Mac Puarsa Mrl

(1)

REASON FOR LIFT NOT STARTING (A)

COMPONENT

A01

Safety circuit fuse (FM) blown

A02 Safety circuit open

A03

Motor therms or machine room temperature device tripped

A04

110% load

A05

Attendant control active

A06

Door contact open - manual doors

A07

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

A08

Car door contact and landing lock circuit open

A09

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

LIST OF CONDITIONS (E)

CONDITION - (DIGIT NOT

FLASHING)

CONDITION - (DIGIT NOT FLASHING)

E01

100% overload (active)

E15

Firemans switch [car] (active)

E02

Attendant control (active)

E16

Levelling down direction

E03

car door & landing locks (closed)

E17

Firemans switch [landing] (active)

E04

Safety zone, levelling (active)

E18

High speed relay (active)

E05

Safety cct prior to locks (active)

E19

Relay (CB) or (CL) (active)

E06

Not in use

E20

Safety circuit fuse [FM] (closed)

E07

Level circuit (closed)

E21

Pin f-P2 active, arrival gong trig

E08

Not in use

E22

Lift resetting

E09

Lower prelimit [slow limit] (closed) E23

Temporarily out of service

E10

Upper prelimit [slow limit](closed)

E24

Permanently out of service

E11

Inspection control (active)

E25

Lift in travel

E12

Manual Doors - series cct (closed) E26

Lift in slow speed

E13

Door open cct PAP SEL SEN (closed)

E27

End of service

E14

STOP cct [sill switch] (open)

ERRORS (F)

REASON

F01

Running timer tripped

F12

PAP SEL SEN

circuit open

too long

F02

Safety circuit open

F13

Car between floors prelimits open

F03

Final limit opened and re-closed

F14

Both prelimits open

F04

Stuck contactor circuit tripped

F15

Up prelimit opens in down travel

F05

Repeat fault - door interlock circuit F16

Down prelimit opens in up travel

F06

Series of open doors in operation

F17

Parameters incorrect (new input)

F07

Series of open interlocks during

service

F18

Inverter drive fault (traction lifts)

F08

Misregulation of pulses

F19

Button of operating panel stuck

F09

Control fuse (FM) or supply open

F26

Lift level CPS circuit open

F10

MicroBasic PCB fault

F27

CPS not changing going into floor

(2)

Technical Dossier

PROVISIONAL AND PARTIAL

V0.2, MAR.04

English / 3VFMAC-DSP_UK

Installation • Assembly• Star-Up

Use • Maintenance • Repair

3VFMAC-DSP

Frequency

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Provisional

VERY IMPORTANT: This document is provisional and includes

partial information only, which is complemented by the 3VFMAC1

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

during the operating of the frequency changer, please consult MP

Lifts.

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

2. GENERAL FEATURES... 3

2.1. New features... 3

2.2. Technological improvements ... 3

2.3. Improvements in comfort... 3

3. UNIVERSAL CONNECTION ... 4

4. GENERAL DIAGRAMS... 6

4.1. MicroBASIC controller... 6

4.2. SERIE controller... 7

5. INFORMATION SUPPLIED BY THE BOARD... 8

5.1. Led indicator lights... 9

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

6. USER INTERFACE...11

6.1. Parameterisation...12

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

6.3. PALM control ...14

7. LIST OF PARAMETERS ...14

8. DESCRIPTION OF ERRORS ...20

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

9.1. Preliminary aspects ...22

9.2. General adjustments ...23

9.3. Levelling adjustment ...24

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1. COMPATIBILITY BETWEEN F SERIES AND DSP VERSIONS

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

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

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

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

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

in detail below.

INSTRUCTIONS TO CONNECT THE XC4 PACKAGE:

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

frequency changer.

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

removal of its end cover.

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

32 which was uncovered.

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

Photo 1 Photo 2

Photo 4 Photo 3

End cover

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2. GENERAL FEATURES

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

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

2.1. New features

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

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

system.

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

(†)

• High connectivity of encoders with a high number of pulses.

•

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

monitor and control the system remotely. (†)

2.2. Technological improvements

•

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

technology and instruction times of up to 6 nanoseconds.

•

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

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

•

Application to gearless motor by operation at very low electrical frequencies

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

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

frequencies.

