASE(-D), otherwise swap out associated ribbon cable. EMERGENCY BRAKE ACTIVATED (Traction only)
Emergency Brake Activated
Description: The Emergency Brake has been activated. ASME 2000 event. Troubleshooting: • Due to ascending car overspeed (GOV=0, RUP=0) or unintended motion (car out of floor zone with both doors open) this fault is logged and the car is shutdown. Note that there is separate hardware that can set the emergency brake by removing power from the emergency brake power supply. The software system can also set the Emergency Brake by monitoring the same logic (DZ, LU, CD, etc) by dropping the outputs labeled EB1 and EB2. This fault can only be reset by pushing the Emergency Brake Reset pushbutton on the SC-BASE(-D) board. • Also check input resistors GOV, REB1, REB2, RDZX, RDZ, RDZR, RLU, RLD, RCD, RHD, RCDR and RHDR on the associated board (refer to prints). If both relays EB1 and EB2 are dropped try replacing the EB1/EB2 triacs on the SC-HDIO board. Swap ribbon cables between SC-SB2K and SC-HDIO as well as the ribbons between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if input resistors are defective, replace SC-SB2K board or SC-BASE(-D). Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
EMERGENCY BRAKE CYCLE TEST FAULT (Traction only)
End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. Indicates that either the input or output structure associated with the emergency brake has failed. At the end of an operating cycle, outputs EB1 and EB2 are sequentially cycled OFF (one at a time). During this process inputs REB1 and REB2 are checked. ASME 2000 event. Troubleshooting: If EB1 output is OFF, then input REB1 will be ON. If not, the Emergency brake cycle test fault is generated and further operation of the lift is prevented. The same test is repeated for EB2 and REB2. Check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K, SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K board. Otherwise replace SC-HDIO or SC-BASE(-D) board. End of Run Cycle Test Fault (not scrolled, Event Calendar only)
End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. Check the scrolling message to see which faults is active (PLD, CT, ESBYP or EMERGENCY BRAKE CYCLE TEST FAULT or RSAFR CYCLE TEST FAULT or 4 BUS CYCLE TEST FAULT). ASME 2000 event. Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table. EQR Button Fault (not scrolled, Event Calendar only)
EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. Check the scrolling message to see which fault is active: EQR STUCK or EQR FLICKERING FAULT. ASME 2000 event. Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table. EQR FLICKERING FAULT
EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. If the EQR input transitions from low (0) to high (1) six times or more per second, the EQR flickering fault will take the car out of service. ASME 2000 event. Troubleshooting: • Check the EQR input and confirm that it is changing state rapidly. If so, replace the SC-HDIO board. If this does not correct the problem, then replace the SC-SB2K(-H) board. Otherwise press the Redundancy Fault Reset pushbutton to clear the fault. • Also check input resistors CWI, EQR, SSI and EDS on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. EQR STUCK FAULT
EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. The Earthquake Reset pushbutton input is constantly monitored for correct functionality. If the EQR input remains high (1) continuously for 30 seconds the EQR stuck fault will take the car out of service. ASME 2000 event. Troubleshooting: • Confirm that EQR = 1. The EQR input must be continuously active for 30 seconds to generate this fault. • To determine which board has failed, check the EQR resistor for 0 VAC on the bottom end, if so then replace SC-HDIO board. If there is 120VAC, then inspect the EQR reset pushbutton and determine if it is truly stuck, otherwise replace the SC-SB2K(-H) board. • Also check input resistors CWI, EQR, SSI and EDS on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. ESBYP CYCLE TEST FAULT
End of Run Cycle Test Fault
Description:. This fault indicates that either the output, relay or input associated with ESBYP has failed to function as required. At the end of an operating cycle, output ESBYP is cycled ON and then OFF. We expect that relay ESB will pick and drop and we monitor this functionality via input RESBYP. ASME 2000 event. Troubleshooting: When ESB is OFF, expect that input RESBYP will be ON and visa versa. If not, the ESBYP cycle test fault will be logged and further operation of the lift will be prevented. Check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. ESBYP REDUNDANCY FAULT
ESBYP Redundancy Fault
Description: A failure of emergency stop bypass (the ESB relay or ESBYP output) has been detected. ASME 2000 event. If both the ESBYP output (picks relay ESB) and the SAFC input are activated (both ON), the input STOP will be ON (1). If not, an ESBYP redundancy failure is logged. ASME 2000 event. Troubleshooting: • If ESBYP = 1 and SAFC = 1, STOP should be 1, otherwise this fault is generated. • Also check input resistors RESBYP and SAFC on the associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H), SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
ETS1 FAULT (Traction only)
Overspeed Fault
Description: Emergency terminal overspeed fault 1. The main processor monitors the ETS1 signal coming from PLD1. If this signal, which is normally high goes low, the MP2 / PCA looks at its ETS limit switch inputs to determine if a fault should be logged. If so, the car shuts down and logs the ETS1 fault. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. The UETS1/2, DETS1/2 limit switches must operate simultaneously! ETS2 FAULT (Traction only)
Overspeed Fault
Description: Emergency terminal overspeed fault 2. The main processor inspects the ETS2 signal coming from PLD2. If this signal, which is normally high goes low, the MP2 / PCA looks at its ETS limit switch inputs to determine if a fault should be logged. If so, the car shuts down and logs the ETS2 fault. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), simply directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. The UETS1/2 , DETS1/2 limit switches must operate simultaneously! Front Door Input Fault (not scrolled, Event Calendar only)
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. Check the scrolling messages to see which fault is active: DCL, DPM, CD, RCD, CDB, HD, RHD, HDB or RHDB REDUNDANCY FAULT. ASME 2000 event. Troubleshooting Tips: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. GOV REDUNDANCY FAULT (Traction only)
GOV Redundancy Fault
Description: A failure of the safety string between input GOV and input SAFH has been detected. ASME 2000 event. Troubleshooting Tips: • If GOV = 0, SAFH should be 0, otherwise this fault is generated. • Check wiring connections to terminals 15, 15A, 15B and 16. • Check wiring connections to all safety devices between terminals 15, 15A, 15B and 16. • Also check input resistors GOV and SAFH. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. H REDUNDANCY FAULT
H Redundancy Fault
Description: Checks the status of the H (high speed) output against the RH input. ASME 2000 event. If relay H is OFF, then the back contact of the H relay, used for monitoring purposes, should close power into input RH (ON). Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Use diagnostics to determine which is the offending input. Look at the top of the input resistor and measure either 0 or 5 VAC. If voltage is wrong replace SC-SB2K(-H). If OK swap C1 or C4 ribbons, H triac on HC-PI/O or SC-HDIO. HD REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door lock input, relay or associated circuitry has been detected. HD should be ON (1) when DLK is ON and the car is not in door zone. And, if HD is ON (1), DPM must also be ON (1). ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect HD to be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Hoistway Door Bypass switch has been turned to the bypass position, expect HD = ON also. If the above conditions are not true, the HD redundancy fault is logged. First swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then replace the boards SC-BASE(-D) followed by the SC-HDIO (if the problem persists). HDB REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. The OFF position feeds input HDBO and the BYPASS position feeds input HDB. So if the switch is OFF, the HDBO input will be ON (1) and the HDB input will be OFF (0).ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then replace the boards SC-BASE(-D) followed by the SC-HDIO. HDBR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions of the Rear Hoistway Door Bypass switch are monitored. The OFF position feeds input HDBOR and the BYPASS position feeds input HDBR. So if the switch is OFF, the HDBOR input will be ON (1) and the HDBR input will be OFF (0). ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then replace the boards SC-BASE(-D) followed by the SC-HDIO.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
HDR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The status of the rear hoistway door lock input HDR is constantly verified. HDR should be ON (1) when DLK is ON and the car is not in door zone.Expect HDR to be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Hoistway Door Bypass switch has been turned to the bypass position, expect HDR = ON also. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected between the SC-BASER(-D) board and the SC-HDIO board, then swap out the SC-BASER(-D) followed by the SC-HDIO. HOISTWAY ACCESS
Hoistway Access
Description: The hoistway access switch has been activated. ASME 2000 event. Troubleshooting: • Confirm that ACCI = 1. • Also check input resistor ACCI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. Hoistway Access Input Fault (not scrolled, Event Calendar only)
Hoistway Access Input Flt
Description: A failure of the Hoistway Access input or an Inspection input has been detected. Two Inspection Inputs should never be active at the same time. ASME 2000 event. Troubleshooting Tips: • Confirm ACCI = 1, INMR = 0 and IN = 0, otherwise this fault is displayed. • Also check input resistors ACCI, INMR and IN on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. ILO1 FAULT (Traction only)
Overspeed Fault
Description: Inspection leveling overspeed 1 fault. The main processor monitors the ILO1 signal coming from PLD1. If ILO1 = OFF and IN or LEV are ON we log this fault. ILO stands for Inspection Leveling Overspeed. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. Also check for noise on 95/96 (DP1/2) is shield grounded? ILO2 FAULT (Traction only)
Overspeed Fault
Description: Inspection leveling overspeed 2 fault. The main processor monitors the ILO2 signal coming from PLD2. ASME 2000 event. Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000 Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs replace the SC-HDIO. Also check for noise on 95/96 (DP1/2); is shield grounded at the controller? IN CAR INSPECTION
In Car Inspection
Description: The In Car Inspection switch has been activated. ASME 2000 event. Troubleshooting: • Confirm that INICI = 1. • Also check input resistor INICI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. IN REDUNDANCY FAULT
Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time. ASME 2000 event. Troubleshooting: If IN = 1 and SAF = 1, INUP should be 1 and INDN should be 1, otherwise this fault is generated. Locate dropping resistor INMR on the SC-SB2K(-H) board. INMR must be at zero volts when IN is ON. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. INCTI REDUNDANCY FAULT
Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time. ASME 2000 event. Troubleshooting: Confirm INCTI = 1, INICI = 0, ACCI = 0, INMR = 0 and IN = 0, otherwise this fault is displayed. Use the controller prints to locate dropping resistors IN, INMR and INICI on the SC-SB2K(-H) board and ACCI resistor on the SC-BASE(-D) board, voltage must be OFF when INCTI is ON otherwise the INCTI redundancy fault is logged and the system is shut down. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
INDN REDUNDANCY FAULT
INDN Redundancy Fault
Description: A failure of the INDN input has been detected. It may either be high when expected low or low when expected high. ASME 2000 event. Troubleshooting Tips: • If IN is high and SAF is low, INDN should be low, otherwise this fault is generated. • If IN is high and SAF is high, INDN should be high, otherwise this fault is generated. • If RDN is low, INDN should be high, otherwise this fault is generated. • If RDN is high, INDN should be low, otherwise this fault is generated. • Also check input resistors DLK, SAF, IN and INDN on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. INICI REDUNDANCY FAULT
Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time. ASME 2000 event. Troubleshooting: Confirm INICI = 1, ACCI = 0, INMR = 0 and IN = 0, otherwise this fault is displayed. Use the controller prints to locate dropping resistors IN and INMR on the SC-SB2K(-H) board and ACCI input resistor on the SC-BASE(-D) board. Voltage must be OFF when INICI is ON, otherwise the INICI redundancy fault is logged and the system is shut down. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. INMR REDUNDANCY FAULT
Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time. ASME 2000 event. Troubleshooting: If IN = 1 and SAF = 1, INUP should be 1 and INDN should be 1, otherwise this fault is generated. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if associated 47 K dropping resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. Inspection Input Fault (not scrolled, Event Calendar only)
Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time. Check the scrolling message to see which fault is active: INCTI, INICI, INMR or IN REDUNDANCY FAULT. ASME 2000 event. Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table. INUP REDUNDANCY FAULT
INUP Redundancy Fault
Description: A failure of the INUP input has been detected. It may either be high when expected low or low when expected high. ASME 2000 event. Troubleshooting: • If IN = 1 and SAF = 0, INUP should be 0, otherwise this fault is generated. • If IN = 1 and SAF = 1, INUP should be 1, otherwise this fault is generated. • If RUP = 0, INUP should be 1, otherwise this fault is generated. • If RUP = 1, INUP should be 0, otherwise this fault is generated. • Also check input resistors IN, SAF, RUP and INUP on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SCHDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. MOTOR UP TO SPEED FAILURE (Hydro only)
Motor Up to Speed Failure
Description: Indicates that the solid state starter failed to detect the motor was up to speed. ASME 2000 event. Troubleshooting: For Solid State Starters Only. Increase the Up to Speed Timer in the ASME A17.1 Options Menu. Verify UTS is programmed as a spare input and that it is connected to the proper terminal on the starter. MPSAF REDUNDANCY FAULT
MPSAF Redundancy Fault
Description: A failure of the SAFR1 relay has been detected. ASME 2000 event. This verifies that when output MPSAF has turned OFF, that relay SAFR1 and TRIAC MPSAF have both released as intended. Troubleshooting: If the relay and triac have released then input SAF will be OFF(0). If input SAF = ON, the car is shut down with the MPSAF redundancy fault. Verify MPSAF output = 0 also verify SAFR1 relay is dropped und finally verify SAF input = 0. If swapping ribbons has no effect or if associated 47 K dropping resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. Overspeed Fault (not scrolled, Event Calendar only)
Overspeed Fault
Description: Check the scrolling message to see which fault is active: IL01, IL02, ETS2, ETS1, COS1, or COS2 OVERSPEED FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
PFLT FAULT (Traction only)
PFLT Fault
Description: Indicates that PLD1 has dropped the PFLT relay. ASME 2000 event. Troubleshooting Tips: • If STOP = 1 and PFLT = 0, then this fault is generated and PLD1 has dropped the PFLT relay. • Swap ribbon cables between SC-BASE-(D) and SC-HDIO. If swapping cables has no effect, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. PFLT RELAY DROPPED (Traction only)
PFLT Fault
Description: Indicates that PLD1 has dropped the PFLT relay. ASME 2000 event. Troubleshooting Tips: • If STOP = 1 and PFLT = 0, then this fault is generated and PLD1 has dropped the PFLT relay. • Swap ribbon cables between SC-BASE-(D) and SC-HDIO. If swapping cables has no effect, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. PLD CYCLE TEST FAULT (Traction only)
End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. At the end of an operating cycle outputs CTOS and CTDIF are activated in sequence. Inputs COS1, COS2, ETS1, ETS2, ILO1 and ILO2 must go low. ASME 2000 event. Troubleshooting: If any of the listed inputs fail to transition to OFF, the PLD cycle test fault will be logged and further operation of the lift will be suspended. If the PFLT Bypass Jumper on the SC-BASE(-D) board is left in the ON position and the controller is switched to normal operation, then the controller will find the landing and then during the cycle test it will latch this fault to prevent the system from running. Make sure the PFLT Bypass Jumper is in the OFF position. Check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RACC1 REDUNDANCY FAULT
Red. Access Input Fault
Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RACC1 input monitors an NC contact of relay ACCI. If ACCI input is OFF (0) then input RACC1 should be ON (1). Hence RACC1 is not equal to ACCI. ASME 2000 event. Troubleshooting: • If ACCI = 1, RACC1 should be 0, otherwise this fault is generated. • Or if ACCI = 0, RACC1 should be 1, otherwise this fault is generated. • Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for RACC1, RACC2) board. Otherwise replace SC-HDIO board. RACC2 REDUNDANCY FAULT
Red. Access Input Fault
Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RACC2 input monitors an NC contact of relay ACC2. If ACCI input is OFF (0) then input RACC2 should be ON (1). Hence this fault indicates that RACC2 is not equal to ACCI, not a good thing. ASME 2000 event. Troubleshooting: • If ACCI = 1, RACC2 should be 0, otherwise this fault is generated. • If ACCI = 0, RACC2 should be 1, otherwise this fault is generated. • Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. • If swapping ribbons has no effect or if associated 47 K input resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for RACC1, RACC2) board. Otherwise replace SC-HDIO board. RBRK REDUNDANCY FAULT (Traction only)
RBRK Redundancy Fault
Description: A failure of the BK relay or RBK input has been detected. This means a failure to activate when expected or a failure to drop when expected. ASME 2000 event. Troubleshooting: • If SAF = 0, RBK should be 1, otherwise this fault is generated. • If MB = 0, RBK should be 1, otherwise this fault is generated. • If REI = 1 and RPT = 0 and RMR = 0, RBK should be 0, otherwise this fault is generated. • Check the NC aux contact of relay BK. It must make up when the relay drops out. • Also check input resistors RBK, REI and RPT on the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K board. Otherwise replace SC-HDIO board. RCD REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. The RCD input monitors a normally closed contact of relay CD. If the CD input is OFF (0), then the NC contact of CD will be made up and input RCD will be ON. If CD is ON, RCD will be OFF. (CD = not RCD). CD should always be the opposite of RCD. If not, the RCD redundancy fault is logged and the controller is shut down. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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Special Event Message
RCDR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. The RCDR input monitors a normally closed contact of relay CDR. If the CDR input is OFF (0), then the NC contact of CDR will be made up and input RCDR will be ON. If CDR is ON, RCDR will be OFF. (CDR = not RCDR). ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RCT REDUNDANCY FAULT (Traction only)
RCT Redundancy Fault
Description: A failure of the CT (Cycle Test) relay has been detected. ASME 2000 event. Troubleshooting Tips: • If CT = 1, RCT should be 0, otherwise this fault is generated. • If CT = 0, RCT should be 1, otherwise this fault is generated. • Check the condition of the CT relay. Replace if defective. • Also check input resistor RCT. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping ribbons has no effect or if relay CT is defective replace SC-SB2K board. Otherwise replace SC-HDIO board. RCTIC REDUNDANCY FAULT
Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. ASME 2000 event. Troubleshooting: • If INCTI = 0 and INICI = 0, RCTIC should be 1, otherwise this fault is generated. • Otherwise RCTIC should be 0 if not this fault is generated. • Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H),and SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RDEL1, RDEL2, RDEL3 REDUNDANCY FAULT (Hydro only)
Starter #1, #2, #3 Fault
Description: Only for WYE-DELTA starters. This function checks the status of a normally closed auxiliary contact of relay DELTA. When the car is not running we expect input RDELX to be active (1). When we are running we expect input RDELX to be OFF (0). A few jobs may have more than one DELTA contactor (DELTA1, DELTA2, DELTAX, etc) in this case, when a failure occurs, we display the number of the problematic contactor, ie. RDEL3 Redundancy Fault. ASME 2000 Event. Troubleshooting: First check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check for input RDELX to be OFF (0, that is RDEL1 =0) when we have a valid run command as determined by checking that inputs RPM= UNL=SAF= RWYE= DEL1= 1 and RM1 = WYEX = RDELX =0. If no run command, then RDELX had better be = 1. Check voltage at top of associated input resistors on SC-SB2K-H. For those inputs that are ON expect 5 VAC. For those inputs that are OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. RDFV REDUNDANCY FAULT (Hydro only)
Down Fast Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RDFV = 0 when DSD = VEU = FUD = 1 and RDN = RH = 0. It also checks that RDFV = 1 when there is no demand to run the car Down. ASME 2000 Event. Troubleshooting: Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO RDN REDUNDANCY FAULT
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Verifies the DN relay, DN relay activation circuits and RDN input are functioning as required. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If a direction is not invoked on either automatic or inspection operation, then the NC contact of the DN relay, that feeds input RDN, should be closed. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RDSV REDUNDANCY FAULT (Hydro only)
Down Slow Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RDSV = 0 when SU, SD or RLULD = 1 and DNS = 1. It also checks that RDSV = 1 when there is no demand to run the car Down. ASME 2000 Event. Troubleshooting. Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO RDZ REDUNDANCY FAULT
Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. The RDZ input monitors an NC contact of relay DZ. If the DZ input is OFF (0), the NC contact of DZ will be made up and input RDZ will be ON. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
RDZR REDUNDANCY FAULT
Door Zone Input Fault
Description: A failure of the rear door zone related input, relay or associated circuitry has been detected. This logic checks the integrity of the relay used for the rear door zone function (DZR). If DZR input is OFF, the DZR relay should be dropped out, which is checked by inspecting a NC contact of relay DZR with input RDZR. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board. RDZX REDUNDANCY FAULT (Traction only)
Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. The RDZX input monitors a NC contact of relay DZX. If the car is not located in either a front or rear door zone (flag DZORDZ = OFF), the NC contact of DZX will be made up and input RDZX will be ON. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. Rear Door Input Fault (not scrolled, Event Calendar only)
Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. Check the scrolling message to see which fault is active: DCLR, DPMR, CDR, RCDR, CDBR, HDR, RHDR, HDBR or RHDBR REDUNDANCY FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. REB1 REDUNDANCY FAULT (Traction only)
Red. Emergency Brake Fault
Description: A failure of relay EB1 has been detected. REB1 Redundancy Fault is generated if EB1 = 0 and REB1 is not 1 OR if EB1 = 1 and REB1 is not 0. Also, if GOV = 0, REB1 should be 1 and REB2 should be 1, indicating both relays are dropped. ASME 2000 event. Troubleshooting Tip: • Check input resistors REB1 and REB2 on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. REB2 REDUNDANCY FAULT (Traction only)
Red. Emergency Brake Fault
Description: A failure of relay EB2 has been detected. REB2 Redundancy Fault is generated if EB2 = 0 and REB2 is not 1 OR if EB2 = 1 and REB2 is not 0. Also, if GOV = 0, REB1 should be 1 and REB2 should be 1, indicating both relays are dropped. ASME 2000 event. Troubleshooting Tips • Check input resistors REB1 and REB2 on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. Redundancy Access Input Fault (not scrolled, Event Calendar only)
Red. Access Input Fault
A failure of a hoistway access related input, relay or associated circuitry has been detected. Check the scrolling message to see which fault is active: RACC1, RACC2 or RTBAB REDUNDANCY FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. Redundancy Emergency Brake Fault (not scrolled, Event Calendar only)
Red. Emergency Brake Fault
Description: A failure of EB1 relay or EB2 relay has been detected. Check the scrolling message to see if REB1 or REB2 REDUNDANCY FAULT is active. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table.. Redundancy Inspection Input Fault (not scrolled, Event Calendar only)
Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. Check the scrolling message to see which fault is active: RIN1, RIN2 OR RCTIC REDUNDANCY FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. REI REDUNDANCY FAULT (Traction only)
REI Redundancy Fault
Description: A failure of the RE relay has been detected. ASME 2000 event. Troubleshooting: If FLT relay is picked, then check the following: • If SAF is low, REI should be low, otherwise this fault is generated. • If UPS is high or DNS is high, REI should be high, otherwise this fault is generated. • Verify REI = 0, otherwise this fault is generated. • Also check input resistor REI at top left of the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping ribbons has no effect or if REI resistor is defective, replace SC-SB2K board. Otherwise replace SC-HDIO board. • Confirm FLT relay is picked when a run is initiated. If not, then a DDP generated failure has occurred. Bypass ASME A17.1 faults and initiate a run. Check event calendar to determine which DDP fault has occurred and troubleshoot accordingly.
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Special Event Message
RESBYP REDUNDANCY FAULT
RESBYP Redundancy Fault
Description: A failure of the ESB relay has been detected. The fault will be generated if SAFC = 0 and RESBYP is not 1, OR if ESBYP = 1 and RESBYP is not 0, OR if ESBYP = 0 and RESBYP is not 1. ASME 2000 event. Troubleshooting: Check input resistor RESBYP on SC-SB2K(-H). Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RFR Button Fault (not scrolled, Event Calendar only)
RFR Button Fault
Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. Check the scrolling message to see which fault is active: RFR STUCK or RFR FLICKERING FAULT. ASME 2000 event. Troubleshooting: Once the scrolling message is identified, look up that message in this table. RFR FLICKERING FAULT
RFR Button Fault
Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. If the RFR input transitions from low (0) to high (1) six times or more per second, the RFR flickering fault will take the car out of service. ASME 2000 event. Troubleshooting: Check the RFR input and confirm that it is changing state rapidly. If so, try swapping the ribbon cables between the SC-SB2K(-H) and SC-HDIO. If this does not correct the problem, then replace the SC-HDIO / SC-SB2K(-H) board. Otherwise reset the swing panel / PCA to clear the fault. RFR STUCK FAULT
RFR Button Fault
Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. If the RFR input remains high (1) continuously for 30 seconds the RFR stuck fault will take the car out of service. ASME 2000 event. Troubleshooting: Confirm that RFR = 1. To determine which board has failed, check the RFR resistor on board SC-SB2K(-H) for 0 VAC on the bottom end, if so then replace SC-HDIO board. If there is 120 VAC, then inspect the EBR reset pushbutton and determine if it is truly stuck, if so replace the SC-SB2K(-H). Try swapping the ribbon cables between the SC-SB2K(-H) and SC-HDIO. Otherwise replace the SC-SB2K(-H) board. RH REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of the H relay or RH input has been detected.When output H is OFF, input RH should be 1. If relay H's NO contacts weld closed, the monitoring contact will not make up when the H output is turned OFF at the end of a run. If this happens the RH redundancy fault will be logged and the system shut down.If SAF = 0 and DLK = 0 (28 bit 7), RH should be 1, otherwise this fault is generated.If H = 1 and RLULD = 1 and RIN2 = 0 AND there is an intent to move up/down UP - if UNL = 1 and RUP = 0 and USD = 1 DOWN - if DNL = 1 and RDN = 0 and DSD = 1 RH should be 0, otherwise this fault is generated. If RH should be 1, otherwise this fault is generated. Troubleshooting: Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board. RHD REDUNDANCY FAULT (Traction only)
Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. The RHD input monitors an NC contact of relay HD. If the HD input is OFF (0), the NC contact of HD will be made up and input RHD will be ON. If HD is ON, RHD will be OFF (HD = not RHD). HD should always be the opposite of RHD. Otherwise, the RHD redundancy fault is logged and the controller is shut down. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board. RHDB REDUNDANCY FAULT
Front Door Input Fault
Description: A failure of a front door bypass input, relay or associated circuitry has been detected. The RHDB input monitors an NC contact of relay HDB. If the HDB input is OFF (0), the NC contact of HDB will be made up and input RHDB will be ON. If HDB is ON, RHDB will be OFF (HDB = not RHDB). HDB should always be the opposite of input RHDB. Otherwise, the RHDB redundancy fault is logged and the controller is shut down. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. RHDBR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door bypass input, relay or associated circuitry has been detected. The RHDBR input monitors an NC contact of relay HDBR. If the HDBR input is OFF (0), the NC contact of HDBR will be made up and input RHDBR will be ON. If HDBR is ON, RHDBR will be OFF (HDBR = not RHDBR). HDBR should always be the opposite of input RHDBR. Otherwise, the RHDBR redundancy fault is logged and the controller is shut down. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
RHDR REDUNDANCY FAULT
Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The RHDR input monitors an NC contact of relay HDR. If the HDR input is OFF (0), the NC contact of HDR will be made up and input RHDR will be ON. If HDR is ON, RHDR will be OFF (HDR = not RHDR). HRD should always be the opposite of RHDR. Otherwise, the RHDR redundancy fault is logged and the controller is shut down. If HDR input is OFF the HDR relay should drop out. This is checked by inspecting a normally closed contact of relay HDR with input RHDR. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table.Check associated input resistors on the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board. RIN1 REDUNDANCY FAULT
Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. If SAF = 0, RIN1 should be 1, otherwise this fault is generated. Or if IN = 1, RIN1 should be 0, otherwise this fault is generated. Or if IN = 0, RIN1 should be 1, otherwise this fault is generated. ASME 2000 event. Troubleshooting: • Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H),and SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RIN2 REDUNDANCY FAULT
Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. If SAF = 0, RIN2 should be 1, otherwise this fault is generated. Or if IN = 1, RIN2 should be 0, otherwise this fault is generated. Or if IN = 0, RIN2 should be 1, otherwise this fault is generated. ASME 2000 event. Troubleshooting: • Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H),and SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RLULD REDUNDANCY FAULT
RLULD Redundancy Fault
Description: A failure of the LU1, LU2, LD1 or LD2 relays or associated circuitry has been detected. If both of the LU and LD inputs = 0, input RLULD should be 1. RLULD is also verified "OFF" when running at high RH = 0, or intermediate speed (INT = 1,) or the car is on any form of inspection operation as all of these conditions prevent the LU/LD family of relays from picking. Basically, if the leveling inputs are OFF the NC monitoring contacts of these relays should be MADE or the RLULD redundancy fault is logged. ASME 2000 event. Troubleshooting: Check input resistors LU, LD and RLULD on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RM1, RM2, RM3 REDUNDANCY FAULTS (Hydro only)
RM1, RM2, RM3 Redundancy Faults
Description: Only for jobs with M contactors. This function checks the status of a normally closed auxiliary contact of relay MX. When the car is not running we expect input RMX to be active (1). When we are running we expect input RMX to be OFF (0). A few jobs may have more than one M contactor (M1, M2, M3) in this case, when a failure occurs, we would display the number of the problematic contactor, ie. RM2 Redundancy Fault. ASME 2000 Event. Troubleshooting: First, check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check for input RMX to be OFF (0, that is RM1=0) when we have a valid run command as determined by checking that inputs RPM=UNL=SAF= M1 = 1. If no run command, then RMX must = 1. Check voltage at top of associated input resistors on SC-SB2K-H. For those inputs that are ON expect 5 VAC. For those inputs that are OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. RMR REDUNDANCY FAULT (Hydro only)
RMR Redundancy Fault
Description: A failure of the M1, M2 or M12 relays or RMR input has been detected. This means a failure to activate when expected or a failure to drop when expected. If SAF = 0, RMR should be 1, otherwise this fault is generated. If MB = 0, RMR should be 1, otherwise this fault is generated. ASME 2000 event. Troubleshooting: • Check the NC aux contacts of relays M12, M1 and M2. They must make up when the contactor drops out. • Also check input resistor RMR on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board. ROFRT REDUNDANCY FAULT (Hydro only)
ROFRT Redundancy Fault
Description: Monitors the OFRT relay for proper operation. If the OFRT relay is ON , the ROFRT input will be OFF. ROFRT should always be the opposite of OFRT, otherwise the ROFRT Redundancy Fault is logged and the elevator shuts down. The elevator will attempt to recover from this fault up to four consecutive times after which this fault will latch and require a manual reset by pressing the fault reset button. Troubleshooting Tips: Check the OFRT relay for proper operation (Some times we relabel the spare relay on the SC-BAH or SCBAHR and some times we use a small contactor mounted on backplate). Also check the prints to see where the input ROFRT comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (with relay - sometimes relay OFRT is panel mounted) or SC-HDIO.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
RPLT REDUNDANCY FAULT (Hydro only)
RPLT Redundancy Fault
Description: Only for jobs with multiple starters. This function checks the status of a normally closed contact of starter pilot relay PLT. When the car is not running, we expect input RPLT to be active (1). When we are running, we expect input RPLT to be OFF (0). ASME 2000 Event. Troubleshooting: First, check the normally closed contact of relay PLT that feeds the input RPLT. Check voltage at top of associated input resistors on SC-SB2K-H. For stopped condition (no demand), expect 5 VAC. For running, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. RPM REDUNDANCY FAULT (Hydro only)
Run Pump Motor Fault
Description: Verifies that input RPM is OFF when it should be by comparing RPM to inputs SAF=0= DLK= UNL=RPM. Also, if VC=1, RPM should also =1. Finally, we verify that RPM=1 when RUP=0 and either SU=1, RLULD=0 or VEU=0 or INUP=1 and IN=0. ASME 2000 Event. Troubleshooting: Use diagnostics to verify the status of the above mentioned inputs. For those inputs that should be OFF, check for 0 VAC at top of associated resistor on SC-SB2K-H and check for 5 VAC at top of resistors for active (ON) inputs. If not present, replace SC-SB2K-H. Otherwise swap associated ribbon cable or SC-HDIO. RPT REDUNDANCY FAULT
RPT Redundancy Fault
Description: A failure with the RPT input, PT relay or associated circuitry has been detected. If SAF = 0 or DLK = 0 or REI = 0 then verify RPT = 1. If RUP = 1 and RDN = 1 then verify RPT = 1. Else verify RPT = 0. ASME 2000 event. Troubleshooting Tip: • Check input resistors SAF, DLK, REI, RUP, RDN, and RPT on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. RSAFM REDUNDANCY FAULT (Traction only) Description: Monitors the SAFM relay for proper operation. If the SAFM relay is ON , the RSAFM input will be OFF. RSAFM should always be the opposite of SAFM, otherwise the RSAFM Redundancy Fault is logged and the elevator shuts down. The elevator will attempt to recover from this fault up to four consecutive times after which this fault will latch and require a manual reset by pressing the fault reset button. Troubleshooting Tips: Check the SAFM relay for proper operation. Also check the prints to see where the input RSAFM comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX. RSAFR CYCLE TEST FAULT
RSAFR Cycle Test Fault
Description: RSAFR Redundancy Fault; A failure of the either the RSAFR1 or RSAFR2 relays has been detected. ASME 2000 event. Troubleshooting: During cycle test check operation of RSAFR1/2 relays. Next check for 5 VAC at top of RSAFR resistor on the SC-SB2K(-H) board when both are dropped and 0 VAC when either picks. If not present replace SC-SB2K(-H). If present swap C3 ribbon cable or SC-HDIO. RSAFR REDUNDANCY FAULT
RSAFR Redundancy Fault
Description: A failure of the End of Run Cycle Test has been detected. A failure of the SAFR1 or SAFR2 relays, OR a failure of the CSAF or MPSAF outputs, OR a failure of the RSAFR input has been detected. ASME 2000 event. Troubleshooting Tips: • If MPSAF = 1 and 0 VAC @ TP3) and 120 VAC is present at terminal 20, then verify relay SAFR2 is picked. If SAFR2 is not picked, then check devices between terminal 20 and right coil side of relay SAFR2 for continuity. • If CSAF output is active (0 VAC @ TP4) and 120 VAC is present at terminal 20, then verify relay SAFR1 is picked. If SAFR1 is not picked, then check devices between terminal 20 and right coil side of relay SAFR1 for continuity. • If relays SAFR1 and/or SAFR2 are picked, RSAFR should be 0, otherwise this fault is generated. • Also check input resistor RSAFR. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect, swap triacs on SC-HDIO labeled MPSAF. Or, if RSAFR resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
RSTOP REDUNDANCY FAULT
RSTOP Redundancy Fault
Description: A failure of the In Car Stop Switch has been detected. If RSTOP = 0 and SAFC = 1, STOP should be 1, otherwise this fault is generated. If RSTOP = 1 and ESBYP = 0, STOP should be 0, otherwise this fault is generated. ASME 2000 event. Troubleshooting Tips: • If the In Car Stop Switch is in the RUN position, then the expected results are SAFC = 1, STOP = 1 and RSTOP = 0. • If this is not the case, then trace the signal from the source to determine the failed component. • Begin at the input terminal. If the voltage here is not correct (120VAC for high signals and 0VAC for low signals), then the problem lies outside of the controller equipment. • Next check the voltage at the similarly named input resistor. If the voltage here is not correct (5VAC for high signals and 0VAC for low signals), then the problem lies on this board. If the resistor is still good (typically 47kOhms), then the board should be replaced. • Check for a defective ribbon cable by swapping it. • Finally, replace the input board (HC-PIO, SC-HDIO, IOX, I4O depending on the input). • If the In Car Stop Switch is in the STOP position, then the expected results are ESBYP = 0, STOP = 0 and RSTOP = 1. • Follow the above checks with the additional step for validating ESBYP. ESBYP must be low for this event to occur so, confirm that relay ESBYP is dropped. If it isn’t, then replace the ESBYP triac, ribbon cable, SC-HDIO board, or SC-SB2K(-H) board one at a time until the problem is corrected. RSYNC REDUNDANCY FAULT (Hydro only)
RSYNC Redundancy Fault
Description: Monitors the SYNC relay for proper operation. If the SYNC relay is ON , the RSYNC input will be OFF. RSYNC should always be the opposite of SYNC, otherwise the RSYNC Redundancy Fault is logged and the elevator shuts down. Troubleshooting Tips: : Check the SYNC relay for proper operation (Some times we relabel the spare relay on the SC-BAH or SCBAHR and some times we use a small contactor mounted on backplate). Also check the prints to see where the input RSYNC comes in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or SC-HDIO. RTBAB REDUNDANCY FAULT
Red. Access Input Fault
Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RTBAB input monitors NC contacts of relays TAB and BAB. If RACC1 input is ON (1) then input RACC2 should be ON (1). Hence RACC1 = RTAB. If RACC1 = 1, RTBAB should be 1, otherwise this fault is generated. If INUP = 0 and INDN = 0, RTBAB should be 1, otherwise this fault is generated. Else RTBAB should be 0, otherwise this fault is generated. ASME 2000 event. Troubleshooting: • Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for RACC1, RACC2) board. Otherwise replace SC-HDIO board. RUDX1 REDUNDANCY FAULT (Traction only)
Direction Input Fault
Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending on the direction of the car. Therefore the RUDX1 input must be active while the car is in motion and inactive when the car is stopped. Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX1/ASI5 input resistor on the SC-HDIO board (refer to prints). If 47 K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays. RUDX2 REDUNDANCY FAULT (Traction only)
Direction Input Fault
Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending on the direction of the car. Therefore the RUDX2 input must be active while the car is in motion and inactive when the car is stopped. Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX2/ASI6 input resistor on SC-HDIO board (refer to prints). If 47 K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays. RUDX3 REDUNDANCY FAULT (Traction only) Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending on the direction of the car. Therefore the RUDX3 input must be active while the car is in motion and inactive when the car is stopped. Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX3/ASI7 input resistor on SC-HDIO board (refer to prints). If 47 K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays. RUDX4 REDUNDANCY FAULT (Traction only) Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending on the direction of the car. Therefore the RUDX4 input must be active while the car is in motion and inactive when the car is stopped. Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX4/ASI8 input resistor on SC-HDIO board (refer to prints). If 47 K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays. RUFV REDUNDANCY FAULT (Hydro only)
Up Fast Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RUFV = 0 when USD = VEU = FUD = 1 and RUP= RH = 0. It also checks that RUFV = 1 when there is no demand to run the car Up. ASME 2000 Event. Troubleshooting: Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
RUP REDUNDANCY FAULT
Direction Input Fault
Description: A failure of a UP direction related input, relay or associated circuitry has been detected. Checks that the UP relay, UP relay activation circuits and RUP input are functioning as required. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If a direction is not invoked on either automatic or inspection operation, then the NC contact of the UP relay, that feeds input RUP, should be closed. Thus RUP = ON. Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board. RUSV REDUNDANCY FAULT (Hydro only)
RUSV Redundancy Fault
Description: Only for jobs with multiple valves. This logic checks input RUSV = 0 when SU, SD or RLULD = 1 and UPS = 1. It also checks that RUSV = 1 when there is no demand to run the car Up. ASME 2000 Event. Troubleshooting. Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. RWYE1, RWYE2, RWYE3 REDUNDANCY FAULTS(Hydro only)
Starter #1, #2, #3 Fault
Description: This function checks the status of a normally closed auxiliary contact of relay WYE (or A for Across the Line Starters). When the car is not running, we expect input RWYEX to be active (1). When we are running we expect input RWYEX to be OFF (0). A few jobs may have more than one WYE contactor (WYE1, WYE2, WYEX, etc). In this case, when a failure occurs, we display the number of the problematic contactor, ie. RWYE2 Redundancy Fault. ASME 2000 Event. Troubleshooting: First check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check for input RWYEX to be OFF (0, that is RWYE1=0) when we have a valid run command as determined by checking that inputs UNL=SAF= M1 = WYEX = RDELX (if wye-delta starter) = 1. If no run command, then RWYEX had better be = 1. Check voltage at top of associated input resistors on SC-SB2K-H. For those inputs that are ON, expect 5 VAC. For those inputs that are OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. SAFC REDUNDANCY FAULT
SAFC Redundancy Fault
Description: A failure of the safety string between input SAFC and input STOP has been detected. If SAFC = 0, STOP should be 0, otherwise this fault is generated. ASME 2000 event. Troubleshooting Tips: • Check wiring connections to terminals 18 and 20. • Check wiring connections to the IN-CAR STOP SWITCH. • Also check input resistors STOP and SAFC. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. SAFH REDUNDANCY FAULT
SAFH Redundancy Fault
Description: A failure of the safety string between input SAFH and input SAFC has been detected. If SAFH = 0, SAFC should be 0 , otherwise this fault is generated. ASME 2000 event. Troubleshooting Tips: • Check wiring connections to terminals 16, 17 and 18. • Check wiring connections to all safety devices between terminals 16, 17 and 18. • Also check input resistors SAFH and SAFC. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board. STARTER FAULT RELAY DROPPED (Hydro only)
Starter Fault Relay Dropped
Description: Indicates that the solid state starter has dropped the fault relay. ASME 2000 Event. Troubleshooting: For Solid State Starters Only. Confirm that the Fault Relay has truly dropped. If not, then check the wiring. Otherwise refer to the Starter Manufacturers manual. TEST REDUNDANCY FAULT
TEST Redundancy Fault
Description: A failure of the TEST/NORMAL switch, input or associated circuitry has been detected. ASME 2000 event. Troubleshooting: The switch can't be in the NORMAL and TEST positions at the same time. • If TEST = 0, meaning the switch is in the TEST position, IND should be 1, otherwise this fault is generated. • Check input resistors TEST and IND on the associated board (refer to prints). • Swap ribbon cables between SC-SB2K(-H), SC-HDIO. • If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages Scrolling Message
Special Event Message
UETS REDUNDANCY FAULT (Traction only)
Emer. Terminal Sw. Failure
Description: This fault is displayed when an inconsistency is detected between the Up Emergency Terminal Switches. ASME 2000 event. Troubleshooting: • Check the condition of the ETS switches. The UETS1/2 limit switches must operate simultaneously. • Check the wiring to the relay board (SC-SB2K(-H)) and IO board (SC-HDIO). • Verify UETS1 equals UETS2 and the car is in door zone. • Also check input resistors UETS1 and ASI2/UETS2 on the associated board (refer to prints). Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board. UFV REDUNDANCY FAULT (Hydro only)
Up Fast Valve Fault
Description: Input UFV checks the status of the up terminal speed reducing switches. We simply compare input UFV against input UTSRL. If UFV is not equal to UTSRL, we assert this fault. Hence these switches must open up simultaneously. ASME 2000 event. Troubleshooting: Check that the limit switches are opening within one second of each other as the car approaches the top terminal landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. UNL REDUNDANCY FAULT (Hydro only)
Direction Input Fault
Description: Input UNL checks the status of the UNL relay against the up normal limit switch when the doors are locked. We simply compare input UNL against input UNLS. If UNL is not equal to UNLSL, we assert this fault. Hence these switches must open up simultaneously. ASME 2000 Event. Troubleshooting: Check that both the limit switch and relay are activating/deactivating within one second of each other as the car approaches the top terminal landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO UP NORMAL LIMIT SWITCH OPEN
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. If SAF=1 and DLK=1 and the car is above the Up Normal Limit Switch (UNL=0), then this status is displayed. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Verify SAF=1 and DLK=1 and move the car below the Up Normal Limit (UNL=1). In most cases we simply need to move the limit switch further into the terminal. UPDIR REDUNDANCY FAULT (Traction only)
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Input UPDIR is created by the SC-BASE(-D) board and represents resolved direction from the speed sensor. ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Input UPDIR must always be the opposite of RUP. If the main processor detects that the resolved direction (UPDIR form SC-BASE(-D)) does not agree with the intended direction (RUP from MP2 / PCA), the system is shut down with the UPDIR redundancy fault. Check that the UP LED on the SC-BASE-D) is ON when car motion is up and OFF when car motion is down. Swap associated Ribbons cables between SC-BASE(-D) and SC-HDIO, check 95 and 96 signals (0 to 55VDC), swap SC-BASE(-D) or SC-HDIO. UPS REDUNDANCY FAULT
Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Determines if the up sense input (UPS) agrees with the intended direction (RUP) once the doors are closed and locked (DLK). ASME 2000 event. Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Once DLK is ON (1), if UPS is ON (1), then RUP must be OFF (0). If this is not the case, the system is shut down with the UPS redundancy fault. Check associated input resistors, swap boards or ribbon cables to correct. UTS REDUNDANCY FAULT (Hydro only)
UTS Redundancy Fault
Description: Only for solid state starters. This input validates that the “Up To Speed” (UTS) signal is low (OFF) when either WYE or DEL are OFF (0). If UTS is ON, we set this fault. For jobs with multiple starters, we have UTS1, UTS2, etc. ASME 2000 Event. Troubleshooting. Use diagnostics to check on status of WYE, DEL and UTS as above. Check voltage at top of associated input resistors on SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO. 2-25-04
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5.3.6.3 ELEVATOR POSITION - The underlined section in this display shows the current elevator position relative to the bottom. The number 1 denotes the lowest landing in the elevator system.
