technical dossier...2.5 macpuarsa board connection .....13 2.5.1 through externa rl ealys...

Technical Dossierv3.00, SEP. 01 Installation � Assembly � Start-Up

Use � Maintenance � RepairEnglish / 3VFUK

3VFMAC1 Frequency Changers

v3.00, SEP. 01 Pag . 2 / 44 3VFUK

GENERAL TABLE OF CONTENTS

Chapter. 1 GENERAL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.2 3VFMAC1 Silk-Screening 5.5 HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.3 3VFMAC1 10 HP / 15 HP / 20 HP Silk-Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.4 Relevant Components of the Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.4.1 Leds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.4.2 Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.4.3 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.4.4 Monitoring and Programming Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.5 Control Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81.5.1 Power Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81.5.2 Braking Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1.6 Electric Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Chapter. 2 CONNECTIONS AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.1 Universal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2 Power Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.3 UNIVERSAL CONNECTION (Control through voltage-free contacts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.4 General Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.5 Macpuarsa Board Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.5.1 Through External Relays (Voltage-Free Contacts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.6 3VFMAC1 General Diagram With Microbasic Control Unit. 3VFMB Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.7 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.7.1 Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.7.2 Voltage-Free Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Chapter. 3 ENCODER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193.1 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193.2 Low-Cost Encoder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203.3 Industrial Encoder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Chapter. 4 INFORMATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234.1 Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234.2 RUN MODE : Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.1 Flux Diagram (RUN MODE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244.3 PROGRAM MODE : Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.3.1 Flux Diagram (Program Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Chapter. 5 PARAMETERS. ERRORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Chapter. 6 DESCRIPTION OF CONFIGURATION PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286.1 Speeds (Parameters 1 to 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286.2 Ramp Times (Parameters 9 to 12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286.3 Levelling Adjustment (Parameter 13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296.4 Switching Frequency (Parameter 14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296.5 Type of Control (Parameter 15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296.6 Vacuum Current (Parameter 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296.7 Poles (Parameter 20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.8 Encoder (Parameter 21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.9 Brake Retardation (Parameters 8 - 22 - 23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.10 Network Voltage. Model of Changer (Parameter 24) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.11 S-Curves (Parameters 25 to 29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.12 Autoreset (Parameters 30) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.13 Frequency / Speed Limit (Parameter 31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316.14 Optional Functions Configuration Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

6.14.1 Car Maximum Load in Kg �Q� (Parameter 32). Operative in �Weight Control Function�. . . . . . . . . . . . . . . 316.14.2 Torque Percentage in Relation to the Rated Percentage (Parameter 33) . . . . . . . . . . . . . . . . . . . . . . . . . 31

Chapter. 7 3VFMAC1 INSTALLATION ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327.1 Shaft Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327.2 Levelling Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327.3 Deceleration Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Chapter. 8 ERROR MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34


v3.00, SEP. 01 Pag . 3 / 44 3VFUK

8.1 Error Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348.1.1 Autoreset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348.1.2 External Error Reset (Terminal 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348.1.3 Error Showing and Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348.1.4 Exceptions (Errors F _ B and F _ E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348.1.5 Errors Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

CHAPTER. 9 WEIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.2 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.3 Modifications in Relation to the Standard 3VFMAC1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

9.3.1 Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.3.2 Parametrization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

9.4 Installation Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.5 Wiring Schemes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

9.5.1 Communication Wiring Scheme between the 3VFMAC1 and the VK-2P equipment . . . . . . . . . . . . . . . . . . 39

CHAPTER. 10 EMC REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4010.1 Specific Assembly Instructions for Speed Variation Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

10.1.1 Special Elements for VVVF Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4010.1.2 Machine Supply Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4110.1.3 Machine Room Electric Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42


v3.00, SEP. 01 Pag . 4 / 44 3VFUK

Chapter. 1 GENERAL FEATURES

1.1 General Description

The range of 3VFMAC1 frequency changers are specially designed for lift installations. It includes functions and configuration parameterswhich add unique features to a frequency changer applied to the lift. GENERAL FEATURES :

It can operate with conventional scalar control (voltage-frequency) in open loop and with vector control in closed loop. In the last case itoffers a minimum of 200% of the rated torque at a turning speed 0 in a motor of the same power as the frequency changer.

External control switch reception through voltage-free contacts.

It is equipped with connection for industrial encoder (models 3VFMAC1.10 / 15 / 20 only) whose features are described in the chapterregarding encoder. There is a SPECIAL operation option including a low-cost encoder suitable for all models. Nevertheless it is not advisablein models 10 HP, 15 HP and 20 HP, since it is quite probable that vibrations occur in the car at approach speed. This option can only be usedwhen the machine is specially designed for use or in those repairs where it is absolutely impossible to adapt a digital encoder to the machine.

It has three relay outputs for the control of :

� Contactors.� Brake.� Speed limit.

It adds specific functions for the lift, especially by taking comfort (5 S-curves) and levelling into account.

It enables real-time display of the most relevant electric ranges. It offers an easy and very operative technique of parametrization(equipment configuration).