2.3. Improvements in comfort

•

Direct access due to exact positioning, which makes

it possible to remove the landing approach span,

eliminating unnecessary waiting times for users. (†)

•

Direct access to landing due to indirect calculation of

car weight, eliminating the need for load-weighing

switches.

•

Complete lack of electrical noise of the motor due to

its switching frequency of up to 20 Khz, enabling its

installation in machine room less lifts.

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

acceleration during starting and stopping.

•

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

•

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

network voltage.

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PCB

3VF

DSP

B1 B2 32 33 34 35 36 37 11 12 13 14 15 16 17 18 19 1 2 3 4 5 XC2 XC11 XC4 XC6 11 12 13 14 15 16 17 18 19 XC6 XC4 XC2 1 2 3 4 5 32 33 34 35 36 37 V W U S T R +CE C1 T1 T2 20 21 22 23 C2 -CE + -+ -C1+ C1-C2+ C2-20 21 22 23 0Vdc 24Vdc K1 KRFR 0Vac 110Vac 48 49 50 XC9 XC10 K1 K2

M

~3

XC3 XC5 XC3 W V U RL3 TRIAC RL1 K2 R (+) 10V (-) 0V

FLC

A1 A2 A2 A1

3. UNIVERSAL CONNECTION

Voltage-free contact control

General power supply Control signals Input filter Machine Contactors CAPACITORS (Only in 10HP, 15HP and 20HP. Supplied with capacitor) Ventilation fan Brake resistance: 5HP 400V: 60hms, 520W 230V: 20hms, 600W 10HP 400V: 40hms, 1040W 230V: 14hms, 1040W 15HP 400V: 30hms, 1400W 20HP 400V: 30hms, 400W Multipole encoder 5Vdc Pulse reading Low cost encoder Brake control Contactor control *RUN *Nominal speed 2 speeds *Inspection speed 2 Accel. / Decel. *Up / down Reset Error

* Necessary connections _Ground

network Output filter Communication VS: encoder Communication CAN control Communication VS: control Safety series Contactor reading filter

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

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

Strip of

pins

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COND FE R S T + CE - CE R S T U V W C2 C1 B1 B2 3VF-DSP TRM 110 Vs 20 Vs 60 Vs 48 Vs 80 Vs 0 Vs 380 Vp 220 Vp 0 Vp 14 15 106 FM RMT 1 SCC 5 6 12 8 102 105 SAF SCE 104 SP SAC SIR SPRS SPRB 103 STOPF STOP STLH 220 SLVH SCTH SFI SFS L1 L2 L3 K1 L1 L2 L3 QIM 2 1 T T T 0 Vdc 5 RMT1 A1 A1 A2 A2 A K1 K2 A RMT2 27 11 A2 A1 KRNS A G2R - 2 110 Vac RMR RZS 13 RVR 23 24 RM KRSE 9 5 7 34 35 KRL 2 3VF-DSP RB 9 RS 25 26 A1 A2 KRSE A MY 4 110 Vac RZS 17 RMP RZS 00 RPA 220 Vp 48 Vs 60 Vp 110 Vs 0 Vp 0 Vs GRF ( + ) ( - ) ~1 ~2 K2 13 14 206 ( SM ) 204 ( SM ) ( + ) ( - ) 220 Vp 0 Vp 48 Vs 60 Vp 0 Vs 110 Vs KRLE KRLE 11 14 21 24 GRL LE ( - ) LE ( + ) LE -LE + K2 T1 T2 T3 FS U V W B2 B1 RF M 3 ~ 20 21 22 23 20 21 22 ( + ) ( - ) ( IN1 ) XC3 3VF-DSP SM 22 ( MB ) K1 K2 KRNS 3 ( MB ) 4 ( MB ) 61 62 61 62 11 12 1 2 3 4 5 C1 + C1 -C2 + C2 - C2-C2+ C1+ -+ C1-XC6 SM 3VF-DSP + 24 Vdc + 5 Vdc 11 12 13 14 15 16 a c RET 24 21 KRREV KRNS 12 11 MicroBASIC 17 18 19 36 37 KRL3 KRSE 12 11 3VF-DSP 19 ( MB ) BYT11 - 1000 KRREV A1 A2 208 G2R2 24 Vdc KRFR 1 3 KRFR 8 6 L1 L2 L3 T3 T2 T1 K1 13 14 A D ~1 ~2 + 24 Vdc 0 Vdc KRFR 2 7 MK2P 24 Vdc BYT11 - 1000 PIN 103 B 3VF-DSP FLC FLC