D NORMAL OPERATI PI 8 20:10110011
5.3.6.4 COMPUTER INTERNAL MEMORY - The underlined section in this display shows the computer's internal memory D NORMAL OPERATI address (2 digits) and the data (8 digits) at that address. The PI 8 20:10110011 colon character (:) separates the address from the data. The address is changed by first pressing the N pushbutton, then the + and ! pushbuttons. Each of the 8 data digits (flags) corresponds to a particular elevator signal or condition. There are 8 pieces of information about the elevator at each memory address. Each data digit is either 1 or 0. 1 indicates the signal or condition is ON and 0 indicates it is off. The Computer Internal Memory Chart (Table 5.4) indicates the meaning of these data digits at different addresses.
D NORMAL OPERATI PI 8 29:11110000
For example, the internal memory display might look like this:
The address on the display is 29; the data at that address is 11110000. To figure out what this means, simply match up the data digits with row 29 of the Computer Internal Memory Chart: Display Data: 1 Row 29: DNDO
1 LD
1 DPD
1 DDP
0 UPDO
0 LU
0 0 UPD UDP
Notice that the DNDO, LD, DPD and DDP signals are ON and the UPDO, LU, UPD and UDP signals are OFF. TABLE 5.4
Computer Internal Memory Chart FLAGS AND VARIABLES
ADD
8
7
6
5
4
3
10:
DOLMR
11:
TFAR
12:
2
1
PHER
DZR
DCR
UCR
DOLR
DBCR
CCR
NDSR
DOBR
GEUR
GEDR
FDCR
DHOR
DOIR
DCFR
DCPR
DOFR
LOTR
GHTR
HCTR
CCTR
SDTR
13:
DOCR
SER
DCLCR
CSBR
DCCR
NUDGR
NDGBPSR
DSHTR
20:
DOLM
PHE
DZ
DOL
DBC
DOB
GEU
GED
21:
TFA
DC
UC
CC
NDS
FDC
DHO
DOI
22:
DCF
DCP
DOF
LOT
GHT
HCT
CCT
SDT
23:
DOC
SE
DCLC
CSB
DCC
NUDG
NDGBPS
DSHT
24:
VCI
FRA
FCS
FRS
DNS
UPS
STD/R0
STU/R1
25:
SCE
FCCC
FCHLD
HLI
VCA
EXMLT
FWI
PIC
26:
LFP
UFP
NYDS
CCH
DIN
DPR
GTDE
GTUE
27:
HD
FCOFF
DHLD
IND
IN
DLKS
MLTP
MLTDO
28:
LLW
DLK
DDF
SUD
ISR
INCF
REAR
LLI
29:
DNDO
LD
DPD
DDP
UPDO
LU
UPD
UDP
2A:
DMD
DCB
UCB
CCB
DMU
DCA
UCA
CCA
2B:
TOS
MLT
VLT
SST
H
HSEL
DSH
RUN
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2C:
DZP
STC
SAF
HCR
HCDX
CCD
ISV
ISRT
2D:
TEMPB
UFQ
DZORDZ
FCSM
FRM
FRSS
FRAS
FRC
2E:
SD
SDA
DSD
BFD
SU
SUA
USD
TFD
2F:
FRBYP
FRON
HYD1_TRC0
ECC
CD
ECRN
EPR
PFG
30:
R4
R2
R3
FREE
DEADZ
DHLDI
PH1
NDGF
31:
CTLDOT
CTLF
CTL
ALV
EPSTP
AUTO
EPRUN
EPI
33:
API
SAB
TEST
DHENDR
DHEND
CTST
HOSPH2
HOSP
38:
HML
SLV
CCC
CNFG
DLI
DLW
LWCE
HLW
42:
COMMUNICATION TIME-OUT ERROR COUNT
43:
COMMUNICATION CHECKSUM ERROR COUNT
5.3.7
TROUBLESHOOTING USING THE COMPUTER'S INTERNAL MEMORY Examining the computer memory (as in the example above) is a useful step in troubleshooting elevator problems.It is possible to find out if the controller is receiving input signals correctly and if it is sending out the proper output signals. It is also possible to look up each of the computer output and input signals shown in the Job Prints. The following example illustrates how to use Tables 5.4 and 5.5to check a signal in the computer internal memory. Example problem: the photo eye will not cause the doors to reopen. Step 1:
Look at Table 5.5. Find the abbreviation or mnemonic for Photo Eye input. Table 5.5 shows that the mnemonic for Photo Eye input is PHE.
Step 2:
Look for PHE on Table 5.5. Table 5.5 gives an Address (Addr) and Position for each signal. This will show where to look for the signal on Table 5.4 and on the computer display. Table 5.5 shows that the Address of PHE is 20 and the Position is 7.
Step 3:
Notice on Table 5.4 that PHE is indeed in Position 7 on row 20.
Step 4:
Now that the Address and Position have been determined, look up the PHE signal on the computer. First, change the address on the display to address 20 (see Sections 5.3.2 and 5.3.3 for an explanation). Then, look at data bit number D NORMAL OPERATI 7 (from the right), which is underlined in the PI 8 20:10110000 following display:
This digit represents the computer's interpretation of the PHE signal. If the digit is 1, the computer thinks that the PHE signal is ON. If the digit is 0 (as shown above), the computer thinks that the PHE signal is OFF. This information can be used to find the source of the problem. The diagnostic display will show that the PHE input is ON when an obstruction is present which should interrupt the photo eye beam. If this is the case, checking the voltage present on the PHE terminal will show if the problem is inside or outside the controller.
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TABLE 5.5
Alphabetized Flags/Variables and Their Locations
FLAG
Definition
Addr Position
FLAG
Definition
Addr Position
ALV
Other car alive output
31
5
FRS
Fire phase 1 input
24
5
API
Alternate Parking Input
33
8
FRSS
Fire phase 1 flag
2D
3
AUTO
Emergency power auto output
31
3
FWI
Fire warning indicator output
25
2
BFD
Bottom floor demand flag
2E
5
GED
Gong enable down output
20
1
CC
Car call flag
21
5
GEDR
CCA
Car call above flag
2A
1
GEU
CCB
Car call below flag
2A
5
GEUR
CCC
Car call cancel input
38
6
GHT
Gong hold timer flag
22
4
CCD
Car call disconnect flag
2C
3
GHTR
Gong hold timer flag (rear)
12
4
CCH
Car call hold
26
5
GTDE
Gong timer down enable
26
2
CCR
Car call flag (rear)
11
5
GTUE
Gong timer up enable
26
1
CCT
Car call time flag
22
2
H
High speed output
2B
4
Car call time flag (rear)
12
2
HCDX
Hall call disconnect flag
2C
4
Car done flag
2F
4
HCR
Hall call reject flag
2C
5
Configuration error flag
38
5
HCT
Hall call door time flag
22
3
CCTR CD CNFG CSB CSBR CTL CTLDOT
Gong enable down output (rear)
10
1
Gong enable up output
20
2
Gong enable up output (rear)
10
2
Car stop switch bypass
23
5
HCTR
Hall call door time flag (rear)
12
3
Car stop switch bypass (rear)
13
5
HD
High speed delay flag
27
8
Car to lobby input
31
6
HLI
Heavy load input
25
5 1
Car to lobby door open timer
31
8
HLW
Heavy load weigher flag
38
CTLF
Car to lobby function
31
7
HML
Home landing input
38
8
CTST
Capture for test input
33
3
HOSP
In car hospital emergency input flag
33
1
DBC
Door close button input
20
4
33
2
DBCR
Door close button (rear)
10
4
Down call flag
21
7
DC
HOSPH2 Hospital emergency phase 2 flag HSEL
Hospital service select flag
HYD1-TR0 Hydro/Traction flag
2B
3
2F
6
DCA
Down call above flag
2A
3
IN
DCB
Down call below flag
2A
7
INCF
DCC
Door close complete flag
23
4
IND
Independent service input
27
5
Door close complete flag (rear)
13
4
ISR
In service and ready
28
4
In service truly flag
2C
1
In service flag
2C
2
DCCR DCF DCFR DCLC DCLCR DCP DCPR DCR
22
8
ISRT
12
8
ISV
Door close contact input
23
6
LD
Level down input
29
7
Door close contact input (rear)
13
6
LFP
Lower parking floor flag
26
8
Door close power output
22
7
LLI
Door close power output (rear)
12
7
LLW
Down call flag (rear)
Light load input
28
1
Light load weighing function input flag
28
8
11
7
LOT
Lobby door time
22
5
33
5
LOTR
Lobby door time (rear)
12
5
DDF
Double ding function flag
28
6
LU
Down direction preference flag
29
5
LWCE
DEADZ
Dead zone flag
30
4
MLT
DHEND
Door hold end
33
4
MLTDO
DHLD
Door hold input flag
27
6
DHLDI
Normal door hold input flag
30
3
Door hold open flag
21
2
Door hold open flag (rear)
11
2
DIN
Door open inactive
26
4
NDS
DLI
Dispatch Load Input
38
4
NDSR
DLK
Door lock input
28
7
NUDG
DLKS
Door lock store bit
27
3
NUDGR
DLW
Dispatch load weighing function
38
3
NYDS
DMD
Demand down flag
2A
8
PFG
DMU
Demand up flag
2A
4
Down direction output
29
8
DNDO
4 3
Door close function output
DDP
DHOR
27 28
Door close function output (rear)
DHENDR Door hold end rear
DHO
Inspection or access input Independent service car call cancel flag
MLTP
Level up input
29
3
Load weighing change enable flag
38
2
Motor limit timer flag
2B
7
Motor limit timer door open
27
1
Motor limit timer pilot flag
27
2
NDGBPS Nudging bypass flag
23
2
13
2
Nudging function flag
30
1
Hall door timer non-shorten
21
4
Hall door timer non-shorten (rear)
11
4
Nudging output
23
3
Nudging output (rear)
13
3
New York door shortening flag
26
6
Passing floor gong output
2F
1
PH1
Phase 1 return complete flag
30
2
PHE
Photo eye input
20
7
NDGBPSR Nudging bypass flag (rear) NDGF
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FLAG
Definition
Addr Position
FLAG
Definition
Addr Position
DNS
Down direction sense input
24
4
PHER
Photo eye input (rear)
10
7
DOB
Door open button input
20
3
PIC
PI correction flag
25
1
DOBR DOC
Door open button input (rear) Door open command
10 23
3 8
R2 R3
Absolute floor encoding #2 Absolute floor encoding #3
30 30
7 6
DOCR
Door open command (rear)
13
8
R4
8
DOF
Door open function output
22
6
REAR
Door open function output (rear)
12
6
DOFR DOI DOIR DOL DOLM DOLMR DOLR
Absolute floor encoding #4
30
Rear door flag
28
2
RUN
Run flag
2B
1
Door open intent flag
21
1
SAB
Sabbath input
33
7
Door open intent flag (rear)
11
1
SAF
Safety string input
2C
6 8
Door open limit input
20
5
SCE
Stepping correction enable
25
Door open limit memory flag
20
8
SD
Supervisory down flag
2E
8
Door open limit memory flag (rear)
10
8
SDA
Down direction arrow
2E
7
Short door time flag
22
1
Short door time flag (rear)
12
1
Safety edge input
23
7 7
Door open limit (rear)
10
5
SDT
DPD
Down previous direction
29
6
SDTR
DPR
Door protection timer flag
26
3
SE
DSD
Down slow down input
2E
6
SER
Safety edge input (rear)
13
DSH
Door shortening flag
2B
2
SLV
Stable slave flag
38
7
DSHT
Door shortening flag
23
1
SST
Soft stop timer flag
2B
5
Door shortening flag (rear)
13
1
STC
Stepping complete flag
2C
7
Door zone input
20
6
STD/R0
Step down input/absolute floor encoding #0
24
2
Front or rear door zone input
2D
6
STU/R1
Step up input/absolute floor encoding #1
24
1
DSHTR DZ DZORDZ DZP
Door zone previous
2C
8
SU
Supervisory up flag
2E
4
DZR
Door zone input (rear)
10
6
SUA
Up direction arrow
2E
3
ECC
Excess car calls flag
2F
5
TEMPB
Temporary bit
2D
8
ECRN
Emergency car run flag
2F
3
TEST
EPI
Emergency power input flag
31
1
TFA
EPR
Emergency power return
2F
2
TFAR
EPRUN
Emergency power run input
31
2
TFD
EPSTP
Emergency power stop input
31
4
TOS
EXMLT
External Motor Limit Timer
25
3
UC
FCCC
Fire phase 2 car call cancel
25
7
FCHLD
Fire phase 2 hold
25
FCOFF
Test switch input
33
6
Timing function active
21
8
Timing function active (rear)
11
8
Top floor demand flag
2E
1
Timed out of service flag
2B
8
Up call flag
21
6
UCA
Up call above flag
2A
2
6
UCB
Up call below flag
2A
6
Fire phase 2 off
27
7
UCR
Up call flag (rear)
11
6
FCS
Fire phase 2 input
24
6
UDP
Up direction preference
29
1
FCSM
Fire service phase 2 input memory
2D
5
UFP
Upper parking floor flag
26
7
FDC FDCR FRA FRAS FRBYP FRC
Door fully closed phase 2
21
3
UFQ
Up first qualifier flag
2D
7
Door fully closed phase 2 (rear)
11
3
UPD
Up previous direction
29
2
Alternate Fire service phase 1 input
24
7
UPDO
Alternate fire flag
2D
2
UPS
Up direction output
29
4
Up direction sense input
24
3
Fire phase 1 bypass input flag
2F
8
USD
Up slow down input
2E
2
Fire phase 2 flag
2D
1
VCA
Viscosity active
25
4
FREE
No demand and in service
30
5
VCI
Viscosity Input
24
8
FRM
Fire service phase 1 flag
2D
4
VLT
Valve limit timer
2B
6
FRON
Fire phase 1 on input flag
2F
7
5.3.8
TROUBLESHOOTING SPECIFIC PROBLEMS This section will describe how to solve some specific problems by using the computer panel. 5.3.8.1 PROBLEM: THE BFD/TFD ERROR MESSAGE IS FLASHING ON THE DISPLAY As shown in Table 5.2, the message means that there is either a Bottom Floor Demand or a Top Floor Demand. The controller is trying to establish the position of the car by sending it to either the bottom or top floor.
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NOTE: If the controller has the Absolute Floor Encoding feature, then the controller can establish the position of the car as soon as the car reaches any door zone. The car does not have to travel to a terminal landing to establish the position of the car.
It is normal for the BFD/TFD message to appear on the display right after power up, after the car is taken off Inspection, or after the COMPUTER RESET button is pressed. However, in all of these cases, the BFD/TFD message should be cleared quickly and then it should not be seen again as the car runs on Normal service. If the BFD/TFD message is flashing for no apparent reason, take the following steps: The first step in troubleshooting is to decide which of the following scenarios applies: Scenario A: The car is stuck at the bottom floor with the BFD/TFD error message flashing constantly. -ORScenario B: The car runs normally until it reaches the top floor, then the BFD/TFD error message flashes and the car goes to the bottom floor. When it reaches the bottom, the message is cleared and the car functions normally until it again reaches the top floor. -ORScenario C: The car runs normally until it reaches the bottom floor. Then the BFD/TFD error message flashes and the car goes to the top. After it gets there, the message is cleared and the car runs normally until it again reaches the bottom floor. WHAT TO DO FOR SCENARIO A: A Bottom Floor Demand should be cleared when all of the following conditions are met: 1.
The car is at the bottom and the Down Slow Down (DSD) input to the controller is OFF.
2.
The Door Zone (DZ) input to the controller is ON.
3.
The Door Lock (DLK) input to the controller is ON.
Look up the DSD, DZ and DLK signals in the computer memory (see Section 5.3.7 for an explanation). When the car is at the bottom floor with the doors locked, the correct values for these signals in the computer memory are as follows: DSD DZ DLK
= = =
0 (OFF) 1 (ON) 1 (ON)
If there is a different value for any of the 3 signals, check the wiring associated with that particular signal.
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For example, if the DSD signal is equal to 1 (ON) in the computer memory, inspect the DSD input wiring, including the Down Slow Down limit switch. The Down Slow Down switch contacts should be open when the car is at the bottom. WHAT TO DO FOR SCENARIO B: In this situation, the USD input is usually the problem. Look at the USD signal in the computer memory (Address 2E, Position 2). USD should be ON except when the car is at the top; then it should be OFF. If the signal is not following this rule, then inspect the wiring associated with the USD input, including the Up Slow Down limit switch. The Up Slow Down switch contacts should be open when the car is at the top. WHAT TO DO FOR SCENARIO C: In this situation, the DSD input is usually the problem. Look at the DSD signal in the computer memory (Address 2E, Position 6). DSD should be ON except when the car is at the bottom; then it should be OFF. If the signal is not following this rule, then inspect the wiring associated with the DSD input, including the Down Slow Down limit switch. The Down Slow Down switch contacts should be open when the car is at the bottom. 5.3.8.2 PROBLEMS WITH CALLS - See Section 6.3, for Call Logic and Troubleshooting of call circuits. 5.3.8.3 PROBLEMS WITH DOORS - See Section 6.2, which explains how to use computer memory to solve door problems. 5.3.9
SETTING PARAMETERS (OPTIONS) TO DEFAULT VALUES There are occasions when it is necessary to set the parameters (options) to their default values. Setting the parameters to their default values is usually required when: •
The MC-PCA and/or MC-PA software is changed (EPROMS changed), e.g. MC-PCA software changed from version 5.02.xxxx to version 5.03.xxxx.
•
RAM memory becomes corrupted. This sometimes happens due to lightening.
•
Changes to Communication Port settings on the MC-PCA require that the MC-PA parameters be set to their default values.
To set the MC-PCA parameters to their default values: 1. Place the car on Machine Room Inspection. 2. Place function switches F1, F3, F5 and F7 in the On (up) position. 3. Press all four pushbuttons (N, S, +, -) at the same time. 4. Using the settings shown in Appendix A, Original Programmed Values and the Record of Changes, reprogram the values that are different from the default values. To set the MC-PA parameters to their default values: 1. Place function switches A1, A3, A5 and A7 in the On (up) position. 2. Press the Reset button on the MC-PA board. 3. Keep function switches A1, A3, A5 and A7 in the On (up) position for about 30 seconds or until the CRT terminal reinitializes. 4. If you have a CRT terminal, verify that parameters are correct (security and/or CMS parameters must be reprogrammed).
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5.4
PROGRAM MODE This section will explain how to use Program mode. Enter Program mode by moving the F1 switch on the computer board to the up position. Program mode can be used to program the controller to meet the requirements of the elevator such as, the selection of stops and fire floors, or changing timer values and selecting options such as nudging. The PHC controller has already been programmed at MCE. Usually, the controller does not have to be programmed during the initial installation. Program mode can be used later to modify the elevator operation.
Program mode
Refer to the Programming Record in the Job Prints for a list of the options and values programmed into the controller at MCE. If you choose, you may copy these values into the space provided in Appendix A. NOTE: If any changes are made using Program mode, record them in writing for future reference (use Appendix A).
5.4.1
GENERAL DESCRIPTION OF PROGRAM MODE The car must be on Inspection before Program mode can be used. Messages will appear on the computer board display. Use the N and S pushbuttons below the display to find and select options and to change values. The next several subsections describe in detail how to use Program mode. 5.4.1.1 VIEWING MENUS ON THE LCD DISPLAY - All of the programmable options and features are divided into menus. The following is a list of all of the menus: • • •
Basic Features Menu Spare Inputs Menu Timer Menu
• • •
Gongs/Lanterns Menu Door Operation Menu Extra Features Menu
For each menu, there is a Menu Message on the display. To look at these Menu Messages, enter Program mode by moving the F1 switch to the up position. The Start Message will appear:
• •
Fire Service Menu Spare Outputs Menu
PROGRAM MODE PRESS N TO BEGIN
Press the N pushbutton, and release it.
The first Menu Message will appear: Press the N pushbutton again, the next Menu message will appear:
* BASIC FEATURES * * MENU * * FIRE SERVICE *
Hold down the N pushbutton, each Menu Message will appear, one at a time. Finally, the Start Message will appear again. THE COMPUTER
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5.4.1.2 VIEWING OPTIONS WITHIN A MENU - The options can be viewed inside a particular menu by pressing the S pushbutton when the Menu Message appears on the display. For example, to look at the options in the Door Operation Menu, first press the N pushbutton until the Door Operation Menu Message appears:
*DOOR OPERATION * * MENU *
NUDGING? YES
Press the S pushbutton. The following display will appear: To view the next option, press the N pushbutton. Hold down the N pushbutton to scroll through the options. Eventually the Menu Message will reappear, or to return directly to the Menu Message while the options are displayed, press the N and '+' pushbuttons at the same time. Press the S pushbutton to see the options for that same menu again, or press the N pushbutton to go on to the next menu. 5.4.1.3 CHANGING A VALUE - For each option that appears, the value can be changed by pressing the S pushbutton. While in the Timer, Spare Inputs and Spare Outputs menus, pressing and holding the S pushbutton for five seconds causes the display to scroll through the values at a faster rate. Also, in those same menus, pressing the S and '-' pushbuttons at the same time will cause the display to scroll backwards and pressing the S and '+' pushbuttons at the same will reset the option to NOT USED. To return directly to the Menu Message while the values or options are displayed, press the N and '+' pushbuttons at the same time. Going back to the previous example in which the Nudging option was on the display: Pressing the S pushbutton to changes Nudging to NO:
5.4.1.4 SAVING THE NEW VALUES - Whenever options or values are changed in Program mode, this information must be saved in the computer's memory. When the changes are complete, press the N pushbutton until the following message appears: Press the S pushbutton to save the changes and the following display will appear:
NUDGING? YES NUDGING? NO
* SAVE CHANGES? * * N=NO S=YES *
SAVE COMPLETE: N = CONTINUE
Now press the N pushbutton, and the Start Message will appear again. When programming is complete, move the F1 switch back to the down position. NOTE: If the values have not been saved, they will be lost when F1 is switched back to OFF (down) position. Make sure to keep an account of saved changes on the record provided in Appendix A. 5.4.1.5 RESTORING ORIGINAL VALUES - When using Program mode, if some values have been changed, but then you decide to go back to the old values, exit Program mode without saving the changes. Move the F1 switch back to the down position and the original values will be restored. 5.4.1.6 STEP-BY-STEP EXAMPLE - Table 5.6 is a step-by-step example of using Program mode. In this example, the Fire Phase 1 Alternate floor will be changed. Similar steps can be taken to change any option. 5-40
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TABLE 5.6 Using the Program Mode
Example: Changing Fire Phase 1 Alternate floor from 1 to 3 STEPS TO TAKE
DISPLAY MENUS AND SUB-MENUS
SECTION of MANUAL
Put car on Inspection
D INSPECTION OP PI 8 20:1011000
Flip F1 switch Up
PROGRAM MODE PRESS N TO BEGIN
Press N button for Next
*BASIC FEATURES* * MENU *
5.4.2
Press N button for Next
* FIRE SERVICE * * MENU *
5.4.3 FIRE SERVICE OPERATION? YES
5.4.3.1
Press N button for Next
FIRE PHASE 1 MAIN FLOOR = 1
5.4.3.2
Press N button for Next
FIRE PHASE 1 ALT. FLOOR = 2
5.4.3.3
Press S button to select next available value. If you pass the desired value, press S until the desired value appears again.
FIRE SVCE. CODE ALT. FLOOR = 3
5.4.3.3
Press N button for Next
FIRE SVCE. CODE XXXX
5.4.3.4
Press N button for Next
BYPASS STOP SW. ON PHASE 1? YES
5.4.3.5
Press S button for Select
Press N button to scroll through any remaining Fire Service sub-menus. Press N button for Next
* FIRE SERVICE * * MENU *
Press N button for Next
*DOOR OPERATION* * MENU *
Press N button for Next
* *
TIMER MENU
* *
5.4.4 5.4.5
Press N button for Next
*GONGS/LANTERNS* * MENU *
5.4.6
Press N button for Next
* SPARE INPUTS * * MENU *
5.4.7
Press N button for Next
* SPARE OUTPUTS* * MENU *
5.4.8
Press N button for Next
*EXTRA FEATURES* * MENU *
5.4.9
Press N button for Next
* SAVE CHANGES?* * N=NO S=YES *
Press S button to Save
SAVE COMPLETE: N= CONTINUE
Press N button for Next
PROGRAM MODE PRESS N TO BEGIN
Flip F1 switch Down and take car off of Inspection
The new options are stored and are now in effect.
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5.4.2
BASIC FEATURE MENU OPTIONS 5.4.2.1 SIMPLEX OR DUPLEX? - The controller has been programmed at the factory for either simplex or duplex capability. If the controller has simplex capability, it can only operate a single car as a simplex. The Simplex/Duplex option message will not appear on the display. If the controller has duplex capability, then it can operate a single car as a simplex, or it can be connected to a second PHC controller and the 2 controllers can operate 2 cars as a duplex. Both PHC controllers must have duplex capability for this arrangement to work. Also, the Simplex/Duplex option on each controller must be set to duplex. 5.4.2.2 OPERATION (DISPATCHING OPERATION) - For simplex operation, there are 3 dispatching operations to choose from: Selective Collective, Single Button Collective, or Single Automatic Pushbutton. Each operation is described below. Selective Collective - Choose this operation if there is an UP and DOWN button at each landing station except for the top floor (DOWN button only) and bottom floor (UP button only) and any number of calls can be registered at one time. Single Button Collective - Choose this operation if there is only 1 call button at each landing station and any number of calls can be registered at one time. Single Automatic Pushbutton - Choose this operation if there is only 1 call button at each landing station and only 1 call can be registered and/or serviced at a time. NOTE: If either Single Button Collective or Single Automatic Pushbutton operation is selected, then one of the spare output terminals should be used for an INDFRC output. This output is used to cut out the hall calls during Fire Service and Independent Service (see Section 5.4.8 for more details). Refer to the Job Prints for information on using the INDFRC output to cut out hall calls. For duplex operation, the dispatching scheme is always Selective Collective. Therefore, the Operation option message will not appear on the display if the duplex option has been selected. 5.4.2.3 TOP LANDING SERVED? (simplex) / TOP LANDING FOR THIS CAR? (duplex) Set this option to the highest floor served by this car. 5.4.2.4 CAR DOORS ARE WALK-THRU? (simplex) / THIS CARS DOORS WALK-THRU? (duplex) - Set this option to YES if independent (walk-through) doors are served by this car. 5.4.2.5 CAR SERVES FRNT/FLR 1? (simplex) /THIS CAR SERVES FRNT/FLR 1? (duplex) Setting this option to YES indicates that this car is eligible to serve a front opening at this floor. This option will continue to be asked until the top landing is reached. Press the '+' pushbutton to scroll through the available landings. Press the N pushbutton for the next option. 5.4.2.6 CAR SERVES REAR/FLR 1? (simplex) / THIS CAR SERVES REAR/FLR 1? (duplex) - Setting this option to YES indicates that this car is eligible to serve a rear opening at this floor. This option will not be displayed if option 5.4.2.4 is set to NO. This option inquiry
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will continue until the top landing is reached. Press the '+' pushbutton to scroll through the available landings. Press the N pushbutton for the next option. For a duplex, option inquiries for 5.4.2.4 through 5.4.2.6 must be answered for both cars. Each message will ask what the other car’s top landing is, if it serves rear floors, etc. Again, select YES if the other car of the duplex serves that floor and NO if the other car does not. Both controllers in a duplex need to be programmed with this information. 5.4.2.7 PARKING FLOOR - Any landing can be selected to be the parking floor. The car will go to the parking floor when it is free of call demand. In addition, there is a Parking Delay Timer that will cause a free car to wait for a short time before parking. The timer is adjustable, with a value between 0.0 minutes (no delay) and 6.0 minutes (see Section 5.4.5.10 for more details). If the parking feature is not needed, choose NONE when the Parking Floor option message is on the display. The car will stay at the last call answered. 5.4.2.8 ALT. PARKING FLOOR - This option is available only when the API input is programmed and a parking floor is set. Any landing can be selected to be the alternate parking floor. This car will go to the alternate parking floor when it is free of call demand and the API input is active. 5.4.2.9 SECONDARY PARKING FLOOR - This option is for duplex systems only. Any landing can be selected to be the secondary parking floor. The car will go to this floor when it becomes free of call demand and the other car is already parked at the first parking floor. It is acceptable to make the secondary parking floor the same as the first parking floor, if both cars are to park at the same floor. If a second parking floor is not needed, choose NONE when the Secondary Park Floor option message is on the display. Then, the first free car will go to the first parking floor, but the second car will stay at the last call answered. 5.4.2.10 LOBBY FLOOR - Any landing can be selected to be the Lobby Floor. When the car answers either a hall or car call at this floor, the doors will stay open until the Lobby Door Timer elapses (the Lobby Door Timer is adjustable, see Section 5.4.5.4). NOTE: The Lobby Floor is also used for CTL input. 5.4.2.11 CAR IDENTIFIER - This option is for duplex systems only. Its purpose is to specify which controller is assigned to car A and which controller is assigned to car B. This is primarily used for controllers that use a peripheral device such as a CRT. 5.4.2.12 NUMBER OF IOX BOARDS? - Program the number of HC-IOX boards installed in the controller (valid range is 0 to 4). 5.4.2.13 NUMBER OF I4O BOARDS? - Program the number of HC-I4O boards installed in the controller (valid range is 0 to 3). 5.4.2.14 NUMBER OF AIOX BOARDS? - Program the number of HC-AIOX boards installed in the controller (valid range is 0 or 1). 5.4.3
FIRE SERVICE MENU OPTIONS 5.4.3.1 FIRE SERVICE OPERATION? - If Fire Service operation is not required, then this option should be set to NO. Otherwise, if set to YES, the options below will appear on the LCD display. 5.4.3.2 FIRE PHASE 1 MAIN FLOOR - Any landing can be selected to be the Main Fire Return Floor for Fire Service.
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5.4.3.3 FIRE PHASE 1 ALT. FLOOR - Any landing can be selected to be the Alternate Fire Return Floor for Fire Service. 5.4.3.4 FIRE SVCE. CODE - The Fire Service Operation will conform to the selected fire service code. The fourteen different codes to choose from are: 1. 2. 3. 4. 5. 6. 7. 8.
CHICAGO (OLD) VET ADMIN (Veterans' Administration) NYC RS-18 ANSI A17.1 -89> CALIF. TITLE 8 HAWAII CSA B44-M90 34 PA CODE, CH. 7
9. CITY OF HOUSTON 10. AUSTRALIA 11. CITY OF DETROIT 12. MASSACHUSETTS 13. ANSI A17.1 85 - 88 14. CITY OF DENVER
15. 16.
CHICAGO 2001 A17.1-2000
5.4.3.5 FIRE PHASE I 2ND ALT. FLOOR - This option is available for Detroit Fire Code only. Any landing can be selected to be the 2nd alternate fire return floor. 5.4.3.6 BYPASS STOP SW. ON PHASE 1? - This option was added to keep the stop switch from being bypassed on Fire Phase I. With this option set to NO, the CSB output will not come ON as the car is returning on Fire Phase I. 5.4.3.7 HONEYWELL FIRE OPERATION? (YES/NO) - This option is only available if the FIRE SVCE. CODE option is set to AUSTRALIA (see section 5.4.3.4). If this option is set to YES then the Australia fire code will conform to Honeywell’s requirements. If this option is set to NO then the controller will conform to standard Australia code. 5.4.3.8 NEW YORK CITY FIRE PHASE 2 AND ANSI 89? (YES/NO) - This option is only available if the FIRE SVCE. CODE option is set to ANSI A17.1 89 (see section 5.4.3.4). If this option is set to YES then the ANSI A17.1 89 Fire Code will conform to New York City Fire Code requirements when on Fire Phase 2. If this option is set to NO then the controller will conform to standard ANSI A17.1 89 Fire Code. 5.4.3.9 WHITE PLAINS, NY FIRE CODE? - This option is only available if the FIRE SVCE. CODE option is set to ANSI17.1 89 (see Section 5.4.5.4). The city of White Plains requires that if fire phase one is still in effect, the car can exit fire phase two regardless of the position of the doors. Setting this option to YES will comply with this requirement. 5.4.3.10 MASS 524 CMR FIRE CODE? (YES/NO) - This option is only available if the “FIRE SVCE. CODE” option is set to “A17.1 - 2000". If this option is set to YES, the ASME A17.12000 fire code will conform to the Massachusetts 524 CMR requirements. If this option is set to NO, the controller will conform to the standard ASME A17.1-2000 code. 5.4.4
DOOR OPERATION MENU OPTIONS 5.4.4.1 NUDGING? - This option causes Nudging Operation to occur when the doors are prevented from closing. During Nudging Operation, the controller will turn ON the NUDG output, to signal the door operator to close the doors at a reduced speed. The NUDG output will stay ON for the amount of time the Nudging Timer is set, and then cycle off for the same amount of time. This cycle will continue until the doors have become fully closed. The NUDG output can also be used to activate a buzzer. The PHE (Photo Eye) input will be ignored during nudging, if the Stuck Photo Eye Protection option has been selected (see Section 5.4.4.2). A Safety Edge or Door Open Button input will stop the doors from closing, but will not reopen the doors fully. Nudging Operation will begin when the Nudging Timer elapses. The Nudging
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Timer starts when the regular door timer elapses. The Nudging Timer is adjustable, with a value between 10 and 60 seconds (see Section 5.4.5.5). 5.4.4.2 STUCK PHOTO EYE PROTECTION? - This option causes the controller to ignore the PHE (Photo Eye) input and to close the doors. The PHE input will be ignored when the Nudging Timer elapses, if the Nudging option is selected or when the Time Out of Service Timer elapses, whichever comes first. If the Nudging option is not selected, then the PHE input will be ignored when the Time Out of Service Timer elapses (see Section 5.4.5.6 for more details). If the Stuck Photo Eye Protection option is not selected, a PHE input that is stuck ON will keep the doors open indefinitely. 5.4.4.3 SEQUENTIAL DOOR OPER. (F/R)? - This option is available only if independent rear doors are present. If this option is set to YES then the front and rear doors of the car do not open at the same time. Whenever the controller receives a front and rear call to the same landing, the car will, upon reaching that landing, first open the front doors and close them, then open the rear doors and close them. The default is to open the front doors first unless the rear doors have already started to open. 5.4.4.4 CAR CALL CANCELS DOOR TIME? - If this option is selected, pressing a car call button when the doors are fully open will cause the doors to start closing. There is one exception. If the car is stopped at a floor, pressing the car call button for that same floor will not cause the doors to close, but will cause the doors to reopen if they are in the process of closing. 5.4.4.5 NUDGING DURING FIRE PH. 1? - If this option is selected, the controller will turn ON the NUDG output while the doors are closing during Fire Phase 1. The NUDG output signals the door operator to close the doors at a reduced speed. This option is useful for elevators that do not have mechanical safety edges. During Fire Phase 1, all smoke sensitive reopening devices must be disabled. This includes photo eyes and other devices that use infrared beams. If there are no other reopening devices active, then the doors should be closed at reduced speed. 5.4.4.6 RETIRING CAM OPTION? - This option should be selected for elevators with retiring cams. This option affects the car only when it is sitting at a floor. Without this option, the controller will wait until the doors are closed and locked before it turns OFF the door close signal. However, if the elevator has a retiring cam, the doors will not be locked until the retiring cam is activated. If this option is selected, the controller will turn OFF the door close signal when the doors are closed instead of waiting for the doors to be locked. More precisely, the controller will turn OFF the door close output signal (DCF) when the DCLC (Doors Closed Contact) input is ON or when the DCL (Door Close Limit) input is OFF, instead of waiting for the DLK (Door Lock) input to turn ON. 5.4.4.7 PRE-OPENING? - If this option is selected, the controller will begin to open the doors just before the car completely stops at a floor. More precisely, the controller will turn ON the DOF (Door Open Function) output signal when the DZ (Door Zone) input turns ON. Typically, the DZ input first turns ON when the car is about 3 inches away from the final stopping point. This option is not recommended for elevators that may spend an extended period of time in leveling.