Models :

3VFMAC1 - 5 / to 5.5 HP

Version 400 : 400 Vac +/- 10 %Version 220 : 220 Vac +/- 10 %

3VFMAC1 - 10 / to 10 HP

Version 400 : 400 Vac +/- 10 %Version 220 : 220 Vac +/- 10 %

3VFMAC1 - 15 / to 15 HP

Versión 400 : 400 Vac +/- 10 %

3VFMAC1 - 20 / to 20 HP

Versión 400 : 400 Vac +/- 10 %


v3.00, SEP. 01 Pag . 5 / 44 3VFUK

- +

+

+

- +

+

- +

R249

U53

U54

C105

U38

TR2

C102

R250

C103

C206

C214

C215

C96

R127

R130

C216

C106

U55

V1V2

V3

U56

R248

R247

U11

D20

U52

D21

D22

U51

C217

KRL3KRL2

KRL1

F2

F4F3

RV1

F1

CR

C108

X1

1

1

1

C5

C107

ASITRON

(-)(+)

HIGH VOLTAGEDANGER

P6P5

P4P3

P2P1

W

V

UR387

R385

+

++

+ C131

C94

C95

PV

C132+

+

TLP2

50

TLP250TLP250 TLP250TLP250 TLP250

TLP2

50

3VFMAC1-5

C2C1

S/N

B2 B1 T S R

3736

3534

3332

3130

C3

C423

2221

20

C2

1918

1716

1514

1312

11

1.2 3VFMAC1 Silk-Screening 5.5 HP


v3.00, SEP. 01 Pag . 6 / 44 3VFUK

- +

-+

+

- +

D32

C102

R276

D30

C154C155

F2

D34

R26

8

R26

9

R27

0

R27

1

R27

2

R27

3

C210

C211

C141 C142

V4

KRL3

KRL2

KRL1

C131

C94

C95

C96

C13

2

C103

54

32

1

C6

C1

T2T1

HIGH VOLTAGEDANGER

3VFMAC1-20/400V

3VFMAC1-15/400V

3VFMAC1-10/220V

3VFMAC1-10/400V

V2

V1 V3

11 1

TR1

PV

(+)

(-)

++

+

C5

ST90T40

S/N

3736

3534

3332

3130

C3

C4

2322

2120

C2

1918

1716

1514

1312

11

D4D3D2D1

1.3 3VFMAC1 10 HP / 15 HP / 20 HP Silk-Screening


v3.00, SEP. 01 Pag . 7 / 44 3VFUK

1.4 Relevant Components of the Equipment

1.4.1 Leds

Led (RUN) : . . . . . . . . . Green. Off in PROGRAM mode. Active in RUN mode: permanent when the lift is not moving, and intermittentwhen the changer provides power (lift in movement). This led indirectly indicates that the equipment is fed.If it is not energized when power is supplied, check connections R, S and T, as well as fuses F3 and F4(maximum value allowed, 1 Amp).

Led (High Voltage) : . . . Red. It warns of a high voltage level in the intermediate phase of the equipment. In the case where theequipment, active led (Run), is being supplied with power, and the led HIGH VOLTAGE is off, it is necessary toreplace the entire equipment.

Should you wish to operate the changer, you should disconnect the supply (R - S - T) and thenWAIT FOR THE LED HIGH VOLTAGE TO BE COMPLETELY OFF. Otherwise you run the risk of anelectric discharge that may result in death.

1.4.2 Fuses

Fuse F1 : . . . . . . . . . . . It protects the power stage of the equipment. The fuse is blown when power is being supplied (active led(RUN)) and the led HIGH VOLTAGE is off. In that case the whole equipment must be replaced. NEVER REPLACETHE FUSE WITH ANOTHER ONE OR MAKE JUMPERS BETWEEN ITS TERMINALS: IT MAY RESULT IN THEBLOWING UP OF THE EQUIPMENT.

Fuse F2 ( 2Amp ) : . . . . . It protects 10 Vdc power supply, which feeds :� Fans ( terminals ( + ), ( - ) ).� Magnets encoder ( terminals 20 - 21 - 22 ).� Control inputs (terminals from 11 to 19 ).If the fuse blows, check the correct connection of the above-mentioned elements.

Fuse F3 ( 1Amp )Fuse F4 ( 1Amp ) : . . . . It protects the whole changer control area. If it repeatedly blows, the entire equipment must be replaced.

The described values of Fuses F2, F3 and F4 ARE MAXIMUM VALUES. Do not replace them withhigher values. It could cause the TOTAL DESTRUCTION OF THE EQUIPMENT.

1.4.3 Relays

KRL1 It switches when the value introduced in parameter 31 is exceeded. In scalar control it will commutate when output electricfrequency surpasses it. In vector control it switches when the actual motor turning speed surpasses it. The relay supplies 1switched contact (Common terminal 31; 30 NC ; 32 NO).

KRL2 Contactors control relay. It controls (in series, with the control unit safety circuits) the contactors activation and deactivation,co-ordinating it with the brake control (KRL3); (Common terminal 34; 33 NC ; 35 NO).

KRL3 Brake control relay. It controls (in series, with the contactors) the brake opening and closure, co-ordinating it with thecontactors control ( KRL2 ); (Common terminal 36; 37 NO).

Relays Action Sequence ( KRL2 - KRL3 )

Start-Up : It energizes KRL2 (contactors). The magnetic field is created in the motor. KRL3 (brake) turns on and once the time establishedin parameter 22 (brake retardation at start-up) has passed, the motor is made to turn.

Stop : The turning of the motor is electrically blocked. Once the time established in parameter 8 (brake retardation before stopping)has passed, KRL3 (brake) is disabled. Subsequently KRL2 (contactors) is disabled.


v3.00, SEP. 01 Pag . 8 / 44 3VFUK

1.4.4 Monitoring and Programming Interface

It is constituted of displays D1 - D2 -D3 - D4 and P/R push buttons; they enable carrying out all electric ranges display tasks during theoperation and configuration of the equipment functions.