4. GENERAL DIAGRAMS

4.1. MicroBASIC controller

Industrial encoder connection _connection _Encoder _{Low cost}

Contactor

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COND FE R S T + CE - CE R S T U V W C2 C1 B1 B2 3VF-DSP TRM 110 Vs 20 Vs 0 Vs 0 Vs 380 Vp 220 Vp 0 Vp L1 L2 L3 K1 L1 L2 L3 A1 A1 A2 A2 K1 K2 34 35 KRL 2 3VF-DSP 220 Vp 48 Vs 60 Vp 110 Vs 0 Vp 0 Vs GRF ( + ) ( - ) ~1 ~2 K2 13 14 F1 ( SM ) F2 ( SM ) K2 T1 T2 T3 FS U V W B2 B1 RF M 3 ~ 20 21 22 23 20 21 22 ( + ) ( - ) ( IN1 ) XC3 3VF-DSP SM 24G (XSM1) K1 K2 KP1 (XSM1) 61 62 61 62 1 2 3 4 5 C1 + C1 -C2 + C2 - C2-C2+ C1+ -+ C1-XC6 SM 3VF-DSP + 24 Vdc + 5 Vdc 11 12 36 37 KRL3 3VF-DSP KRFR 1 3 KRFR 8 6 L1 L2 L3 T3 T2 T1 K1 13 14 A + 24 Vdc 0 Vdc KRFR 2 7 MK2P 24 Vdc BYT11 - 1000 QIM 2 1 1H 8H 8C 7C 7H 6H 6S 5S 5H 5H 4C 3C 3´C 2H 2C PCB-SM XC10 XENC XC11 X3VF FLC FLC STLH SFI SFS SLVH SAC STOPC SIR SIB SIS STOPF SPC SCE B S

4.2. SERIE controller

Contactor control In case of exact positioning

Industrial encoder connect

ion Low cost encoder connection Contactor reading filter

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5. INFORMATION SUPPLIED BY THE BOARD

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

information is included in the following points.

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5.1. LED indicator lights

BLOCK GENERAL DESCRIPTION LED NO. DESCRIPTION OF LED COLOUR

A High voltage HIGH

VOLTAGE ON: there is a high voltage Red

B Control of contactors 12 ON: contactors active Red

B RUN signal 13 ON: start command Red

B Nominal speed 14 ON: nominal speed command Red

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

B Inspection speed 16 OFF: inspection speed Red

B Second

acceleration/deceleration 17 ON: second set of accelerations and decelerations active Red

B Up/down 18 ON: up Red

B Reset error 19 ON: error reset active Red

C CAN communication CAN Not applicable Green

D Emergency EM Not applicable Green

D Speed limit SP ON: above speed limit Green

D Contactors K ON: contactors active Green

D Brake BK ON: brake with power supply Green

E Encoder ENCODER Not applicable Green

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

F RUN RUN ON FIJO: RUN command not active

INDICATOR: RUN command active Green

5.2. Five-digit display (console)

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

POSITION VISUALISATION GENERAL DESCRIPTION

0 Frec Command Frequency (Hz)

1 Encod Encoder pulses

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

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

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

5 tens Bus voltage (Volts dc)

6 Uerr Last error

7 int d Measured Magnetisation Current Intensity (Ampere)

8 int u Measured Par Current Intensity (Ampere)

9 UEL Measured speed (electric Hz)

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

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

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

13 An Electrical angle

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

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

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POSITION VISUALISATION GENERAL DESCRIPTION

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

18 SEno Sine of electrical angle (digital units)

19 CoSE Cosine of electrical angle (digital units)

20 iurEF Par current intensity of reference (digital units)

21 USlip Slip (digital units)

22 UrEF Mechanical reference speed (digital units)

23 Pso Weight (Kg), if load cell available

24 Uer Software version

25 _SEriE _{Equipment serial number}

26 _HOurS _{Equipment operating hours}

27 E4 _{Start phase}

28 E2 Slip term in vector control (machine constant)

29 E3 Reference mechanical speed in Hz*128

30 E4 Output Iq of the filtered speed PI

31 E5 Electrical frequency

32 E6 Proportional constant of the speed PI

33 E7 Whole constant of the speed PI

34 E8 Weight offset

35 E9 VEL.10 parameter interpretation

36 E10 Maximum torque intensity (digital units)

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

38 E12 Reference magnetisation intensity

39 E13 Power control set point

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

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

42 E16 Sine curve time (ms)

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6. USER INTERFACE

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

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

(configuration, metering, etc.)