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5.4.4.8 MECHANICAL SAFETY EDGE? - If this option is selected, the Nudging Operation will cycle until the doors are fully closed. Otherwise, the nudging function will operate continuously to comply with code requirements where a door reopening device is not used (see Section 5.4.4.1 for more details). 5.4.4.9 NUDGING OUTPUT/BUZZER ONLY? - If this option is selected with the Nudging option, the NUDG output will be activated when the Nudging Timer elapses. However, if either the Mechanical Safety Edge or the Door Open button is activated, the doors will stop and reopen fully. If this option is not selected, the doors will simply stop under these circumstances, but will not reopen fully. This option may be useful when only a nudging buzzer is required, but the actual Nudging Operation is not needed (see Section 5.4.4.1 for more details). 5.4.4.10 D.C.B. CANCELS DOOR TIME? - When the doors are fully open, this option will cancel any pre-existing door time and cause the doors to start closing when the Door Closed button is pressed. 5.4.4.11 LEAVE DOORS OPEN ON PTI/ESS? - With this option set and either the Power Transfer (PTI) input or the Elevator Shutdown Switch (ESS) input selected and active, once the car has stopped at a floor, the doors will remain open instead of cycling closed. 5.4.4.12 NUDGING DURING FIRE PHASE 2? - If this option is selected, the controller will turn ON the NUDG output while the doors are closing during Fire Phase 2. The NUDG output signals the door operator to close the doors at reduced speed. 5.4.4.13 DIR. PREFERENCE UNTIL DLK? - This option causes the car to maintain its present direction preference until the doors are fully closed. Otherwise, the direction preference is maintained only until the door dwell time expires. 5.4.4.14 FULLY MANUAL DOORS? - Set this option to YES whenever the doors are opened and closed manually versus automatically. 5.4.4.15 CONT. D.C.B. TO CLOSE DOORS? - When this option is set to YES, the doors will remain open while the car is at a landing until the Door Close button is pressed. While the Door Close button is pressed, the doors will continue to close. If the Door Close button is released before the doors have closed fully, the door will re-open. 5.4.4.16 CONT. D.C.B. FOR FIRE PH 1? - When set to YES, the doors will remain open when the car goes on Fire Phase 1 until constant DCB forces them closed. 5.4.4.17 MOMENT. D.O.B. DOOR OPENING ? - This option is used to require the momentary pressure on the Door Open Button (DOB) to open the doors. If set to NO, momentary pressure on the DOB is not required to open the doors when the car reaches a landing. The doors open automatically in response to a call. 5.4.4.17.1 MOMENT D.O.B. FOR: (FRONT CALLS/ REAR CALLS/ BOTH CALLS) Choose whether front calls, rear calls or both calls need momentary D.O.B.
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C
FRONT CALLS - this option necessitates that DOB be pressed when the car responds to front door calls. Rear door calls are not affected.
C
REAR CALLS - this option necessitates that DOB be pressed when the car responds to rear door calls. Front door calls are not affected.
C
BOTH CALLS - this option necessitates that DOB be pressed when the car responds both front and rear door calls.
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5.4.4.17.2 MOMENT D.O.B. FOR: (HALL CALLS/ CAR CALLS/ ALL CALLS) - Choose whether hall calls, car calls or all calls need momentary D.O.B.
C
HALL CALLS - this option necessitates that DOB be pressed when the car responds to hall calls. Car calls are not affected.
C
CAR CALLS - this option necessitates that DOB be pressed when the car responds to car calls. Hall calls are not affected.
C
ALL CALLS - this option necessitates that DOB be pressed when the car responds to both hall calls and car calls.
5.4.4.18 DOORS TO OPEN IF PARKED: (NONE/FRONT/REAR/BOTH) - If set to NONE, the doors remain closed while the car is parked. When set to FRONT, REAR, or BOTH, the corresponding doors automatically open and remain open while the car is parked. This option is available only if a parking floor is programmed in the Basic Features menu. BOTH option is not available if the car is programmed for sequential door operation. See Section 5.4.4.3 for more details. 5.4.4.19 DOORS TO OPEN ON MAIN FIRE? - The choices for this option are FRONT, REAR and BOTH. This option determines which door(s) should open once the car has completed a Main Fire return (only if option 5.4.2.4 is set to YES). 5.4.4.20 DOORS TO OPEN ON ALT FIRE? - The choices for this option are FRONT, REAR and BOTH. This option determines which door(s) should open once the car has completed an Alternate Fire return (only if option 5.4.2.4 is set to YES). 5.4.4.21 LEAVE DOORS OPEN ON CTL? - When set to YES, and the CTL (car to lobby) input is active, once the car has returned to the lobby, the doors will remain open instead of cycling closed. 5.4.4.22 LIMITED DOOR RE-OPEN OPTION - Once the doors begin to close after a door dwell time has expired, if a re-opening device input (PHE or SE) is seen, this option will allow the doors to re-open as long as the re-opening device is active. Once the re-opening device is inactive, the doors will immediately begin to close again. Without this option set, in this same case, the doors will re-open fully for a short door time and then close. 5.4.4.23 REDUCE HCT WITH PHOTO EYE - This option will cause a normal hall call time to be shortened to a short door time if a photo eye input is seen. 5.4.4.24 LEAVE DOORS OPEN ON EPI - When set to YES, and EPI (Emergency Power) input is active, once the car returns to the emergency power return floor, the doors are left open instead of cycling closed. 5.4.4.25 DOORS TO OPEN IF NO DEMAND: (NONE/FRONT/REAR/BOTH) - When set to NONE, the doors remain closed when the car is at a landing with no demand. When set to FRONT, REAR, or BOTH, the corresponding doors automatically open and remain open when the car is at a landing with no demand. BOTH option is not available if the car is programmed for sequential door operation. See Section 5.4.4.3 for more details. 5.4.4.26 CONST. PRESS OP. BYPASS PHE? - This option is used to indicate if Constant Pressure Operations, such as Independent Service, Attendant Service, or if the Constant Pressure Door Close option is set to YES, should bypass the Photo Eye when the Photo Eye is active and there is a demand to close the doors and move the car. When set to YES, the car will bypass the Photo Eye and nudge the doors closed. When set to NO, the car will not bypass the Photo Eye; the doors will remain open until the Photo Eye is cleared. THE COMPUTER
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5.4.4.27 DOOR TYPE IS HORIZONTAL / VERTICAL - This option is used to indicate if the doors open horizontally or vertically. When set to vertical, requires constant pressure on the door close button (DCB) to shut the doors when exiting Fire Phase 2 away from the recall floor with Fire Phase 1 active (ASME A17.1 requirement). 5.4.4.28 FRONT DOOR MECH. COUPLED? YES/ NO - Set to YES if the front car gate is mechanically coupled to the hallway doors. To satisfy A17.1-2000 code requirements, this option is used to qualify the HD Redundancy fault when the Retiring Cam Option (Section 5.4.4.6) is set to YES and this option is set to YES. 5.4.4.29 REAR DOOR MECH. COUPLED? YES/ NO - Set to YES if the rear car gate is mechanically coupled to the hallway doors. To satisfy A17.1-2000 code requirements, this option is used to qualify the HDR Redundancy fault when the Retiring Cam Option (Section 5.4.4.6) is set to YES and this option is set to YES. 5.4.4.30 PREVENT DCP TIL DOORS CLOSE? - When this option is set to YES, the DCP output will not be generated until the doors close and a demand is present. Set this option to YES when it is required that the doors be fully closed before asserting DCP, e.g., when DCP is used to power the retiring cam RC relay, DCP should be asserted only after the doors have fully closed as indicated by the DCL input. 5.4.4.31 MOMENT. D.C.B TO CLOSE DOORS? YES/NO - When this option is set to “YES” a momentary push on the door close button is required to allow the doors to close while on normal operation. 5.4.4.32 DOORS TO LATCH DOF? FRONT/REAR/BOTH/NONE - This option would maintain the Door Open Function on the selected doors continuously as long as a door closing command is absent. 5.4.4.33 DOORS TO LATCH DCF? FRONT/REAR/BOTH/NONE - This option would maintain the Door Close Function on the selected doors continuously as long as a door opening command is absent. 5.4.4.34 INV. DOOR CLOSE LIMIT? NONE/ FRONT/ REAR/ BOTH - Set this option for doors that require inverted door close limit input logic (DCL and/or DCLR). When this option is set, the DCL and/or DCLR inputs must be active when the doors are closed and inactive when the doors are open. 5.4.5
TIMER MENU OPTIONS 5.4.5.1 SHORT DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the doors will stay open after being reopened by the Photo Eye, Safety Edge or Door Open button. 5.4.5.2 CAR CALL DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the doors will stay open when the car stops to answer a car call. 5.4.5.3 HALL CALL DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the doors will stay open when the car stops to answer a hall call. 5.4.5.4 LOBBY DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the doors will stay open when the car stops to answer either a hall call or a car call at the Lobby Floor. The location of the Lobby Floor is programmable (see Section 5.4.2.6).
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5.4.5.5 NUDGING TIMER (Range: 10-240 Seconds) - This timer is used only if the Nudging option is selected. Door Nudging Operation will begin when the Nudging Timer elapses. The Nudging Timer will start when the regular door timer elapses (see Section 5.4.4.1 for details). 5.4.5.6 TIME OUT OF SVCE. TIMER (Range: 15-240 Seconds or NONE) - This timer is used to take a car out of service when the car is held at one floor excessively when there are calls registered at other floors. The timer will start when there is a call registered at another floor. If the timer expires before the car closes its doors and begins to move, then the car will become out of service. Typically, this occurs when the doors are held open by continuous activation of the photo eye, a call button, or another reopening device. When NONE is selected, no Time Out of Service timing is performed. When the timer expires, the Timed Out of Service Indicator on the MC-PCA-OA-2K board will turn ON. The controller will ignore the PHE (Photo Eye) input, if the Stuck Photo Eye Protection option is selected. In duplexes, the car's assigned hall calls will be assigned to the other car. When the car closes its doors and begins to move again, it will go back into Normal service. 5.4.5.7 MOTOR LIMIT TIMER (Range: 1.0 - 6.0 Minutes) - This timer starts whenever the controller attempts to move the car in the up direction and is reset when the car reaches its destination floor. If the timer expires before the car reaches its destination, the controller stops trying to move the car up, to protect the motor. The car will then lower to the bottom floor and shutdown. The Motor/Valve Limit Timer Indicator on the MC-PCA-OA-2K board will turn ON. 5.4.5.8 VALVE LIMIT TIMER (Range: 1.0 - 6.0 Minutes) - This timer starts whenever the controller attempts to move the car down, and is reset when the car reaches its destination floor. If the timer expires before the car reaches its destination, the controller will stop trying to move the car, in order to protect the valves. The Motor/Valve Limit Timer Indicator on the MC-PCA-OA-2K board will turn ON. 5.4.5.9 DOOR HOLD INPUT TIMER (Range: 0-240 Seconds) - This timer will be used only if there is a DHLD (Door Hold) input on the controller (see Section 5.4.7). Usually, a Door Hold Open button will be connected to this input. This timer determines the amount of time that the doors will stay open when the door hold open button is pressed. The timer will be canceled and the doors will begin to close, if either the Door Close button or a Car Call button is pressed. If a Door Hold Key switch (instead of a button) is connected to the DHLD input, this timer value should be set to 0, so that the doors will close when the switch is turned to the OFF position. 5.4.5.10 PARKING DELAY TIMER (Range: 0.0-6.0 Minutes) - This timer is used only if a parking floor is selected (see Sections 5.4.2.7 and 5.4.2.8). The timer starts when the car is free of call demand. The car will not park until the timer elapses. 5.4.5.11 FAN/LIGHT OUTPUT TIMER (Range : 1.0-10.0 Minutes) - Used with the FLO output. This timer sets the amount of time that will pass before the FLO output will be activated. The time will start when the car becomes inactive. The FLO output should be connected to a relay that when activated, will turn OFF the fan and light within the car. 5.4.5.12 HOSPITAL EMERG. TIMER (Range : 1.0-10.0 Minutes) - This timer sets the amount of time that the car will remain at the hospital emergency floor with the doors open before automatically returning to normal service (refer to Section 5.4.9.15). 5.4.5.13 DOOR OPEN PROTECTION TIMER (Range 8 - 30 Seconds) - This timer determines how long the door operator will attempt to open the doors. If DOL does not go low within this time, the doors will then begin to close.
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5.4.5.14 CTL DOOR OPEN TIMER (Range: 2.0 - 60.0 seconds) - This timer is used to indicate how long the doors should remain open after lowering to the lobby floor when the CTL spare input is activated. 5.4.5.15 DOOR BUZZER TIMER (Range: 0 - 30 Seconds) - This timer determines the length of time the door buzzer sounds before the doors are automatically closed. 5.4.6
GONGS/LANTERNS MENU OPTIONS 5.4.6.1 MOUNTED IN HALL OR CAR? - This option determines when the lanterns and gongs will be activated, as the car slows into the floor for hall mounted fixtures or after the door lock opens for car mounted fixtures. If both types of lanterns will be used, then the Hall option is recommended. 5.4.6.2 DOUBLE STRIKE ON DOWN? - This option causes a double strike of the lanterns and gongs, if the direction preference of the car is down. 5.4.6.3 PFG ENABLE BUTTON? (Passing Floor Gong Enable Button) - If this option is selected, the Passing Floor Gong will only be operative when initiated by a momentary pressure pushbutton. Once initiated, the Passing Floor Gong will operate for the current direction of travel but will be rendered inoperative when the car reverses direction. The PFGE spare input (see Section 5.4.7) should also be selected if this option is turned ON. 5.4.6.4 EGRESS FLOOR ARRIVAL GONG? / MAIN EGRESS FLOOR # - To program this option (Michigan Code), set one of the spare outputs to EFG. Then, set EGRESS FLOOR ARRIVAL GONG? to NO (no gong) or press S to select the floor number where the gong should activate (after the door lock opens). If S is pressed, the display will read MAIN EGRESS FLOOR #1. Press S until the desired floor number is displayed.
5.4.7
SPARE INPUTS MENU OPTIONS There is 1 additional or spare input terminal available on the Relay board, marked SP1. There are also 8 spare input terminals on the HC-IOX board(s) and 16 spare input terminals on the HC-I4O board(s). The maximum number of terminals possible is 49. Any of these spare inputs (SP1, SP2, ...) may be used for any of the input signals listed below.
2AB
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SPARE INPUTS MENU OPTIONS Monitoring input for the 2AB relay coil.
ABI
Alarm Bell Input. This input monitors the car through the CRT or with CMS software. There are three conditions that will display a warning on the screen. First, if the Alarm Button is pressed when the car is stopped outside of the door zone. Next, if the Alarm Button is pressed four times in 60 seconds without the car moving. And lastly, if the car fails to complete an LSA movement check after being idle for 10 minutes at a landing. All of these failures will alert the monitoring station through the PA board.
ALV
Alive Input - This input is used in a duplex configuration and is received from the other car. If the input is on for this car, it states that the other car is powered. This input is used in emergency power applications.
API
Alternate Parking Input. This input is used to determine whether to park at the primary parking floor, or at the alternate parking floor. When API is low, the car will park at the primary floor. When API is high, the car will park at the alternate floor.
ATS
Attendant Service Input.
AUTO
Emergency Power Auto Selection Input. This input is for duplexes only.
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SPARE INPUTS MENU OPTIONS AXR BAB
Auxiliary Reset Input - Usually connected to a pushbutton on a controller to reset redundancy error conditions. Monitoring input for the BAB relay coil.
BSI
Building Security Input - This input is used to activate MCE Security when the Master Software Key (in the Extra Features Menu) is set to ENABLED.
CCC
Car Calls Cancel Input - Activation of this input will unconditionally cancel car calls. Because this input has no logical qualification in the software, it is highly suggested that necessary qualification be done in external circuitry (e.g., disable the signal feeding this input when on fire phase II).
CNP
Contactor Proof Input - This input is used for redundancy checking. It monitors the main power contactors. If any of these relays fail to open in the intended manner, the CFLT relay will pick, dropping the safety relays.
CTF
Car to floor Input - This input is used to return the car to a previously selected floor. The return floor is selected using the parameter CAR TO FLOOR RETURN FLOOR in the EXTRA FEATURES MENU. When activated, this input will cause the car to immediately become non-responsive to hall calls, and will prevent the registration of new car calls. The car will be allowed to answer all car calls registered prior to activation of the CTF input. Once all car calls have been answered, the car will travel to the return floor, perform a door operation, and will be removed from service.
CTL
Car-to-Lobby Input - When activated, this input will cause the car to immediately become non-responsive to hall calls, and will prevent the registration of new call calls. The car will be allowed to answer all car calls registered prior to activation of the CTL input. Once all car calls have been answered, the car will travel to the lobby landing, perform a door operation, and will be removed from service.
CTST
Capture for Test Input.
DCL
Door Close Limit Input - Breaks when the car door is approximately 1 inch from being closed. DCL input will be low once the doors fully close. Moving the door approximately 1 inch will reapply power to the DCL input due to the switch making up. Needed for CSA code with door lock bypass.
DCLC
Doors Closed Contact Input.
DHLD
Door Hold Input for Normal Service (not for Fire Service.) A Door Hold button or key switch can be connected to this input (see Section 5.4.5.9 for more details).
DHLDR
DHLD for Rear Doors.
DLI
Dispatch Load Input - A load weigher device can be connected to this input. When the input is activated, the door dwell time will be eliminated when the elevator has an up direction at the Lobby Floor.
DNI
Down Input (Attendant Service).
DPM
Front Door Position Monitoring - Makes when the car door is approximately 1 inch from being closed. DPM input is active once the door fully closes. Moving the door approximately 1 inch removes power from the DPM input due to the switch opening.
DPMR
Rear Door Position Monitoring - Makes when the car door is approximately 1 inch from being closed. DPMR input will be active once the door fully closes. Moving the door approximately 1 inch will remove power from the DPMR input due to the switch breaking.
DSTI
Door Stop Input.
DSTIR
DSTI for rear doors.
ECRN
Emergency Car Freeze Input - This input is used with EMP-OVL product and will cause the car to freeze, allowing others cars to return on emergency power.
EMSC
Emergency Medical Switch Car.
EMSH
Emergency Medical Switch Hall.
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SPARE INPUTS MENU OPTIONS
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EPI
Emergency Power Input (see Section 5.4.9.4 for more details).
EPR
Emergency Power Return Input - This input is used with the EMP-OVL product and allows the car to return to the lobby landing on emergency power.
EPRUN
Emergency Power Run Input.
EPSTP
Emergency Power Stop Input.
ERU
Emergency Return Unit Input
ESS
Elevator Shutdown Input - When this input is activated, the car stops at the next landing in the direction of travel, cycles the doors and shuts down.
EXMLT EXMLTC
External Motor Limit Timer Complimented EXMLT Input. This input provides reverse logic for the EXMLT function. EXMLT operation is initiated when this input goes low.
FCCC
Fire Phase 2 Call Cancel Button Input.
FCHLD
Fire Phase 2 Switch HOLD Position Input.
FCOFF
Fire Phase 2 Switch OFF Position Input.
FRAA
Fire Phase 1 Alternate (2nd alternate) Input.
FRAON
Fire Phase 1 Alternate Switch ON Position Input.
FRBYP
Fire Phase 1 Switch BYPASS Position Input.
FRON
Fire Phase 1 Switch ON Position Input.
FRON2
Fire Phase 1 Switch ON Position Input (additional input - same as FRON).
FRSA
Alternate Fire Service - normally active input. When this input goes low, Alternate Fire Service operation is initiated and the FWL output (Fire Warning Light) will flash.
FRSM
Main Fire Service - This is a normally active input. When this input goes low, Main Fire Service operation is initiated and the FWL output (Fire Warning Light) will flash.
GS
Gate Switch Input - Makes up when the car door is approximately 1 inch from fully closed. With the car door closed, there should be power on the GS input.
GSR
Gate Switch Rear Input.
HD
Hoistway Door Contact - Monitors the state of the contacts in the landing door lock string. Power will be present on the HD input when all landing doors are closed and locked.
HDR
Hoistway Door Contact Rear - HD for rear doors.
HEATD
Heat Detector Input.
HLI
Heavy Load Input - A load weigher device can be connected to this input. When the input is activated, the controller will not answer hall calls.
HML
Home Landing Input - This input is used with the primary parking feature and will determine whether the car will park or not.
HOSP INA
Hospital Emergency Operation Input. Monitoring input for the INAX relay coil.
IRCOF
Front Infra Red Cutout. - This is a normally active input. When this input goes low, the infra red detector signal is ignored for the front door only and the door will always close at reduced torque and speed, i.e., nudge closed unless the door requires a constant door close button signal to close. In this case the door will close at full speed.
IRCOR
Rear Infra Red Cutout - This is a normally active input. When this input goes low, the infra red detector signal is ignored for the rear door only and the door will always close at reduced torque and speed, i.e., nudge closed unless the door requires a constant door close button signal to close. In this case the door will close at full speed.
LLI
Light Load Input - A load weigher device can be connected to this input (see Section 5.4.9.5 for more details).
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SPARE INPUTS MENU OPTIONS LOS
Low Oil Switch - (PHC controllers) - This input is connected to a level switch in the oil reservoir. Once activated, the car will immediately lower to the bottom landing and cycle the doors. To clear this condition, the car must be put on inspection and then back into normal operation, or the RESET button must be pressed.
LWB
Load Weigher Bypass - This input is used to bypass the load weigher inputs (LLI, HLI, OVL and DLI).
NSI
Non-Stop Input (Attendant Service)
OVL OVL2
Overload Input. Overload 2 Input. While on Fire Phase II, when the car is stopped at a landing with the doors open, activation of this input will hold the doors open until the overload condition is cleared by deactivating the input (only used for the ANSI A17.1-2000 fire code).
PFGE PSS
Passing Floor Gong Enable Input (see Section 5.4.6.3). Pressure Switch Input. When activated (low), this input will cause the elevator to stop immediately.
PTI
R2AB
Power Transfer Input - When this input is activated, it causes the car to stop at the next landing in the direction of travel, open the doors and shut down. This input is typically used with Emergency Power when transferring from normal power to emergency power (testing) or emergency power to normal power. Redundancy monitoring input from the 2AB relay contact.
R5, R4, R3, R2 RBAB
Floor Encoding Inputs - These inputs are required for jobs with absolute floor encoding. See Section 5.4.9.2 for more information about floor encoding inputs. Redundancy monitoring input for the BAB relay contact.
RDEL2
Redundancy Delta-Contactor For Starter #2 - Validates the Delta-Contactor has dropped. This input should be programmed in a multi-starter system with two or more starters where the second starter is configured for Wye-Delta starting.
ASME A17.12000
RDEL3 ASME A17.12000
Redundancy Delta-Contactor For Starter #3 - Validates the Delta-Contactor has dropped. This input should be programmed in a multi-starter system with three starters where the third starter is configured for Wye-Delta starting.
RDFV
Redundancy Down Fast Valve. This input should always be active unless the down fast valve is powered.
RDSV
Redundancy Down Slow Valve. This input should always be active unless the down slow valve is powered.
REO RINAX
Re-Open Input. Redundancy monitoring input for the INAX relay contact
RM2
Redundancy M-Contactor For Starter #2 - Validates the M-Contactor has dropped. This input should be programmed in a multi-starter system with two or more starters where the Second starter is configured to utilize an M-Contactor. Not to be used with a Solid State Starter.
ASME A17.12000
RM3 ASME A17.12000
RPLT ASME A17.12000
Redundancy M-Contactor For Starter #3 - Validates the M-Contactor has dropped. This input should be programmed in a multi-starter system with three starters where the third starter is configured to utilize an M-Contactor. Not to be used with a Solid State Starting. Redundant Pilot Relay - Indicates the status of the PLT Relay. Used only for multi starter systems.
RSYNC
Redundancy monitoring input for the SYNC relay contact.
RUFV
Redundancy Up Fast Valve. This input should always be active unless the up fast valve is powered.
RUSV
Redundancy Up Slow Valve. This input should always be active unless the up slow valve is powered.
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RWYE2 ASME A17.12000
RWYE3 ASME A17.12000
Sabbath Operation Input. This input is used to select Sabbath Operation. This mode will move the car through the hoistway, stopping at landings that are programmed in the Extra Features Menu.
SE
Safety Edge - Activating this input will open the doors. The doors will remain open as long as this input is active.
SIMP
Simplex Input - Activation of this input will cause the car to behave as a simplex. As a simplex, the car will respond to hall calls registered on its own call circuitry (it will not accept hall calls assigned to it by another controller connected to it) and will perform its own parking function (independent of the other controller).
STARTIN
Start Input - The STARTIN input is used for the START position of the three position fire phase two switch for Australian jobs. When activated, it will cause the front and rear doors to close. The car will not proceed to answer car calls during fire phase two until the STARTIN input has been activated.
SYNCI
Synchronization Input - (PHC controllers) - Momentary activation of this input will initiate the jack synchronization function. This function is intended to equalize hydraulic pressure in systems that utilize more than one piston to move the car(generally two). When appropriate (the car is idle), the car will be taken to the bottom landing. The down normal limit switch is bypassed by activation of a relay connected to the SYNC output, and the car is moved at slow speed in the down direction. The down slow valve circuits are energized for 30 seconds to ensure that the car has been lowered all the way to the buffer. Once this timer elapses the car is moved back up to the bottom landing.
TEST
TEST Switch Input. This input monitors the TEST/NORM Switch located on the Relay Board to differentiate between Test and Independent Operation. This input is normally high and will go low when the switch is placed in the Test position.
UPI
Up Input (Attendant Service).
UNLS
Up Normal Limit Switch - This input indicates the actual status of the Up Normal Limit Switch.
ASME A17.12000
UTS1 ASME A17.12000
UTS2 ASME A17.12000
Motor #1 Up To Speed - Up to speed indication for the first motor. This input should be programmed only in a system where the first starter is configured to utilize Solid State starting. Motor #2 Up To Speed - Up to speed indication for the second motor. This input should be programmed only in a multi-starter system with two or more starters where the second starter is configured to utilize Solid State starting.
ASME A17.12000
Motor #3 Up To Speed - Up to speed indication for the third motor. This input should be programmed only in a multi-starter system with three starters where the third starter is configured to utilize Solid State starting.
VCI
Viscosity Control Input.
WLD
Emergency Dispatch Input.
UTS3
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Redundancy Wye-Contactor For Starter #3 - Validates the Wye-Contactor has dropped. This input should be programmed in a multi-starter system with three starters where the third starter is configured to utilize Wye-Delta or Across The Line starting only.
SAB
ASME A17.12000
5-54
Redundancy Wye-Contactor For Starter #2 - Validates the Wye-Contactor has dropped. This input should be programmed in a multi-starter system with two or more starters where the second starter is configured to utilize Wye-Delta or Across The Line starting only.
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5.4.8
SPARE OUTPUTS MENU OPTIONS There are 8 spare output terminals on an HC-IOX board. The maximum number of spare outputs possible is 32, 8 on each HC-IOX board. Any of these spare outputs may be used for any of the output signals listed below. SPARE OUTPUTS MENU OPTIONS 900
Car Call Cancellation Output - This output is generated at the time of registration of a car call. This output is used to comply with specific handicap codes (barrier-free codes) that require an audible acknowledgment of car call registration
ABZ
Attendant Service Buzzer Output.
CCDE
Car Call Disconnect Enable Output - This output comes ON when the car calls are canceled during PHE anti-nuisance operation
CCT
Car Call Time Flag Output - This flag is activated upon normal response and cancellation of a car call, and remains active until the car call door dwell time elapses or is canceled.
CD
Car Done on Emergency Power Output - This output is active when the car has finished returning on emergency power or when it has been determined that the car cannot lower.
CFLT
This output is currently used for Canadian Standards Association (CSA) code only. If this is the applicable code for the installation, please refer to the Compliance Report included with the job.
CGED
Car Gong Enable Down Output.
CGEDR
CGED for rear doors Output.
CGEU
Car Gong Enable Up Output.
CGEUR
CGEU for rear doors Output.
CGF CHBPO
Car Generated Fault Output. This output is active whenever a door is being bypassed (car gate or hoistway door for both the front and rear sides).
CSB
Car Stop Switch Bypass Output.
CSEO
Code Sequence Enable Output. Formerly called SCE (Security Code Enable). This output will be ON during the time a security code is being entered to register a car call while on MCE’s Standard Security.
CSR
Car Selected to Run Output - This output is generated when the car is selected to run on emergency power phase 2 (via the AUTO or EPRUN input).
CTLDOT
Car-to-Lobby Door Open Timer Output - This output is generated upon completion of the car to lobby function (the car has returned to the lobby landing, the doors have opened, and the CTL door timer has expired).
DBZF
Front Door Buzzer - Prior to automatic closing of the front doors, this output will be active for the length of time determined by the Door Buzzer Timer.
DBZR
Rear Door Buzzer - Prior to automatic closing of the rear doors, this output will be active for the length of time determined by the Door Buzzer Timer.
DEL2
Delta output for Starter #2 - Starter control signal for the second starter. This output should always be programmed in a multi-starter system with two or more starters.
ASME A17.12000
DEL3 ASME A17.12000
Delta output for Starter #3 - Starter control signal for the third starter. This output should always be programmed in a multi-starter system with three starters.
DHEND
Door Hold End Output. This output will turn ON five seconds prior to when the Door Hold Timer expires.
DHENDR
Door Hold End Rear Output. This output will turn ON five seconds prior to when the Door Hold Rear Timer expires.
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DHO
Door Hold Output - This output indicates that the doors are being held open by the door hold input function (the DHLDI input is active, or the timer associated with the door hold function has not yet elapsed).
DLOB
Door Left Open Bell Output.
DNO
Down output (Attendant Service).
DO1,
DO2, DO4, DO8, DO16, D032 Binary coded P.I. outputs for digital P.I. devices.
DSH
Door Time Shortening Output (intermediate) - This output is generated whenever a destination car call button is pressed (this action causes the shortening of the door dwell time if the doors are fully open).
DSHT
Door Time Shortening Front Output (final) - This output is generated if either a destination car call button is pressed, or if the door close button for the front doors is pressed
DSHTR
Door Time Shortening Front Output (rear) - This output is generated if either a destination car call button is pressed, or if the door close button for the rear doors is pressed.
ECRN
Emergency Power Car Run Output - This output is associated with the emergency power logic. Activation of this output indicates that the car is being prevented from running by the emergency power operation logic.
EFG
Egress Floor Gong Output.
EMSB
Emergency Medical Service Buzzer Output
EMSIC
Emergency Medical Service Indicator Car Output.
EMSIH
Emergency Medical Service Indicator Hall Output.
EP1
Emergency Power Phase 1 Output - This output is generated when the system is in the first phase of emergency power (the sequential lowering phase).
EP2
Emergency Power Phase 2 Output- This output is generated when the system is in the second phase of emergency power (the normal running of a car on emergency power generators).
FIR1
Fire Service Phase I output - This output is activated during Fire Service Phase I operation.
FLASH
Flash output - This output turns ON and OFF at 0.5 second intervals.
FLO
Fan/Light Operation Output - This output is used to turn OFF the fan and the light within the car. The output is usually OFF. It is turned ON after the Fan/Light Timer elapses. The timing starts when the car becomes inactive.
FRC
Fire Service Phase 2 Output.
FRM
Fire Service Phase 1 Output.
FSA
Fire Service Alternate Output.
FSM
Fire Service Main Output.
FSO
Fire Service On Output.
FSVC
True Fire Service Output. This input is used to indicate when the car is on Fire Service Phase One or Two.
FWL
Fire Warning Light Output - This output is used to indicate when the car is on Fire Phase 1 or 2. It will flash if the Machine Room or Hoistway fire sensor is active.
HCP
Hall call pushed output - This output is active whenever a hall call button is pressed. It is only activated for the amount of time that the button is being pressed.
HCR
Hall Call Reject Output.
HDSC
Heat Detector Shutdown Complete Output.
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SPARE OUTPUTS MENU OPTIONS HLW
Heavy Load Weigher Output - This output will be generated when the car is heavy loaded, shown by the HLI input (see Section 5.4.7).
INDFRC
Independent Service/Fire Service Phase 2 Output - This output is needed for all elevators with either Single Button Collective or Single Automatic Pushbutton Operation (see Section 5.4.2.2). This output will be used to cut out hall calls during Fire Service and Independent Service.
ISRT
In Service and Running Output. This output reflects the car’s ability to respond to hall calls(the ISRT status). ISRT is active when the car’s status is such that it can answer hall calls.
ISV
In Service Output.
IUL
In Use Light output - This output activates when the car is in use, e.g., the car is in motion or the doors are open.
LLW
Light Load Weigher Output - This output will be generated when the LLI input is activated and the required number of car calls have been registered (see Section 5.4.9.5 for more details).
M2
M output for Starter #2 - Starter control signal for the second starter. This output should always be programmed in a multi-starter system with two or more starters.
ASME A17.12000
M3 ASME A17.12000
M output for Starter #3 - Starter control signal for the third starter. This output should always be programmed in a multi-starter system with three starters.
MISV
Mechanically In Service Output.
MLT
Motor Limit Timer Elapsed Output
MLTP
Motor Limit Timer Elapsed Output (not activated by EXMLT).
NCD
Car Not Done with Emergency Power Return Output - This output may only be used if the elevator has Emergency Power Operation (see Section 5.4.9.4).
OFR
One Floor Run Output - This output is generated when the car initiates a run and remains active until the car encounters the first door zone in its movement (the output is active while traversing the first floor height in its direction of travel).
OFRP
One Floor Run Programmable. This output will be active while making one-floor runs between adjacent floors designated in the Extra Features Menu.
OFRT
One Floor Run Terminal. This output will be active when the car is making a one-floor run toward a terminal landing (in the down direction from the second to the bottom landing or in the up direction from the second highest landing to the top landing.) OFRT will have a redundancy monitoring input (ROFRT) required for hydros which are A17.12000 compliant.
OLW
Overloaded Car Threshold Output - This output is set when the threshold value considered to be unsafe to move the elevator is reached. When this threshold is exceeded, the car will remain at the floor with doors open.
PH1
Fire Service Phase 1 Return Complete Output - This output is most often used as a signal to activate the machine room sprinklers.
PRIFLG
Priority Service Output - This is to indicate to the emergency power overlay which car should be selected to run if it is on emergency/priority service.
SEC
Security Code Incorrect - When the building's elevator security is on, this output will turn on for five seconds when an incorrect security code is entered.
SIMPO
Simplex Output - This output comes on when the SIMP input is activated or when Simplex Operation is chosen through KCE (if available).
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SPARE OUTPUTS MENU OPTIONS SYNC
Synchronization Output - (PHC controllers) - This output is used to bypass the down normal limit switch to allow the car to be moved to the buffer at leveling speed. The computer generates the down direction output (DNDO) to move the car in the down direction. This output will be generated for 10 seconds to allow the car to move completely onto the buffer. Once this time elapses, the computer will generate the up direction output to move the car in the up direction at leveling speed, until the car reaches the bottom landing dead zone. At this time the up direction travel is initiated and the SYNC output is turned OFF, removing the bypass around the down normal limit switch.
TOS
Time Out of Service Output.
UPO
Up Output (Attendant Service).
VEU
Up Valve Enable - Up valve control signal. Activates when all motors are up to speed. This output should always be programmed in a multi-starter system.
ASME A17.1-2000
WLDI
Wildop Indication Output - This output is generated if the car is in emergency dispatch mode of operation (i.e., if the hall call bus fuse is blown and emergency dispatching is activated).
WYE2
Wye output for Starter #2 - Starter control signal for the second starter. This output should always be programmed in a multi-starter system with two or more starters.
ASME A17.1-2000
WYE3 ASME A17.1-2000
5.4.9
Wye output for Starter #3 - Starter control signal for the third starter. This output should always be programmed in a multi-starter system with three starters.
XPI1 XPI7
Auxiliary Position Indicators 1 thru 7. These outputs behave identically to the standard PI1 - PI7 outputs except that the XPI1 - XPI7 outputs are disabled on Inspection or during Fire Service Phase I and II.
XSDA
Auxiliary Supervisory Down Arrow - This output behaves identically to the standard SDA output except that the XSDA output is disabled on Inspection and during Fire Service Phase I and II.
XSUA
Auxiliary Supervisory Up Arrow - This output behaves identically to the standard SUA output except that the XSUA output is disabled on Inspection and during Fire Service Phase I and II.
ZADJ
Zero Adjust - This output is used to cause the analog load weigher to perform its zero adjust procedure. The output is generated once every 31 hours or whenever the car is idle at the bottom floor for 30 seconds.
EXTRA FEATURES MENU OPTIONS 5.4.9.1 PI OUTPUT TYPE - Choose either 1 WIRE PER FLOOR or BINARY-CODED PIs, depending on the inputs required by the P.I. device itself. 5.4.9.2 FLOOR ENCODING INPUTS? - If this option is selected, whenever the car is in a door zone the computer checks the floor code inputs and corrects the P.I., if necessary. The code inputs are provided by the landing system (refer to the Job Prints). Refer to R4, R3, R2 in Section 5.4.7. 5.4.9.3 ENCODE ALL FLOORS? - This option is only available when the Floor Encoding option is programmed to YES. This option indicates at what landing the Absolute Floor Encoding values begin. When set to YES, then every landing must have AFE code values, including the terminal landings. When set to NO, then only intermediate landings must have AFE code values.
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5.4.9.4 EMERGENCY POWER OPERATION? / EMERGENCY POWER RETURN FLOOR If this option is selected, the controller will put the elevator into Emergency Power Operation when the controller receives the Emergency Power Input (EPI) signal. During Phase 1 of Emergency Power Operation, the car will be moved to the emergency power return floor. In a duplex controller, each car will be moved to the emergency power return floor, one at a time. During Phase 2 of Emergency Power Operation, if the car's Emergency Power Run (EPRUN) input is activated, the car will run normally. Otherwise, the car will remain at the emergency power return floor and will not respond to any calls. For a simplex controller, the car's EPRUN input is sometimes connected to a switch, so that the input can be turned ON and OFF. For a duplex controller, both cars’ EPRUN inputs are usually connected to a Run Selection switch. The position of this switch determines which car will run during Phase 2 of Emergency Power Operation. Often there is an AUTO position on the Run Selection switch connected to the AUTO input on both controllers in a duplex. If the AUTO input is activated, then one car will be automatically selected to run during Phase 2 of Emergency Power Operation. For example: If one car happens to be out of service when the operation begins, the other car will be automatically selected to run. If the Emergency Power option is selected, then the appropriate spare inputs should be selected also (see Section 5.4.7). 5.4.9.5 LIGHT LOAD WEIGHING? / LIGHT LOAD CAR CALL LIMIT - This option is only used when the Light Load Weigher Input is activated (refer to Section 5.4.7, LLI spare input). To program this option, activate the LLI input. Then, set LIGHT LOAD WEIGHING? to NO or press S to select the maximum number of car calls registered before all the car calls are canceled. If S is pressed, the display will read LIGHT LOAD CAR CALL LIMIT. Press S until the desired number is displayed. 5.4.9.6 PHOTO EYE ANTI-NUISANCE? / CONSEC STOPS W/O PHE LIMIT - When this option is ON, the car calls will cancel if the Photo Eye input has not been activated after a programmed number of consecutive stops. The number of consecutive stops must be programmed before the car calls will cancel. To program this option, set PHOTO EYE ANTINUISANCE? to NO or press S to select the number of consecutive stops. If S is pressed, the display will read CONSEC STOPS W/O PHE LIMIT. Press S until the desired number is displayed. 5.4.9.7 PERIPHERAL DEVICE? - If this option is set to YES, it allows for various peripheral devices to be used. Currently the controller has 2 Communication Ports that can be programmed. Press N to select the media for COM Port 1. The display will read PA COM1 MEDIA. One of the following media may be selected: • SERIAL CABLE • MODEM • LINE DRIVER • NONE Press N again to select the peripheral device that will be connected to COM Port 1. The display will read PA COM 1 DEVICE. One of the following peripherals may be selected: • • •
CRT - NO KEYBOARD (color or monochrome) CRT AND KEYBOARD (color or monochrome) PERSONAL COMP. (to be used with CMS or as a graphic display)
If one of the CRT options was selected, the next option will be COLOR CRT? Select YES if you have a color CRT or NO if you have a monochrome CRT. If PERSONAL COMPUTER was THE COMPUTER
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selected as the peripheral device, the next option will be FUNCTION. Select CMS or GRAPHIC DISPLAY. A similar set of options will be displayed for COM Port 2. Each Communication Port (COM 1 and COM 2) must be programmed for a device and a media according to the particular job specifications to allow the particular peripheral device to operate properly. 5.4.9.8 AUTOMATIC FLOOR STOP OPTION? / AUTOMATIC STOP FLOOR #? - When this option is set to a specific floor number, the car will automatically stop at that floor if the car is in motion. 5.4.9.9 CC CANCEL W/DIR REVERSAL? - This option will cause all of the previously registered car calls to be canceled whenever a direction reversal is detected. 5.4.9.10 CANCEL CAR CALLS BEHIND CAR? - If this option is set to YES and the car has a direction arrow (SUA/SDA), no car calls can be registered behind the car's current position. For example: If a car is at the fifth floor moving down, no car calls can be registered from sixth floor and above. 5.4.9.11 CE ELECTRONICS INTERFACE? - This option allows information such as position and arrival gong outputs to be provided for a CE electronics device. This option is to be used with the CE2242 CE Electronics Interface board which provides a 3-wire serial interface to CE electronic fixtures. 5.4.9.12 MASSACHUSETTS EMS SERVICE? / EMS SERVICE FLOOR # - This option is provided in the state of Massachusetts only. This option is key-operated and provides immediate car service for Massachusetts Emergency Medical Service personnel. 5.4.9.13 MASTER SOFTWARE KEY - This option is a board-level control of the security system. MCE’s Standard Security is initiated by the Master Software Key. There are three possible settings for the Master Software Key: ACTIVATED, ENABLED or DEACTIVATED.