1.5 Control Connections

C1 en 10 HP / 15 HP / 20 HP . Fans Supply ( + ), ( - ).

C5 en 5 HP . . . . . . . . . . . . . Fans Supply ( + ), ( - ).

C2 . . . . . . . . . . . . . . . . . . . Digital inputs. Control box signals connection (commands for the operation of the frequency changer)through external voltage-free contacts :

11 : Common.12 : EMERGENCY STOP. While in movement, the lift must be closed. Its opening causes the immediate stop.13 : RUN14 : Rated Speed / Approach Speed.15 : Selection 2nd SPEED BENCH.16 : INSPECTION SPEED.17 : Selection 2nd ACCELERATION / DECELERATION BENCH.18 : Motor turning direction. (UP/DOWN)19 : External ERROR RESET.

C3 . . . . . . . . . . . . . . . . . . . Magnets encoder connection. It enables the connection of an encoder for the operation with vector fluxcontrol UNDER THE SPECIFIC CONDITIONS ESTABLISHED IN CHAPTER 3 OF THIS DOSSIER.Encoder supply (max 40 mA)20 : +10Vdc21 : 0 Vdc22 : 1 pulses reading

C4 . . . . . . . . . . . . . . . . . . . Relay outputs.KRL1 : Speed limit (30 : NC - 31: Common - 32 : NO).KRL2 : Contactors control (33 : NC - 34 : Common - 35 : NO).KRL3 : Brake control (36 : Common - 37 : NO).

C5 en 10 HP / 15 HP / 20 HP . Series communication (RS - 485).

C6 . . . . . . . . . . . . . . . . . . . Industrial encoder connection (MODEL 10 HP, 15 HP AND 20 HP ONLY). It enables the connection of aMULTIPULSES ENCODER for the operation with vector flux control.1 : Earth.2 : C1 ( + ) pulses reading.3 : C1 ( - ) pulses reading.4 : C2 ( + ) pulses reading.5 : C2 ( + ) pulses reading.

The power supply of this industrial encoder shall be 5Vdc

1.5.1 Power Connections

R - S - T . . . . . . . . . . . . . . . Three-phase supply :Model 400 : 400 VAC +/- 10 %Model 220 : 220 VAC +/- 10 %

U - V - W . . . . . . . . . . . . . . Motor supply output.

B1 - B2 . . . . . . . . . . . . . . . . External brake resistance connection.

C1 - C2 . . . . . . . . . . . . . . . . External power jumper. It shall be carried out through the laying in series of a power contact of eachcontactor.

+ CE, - CE . . . . . . . . . . . . . . External condensers connection (in 10 HP, 15 HP and 20 HP only). Only connect the electrolytic condensersprovided with the equipment.


v3.00, SEP. 01 Pag . 9 / 44 3VFUK

1.5.2 Braking Resistance

3VFMAC1 - 5model 400 : 60 W 520W

model 220 : 20 W 600W

3VFMAC1 - 10model 400 : 40 W 1040W

model 220 : 14 W 1040W

3VFMAC1 - 15 model 400 : 30 W 1400W

3VFMAC1 - 20 model 400 : 30 W 4000W

1.6 Electric Features

Electric Models and Features

Equipment Supply Voltage Output Rated Current (In)

Output Maximum Current(6 seconds)

with Switching Frequencyfrom 5.5Khz to 10Khz

Output Maximum Current(6 seconds)

with Switching Frequencyfrom 10Khz to 15Khz

3VFMAC1 - 5 (Model 400)400 Vac +/- 10 % ( three-phase )

9 Amp 18 Amp (In * 2)

5.5Khz only NOT APPLICABLE

3VFMAC1 - 5 (Model 220) 220 Vac +/- 10 % ( three-phase ).

17 Amp 34 Amp (In * 2)

5.5Khz only NOT APPLICABLE

3VFMAC1-10 (Model 400)400 Vac +/- 10 % ( three-phase )

17 Amp 34 Amp (In * 2) 25.5 Amp (In * 1.5)

3VFMAC1-10 (Model 220)220 Vac +/- 10 % ( three-phase ).

35 Amp 70 Amp (In * 2) 52.5 Amp (In * 1.5)


26 Amp 52 Amp (In * 2) 39 Amp (In * 1.5)


32 Amp 64 Amp (In * 2) NOT APPLICABLE

NOTE :

� Switching frequency in scalar control is fixed internally at 5.5 kHz, regardless of the value in Parameter 14�Switching Frequency�. Any other switching frequency requires operation in Vector Mode.


v3.00, SEP. 01 Pag . 10 / 44 3VFUK

Chapter. 2 CONNECTIONS AND CONTROL

2.1 Universal Connections

This chapter describes the connections to be made in a general way when the frequency changer is governed by any kind of control unit,through voltage-free contacts.

Analyse in detail the attached diagram in order to define the control technique from its operation.

GENERAL DESCRIPTION :

� In package C2, lines marked with a (*) must necessarily be included in the control. The other ones are optional.� The EMERGENCY STOP signal (connection 12) must be constituted of a series connection of auxiliary contacts of contactors K1 and K2.� See chapter �Control� of the frequency changer for details of the control signals activation sequence.� If the encoder is connected (C3 or C6) the equipment can operate with vector flux control, thus offering better features and less power

consumption. Read carefully chapter � ENCODER �.