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

this diagram.

The access keys are:

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

•

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

•

Enter Programming Mode. Press button down continuously.

•

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

Izq

ÿ

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

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

At the operations level, it reduces the value being operated

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

Drch

÷

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

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

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

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

Intro

ü

: This push button has various functions:

• At the menu level, to enter inside the menu

• At the operations level, execution of commands

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P/R

...

P/R 1s 1s P/R P/R P/R

6.1. Parameterisation

The monitoring of the parameterisation is shown below.

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

CUSTOMER

CODE CODE EXAMPLE ACCEPTED

GOES TO BLOCKS OF PARAMETERS RETURN TO BLOCK 1 “CNF” VALUE NEW VALUE ACCEPTED AND RETURNED START EXAMPLE OF PARAMETERISATION IN BLOCK -CNF-

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0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s 0.2s Pos. 0 Pos. 15 Pos. 16 Pos. 1 Pos. 14 Pos. 17 Pos. 30 Pos. 2 Pos. 13 Pos. 18 Pos. 29 Pos. 3 Pos. 12 Pos. 19 Pos. 28 Pos. 4 Pos. 11 Pos. 20 Pos. 27 Pos. 5 Pos. 10 Pos. 21 Pos. 26 Pos. 6 Pos. 9 Pos. 22 Pos. 25 Pos. 7 Pos. 8 Pos. 23 Pos. 24 P/R

6.2. Visualising the information through display (monitoring)

VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE VALUE RETURN TO POSITION 0 VALUE START

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6.3. PALM control

Not available in this version.

7. LIST OF PARAMETERS

PERMITS ii GROUP PARAM F SERIES EQUIV.i DESCRIPTION

N A DESCRIPTION OF VALUES RANGE

FACTORY VALUE

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

in open or closed loop

0: Scale

1:Vector 1

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

power. 2:10CV/400Vac 3:10CV/220Vac 4:15CV/400Vac 6:20CV/400Vac S/M CNF.02 30 Autoreset 2 2

Maximum no. of errors that may appear in 3 minutes. After this period, the inverter is blocked until one of the following actions is taken:

The power supply is cut off -Terminal 19 activated -It enters in programming

0...5 5

CNF.03 N/A Origin of

commands 2 2

Specifies whether the origin of the commands will be the terminals or via CAN

0: Terminals

1:CAN 0

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

CAN 0:NO 1: YES 0 CNF.08 N/A Customer’s access code to parameters 2 0 0...9999 0 CNF.09 N/A Customer’s access code to parameters 2 0

In both, the customer’s code to access parameters is specified. It is done this way in order not to enter a value accidentally which

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

CNF.10 N/A Series number 1 1

Gives information on the installation’s series number. This value is unique for each installation.

0...65535 S/P

CNF

General Configuration

CNF.11 N/A Software _version 1 1 Reports the software version that the machine _{has recorded.} N/A S/P

TR0.00 5 Inspection

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

TR0.01 31 Speed limit 2 2

Electrical output frequency (scale) or motor rotation speed (vector), which when exceeded switches the KRL1 relay. A (0 Hz) does not activate RL1 (terminals 30 _ 31 and 32)

0.00,0.25... ...45.00Hz 0.00Hz TR0 Travelling. General parameters

TR0.02 N/A Speed limit

relay logic 2 2

Enables logic of speed limit relay to be configured. With a positive logic ( 1), the relay will go to ON when the speed is above the set limit and Off when below. With a negative logic (0), The relay will be ON when the speed is below the set limit or is zero, and it will be OFF when it is above the limit. We take speed to mean Electrical output frequency (scale) or motor rotation speed (vector).