C C C
If set to ACTIVATED, Security is initiated. If set to ENABLED, Security is initiated only if the Building Security Input (BSI) is turned On. If set to DEACTIVATED, Security is deactivated regardless of the status of the BSI input.
5.4.9.14 PI TURNED OFF IF NO DEMAND? - Setting this option to YES will allow the PI outputs to turn OFF if the car has been inactive for an adjustable time (from 1 to 10 minutes). 5.4.9.15 HOSPITAL EMERG. OPERATION? - This option calls any eligible in-service elevator to any floor on an emergency basis. If this installation has Hospital Emergency Service Operation, a hospital emergency call switch will be installed at each floor where this service is desired. When the hospital emergency momentary call switch is activated at any floor, the hospital emergency call registered light will illuminate at that floor only, and the nearest available elevator will respond to the hospital emergency call. All car calls within the selected car will be canceled and any landing calls which had previously been assigned to that car will be transferred to the other car. If the selected car is traveling away from the hospital emergency call, it will slow down and stop at the nearest floor without opening the doors, reverse direction, and proceed nonstop to the hospital emergency floor. If the selected car is traveling toward the hospital emergency floor, it shall proceed nonstop to that floor. At the time of selection, if the 5-60
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car happens to slow down for a stop, it will stop without opening the doors and then start immediately toward the hospital emergency floor. When the car reaches the hospital emergency floor, it will remain with doors open for a predetermined time interval. After this interval has expired, if the car has not been placed on in-car Hospital Emergency Service Operation, the car will automatically return to normal service. A hospital emergency key switch will be located in each car operating station for selecting incar Hospital Emergency Service Operation. Upon activation of the key switch, the car will be ready to accept a call for any floor, and after the doors are closed, will proceed nonstop to that floor. Returning the key switch to the normal position will restore the car to normal service. Either car selected to respond to a hospital emergency call will be removed from automatic service and will accept no additional calls, emergency or otherwise, until it completes the initial hospital emergency function. If both cars are out of service and unable to answer an emergency call, the hospital emergency call registered light will not illuminate. Four outputs are available on the first HC-CI/O board used for the hospital emergency service calls. Hospital Emergency Operation (HEO) will flash once the car has been selected to respond to a hospital emergency call and will remain flashing until the in-car hospital switch is returned to normal or the time interval that the car must wait for the in-car switch to be turned ON expires. Hospital Emergency Warning Indicator (HWI) will remain steadily ON for a car on Independent Service when the hospital call is registered. Hospital Emergency Select (HSEL) will remain steadily ON, indicating that the car has been selected to answer a hospital call, until the in-car hospital switch is turned ON or the time interval expires. Hospital Emergency Phase 2 (HOSPH2) will remain ON, indicating that the car has arrived at the floor where the hospital call was registered, until the in-car hospital switch is returned to normal or the time interval that the car must wait for the in-car switch to be turned ON expires. If you do not have Hospital Emergency Service Operation, set this option to NO by pressing the S pushbutton. Then, press the N pushbutton to exit this option. If you have Hospital Emergency Service Operation, set this option to YES by pressing the S pushbutton. Press the N pushbutton to continue. The following display will appear: If you want Hospital Emergency Service to this landing, then set this option to YES by pressing the S pushbutton (press S again to set the option to NO). Press the '+' pushbutton to scroll through the available landings. Press the N pushbutton to continue. If this car has rear doors, then the following will be displayed:
HOSPITAL CALLS FRNT/FLR1? YES
HOSPITAL CALLS REAR/FLR1? YES
Press the '+' pushbutton to scroll through the available landings. The computer will continue to present these options for each floor, up to the top floor. Press the N pushbutton to exit the Hospital Emergency Service option. 5.4.9.16 FIRE BYPASSES HOSPITAL? - Set this option to YES if Hospital Service is used for VIP, Priority or Commandeering Service. Set this option to NO if Hospital Service is truly used for Hospital Service. 5.4.9.17 HIGH SPEED DELAY AFTER RUN? - Setting this option will insert a fixed delay (3 seconds) between the completion of a run and the initiation of the next run. This option should THE COMPUTER
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be used in applications in which an immediate “stop/start” is undesirable. Under most “normal” circumstances, the initiation of a run is delayed by the time required for the door operation. In some cases, however, the car may stop and start immediately in the absence of a door operation (example: a direction reversal upon being assigned a hall call while the car is parking). 5.4.9.18 SABBATH OPERATION - If you do not have Sabbath Operation, set this option to NO by pressing the S Pushbutton. Then, press the N pushbutton to exit this option. If you have Sabbath Operation, set this option to YES by pressing the S pushbutton. Press the N pushbutton to continue. The following display will appear:
“FRONT UP STOP AT FLOOR 1?” If you want to set the car to stop at this floor while traveling in the UP direction, change NO to YES by pressing the S pushbutton (press S again to set this option to NO). Press the + pushbutton to increment floor value to the next landing. Continue until all of the desired front UP stops are set to YES. Press the N pushbutton to proceed to the next eligibility map. If there are no walk through doors on this controller, then the rear eligibility maps will not display. In order, the next eligibility maps are as follows:
“REAR UP STOP AT FLOOR 1?” “FRONT DOWN STOP AT FLOOR 2?” “REAR DOWN STOP AT FLOOR 2?” Remember that the + pushbutton increments the floor value to the next landing. And that the N pushbutton will proceed to the next eligibility map. 5.4.9.19 LEVELING SENSOR ENABLED/DISABLED - If this option is set to disabled, the LFLT ON, LFLT OFF and DZ STUCK errors will not be generated. 5.4.9.20 KCE ENABLE / DISABLE - The KCE Enable is set to ON when ENABLE is selected or OFF when DISABLE is selected from the menu display. 5.4.9.21 ANALOG LOAD WEIGHER? NONE / MCE / K-TECH - This option enables the analog load weigher logic and selects the type of learn operation to be performed, depending on the type of load weigher installed. 5.4.9.22 IND. BYPASS SECURITY? YES / NO - This option determines if Elevator Security is bypassed when the car is on Independent Service (available only when Security is enabled). 5.4.9.23 ATS. BYPASS SECURITY? YES / NO - This option determines if Elevator Security should be bypassed when the car is on Attendant Service (available only when Security and Attendant Service are enabled). 5.4.9.24 CAR TO FLOOR RETURN FLOOR - This option determines the floor to which the car will be returned when the CAR TO FLOOR input is activated (see CTF in Spare Inputs Menu Options).
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5.4.9.25 SCROLLING SPEED (SLOW / NORMAL / FAST) - Menu options which are too long to be fully displayed on the LCD display are scrolled. This option determines the scrolling speed. 5.4.9.26 LOW OIL SWITCH CONTACT (N.O. / N.C.) - This option should be set according to the type of low oil switch used (normally open or normally closed). 5.4.9.27 OFRP BETWEEN FLRS - This option indicates the floors in between which the OFRP spare output would trigger. 5.4.10 ASME A17.1 2000 FEATURES MENU 5.4.10.1 HOISTWAY ACCESS? (YES/NO) - Set this option to YES on elevators with Hoistway Access operation. 5.4.10.2 NUMBER OF MOTOR STARTERS = (1-3) - Indicates the total number of starters for this car. 5.4.10.3 MIN. NUMBER OF MOTORS = (1-3) - Set the minimum number of starters required to run. This option is only available for multi-starter controllers. 5.4.10.4 SOFT-STOP TIMER = (NONE / 0.1-1.0 SEC.) - The soft-stop timer will cause the pump to continue to operate for the programmed amount of time after the elevator has stopped to allow the valves to fully close. 5.4.10.5 STARTER #1 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE) - Select the appropriate type of starter. Applicable to starter #1. 5.4.10.6 STARTER #2 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE / NONE) Select the appropriate type of starter. Applicable to starter #2. 5.4.10.7 STARTER #3 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE / NONE) Select the appropriate type of starter. Applicable to starter #3. 5.4.10.8 Y-D TRANSFER TIMER = (1.0-8.0 SEC.) - Represent the amount of time that the motor will run with a Wye contactor before switching to the Delta contactor. Set this option only for starters with WYE-DELTA configuration. 5.4.10.9 UP TO SPEED TIMER = (1.0-8.0 SEC.) - Represent the amount of time that the controller will wait to allow the motor to accelerate to nominal speed. Set this option only for starters with ACROSS THE LINE or SOLID STATE configuration. 5.4.10.10 Y-D OPEN TRANSN. TIMER = (150-500 MSEC.) - Represent the time delay in picking the Delta contactor after the dropping of the Wye contactor. Set this option only for starters with WYE-DELTA configuration. 5.4.10.11 M CONTACTOR INSTALLED? (YES/NO) - Set this option to YES only for starters with M Contactors. Option not available for SOLID STATE starters. 5.4.10.12 STARTER CONFIG: (SEQUENTIAL / SIMULTANEOUS) - This option is only available for multi-starter Hydraulic systems. If the SEQUENTIAL option is set the starters will start in a sequential fashion to reduce inrush current. If the SIMULTANEOUS option is set then all starters in the system will start at the same time.
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5.4.10.13 MULTIPLE VALVES? (YES/NO) - Set this option to YES when using multiple valves. 5.4.10.14 SPEED > 150 FPM? (YES/NO) - This option must be set to YES on ASME A17.12000 code compliant hydraulic elevators with speeds exceeding 150 FPM. When on Inspection operation, running at high speed is prevented by disabling the FUD output.
5.5
EXTERNAL MEMORY MODE External Memory mode can be used to view memory addresses in the external RAM on the MC-PCA-OA-2K board. The external memory address is denoted by the letters DA (Data Address). The ability to view the external memory can also be helpful for diagnosing and troubleshooting the elevator system. The Computer External Memory Chart (Table 5.7) shows the meaning of the data digits at different addresses.
5.5.1
GETTING INTO EXTERNAL MEMORY MODE External Memory mode is initiated by placing the F2 switch in the up position (see Figure 5.1). The following is a description of the LCD display format and the function of the N, S, +, and ! pushbuttons during External Memory mode. External Memory mode
5.5.2
FUNCTION OF N PUSHBUTTON The N pushbutton (see Figure 5.1) allows for the advancement of the computer memory address, which is displayed on the EXTERNAL MEMORY DA.1234:10110011 second line of the LCD display. For example, for this display, pressing the N pushbutton once (hold it for 1-2 seconds) will cause the 1 in the address 1234 to begin blinking. By continuing to press the N pushbutton, the 2 in the address 1234 will begin to blink. The cycle will continue while the N pushbutton is being pressed. Once the digit needed to be changed is blinking, the address can then be modified. The data (8 digits) that correspond to the external memory address is displayed to the right of the address. This data display will change as the memory address changes.
5.5.3
FUNCTION OF S PUSHBUTTON The S pushbutton (see Figure 5.1) ends the ability to change the address by stopping the digit from blinking. If the S pushbutton is not pressed, the selected digit will stop blinking automatically after 20 seconds.
5.5.4
FUNCTION OF + PUSHBUTTON The + pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected by the N pushbutton. If the + button is pressed, the selected digit is incremented by one. The data display will also change as the address changes. For example, if the 2 of the address 1234 is blinking, pressing the + pushbutton once will change the address from 1234 to 1334. Pressing the + pushbutton several more times will change the address to 1434, 1534, 1634, etc., up to 1F34 and then back to 1034.
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5.5.5
FUNCTION OF – PUSHBUTTON The – pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected by the N pushbutton. If the – pushbutton is pressed, the selected digit is decrement by one. The data display will also change as the address changes. For example: If the 2 in the address 1234 is blinking, pressing the – pushbutton once will change the address from 1234 to 1134. Pressing the – pushbutton several more times will change the address to 1034, 1F34, 1E34, etc.
5.5.6
TROUBLESHOOTING USING EXTERNAL MEMORY MODE By using the computer's External Memory mode, it is possible to find out if the controller is receiving call signals correctly, as well as HC-IOX board input and output signals. 5.5.6.1 The following example illustrates how to use Table 5.7 to check a signal in the computer’s external memory. Example problem: The DHLD (Door Hold Open Switch) input will not cause the doors to stay open. DHLD is programmed for the Spare 5 input. Step 1:
Find SP5 in Table 5.7 (next page). Notice that the Address of SP5 is 02AF and the Position is 4.
Step 2:
Look up the signal on the computer. Change the address on the display to Address 02AF (see Section 5.5). Look at data bit number 4 (from the right), which is underlined in the following display:
EXTERNAL MEMORY DA.02AF:10110011
This digit represents the computer's interpretation of the Spare 5 input signal. If the digit is 1, the computer thinks that the SP5 signal is ON. If the digit is 0, the computer thinks that the SP5 signal is off. This information can be used to determine the source of the problem. If the Spare 5 input is programmed for the DHLD (Door Hold) input and the doors are not staying open, the diagnostic display will show that the SP5 input is off. If this is the case, checking the voltage on the SP5 terminal will show whether the problem is inside or outside the controller. See also 6.7.2 ASME A17.1 - 2000 REDUNDANCY FAULT DATA TRAP.
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TABLE 5.7
Computer External Memory Chart HALL CALLS
CAR CALLS
ADD
8
7
6
5
0140:
601R/UC1R
601/UC1
0141:
602R/UC2R
602/UC2
502R/DC2R
0142:
603R/UC3R
603/UC3
0143:
604R/UC4R
604/UC4
0144:
605R/UC5R
0145:
4
3
2
1
101R/CC1R
101/CC1
502/DC2
102R/CC2R
102/CC2
503R/DC3R
503/DC3
103R/CC3R
103/CC3
504R/DC4R
504/DC4
104R/CC4R
104/CC4
605/UC5
505R/DC5R
505/DC5
105R/CC5R
105/CC5
606R/UC6R
606/UC6
506R/DC6R
506/DC6
106R/CC6R
106/CC6
0146:
607R/UC7R
607/UC7
507R/DC7R
507/DC7
107R/CC7R
107/CC7
0147:
608R/UC8R
608/UC8
508R/DC8R
508/DC8
108R/CC8R
108/CC8
0148:
609R/UC9R
609/UC9
509R/DC9R
509/DC9
109R/CC9R
109/CC9
0149:
610R/UC10R
610/UC10 510R/DC10R
510/DC10
110R/CC10R
110/CC10
014A:
611R/UC11R
611/UC11 511R/DC11R
511/DC11
111R/CC11R
111/CC11
014B:
612R/UC12R
612/UC12 512R/DC12R
512/DC12
112R/CC12R
112/CC12
014C:
613R/UC13R
613/UC13 513R/DC13R
513/DC13
113R/CC13R
113/CC13
014D:
614R/UC14R
614/UC14 514R/DC14R
514/DC14
114R/CC14R
114/CC14
014E:
615R/UC15R
615/UC15 515R/DC15R
515/DC15
115R/CC15R
115/CC15
014F:
616R/UC16R
616/UC16 516R/DC16R
516/DC16
116R/CC16R
116/CC16
0150:
617R/UC17R
617/UC17 517R/DC17R
517/DC17
117R/CC17R
117/CC17
0151:
618R/UC18R
618/UC18 518R/DC18R
518/DC18
118R/CC18R
118/CC18
0152:
619R/UC19R
619/UC19 519R/DC19R
519/DC19
119R/CC19R
119/CC19
0153:
620R/UC20R
620/UC20 520R/DC20R
520/DC20
120R/CC20R
120//CC20
0154:
621R/UC21R
621/UC21 521R/DC21R
521/DC21
121R/CC21R
121/CC21
0155:
622R/UC22R
622/UC22 522R/DC22R
522/DC22
122R/CC22R
122/CC22
0156:
623R/UC23R
623/UC23 523R/DC23R
523/DC23
123R/CC23R
123/CC23
0157:
624R/UC24R
624/UC24 524R/DC24R
524/DC24
124R/CC24R
124/CC24
0158:
625R/UC25R
625/UC25 525R/DC25R
525/DC25
125R/CC25R
125/CC25
0159:
626R/UC26R
626/UC26 526R/DC26R
526/DC26
126R/CC26R
126/CC26
015A:
627R/UC27R
627/UC27 527R/DC27R
527/DC27
127R/CC27R
127/CC27
015B:
628R/UC28R
628/UC28 528R/DC28R
528DC28
128R/CC28R
128/CC28
015C:
629R/UC29R
629/UC29 529R/DC29R
529/DC29
129R/CC29R
129/CC29
015D:
630R/UC30R
630/UC30 530R/DC30R
530/DC30
130R/CC30R
130/CC30
015E:
631R/UC31R
631/UC31 531R/DC31R
531/DC31
131R/CC31R
131/CC31
532R/DC32R
532/DC32
132R/CC32R
132/CC32
2
1
015F:
SPARE INPUTS ADD
8
7
6
5
4
3
02AF:
SP9
SP8
SP7
SP6
SP5
SP4
SP3
SP2
02B0:
SP17
SP16
SP15
SP14
SP13
SP12
SP11
SP10
02B1
SP25
SP24
SP23
SP22
SP21
SP20
SP19
SP18
02B2
SP33
SP32
SP31
SP30
SP29
SP28
SP27
SP26
02B3
SP41
SP40
SP39
SP38
SP37
SP36
SP35
SP34
02B4
SP49
SP48
SP47
SP46
SP45
SP44
SP43
SP42
SPARE OUTPUTS
u
ADD
8
7
6
5
4
3
2
1
02EF:
OUT8
OUT7
OUT6
OUT5
OUT4
OUT3
OUT2
OUT1
02F0:
OUT16
OUT15
OUT14
OUT13
OUT12
OUT11
OUT10
OUT9
02F1:
OUT24
OUT23
OUT22
OUT21
OUT20
OUT19
OUT18
OUT17
02F2:
OUT32
OUT31
OUT30
OUT29
OUT28
OUT27
OUT26
OUT25
u This table shows the spare outputs for HC-IOX boards. If an HC-I40 board is used, the outputs follow those of an HC-IOX
board and are in the following format. Increment the output numbers accordingly. HC-I4O board spare output format ADD
8
7
6
5
4
3
2
1
02xx:
OUT4
OUT3
OUT2
OUT1
not used
not used
not used
not used
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TABLE 5.8
Computer’s Hospital Call and Eligibility Memory Chart HOSPITAL CALL ELIGIBILITY OTHER CAR
HOSPITAL CALLS
THIS CAR
ASSIGNED HOSPITAL CALLS
REGISTERED HOSPITAL CALLS
REAR
FRONT
REAR
FRONT
REAR
FRONT
REAR
FRONT
8
7
6
5
4
3
2
1
0240:
ECR1
EC1
Floor # 1
0241:
ECR2
EC2
Floor # 2
0242:
ECR3
EC3
Floor # 3
0243:
ECR4
EC4
Floor # 4
0244:
ECR5
EC5
Floor # 5
0245:
ECR6
EC6
Floor # 6
0246:
ECR7
EC7
Floor # 7
0247:
ECR8
EC8
Floor # 8
ADD
0248:
ECR9
EC9
Floor # 9
0249:
ECR10
EC10
Floor # 10
024A:
ECR11
EC11
Floor # 11
024B:
ECR12
EC12
Floor # 12
024C:
ECR13
EC13
Floor # 13
024D:
ECR14
EC14
Floor # 14
024E:
ECR15
EC15
Floor # 15
024F:
ECR16
EC16
Floor # 16
0250:
ECR17
EC17
Floor # 17
0251:
ECR18
EC18
Floor # 18
0252:
ECR19
EC19
Floor # 19
0253:
ECR20
EC20
Floor # 20
0254:
ECR21
EC21
Floor # 21
0255:
ECR22
EC22
Floor # 22
0256:
ECR23
EC23
Floor # 23
0257:
ECR24
EC24
Floor # 24
0258:
ECR25
EC25
Floor # 25
0259:
ECR26
EC26
Floor # 26
025A:
ECR27
EC27
Floor # 27
025B:
ECR28
EC28
Floor # 28
025C:
ECR29
EC29
Floor # 29
025D:
ECR30
EC30
Floor # 30
025E:
ECR31
EC31
Floor # 31
025F:
ECR32
EC32
Floor # 32
Legend for Table 5.8:
! ! !
Registered hospital calls for the floor opening. 1 = call is registered 0 = call is not registered Assigned hospital calls for the floor opening. 1 = Call is assigned 0 = Call is not assigned The car is eligible for Hospital Emergency Service Operation for the floor opening. 1 = Hospital emergency call can be entered for the floor opening 0 = Hospital emergency call cannot be entered for the floor opening
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5.6
SYSTEM MODE System mode allows the user to change certain systemwide options that do not require the car to be on Inspection. To enter System mode, move the F3 switch to the up position. Press the N pushbutton to select the desired System Mode item: • Building Security Menu (see Section 5.6.1) • Passcode Request Menu (see Section 5.6.2) • Load Weigher Thresholds (see Section 5.6.3) • Analog Load Weigher Learn Function (see Section 5.6.4) • ASME A17.1 - 2000 Options (see Section 5.6.5)
5.6.1
System mode
BUILDING SECURITY MENU Elevator Security is typically used to prevent access to specific floors via the elevators, or to limit access to passengers with a valid security code. MCE's elevator security options include Basic Security and Basic Security with CRT. Basic Security provides a means to prevent registration of unauthorized car calls. Basic Security with CRT provides a means to prevent registration of unauthorized car calls and/or hall calls and additional programming options are available via the CRT terminal. Refer to MCE's Elevator Security User's Guide, part # 42-02S024 for additional information and instructions for using the CRT terminal. The Appendix Elevator Security Information and Operation in this manual provides instructions for passengers who will be using the elevator while Security is ON. For both Basic Security and Basic Security with CRT, the security codes for each floor are programmed as described below. The Security code for each floor may consist of one to eight characters where each character is one of the floor buttons found in the elevator car. With Basic Security, any floor with a programmed security code is a secured floor when Security is ON. Refer to the Elevator Security User's Guide for information on turning Basic Security with CRT ON or OFF. Basic Security (without CRT) is turned ON or OFF by the Building Security Input (BSI) in combination with the Master Software Key parameter in the Extra Features Menu (Program mode). There are 3 possible settings for the Master Software Key: ACTIVATED, ENABLED, and DEACTIVATED: • If set to ACTIVATED, Security is ON. • If set to ENABLED, Security is ON when the BSI input is turned ON. • If set to DEACTIVATED, Security is OFF regardless of the status of BSI. To find the BSI input, refer to the job prints. When Security is ON, all car calls are screened by the computer and become registered only if 1) the call is not to a secured floor, or 2) the call is to a secured floor and its security code is correctly entered within 10 seconds. 5.6.1.1 VIEWING THE BUILDING SECURITY MENU - Place the F3 switch in the up position (with all other switches in the down position). The following display appears:
SYSTEM MODE PRESS N TO BEGIN
Press the N pushbutton.
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* BUILDING * *SECURITY MENU *
The following display appears:
5.6.1.2 PROGRAMMING AND VIEWING THE SECURITY CODES - Press the S pushbutton to start programming or changing the Security codes (or to view the codes).
If no code has been programmed, then the computer displays NO CODE PROGRAMMED for that particular floor number. Press the S pushbutton again to start programming the Security code.
Flr 1f: NO CODE PROGRAMMED
If a code has already been programmed, then the computer displays the security code. The cursor will blink below the floor number for the Security code being displayed.
Flr 1f: 8r 3f 4f 2r21f31r19f17r
Press the + and – pushbuttons to change the floor number. The + pushbutton increments the value that is being displayed to the next eligible value. The – pushbutton decrements the value.
Press the S pushbutton to move the cursor to the first character of the Security code. Press the + and – pushbuttons to change the value of the first character. Repeat these steps (pressing the S pushbutton followed by the + and – pushbuttons) until the desired number of characters are programmed (maximum of 8 characters). The S pushbutton moves the position of the blinking cursor according to the diagram at the right. If any character is left blank, or after all eight characters have been programmed, and the S pushbutton is pressed, the cursor returns to the floor number. Repeat these steps (Section 5.6.1.2) to program the Security codes for all the floors. You may exit the Building Security Menu at any time during programming by pressing the N pushbutton. When the N pushbutton is pressed, the LCD will display the following:
Exit this menu? N=No S=Yes
Press the S pushbutton to exit or the N pushbutton to return to Save Changes? the previous display. If S is pressed, the following will appear N=No S=Save (only if changes have been made): Press S to save the changes or N to exit without saving (any original codes will remain in effect if the changes are not saved). THE COMPUTER
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5.6.2
PASSCODE REQUEST MENU - The Passcode Request Operation can be used to require a password to be entered in order to run the car on any mode of operation other than Inspection. NOTE: If a passcode has not been programmed for this controller, the Passcode Request Menu will not appear.
If a passcode has been programmed, the LCD screen will flash the “PASSCODE REQUESTED” message when Passcode PASSCODE REQUEST PI 8 20:10001000 Request Operation is activated. In order to clear or set the Passcode Request Operation, the controller must first be placed into the System Mode as described in Section 5.6. By pressing the N pushbutton when the display reads “BUILDING SECURITY MENU,” the Passcode Request Menu will appear:
*
PASSCODE * REQUEST MENU Screen 1
CLEARING THE PASSCODE - With Screen 1 displayed, press the S pushbutton. If Passcode Request Operation is activated, REQUESTED PASSCODE: 00000000 the following screen appears: Screen 2
The first character of the passcode to be entered will blink. The “+” and “-” pushbuttons will scroll through the numbers 0-9 and letters A-Z for each character of the passcode. The N pushbutton will advance to the next character position of the passcode. Pressing the S pushbutton * INVALID CODE * will cause the program to verify that the passcode entered was S=CONT. N=EXIT correct. If it was not correct, the following screen will appear: Screen 3
Pressing the S pushbutton will display Screen 2. Pressing the N pushbutton from this screen will return the display back to Screen 1. If the correct passcode was entered, the following screen appears: Pressing the N pushbutton will return the display to Screen 1. The car may now be run on Normal operation mode. ACTIVATING THE PASSCODE - With Screen 1 displayed, press the S pushbutton. If Passcode Request Operation is not activated, the following display appears:
*
VALID CODE N=EXIT
*
Screen 4
ACTIVATE PASSCODE?
NO
Screen 5
Pressing the S pushbutton will toggle the display from “NO” to “YES”. Pressing the N pushbutton while “NO” is displayed will return the display back to the Screen 1. Pressing the N pushbutton while “YES” is displayed will activate the Passcode Request Operation and return the display back to Screen 1. With Passcode Request Operation activated, the passcode must be entered in order to run the car on any mode of operation other than Inspection. 5.6.3
LOAD WEIGHER THRESHOLDS - The load weigher (isolated platform or crosshead deflection) provides a signal that corresponds to the perceived load in the car. This signal is brought to the control system where it is conditioned, sampled and digitized, and the value is used to calculate the actual load inside the elevator. This load value is then used for logical
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dispatching operations. The load thresholds are user-programmable and determine when each of these logical operations should be performed. C
LIGHT LOAD WEIGHER (LLW): This value is used to define the load at which a limited number of car calls is to be registered (anti-nuisance). If the programmed number of car calls is exceeded, all car calls will be canceled. Example: LLW=20%. If the measured load in the car is less than 20%, the computer will only allow a certain number of car calls to be registered, defined by the parameter LIGHT LOAD WEIGHING? / LIGHT LOAD CAR CALL LIMIT in the EXTRA FEATURES MENU OPTIONS. If the limit is set to a value of three, the computer will only allow three calls to be registered if the load is less than 20%. If a fourth call is registered, all car calls will be canceled.
C
DISPATCH LOAD WEIGHER (DLW): This value is used to define the load at which the lobby landing door timer is reduced. This threshold should be set to a value (defined in many specifications as 60%) at which it is appropriate to initiate the process of moving the car out of the lobby.
C
HEAVY LOAD WEIGHER (HLW): This value is used to define the load value at which hall calls should be bypassed.
C
OVERLOAD WEIGHER (OLW): This value is used to define the load at which it is considered unsafe to move the elevator. When this threshold is exceeded, the car will remain at the floor with doors open. Typically an application that requires OLW will use some type of visual and/or audible indicator to alert elevator passengers that the car is overloaded.
C
OVER LOAD 2 WEIGHER (OLW2): When on Fire Service, this value is used instead of the Overload Weigher value (see OVERLOAD WEIGHER above).
ADJUSTING THE LOAD THRESHOLDS The typical values for the load thresholds are shown below. However, these thresholds are user-adjustable and may be changed at any time. Load Threshold
Default Value
Range
•
LIGHT LOAD WEIGHER (LLW)
20%
0 - 40%
•
DISPATCH LOAD WEIGHER (DLW)
50%
20 - 80%
•
HEAVY LOAD WEIGHER (HLW)
80%
50 - 100%
•
OVERLOAD WEIGHER (OLW)
105%
80 - 125%
•
OVERLOAD 2 WEIGHER (OLW2)
0% = disabled
100 - 140%
To adjust these thresholds: a.
Enter the SYSTEM mode of operation by placing the F3 switch in the up position.
b.
Press the N pushbutton until LOAD WEIGHER THRESHOLDS appears on the LCD display.
c.
Press the S pushbutton to display the load threshold you wish to set.
* LOAD WEIGHER * * THRESHOLDS * LIGHT LOAD WEIGHER = 20% THE COMPUTER
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d.
The value shown is the current threshold value expressed as a percentage of the full load value (see the table above). Press the '+' or '-' pushbutton to adjust the value. If the value is set to 0%, the load weigher function is disabled.
e.
Press the S pushbutton to select another load threshold to adjust or press the N pushbutton to exit this menu.
f.
Place the F3 switch in the down position to exit SYSTEM mode when finished.
If an analog load weigher is used, the Analog Load Weigher Learn Function must be performed before the load weigher system will perform properly (see Section 5.6.4). 5.6.4
ANALOG LOAD WEIGHER LEARN FUNCTION With the isolated platform load weigher (MCE), the system simply learns the reference values of the empty and fully loaded car weight. However, with the crosshead deflection load weigher (K-Tech), the system must learn the reference values at each floor due to the dynamics of the elevator system. This is necessary because the perceived load at the crosshead varies with the position of the car in the hoistway due to the changing proportion of the traveling cable hanging beneath the car and the position of the compensation cables. The Analog Load Weigher Learn Function is performed as follows: a.
Move the empty car to a convenient floor where the test weights are located. It is best to have one person in the machine room and another person at the floor to load the weights.
b.
Place the car on Independent Service operation. If an Independent Service switch is not available in the car, place a jumper between panel mount terminal 2 and terminal 49 on the Main Relay board (SC-SB2K-H).
c.
Place the F3 switch in the up position and press the N pushbutton to select the Analog Load Weigher Learn Function (scrolling message is displayed).
d.
Press the S pushbutton to start. The computer responds with one of two scrolling messages: •
ANALOG LOAD WEIGH PRESS S TO START
CAR NOT READY TO LEARN, MUST BE ON INDEPENDENT SERVICE.
Verify that the car has been placed on Independent Service. •
READY TO LEARN EMPTY CAR VALUES? PRESS S TO START.
If the empty car values have already been learned and you want to be learn the full car values, press the N pushbutton (go to step 'e'). To begin learning the empty car values, press the S pushbutton. The computer displays the message: •
LEARNING EMPTY CAR VALUES. PRESS N TO ABORT.
If the Extra Features Menu Option “Analog Load Weigher?” is set to K-TECH, the car will move to the bottom floor, record the empty car value and then move up, stopping at each floor to record the empty car value. When the top floor has been reached, the car will move back to the floor at which the Analog Load Weigher Learn Function was begun and the computer will display the scrolling message: •
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•
EMPTY CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
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If the Extra Features Menu Option “Analog Load Weigher?” is set to MCE, the car will learn the empty car value and then display the message: •
EMPTY CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
Press the S pushbutton. e.
The computer displays the scrolling message: •
f.
READY TO LEARN FULL CAR VALUES? PRESS S TO START.
Place the full load test weights in the car and press the S pushbutton to begin learning the full car values. The computer displays the message: •
LEARNING FULL CAR VALUES. PRESS N TO ABORT.
If the Extra Features Menu Option “Analog Load Weigher?” is set to K-TECH, the car will move to the bottom floor, record the full car value and then move up, stopping at each floor to record the full car value. When the top floor has been reached, the car will move back to the floor at which the Analog Load Weigher Learn Function was begun and the computer will display the scrolling message: •
FULL CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
If the Extra Features Manu Option “Analog Load Weigher?” is set to MCE, the car will learn the full car value and then display the message: •
FULL CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
Press the S pushbutton, place the F3 switch in the down position and take the car off of Independent service. g.
h.
To verify that the Load Weigher Learn Function has been performed successfully, place the F8 switch in the up position. With the test weights in the car, the following should be displayed:
CURRENT LOAD = 100%
If the Load Weigher Learn Function has not been performed successfully, the following will be displayed:
CURRENT LOAD = NOT LEARNED
The Load Weigher Learn Function (empty or full values) may be aborted at any time by pressing the N pushbutton. The computer will display the message: •
LEARN PROCESS ABORTED... PRESS S TO CONT.
When the S pushbutton is pressed the computer displays the scrolling message: •
ANALOG LOAD WEIGHER LEARN FUNCTION. PRESS S TO START
At this point you may exit System Mode by placing the F3 switch in the down position, or you may re-start the learn function by moving the car back to the floor where the test weights are located and press S to start (go to step 'd'). If the empty car values have been learned but the full load learn function was aborted, you need not re-learn the empty car values. When the message READY TO LEARN EMPTY CAR VALUES is displayed, press the N pushbutton. The computer will display: •
READY TO LEARN FULL CAR VALUES? PRESS S TO START.
Press the S pushbutton to begin learning the full car values (go to step 'f'). THE COMPUTER
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5.6.5
ASME A17.1 - 2000 OPTIONS Once in system mode operation, perform the following steps in order to invoke the A17.1 - 2000 fault bypass mode. This allows the mechanic time to setup and adjust the car without nuisance shut downs. There are two independent bypass modes; one for inspection operation with indefinite time limit and one for automatic operation where the time limit is two hours. It takes several steps to bypass the A17.1 faults in either mode: 5.6.5.1 ASME A17.1-2000 REDUNDANCY BYPASS. JUMPER MUST BE INSTALLED TO ACTIVATE. (BYPASS ON / BYPASS OFF) - The BYPASS ON option is set when all ASME A17.1-2000 redundancy checking needs to be bypassed for trouble shooting purposes. This option can only be set if the bypass jumper is installed. The maximum time limit for the bypass is two hours after which this option will deactivate automatically. ACTIVATION OF AUTOMATIC FAULT BYPASS MODE 1. Place car on either automatic or test mode (use TEST/NORM switch on SC-SB2K-H) 2. Place a jumper between 2KBP1 and 2KBP2 on the SC-BAH board. 3. Enter system mode (F3 = UP) and set option ASME A17.1-2000 REDUNDANCY BYPASS to BYPASS ON. Once invoked the A17.1 - 2000 fault logic will be bypassed for 2 hours. After the two hours have elapsed the system will be shut down. To obtain another two hours of bypass mode, simply repeat steps 1 through 3 above. Once adjustment is complete set BYPASS OFF to reinvoke the A17.1 fault monitoring. 5.6.5.2 LONG TERM, INSPECTION ONLY ASME A17.1-2000 REDUNDANCY BYPASS. JUMPER MUST BE INSTALLED TO ACTIVATE. (BYPASS ON / BYPASS OFF) - The BYPASS ON option is set when all ASME A17.1-2000 redundancy checking needs to be bypassed for trouble shooting purposes on inspection operation. This option can only be set if the bypass jumper is installed. There is no time limit for this option. ACTIVATION OF INSPECTION FAULT BYPASS MODE 1. Place car on inspection operation (use INSP/NORM switch on SC-SB2K-H board). 2. Place a jumper between 2KBP1 and 2KBP2 on the SC-BAH board. 3. Enter system mode (F3 = UP) and set option LONG TERM, INSPECTION ONLY ASME A17.1-2000 REDUNDANCY BYPASS to BYPASS ON. Once invoked the A17.1 - 2000 fault logic will be bypassed indefinitely. Once the inspection transfer switch is moved to the normal position, the A17.1 faults will not be invoked until the car is floor level. Once adjustment is complete set BYPASS OFF to reinvoke the A17.1 fault monitoring.
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5.7
DUPLEXING A great advantage of the PTC Series is how easily it can be duplexed. Because the duplexing logic is completely internal to the computers, it requires only a connecting cable and the selection of the Duplex option (see Section 5.4.2.1). The duplexing logic provides for proper assignment of hall calls to cars and increases efficiency and decreases waiting time.
5.7.1
DISPATCHING ALGORITHM The dispatching algorithm for assigning hall calls will be real time-based on estimated time of arrival (ETA). In calculating the estimated time of arrival for each elevator, the dispatcher will consider, but not be limited to, the location of each elevator, the direction of travel, the existing hall call and car call demand, door time, MG start up time, flight time, lobby removal time penalty and coincidence call.
5.7.2
HARDWARE CONNECTIONS There are two critical items in duplexing hardware: Proper grounding between the two controller subplates and proper installation of the duplexing cable. The hall calls will be connected to both cars simultaneously. Once in a duplex configuration, either of the two controllers can become the dispatcher of hall calls. The controller that assumes the dispatching duty on power up remains the dispatching processor until it is taken out of service. If, for any reason, the communication link between the two controllers does not function, each car will respond to the registered hall calls independently.
5.7.3
TROUBLESHOOTING In a duplexing configuration, the controller that assumes dispatching duty is identified by the letter D in the upper left corner of the LCD display. The other car is identified by the letter S (slave), in the upper left corner of the LCD. If the upper left-hand corner of the LCD is blank (neither the D nor the S is displayed), the cars are not communicating, the following troubleshooting steps should be taken: Step 1:
Check for proper grounding between the two subplates.
Step 2:
Check the communication cable hook-up.
Step 3:
The JP3 jumper is installed on both MC-PCA-OA-2K boards (found next to the power supply terminals, see Figure 5.1) as the default configuration for duplex communication. JP3 is an EIA-485 Standard Communication Termination jumper. However, in an attempt to optimize the duplex communication, the JP3 jumper may be removed from either one or both of the MC-PCA-OA-2K boards.
Step 4:
If all of the above are unsuccessful, contact MCE.
If the D and/or S indicators on the LCD are flickering, it is most likely caused by bad communication and the following troubleshooting steps should be taken: Step 1:
Check the Communication Time-Out Error Counter shown in Table 5.4 (Address 42). If the counter is actively counting errors, the slave computer is not responding to the dispatcher's request for information. If the cause is a communication problem, complete Steps 1-4 above.
Step 2:
Check the Communication Checksum Error Counter shown in Table 5.4 (Address 43). If the counter is actively counting errors, the data being received is bad or does not have integrity and cannot be used by the computer. If the cause is a communication problem, complete Steps 1-4 above. THE COMPUTER
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SECTION 6 TROUBLESHOOTING 6.0
GENERAL INFORMATION MCE’s PHC controllers are equipped with certain features that can help field personnel speed up troubleshooting. The system is designed so that tracing signals from the field wires onto various boards and into the computer can be achieved without the need for mechanical removal of any components or for rear access to the boards. The following pages will describe how to use these features and speed up the troubleshooting process. Overall, the computer (MC-PCA-OA-2K board) and the program are the most reliable parts of the system. Diagnostic mode on the computer is the most helpful tool for troubleshooting. Therefore, it is best to start with the computer. Refer to Section 5.3 of this manual for instructions on using Diagnostic mode. When viewing the diagnostic LCD display, be observant of any contradictory information (i.e., the High Speed light should not be on while the Doors Locked light is off).
6.1
TRACING SIGNALS IN THE CONTROLLER Typically, a malfunction of the control system is due to a bad input or output signal. Inputs are signals generated outside the controller cabinet and are brought to the designated terminals inside the cabinet and then read by the computer. Outputs are signals generated inside the computer, and are usually available on terminal blocks inside the controller cabinet. Since a fault on any input or output can be the cause of a system malfunction, being able to trace these signals and find the source of the problem is essential. The following is an example that shows how an input signal can be traced from its origination point to its destination inside the computer. For example, look at the Door Zone (DZ) input. Using the Diagnostic mode instructions in Section 5.3 of this manual, use the N, S, +, and – pushbuttons to address and observe the Door Zone (DZ) flag, which shows the status of the Door Zone (DZ) input. Moving the car in the hoistway should cause this flag to turn on (1) and off (0) whenever the car passes a floor. If the status of the (DZ) flag does not change, one of the following could be a cause of the problem: 1. 2. 3. 4.