� Connector C4 :

KRL1 : It enables informing the control unit when the output electric frequency (scalar control) or the actual machine speed (vectorcontrol) surpasses the limit established in configuration parameter number 31. Use this relay when there is approach to a floorwith advanced door opening. The changer will inform when the car speed is below a pre-determined value (established byEN-81).

KRL2 : It controls, together with CM operation control and the network of CS safety contacts, the contactors (K1 and K2) activationand deactivation. Always control the contactors, as shown in the attached diagram.

KRL3 : It controls the activation and deactivation of the brake. Use the output (terminal 36 and 37) to energize a relay or externalbrake contactor. The most normal, reliable and economical control of the brake is a contact of the external brake contactor,laid in series with contacts of the contactors K1 and K2. Sea MACPUARSA board application.

2.2 Power Connections

� Three-phase connections of supply R, S and T provide energy for power and control. Dimension the thermomagnetics and differentialsof the general supply board, according to the equipment consumption (see chapter �Electric features�).

� Connections B1, B2 are those of external resistance for dynamic braking. Only use resistances whose features are mentioned in point1.5.2.

� Connections C1, C2 and U, V, W must be wired up, just as shown in the attached diagram. There are 2 contactors, K1 and K2. Twopower contacts of each of them are used for the motor supply. Their third power contact, laid in series, connects to points C1 and C2,when K1 and K2 are active.

� Connections +CE, -CE only exist in the equipment 3VFMAC1 of 10 HP, 15 HP and 20 HP. Connect the set of condensers supplied withit, according to the labelling on the cables.

Any change in the wiring you may wish to make with regard to that stipulated as obligatory must be previouslyconsulted and confirmed by Mp


v3.00, SEP. 01 Pag . 11 / 44 3VFUK

Power ConnectionsControl Connections

*

*

*

*

*

11

12

13

14

15

16

17

18

19

R

S

T

B1

B2

C2

+

-

+

-

+ CE

- CE

C320

21

22

23

30

31

32

33

34

35

36

37

T2

T1

+

-

RFR

C4

C5

P / R

K1

K2

CMC5

1ςς ςςςς ςς 2

RL 1

RL 2

RL 3

W

V

U

C2

C1

K1

K2 M3 ςς ςς

1

2

3

4

C6

NC

( + ) 10 VL - ) V∅

K1 K2

5 HP400 V. : 60 Ohms, 520 W220 V. : 20 Ohms, 600 W

10 HP400 V. : 40 Ohms, 1040 W220 V. : 14 Ohms, 1040 W

15 HP400 V. : 30 Ohms, 1400 W

20HP400 V. : 30 Ohms, 4000 W

5 HP400 V = In220 V = In

10 HP400 V = In220 V = In

15 HP400 V = In

20 HP400 V = InImax = 2 x In

C1 ( + )C1 ( - )C2 ( + )C2 ( - )

5

3VFMAC - 1

MULTIPULSE ENCODER in 10HP, 15 HP and 20 HP Only

Mesh

5 VdcMULTISTEPENCODER

In 10HP,15 HPand 20HP Only

RS - 485 Series Communication

BrakeControl

ContactorsControl

SPEED LIMIT(Parameter 31)

(+)Red

(-)Black

Only in 10 HP, 15 HPand 20 HP PROVIDEDWITH THE CHANGER

PulsesReading

Low-pricedEncoder

(*) Necessary Connections

Resistance / Brake

GENERALSUPPLY

Reset Error

Up / Down

2nd Accel / Decel

Inspection Speed

2nd SPEEDS

Rated Speed

Run

Emerg.Stop

2.3 UNIVERSAL CONNECTION (Control through voltage-free contacts)

RFR : . . . Relay / brake control contactor.K1, K2 : . Main contactors. 3VFMAC1 - 5 : 400V, 18A; 220 V, 25A; 3VFMAC - 10 : 400V, 25A [AC3]CM : . . . Contactor control during operation.CS : . . . Safety contacts chain.

The actual distribution of the terminals does not physically coincide with the position shown in the diagram


v3.00, SEP. 01 Pag . 12 / 44 3VFUK

Mec

han

ical

bra

kean

d c

ut

in t

he

pow

ersu

pply

. Pa

ram

eter

No 2

3

Bra

ke r

etar

dat

ion

at s

top.

Para

met

er N

o 8

Leve

lling S

-curv

e.Pa

ram

eter

No 2

9

Appro

ah s

pee

d.

Para

met

er N

o 2

Dec

eler

atio

n e

nd

S-c

urv

e. P

aram

eter

No 2

8

Rat

ed s

pee

d.

Para

met

er N

o 1

Acc

eler

atio

n t

ime.

Para

met

er N

o 9

Mag

net

ic fie

ldcr

eation.

Bra

ke r

etar

dat

ion a

tst

art-

up.

Para

met

erN

o 2

2

LIVE

NO

T L

IVE

Acc

eler

atio

n e

nd S

-curv

e.Pa

ram

eter

No 2

6

Spee

d L

imit.

Para

met

er N

o 3

1

Dec

eler

atio

n t

ime.

Para

met

er N

o 1

0

Leve

lling a

dju

stm

ent.