0: negative logic

1: positive logic 1

TR1

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

TR1.02 9 Acceleration

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

TR1.03 N/A

Acceleration Progressivity Factor

2 2

The higher the value, the smoother the start of the curve and less smooth the end of the curve. Only operational on sine curve (RSN.00 = 2). Value 1 = neutral

0.10...15.00 1.50

TR1.04 10 Deceleration

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

TR1 Travelling TR1.05 N/A Deceleration Progressivity Factor 2 2

The higher the value, the smoother the start of the curve and less smooth the end of the curve. Value 1 = neutral

0.10...15.00 1.00

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

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

TR2.02 11 Acceleration

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

TR2.03 N/A

Acceleration Progressivity Factor

2 2

0.10...15.00 _01.50

TR2.04 12 Deceleration

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

TR2 Travelling Group 2 TR2.05 N/A Deceleration Progressivity Factor 2 2

0.10...15.00 1.00

RSN.00 N/A Reverse Curve 2 2 Reverse Curve 0: Standard

2: Sine 2

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

ramp. Greater number: Greater smoothness 1...999 50

RSN.02 26 K End of

Acceleration 2 2

Smoothness at the end of the acceleration ramp.

Greater number: Greater smoothness 1...999 50

RSN.03 27 K Start of

Deceleration 2 2

Smoothness at the start of the deceleration

RSN.04 28 K End of

Deceleration 2 2

Smoothness at the end of the deceleration

RSN.05 N/A Stopping curve

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

RSN

Normal reverse ramp

RSN.06 13 Levelling _adjustment 2 2 Levelling adjustment for load compensation 0..200 100

RSC.00 N/A Extension time

on short floor 2 2

Expressed in milliseconds, this is the time the

speed maintains on a short floor 0...6000 0.000

RSC Short Reverse Ramp RSC.01 N/A Percentage of increase of command 2 2

Expressed in %. The higher the percentage, the smoother the speed rectification on a short floor (reducing the approach time)

0...100 50

STC.00 22 (T3) Delay in brake

before start 2 2

Delay between order to open brake and start of

motor rotation 00.01...02.50s 00.30s

STC

Start/Stop

Control STC.01 8 (T5) Delay in brake

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STC.02 23 (T4) Delay in brake

after stopping 2 2

Time between deactivation of brake and cut-off

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

STC.03 N/A (T2) Switching waiting time of contactors in start 1 1 00.01...01.00s 00.15s STC.04 N/A Practical 0 speed in stopping.

1 2 Digit 0, 1: practical 0 speed OFF

Digit 2, 3: practical 0 speed ON

00...99cHz 00...99cHz 00.10 STC.05 N/A Current intensity value close to 0 0 1 1...33 5 STC.06 N/A Maximum time permitted for fall in current intensity 0 1 00.01...02.50s 1.00s STC Start/Stop Control STC.07 N/A (T6) Additional time so that residual current intensity is equal to zero. 0 1 00.01...02.50s 0.02s

PSO.00 32 Maximum Car

Load 2 2

Maximum car load in kilograms. Only operational

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

10CV: 450Kg 15CV: 630Kg 20CV: 900Kg PSO Weight Control

PSO.01 33 Extra Par % 2 2

Extra par percentage with respect to nominal applied to maximum load. Only operational if weight control function is present.

0 – 50 0

ENC

Encoder ENC.00 21

Number of

return pulses 2 2 Number of return pulses of encoder

4..8,

500...5000 2000

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

asynchronous. 0: Asynchronous or induction 0 DRI.01 N/A Time constant of rotor as motor

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

motor 10.0 – 1000.0ms 90.0ms

DRI.02 N/A

Time constant of the rotor as generator

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

generator 10.0 – 1000.0ms 90.0ms

DRI.03 20 Number of

poles 2 2

Number of poles of motor. NOT NUMBER OF

PAIRS OF POLES. 2...50 4

DRI

Machine Data

DRI.04 N/A Motor Model 1 2

Specifies the motor model. In doing so, vacuum current intensity is established, as well as the rotor time and the number of pairs of poles associated to the machine.

The value does not last.

(19)

3VFMAC-DSP FREQUENCY CONVERTER

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3VFMAC-DSP_UK

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INT.00 19 Id 2 2

Corresponds to the no-load intensity of the motor. Normally, do not modify the factory

value. 2.0..24.0A 10/400: 10.0 A 10/220: 15.0 A 15/400: 12.0 A 20/400: 14.0 A

INT.01 N/A Start intensity 2 2

Gradually increase until correct lift operation is achieved in all load situations (including the maximum). DO NO EXCEED.