A defective Door Zone switch or sensor on the landing system car top unit. Incorrect hoistway wiring. Bad termination of hoistway wiring to the (DZ) terminal inside the controller. A defect on the SC-SB2K Relay board or HC-PCI/O board.
The first step is to determine if the problem is inside or outside of the controller. To do so, use a voltmeter to probe the Door Zone terminal (27) on the Relay board. This terminal is in Area 3 of the Job Prints (areas of the Job Prints are marked on the left-hand side of the pages and certain signals may be in locations different from the print area mentioned in this guide). Moving the car in the hoistway should cause the voltmeter to read 115VAC when the car is at Door Zone. If the signal read by the voltmeter does not change when the car passes the Door Zone, then the problem must be external to the controller and items (1), (2), or (3) should be examined. If the signal read by the voltmeter does change as the car passes the Door Zone, the problem must be internal to the controller and item (4) must be examined. From the print, notice that this input goes to the right-hand side of the DZ relay and to a 47K 1W resistor. The 47K 1W resistor conducts the signal to pin 8 of the C2 connector on the top of the SC-SB2K-H Relay board. Next, a 20-pin ribbon cable conducts the signal to pin 8 of the C2 connector on the HC-PCI/O board.
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FIGURE 6.1
HC-PCI/O Power and Call Input/Output Board Quick Reference
42-QR-HC-PCI/O Rev. 1
HC-PCI/O QUICK REFERENCE
Figures 6.1 and 6.2 show pictures of the HC-PCI/O and SC-SB2K-H boards showing where the DZ signal can be found on these boards. Notice that if terminal 27 is powered, there should be approximately 115VAC at the bottom of the 47K 1W resistor corresponding to DZ on the SCSB2K-H board . Whereas the top of the same resistor should read approximately 5VAC if the C2 ribbon cable is connected. If the ribbon cable is disconnected, the reading should be 115VAC at the top of this same resistor. This is because the other half of the voltage divider is on the HC-PCI/O board. The SC-SB2K-H board has test pins near many of the relays. These pins are for use during the inspection and testing of section 4. Use the controller wiring diagrams to locate the test pins. Pins on the left of relay coils (as depicted in the schematics) would need to be connected to TP1 (fused 1-bus) to energize the associated relay. Pins located on the right hand side of the coil would be connected to TP2 (fused 2-bus , 120 VAC) to allow the relays to pick. Some relays require both test points (TP1 and TP2) to allow the coil to energize. Relays that do not have associated test pins can be readily energized via the terminals connected to the coils (like CHDT, use screw terminal 9). It is therefore not necessary to remove the SC-SB2K-H board to check the operation of the relays. The signals can also be traced on the HC-PCI/O board. See Figure 6.1 for details. If the signal gets to the HC-PCI/O board but does not get to the computer, it would be safe to assume that the problem is on the HC-PCI/O board. 6-2
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FIGURE 6.2
SC-SB2K-H Main Safety Relay Board Quick Reference
42-QR-SC-SB2K-H
SC-SB2K-H QUICK REFERENCE
INDICATORS Earthquake: SWITCHES
REDUNDANCY CHECKING TEST POINTS ESB: TP1 (fused 1-bus) and TP13
IN1, IN2: TP7 and TP2 (fused 2-bus, 120VAC)
Earthquake Reset Pushbutton:
SAFR1: TP1 (fused 1-bus) and TP3
LU: Terminal 26 and TP2 (fused 2-bus, 120VAC)
Fault Reset Pushbutton:
SAFR2: TP1 (fused 1-bus) and TP4
LD: Terminal 25 and TP2 (fused 2-bus, 120VAC)
Machine Room Inspection Transfer INSP/NORM:
UP: TP1 (fused 1-bus) and TP5
CD: TP2 (fused 2 bus) with screw terminal CD
Machine Room Inspection Up/Dn:
DN: TP1 (fused 1-bus) and TP6
H: TP1 (fused 1-bus) and TP11 and TP10 and TP2 (fused 2-bus, 120VAC)
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6.2
DOOR LOGIC As complex as it is, the Door Logic portion of the software answers one simple question: Should the doors be open? The computer looks at certain inputs and then calls upon specific logic to determine the answer to this basic question. All of these inputs and all of the flags generated by the specific logic are available for viewing through Diagnostic mode on the computer. When troubleshooting a door problem, inspecting the action and sequence of these flags and inputs is very important. When the meaning of the flags becomes more familiar, the state of these flags will generally serve to point to the root of the problem. Once the computer has determined the answer to the door status question, the appropriate outputs are turned on and/or off to attempt to cause the doors to be in the desired state. The computer looks at the following inputs: DBC Door Close Button Input DCLC Door Closed Contacts Input (Retiring Cam only) DLK Door Locks Input DOB Door Open Button Input DOL Door Open Limit Input DZ Door Zone Input DZX Door Zone Auxiliary PHE Photo Eye Input SE Safety Edge Input DPM Door Position Monitor The computer generates the following outputs: DCF Door Close Function Output DCP Door Close Power Output DOF Door Open Function Output Associated important computer-generated logic flags: CCT Car Call Time Flag DOI Door Open Intent Flag DSH Door Shortening (Intermediate) Flag DSHT Door Shortening (Final) Timer Flag HCT Hall Call Time Flag LOT Lobby Call Time Flag SDT Short Door Time Flag The computer uses the flags and inputs listed above to make a decision concerning the desired state of the doors. This decision has only two possible goals: doors open or doors closed. The computer's answer to this question is reflected in the state of the Door Open Intent (DOI) flag. This flag can be seen by using Diagnostic mode on the computer. • If the computer decides the doors should be open, DOI flag is set to ON (1) • If the computer decides the doors should be closed, DOI flag is set to OFF (0). The DOI flag is a useful flag to inspect when troubleshooting door problems. This flag shows the intention of the computer concerning the state of the doors. Figure 6.3 shows how DOI relates to door operation, as is described in the following paragraph. Remember that if the DOI flag is ON (1), it will turn ON the DOF output which should pick the DO relay. The door will remain open until the DOL (Door Open Limit) input goes away. This will shut off the DOF output while the doors are open and DOI is on. Turning off the DOI flag will turn on the DCF output, which will pick the DC relay and close the doors. While there is no demand to go anywhere, the signal that shuts off the DCF output is DLK (Doors Locked), or possibly DCLC if the car has a retiring cam. However, there is a 2-second delay before the DCF
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output turns off after the doors are locked. If there is any demand (as is evidenced by the DMU or DMD flags being on) and if the DOI flag is not on (0), then the DCP output will be turned on regardless of the position of the door. The DCP output is used to provide door closing power for those door operators requiring power while the car is running, such as those manufactured by G.A.L. Corporation. FIGURE 6.3
Door operation flowchart
Door Sequence of Operation CD = HD= DPM= ON, DCL = OFF
CC = Car Call CCT = Car Call Time CD= Car Door Lock DC = Door Close Relay DCF = Door Close Function DCL = Door Close Limit DCP = Door Close Power DLK = Door Lock DO = Door Open Relay DOF = Door Open Function DOI = Door Open Intent DOL = Door Open Limit DPM = Door Position Monitor DZ = Door Zone H = High Speed H = High Speed Dropped HC = Hall Call HCT = Hall Call Time HD = Hall Door Locks LC = Lobby Call LOT = Lobby Time(door dwell time) PHE = Photo Eye SE = Safety Edge SDT = Short Door Time
H Picked
Car Call Active
Call cancelled at point of slow down
CC--CCT HC--HCT LC--LOT PHE/SE--SDT
* = logical AND At floor CCT * DZ * H --DOI
DOI= DOF=ON
Car Decelerates
DO = ON
CD= HD= OFF
DPM = OFF, DCL= ON
NOTE: -- (hyphen) = Results In, For example if a car call is set (CC) then at the point of slowdown this results in the setting of the CCT dwell time.
DOORS FULLY OPEN -DOL = OFF DOF = DO = OFF--CCT Starts
CCT = OFF = DOI
DEMAND?
DOI = OFF -- DCF= ON
Yes
DCP = ON
No
DCF= ON = DC
DONE DONE DONE
DPM= ON ** ** Note that DPM must make prior to establishing door lock (CD or HD). CD= HD= DLK = ON DCL = OFF
DCF = OFF
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FIGURE 6.4
Door Closing Sequence, Timing and Fault Generation Flowchart
Door Closing Sequence,Timing and Fault Generation During DC we check to see if the status of inputs DCL, DPM, CD, HD, DOL and DLK make sense. Clearly, if DLK is ON (120V), DCL must be OFF (0V). We also allow time for the various contacts to make up (debounce). Important Note: DPM should make about 1" to 2" from full door close.
Doors open
DOL = 0 DLK = 0 CD = HD = 0
Yes
Yes
DPM = 0
Initiate Close Sequence
DCL = 120
0.5 Sec No
0.5 Sec No
DPM Redun FLT
DCL Redun FLT
DCF = ON DC picks DOL = 120
waiting for DPM
No
No
DPM=120 Yes
DPM Redun FLT
Yes
1.0 Sec? End
Yes
Yes
CD=120
HD=120
No
No
Yes No
DPM=120
Yes
1.0 Sec?
CD or HD Redun FLT
No waiting for DPM
No DLK=120 Yes No
End
DLK=120 Waiting for DLK Waiting for DLK
60 sec?
No No
No Yes
No
Demand?
1.0 Sec?
Door Close Prot FLT
•
End
Yes
Yes
6-6
Keep DCF = ON for 2.0 more Sec.
DLK Redun FLT
DCP = ON
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FIGURE 6.5
Door Operation Timing Diagram
Door Operation Timing Diagram Start with door fully open... DOF DCF DOL
, ³ Doors start to open $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$,&&&&&&&&&&,$$$ $$,&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$$$$$$$$$$$$$$$$ , ³ Doors start to close $$$$$,&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&,$$
&&&&&&&&&&&&,$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$,&&&&&&&&& , ³DPM established well before door lock DPM $$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$ ,³Door lock established CD $$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$ DCL
HD
$$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$
DLK
$$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$ 0 ² !!!Closing !! ÷ 0 ²SSS !!!!!!! Idle S!!!!!!!!!÷ 0 ²! Opening !÷ 0 The various values of door standing open time result from the type of call canceled or responded to. A hall call cancellation will give an HCT flag and a car call cancellation will give a CCT flag. A door reopen from a hall or car call button at the lobby, or a lobby hall or car call cancellation will give a LOT flag. A door reopen from the Photo Eye, Safety Edge or Door Open button will give a SDT flag. Each flag (HCT, CCT, LOT or SDT) has a separate door standing open time. The door logic provides protection timers for the door equipment both in the open and the close direction. If the doors get stuck because of the door interlock keeper failing to lift high enough to clear the door interlock during the opening cycle, then the doors cannot complete their opening cycle. This could result in damage to the door motor. The door open protection timer will eventually stop trying to open the doors so the car can go on to the next call. Similarly, if the doors do not close all the way (i.e., the doors do not lock), the computer will recycle the doors at a programmed interval in an attempt to clear the problem. To provide a clearer understanding of the computer logic, note that the logic looks for a reason to open the doors. If a valid reason to open the doors is not found, or if conditions are detected that prohibit the opening of the doors, the logic will close the doors (reset or turn off DOI). To open the doors, the car must be in a door zone and not running at high or intermediate speed. Once the car has settled into a proper position to open the doors, a condition must exist that says to the logic that the doors should be open. Some of these conditions are listed below: • • • •
Call demand at the current landing (or a call has just been canceled) Safety Edge/Door Open button (DOB) input Emergency/Independent Service conditions Photo Eye input
When a call is canceled, one of the following door time flags should be set (turned on): CCT, HCT or LOT. When one of the reopening devices is active (SE, PHE or DOB), the SDT flag TROUBLESHOOTING
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should be set. When an Emergency or Independent Service condition exists, the presence of a particular condition will cause the DOI flag to be set. Some of these conditions include the following: Fire Service, Emergency Power operation, Independent Service, Attendant Service, etc. Once the intention of the computer has been determined, inspect the high voltage hardware to see if the appropriate functions are being carried out. For example, if the doors are closed and DOI is set, the doors should be opening (DO relay picked). If the doors are open and DOI is cleared (turned off), the doors should be closing (DC relay picked). The trouble arises when the door control system is not doing what the mechanic thinks it should be doing. However, when troubleshooting, it is vital to determine if the control system is doing what it thinks it should be doing. If the control system (high voltage section) is doing what the logic intends it to do, then determining how the logic is coming to its conclusions is important. If the control system is not doing what the logic intends it to do, then determining what is preventing the desired function from being carried out is equally important (bad relay, bad triac, etc.). Diagnostic mode on the MC-PCA-OA-2K Computer board will help to determine which situation is present. The output flags will show which outputs the computer is attempting to turn on or off. These flags can be compared with what is actually happening in the high voltage hardware. Consider, as an example, this problem: the doors are closed and locked, but the DC relay is always picked, preventing the doors from opening when they should. The cause of the problem must first be isolated. If both the DCF and DCP flags are cleared (turned off) in the computer, the DC relay should not be picked. If the DC relay is picked, then a problem obviously exists in the output string to the DC relay. However, if either the DCF or DCP flag is always set in the computer, then the problem is not with the output circuit, but possibly a problem with the door lock circuitry. If the doors are truly physically locked, inspecting the DLK flag in the computer would be wise. If the flag is not set in the computer, then there is obviously a fault in the input circuit from the door lock input. A simple inspection of the computer's Diagnostic mode will substantially narrow down the cause of the problem.
6.3
CALL LOGIC
6.3.1
NORMAL OPERATION In the MCE call input structure, calls are input to the system by grounding the appropriate call input, as labeled on the HC-PCI/O board (with more than four floors, both the HC-PCI/O board and one or more HC-CI/O-E Call boards). The act of physically grounding the call input terminal will illuminate the corresponding call indicator LED on the call board. Latching of the call by the computer (recognition and acceptance) will cause the indicator to remain illuminated on the board. Cancellation of the call will cause the indicator to turn off. With the MCE call input/output structure, the single input/output terminal on the HC-PCI/O (or HC-CI/O-E) board will accept a call input from the call fixture and serves as the output terminal which illuminates the call fixture to show registration of the call. This means that the field wiring is identical to that which would be used for most standard relay controllers. Calls may be prevented from latching by the computer in certain circumstances. If none of the car calls are allowed to be registered, the computer may be purposely preventing these calls from being registered. When the computer prevents car call registration, it sets (turns on) the Car Call Disconnect (CCD) flag for that car. Inspection of this flag using Diagnostic mode will show if it is the computer that is preventing the registration of these calls. If the CCD flag is set
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(on), the reason for this CCD condition must be discovered. There are many reasons for a CCD condition: Fire Service, Motor Limit Timer elapsed condition, bottom or top floor demand, etc. A corresponding flag exists for hall call registration prevention. The computer may detect conditions for preventing hall calls from being registered, and will set the Hall Call Disconnect (HCDX) flag. This is a system flag (as opposed to a per car flag), but is available for viewing in Diagnostic mode along with the car operating flags. There are also many reasons for the computer to reject hall call registration: Fire Service, a hall call bus problem, no available cars in service to respond to hall calls, etc. It should also be mentioned that if a call circuit becomes damaged or stays on due to a stuck pushbutton, the elevator will release itself from the stuck call automatically. It will probably return there later, but will again release itself automatically, thereby allowing continued service in the building. 6.3.2
PREPARATION FOR TROUBLESHOOTING CALL CIRCUITS Review Section 5.5 (External Memory mode) of this manual. Then, look at Table 5.7. It shows where to look up the calls in the computer memory (addresses 0140 through 015F). By looking at this memory, it is possible to see if a particular call is being recognized by the computer. Prepare a jumper with one end connected to terminal #1 which is the same as ground (subplate is grounded), then use the other end to enter the call by grounding the call terminal in question.
6.3.3
TROUBLESHOOTING THE CALL CIRCUITS 1.
Once the wires have been disconnected from the call input terminal, the system should be turned ON and in a normal running configuration. Use Diagnostic mode on the computer as described previously to check the status of the HCDX flag and CCD flag. If they are ON, they will shut OFF hall calls and car calls respectively. NOTE: If it appears that there is a problem with a call, disconnect the field wire (or wires) from that call terminal in order to find out if the problem is on the board or out in the field. The calls can be disconnected by unplugging the terminals or by removing individual wires. If the individual field wire is disconnected, lightly tighten the screw on the terminal. If the screw is loose while trying to ground the terminal using a jumper, contact may not be made.
2.
If HCDX and CCD are normal (or OFF), take a meter with a high input impedance (such as a good digital meter) and check the voltage on the call terminal in question. Depending on the voltage that the call circuits were set up for, the reading should be approximately the voltage on the call terminal called for (or up to 15% less). If the voltage is lower than what is specified, and the call terminal is on an HC-CI/O-E board, turn OFF the power and remove the resistor-fuse associated with the call terminal (i.e., if the call terminal is the fifth one from the bottom, remove the fifth resistor-fuse from the bottom). Turn the power back ON. The reading should be the voltage as discussed above. Note: the HC-PCI/O board does not have these resistor-fuses.
NOTE: The resistor-fuse is an assembly made up of a 10 Volt zener diode and a 22 ohm ¼ Watt resistor.
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6-10 •
3.
If the job has more than four floors, the controller will include at least one HC-CI/O-E Call Input/Output board. If the problem terminal is on this board and the necessary voltage does not read on the terminal, make sure the jumper plug (or header) is in position on the Call board. The jumper plug socket is on the right-hand side of the Call board near the call indicators. If a Call board is replaced, this jumper plug must always be transferred to the new board and stay in the same position. If this plug is not installed, any calls on the new board may become registered if the field wiring is not connected, so make sure the jumper plug is in place (see Figure 6.6).
4.
For both the HC-PCI/O board and the HC-CI/O-E board(s), make sure that the correct voltage is coming into the terminals on the board marked PS1, PS2, and PS3. Note that there may be power on all three of these terminals, only two, or at least one, depending on the type of calls on the board.
5.
Once the proper voltage is on the call terminal in question, use External Memory mode and Table 5.6 to examine the call in the computer memory. The call should not be ON. If it is, reset the computer for that car. Let the car find itself or run it to a terminal landing to make sure the CCD flag is turned OFF. If the resistor-fuse has been removed (if necessary), the field wires disconnected, HCDX and CCD both OFF, and the proper voltage exists on the call terminal, the call should not be registered. Shorting the call terminal to terminal 1 (or ground) should register the call in the computer according to External Memory mode. This does not mean the call registered light on the Call board will work correctly. If the call does not register and cancel under the conditions mentioned in this step, then a condition exists on the board that cannot be corrected in the field and the board should be replaced.
6.
If the call works correctly in the previous step, and it does not register, and the board is not arranged for neon indicator lamps in the fixtures, the indicator for that call on the board will glow dimly. If the board is arranged for neon indicators, the call indicator on the board will not glow. In this case, a dim glow indicates that the incandescent bulb in the fixture is burned out (when the call has the resistor-fuse plugged in and the field wire connected normally).
7.
With a known good resistor-fuse plugged into the proper call position, check to see that the indicator on the Call board works correctly (glows brightly when the call is registered and glows dimly, or not at all, when the call is not registered). If the call indicator burns brightly when the resistor-fuse is plugged in and shows no change in brightness whether the call is registered or not, then there is a bad triac or triac driver transistor. The triacs are plug-in types and can be easily replaced. Usually, if a triac has failed, it will measure as a short circuit between the metal base and terminal 1 with the power disconnected and the field wire removed. If the Call board is not in the system, check for a short circuit between the metal base of the triac to any pad area around a mounting screw hole. On the HC-CI/O-E board, the bottom most triac corresponds to the bottom most terminal, and terminals and triacs are corresponding from there on up (see Figure 6.6). On the HC-PCI/O board, the triacs are labeled the same as the call terminals (see Figure 6.1).
8.
If the call has passed all of the previous tests, then it should be working properly while the field wires are not attached. Before reconnecting the field wires, jumper the wire (or wires) to terminal 1 and go out to that hall or car call push-button and press it. If a fuse blows, then a field wiring problem exists. If everything seems okay, then connect the call wires and test it. If connecting the call wires causes a problem, the board may have again been damaged. In any event, once the board checks out okay, any other problems will probably be field wiring problems and should be investigated. TROUBLESHOOTING
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FIGURE 6.6
HC-CI/O Call Input/Output Board Quick Reference
42-QR-HC-CI/O Rev. 2
HC-CI/O QUICK REFERENCE CARD
Call Power Terminals
(BOARD 2)
Bottom most CallTerminal*
Call Label Strip* If a call board is replaced, remove the Call Label Strip and transfer it to the new board
Jumper Plug If a call board is replaced, the jumper plug must be transferred to the new board and the notch orientation must stay the same
Bottom most Resistor Fuse*
Bottom most Triac* Watch out for polarity when replacing * The Triacs, Resistor Fuses and Call Terminals are layed out in the same sequence as shown on the Call Label.
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6-11
TROUBLESHOOTING THE CALL CIRCUITS NOTE: Call terminal voltage must be $ 85% of call supply voltage. Example: If supply is 100VAC, terminal voltage may be 85VAC to 100VAC. 80VAC is insufficient. If there is a problem with a call, first disconnect the field wire or wires from that call terminal to determine if the problem is on the board or in the hoistway wiring or fixtures. Disconnect the calls by unplugging the terminals, or removing individual wires. If the individual field wire is disconnected, lightly tighten the screw terminal since it may not make contact if an attempt is made to ground the terminal using a jumper when the screw on the terminal is loose. Problem
Recommended steps to resolve the problem
Call Terminal Voltage is 1. insufficient 2. 3.
Turn OFF the power and remove the resistor fuse associated with that terminal. Turn ON the power and check terminal voltage again. If no voltage is present on the terminal: a. Check the jumper plug (header) on the HC-CI/O Call board. The jumper plug socket is located on the right hand side near the call indicators. If a Call board is replaced, this jumper plug must be transferred to the new board and stay in the same board position (more than one Call board on the controller). b. Verify that the correct incoming power is on terminals marked PS1, PS2 and PS3. NOTE: Power will exist on at least one and possibly more of these terminals.
Call LED is ON even 1. though the field wire is 2. 3. removed
Reset the computer (Computer Reset pushbutton on Swing Panel). Run the car to the nearest landing to reset PI. It may be necessary to reset the computer in the Group Supervisor (other car in a duplex system) in order to reset a latched hall call. If the call does not cancel under these conditions--replace the call board
4.
Cannot register a hall To discover whether the problem is with the call board or the field wiring: call at the call board 1. First remove the resistor fuse and disconnect the field wire(s). 2. Verify that the HCDD, Hall Call Disconnect Computer Variable Flag is OFF (Address 2C, LED 6). For PTC or PHC controllers, verify that the HCDX flag is OFF (address 2C, LED4). 3. Verify that there is proper voltage on the call terminal. 4. Register a call by shorting the call terminal to terminal 1 or GND and verify with EOD. 5. If the call does not register under these conditions--replace the call board. 6. If the call circuit works with field wires removed, before connecting wires, jumper the wire(s) to ground or terminal 1 and press the call pushbutton. If a fuse blows, there is a field wiring problem. If connecting the call wires causes a problem, the call board may be damaged. Call remains latched Remove the associated resistor fuse. If call cancels, replace the bad resistor fuse. even though the car arrives at that landing
TROUBLESHOOTING THE CALL INDICATORS NOTE:
Before troubleshooting the call indicators, ensure that the call circuit is working correctly, the field wires are connected and the resistor fuses are plugged in. If the board is arranged for neon (or LED) indicators (HC-CI/O -N board), the board indicators are not affected by the fixture bulbs. When working correctly, a call indicator glows brightly when a call is registered and glows dimly or not at all when a call is not registered. Problem
Recommended steps to resolve the problem
With a call registered, the Call Indicator Incandescent bulb in the fixture for the call is burned out or missing. Replace the is dimly lit (Call Board is HC-CI/O) bulb. Indicator glows bright whether or not Bad triac or triac driver transistor. Check triac with power OFF and field wire there is a call registered removed. Failed triac usually measures a short circuit from the metal back (collector) to terminal 1. If board is not in system, measure short between metal back and pad area around mounting hole. Be careful, the metal back of the triac is connected to AC when power is ON. NOTE: bottom triac corresponds to bottom terminal.
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6.4
CAR DOES NOT MOVE ON INSPECTION OR AUTOMATIC If the car does not move, check the following: 1.
Relays SAFR1 and SAFR2 will drop and, if the code mandated “cycle tests” function as required, pick back up at the end of every run. This means that after every run the critical relays are dropped out to ensure that no contacts have welded. If a failure of the relays is detected both SAFR1 and SAFR2 will not be allowed to pick. If this is the case, inspect the message scrolling on the MC-PCA-OA-2K display to determine which section of the hardware has failed.
Note: Many of the safety relays that populate the main PC boards (SC-SB2K-H and SC-BAH) are soldered to the board, hence it will be necessary to replace the entire board when any relay fails to operate as intended (manufacturers have yet to provide sockets for the new code mandated force-guided relays). 2.
Verify that pilot relay MP, contactors M (Main if present), Y and DEL (if star-delta) pick when the direction relays, UP and DN, are picked). If MP and Y do not pick, check the related circuit (M TRIAC) as shown in the controller drawings. Check for any fault that is displayed on the MC-PCA-OA-2K display before and after picking the direction on Inspection. Also relaysYP and DELP on the SC-SB2K-H board should be picked. If these relays are not picked, check for 120VAC on terminals 9, 10,12 and 20 on the SCSB2K-H Board. If there is no voltage on these terminals, refer to the controller drawings to find the problem. Note that relays SAFR1and SAFR2 should also be picked.
3.
Verify that contactors M (if present), Y and DEL are dropped when the direction is not picked. These relays feed redundancy checking inputs RM, RWYE and RDEL. If these main contactors fail to release as intended the system will be shut down and further operation of the lift will be prevented. Many other relays are monitored (see prints) for proper operation. UP, DN and H are some of the monitored relays. If any of these relays fail a message will be displayed on the LCD display that indicates which relay.
4.
If all the functions described in the above steps are working properly and the car still does not move, then verify that the valves are getting voltage applied to the solenoids. This happens at terminals 85, 86, 87 and 88. Check associated wiring to terminals 10, 11, 12, 13, etc. All mentioned terminals are located on the SC-SB2K-H board (see Figure 6.2).
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6.5
PC BOARD QUICK REFERENCES
FIGURE 6.7
MC-PCA-OA2K Main Computer Board Quick Reference
42-QR-MC-PCA-OA-2K
MC-PCA-OA2K Quick Reference PTC and PHC Connections
MC-PCA-OA2K Board JP1
JP3
Simplex
Duplex Configuration
JP17
JP4 JP5 JP10
Configuration with MC- PA (Peripherals Adapter Board)
JUMPER TABLE MC-PCA-OA2K (PHC & PTC Controllers) JP1
If U7 on the MC-PCA-OA2K board contains a 21-LB-217A microcontroller, set JP1 to position B, otherwise set to position A.
**
The JP3 jumper should be in the OFF position if the MC-PCA-OA2K board is not at the end of a daisy chain in a duplex configuration, i.e. between MC-PCA-OA2K or MC-PA boards.
***
Try JP4 and JP5 in either the ON or OFF position until car to car or car to PA communication is established.
B*
JP3
ON * *
JP4
ON * * *
JP5
ON * * *
JP8
N/A
JP9
N/A
JP10
A
JP15
Set at factory
JP16
Set at factory
JP17
A
6-14 •
*
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FIGURE 6.8
MC-PA-2K Peripherals Adapter Board Quick Reference
42-QR-MC-PA-2K
MC-PA-2K QUICK REFERENCE
Port Switch Setting
Cable and Peripheral
DCE
SERIAL CABLE to CRT Terminal, PC or Printer
DTE
LINE DRIVER / MODEM to CRT Terminal or PC
Jumper Settings Jumper
Setting
Description
JP1
B
JP3
ON
JP9
B
A = 512Kb EPROM, B = 1 to 4 Mb EPROM
JP32
A
Reserved for future use
A = Internal, B = External 120Ω Data Termination
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FIGURE 6.9 42-QR-SC-HDI/O
SC-HDIO High Density I/O Board Quick Reference
SC-HDI/O QUICK REFERENCE
TRACTION C8 Input
Resistor
ASI1
PFLT
ASI2
UETS2
ASI3
DETS2
ASI4
RSTOP
R47
6-16 •
R41
Board 61
HYDRO
C8 Input
Resistor
ASI5
RUDX1
R46
R42
ASI6
RUDX2
R48
ASI7
RUDX3
ASI8
RUDX4
C8 Input
Resistor
ASI1
RSTOP
R45
ASI2
RUSV
R44
ASI3
RUFV
R43
ASI4
RDSV
R47
TROUBLESHOOTING
R41
C8 Input
Resistor
ASI5
RDFV
R46
R42
ASI6
UNLS
R48
ASI7
R44
ASI8
R43
R45
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FIGURE 6.10 42-QR-SC-BAH
SC-BAH Lock Bypass, Access Board Quick Reference
SC-BAH QUICK REFERENCE CARD
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FIGURE 6.11 42-QR-SC-BAHR
6-18 •
SC-BAHR Lock Bypass, Access Board with Rear Doors Quick Reference
SC-BAHR QUICK REFERENCE CARD
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FIGURE 6.12
HC-IPLS IP Landing System Board Quick Reference
42-QR-HC-IPLS Rev. 3
HC-IPLS QUICK REFERENCE
NOTE: If a sensor or the HC-IPLS board is replaced, make sure the orientation of the HC-IPLS board is correct. Use the GROUND LUG and the LEDs shown in the Assembly drawing for an orientation reference.
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6.6
USING THE OPTIONAL CRT FOR TROUBLESHOOTING
6.6.1
GRAPHIC DISPLAY OF ELEVATOR (F3) SCREEN The F3 screen shows the hoistway graphic display (see Figure 6.9). a.
HOISTWAY GRAPHIC DISPLAY - shows car position, direction arrows, car calls, assigned hall calls and position of the doors.
b.
CAR STATUS DISPLAY - This portion of the display describes the current status of the car.
FIGURE 6.13
Graphic Display of Elevator (F3) Screen (Color CRT) 98/05/08 14:26:02
F4 = Main Menu
* Car A Status * * Automatic Operation * In Service Up Hall
Flr #
A DN
B UP
4 * Car B Status * * Automatic Operation * In Service
Flr # 4
C
3
3
2
2
1
1
B -- DOORS LEGEND -< > > < Closed Open Opening Closing LEGEND HOISTWAY TOP: HALLS: IN - In Service H - Hall Call OUT - Out Of Service UP - Up Direction DN - Down Direction
Dn Hall
C
B
HOISTWAY: C - Car Call
dnID168
6.6.2
MCE SPECIAL EVENTS CALENDAR ENTRIES (F7 - 1) SCREEN Events that could affect car functions are recorded inside the MC-PA computer memory. This data is available to the mechanic for troubleshooting and analysis of the events (see Figure 6.10. The Special Events Calendar logs the following information: • • • •
DATE (month/day) TIME (hour/minute) EVENT (cause for logging the data, such as; doorlock clipped, stop switch pulled, etc.) PI (car PI at the time the data was logged)
Table 6.1 provides a list of Special Events Calendar messages and their definitions.
6-20 •
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FIGURE 6.14
Special Events Calendar - Display Special Event Entries (F7 - 1) Screen
98/05/08 14:28:17
Esc = Previous Menu
MCE Special Event Calendar Entries Date
Time
10-23 10-23 10-23 10-23 10-23 10-24 10-24 10-24 10-24 10-25 10-25
02:15 02:20 02:21 02:25 13:59 14:05 15:43 08:27 08:28 08:30 08:31
Event Time Out of Service Door Close Protection Time Out of Service Door Close Protection Motor Limit Timer Motor Limit Timer Excessive Commun. Error Hospital Service Hospital Service Independent Service Independent Service
Up/ Dn Arrows: Scroll
TABLE 6.1
Status
Car
Flr
Activated Activated Deactivated Deactivated Activated Deactivated
A B A B A A
2 4 2 4 5 5
Activated Deactivated Activated Deactivated
A A B B
L 2 2 L
Miscel.
Page Up/Dn: Previous/Next Page Home/End: 1st/Last page
Special Events Calendar Messages
Bottom Floor Demand
Generated when car comes off of Inspection or when car PI indicates top terminal landing but car is not there. Check top terminal landing slowdown switches and USD input.
Both USD and DSD are Open
Both USD and DSD are simultaneously active (low). Check wiring on terminal switches.
Bus Fuse Blown (2H)
No power exists on the Hall Call Common Bus. Check fuse F4 on group.
Bus Fuse Blown (2)
No power exists on the Car Call Common Bus. Check fuse F4 on car.
Car Out of Svc w/ DLK
Car was delayed from leaving a landing for a significant period of time. Doors were locked. Suspect a malfunction of the running circuits.
Car Out of Svc w/o DLK
Car was delayed from leaving a landing for a significant period of time. Doors were not locked. Suspect an obstruction that has kept the doors from closing, thus preventing the car from leaving the landing.
Communication Loss
Car not communicating with PA. See troubleshooting guide in manual.
DOL Open and DLK Active
Car is shutdown due to unsafe conditions of the DOL and/or DLK sensors. Door Open Limit input (DOL) activated (low) and Door Lock input (DLK), activated (high). Check DOL and DLK inputs.
Door Close Protection
Doors unable to close and lock in specified time. Check door lock string contacts and individual doors for physical obstruction.
Earthquake
Earthquake input (CWI or SSI) activated (high).
Emergency Power
System placed on emergency power. Power removed from EPI input.
Fire Service Main
Main Fire Service input (FRS) activated (low).
Fire Service Alternate
Main Fire Service input (FRS) activated (low) and Alternate Fire Service input (FRA) activated (high).
Fire Service Phase 2
Phase 2 Fire Service input (FCS) activated (high).
Hospital Service
Car assigned to a HOSPITAL EMERGENCY CALL.
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TABLE 6.1
Special Events Calendar Messages
Independent Service
Car placed on Independent Service.
Inspection
Hoistway access or car top inspection.
Lost DLK During Run
The DOOR LOCK input was deactivated while the car was traveling through the hoistway.
Motor Limit Timer
Motor stalled due to excessive time to complete run. Put car on inspection then take it off or reset processor. Check Up and Down Sense inputs (UPS and DNS), and generator and motor brushes.
Photo Eye Failure
The PHOTO EYE input has been continuously active for a considerable period of time. Suspect an abnormal blockage of the optical device or failure of the PHOTO EYE input circuit.
Safety String Open
Check on-car and off-car safety devices (e.g. governor overload, over- travel limit switches and car stop switches) and SAF input.
Stop Sw/Safety Relay Ckt
In-Car Stop switch activated or the Safety Relay Circuit opened.
System Out of Service
Car(s) out of service due to Hall Call common bus (2H) failure.
Top Floor Demand
Car PI indicates bottom terminal landing but car is not there. Check bottom terminal landing slowdown switches and DSD input.
Time Out of Service
Elevator abnormally delayed in reaching destination in response to a call demand. Doors cannot close and lock or motor stalled.
Valve Limit Timer
Down detection energized for excessive amount of time. Check jack packing and down section of valve assembly.
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6.7
USING THE MLT / VLT DATA TRAP
The MLT / VLT "data trap" records many of the controller's operation “flags” at the moment the MLT or VLT occurs. This allows you to see what flags led up to the fault. Note: Direction must be on (input UPS) for the adjustable time set via parameter MOTOR LIMIT TIMER (1 - 6 minutes) before MLT will occur. Direction must be on (input DNS) for the adjustable time set via parameter VALVE LIMIT TIMER (1 - 6 minutes) before VLT will occur. Once an MLT or VLT shuts down the car, use these steps to look at the stored flags. 1.
Do not reset the computer as this will clear the data trap on software version 5.19.0001 or earlier. To return the car to service and not harm the data, simply toggle the relay panel inspection switch from OFF to ON and back to OFF. Note: On software version 5.19.0002* or later, the data is not cleared on power up or reset. The data is overwritten each time a new MLT occurs. However, the data may be cleared and the MLT counter reset by placing the F1, F2, F7 and F8 switches in the up position.
2.
On the MC-PCA board place the F2 switch up (ON) to select External Memory. All other switches should be down (OFF). The LCD display shows the default address, DA.0100 (address 0100H) followed by the eight EXTERNAL MEMORY memory bits at that location. DA.0100:10110011
3.
Use the DATA TRAP MEMORY CHART to determine the addresses where the saved data is stored. The section in the Controller Installation Manual titled EXTERNAL MEMORY MODE provides a complete description of how to use the External Memory Mode. Briefly, use the N pushbutton to select the digit to be changed (digit blinks on and off). Press + or - to change the digit.
4.
Record the data displayed on the LCD for all rows shown on the chart. It helps if you have a few photocopies of the chart. Simply mark the positions in the chart that are shown as a “1" on the LCD display. Addresses 0480H thru 0493H contain car status flags. Address 0494H contains the car's position indicator value at the instant the MLT or VLT condition occurred and address 0495H contains the MLT counter (ver 5.19.0002 or later). Only the labeled positions are important to mark.
5.
Once all of the addresses have been marked you may reset the computer to clear the recorded memory area (software versions 5.19.0001* or earlier).
6.
Use the recorded values and the timer logic flowcharts to help determine the cause of the problem. Then call MCE for assistance if any is needed. * Note: To determine the software version, place switch F8 up (ON) with all other function switches down (OFF).
PTHC D Ver# T06.03.0000
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PHC HYDRO DATA TRAP MEMORY CHART DIAGNOSTIC INDICATORS
0480H 0481H 0482H 0483H 0484H 0485H 0486H 0487H 0488H 0489H 048AH 048BH 048CH 048DH 048EH 048FH 0490H 0491H 0492H 0493H 0494H 0495H
8
7
6
5
± TFA ± DCFN ± DOC ± VCI ± SCE ± LFP ± HD ± LLW ± DNDO ± DMD ± TOS ± DZP ± TEMPB ± SD ± FRBYP ± CODE4 ± CTLDOT ± FRMM ± API ± ±PI LOS ±
± DC ± DCP ± SE ± FRA ± FCCC ± UFP ± FCOFF ± DLK ± LD ± DCB ± MLT ± STC ± UFQ ± SDA ± FRON ± CODE2 ± CTLF ± OFR ± SAB ± ±PI ±
± UC ± DOF ± DCLC ± FCS ± FCHLD ± NYDS ± DHLD ± DDF ± DPD ± UCB ± VLT ± SAF ± DZORDZ ± DSD ± HYD1_TRC0 ± CODE3 ± CTL ± WLDI ± TEST ± ±PI ±
± CC ± LOT ± CSB ± FRS ± HLI ± CCH ± IND ± SUD ± DDP ± CCB ± SST ± HCR ± FCSM ± BFD ± ECC ± FREE ± ALV ± WLD ± DHENDR ± ±PI ±
DOLM
PHE
DZ
DOL
4
3
2
1
DOB GEU GED ± ± ± ± NDS FDC DHO DOI ± ± ± ± GHT HCT CCT SDT ± ± ± ± DCC NUDG NUGBPS DSHT ± ± ± ± DNS UPS STD STU ± ± ± ± VCA EXMLT FWI PIC ± ± ± ± DIN DPR GTDE GTUE ± ± ± ± DLKS MLTP MLTDO ±IN ± ± ± ISR INCF REAR LLI ± ± ± ± UPDO LU UPD UDP ± ± ± ± DMU DCA UCA CCA ± ± ± ± HSEL DSH RUN ±H ± ± ± HCDX CCD ISV ISRT ± ± ± ± FRM FRSS FRAS FRC ± ± ± ± SU SUA USD TFD ± ± ± ± CD ECRN EPR PFG ± ± ± ± DEADZ DHLD1 PH1 NDGF ± ± ± ± EPSTP AUTO EPRUN EPI ± ± ± ± CCMEM OLW OVLM OVL ± ± ± ± DHEND CTST HOSPH2 HOSP ± ± ± ± ±PI ±PI ±PI ±PI MLT Counter MLT Counter MLT Counter MLT Counter ± ± ± ± DBC
Note 1: In software version 5.19.0001 and earlier, LOS is located at address 0495H bit 2. Note 2: In software version 5.19.0001 and earlier, TRAPLOCK is located at address 0495H bit 1 and is cleared only when the controller is reset.
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6.8
ASME A17.1 - 2000 FAULT TROUBLESHOOTING TABLES The ASME A17.1 - 2000 Fault Troubleshooting data is stored in External Memory at the Hex addresses shown in the following tables. Refer to Section 5.5 External Memory Mode for additional information. External Memory Mode is initiated by placing the F2 switch in the up position with all other switches in the down position.