Para

met

er N

o 1

3

If insp

ection s

pee

d s

ignal

is

live

( te

rmin

al N

o 1

6 )

, th

e ra

ted s

pee

d w

ill b

e th

at o

f par

amet

er N

o 5

.If

the

2nd s

pee

d b

ench

sig

nal

is

live

( te

rmin

al N

o 1

5 )

, th

e ra

ted s

pee

d w

ill b

e th

at o

f par

amet

er N

o 3

and a

ppro

ach s

pee

d w

ill b

e th

at o

f par

amet

er N

o 4

.If

the

2nd a

ccel

erat

ion /

dec

eler

atio

n b

ench

sig

nal

is

live

( te

rmin

al N

o 1

7 )

, ac

cele

ration t

ime

will

be

that

of par

amet

er N

o 1

1 a

nd d

ecel

erat

ion t

ime

will

be

that

of par

amet

er N

o 1

2.

The

moto

r tu

rnin

g d

irec

tion s

ignal

, U

P /

DO

WN

( t

erm

inal

19 )

, sh

all re

mai

n s

table

during t

he

whole

exe

cution o

f a

serv

ice.

Dec

eler

atio

n s

tart

S-c

urv

e.Pa

ram

eter

No 2

7

Acc

eler

atio

n s

tart

S-c

urv

e.Pa

ram

eter

No 2

5

RL

3 (

bra

ke )

RL

2 (

conta

ctors

)

RL

1 (

spee

d lim

it )

RELA

YS

EM

ERG

. STO

P (

1E )

RATED

SPE

ED

( 1

4 )

RU

N (

13 )

CO

NTRO

L

2.4 General Control Diagram


v3.00, SEP. 01 Pag . 13 / 44 3VFUK

2.5 Macpuarsa Board Connection

The following diagrams show the interconnection of the frequency changer 3VFMAC1 with MacPuarsa control unit, series MicroBasic.

2.5.1 Through External Relays (Voltage-Free Contacts)

See 3VFMB diagram (page 14) where the general operation of MicroBasic control unit with 3VFMAC1 Frequency Changer is shown. Theinterface elements which have been added with regard to a standard MicroBasic control unit are shown below :

Relay KRNS : . . . . . . . . . . . active in rated speed. In comparison with a two-speed lift, the KRNS relay will be active in rapid speed.

Relay KRSE : . . . . . . . . . . . active in ascent. It informs the changer about the direction in which the motor must be made to turn. Thenon-activation of the KRSE relay is interpreted by the changer as descent.

Relay KRREV : . . . . . . . . . . active when the inspection control unit starts. It informs the frequency changer, making the motor turn ata specific frequency.

Terminals A - C (MicroBasic) : these points correspond with the normally open contact of relay KRET (inside MicroBasic plate). They supplythe RUN command for the changer. It is active during the whole execution of an operation.

Relay KRFR : . . . . . . . . . . . . controlled directly by the changer (outputs 36-37). A contact of this relay controls the machine brake supply.Notice that it is necessary to include auxiliary contacts of contactors K1 and K2 as brake control.

In order to operate with a frequency changer, MicroBasic control unit must be configuredin its parameter number 9, with value C for change 1C; for change 2C, the value shall be D


v3.00, SEP. 01 Pag . 14 / 44 3VFUK

COND

FE

RS

T

+ CE

- CE

RS

T

UV

WC2

C1

B1 B23V

FMAC

- 1

B

TRM

110 V

s20

Vs

60 V

s48

Vs

80 V

s0 V

s

380 V

p

220 V

p

0 Vp

14

15

106

FMKR

MT 1

XSCC5

612

8

102

105

KAF

XSCE

104

XSP

KAC

SIR

SPRS

SPRB

103

STOP

STOP

SCTL

220

KLV

SCT

SFI

SFS

L1L2

L3

K1 L1L2

L3

QIG

2 1T

TT

0 Vdc

5

4 3KRMT

1

A1A1

A2A2

AK1

K2A

3 4KR

MT 2 27

11

A2A1 KRNS

AG2

R - 2

11

0 Vac

2 KRMR

2 KRZS

34

213

3 3

KRMR

3

23 24

KRM

KRSE

957

34 35KR

L 2

3VFMAC - 1

42

KRB

3

9 4 3

KRS

2526

A1 A2KRSE

A

MY 4

110 V

ac

56

KRZS

17

KRMP

KRZS

001 8

8 1

KRPA

4 6

220 V

p48

Vs

60 V

p11

0 Vs

0 Vp

0 Vs

GRF ( +

) ( - )

ς ς1 2

K1K2

1314

1413

KRFR

A

86

206 (

SM )

204 (

SM )

ς1( +

)

( - )

ς2

220 V

p0 V

p48

Vs

60 V

p0 V

s11

0 Vs

KRLE

KRLE

1114

2124

GRL

D

LE ( -

)

LE ( +

)

LE -

LE +

M - 2

ς

K2T1

T2T3

FSU

VW

B2B1

RF

M 3

2021

2223

2021

2223

( + )

( - )

( IN1

)( I

N2 )

C33V

FMAC

- 1

SM

22 ( M

B )

K1K2

KRNS

KRFR

3 ( M

B )

4 ( M

B )

6162

6162

1114

14

1 2 3 4 5

C1 +

C1 -

C2 +

C2 -

C1 +

C1 +

C2 - - +C2 +

C6

SM

3VFMAC - 1+ 24 Vdc

+ 5 Vdc

+ 24 V

dc0 V

dc

KRFR2 7

MK2P

24 V

dc

BYT11 - 1000

1112

1314

1516

53 54 54 53

K1 K2

A C

KRET

24 21KR

REV

KRNS

12 11

MicroBASIC

1718

1936

37

37

KRL3

KRSE

12 11

3VFM

AC1 -

5

19 ( M

B ) 1 -

RVA

R*

BYT11 - 1000

KRRE

VA1 A2

208

G2R2

24 V

dc

IND

US

TR

IAL E

NC

OD

ER

CO

NN

EC

TIO

N

A2 (

KRLE

)(o

nly

with c

am)