Only valid in scale control

2.0..24.0A 10/400: 10.0 A 10/220: 15.0 A 15/400: 12.0 A 20/400: 14.0 A

INT.02 N/A Iq Filter 1 2

The gradient between the output Iq of the speed PI and the Iq of the control system is:

(Iq Speed PI - Iq control system)

2(INT.01) 1...2048 150 INT.03 N/A Proportional Constant PI Current Intensity Id

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

INT.04 N/A

Built-in Constant Id Current Intensity PI

INT.05 N/A

Proportional Constant Id Current Intensity PI

INT.06 N/A

Built-in Constant Id Current Intensity PI

INT Intensity Control INT.07 N/A Percentage of Overmagnetisat ion at 0 speed

At nominal speed, the no-load intensity applied is INT.00.

At speed 0, INT.00+(INT.00xINT.06)/100. NOT VALID IN SCALE CONTROL.

(20)

PRODUCT TECHNICAL MANUAL

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FACTORY VALUE VEL.00 N/A Proportional Constant in Start

VEL.01 N/A

Proportional Constant Nominal Speed PI

VEL.02 N/A

Built-in Constant Nominal Speed PI

VEL.03 N/A

Proportional constant Approx. Speed PI

VEL.04 N/A

Built-in Constant Approx. Speed PI

VEL.05 N/A

Built-in Constant Stopping Speed PI

VEL.06 N/A Reserved 0 0

VEL.07 N/A Measured motor

speed filter 1 2

The gradient between the measured Wmotor and the Wused in speed PI and frequency generation is:

(measured Wmotor – W Piw)

2(VEL.06)

0...10 3

VEL.08 N/A

Time for the speed stability criterion

1 1 Expressed in milliseconds. Once reached,

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

VEL.09 N/A Approx time

established 1 1

Expressed in milliseconds. Only operational

when the VEL.10 1 bit is at 1. 0...3.000 0.512

VEL

Speed Control

VEL.10 N/A Control of

Speed PI 1 2

- If the 0 digit (right) is at 1, a constant Id,Iq,We control will be carried out during approach. Adjusted with 0 value. - If the 1 digit is at 1, a constant Id,Iq,We control will be carried out during stopping. Adjusted with 0 value (activate with low inertia machine).

- If the 2 digit is at 1, the speed PI will only be activated if a new speed has been read. If at 0, it is always activated.

- If digit 3 is at 1, the “overboost” will be activated. If it is at 0, it deactivates. Only operational in magnet vector control.

0 or 1 every digit 1000

(21)

3VFMAC-DSP FREQUENCY CONVERTER

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PEC.00 14 Switching

Frequency 2 2 05.500KHz 5.5 - 20.0KHz. 15.0KHz

PEC.01 N/A Modulation

Type 2 2 Modulation Type

0: Triangular PWM

1:Space Vector 1

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

PEC

Power Electronic Converter

PEC.03 N/A Minimum pulse

width 0 1 Value in microseconds 00.000..03.000µs 00.000µs

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

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

ADJ

Channel

adjustment _ADJ.02 _N/A Vdc 1 reading

gain 0 1 0...65535

i

_{The numbering begins at 0.}

ii

_{Legend of permit types:}

N: Normal

A: Advanced

Permits legend:

0: Not displayed

1: Displayed but value may not be changed

2: Displayed and value may be changed

iii

_{Synchronous motor not operational.}

iv

_{Table of motor models.}

IO(A) MACHINE CONSTANT (ms)

CODE BRAND MODEL HP KW POLES

400V 230V Motor Generator 100 REIVAJ 075.22.0.30 7.5 5.5 4 8.0 13.9 79.4 79.4 101 REIVAJ 095.22.0.60 9.5 7 4 9.9 17.2 78.4 78.4 102 REIVAJ 130.20.0.90 7.5 5.5 6 10.5 18.2 50.3 50.3 103 REIVAJ 145.20.0.90 9.5 7 6 13.5 19.1 51.7 51.7 200 SASSI 240095A-WF4 5.5 4 4 4.7 8.1 82.3 61.7 201 SASSI 240095A-WF4 8.0 5.9 4 8.4 14.6 71.6 53.7 202 SASSI 240118A-WF4 10.0 7.35 4 9.6 16.6 90.9 68.2 203 SASSI 240142A-WF4 12.5 9.2 4 11.2 19.4 94.3 70.7 204 SASSI 240142A-WF4 15.0 11 4 14.2 24.6 88.5 66.4 205 SASSI 240171A-WF4 18.0 13.2 4 15.5 26.9 95.0 71.3