External Memory mode
The N pushbutton advances of the computer memory address, which is displayed on the second line of the LCD. For example, for this display, pressing the N pushbutton once (hold it for 1-2 seconds) will cause the 1 in the address 1234 to begin blinking. By continuing to press the N pushbutton, the 2 in the address 1234 will begin to blink. The EXTERNAL MEMORY cycle will continue while the N pushbutton is being pressed. DA.1234:10110011 Once the digit needed to be changed is blinking, the address can then be modified using the + or - pushbuttons. The S pushbutton ends the ability to change the address by stopping the digit from blinking. If the S pushbutton is not pressed, the selected digit will stop blinking automatically after a period of about 20 seconds. The data (8 digits) that corresponds to the memory address is displayed to the right of the address. This display will change as the memory address changes. 6.8.1
ASME A17.1 - 2000 REDUNDANCY FAULT ESTABLISHED MAP
`TABLE 6.2
ASME A17.1 - 2000 Redundancy Fault Established Map
HEX ADDRESS
FAULT
0E90
--
RESBYP
RSAFR
RSTOP
--
SAFH
SAFC
RCT
0E91
RFR_FLKR
RFR_STK
--
--
--
--
--
2BI
0E92
INUP
IN
INMR
ACCI
INICI
INCTI
--
--
0E93
--
RCD
DLK
HDB
CDB
HD
CD
INDN
0E94
RACC1
RIN2
RIN1
RLULD
DZX
RDZX
RDZ
--
0E95
--
--
--
--
--
RCTIC
RTBAB
RACC2
0E96
RUP
DNS
DNL
UNL
UPS
DNDIR
UPDIR
--
0E97
--
MPSAF
ESBYP
TEST
DCL
DPM
RH
RDN
0E98
--
--
--
RHDB
H
--
--
--
0E9A
DZRX
RDZR
RHDR
RCDR
HDBR
CDBR
HDR
CDR
0E9B
--
--
--
RUDX4
RUDX3
RHDBR
DCLR
DPMR
0E9C
RM3
RDEL2
RWYE2
RM2
RDEL1
RWYE1
RM1
RPM
0E9D
RUSV
UTS
UNLS
RPLT
DFV
UFV
RDEL3
RWYE3
ROFRT
RSYNC
RDFV
RUFV
RDSV
--
4BUS
RSAFR
--
--
0E9E 0E9F
--
CT
ESBYP
TROUBLESHOOTING
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6-25
6.8.2
ASME A17.1 - 2000 REDUNDANCY FAULT DATA TRAP (F2 is UP) This Data Trap records the state of the Redundancy Fault Established Map and the SC-HDIO Board Input Map when the MPSAF Output is turned OFF, indicated by the SAFR1 Relay. Refer to Section 5.5 for additional information on the External Memory mode. To access the following data the F2 Switch is up. Example: Alphanumeric display at left indicates that at hex address 0EB3 the following faults are ON (indicated by a 1 in that position): RHD, DLK, HDB, CD and INDN.
TABLE 6.3 HEX ADDRESS
0EB0
Redundancy Fault Established Data Trap FAULT DATA (1 = ON, 0 = OFF) --
0EB1
RESBYP
RFR_FLKR RFR_STK
RSAFR
RSTOP
--
SAFH
SAFC
RCT
--
--
--
--
--
2BI
0EB2
INUP
IN
INMR
ACCI
INICI
INCTI
--
RBK
0EB3
--
RCD
DLK
HDB
CDB
HD
CD
INDN
0EB4
RACC1
RIN2
RIN1
RLULD
DZX
RDZX
RDZ
RPT
0EB5
--
--
--
--
--
RCTIC
RTBAB
RACC2
0EB6
RUP
DNS
DNL
UNL
UPS
DNDIR
UPDIR
ILO2
0EB7
--
MPSAF
ESBYP
TEST
DCL
DPM
RH
RDN
0EB8
--
--
--
RHDB
H
--
--
--
0EB9
--
--
--
--
--
--
--
--
0EBA
DZRX
RDZR
RHDR
RCDR
HDBR
CDBR
HDR
CDR
0EBB
--
--
--
RUDX4
RUDX3
RHDBR
DCLR
DPMR
0EBC
RM3
RDEL2
RWYE2
RM2
RDEL1
RWYE1
RM1
RPM
0EBD
RUSV
UTS
UNLS
RPLT
DFV
UFV
RDEL3
RWYE3
ROFRT
RSYNC
RDFV
RUFV
RDSV
--
4BUS
RSAFR
--
--
0EBE 0EBF
6.8.3
CT
ESBYP
ASME A17.1 - 2000 SC-HDIO BOARD INPUT DATA TRAP
TABLE 6.4 HEX ADDRESS
ASME A17.1 - 2000 SC-HDIO Board Input Data Trap FAULT DATA (1 = ON, 0 = OFF)
0EC0
2BI
RCT
RESBYP
RSAFR
STOP
SAFC
SAFH
--
0EC1
INUP
INICI
INCTI
RDEL1
RWYE1
RFR
DZX
RM1
0EC2
--
--
--
RCD
CD
INDN
INMR
HD
0EC3
RUP
DNL
UNL
RIN2
RIN1
RLULD
RDZ
--
0EC4
FRSA
FRSM
FRBYP
FCCC
FCOFF
TEST
RH
RDN
0EC5
--
--
C5.4
C5.3
DFV
UFV
UTSRL
DTSRL
0EC6
HDBO
HDB
CDBO
CDB
ACCI
--
--
--
0EC7
--
--
--
ROFRT
RCTIC
RTBAB
RACC2
RACC1
0EC8
--
--
RUSV
RSTOP
--
--
--
UPDIR
0EC9
CDBOR
CDBR
CDR
DZRX
RHDB
--
--
DNDIR
0ECA
A2KBP
RHDR
RCDR
RDZR
RHDBR
HDBOR
HDBR
HDR
0ECB
--
--
RUFV
RDSV
UNLS
ASI8
ASI7
RDFV
6-26 •
TROUBLESHOOTING
42-02-1P01
Page 593 CemcoLift 2008
6.8.4
RAW ASME A17.1 - 2000 SC-HDIO BOARD INPUT MAP The RAW data for the ASME A17.1 - 2000 HDIO Board Input Map table that follows, is data that has not been modified by the controller. To see these inputs select the address in External Memory mode (refer to Section 5.5) External Memory mode
TABLE 6.5
RAW ASME A17.1 - 2000 SC-HDIO Board Input Map
HEX ADDRESS
INPUTS
0C60
2BI
RCT
RESBYP
RSAFR
STOP
SAFC
SAFH
--
0C61
INUP
INICI
INCTI
RDEL1
RWYE1
RFR
DZX
RM1
0C62
--
--
--
RCD
CD
INDN
INMR
HD
0C63
RUP
DNL
UNL
RIN2
RIN1
RLULD
RDZ
--
0C64
FRSA
FRSM
FRBYP
FCCC
FCOFF
TEST
RH
RDN
0C65
--
--
--
--
DFV
UFV
UTSRL
DTSRL
0C66
HDBO
HDB
CDBO
CDB
ACCI
--
--
--
0C67
--
--
--
ROFRT
RCTIC
RTBAB
RACC2
RACC1
0C68
--
--
RUSV
RSTOP
--
--
--
UPDIR
0C69
CDBOR
CDBR
CDR
DZRX
RHDB
--
--
DNDIR
0C6A
A2KBP
RHDR
RCDR
RDZR
RHDBR
HDBOR
HDBR
HDR
0C6B
--
--
RUFV
RDSV
UNLS
ASI8
ASI7
RDFV
TROUBLESHOOTING
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•
6-27
6.8.5
ADDITIONAL FLAGS AND VARIABLES ADDED FOR ANSI 2000
TABLE 6.6
Flags and Variables Added for ASME A17.1-2000
HEX ADDRESS
INPUTS / OUTPUTS
0DB0
XTN1
UTS1
RDEL1
DEL1
RWYE1
WYE1
RM1
M1
0DB1
XTN2
UTS2
RDEL2
DEL2
RWYE2
WYE2
RM2
M2
0DB2
XTN3
UTS3
RDEL3
DEL3
RWYE3
WYE3
RM3
M3
SS_FAIL
SSFN
VEU
FUD
VC
RPM
0DB3
ABORT_PUMP SS_UTSF
0DB7
CUR_PUMP
0DB8
FS3
FS2
0DBA
TABLE 6.7
FS1
SS3
SS2
SS1
VC_T
VC_M
RPM_M
RPLT
Definitions for Flags and Variables in Table 6.6
ABORT_PUMP Failed to Activate. Abort Start-Up Sequence
RWYE1
WYE Redundancy, Pump #1
CUR_PUMP
Current Pump Selected for Start-up Sequence RWYE2
WYE Redundancy, Pump #2
DEL1
DEL, Pump #1
RWYE3
WYE Redundancy, Pump #3
DEL2
DEL, Pump #2
SS_UTSF
Solid State Motor Up To Speed Failure
DEL3
DEL, Pump #3
SS1
Successful Start, Pump #1
FS1
Failed Start, Pump #1
SS2
Successful Start, Pump #2
FS2
Failed Start, Pump #2
SS3
Successful Start, Pump #3
FS3
Failed Start, Pump #3
SS_FAIL
Solid State Starter Failure
FUD
Fast Up Down Enable Output
SSFN
Soft Stop Function Active
M1
M Contactor, Pump #1
UTS1
Up to Speed for Starter 1
M2
M Contactor, Pump #2
UTS2
Up to Speed for Starter 1
M3
M Contactor, Pump #3
UTS3
Up to Speed for Starter 1
OXTN_CTR
Y - DEL Contactor Open Transition Counter
VC
Viscosity Output
RDEL1
DEL Redundancy, Pump #1
VC_T
Viscosity Timed
RDEL2
DEL Redundancy, Pump #2
VC_M
Viscosity Memory
RDEL3
DEL Redundancy, Pump #3
VEU
Valve Enable Up Output
RM1
M Contactor Redundancy, Pump #1
WYE1
WYE, Pump #1
RM2
M Contactor Redundancy, Pump #2
WYE2
WYE, Pump #2
RM3
M Contactor Redundancy, Pump #3
WYE3
WYE, Pump #3
RPLT
PLT Relay Redundancy
XTN1
Y-DEL Contactor Open Transition Flag, Pump #1
RPM
Run Pump / Motor Input
XTN2
Y-DEL Contactor Open Transition Flag, Pump #2
RPM_M
Run Pump Motor Memory
XTN3
Y-DEL Contactor Open Transition Flag, Pump #3
6-28 •
TROUBLESHOOTING
42-02-1P01
Page 595 CemcoLift 2008
6.8.6
FORMATTED ASME A17.1 - 2000 SC-HDIO BOARD INPUT / OUTPUT MAP The Formatted ASME A17.1-2000 SC-HDIO Board Input / Output Map is stored in External Memory at the Hex addresses shown in Table 6.11. Refer to Section 5.5 External Memory Mode for detailed information. External Memory Mode is initiated by placing the F2 switch in the up position with all other switches in the down position.
TABLE 6.8
External Memory mode
Formatted SC-HDIO Board Input / Output Map
HEX ADDRESS
INPUTS / OUTPUTS
0C4F
2_BI_M
MPSAF
STOP
SAFC
SAFH
RSAFR
2_BI
0C50
TEST
INDN
INUP
RIN2
RIN1
INMR
INICI
INCTI
0C51
--
UPDO_M
INUP_M
RTBAB
RACC2
RACC1
ACCI
RCTIC
0C52
--
--
--
--
DFV
UFV
UTSRL
DTSRL
0C53
HDBO
HDB
CDBO
CDB
--
RCD
HD
CD
0C54
--
FIR1
FWL
FRSA
FRSM
FRBYP
FCCC
FCOFF
0C56
RESBYP
ESBYP
–
--
--
--
--
--
0C58
DNDIR
UPDIR
--
RUP_M
RDN
RUP
DNL
UNL
0C59
RFR
RFRM
A2KBP
CT
RCT
RH
RLULD
RDZ
0C5A
HDBOR
HDBR
CDBOR
CDBR
RHDR
RCDR
HDR
CDR
0C5B
--
--
RHDBR
RHDB
RDZR
DZRX
ROFRT
DZX
0C5C
ASI8
ASI7
UNLS
RDFV
RDSV
RUFV
RUSV
RSTOP
TROUBLESHOOTING
42-02-1P01
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•
6-29
TABLE 6.9
Mnemonic Definitions for Inputs and Outputs in Table 6.8
A2KBP
ANSI 2000 Bypass Input
RDN
Redundancy Down Relay
ACCI
Inspection Access
RDFV
Redundancy Down Fast Valve
ASI7
ANSI Spare Input 7
RDSV
Redundancy Down Slow Valve
ASI8
ANSI Spare Input 8
RDZ
Redundancy Door Zone Relay
CD
Car Door
RDZR
Redundancy Door Zone Rear Auxiliary Relay
CDB
Car Door Bypass Switch - Bypass Position
RDZX
Redundancy Door Zone Auxiliary Relay
CDBO
Car Door Bypass Switch - Off Position
RESBYP
Redundancy Emergency Stop Switch Bypass Relay
CDBOR
Car Door Rear Bypass Switch - Off Position
ROFRT
Redundancy One Floor Run Terminal
CDBR
Car Door Rear Bypass Switch - Bypass Position
RFR
Redundancy Fault Reset
CDR
Car Door Rear
RFRM
Redundancy Fault Reset Memory
CT
Cycle Test Output
RH
Redundancy High Speed Relay
DFV
Down Final Valve
RHDB
Redundancy Hoistway Door Bypass Relay
DNDIR
Down Direction Detected
RHDBR
Redundancy Hoistway Door Bypass Rear Relay
DNL
Down Normal Limit
RHDR
Redundancy Hoistway Door Rear Relay
DTSRL
Down Terminal Speed Reducing Limit
RIN1
Redundancy Inspection Relay #1
DZRX
Door Zone Rear Auxiliary
RIN2
Redundancy Inspection Relay #2
DZX
Door Zone Auxiliary
RLULD
Redundancy Level Up / Level Down Relays
ESBYP
Emergency Stop Switch Bypass
RMR
Redundancy Motor Relay
FCCC
Fire Phase 2 - Car Call Cancel
RPLT
Redundancy Pilot Relay
FCOFF
Fire Phase 2 Switch - Off position
RSAFR
Redundancy Safety Relay Input
FIR1
Fire Phase 1 Active - Main or Alternate
RSTOP
Redundancy Stop Input
FRBYP
Fire Phase 1 Switch - Bypass Position
RSYNC
Redundancy Sync Relay
FRSA
Fire Phase 1 - MR / HTW Sensor - Alternate Recall
RTBAB
Redundancy Top / Bottom Access Buttons Relay
FRSM
Fire Phase 1 - MR / HTW Sensor - Main Recall
RUDX1
Redundancy Up/Down Auxiliary #1
FWL
Fire Warning Light
RUDX2
Redundancy Up/Down Auxiliary #2
GOV
Governor Switch Input
RUDX3
Redundancy Up/Down Auxiliary #3
HD
Hoistway Door
RUDX4
Redundancy Up/Down Auxiliary #4
HDB
Hoistway Door Bypass Switch - Bypass Position
RUP
Redundancy Up Relay
HDBO
Hoistway Door Bypass Switch - Off Position
RUP_M
Redundancy Up Relay Memory
HDBOR
Hoistway Door Rear Bypass Switch - Off Position
RUFV
Redundancy Up Fast Valve
HDBR
Hoistway Door Rear Bypass Switch - Bypass Position RUSV
Redundancy Up Slow Valve
HDR
Hoistway Door Rear
SAFC
Safety Circuit - Car
INCTI
Inspection - Car Top Inspection
SAFH
Safety Circuit - Hoistway
INDN
Inspection - Down Input
SSI
Seismic Switch Input
INICI
Inspection - In Car Inspection
STOP
Stop Switch Input
INMR
Inspection - Machine Room
TEST
Test Input
INUP
Inspection - Up Input
TWO_BI
2 Bus Input
INUP_M
Inspection Up Memory
TWO_BI_M
2 Bus Input Memory
MPSAF
Main Processor - Safety Output
UFV
Up Final Valve
RACC1
Redundancy Access Inspection Relay #1
UNL
Up Normal Limit
RACC2
Redundancy Access Inspection Relay #2
UNLS
Up Normal Limit Switch
RCD
Redundancy Car Door Relay
UPDIR
Up Direction Detected
RCDR
Redundancy Car Door Rear Relay
UPDO_M
Up Direction Output Memory
RCT
Redundancy CT Relay
UTSRL
Up Terminal Speed Reducing Limit
RCTIC
Redundancy Car Top / In Car Inspection Relay
6-30 •
TROUBLESHOOTING
42-02-1P01
Page 597 CemcoLift 2008
6.9
STARTERS - SEQUENCE OF OPERATION FLOWCHARTS
FIGURE 6.15
WYE - DELTA Starter Sequence of Operation SEQUENCE OF OPERATION for WYE - DELTA HYDRAULIC STARTER Text in Italics are component names Passed A17.1 -2000 cycle testing = YES
RP = ON, SAF = ON SC-SB2K-H, SAFR1, SAFR2
Place an up call HCCI/O, HC-PCI/O
RP = Reverse phase relay SAF = Safety ON = SAFR1 (Main processor cycle tests and redundancy OK) and SAFR2 (software system OK) DLK = Door lock input CD = Car door HD = Hall door CDR = Car door rear HDR = Hall door rear
DLK, UNLS and UNL Inputs = ON SC-HDIO UNL Relay = ON CD, HD, CDR, HDR
UPDO=up direction output H=high speed output
MC-PCAOA2K
UNL = Up normal limit switch relay and input H = ON HC-PCI/O
H Relay SC-SB2K-H
UPDO = ON UP Relay = ON HC-PCI/O, SC-SB2K-H
US = Up Slow relay RPM input = ON, WYE = M = ON SC-SB2K-H, SC-HDIO
RPM = Run pump motor input M = Main pilot output WYE = WYE output
MP = ON, YP = ON SC-SB2K-H, SC-HDIO If an M contactor is provided it will pick when MP picks
WYE = ON, SC-SB2K-H, SC-HDIO US = ON SC-SB2K-H DEL = ON, DELP = ON, SC-SB2K-H, SC-HDIO
MP = Main pilot relay YP = WYE pilot relay
DEL = MP Delta output, DELP = Delta pilot relay OTT = Open Transistion Time allows 0.10 seconds between drop of WYE and pick of DELTA
Auxilliary contacts of DELTA help to allow the valves to operate.
YP = WYE = OFF, after OTT SC-SB2K-H, SC-HDIO
When M, WYE and/or DELTA pick the Main Processor expects to see inputs RM, RWYE/A, and/or RDEL go low. If these inputs don't go low when appropriate we will get "CONTACTOR FAILURE TO PICK" message.
DELTA = ON
Up High Valve = ON
Up Valve = ON
Car accelerates
H:Document on Endevor/Flowchart/HydroWYEDELStart.flo rev 8/22/02
TROUBLESHOOTING
42-02-1P01
Page 598 CemcoLift 2008
•
6-31
FIGURE 6.16
ATL Starter Sequence of Operation
SEQUENCE OF OPERATION for ATL HYDRAULIC STARTER
Text in Italics are component names Passed A17.1 -2000 cycle testing = YES
RP = ON, SAF = ON SC-SB2K-H, SAFR1, SAFR2
Place an up call HCCI/O, HC-PCI/O
RP = Reverse phase relay SAF = Safety ON = SAFR1 (Main processor cycle tests and redundancy OK) and SAFR2 (software system OK)
DLK, UNLS and UNL INPUT = ON UNL Relay = ON CD, HD, CDR, HDR
DLK = Door lock input CD = Car door HD = Hall door CDR = Car door rear HDR = Hall door rear UPDO=up direction output H=high speed output
MC-PCAOA2K
UNL = Up normal limit switch relay and input UNLS = Up Normal Limit Sw input
H = ON HC-PCI/O US = ON SC-SB2K-H H Relay SC-SB2K-H
US = Up Slow relay
RPM input = ON, WYE = M = ON SC-SB2K-H, SC-HDIO
RPM = Run pump motor input M = Main pilot output WYE = WYE output
MP = ON, YP = ON SC-SB2K-H, SC-HDIO If an M contactor is provided it will pick when MP picks
UPDO = ON UP Relay = ON HC-PCI/O, SC-SB2K-H
WYE = ON, SC-SB2K-H, SC-HDIO Once WYE Delta transfer timer elapses DELP will pick
MP = Main pilot relay YP = WYE pilot relay
DEL = MP Delta output, DELP = Delta pilot relay
Normally open contacts of DELP help to allow valves to open
NOTE: When M and WYE pick the Main Processor expects to see inputs RM and RWYE/A go low. If these inputs don't go low when appropriate we will get "CONTACTOR FAILURE TO PICK" message.
DEL = ON, DELP = ON, SC-SB2K-H, SC-HDIO
Up High Valve = ON
Up Valve = ON
Car accelerates
H:Document on Endevor/Flowchart/HydroATLStarter.flo rev 8/22/02
6-32 •
TROUBLESHOOTING
42-02-1P01
Page 599 CemcoLift 2008
FIGURE 6.17
Solid State Starter Sequence of Operation
HYDRO WITH SOLID-STATE STARTER SEQUENCE OF OPERATION Text in Italics are component names Passed A17.1 -2000 cycle testing = YES SAF = ON SC-SB2K-H, SAFR1, SAFR2
SAFR1 = Main processor cycle tests and redundancy OK SAFR2 = software system OK
Place an up call HCCI/O, HC-PCI/O
DLK, UNLS and UNL INPUTs = ON UNL Relay = ON CD, HD, CDR, HDR
DLK = Door lock input CD = Car door HD = Hall door CDR = Car door rear HDR = Hall door rear
MC-PCAOA2K
UNLS = Up Normal Limit Input UPDO=up direction output H=high speed output UNL = Up normal limit switch relay and input
H = ON HC-PCI/O
H Relay SC-SB2K-H
RPM input = ON, WYE = M = ON SC-SB2K-H, SC-HDIO
MP = ON, YP = ON UPDO = ON, UP Relay = ON HC-PCI/O
US = ON SC-SB2K-H
SS = ON
UTS1 = ON HC-IOX
US = Up slow relay UP Relay = Up Pilot Relay RPM = Run pump motor input M = Main pilot output WYE = WYE output MP = Main pilot relay YP = WYE pilot relay
SS = Solid-state starter applies voltage to motor UTS1 = Up to speed input (OK to open valves - from SS) DEL = MP Delta output, DELP = Delta pilot relay
DEL = ON, DELP = ON SC-SB2K-H, SC-HDIO
Up Slow Valve = ON
Up High Valve = ON
Car accelerates
H:Document on Endevor/Flowchart/HydroSSstarter.flo rev 8/22/02
TROUBLESHOOTING
42-02-1P01
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•
6-33
FIGURE 6.18
Standard PC Board Layout
C2
C2
C7
C5
C4
C3 C1
C1
C3
C6
C4
C3
C1
C2
C1
C2 C3
C5
6-34 •
TROUBLESHOOTING
C4
42-02-1P01
Page 601 CemcoLift 2008
Page 602 CemcoLift 2008
Page 603 CemcoLift 2008
APPENDIX A ORIGINAL PROGRAMMED VALUES AND THE RECORD OF CHANGES OPTIONS
MCE VALUES BASIC FEATURES ___ Duplex
NEW VALUES
Simplex or Duplex?
___ Simplex
Operation:
___ Sel. Coll. ___ Single Button ___ Single Auto PB
___ Sel. Coll. ___ Single Button ___ Single Auto PB
___ Simplex
___ Duplex
_____ Yes
_____ Yes
Top Landing Served (Car A)? Car Doors are Walk-Thru (Car A)?
______ No
______ No
Car Serves Frnt/Flr (Car A)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Car Serves Rear/Flr (Car A)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Top Landing Served (Car B)? Car Doors are Walk-Thru (Car B)?
_____ Yes
______ No
_____ Yes
______ No
Car Serves Frnt/Flr (Car B)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Car Serves Rear/Flr (Car B)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Car Identifier
Set first car to A, next car to B
Set first car to A, next car to B
Number of IOX Boards:
_________ Valid range is 0-4.
_________ Valid range is 0-4.
Number of I4O Boards:
_________ Valid range is 0-3.
_________ Valid range is 0-3.
Number of AIOX Boards:
_________ Valid range is 0-1.
_________ Valid range is 0-1.
Parking Floor Alt. Parking Floor Secondary Park Floor Lobby Floor
Fire Service Operation?
_____ Yes
FIRE SERVICE ______ No
_____ Yes
______ No
______ No
Fire Phase 1 Main Floor Fire Phase 1 Alt. Floor Fire Service Code Fire Phase 1, 2nd Alt Landing Bypass Stop Sw. on Phase 1?
_____ Yes
______ No
_____ Yes
Honeywell Fire Operation?
_____ Yes
______ No
_____ Yes
______ No
NYC Fire Phase 2 w/ ANSI 89?
_____ Yes
______ No
_____ Yes
______ No
White Plains, NY Fire Code?
_____ Yes
______ No
_____ Yes
______ No
Mass 524 CMR Fire Code?
_____ Yes
______ No
_____ Yes
______ No
Nudging?
_____ Yes
DOOR OPERATION ______ No
_____ Yes
______ No
Stuck Photo Eye Protection?
_____ Yes
______ No
_____ Yes
______ No
Sequential Door Oper.(F/R)?
_____ Yes
______ No
_____ Yes
______ No
Car Call Cancels Door Time?
_____ Yes
______ No
_____ Yes
______ No
Nudging During Fire Phase 1?
_____ Yes
______ No
_____ Yes
______ No
Retiring Cam Option?
_____ Yes
______ No
_____ Yes
______ No
Pre-Opening?
_____ Yes
______ No
_____ Yes
______ No
Mechanical Safety Edge?
_____ Yes
______ No
_____ Yes
______ No
Nudging Output/Buzzer Only?
_____ Yes
______ No
_____ Yes
______ No
D.C.B. Cancels Door Time?
_____ Yes
______ No
_____ Yes
______ No
Leave Door Open on PTI/ESS?
_____ Yes
______ No
_____ Yes
______ No
Nudging During Fire Phase 2?
_____ Yes
______ No
_____ Yes
______ No
42-02-1P01
APPENDIX A - PROGRAMMED VALUES Page 604 CemcoLift 2008
•
A-1
OPTIONS Dir. Preference Until DLK?
_____ Yes
MCE VALUES ______ No
_____ Yes
NEW VALUES ______ No
Fully Manual Doors?
_____ Yes
______ No
_____ Yes
______ No
Cont. D.C.B. to Close Doors?
_____ Yes
______ No
_____ Yes
______ No
Cont. D.C.B. for Fire Phase 1?
_____ Yes
______ No
_____ Yes
______ No
Moment. D.O.B. door opening? Moment D.O.B. for: Moment D.O.B. for:
______ No ____Front ____Rear ____Both Calls ____Hall Calls ____Car Calls ____All Calls
______ No ____Front ____Rear ____Both Calls ____Hall Calls ____Car Calls ____All Calls
Doors to open if parked?
___None ___ Front ___ Rear ___ Both
___None ___ Front ___ Rear ___ Both
Doors to Open on Main Fire?
___ Front ___ Rear ___ Both
___ Front ___ Rear ___ Both
Doors to Open on Alt. Fire?
___ Front ___ Rear ___ Both
___ Front ___ Rear ___ Both
Leave Doors Open on CTL Limited Door Re-Open Option Reduce HCT with Photo Eye Leave Doors Open on EPI Doors to open if No demand?
_____ Yes ______ No _____ Yes ______ No _____ Yes ______ No _____ Yes ______ No ___None ___ Front ___ Rear ___ Both
_____ Yes ______ No _____ Yes ______ No _____ Yes ______ No _____ Yes ______ No ___None ___ Front ___ Rear ___ Both
Const. Press Op. Bypass PHE? Door Type is? Front Door Mech. Coupled?
_____ Yes
______ No
_____ Horizontal _____ Yes
______ Vertical
______ No
_____ Yes
______ No
_____ Horizontal _____ Yes
______ Vertical
______ No
Rear Door Mech. Coupled?
_____ Yes
______ No
_____ Yes
______ No
Prevent DCP Til Doors Close:
_____ Yes
______ No
_____ Yes
______ No
Moment D.C.B to Close Doors?
_____ Yes
______ No
_____ Yes
______ No
Doors to Latch DOF?
___None ___ Front ___ Rear ___ Both
___None ___ Front ___ Rear ___ Both
Doors to Latch DCF?
___None ___ Front ___ Rear ___ Both
___None ___ Front ___ Rear ___ Both
Inv. Door Closed Limit?
___None ___ Front ___ Rear ___ Both
___None ___ Front ___ Rear ___ Both
TIMER Short Door Timer
_____ seconds
_____ seconds
Car Call Door Timer
_____ seconds
_____ seconds
Hall Call Door Timer
_____ seconds
_____ seconds
Lobby Call Door Timer
_____ seconds
_____ seconds _____ seconds
Nudging Timer
_____ seconds
Time out of Service Timer
___None_____ seconds
___None_____ seconds
Motor Limit Timer
_____ minutes
_____ minutes _____ minutes
Valve Limit Timer
_____ minutes
Door Hold Input Timer
_____ seconds
_____ seconds
Parking Delay Timer
_____ minutes
_____ minutes
Fan/Light Output Timer
_____ minutes
_____ minutes
Hospital Emerg. Timer Door Open Protection Timer
_____ minutes _____ seconds
_____ minutes _____ seconds
CTL Door Open Timer
_____ seconds
_____ seconds
Door Buzzer Timer
_____ seconds
_____ seconds
Mounted in hall or car?
_____ Hall
GONGS/LANTERNS _____ Car
_____ Hall
_____ Car
Double strike on Down?
_____ Yes
_____ No
_____ Yes
_____ No
PFG Enable Button?
_____ Yes
_____ No
_____ Yes
_____ No
Egress Floor Arrival Gong?
_____ No
Main Egress Floor = _____
_____ No
Main Egress Floor = _____
SPARE INPUTS SP1 used for: SP2 used for: SP3 used for: SP4 used for: SP5 used for: SP6 used for: SP7 used for: SP8 used for: SP9 used for: SP10 used for:
A-2
•
APPENDIX A - PROGRAMMED VALUES Page 605 CemcoLift 2008
42-02-1P01
OPTIONS SP11 used for: SP12 used for: SP13 used for: SP14 used for: SP15 used for: SP16 used for: SP17 used for: SP18 used for: SP19 used for: SP20 used for: SP21 used for: SP22 used for: SP23 used for: SP24 used for: SP25 used for: SP26 used for: SP27 used for: SP28 used for: SP29 used for: SP30 used for: SP31 used for: SP32 used for: SP33 used for: SP34 used for: SP35 used for: SP36 used for: SP37 used for: SP38 used for: SP39 used for: SP40 used for: SP41 used for: SP42 used for: SP43 used for: SP44 used for: SP45 used for: SP46 used for: SP47 used for: SP48 used for: SP49 used for:
MCE VALUES
NEW VALUES
SPARE OUTPUTS OUT1 used for: OUT2 used for: OUT3 used for: OUT4 used for: OUT5 used for: OUT6 used for: OUT7 used for: OUT8 used for: OUT9 used for: OUT10 used for: OUT11 used for: OUT12 used for: OUT13 used for: OUT14 used for: OUT15 used for: OUT16 used for: OUT17 used for: OUT18 used for: OUT19 used for:
42-02-1P01
APPENDIX A - PROGRAMMED VALUES Page 606 CemcoLift 2008
•
A-3
OPTIONS OUT20 used for: OUT21 used for: OUT22 used for: OUT23 used for: OUT24 used for: OUT25 used for: OUT26 used for: OUT27 used for: OUT28 used for: OUT29 used for: OUT30 used for: OUT31 used for: OUT32 used for:
MCE VALUES
NEW VALUES
EXTRA FEATURES PI Output Type:
_____ 1 wire _____ Binary
_____ 1 wire _____ Binary
Floor Encoding Inputs?
_____ Yes
_____ No
_____ Yes
_____ No
Encode All Floors?
_____ Yes
_____ No
_____ Yes
_____ No
Emergency Power Operation?
___ No
Emergency Power Return Floor = ___
___ No
Emergency Power Return Floor = ___
Light Load Weighing?
___ No
Light Load Car Call Limit = ____
___ No
Light Load Car Call Limit = ____
Photo Eye Anti-Nuisance?
___ No
Consec Stops w/o PHE Limit = ____
___ No
Consec Stops w/o PHE Limit = ____
Peripheral Device? PA COM 1 Media: PA COM 1 Device:
PA COM 2 Media: PA COM 2 Device:
PA COM 3 Media: PA COM 3 Device:
PA COM 4 Media: PA COM 4 Device:
Automatic Floor Stop Option? CC Cancel w/Dir. Reversal?
_____ Yes
_____ No
_____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem
_____ Yes
_____ No
_____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No _____ None _____ Serial Cable _____ Line Driver _____ Modem
Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
Personal Computer: ____ CMS ____ Graphic Display CRT-No Keyboard: Color CRT: __ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
_____ No
_____ No
Floor # for Car to Stop at:_____
_____ Yes
_____ No
Floor # for Car to Stop at:_____
_____ Yes
_____ No
Cancel Car Calls Behind Car?
_____ Yes
_____ No
_____ Yes
_____ No
CE Electronics Interface?
_____ Yes
_____ No
_____ Yes
_____ No
Massachusetts EMS Service?
_____No
Master Software Key
___ Activated ___ Deactivated ___ Enabled
PI Turned off if No Demand? Hospital Emerg. Operation (Car A) Set Hospital Calls (Car A)? Hospital Calls Frnt/Flr (Car A)? Hospital Calls Rear/Flr (Car A)? Hospital Emerg. Operation (Car B)
A-4
•
EMS Service Floor #:_____
_____ Yes _____ Yes
_____ No _____ No
_____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 _____ Yes _____ No
APPENDIX A - PROGRAMMED VALUES Page 607 CemcoLift 2008
_____No
EMS Service Floor #:_____
___ Activated ___ Deactivated ___ Enabled _____ Yes _____ Yes
_____ No _____ No
_____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 _____ Yes _____ No
42-02-1P01
OPTIONS Set Hospital Calls (Car B)? Hospital Calls Frnt/Flr (Car B)? Hospital Calls Rear/Flr (Car B)? Fire Bypasses Hospital? High Seed Delay After Run? Single Speed A.C. Option? Sabbath Operation? UP Front Call?
Leveling Sensors
MCE VALUES _____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 _____ Yes _____ No _____ Yes _____ No _____ Yes _____ No _____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 ___Enabled ____ Disabled
KCE
___Enabled
Analog Load Weigher?
___None
UP Rear Call? DOWN Front Call? DOWN Rear Call?
____ Disabled ____ MCE____K-Tech
NEW VALUES _____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 _____ Yes _____ No _____ Yes _____ No _____ Yes _____ No _____ Yes _____ No 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 ___ Enabled ____Disabled ___ Enabled ___None
____Disabled
____ MCE____K-Tech
Ind. Bypass Security?
_____ Yes
_____ No
_____ Yes
_____ No
Ats. Bypass Security?
_____ Yes
_____ No
_____ Yes
_____ No
Car to Floor Return
_____ Floor
_____ Floor
Scrolling Speed
___Slow
Low Oil Switch Contact
_____N.O. _____N.C.
OFRP Between Flrs
____ Normal____Fast
___Slow
____ Normal____Fast
_____N.O. _____N.C.
_____ Floor _____ Floor ASME A17.1 - 2000 FEATURES _____ No
_____ Floor _____ Floor
Hoistway Access
_____ Yes
Number of Motor Starters
____1
_____2
_____3
____1
_____2
_____3
Minimum Number of Motors
____1
_____2
_____3
____1
_____2
_____3
Soft-Stop Timer
_____ Seconds
Starter #1 Type
____ Wye-Delta ____ Solid State
_____ Yes
_____ No
______ Seconds _____Across the Line
____ Wye-Delta ____Solid State
_____Across the Line
Y-D Transfer Timer
____ Seconds
_____N/A
____ Seconds
_____N/A
Y-D Open Transn. Timer
____ mSeconds
_____N/A
____mSeconds
_____N/A
Up To Speed Timer
____ Seconds
_____N/A
_____Seconds
_____N/A
M Contactor Installed?
____ Yes
Starter #2 Type
_____No
____ Wye-Delta ____ Solid State
____Yes
_____No
_____Across the Line _____None
____ Wye-Delta ____Solid State
_____Across the Line _____None
Y-D Transfer Timer
____ Seconds
_____N/A
____ Seconds
_____N/A
Y-D Open Transn. Timer
____ mSeconds
_____N/A
____mSeconds
_____N/A
Up To Speed Timer
____ Seconds
_____N/A
_____Seconds
_____N/A
M Contactor Installed?
____ Yes
Starter #3 Type
_____No
____ Wye-Delta ____ Solid State
____Yes
_____No
____Across the Line ____None
____ Wye-Delta ____Solid State
_____Across the Line _____None
Y-D Transfer Timer
____ Seconds
_____N/A
____ Seconds
_____N/A
Y-D Open Transn. Timer
____ mSeconds
_____N/A
____mSeconds
_____N/A
Up To Speed Timer
____ Seconds
_____N/A
_____Seconds
_____N/A
M Contactor Installed?
____ Yes
_____No
____Yes
_____No
Starter Configuration
____ Sequential _____Simultaneous ____ N/A
____Sequential _____Simultaneous
Multiple Valves
____ Yes
____ Yes
Speed > 150 FPM?
_____No
_____ Yes
_____ No
_____No
_____ Yes
_____ No
PTHC Version 6.03.xxxx
42-02-1P01
APPENDIX A - PROGRAMMED VALUES Page 608 CemcoLift 2008
•
A-5
APPENDIX B NOMENCLATURE NOMENCLATURE Motion Control Engineering, Inc.
# 1 1 2 2 3 3 4 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 A-6
PC BOARD HC-RB4 HC-RBH HC-CI/O HC-CI/O-E HC-PI/O HC-PCI/O HC-PI/O HC-TAB HC-RDRB HC-RD HC-RD HC-DB-MOD HC-DB-MOD-R HC-DPS HC-PIX HC-PIX HC-SRT HC-SCR HC-EQ HC-IOX HC-IOX HC-IOX HC-IOX HC-DYNA MC-ACFR IMC-GIO IMC-RB HC-DB-MOM/H HC-DB-MOM/H-R HC-OA IMC-RI IMC-PRI IMC-DIO IMC-DAS HC-I4O HC-I4O HC-I4O HC-I4O SCR-RI
•
Effective Date: 03/14/03
3 Pages
DESCRIPTION Traction Controller Main Relay Board Hydraulic Controller Main Relay Board Non Programmable Controller Call I/O Board Programmable Controller Call I/O Expander Board Non Programmable Controller Power I/O Board (Car A) â Programmable Controller Power And Call I/O Board Non Programmable Controller Power I/O Board (Car B) â Traction Adapter Board Rear Door Relay Board Rear Door Logic Board (Car A) â Rear Door Logic Board (Car B) Front G.A.L. MOD Door Interface Board Rear G.A.L. MOD Door Interface Board Door Power Supply Board Position Indicator Expander Board (Car A) â Position Indicator Expander Board (Car B) Suicide Relay Timing Board SCR Interface Board Earthquake Board I/O(8 Input / 8 Output) Expander Board (Car A) â I/O(8 Input / 8 Output) Expander Board (Car B) Additional I/O(8 Input / 8 Output) Expander Board (Car A) â Additional I/O(8 Input / 8 Output) Expander Board (Car B) Dynalift Interface Board AC Feedback Relay Board General Turbo DF I/O Board Turbo DF Relay Board Front G.A.L. MOM/MOH Door Interface Board Rear G.A.L. MOM/MOH Door Interface Board Output Adapter Board M/G Relay Interface Board M/G Power Relay Interface Board Digital I/O Board Data Acquisition Board I/O(16 Input /4 Output) Expander Board (Car A) â I/O(16 Input /4 Output) Expander Board (Car B) Additional I/O(16 Input / 4 Output) Expander Board (Car A) â Additional I/O(16 Input /4 Output) Expander Board (Car B) SCR/AC Relay Interface Board
APPENDIX B - NOMENCLATURE Page 609 CemcoLift 2008
42-02-1P01
NOMENCLATURE Motion Control Engineering, Inc.