Of

term

inal

11

Pues

taa

Tie

rra

Low

-Price

d E

nco

der

Connec

tlon

IN 1

0 H

P /

15 H

P20 H

P O

NLY

IN 1

0 H

P /

15 H

P20 H

P O

NLY

EARTH

Bla

ck

Red

BRAID

Of te

rmin

al11

Iden

tified

Wire

Red

Bla

ck

2.6 3VFMAC1 General Diagram With Microbasic Control Unit. 3VFMB Diagram.


v3.00, SEP. 01 Pag . 15 / 44 3VFUK

2.7 Control

This chapter describes in detail the changer signals intervening in the control of the said changer. See GENERAL CONNECTIONS DIAGRAMfor details of the signals timing.

2.7.1 Control Signals (Those Marked With * Must Necessarily Be Included; The Other Ones Are Optional)

(a) Emergency STOP * (Terminal No 12)

It informs the frequency changer of the active state of contactors K1 and K2. The frequency changer analyses the signal whenenergizing relay KRL2 (thus energizing the contactors). In the case the EMERGENCY STOP signal disappears when initiating theoperation or during its execution, the changer will immediately switch off the power supply, will disable contactors relays KRL2,brake KRL3 and will display the FE/ fault (contactors fault).

This situation usually occurs when a safety contact of the installation breaks during the execution of an operation (for example: faultin lock contact).

When FE error occurs, it is displayed for approximately 1 second, time after which the changer is inhibited (it does not accept anykind of control signal). After this period of time, it starts operating normally again.

( b ) RUN * (Terminal No 13)

The activation of this signal results in the execution of an operation, thus causing the start-up sequence shown in the general controldiagram.

1 . The contactors relay KRL2 is energized. The EMERGENCY STOP signal must disappear (otherwise FE error will be displayed).

2 . The magnetic field is created in the motor.

3 . Relay KRL3 (brake) is energized. A waiting time is established (parameter No 22) for the total mechanical opening of the brake.

4 . The acceleration ramp is initiated, increasing the frequency until the selected speed is reached.

When the RUN signal disappears, frequency decreases (deceleration ramp) until frequency 0 is reached, executing the stoppingsequence :

1 . Once the frequency (0) is reached, the motor electrically blocks, establishing a waiting time parameter No 8, acting as a brakeretardation before stopping.

2 . Relay KRL3 is disabled (the mechanical brake actuates).

3 . The power supply is interrupted and subsequently relay KRL2 is disabled - contactors get disconnected. The operation ends.

The RUN signal is received from the control unit, which turns it off (thus causing the stopping sequence) when reachingthe level. The control unit must not make contactors turn off at that moment. It will have to wait until the changer turnsoff the contactors. Their disconnection informs the control unit that the operation can already come to an end. The controlof the contactors takes place both from the control unit and the changer.

START-UP SEQUENCE STOPPING SEQUENCE

The safety chain is closed The control unit detects the coming to a level and turns off the RUN signal

The control unit turns on its control of contactors CM and the RUN signalContactors K1 and K2 get disconnected, thus informing that the lift

stopped. The control unit turns off its control of contactors CM

The frequency changer energizes KRL2, thus turning on the contactorsContactors K1 and K2 get disconnected, thus informing that the lift

stopped. The control unit turns off its control of contactors CM

The lift starts up The operation ended


v3.00, SEP. 01 Pag . 16 / 44 3VFUK

( c ) Rated Speed / Approach Speed * (terminal No 14)

This signal shows the changer the frequency at which the motor must turn.

Terminal 14 :

Active : RATED speed.Not active : APPROACH speed.

When this signal changes, frequency will be gradually modified (according to acceleration deceleration times and S-curves), untilthe frequency command is reached.

Parameters having rated and approach speed frequencies are :

Rated speed : parameter No 1.Approach speed : parameter No 2.

If the signal 2nd SPEED bench is active, rated speed shall be that of parameter No 3 and approach speed shall be that of parameterNo 4.(c) RATED SPEED / APPROACH SPEED * ( terminal No 14 )

( d ) 2nd SPEED BENCH (Terminal No 15)

The activation of this signal enables using a second set of RATED and APPROACH speeds :

PARAMETERS

2nd SPEED BENCH (Terminal No 15) RATED SPEED APPROACH SPEED

NOT ACTIVE 9 10

ACTIVE 11 12

( e ) Inspection Speed * (Terminal No 16)

Its activation selects the turning frequency of the motor during inspection. Connect a direct contact of the checking changer or acontact of a relay energized by this changer to terminal No 16. The contact should usually be closed (open when inspection isenergized).

Inspection speed is defined in parameter No 5.

During inspection it is advisable to turn off contactors from the control unit without any delay (thus breaking CM, so that the liftwill immediately stop when no longer pressing ascent or descent, thus improving in speed and accuracy in maintenance tasks).

This is usually done in the installations supplied by MacPuarsa and therefore every time ascent or descent are no longer pressed(during inspection), FE error will occur, when disabling contactors from the control unit immediately.