(22)

PRODUCT TECHNICAL MANUAL

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V0.2 MAR.04

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3VFMAC-DSP_UK

Provisional

8. DESCRIPTION OF ERRORS

ERROR DESCRIPTION CAUSE SOLUTION

Err01 Not used

Err02 Overcurrent

Working situation detected in which the motor instantly consumes a higher current intensity that the maximum offered by the installation. Always caused by external causes, which are usually serious problems: badly connected power cables, faulty connector, encoder with specific reading errors, too sudden acceleration or deceleration, Machine flywheels with high inertia, etc.

Locate the error. The repetition of this error may cause the destruction of the installation. If it is not possible to solve it, contact MacPuarsa and describe the error location in detail.

Err03 High network voltage

Maximum voltage permitted by installation exceeded: 400 Model: Maximum 440Vac 220 Model: Maximum 242Vac

Check the power supply being applied to the installation. EXCESSIVELY HIGH VOLTAGE CAUSES THE DESTRUCTION OF THE INSTALLATION. IF 400 Vac ARE APPLIED TO THE INSTALLATION, IT WILL BE TOTALLY DESTROYED

Err04 Low network voltage

Lower voltage than minimum voltage permitted by the installation applied:

400 Model: Minimum 360Vac 220 Model: Minimum 195Vac

Check the power supply being applied to the installation. An excessively low voltage may prevent the installation form starting. Provisional power supply, heavy machinery close to the installation, etc…. are possible causes of an instantaneous low network voltage error

Err05 Error in encoder The installation detects an incorrect reading of the encoder

In general, check that the connections are correct. Check that the correct information has been entered in the ENC.00 parameter. Check that this fulfils all of that described in chapter 3 (manual 3VFMAC1).

Err06 Motor blocked

The installation has supplied the maximum current intensity for 6 seconds

The most usual causes are:

1. Operating in scale control. This may be due to the INT.00 parameter being excessively low, and when the car is under a heavy load, the lift does not start.

2. Operating in vector control. It is possible that it has been configured as vector control and the encoder has not been installed. The installation will consider 0 speed and apply the maximum current intensity.

3. The machine brake does not open. If the car is overloaded and the lift may not start (both in scale and vector control), this error will appear.

(23)

3VFMAC-DSP FREQUENCY CONVERTER

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Err07 Power terminals C1 - C2 not connected

The terminals C1 - C2 must be shorted (with power cable) whilst energy is supplied. If this disappears instantly, the error will be generated

Consult point 2.3 of the 3VFMAC1 manual to see how the C1 - C2 terminals should be shorted with the K1 and K2 contactors. Check the connections. It is also possible that the power contact is damaged in one of the contactors.

Err08 Short circuit

This error will appear when a short circuit occurs at the installation output.

Err09 Excess temperature

Excess temperature is due to a high rate working situation, with long approach speed spans, and a high ambient temperature

Try to reduce the approach speed span and operate in vector flow control (consumptions are lower). There is the possibility (although it is unlikely) that the installation ventilation fans become damaged. Check whether these remain off when energy is supplied to the inverter (lift in motion). If so, replace the installation.

Err10

Motor not connected. There is no load connected at the output of the frequency changer

Err11 Overspeed The motor exceeds 20% of the

theoretical speed

This may be caused in motors with defects, when there is excess load in the car, etc. The error may also appear if the installation is parameterised incorrectly.