# 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63
Effective Date: 03/14/03
3 Pages
DESCRIPTION SCR/AC Power Relay Interface Board Lock Bypass Board Gong Board Additional Gong Board Selectable Input Buffer Board (Car A) â Selectable Input Buffer Board (Car B) Relay Tester Board AC Baldor Interface Board Front G.A.L. MOM/MOH Door Interface and Power Supply Board AC Drive Interface Board AC Flux Vector Interface Board Rear G.A.L. MOM/MOH Interface and Power Supply Board IMC Enhanced Motherboard SCR Relay Interface Extension Board A.S.M.E. Front Door Lock Bypass Board A.S.M.E Front and Rear Door Lock Bypass Board AC MagneTek Interface Board Tach Adjust Board for VVMC-MG Controller Tach Adjust Board for VVMC-SCR Controller Main A17.1 - 2000 Compliant Relay Board High Density I/O board for A17.1 - 2000 Lock Bypass, Access, Overspeed and Emergency Brake Board used with DF controlers 64 SC-BASE Lock Bypass, Access, Overspeed and Emergency Brake Board used with non-DF controllers 65 SC-BASER-D Rear version of SC-BASE used with DF controllers 66 SC-BASER Rear version of SC-BASE used with non-DF controllers 67 SC-SB2K-H Hydraulic controller main relay board for A17.1 compliance 68 SC-BAH Hydraulic controller Bypass/Access board 69 SC-BAHR Hydraulic controller Bypass/Access/Rear Door board â Individual group cars use board numbers for car A only
42-02-1P01
PC BOARD SCR-PRI HC-LB HC-GB HC-GB HC-SIB HC-SIB HC-RT IMC-ACIB HC-DPS-MOM/H HC-ACI HC-ACIF HC-DPS-MOM/H-R IMC-MBX SCR-RIX HC-HBF HC-HBFR IMC-ACIM HC-TACH-MG HC-TACH-SCR SC-SB2K SC-HDIO SC-BASE-D
APPENDIX B - NOMENCLATURE Page 610 CemcoLift 2008
•
A-7
NOMENCLATURE Motion Control Engineering, Inc.
A-8
•
Effective Date: 03/14/03
APPENDIX B - NOMENCLATURE Page 611 CemcoLift 2008
Page 3 of 3
42-02-1P01
APPENDIX C ELEVATOR SECURITY INFORMATION AND OPERATION Building name: Building location: Security activation: Key switch or Time clock
Mon: Tue: Wed: Thu: Fri: Sat: Sun:
from from from from from from from
to to to to to to to
Instructions: To gain access to secured floors, follow the steps below while in the elevator car. The steps may be taken while the car is moving or standing still. Requests for a car from a hallway or corridor are answered without restriction. 1.
While in the car, press the button for the desired floor. If the destination floor is secured, the button for that floor will flash on/off. If the button for that floor stays solidly illuminated, that floor is unsecured.
2.
While the destination floor button is flashing, enter the security code for that floor within 10 seconds. Enter the security code by pressing the corresponding buttons on the panel. If the code was entered correctly and within the required time limit, the car will immediately go to that floor. If the code was not entered within the 10-second time limit or was entered incorrectly, the destination floor button light will turn off after 10 seconds and the entire sequence must be repeated. If a mistake is made while entering the security code, simply wait until the destination floor button light stops flashing and then start the entire sequence again.
42-02-1P01
APPENDIX C - ELEVATOR SECURITY OPERATION Page 612 CemcoLift 2008
•
A-9
SECURITY CODES Maintain a record of the security codes by noting the floor name as found in the elevator cab and each floor's code. Any floor with a security code is a secured floor. 1.
Floor
security code
=
2.
Floor
security code
=
3.
Floor
security code
=
4.
Floor
security code
=
5.
Floor
security code
=
6.
Floor
security code
=
7.
Floor
security code
=
8.
Floor
security code
=
9.
Floor
security code
=
10.
Floor
security code
=
11.
Floor
security code
=
12.
Floor
security code
=
13.
Floor
security code
=
14.
Floor
security code
=
15.
Floor
security code
=
16.
Floor
security code
=
17.
Floor
security code
=
18.
Floor
security code
=
19.
Floor
security code
=
20.
Floor
security code
=
21.
Floor
security code
=
22.
Floor
security code
=
23.
Floor
security code
=
24.
Floor
security code
=
25.
Floor
security code
=
26.
Floor
security code
=
27.
Floor
security code
=
28.
Floor
security code
=
29.
Floor
security code
=
30.
Floor
security code
=
31.
Floor
security code
=
32.
Floor
security code
=
A-10 •
APPENDIX C - ELEVATOR SECURITY OPERATION Page 613 CemcoLift 2008
42-02-1P01
APPENDIX D FLEX-TALK OPTION NOTE: The following is a listing of diagnostic tools available on a controller if the Flex-Talk option is provided. Use this addendum in conjunction with the manual. The addendum provides information regarding the diagnostics and volume adjustments for the TPI-FT option on the Flex-Talk unit.
1.0
INTRODUCTION AND THEORY OF OPERATION The Flex-Talk board is designed for use on any MCE controller to provide flexibility in audio announcement. The TPI-FT board is installed inside the controller and hooked up to the last board of the daisy chain. The TPI-FT receives such needed information as door status, nudging, PI, etc. from the MCE bus. A 5V power supply runs the digital circuitry, and a -/+15V supply operates the analog circuitry of the speaker. There are eight LED’s used for diagnostic purposes in conjunction with the dip switches. The input and output connectors (J1 and J2) are used for the MCE bus; however, it is unlikely that the output will be used, as the Flex-Talk board is typically the last in the daisy chain. The exception being a duplex where there are two Flex-Talk boards.
FIGURE D.1
Flex-Talk Board
Diagnostic LED’s
Dip Switch set
Volume control trimpots
APPENDIX D - FLEX-TALK
42-02-1P01
Page 614 CemcoLift 2008
• A-11
2.0
DIAGNOSTICS The six switches on the dip switch package are used for diagnostics purposes. There are eight LED’s (D2 through D9) also, for displaying diagnostics information. These LED’s are used in conjunction with the dip switch package (see below).For self-test, turn on switch S2 of the dip switch set. The unit will announce each of the floor messages, direction, nudging and fire service messages (special messages are not included in the self test).This test does not require connection of the MCE bus.
TABLE D.1
Diagnostic Table
DIP SWITCHES
DIAGNOSTIC
D2
D3
D4
D5
LEDS
D6
MNEM.
S2
S3
S4
S5
S6
D7
D8
D9
1
0
0
0
0
0
0
0
0
0
SAF
ALT FIRE
HOSP
0
1
0
0
0
0
0
1
0
0
0
1
1
0
0
0
0
0
1
0
SEC. FLR
HLW
EMP
X
X
X
X
X
SMAW1
0
1
0
1
0
STOP SW
OVS
LOBM
X
X
X
X
X
SMAW2
0
0
1
1
0
X
X
EMP
X
X
X
X
X
EMPWIN
0
1
1
1
0
UP
DOWN
NUDG
DLK
FRS
SAF
FRA
HOSP
ITR-1
0
0
0
0
1
PI0
PI1
PI2
PI3
PI4
CSE
HLW
EPR
ITR-2
0
1
0
0
1
PI5
X
DOPLFR
X
X
H OR (NOT) STC
ATALT
ATMN
ITR-3
SELF TEST UP
DOWN
NUDG
DOOR
MAIN FIRE
PIs DISPLAYED IN BINARY ( 00 = BOTTOM) X
EM3A
EM2A
EM1A
DORA
GDA
MODSW
PIN GUA
PIA
PIs DISPLAYED IN BINARY ( 00 = BOTTOM)
MAW
IPR_3
Dip switches - switches S2, S3, S4, S5, and S6 are used to select which flags on the TPI are to be displayed. - switch S2 is used for self test. - switch S1 is currently not used. - 0 = switch is “Off” and 1= switch is “On” D2 thru D9:
diagnostic LEDs located on the processor board. Illuminated LEDs indicate that one of the flags listed below D2 thru D9 on the above chart are read as active. Example: If all switches are off, D4 & D6 are turned on, then nudging and main fire service flags are on.
A-12 •
APPENDIX D - FLEXTALK
42-02-1P01
Page 615 CemcoLift 2008
3.0
VOLUME CONTROL Trimpots R32 and R33 adjust the main and alternate volume. The main volume adjustment (R32) controls the floor announcements (such as “First Floor”). The alternate volume (R33) controls all other announcements (such as “going up”). Turning either trimpot fully counterclockwise gives maximum volume. The adjustments are easily made with diagnostics switch S2-ON. This will activate the messages and allow the time necessary to adjust volume. These two trimpots do not effect any music volume that may be connected on J8. Music volume is set external of this unit.
4.0
TROUBLESHOOTING If there are no audio messages, then: • The speaker may not be connected on J9. • The +/-15V supply on connector J7 may not be present. • U39 relay may be defective. • U38 (audio power op-amp) may be defective. • U5 (program EPROM), U7 or U8 (digitized voice EPROM) may be defective. • A volume control trimpot may be defective or turned fully clockwise. If the message, “Please allow the doors to close” is heard when nudging: • The photo eye used to detect objects in the door path may be blocked. • The photo eye may be dirty, or defective.
5.0
PERIPHERAL EQUIPMENT Square recessed mount 6 1/4" by 6 1/4" by 4 1/4" (manufacturer Model # 198-4). Square surface mount 7" by 7" by 4 1/4" (manufacturer Model # SE 198-4). Circular recessed mount 6 1/8" by 4 1/4" without lip (manufacturer Model # 94-4). 7" round by 4 1/4" (including lip). 7 3/8" in diameter with a circular grill.
FIGURE D.2
Speaker Dimensions
APPENDIX D - FLEX-TALK
42-02-1P01
Page 616 CemcoLift 2008
• A-13
APPENDIX E LS-QUTE LANDING SYSTEM ASSEMBLY DRAWINGS NOTE: If a sensor or the HC-IPLS board is replaced make sure the orientation of the HC-IPLS board is correct. Use the chassis ground and the LEDs shown in the figure below for an orientation reference.
FIGURE E.1
A-14 •
LS QUTE Enclosure Assembly
APPENDIX E - LS-QUTE LANDING SYSTEM Page 617 CemcoLift 2008
42-02-1P01
FIGURE E.2
LS QUTE Wiring Diagram
SENSOR
HC-IPLS BOARD TERMINALS
DZ1
DZ2 SENSOR
S18
DZX
SDZX
S18
DZ2
DZ1 SENSOR
S27
DZF
SDZF
S18
DZR
SDZR
S18
LD
SLD
S18
LU
SLU
S18
STD
STD
S2
STU
STU
S2
ISTD
ISTD
S2
ISTU
ISTU
S2
One 2 inch jumper
S18
S2
42-02-1P01
APPENDIX E - LS-QUTE LANDING SYSTEM Page 618 CemcoLift 2008
• A-15
Controllers MCE Controller Motion 2000
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Motion Control Engineering HYDRAULIC ELEVATOR CONTROLS
Motion 2000 Hydraulic Control ™
The simple, solid, dependable hydraulic elevator control The all new Motion 2000 hydraulic elevator control from MCE is built solidly upon the experience of our customers. Before we began designing, we analyzed years of comments and suggestions. Then made certain we were building the controller that both installers and building owners wanted us to build.
Applications •
Modernization or new construction
•
Simplex, duplex, or group control
•
Groups up to 8 cars
•
Service up to 32 landings
The Motion 2000 supports simplex, duplex, or group control for up to eight cars serving up to thirty-two landings. Motion 2000 design achieves simple interconnectivity and easy field expansion through CAN Bus technology, phone-style connectors and optimized field connection locations.
Benefits
MCE’s Motion 2000 offers the same straight-forward user interface, switch programming, and LCD display as previous generation MCE controllers; no learning curve required. To make field programming even easier you can use the hand-held user interface plugged into a controller, COP or cartop CAN connection to access all system parameters. Motion 2000 uses multiple, redundant, self-contained processors for reliable control and constant safety monitoring. Through the CAN Bus, each processor is continuously aware of all system activity. An optional Ethernet port supports real time connection to MCE iReport for current and historical performance, activity reporting and archival; to MCE iMonitor for remote monitoring and control; to MCE iLobby for eye-pleasing, graphic display of elevator group activity. IDS LiftNet™ monitoring and control application is available using the optional ethernet connection.
•
Serial COP dramatically reduces traveler wire count
•
Solid state control replaces relays
•
Universal I/O boards provide 16 independent channels; 24–120V AC or DC with built-in current limiting protection
•
Enclosure knock-outs for easy installation
•
Optimized customer connection points
•
Open architecture and simple phone-style connectors allow easy field expansion
•
Programmable using standard MCE switches (no learning curve) or hand-held user interface
•
Simplified diagnostics using LED status indicators on most customer connections and an RS232 PC connection for detailed status monitoring
•
Redundant, self-contained processors monitor safety, increase control reliability, and enhance noise immunity
•
Expandable to four motor/valve combinations using additional interface boards
•
Optional ethernet port for iReport or iMonitor connection (automated email notification through monitoring application)
•
LiftNet compatible using optional ethernet port
Motion 2000 uses a standard, wall-mount enclosure
www.mceinc.com 800.444.7442 916.463.9200
The leader in non-proprietary controllers, technical Page 621 services and repair solutions for elevator modernization. CemcoLift 2008
LiftNet is a trademark of Integrated Display Systems, Inc.
Motion 2000 Hydraulic Control Motion 2000 specifications
Compliance
Maximum 200 fpm, 1.0 mps car speed Configuration
Simplex, duplex, group
Landings
Up to 32 with 64 openings
Motor control
Solid state, Wye/Delta or Across the Line
Landing system
LS-QUTE (solid tape/magnets) LS-STAN (vanes/switches)
System access
LCD and switches or hand-held user interface
Dispatching
Distributed control of up to 8 cars
Environment
32–104˚ F, 0–40˚ C, humidity non-condensing up to 95%; harsh environment rugged service available (NEMA 4, 4X, 12)
Standard enclosure
34" w x 31.5" h x 9" d (864 x 800 x 280 mm) includes knock-outs
Optional enclosure (Feature dependent)
36" w x 42" h x 9" d (914 x 1067 x 305 mm) includes knock-outs
Input
208–600 VAC, 50/60 Hz, single or 3-phase
•
ASME A17.1-2004/CSA B44-04
•
CSA B44.1-04/ASME A17.5-2004
•
BS EN 81
•
AS 1735
•
EN 12015 and 12016
www.mceinc.com 800.444.7442 916.463.9200
The leader in non-proprietary controllers, technical Page 622 services and repair solutions for elevator modernization. CemcoLift 2008
Motion2000-DS-02-0208
Controllers Otis Controller 211M
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Battery Back-Up Reynolds & Reynolds Electronics
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POWERVATOR Emergency Return System
n n e e v v P Prroo b iilliittyy b a a i N i l G GN l I I e S S e E E R D D R N IIN
C CTT A A P P M OM C CO
Page 731 CemcoLift 2008
®
e l g n Si e s a Ph
POWERVATOR
®
Emergency Return System
UV-2 SERIES
❖ Compact, wall mounted steel cabinet contains the electronic circuitry and batteries. ❖ Simplified primary side installation available (208VAC – 480VAC) ❖ Automatic activation — unit turns on during power failure to power entire controller, thereby keeping all safety circuits intact. When required, unit will provide multiple voltages for seamless controller, valve and door operation. ❖ Optional reverse phase relay can be added, if required in elevator specs. ❖ A set of dry contacts are built into the unit to signal the controller it is under emergency power, aid in power transfer or pilot other relays. ❖ Terminals on the circuit board connect to the main disconnect safety to inhibit the unit during maintenance work, thereby preventing unexpected power going to the controller valve. ❖ Relay and rectifier isolation keep main and emergency power separate. ❖ Voltage output is regulated to maintain controller stability. ❖ ON/OFF, Battery Disconnect and main disconnect SAFETY switches aid in routine diagnostic tests and allow safe maintenance work. ❖ Frequency, charger voltage, and voltage regulation may be adjusted in the field via adjustable resistors on the circuit board. ❖ Single, hinged circuit board design allows for simple board or battery exchange. ❖ Indicators located on circuit board show battery charging and inverter activity. ❖ Separate fusing for batteries, outputs, logic circuitry and battery charger offer extra protection. ❖ Maintenance-free, sealed-lead acid batteries are trickle charged for prolonged life. Sealed batteries eliminate possibility of dangerous fume build-up.
Up to 750 VA power output Internal current limiting & fused protection Technical field support
Dimensions 12.5"Hx12.5"Wx8"D Complete unit CSA approved 1 Year warranty Full liability coverage
Reynolds & Reynolds Electronics, Inc. ❖ 521 E. Fourth Street ❖ PO Box 1710 ❖ Bethlehem, PA 18016 Tel: 610-691-2224 ❖ Fax: 610-691-2869 www.reynoldselectronics.com ❖ E-Mail:Page
[email protected] ❖
[email protected] 732 CemcoLift 2008
Door Operators GAL Door Operators
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G.A.L. Manufacturing Corporation
50 East 153rd Street, Bronx, N.Y. 10451 Phone (718) 292-9000 Fax (718) 292-2034
January, 2003
MOVFR
DOOR OPERATOR INSTALLATION AND ADJUSTING MANUAL
Doc. No. INSTMOVFR
Page 735 CemcoLift 2008
1
G.A.L. Manufacturing Corporation
January, 2004
i COMMENTS All G.A.L. door operators are factory adjusted and tested for the actual job requirements. When installed correctly, they may require minor adjustments to suit actual job conditions. IMPORTANT: All equipment must be installed, adjusted, tested and maintained to comply with all Federal, State, and Local codes. See section 10, page 22 in this manual for Kinetic Energy and closing force requirements. Before mounting the operator, check that the car door is plumb, free and moves easily without bind. Check the attached standard measurements sheets. Install the operator according to the measurements supplied.
Doc. No. INSTMOVFR
Page 736 CemcoLift 2008
2
G.A.L. Manufacturing Corporation
January, 2004
ii FOREWORD It is the intent of this manual to give the reader certain key points of information critical to the proper installation of the door operator. It is not intended to give comprehensive installation procedures nor does it cover the installation of door headers, tracks, hangers, etc. It is hoped that the procedures presented in this manual will reduce the installation and adjustment time and result in a smooth, long lasting door operation. When properly installed, G.A.L. operators will give many years of trouble free service.
Doc. No. INSTMOVFR
Page 737 CemcoLift 2008
3
G.A.L. Manufacturing Corporation
January, 2004
iii TABLE OF CONTENTS SECTION i ii iii 1 2 3 4 5 6 7
8 9
PAGE Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrations of the MOVFR operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determining the hand of the door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting the operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-adjustment tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjusting single speed and two speed slide doors . . . . . . . . . . . . . . . . . . . . . . . Adjusting center-parting doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1- Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2- Adjustment aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3- Preliminary checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4- Speed adjustments using the parameter unit . . . . . . . . . . . . . . . . . . . . . . . . 7.5- Parameter adjustments: Speed, Rate, Torque. . . . . . . . . . . . . . . . . . . . . . . a) Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b) Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c) Re-opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6- Adjusting the speed parameters and the position of the speed limit cams. . 7.7- Using the FR-PU04 hand held unit to cope the pre-set parameters and others. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8- How to replace the drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9- Interfacing procedure between G.A.L. certified light curtain and MOVFR . . Kinetic Energy and closing force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator wiring diagram dwg. 8032 Table of closing functions, Table of opening functions Optical cams Open cycle graph, Close cycle graph, Quick reversal graph Single speed 22-48 operator data table dwg. DATA21 Two speed 30-48 operator data table dwg. DATA22 Center opening 30-59 operator data table dwg. DATA23
Doc. No. INSTMOVFR
Page 738 CemcoLift 2008
2 3 4 5 6 7 9 10 13 16 16 16 17 18 18 19 20 21 21 22 22 23 24 25
4
LEFT HAND SIDE OPENING
RIGHT HAND SIDE OPENING
CENTER PARTING
Page 739 CemcoLift 2008
G.A.L. Manufacturing Corporation
January, 2004
2 DETERMINING THE HAND OF THE DOOR G.A.L. door operators are available for right hand doors and for left hand doors. (Center parting doors use a variation of the left hand operator). To determine the hand of the door, stand in the lobby facing the elevator doors. If the doors close to the left, it is a left hand door. If the door closes to the right it is a right hand door. The left hand, center parting and right hand operators are not interchangeable. The figures below illustrate the door hand.
CLOSING DIRECTION
CLOSING DIRECTION
STRIKE JAMB
STRIKE JAMB
LEFT HAND DOOR
Doc. No. INSTMOVFR
RIGHT HAND DOOR
Page 740 CemcoLift 2008
6
G.A.L. Manufacturing Corporation
January, 2004
3 MOUNTING THE OPERATOR As with all G.A.L. operators it is important to have the proper mechanical setup. Before continuing, check that doors are hung properly and glide freely with no binding. The spring closer should also be set so that the hoistway door will close fully. The door operator should be mounted in the proper position with the drive arm plumb and the operator arm and pivots set according to the DATA sheets (DATA21 for single speed, DATA22 for two speed). Slight differences are acceptable. Install the isolation pads. Isolation pads for the operator base are provided to minimize noise and vibration transmission into the cab. These pads must be glued to the operator base before mounting it to the car top. Set the header plumb. Place the operator over the pre-tapped holes in the header assembly. Set the base flush with the face of the header assembly and tighten the front bolts only. Move the operator base and header until the header is perfectly plumb. Temporarily clamp the rear of the base to the operator support to prevent any further movement of the header. Side opening doors: With the header assembly correctly installed, the vertical centerline of the operator drive pulley should be 9 ¾ from daylite for a door opening of 22 to 44 and 14 ¾ for a door opening of 45 to 48 (see Figure 3 and Appendix dwgs. # DATA21 & DATA22). Center parting doors: With the header assembly correctly installed, the center of the door opening lines up with the center of the header track. The center of the operator drive pulley should also line up with center of the opening (see Figure 6 and Appendix dwg. # DATA23). Determining the position of the front edge of the door operator base: Mount the drive arms to the drive arm support brackets on the header assembly for center parting doors and to the drive arm support bracket for slide doors. The mounting brackets are slotted for fine adjustments later, if needed. At this time, position the arms in the center of the bracket and tighten it. Attach the connecting linkage(s) to the drive pulley, making sure that when the word closed is on top, the doors will be closed. Tighten the linkage(s) to the drive pulley. Attach the clutch assembly to the drive door linkage, then attach the clutch to the drive door using the pre-tapped holes on the door panel. Tighten the clutch assembly to the drive door. Attach the other door (for center parting doors) to its linkage and tighten the door bracket to the center of the slots. Raise or lower the rear operator support bracket mounted to the cab to vertically level the operator drive pulley. This helps to prevent binds in the opening and closing.
Doc. No. INSTMOVFR
Page 741 CemcoLift 2008
7
G.A.L. Manufacturing Corporation
January, 2004
Check that the operator arms hang free and are not forced to or away from the operator drive pulley. Slide the operator forward or backward, if necessary. Turn the drive pulley by hand making sure that the drive arms and connecting links are perpendicular and clear of door and track. If necessary, slide the operator base forward or backward. Proper positioning of the operator is critical to the life of the arm bearings. Bending of the drive arms will place stress on the bearings reducing their operating life. Once the operator base is in correct position, drill the holes to permanently fasten the rear of the operator and tighten all mounting bolts.
Doc. No. INSTMOVFR
Page 742 CemcoLift 2008
8
G.A.L. Manufacturing Corporation
January, 2004
4 PRE-ADJUSTMENT TIP BEFORE PROCEEDING TO THE ADJUSTMENT SECTIONS, READ THE FOLLOWING TIP ( REFER TO FIGURE 1) Think of the drive pulley crank arm(s) and the connecting link(s) as each having its own independent role. The crank arm determines the total door travel. The further the arm is away from the drive pulley, the longer the door travels. The connecting link determines the door position. The longer the arm, the further the door moves from the jamb. Example: If the door opening is 42 but the door travels only 40 as stopped by the open and close limit cams, do not alter the cams. The cams have been factory pre-set. Correct the under travel by extending the crank arm outward from the drive pulley until the door travels 42 from fully open to fully closed (as determined by the limit cams), then fasten the crank arm in place. Now, loosen the connecting link bolts, close the door against the stop roller and tighten one of the link bolts. Open the door until the open limit is activated and check the door position. If the door is not in the proper open position, close the door and readjust the connecting link. Repeat the above steps until the operation is complete and then fasten the two link bolts. Make sure that the closing door is stopped against the stop roller and not the strike post. Remembering the above two points will facilitate door adjustments. Bear in mind, that the drive pulley crank arm position and the cams are pre-set by our factory as indicated on the installation drawings THIS LENGTH AFFECTS THE TOTAL DOOR TRAVEL FROM FULLY OPEN TO FULLY CLOSED. THE LONGER THE LENGTH THE LONGER THE TRAVEL.
DRIVE PULLEY CL C L OS E D
CRANK ARM ADJUST THE CRANK ARM TO SET THE DOOR TRAVEL. CONNECTING LINK ASS'Y. ADJUST THE CONNECTING LINK ARM TO SET THE DOOR POSITION.
OP E N
THIS LENGTH AFFECTS THE DOOR POSITION FIGURE 1
Doc. No. INSTMOVFR
Page 743 CemcoLift 2008
9
G.A.L. Manufacturing Corporation
January, 2004
5 ADJUSTING THE SINGLE SPEED AND TWO SPEED SLIDE DOORS 5.1 Removing the zone locking device and the bumpers: Before adjusting the operator, remove the car door bumpers and the locking cam from the zone locking device (see document LWZ-1). Removing the locking cam from the zone locking device, allows unimpeded movement of the doors. Removing the bumpers Because the car door moves to unlock the hoistway door, it must move approximately 7/16 further than the hoistway door. Removing the car door bumpers makes up some of this difference and allows better door alignment at full open. 5.2 Adjusting the release roller and clutch: Referring to figure 2A, adjust the lock release rollers so that they will clear the clutch by about 3/16 when the car door is in its final closed position and the drive pulley stop roller is against the stop plate. Adjust the clutch cam and roller depth as per figures 2C and 2D. The clutch should retract as late as possible in the closing cycle. FULLY OPEN POSITION OF CAR DOOR IF BUMPER IS NOT REMOVED
1/16" BUMPER REMOVED CAR DOOR
CAR DOOR FULLY OPEN POSITION OF CAR DOOR WITH BUMPER REMOVED
RUNNING CLEARANCE 3/16" BUMPER
HOISTWAY DOOR
HOISTWAY DOOR
FIGURE 2A DOORS FULLY CLOSED
FIGURE 2B DOORS FULLY OPEN
ADJUST CLUTCH CAM TO RETRACT CLUTCH REAR VANE BY 1/8" PAST THE ROLLERS (AS SHOWN), WHEN HATCH DOOR IS FULLY CLOSED AND CAR DOOR IS 1/2" FROM STRIKING POST.
1/2"
WITH DOORS FULLY ENGAGED, THE CLUTCH REAR VANE IS 1/2" ON TO THE ROLLER.
CAR DOOR
CAR DOOR
1/8"
HOISTWAY DOOR
HOISTWAY DOOR
FIGURE 2C CAR DOORS 1/2" OPEN
Doc. No. INSTMOVFR
1/2"
FIGURE 2D DOORS FULLY ENGAGED
Page 744 CemcoLift 2008
10
G.A.L. Manufacturing Corporation
January, 2004
5.3 Crank arm and clutch link positions with door closed: Referring to Figure 3, with the doors fully closed, the crank arm should be just a few degrees above the horizontal and the clutch link about 20 degrees above the horizontal. This setting will help prevent slamming and roll back, yet still allow manual opening of the doors when the car is stopped at a landing during a power failure. If adjustments are necessary, close the car door. Loosen the two connecting link bolts and the two crank arm bolts. Keeping the door fully closed, adjust the link and arms to the proper positions. If necessary move the bolts to new holes. Re-tighten all four bolts when finished.
THIS DIM. 9 3/4" FOR 22 14 3/4" FOR 45 CL
DAYLITE
44" OPENING 48" OPENING
DRIVE PULLEY
INTERMEDIATE PULLEY
CRANK ARM DRIVE ARM SUPPORT BRACKET
C L OS E D
OP E N
THIS ANGLE SHOULD BE JUST A FEW DEGREES ABOVE THE HORIZONTAL
CONNECTING LINK ASS'Y.
1/16" STRIKE POST (BUMPERS REMOVED)
ALUMINUM DOOR DRIVE ARM THIS ANGLE SHOULD BE ABOUT 20° ABOVE THE HORIZONTAL
FIGURE 3 DOOR FULLY CLOSED
Doc. No. INSTMOVFR
Page 745 CemcoLift 2008
11
G.A.L. Manufacturing Corporation
January, 2004
5.4 Crank arm and clutch link positions with door open: Referring to figure 4, the best door opening operation occurs when the crank arm and the connecting link are in a straight line, the clutch link is about horizontal and the car door is approximately ½ past the return jamb. To make this adjustment, turn the drive pulley toward the open direction by hand until the crank arm and the connecting link are in line. Adjust the crank arm to bring the car door to ½ into the return jamb, then re-adjust the door open limit to stop the door electrically at this position. SEE FIGURE 3 CL
DRIVE PULLEY
INTERMEDIATE PULLEY
CRANK ARM DRIVE ARM SUPPORT BRACKET
OP E N
CONNECTING LINK ASS'Y. C L OS E
D
TRACK
ALUMINUM DOOR DRIVE ARM
CRANK ARM AND CONNECTING LINK IN LINE
FIGURE 4 DOOR FULLY OPEN
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CLUTCH ACTUATING LINK
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G.A.L. Manufacturing Corporation
January, 2004
6 ADJUSTING CENTER-PARTING CAR DOORS 6.1 Adjusting the stop roller: Referring to figure 5A, we recommend adjusting the driven car door so that it leads the hoistway door by ¼. This will make the car door more closely match the hoistway door when fully open. Adjust the stop roller on the drive pulley so that the closing doors will be stopped by the roller as they meet. Do not have pressure on the meeting car doors, otherwise it will place unwanted stress on the arms. 6.2 Adjusting the release roller and clutch: Referring to figure 5A, adjust the lock release rollers so that they will clear the clutch by about 3/16 when the car doors are in their final closed position and the operator stop roller is against the stop plate. Adjust the clutch cam as per figures 5B and 5C. The clutch should retract as late as possible in the closing cycle.
INCORRECT POSITION WITH CAR DOOR ON CL CORRECT POSITION WITH CAR DOOR 1/4" OFF CL
1/4" CAR DOOR
1/4" RUNNING CLEARANCE
3/16" HATCH DOOR CL OPNG.
FIGURE 5A DOORS FULLY CLOSED
1"
ADJUST CLUTCH CAM TO RETRACT CLUTCH REAR VANE BY 1/8" PAST THE ROLLERS (AS SHOWN), WHEN HATCH DOORS ARE FULLY CLOSED AND CAR DOORS ARE 1" FROM EACH OTHER.
WITH DOORS FULLY ENGAGED, THE CLUTCH REAR VANE IS 1/2" ON TO THE ROLLER.
1/8"
FIGURE 5B CAR DOORS 1" OPEN
Doc. No. INSTMOVFR
1/2"
FIGURE 5C DOORS FULLY ENGAGED
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G.A.L. Manufacturing Corporation
January, 2004
6.3 Crank arm and clutch link positions with doors closed: Referring to Figure 6, with the doors fully closed, the connecting links should be about 1 1/2 from the horizontal centerline of the pulley. The clutch link should be at about 20 degrees above the horizontal as shown.
CL
OS E D
INTERMEDIATE PULLEY
OP E
DRIVE PULLEY OPERATOR CRANK ARM
1 1/2" FROM CL OF DRIVE PULLEY TO CL OF CONNECTING LINK
CL
N
DRIVE ARM SUPPORT BRACKET
TRACK
CONNECTING LINK ASS'Y.
ALUMINUM DOOR DRIVE ARM
THIS ANGLE SHOULD BE ABOUT 20°
DOOR DRIVE ARM BRACKET
CLUTCH ACTUATING LINK
FIGURE 6 DOOR FULLY CLOSED
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
6.4 Crank arm and clutch link positions with doors open: Referring to Figure 7, with the door fully open, the connecting links should be about 1½ apart. The clutch link should be about horizontal.
CONNECTING LINKS 1 1/2" APART
DRIVE PULLEY OP E
INTERMEDIATE PULLEY
N
DRIVE ARM SUPPORT BRACKET C L OS
ED
CONNECTING LINK ASS'Y.
TRACK
DOOR DRIVE ARM BRACKET
FIGURE 7 DOOR FULLY OPEN
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
7 ELECTRICAL ADJUSTMENTS ADJUSTING INSTRUCTIONS FOR THE G.A.L. VARIABLE FREQUENCY CLOSED LOOP DOOR OPERATOR TYPE MOVFR. 7.1 Overview: The MOVFR is an AC door operator controlled by a variable voltage variable frequency (VVVF) closed loop drive. The controls include the AC motor, a VVVF Drive, and a PC board. It features keypad programming with digital display, electronic door position optical cams, sequential lights for speed and door positions, obstruction detection signal and DPM Fault Monitor* signal. It accepts universal input signals, from dry contacts to signal voltage, from 24 to 230 volts AC or DC**. The output contacts are rated at 10 amp 230 volts AC including door open limit, door close limit, re open signal and DPM signal. * The Fault Monitor is a G.A.L. patented door lock and gate switch protection device used to meet ASME A17.1 RULE 210.15 and CAN/CSA-B44-M90 RULE 3.12.1.5. ** If the input signal voltage is 60 volts or less, the input board resistor must be cut (see connection diagram Dwg. No. 8032). 7.2 Adjustment aids: Switches, Pilot lights and a Parameter unit are available to aid in the adjustment of the operator: A. Three toggle switches and one push button have been provided to facilitate the adjusting procedure as described below: 1. RUNCAM SETUP switch. The RUN position is for normal operation, the CAM SETUP position allows adjusting the cams and turning on the appropriate pilot lights without applying power to the motor. 2. AUTOMAN. switch The AUTO position is for normal operation, the MAN position allows opening and closing the door by means of the OPEN CLOSE switch. 3. OPENCLOSE switch allows constant pressure opening and closing when the AUTOMAN. switch is in the MAN position. 4. NUDG. switch allows closing the door at reduced speed (nudging speed) when in the MAN and CLOSE mode. 5. RESET button allows manual reset of faults. Pressing this button will reset any drive feature that may have caused the operator to shutdown. The Drive green pilot light indicates drive has power, the red pilot light indicates an alarm has occurred and shutdown the Drive. If this occurs, make a visual inspection of the door, if there are no visible problems, place the AUTO-MAN switch in the MAN position, press the RESET button and operate the door with the OPENCLOSE switch making sure that all is clear before returning it to the AUTO mode. Use the Parameter unit to view the alarm history (See section VIII para. C). Doc. No. INSTMOVFR
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January, 2004
B. Pilotlights: A pilot light is provided on each of the three input boards (open-close-nudging) (Note:The input board resistor must be cut if the input signal voltage is 60 volts or less). Twelve additional pilot lights have been provided to indicate the position of the speed cams, limit cams and modes of operation. When a cam blocks the optical sensor, the function is activated and the corresponding pilot light turns on. The twelve pilot lights are: 1. HSC. High speed close. 2. FSC. Final slow speed close. 3. DCL. Door close limit (DCL output relay is energized when pilot light turns on). 4. SSO. Slow start open. 5. HSO. High speed open. 6. MSO. Medium speed open. 7. FSO. Final slow speed open. 8. DOL. Door open limit (DOL output relay is energized when pilot light turns on). 9. HOLDING. Door is in its full open or full closed position. (when the door is fully open or fully closed, a minimal amount of power is applied to the motor to prevent drifting). 10. NUDG. Door closing at reduced speed (nudging). 11. RE-OPEN. Door re-opening feature has been activated (such as when striking an object). 12. STALL REVERSE. The operator has electronically detected an obstruction. 13. DPM. Auxiliary car door closed contact for customer s use (such as for Fault Monitor). (DPM output relay is energized when pilot light turns on). C. The Parameter unit plugs into the drive and permits changing the values of pertinent parameters (see section IV). 7.3 Preliminary checks: (This procedure will assure that the motor is turning in the correct direction, if replacing the motor, and that all speed signals are in working order). A. Place the AUTO--MAN switch in the MAN position and the RUN--CAM SETUP switch in the RUN position. B. With the doors fully closed, hold the OPENCLOSE switch in the OPEN position while observing door movement. If replacing the motor check its direction. If turning in the wrong d irection, you must swap any two of the three motor leads. The door should change speed as the various cams operate the speed controlling sensors. The door should start moving at a slow speed with the SSO sensor blocked accelerating to high speed (HSO) as the SSO sensor opens and then slowing down as the slowdown sensors are blocked (MSO then FSO). When the doors are fully open, hold the switch in the CLOSE position the door should accelerate to high speed (HSC) and then slowdown when the FSC sensor is blocked. Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
7.4 Speed adjustments using the parameter unit: Speed values, acceleration, deceleration and torque are changed by means of the Parameter unit. If the FR-PUO4 parameter unit is used, it is advisable to copy the factory pre-set parameters into this unit before making any changes. Once copied, the factory pre-set parameters can be downloaded back into the drive unit, if necessary. See section VIII for copy and downloading procedures. A.
How To set parameters with the FR-PUO4 hand held unit : 1. 2. 3. 4. 5.
Press SET Enter Pr. Number Press READ (The current value is displayed). Enter new value Press WRITE After pressing WRITE, another parameter can be entered directly without pressing SET by entering the new parameter number. If a mistake is made before pressing WRITE, press the ESC button and re-enter the new value; Otherwise press the SET button and start over.
B. How to set parameters with the FR-PAO2 unit: 1. 2. 3. 4. 5. 6.
7. 8.
Open the parameter cover. Press the mode button until it reads Pr .. Press the up arrow ('3f) to display the desired parameter number. When the desired parameter number is displayed, press the SET button. The display will show the current value of that parameter. Enter the new value using the up and down arrows. Press the SET button and hold it depressed until the displays flashes the new value alternatively with the parameter number. The newly set value can be changed again by repeating steps 5 and 6. To change another parameter, repeat steps 2 thru 6. To return the display to monitor mode press the MODE button three times, after that the SET button can pressed to change the display from Hz to Amps to Volts. If the STOP/RESET button is pressed, door motion will stop. The system can be restarted by momentarily pressing the reset button on the PC board or by momentarily disconnecting main power.
7.5 Parameter Adjustments: Speed, Rate, Torque. Caution! All equipment must be installed and adjusted to meet Federal, State and Local codes. Note 1: The closing kinetic energy is affected by speed which may be affected by torque and it must not exceed code limits. Note 2: The closing torque is affected by the torque adjustments as well as the speed. Note 3: Whenever changing any of the close adjustments, the door should be rechecked to meet code requirements. Caution! Do not change any parameter (Pr.) not listed below.
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
TIP: Before increasing the high speed parameter value, first decrease the deceleration parameter by at least the same percent value in order to avoid door slamming. Example: If the parameters have been set as In the table below, and you wish to increase the high speed opening parameter 25 from 45 to 50, an increase of approx. 12%, first decrease the deceleration parameter 45 from 10 to 8.5. See pages 6, 7 and 8 for tables, cams and graphs. A. Closing : HSC (Pr. # 4): This is the high speed close parameter. It is the most important speed for overall closing times. Higher speeds (higher settings) will give faster closing times. FSC (Pr. # 5): This is the final closing speed. It should be adjusted so that the DCL and the close stop roller are reached without slamming. ACCEL (Pr. # 7): Slower rates ( higher settings) produce slightly smoother operation. Faster rates (lower settings) produce quicker closing times. DECEL (Pr. # 8): After setting FSC, the deceleration rate should be set so that the FSC speed is reached just prior to the uncoupling of the doors resulting in a smooth final closing. Holding (Pr. # 2 & 0): Activated by DCL at full close and DOL at full open. When the door is fully open or fully closed, the door is kept from drifting or rolling back by maintaining reduced power on the motor. Parameter 2 (holding speed) is the same for open and close and should be set at about 2 or 3 Hz to produce just enough speed to move and hold the drive pulley against the stop roller. Parameter 0 should be set for a holding current of about 0.8 amps. Note that Pr. 0 also affects the closing torque. Caution! To prevent unnecessary heating of the motor, the holding amps should be limited to a max of 0.9 amps. Torque and Holding Torque (Pr. # 3 & 0): The factory settings for torque and holding torque should be suitable for the initial adjustments. After completion of closing adjustments including Pr. 0, above, measure torque for code requirementsand adjust Pr. 3 to meet code limitations. The higher the value of Pr. 3, the lower the torque. Jobs that may experience wind conditions should have the closing torque set just below the 30 lb. code limit. Caution! Closing torque affects the holding amps to a small degree. Stall Reverse Force (Pr. #150): This parameter is factory set at 40% of the inverter rated current. When the current is determined to be above this value, the existence of an obstruction is assumed, and the operator generates a stall reverse condition. The value of this parameter should be increased, as neccessary, if nuisance activation of the stall reverse conditions occurs. Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
B. Opening : Torque and Slow Speed Torque (Pr. # 47 & 46): The factory settings of these values should be sufficient for all door sizes and weights. Field adjustments may not be necessary. Pr. # 47 should not be set less than 60. SSO (Pr. # 24): When the door starts to open, this is the speed at which the interlock rollers unlock the hoistway door. A slower speed produces smoother and quieter unlocking. For fast door openings this should be set as fast as possible ( higher settings) while allowing smooth and quiet operation. HSO (Pr. # 25): Can be activated as soon as the hoistway door is unlocked (approx. after first 1/2" of car door movement). This is the high speed open parameter. It is the most important speed for overall opening times. Higher speeds (higher settings) will give faster opening times. See tip on previous page. MSO (Pr. # 26): This speed is used for a fast reopening in the final 1/3 to 1/4 of the opening. When properly adjusted, this speed will have no effect during the full opening cycle because the doors decelerate through this zone from HSO to FSO. The factory setting of this speed is slow so that the full opening can be adjusted without interference from MSO. See paragraph VI on reopening for proper adjustment of MSO. FSO (Pr. # 27): This is the final opening speed. It should be adjusted so that the DOL and the open stop roller are reached without bouncing. ACCEL (Pr. # 44): Slower rates ( higher settings) produce slightly smoother operation. Faster rates (lower settings) produce quicker opening times. DECEL (Pr. # 45): After setting FSO, the deceleration rate should be set so that the FSO speed is reached just prior to the DOL and the final open position without bouncing. For a very fast opening, it may be desirable to have a quick deceleration rate (a lower value of Pr. 45) with a shorter MSO zone. Holding (Pr. #2): Activated by DOL at full open or DCL at full close, see closing parameter adjustments. C. Re-opening: After adjusting the closing cycle and the full opening cycle, the re-opening can be set.