( f ) 2nd Acceleration / Deceleration Bench (Terminal No 17)

The 2nd ACCELERATION / DECELERATION bench signal enables using two different sets of temporary parameters to executeacceleration and deceleration in the motor :

PARAMETERS

2nd Acceleration / Deceleration BENCH (Terminal No 17) RATED SPEED APPROACH SPEED

NOT ACTIVE 1 2

ACTIVE 3 4

If you do not need this function, leave terminal No 17 free and insert acceleration and deceleration times in parameters 9 and 10respectively.

Acceleration and deceleration times establish the time the frequency changer takes in going from frequency (0) to thefrequency established in parameter No 1 (acceleration) and vice versa (deceleration). When S-curves parameters (No25-29) increase, effective acceleration and deceleration times will also increase.


v3.00, SEP. 01 Pag . 17 / 44 3VFUK

( g ) Up / Down * (Terminal No 18)

It enables selecting the motor turning direction, thus avoiding the use of an additional contactor to execute the ascent or descentoperation of the lift.

If you notice during the start-up of the lift that the direction of the movement is the opposite one, interchange 2phases of the power output to the motor (do not modify the wiring of the UP / DOWN signal, nor the frequency changersupply phases). The use of the frequency changer avoids including a phases monitor in the control panel.

( h ) Error Reset (Terminal No 19)

The frequency changer can detect different error situations which cause the stopping of the lift. When an error occurs it is necessaryto apply a RESET to the changer, so that it can subsequently continue operating. There are four possible ways of applying a RESET:

a ) By switching the equipment off and then on again.b ) By using the AUTORESET function (see parameter 30). The equipment automatically performs a maximum number of RESET

in a specific period of time (3 minutes).c ) By changing to PROGRAM mode and then back to RUN mode.d ) By applying the ERROR RESET control signal in terminal No 19.

See chapter 8 (error management).

The activation of the ERROR RESET signal does not have any effect when the changer is supplying power. When the equipment doesnot supply power and terminal No 19 is not energized :

1 . RST text is shown in the display while the signal is applied.2 . If an error existed, it will be reset.3 . When the signal is not longer applied, the equipment will be ready for the execution of a new operation.

The activation of the ERROR RESET signal does not prevent the AUTORESET function from counting one more unit (in the counterof a maximum number of RESET in the period of 3 minutes of time), when an error occurs.Do not usually use the external ERROR RESET signal. The AUTORESET function guarantees that sporadic errors do not cause thepermanent stop of the lift; nevertheless due to the repetitive errors situations (which could lead the lift to critical situations) theequipment stops operating.

2.7.2 Voltage-Free Outputs

The equipment has 3 relays supplying outputs through voltage-free contacts. The connection terminals are installed on connectorC4. The function and sequence of these relays cannot be altered through configuration.

( a ) RELAY KRL1 (Speed limit)

Speed limit relay that can be made to switch when :

a ) The output frequency ( the equipment operates with scalar control ), orb ) The actual speed of the motor, in frequency, (the equipment operates with vector control) surpasses the value inserted in

parameter 31.

If a value 0 is introduced in the parameter, it will never switch the contacts logic relay (number of the connection terminals).

Value lower than parameter 31 : closed contact 30 - 31 / open contact 31 - 32.Value higher than parameter 31: closed contact 31 - 32 / open contact 30 - 31.

This output can be used to inform of the actual speed of the car for example when in the installation there is approach to a floorwith advanced door opening.

Example :In a 1.2 m/sec lift it is intended to initiate the door opening when the speed is below 0.15 m/sec.1 m/sec corresponds to 50.00 Hz.For 0.15 m/sec. f = (50.00*0.15) / 1.2 = 6.25 HzIt would be introduced in parameter No 31, with value 6.25 Hz

With vector control only (where it is necessary to include an encoder) the actual turning speed of the motor (that isto say, in an indirect way, the linear speed of the car) is compared with the value in parameter 31.


v3.00, SEP. 01 Pag . 18 / 44 3VFUK

~ 1

~ 2

+

-

KRFR

0 Vdc

KRFR

+ 24 Vdc

36

KRL3

3VFMAC - 1

37K2 K1

GRF

BrakeFilter

( b ) Relay KRL2 (Contactors control)

The CONTACTORS CONTROL relay enables the changer to execute the optimal start-up and stop sequence (for comfort), acting onthe contactors. As far as this relay is concerned, three groups of contacts will appear, which laid in series, govern the contactors:

1 . Safety chain contacts.2 . Monitoring from the control unit (CM).3 . Control from the frequency changer : KRL2.

Diagram in page 12 shows the control of contactors K1 and K2. This wiring is necessary to get a correct operation.

During the start-up sequence, relay KRL2 must bethe last one to close. It will close after theactivation of the RUN signal (received from thecontrol unit) :

During the stop sequence, relay KRL2 must be thefirst one to break. It will break after thedisappearance of the RUN signal (received fromthe control unit) :

START-UP SEQUENCE STOPPING SEQUENCE

Closed safety contacts The level is reached. The RUN signal is disabled Maniobra

CM is energized. The RUN signal turns on. Control UnitThe motor electrically stops. KRL2 is disabled

and contactors get disconnectedConvertidor

The frequency changer energizes KRL2, thusturning on the contactors

Changer CM is disabled Maniobra

The lift starts The operation ends

It is necessary that the control unit, after disabling the RUN signal, waits for the changer to turn off KRL2. Thedisconnection of the contactors informs the control unit that changer finished the stop sequence.