Err12

No connection to motor. Imbalance. If a connection error appears in one of the motor stages, or there is a strong imbalance of consumption in the stages, the error will be generated

Check the power cables from the output of the frequency changer (U - V - W) up to the motor terminals. Check the correct state of the motor (by measuring the resistance between stages)

Err13

Error in capacitor (10 / 15 / 20 ) or low network voltage at start of a service

Check that the network voltage is not too low. If the problem persists, replace the Electrolytic Capacitors. VERY IMPORTANT: Before replacing the electrolytic capacitors, MAKE SURE that the HIGH VOLTAGE LED is fully switched off. If not, there is a risk of an electric shock which may cause death Err0A Not used

Err0B Error in parameters

A serious error in the installation’s configuration data has been detected. This error may not be reset

Check and correct all the parameters until the error disappears

(24)

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V0.2 MAR.04

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Err0E Uncontrolled opening of contactors

During a service, the EMERGENCY STOP signal (terminal no. 12) disappears; in other words, the K1 and K2 contactors are deactivated unexpectedly

This error usually occurs when during a service, a contact of the safety chain is opened unexpectedly.

This error never renders the installation out of use. This is automatically reset indefinitely. In MACPUARSA controllers, during inspections mode, the series are opened suddenly when a movement is stopped. This causes the FE error to appear after each movement in inspections.

Err0d Error in access code

The CNF.08 and CNF.09 values (corresponding to the access code) must be the same

9. ADJUSTMENT AND FINE-TUNING OF THE INSTALLATION

9.1. Preliminary aspects

• Installation of positioning and levelling elements

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

levelling. The most important aspect is assuring that the distances between the start of deceleration and the

levelling are CONSTANT, such that they are the same for ALL FLOORS.

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

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

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

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

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

• Counterweight

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

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

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

process will have to be repeated.

• Friction

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

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

separation distances, may make an adequate adjustment infeasible.

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

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

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

(25)

3VFMAC-DSP FREQUENCY CONVERTER

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9.2. General adjustments

• Nominal frequency, tr1.00: adjust the frequency in order to reach the nominal speed of the machine. See

the specifications plaque.

• Approach frequency, tr1.01: Normally at 5.00 Hz for 1 m/sec, and 3.50 Hz for 1.6 m/sec. On some

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

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

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

• No-load intensity, int.00, and start intensity in scale control, int.01: Configure the lift in scale control

(cnf.00 = 0), and order it to operate without any load in the car, thereby executing long runs. When it moves

at nominal speed, read the “int d” magnitude. Take the reading while going both up and down. The figure

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

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

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

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

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

• Type of comfort curve (S-curve), rsn.00: the 3VFMAC-DSP frequency changer incorporates a new, SINE

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

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

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

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

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

are NOT operational).

• Number of pulses per encoder revolution, enc.00, and number of motor poles, dri.03: If operating in

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

• Switching frequency, pec.00: If operating in vector control, set the frequency at 15.0 kHz; the electrical

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

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

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

• Acceleration time, tr1.02, and acceleration progressivity, tr1.03: The criteria to observe for adequate

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

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

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

= 2).

• Deceleration time, tr1.04, and deceleration progressivity, tr1.05: The criteria to observe for adequate

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

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

(26)

PRODUCT TECHNICAL MANUAL

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V0.2 MAR.04

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3VFMAC-DSP_UK

Provisional

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

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

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

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

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

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

quicker.

• 1 floor (or short floor) service, rsc.01: On occasions, the nominal speed is not reached in a service, either

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

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

(it will be noted because the nominal frequency will not be reached in “FrEC”), the rsc.01 parameter must be

adjusted. It leaves the factory with a value of 50. It should be adjusted such that, by executing the service

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

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

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

9.3. Levelling adjustment

• NOTES:

o

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

correctly level the lift.

o

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

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

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

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

• Adjustment in order to compensate for the car load, rsn.06

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

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

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

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

thereby confirming if the levelling point coincides in both cases.

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

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

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

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

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

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

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

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

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

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

(27)

3VFMAC-DSP FREQUENCY CONVERTER

V0.2 MAR.04

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3VFMAC-DSP_UK

Provisional

• Levelling in up and down, rsn.05

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

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

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

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

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

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

thereby confirming if the levelling point coincides in both cases.

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

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

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

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

• Repositioning the level magnets (shields)

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

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

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

that exist at each stop.

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

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

9.4. Vibrations

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

actions:

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

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

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

If they persist, contact MP.

(28)

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Made MAC Name

24.Feb.2003

Date Controller Technical department Down Selective. Simplex.

3VFMAC1 (ASCM)

General table of contents

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