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
Quick Stop (Pr.#12): Parameter 12 determines how quick the closing door is stopped when a reopen signal is activated. This should be adjusted when a reopen signal occurs with the door half closed (mid-opening). Do not set this parameter at 0. A low setting produces a smoother longer stop which is better for the equipment. The best setting is for a 1 to 2 stopping distance. MSO(Pr.#26): Before increasing MSO from the factory setting, observe how the door reaches the final open position and /or the open stop roller during a full open cycle. Start the closing cycle let door close approximately 1/4 to 1/3 of the distance and reopen the door (approximately the full MSO zone). Increase the MSO speed to produce a quick reopening in that zone. Once again observe the full open cycle. It should be the same as before. If it is more abrupt or bounces on the stop roller, decrease MSO slightly. 7.6 Adjusting the speed parameters and the position of the speed and limit cams Parameter values, speed and limit cams have been factory preset. Minor adjustments may be required to suit actual job conditions. Parameters values can be changed even during door motion, Cams are best set when the RUNCAM SETUP switch is in the CAM SETUP position. In this position, power is disconnected from the motor but not from the position pilot lights. The drive pulley can be turned by hand while observing the pilot lights. The tables found in the appendix list the parameter values and the associated cam settings. 7.7 Using the FR-PUO4 hand held unit to copy the pre-set parameters and others: Before any parameter changes are made and again after all adjustments have been satisfactorily completed, the parameter settings should be copied into the parameter unit for future use. If the drive settings are unintentionally changed, the original settings can be downloaded back into that drive or into a replacement drive or the Parameter unit can be taken to a similar installation and downloaded into that door operator s drive. This procedure is especially useful on group jobs that have the same openings. After completing the adjustment on one car, the Drive parameters can be copied into the parameter unit and then downloaded into the other cars and each d oor will operate exactly the same. A. Procedure for copying (READ) parameters from the Drive into the Parameter unit. Caution! This procedure will erase all settings from the Parameter unit and replace them with whatever settings are in the Drive. Once completed it cannot be undone. 1. 2. 3. 4.
Press Press Press Press
SET the up arrow ( ). READ and wait for the completed signal. MON
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
B. Procedure for downloading (WRITE) parameters from the Parameter unit into the Drive. Caution! Factory shipped Parameter units have not been pre-programmed with parameter values. Before downloading, READ first the parameters from a proper Drive using the procedure in paragraph A above. 1. 2. 3. 4.
Press SET Press the up arrow ( ). Press WRITE and wait for the completed signal. Reset the drive by momentarily pressing the reset button on the PC board or by momentarily disconnecting main power.
C. Viewing and resetting the alarm history. Press HELP twice. Scroll to Alarm Hist to view the alarms or to Alarm Clear to clear the alarm history. Press READ. To clear the alarm history press WRITE. D. Viewing running hz, amps and volts. To view HZ, press MON. Press SHIFT to display amps. Press SHIFT again to display volts. Press SHIFT a total of five times to display all three functions simultaneously. E. How to reset the Drive. The Drive can be reset with the Reset button on the operator as explained In Section II A 5. It can also be reset with the PU04 parameter unit by pressing HELP twice, scrolling to INV. RESET, pressing READ and then pressing WRITE. 7.8 How to replace the Drive: 1. Disconnect the door operator power from the machine room. 2. Flip ON OFF switch on operator board to OFF position and the AUTO-MAN switch to the MAN position. Wait 10 minutes for the Drives internal capacitor to completely discharge. 3. Unplug the two ribbon cables from the Drive. 4. Remove the two Drive mounting screws leaving the remaining wires attached to the Drive and move it to the side. 5. Install the new Drive. 6. Remove one wire at a time from the old Drive and connect it to the corresponding terminal on the new Drive. 7. Plug-in the two ribbon cables into the proper connectors. 8. Reapply power to the Drive but leave the switch in the MAN position for now. 9. WRITE the parameters from the parameter unit into the Drive as explained above. 10.Check door operation with the OPEN-CLOSE switch before returning the system to AUTO.
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
7.9 Interfacing procedure between G.A.L. Certified light curtain and MOVFR: To take full advantage of the MOVFR and simplify the REOPENING circuit for the Door Operator, the REOPEN relay in the MOVFR board should be used to Reopen the door in cases of: · Exceeding the Limit of the Torque allowed. · Obstructing the Light Curtain. The exceeding torque feature has already been built in the MOVFR board. The following illustration shows the interfacing procedure of a G.A.L. Certified Infra-Red Light Curtain and G.A.L. MOVFR board. 1 st . The Programmable Chip DPPC-0001N is needed. If you dont have the Programmable Chip, call GAL. MFG. CORP. to obtain the DPPC-0001N Chip. Make sure that the Red line is positioned in pin #1 Plug the DPPC-0001N chip into the socket as shown. 2nd. Remove Jumper JP1 3rd. Plug the light curtain connectors into the mating connectors of the MOVFR Board. Note: The TX and RX connectors of the light curtain are swappable between the mating connectors CN4 and CN5 of the MOVFR board. 4th. Ensure that you have the Reopen Circuit from the Controller connected to the REOPEN contact of the MOVFR Board.
Followings are G.A.L. Certified Infra-Red Light Curtains that are available from G.A.L. MANUFACTURING CORP.: -
Formula Systems Tritronics TL Jones (Microscan E) Janus Adams
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
10 KINETIC ENERGY AND CLOSING FORCE Code definitions: ft = foot; lbf = pound (force); N = Newton; J = Joule. ASME A17.1-1996 Rule 112.4 requires that the force necessary to prevent closing of the door from rest shall not be more than 30 lbf (133 N). The kinetic energy for the average closing speed shall not exceed 7 ft-lbf (9.49 J) where a re-opening device is used and 2.5 ft-lbf where the re-opening device is disconnected or not used. In addition, requirement 2.13.4.2.4 of ASME A17.1 2000 stipulates that a data tag be attached to the door operator or car crosshead. If you are in a jurisdiction that has adopted the 2000 code, you must comply with this requirement. A blank data tag is supplied with each operator, and must be filled out by the GAL customer using the GAL kinetic energy tables for your particular door configuration. The data tag is required to show: - The minimum code closing time for the door system that will result in average kinetic energy of less than 7.37 foot pounds. - The minimum code closing time for the door system, when in nudging, that will result in average kinetic energy of less than 2.5 foot pounds. The minimum closing times to meet the above requirements can be found by refering to the kinetic energy tables found in the download section of GALs website (www.gal.com). If you use all GAL equipment, and follow GAL instructions, these tables will give you the minimum code closing time for all of the normal door configurations, sizes, and operator models available. Notes: Code Closing Distance / Time On side opening, the code distance starts 2 from the jamb and goes to 2 from full close (opening size 4). On center opening, code distance starts 1 from the jamb and goes to 1 from full close (still opening size 4). Times shown are minimums for the code closing distance. Average Kinetic Energy (7.37 ft lbs) This is what is reflected in the times shown on the spread sheets. The rotational inertia of the motor and operator is included in these calculations. GALs calculations include equipment rigidly connected thereto and accommodate all hangers, rollers, clutches, closers, releases, and any normal reopening devices. Actual (peak) Kinetic Energy (17 ft lbs) With GAL equipment and following GAL instructions, if your times comply with the requirements shown for average KE, you will not exceed the requirement for actual (peak) KE. Nudging Kinetic Energy (2.5 ft lbs) If you take the minimum code closing time for your application and double it, you will have a safe time to use for the requirement under nudging. Note this is a very conservative time, if you really want to close your door quickly while in nudging, you can call GAL for an absolute minimum. Non Standard Systems If you have a non-standard application, like three speed doors, or panels that are so heavy or light
Doc. No. INSTMOVFR
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G.A.L. Manufacturing Corporation
January, 2004
9 APPENDIX
Doc. No. INSTMOVFR
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25
GRN
GROUND SEE WARNING
DRIVE OVERLOAD FACTORY SET AT 2.7 AMPS.
PC BOARD
GRN
PR P+ L1 L2
GATE SWITCH
CONVENIENCE TERM'S
200/230 VOLTS AC 500 VA
DYNAMIC RESISTOR
6 AMP FAST-ACTING OR 3 AMP SLOW BLOW FUSES
230 VAC DRIVE
NUDGING
X
X X
X
INPUTS
NUDG
C, O, AND N CONTACTS SHOWN CAN BE REPLACED WITH 30 MILLIAMP ELECTRONIC CLOSURE. ALSO SEE ALTERNATE.
DPM
OPEN
DPM N.O. CONTACT TO MAKE JUST BEFORE GATE SWITCH MAKES. FOR G.A.L. FAULT MONITOR TO MEET ANSI A17.1 AND CAN/CSA-B44
COM N.C. COM N.O.
N.C. COM N.O.
DCL
N.C. COM N.O.
DOL
REOPEN
N.C. COM N.O.
OUTPUTS TO CONTROL RATED AT MAXIMUM 230VAC 10AMP
INSTRUCTIONS FOR THE PUO4 PARAMETER UNIT CAUTION: To transfer data from one drive to another, you must READ the data from the first drive.
REOPEN RELAY, IN THE CLOSE DIRECTION, IS SUBJECT TO: CTRL BY LIGHT CURTAIN CHIP U5 STALL REVERSE PAR. 150 FREQUENCY FAILU RE (FF) PAR. 42
N.C. CONTACT OPENS WHEN DOOR REACHES LIMIT LIGHT CURTAIN ENABLE CHIP
RED STRIPE
LC SE
DPFS
FORMULA SYSTEMS
BLK
BLK
DPTL
T.L. JONES
RED
YEL
DPJE
JANUS
RED
DPTT
TRI TRONICS
RED
0V GRN/
+V
LC SE
INTERCONNECTIONS
GRN/
BLK
BLK
RED
YEL
BLK
NONE
BLU
ORG
NONE
NONE
ORG
TX-WHT TO RX-WHT
WHT
BLK
YEL
NONE
*
Pr.# 0 2 3 4 5 6 7 8 150 42
OPENING
Pr.#
QUICK STOP ON REV SLOW START SSO HIGH SPD HSO MED SPD MSO FINAL SPD FSO ACCELERATION DECELERATION SLOW SPD TORQUE TORQUE
12 24 25 26 27 44 45 46 47
0V
BLK
YEL
. Press WRITE.
*
0V
+V
RECEIVER-RX CN5
Press SET. Press Up Arrow Wait for signal. Reset drive.
HOLDING TORQUE HOLDING SPEED TORQUE HIGH SPD HSC FINAL SPD FSC N U D G E S P D NR ACCELERATION DECELERATION STALL REV. FORCE MAX. CLOSE SPEED
LC SE
+V
0V
LC SE
+V
TRANSMITTER-TX CN4
. Press READ.
CLOSING
U5
LIGHT CURTAIN CONNECTIONS MFG.
Press SET. Press Up Arrow Wait for signal.
Press SET. Enter Pr number. Press READ. Enter new value. Press WRITE.
LIGHT CURTAIN
USED W/GAL APPROVED LIGHT CURTAIN ONLY (SEE NOTE # 3)
TYPE
RELAYS ON CONTROL MUST HAVE SAME COMMON
INSTRUCTIONS FOR THE PAO2 PARAMETER UNIT Press MODE to display Pr. Then scan with arrows to display Pr. no. Press SET. Scan with arrows for new value. Press and hold SET. Display will flash. To return to monitor mode, press MODE 3 times.
CLOSE
PLUGGABLE TERMINALS SEE NOTE 2
GROUND
X
X
NUDG
N
SEE WARNING
C
CLOSE OPEN NUDG COM
C O
AC MOTOR
V W
O
CLOSE
REMOVE INPUT BOARD RESISTOR IF INPUT SIGNAL IS 60V or LESS
OPEN
U
N
OPEN
RIBBON CABLE
CLOSE
SEE NOTE 1
VVVF DRIVE
PA02-02 UNIT or PU04 CABLE PLUG INTO SAME TERMINAL
ALTERNATE CONNECTIONS
230 VAC LINE
CONNECTED TO 230 VAC ABOVE OR TO ANY OTHER VOLTAGE FROM 12-230 AC or DC
PU04
PA02-02
INPUTS
SUITABLE FOR USE ON A CIRCUIT CAPABLE OF DELIVERING NOT MORE THAN 5000 rms SYMMETRICAL AMPERES 230 VOLTS MAXIMUM
RANGE 0-30 0-120 0-400 0-30 0-30 0-30 0-360 0-360 0-200 0-400
RANGE 0-30 0-400 0-400 0-400 0-400 0-360 0-360 0-30 0-400
FACTORY STANDARD S/O C/P 4 3 1.5 2 153 175 16 19 4 5 7.8 9 4 6 7 10 40 40 30 30
SET AT WATERPROOF S/O C/P 2 1.5 1.2 1.5
FACTORY STANDARD C/P S/O 1 15 3.4 5 45 31 20 14 3.4 5 4 3 10 6 0 0 50 80
SET AT WATERPROOF C/P S/O 1.3 20 2.3 3.3 35 24 15 10.5
118 10 3.2 5
135 12 4 6
6.6 17.5 40
10 25 40
30
30
3.3 6 10
2.2 6 9 0
0
50
60
* TO LOWER THE TORQUE, INCREASE THE TORQUE PARAMETER VALUE.
NOTES: 1-POWER IS MAINTAINED AUTOMATICALLY ON DOORS AT THEIR LIMITS. FOR THIS REASON THE DOOR CLOSE SIGNAL CAN BE REMOVED WHEN THE DOOR IS FULLY CLOSED OR WHEN THE ELEVATOR IS RUNNING. THE "C" RELAY CAN DROP OUT WITH THE DOOR CLOSE LIMIT OR CAN REMAIN ENERGIZED, THE SYSTEM WILL WORK EITHER WAY. THE LIMIT CAN BE USED FOR FIRE SERVICE ONLY.
2-HEAVY LINES REPRESENT CONNECTIONS FROM ELEVATOR CONTROLLER TO DOOR OPERATOR PC BOARD. 3-FOR PROPER LIGHT CURTAIN OPERATION, MAKE SURE ENABLE CHIP U5 IS PROPERLY PLUGGED INTO SOCKET.
WARNING:
ALL EQUIPMENT MUST BE INSTALLED AND ADJUSTED TO MEET FEDERAL, STATE AND LOCAL CODES. TO PREVENT AN ELECTRICAL SHOCK, THE FLEXIBLE METALLIC CONDUIT MUST BE FASTENED FIRMLY TO THE MOTOR AND CONTROL BOX. THE CONTROL BOX MUST BE GROUNDED.
Doc. No. INSTMOVFR
TITLE:
G.A.L. MANUFACTURING CORP. VA
S
MOVFR DOOR OPERATOR CONNECTION DIAGRAM
CE
2/18/04 2/26/03 10/25/02 9/30/02 9/24/02 3/05/02 DATE
E
REVISED REOPEN RELAY REVISED C/P PARAMETERS REVISED CLOSE SPEED RANGE REVISED F.S. CONNECTIONS REVISED TRITRONICS CONNECTION C.S.A./ REVISED DETAILS DESCRIPTION
EL
I H G E D B/C REV
T OR D E V
DWG. BY
I
50 EAST 153rd STREET
T.P.
ENGR. PART No.
P.LE
SCALE F/N DOOR EQUIPMENT\WD\8032 REV I.dwg
Page 760 CemcoLift 2008
BRONX, N.Y. 10451
2-18-04 8032 1 0F __ 1 SHEET __
DATE DWG. No.
REV. I
26
Doc. No. INSTMOVFR
Page 761 CemcoLift 2008
27
HOLD & DCL
Holding speed
REOPEN
REOPEN
Quick stop Stall rev. force
Holding torque
----SSO HSO MSO FSO HOLD & DOL
LED PILOT LIGHT
OPENING FUNCTION
Slow Speed Torque Torque Acceleration Deceleration Slow start High speed Med speed Final speed Holding speed
NUDG
Nudge speed
Holding torque
--HSC FSC DPM
--
Acceleration Deceleration High Speed Final speed Fault Monitor
Torque
CLOSING FUNCTION
LED PILOT LIGHT
12 150
0
46 47 44 45 24 25 26 27 2
Pr. No.
6
0
2
7 8 4 5 --
3
Pr. No
0 30% 0 200%
0 30%
0 - 30% 0 - 400hz 0 - 360s 0 - 360s 0 - 400hz 0 - 400hz 0 - 400hz 0 - 400hz 0 - 120hz
PARAMETER RANGE
0 - 400hz
0 30%
0 - 120hz
0 - 360s 0 - 360s 0 - 400hz 0 - 400hz --
0 - 400hz
PARAMETER RANGE
1 40
3
C/P 0 80 4 9 5 45 20 5 2
Faster speed
Stronger holding power and Higher holding amps.
Lower Closing Force Note: Set this for less than Code Force Longer accel time Longer decel time Faster speed Faster speed ---
HIGHER SETTING
15 40
3
S/O 0 80 4 10 5 45 20 5 2
Higher torque Lower running torque Longer accel time Longer decel time Faster speed Faster speed Faster speed Faster speed Stronger holding power and Higher holding amps. Note: This is the closing Parameter Quicker stop Stronger stall force
HIGHER SETTING
DPM
DCL
BLOCKED
MSO
BLOCKED DOL
CAM CHANNEL SETTINGS
FSC
OPENED
CAM CHANNEL SETTINGS
OPENED SSO/FSO
Table of opening functions:
9
3
2
6 10 19 5 --
S/O 175
FACTORY SETTING
11.5
3
2
6 10 23 6 --
C/P 225
FACTORY SETTINGS
Table of closing functions:
First ½ inch of opening ½ inch to 3/4 open Last 1/4 of opening Last 4 of open ¼ inch from open stop roller (Holding Torque, Pr. No. 0 must be set before setting Torque Pr. No. 3)
DISTANCE ACTIVATED / PARAMETER COMMENT
Until 4 from final close Last 4 of close range Just before gate switch is activated 1/4" from close stop roller (Holding Torque, Pr. No. 0 must be set before setting Torque Pr. No. 3)
Set for Closing Force only after setting Holding Torque, Pr. No. 0
DISTANCE ACTIVATED / PARAMETER COMMENT
TYPICAL CAM
TYPICAL CAM SENSOR
DCL DPM FSC OPTICAL CAMS ARE LOCATED IN THE SAME POSITION FOR: LEFT HAND, RIGHT HAND AND CENTER PARTING DOORS
DOL MSO FSO SSO
TOP VIEW OF OPTICAL CAMS
FSO
OPEN ROTATION
DARK EDGE OF CAM INDICATES ACTIVATING EDGE
SSO
SSO
FSO
SSO/FSO
SSO/FSO
FSO & SSO CAMS DOOR FULLY CLOSED
LEFT HAND AND CENTER PARTING CAMS
MSO
DOL
DOOR OPEN CAMS - DOOR FULLY OPEN
CLOSE ROTATION DARK EDGE OF CAM INDICATES ACTIVATING EDGE
FSC
DPM
DCL
DOOR CLOSE CAMS - DOOR FULLY CLOSED
DARK EDGE OF CAM INDICATES ACTIVATING EDGE
FSO
SSO
OPEN ROTATION
SSO
FSO
SSO/FSO
SSO/FSO
FSO & SSO CAMS DOOR FULLY CLOSED
MSO
DOL
DOOR OPEN CAMS - DOOR FULLY OPEN
RIGHT HAND CAMS
CLOSE ROTATION DARK EDGE OF CAM INDICATES ACTIVATING EDGE
FSC
DPM
DCL
DOOR CLOSE CAMS - DOOR FULLY CLOSED
Doc. No. INSTMOVFR Page 762 CemcoLift 2008
28
Doc. No. INSTMOVFR
Page 763 CemcoLift 2008
29
SSO ZONE
SSO Pr. # 24
Full close to full open
FSO ZONE
FSO Pr. # 27
FSC ZONE
FSC Pr. # 5
DECEL Pr. # 8
DCL & HOLDING Pr. # 2
Full open to full close
HSC Pr. # 4
CLOSE CYCLE GRAPH
HSC ZONE
ACCEL Pr. # 7
DOL & HOLDING
MSO ZONE
OPEN
MSO Pr. # 26
QUICK REVERSAL GRAPH
CLOSE
QUICK REVERSAL Pr. # 12
FSO ZONE DOL & HOLDING Pr. # 2 (SAME AS CLOSE)
MSO ZONE
FSO Pr. # 27
MSO Pr. # 26 (MSO SPEED NOT SEEN DURING FULL OPEN CYCLE)
DECEL Pr. # 45
OPEN CYCLE GRAPH
HSO ZONE
ACCEL Pr. # 44
HSO Pr. # 25
45-48
6
22-44
1
Q 16 1/2 SPACE
1st. MT'G. BOLT
T
DOOR OPNG.
8 3/4
T
A
REQUIRED FOR OPER.
R F
13
1/2
C DAYLITE E
Z (REF)
M D
8 7/8
X (REF.) D.O.
1/16
10
48
34
5/16
34
1/8
12
31
21
33
15/16
12
31
21
12
31
21
39
5/8
23 23
23
33
3/4
11
47
1/2
33
3/4
11
47
1/2
33
3/4
11
47
1/2
33
3/4
11
42
33
3/4
9
1/2
47
1/2
39
5/8
39
5/8
39
5/8
47
9
7/8
46
9
11/16
9
1/2
33
3/4
44
9
7/8
34
3/4
10
26
20
19
34
5/8
43
9
11/16
34
9/16
10
26
20
19
34
5/8
42
33
3/4
9
1/2
42
9
7/16
34
3/8
10
26
20
19
34
5/8
42
33
3/4
9
1/2
41
9
3/16
34
3/16
42
33
3/4
9
1/2
40
9
33
3/4
9
1/2
39
8
45
34 29
3/8
29
3/16
38
7
13/16
37
7
5/8
29
36
7
7/16
28
35
7
1/4
34
6
1/2
33
6
3/8
25
32
6
1/8
24
31
5
15/16
30
5
3/4
29
6
28 27
12
31
21
23
10
26
20
19
34
5/8
10
26
20
19
34
5/8
42
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
36
1/4
28
3/8
7
3/4
8
24
16
15
29
1/4
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
13/16
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
28
5/8
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
25
3/16
37
24
3/8
8
1/2
24
3/8
8
1/2
6
25
15
15
25
1/4
6
25
15
15
25
1/4
37
1/4
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
24
1/16
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
23
7/8
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
3/4
27
1/8
10
19
15
11
27
3/4
32
26
7/8
7
1/2
6
9/16
26
15/16
10
19
15
11
27
3/4
32
26
7/8
7
1/2
6
3/8
26
3/4
10
19
15
11
27
3/4
32
26
7/8
7
1/2
26
6
3/16
26
9/16
10
19
15
11
27
3/4
32
26
7/8
7
1/2
25
6
26
3/8
10
19
15
11
27
3/4
32
26
7/8
7
1/2
24
5
1/2
25
3/8
10
18
14
11
25
7/8
30
3/4
25
6
1/4
23
5
5/16
25
3/16
30
3/4
25
6
1/4
22
5
1/8
25
30
3/4
25
6
1/4
INCHES
A
DOOR OPENING
C
E
CE
EL
VA
S
OPERATOR ARMS
T OR D E V
I
10
18
14
11
25
7/8
10
18
14
11
25
7/8
D
E
F
M
DOOR ARMS
CLUTCH
X
Z PIVOT
SINGLE SPEED 22-48 D.O. OPERATOR DATA TABLE
Doc. No. INSTMOVFR Page 764 CemcoLift 2008
Q
R
OPERATOR NOV. 11, 1994
DATA21
30
45-48 30-44
6 1
DOOR OPNG.
T
8 3/4
T
Q 16 1/2 SPACE
1st. MT'G. BOLT
REQUIRED FOR OPER.
A R F 1/2
C
13 DAYLITE
Z (REF)
E M D
8 7/8
X (REF.) D.O.
34
5/16
12
31
21
23
39
5/8
47
1/2
33
3/4
11
34
1/8
12
31
21
23
39
5/8
47
1/2
33
3/4
11
33
15/16
39
5/8
47
1/2
33
3/4
11
33
3/4
39
5/8
47
1/2
33
3/4
11
34
3/4
10
26
20
19
34
5/8
42
33
3/4
9
1/2
11/16
34
9/16
10
26
20
19
34
5/8
42
33
3/4
9
1/2
9
7/16
34
3/8
10
26
20
19
34
5/8
42
33
3/4
9
1/2
41
9
3/16
34
3/16
10
26
20
19
34
5/8
42
33
3/4
9
1/2
40
9
34
10
26
20
19
34
5/8
42
33
3/4
9
1/2
39
8
29
3/8
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
38
7
13/16
29
3/16
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
37
7
5/8
29
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
36
7
7/16
28
13/16
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
35
7
1/4
28
5/8
8
24
16
15
29
1/4
36
1/4
28
3/8
7
3/4
34
6
1/2
25
3/16
6
25
15
15
25
1/4
37
23
7/8
8
1/2
33
6
3/8
25
6
25
15
15
25
1/4
37
23
7/8
8
1/2
32
6
1/8
24
1/4
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
31
5
15/16
24
1/16
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
30
5
3/4
23
7/8
6
25
15
15
24
1/2
37
3/8
23
1/2
8
7/8
D
E
F
M
1/16
48
10
47
9
7/8
9
11/16
9
1/2
44
9
7/8
43
9
42
46 45
INCHES
A
DOOR OPENING
C
OPERATOR ARMS
12 12
31 31
21 21
DOOR ARMS
23 23
CLUTCH
X
Z PIVOT
Q
R
OPERATOR
E
CE
EL
VA
S
AUG. 23 1994
T OR D E V
TWO SPEED 30-48 D.O. OPERATOR DATA TABLE
I
Doc. No. INSTMOVFR Page 765 CemcoLift 2008
DATA22
31
B C
A
15°
16 1/2 SPACE REQUIRED FOR OPER.
G
F
J 1/4 OFFSET
N CL OPENING
50-59
17
30-49
15
DOOR OPNG.
R
N
E M
D 9 3/8 D.O.
7
3/4
7
5/8
7
1/2
56
7
3/8
55
7
1/4
6
7/16
53
6
5/16
52
6
3/16
6
1/16
5
15/16
49
5
15/16
48
5
13/16
5
11/16
46
5
9/16
45
5
7/16
44
59 58 57
54
51 50
47
8
3/16
8
1/16
7
15/16
7
13/16
7
11/16
7
1/2
7
3/8
7
1/4
7
1/8
35
8
29
1/2
29
1/2
29
1/2
14
1/2
14
1/2
15
14
1/2
15
14
1/2
7
3/4
34
7
3/4
34
7
3/4
34
19
7
3/4
34
19
7
3/4
34
8
1/2
33 33
19
35
1/4
35
3/8
8
29
1/2
35
1/2
8
29
1/2
29
1/2
15
13
19
8
1/2
15
13
19
8
1/2
33
8
1/2
33
8
1/2
33 29
8 8
8
34
15 15
15
34
3/16
8
29
1/2
34
5/16
8
29
1/2
34
7/16
29
1/2
29
1/2
12 12
8
34
6
1/4
29
5/8
6
25
1/2
6
1/8
29
3/4
6
25
1/2
29
7/8
25
1/2
6
25
1/2
6
25
1/2
6
1/2
35
9/16
7
14
15
1/8
8
6
15 15
19 19
19
13
13
19
13
19
11
1/2
15
8
1/4
11
1/2
15
8
1/4
29
11
1/2
8
1/4
29
12
11
1/2
15
8
1/4
29
12
11
1/2
15
8
1/4
29
12
11
1/2
15
8
5/8
28
1/4
12
15
5
7/8
30
5
3/4
30
1/8
5
5/16
5
5/8
29
1/8
6
25
1/2
43
5
3/16
5
1/2
29
1/4
6
25
1/2
12
11
1/2
15
8
5/8
28
1/4
42
5
1/16
5
3/8
29
3/8
6
25
1/2
12
11
1/2
15
8
5/8
28
1/4
41
4
15/16
5
1/4
29
1/2
6
25
1/2
12
11
1/2
15
8
5/8
28
1/4
40
4
13/16
5
1/8
29
5/8
6
25
1/2
12
11
1/2
15
8
5/8
28
1/4
39
5
7/8
6
1/8
27
1/2
6
21
12
11
1/2
11
8
1/2
26
5/8
38
5
5/8
5
15/16
27
5/8
6
21
12
11
1/2
11
8
1/2
26
5/8
37
5
1/2
5
13/16
27
3/4
6
21
12
11
1/2
11
8
1/2
26
5/8
36
5
5/16
5
5/8
27
7/8
6
21
12
11
1/2
11
8
1/2
26
5/8
35
5
1/8
5
1/2
28
6
21
12
11
1/2
11
8
1/2
26
5/8
34
5
6
21
12
11
1/2
11
8
1/2
26
5/8
11
7
3/4
24
1/8 1/8
5
5/16
28
1/8
5
9/16
25
1/16
5
19
3/4
12
11
1/2
33
5
3/16
32
5
1/16
5
3/8
25
3/16
5
19
3/4
12
11
1/2
11
7
3/4
24
31
4
15/16
5
1/4
25
3/8
5
19
3/4
12
11
1/2
11
7
3/4
24
1/8
4
13/16
5
1/8
25
1/2
19
3/4
11
1/2
7
3/4
24
1/8
30
INCHES
A
B
OPERATOR ARMS
E
CE
EL
VA
S
DOOR OPENING
T OR D E V
I
C
5
D
E DOOR ARMS
12
F
11
G
M CLUTCH
CENTER OPENING 30-59 D.O. OPERATOR DATA TABLE
Doc. No. INSTMOVFR Page 766 CemcoLift 2008
R
J PIVOT
NOV. 11, 1994
DATA23 32
Door Operators Otis Door Operators
Page 767 CemcoLift 2008
This page intentionally left blank.
Page 768 CemcoLift 2008
Page 50 TIP 1.1.170-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
14. Setting up Door Operator Confirm power supply voltage on the door operator and perform a door Learn Run as described in the following section: 14.1 i-MOTION© II Door Operator 1. Press the stop switch on the door operator. 2. Confirm the 120 VDC power supply is present and wired to P8-1(+) and P8-3 the door operator. See area 13.
(-) on
3. Confirm the 30 VDC power supply is present and wired to P6-2 (+) and P6-i the door operator. See area 12.
(-) on
4. Confirm that the door operator is grounded. 5. Confirm the door operator’s heartbeat LED is blinking and the power LED is on (viewed through the window in the door operator cover). Confirm the display shows DN (de-energized). 6. Press and hold the down arrow key on the door operator box until “SET UP” is shown on the display. Press the ENTER key to view the door setup parameters. 7. Press the down arrow key to view and confirm each setup parameter. If a parameter needs to be changed, press the ENTER key, then the up or down arrow key to modify. To save the value, press the ENTER key. Refer to TIP 22.14-i, Adjusting TM II for Modernization, for more details. i-MOTION 8. After the last parameter has been verified, pressing the down arrow key will show “LEARN RUN” on the display. Press ENTER to initiate a learn run and follow the instructions in Table 28.
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
Page 769 CemcoLift 2008
Page 51 TIP 1.1.17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
TM II Door Learn Screens Table 28: i-MOTION Action for Mechanic
Scrolling Display Push Doors Closed, Then Press Enter
Push doors to fully closed position and press ENTER.
WARNING! E-Stop Ignored, ENTER to Continue, + to Quit.
Keep clear of door linkages and then press ENTER
Learning Closed Position
Wait as doors close
Tune Open
Wait as doors open
Up to Open, DOWN to Close, ENTER When Done
Press and hold the up arrow until the door is in the desired fully open position. Press the down arrow if you overshoot fully open. Press ENTER when finished.
Closing Doors
Wait for doors to power closed
WAIT
Wait
Still Learning, ENTER to Continue, Quit.
+
to
Press ENTER
Re-initializing
Wait
Opening Doors
Wait for doors to power open
Closing Doors
Wait for doors to power closed
Learn Run Complete, Press ENTER to Save
Press ENTER
9. Pull out the stop switch on the door operator. 10. Cycle controller power to reboot the door operator and MCSS CPU. 11. Repeat for rear door as necessary. 14.2 AT400 Door Operator 1. Confirm the 120 VAC power supply is present and wired to terminals 2 and 3 on the door operator junction box. See area 13. 2. Confirm the 30 VDC power supply is present and wired to ST4OI-1 (+) and ST4OI-2 on the door operator. See area 12. 3. Confirm that the door operator is grounded. 4. Confirm the door parameters are set correctly. 5. With the doors closed, press the disable button to disable the doors. The disable LED should illuminate. WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
Page 770 CemcoLift 2008
Page 52 TIP 1.1.17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
6. Press and hold the learn button for 3 seconds. The door will open slightly, then close, then open fully. 7. Once the doors have reached fully open, the learn run is complete. Press the disable switch again to enable the doors. 8. Cycle controller power to reboot the door operator and MCSS CPU. 9. Repeat for rear door as necessary.
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
Page 771 CemcoLift 2008
Page 53 TIP 1.1.17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
14.3
1.
Setting Door Parameters in Controller
the SVT plugged into P23 on the I/O BD, confirm that the door related EEPROM parameters in menu M-3-2 are set correctly as shown in Table 29. To change any parameter, you must first enable the EEPROM by pressing M-1-6-1 or M-1-8-1 forAAC baseline.
With
Table 29: M-3-2 Contract Parameters Range,
Description
Parameter
Default FRONT DOOR TYPE
Selects door type:
REAR DOOR TYPE
6
=
8
=
9
=
0
=
Full manual doors
Initial Setting
0—9, 9
6, 8, 9
0—9, 9
0, 6, 8, 9
Contract Setting
Swing hoistway doors with powered gate I-MOTION II or AT400 or Black Belt no (rear) door
FRONT TIMER 1
Sets time to pick DO after the drop of DC on a reversal. Set to 255 with door type 8. This is not used with door type 6.
0—255, 1
1
FRONT TIMER 2
Used to adjust the drop of DO at door fully open. Set to 255 with door type 8. This not used with door type 6.
0—255, 2
0
FRONT TIMER 3
Sets the delay to pick DO when doors have sagged from the fully open position.
0—255, 5
0
FRONT TIMER 4
Not Used
0—255, 0
0
FRONT TIMER 5
Not Used
0—255,0
0
REAR TIMER 1
Sets time to pick DO after the drop of DC on a reversal. Set to 255 with door type 8. With door type 6 this is not used.
0—255, 1
1
REAR TIMER 2
Used to adjust the drop of DO at door fully open. Set to 255 with door type 8. This not used with door type 6.
0—255, 2
0
REAR TIMER 3
Sets the delay to pick DO when doors have sagged from the
0—255, 5
0
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
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Page 54 TIP 1.1 .17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
fully open position. REAR TIMER 4
Not Used
0—255, 0
0
REAR TIMER 5
Not Used
0—255, 0
0
MAX DOOR SAG CNT
The number of times the doors will be powered open after close sag from the fully open position. Once this number is reached, the doors will reopen every 25.5 sec
0—255, 10
10
WARNING; The use and ownership of this work is defined in the legend upon the front page hereof.
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Page 55 TIP 1.1.17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION Table 29: M-3-2 Contract Parameters (Continued) Range, Default
Initial Setting
Set the time the cam will stay energized with car not wnning. It is also the time t will stay de energized before trying to lift again.
50—255, 50
50
Set the delay to de-energize the doors at fully closed. I count
0—255, 0
0
0—255, 0
0
0—1, 0
0
01, 0
0
0—1, 0
0
0—1,0
0
0—255, 7
7
Parameter
Description
MANUAL CAM PROT
.
FDED AT DFC OPT RDED AT DEC OPT INVERT DOL INVERT DCL INVERT RDOL
.
.
(5—25 5 seconds
Invert sense of door limit switches. 0
=
normal (active low)
1
=
inverted (active high)
INVERT RDCL
Set.the time allowed for the DOB to be active after DCL has been reached.
LATE DOB TIME
Contract Setting
I count=0.1 sec
1. With the SVT plugged into P23 on the I/O BD, confirm that the door masks are set
correctly. Press M-2-3-2. The screen will display the floor mask for the bottom floor (Landing 0) as shown in Figure 10.
Enable (1) or disable (0) door at this (front) landing
LD> FRi
UPOO 0000
ALO
DNOO D000
00
Landing NumbeJ (bottom =
00)
L
Enable
(1) or dIsable (0) door
at this (rear) landing
Figure 10: Door Masks
2. Confirm the front or rear door (or both) is enabled for each valid landing (FR=1 or AL=1
to enable, FR=0 or AL=0 to disable). If the mask is incorrectly configured, enable the EEPROM by pressing M-1-6-1 or (M-1-8-1 with AAA3O900AAC baseline). Then return
WARNING: The use and ownership of this work is defined in the iegend upon the front page hereof.
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Page 56 TIP 1.1.17.0-2 August 22, 2007
TECHNICAL INFORMATION PUBLICATION
to menu M-2-3-2 and use the UP (BLUE—2) or DOWN (BLUE—3) buttons to move the cursor (“>“ symbol) to the FR or AL position. Press 0 or 1 and ENTER (BLUE—CLEAR) to change the value. 3. Once the bottom landing is set correctly, press GO ON key to set the door mask at the next landing, continuing until all floors are confirmed.
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
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TECHNICAL INFORMATION PUBLICATION
Page 57 TIP 1.1.17.0-2 August 22, 2007
14.4 Confirming Door Operation 1. Once the doors have learned the opening, run the car back into floor level. Set the controller inspection switch back to the NOR position. 2. With an SVT plugged into port P23 on the I/O board, go to menu M-2-1 -2. Press GO ON until the lower line of the SVT display shows the command “FOPD.” Press ENTER and confirm that the DO LED on the I/O board is on and the DC LED is off. If not, confirm the car is in the door zone and the door mask is set correctly (see section 14) and the EEPROM parameter OCSS SVT CMD in menu M-2-3-1 is set to 1. 3. With the DO LED on, confirm the door operator opens the car door. If not, check the wiring. 4. With the doors open, go to menu M-2-1-2 and press GO ON until the lower line of the display shows the command “FCLD.” Press ENTER and confirm the doors are powered closed. 5. Repeat steps 2-4 with the rear doors (if present) using commands “AOPD” and “ACLD” while checking LEDs marked RDO and RDC on the EXIO board.
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
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Door Protection FCU47
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Products
Diagrams:
Drawing outline Wiring Diagram
UNIVERSAL INTERFACE MODEL FPS270
Page 1 of 2
Item
Detail
Additional comments
Number of beams
47 non-focused beams
Infra-red
Number of Sensors
24
See drawing outline
Sensor Spacing
2.95" (75mm)
See drawing outline
Distance between beams at pinch 1.48" (37.5mm) point (doors closed)
See drawing outline
Scan Type
Interleaved
Response Time
10 to 100 milliseconds
Relates to point of detection in scan cycle
Range of detection
6’ Door mounted (1800mm)
Standard Range product FCU 0547 01
16’ Door mounted (5000mm)
Long range product FCU 0547 02
Light Immunity
50 000 lux
Visible light
Angular displacement
10°
Positional mounting tolerance
+/- 0.7" (18mm) vertically +/- 0.2" (5mm) side by side
Doors closed, units touching
Operating voltage
24 volts
16 volts min 30 volts max
Current consumption