If start-up and stop sequences are not executed as explained before or a safety circuit or CM breaks during the execution of an operation,FE error will occur and relays KRL2 and KRL3 will turn off. The changer will be inhibited for approximately 1 sec, resetting the errorafterwards, thus being ready for operation again.

FE error is always AUTORESETTABLE; that means that even though it often occurs , it will never cause the permanent stop of the changer.Use points 34 and 35 of package C4 (NO contact of KRL2).

( c ) RELAY KRL3 (Brake control)

The changer 3VFMAC1 controls the mechanical brake of the traction machine through relay KRL3.

During the start-up sequence, KRL3 turns on (brake opens) after the contactors have been energized (once KRL2 is turned off).In order not to initiate the turning of the motor until the brake is completely open, frequency does not start to increase (accelerationramp) until a period of time after the action of KRL3 has passed. This period of time is defined in parameter 22.

During the stop sequence KRL3 is turned off (thus acting the mechanical brake), before turning off the contactors. Before turningoff KRL3, the motor must be electrically blocked and a waiting time will be defined by parameter No 8 (brake retardation previousto the stop).

Through relay KRL3 it is possible to establish a simple control of the brake providing great comfort :

1 . Relay KRL3 will control an external KRFR relay (brake relay).2 . A contact of each contactor and a KRFR contact will be laid in series.


v3.00, SEP. 01 Pag . 19 / 44 3VFUK

Chapter. 3 ENCODER

Its use is optional; nevertheless the features of the lift improve notably. With VF machine, its use is essential.

The installation of two types of encoder is possible:

� There is a SPECIAL operation option including a low-priced encoder suitable for all models. Nevertheless it is not advisable in models10 HP, 15 HP and 20 HP, since it is quite probable that vibrations occur in the car at approach speed. This option can only be used whenthe machine is specially designed for use or in those repairs where it is absolutely impossible to adapt a digital encoder to the machine.

� Industrial Encoder (10 HP / 15 HP and 20 HP only ).

Features provided by the vector flux control when including an encoder :

1 . Substantial improvement in the levelling. During the approach speed the vector flux control guarantees that the motor alwaysturns at the same speed, regardless of the car load. Besides, parameter 13 (which is only operative with vector flux control) enablesadjusting the levelling with absolute accuracy.As a final result the same levelling point is reached, regardless of the car load.

2 . Overtorque. The main characteristic of vector flux control is the possibility of getting the maximum motor torque possible withinthe whole frequency range. Therefore in the case of overload in the car, the lift is much more reliable.

3 . Reduction in the electric consumption. It is commonly known that the use of frequency changers, in comparison with othersolutions (2 speeds, voltage shifter...) entails a reduction in the power consumption. Besides, operating with vector flux controlreduces the consumption even more, compared with the conventional scalar solution, since the equipment considerably reducesthe current consumed, when it is not practically necessary to use torque (for example, half-loaded car). Moreover, this providesthe equipments with greater durability.

4 . General reliability on operation. Vector control tends to make the motor turn very near the speed theoretical curve, due to theoptimal dynamic response of the equipment.

5 . Parametrization facility. When operating with vector flux control, usually it is not necessary to reset any parameter of the changer(regarding its initial parametrization). In conventional industrial equipments there are complicated parameters of torque adjustment,which are also very critical in their value.

In the 3VFMAC1 changer only parameter 19 (motor vacuum current, that consumed when the car goes down, with a load of approximately60%) needs to be adjusted. Even if an error occurs in that value, the equipment will operate almost normally.

If there is any problem in the start-up, in the movement at approach speed, etc., when operating with scalar control, use the encoder andmake the equipment operate with vector control (parameter 15 with value 1) and problems will then disappear.

3.1 Configuration

It is necessary to introduce the appropriate parameters according to the type and characteristics of the encoder. Firstly, it is necessary tointroduce the number of poles of the motor in parameter No 20.

When the low-cost encoder is used (magnets and sensor are not advisable for models 10 HP, 15 HP and 20 HP), the number of magnetsmust be 8, 10, or 12 (use 12 when possible). In parameter No 21 (encoder) the number of magnets divided by 2 must be introduced (sinceeach couple of magnets generate one pulse). For 12 magnets, for example, 6 pulses are needed per turn.

When an industrial encoder is used, introduce in parameter 21 the number of pulses per turn shown by the manufacturer.

If the features panel does not show the number of poles of the motor, remember that a motor with an approximate speed of1375 and 1450 rpm has 4 poles and another one between 900 and 975 rpm has 6 poles.


v3.00, SEP. 01 Pag . 20 / 44 3VFUK

N

N

N

N

N

N

S S

S

SS

S

max. 2 mm. (distance between magnet and sensor)

SENSORBlack Box

ConnectionCABLE to3VFMAC1

INSTALL 12 MAGNETS

Led

Marks

Mark

Knot

3.2 Low-Cost Encoder

The 3VFMAC1 frequency changer includes a connection package (C3) enabling the use of a low-cost encoder (it is not advisable in models10 HP, 15 HP and 20 HP, since it is quite probable that vibrations occur in the car at approach speed. This option can only be used whenthe machine is specially designed for use or in those repairs where it is absolutely impossible to adapt a digital encoder to the machine).It will be installed on the motor and it enables the equipment to know the turning speed in real time.

The connection package (C3) has the following connections :

Terminal No, 20 : positive encoder supply (+10Vdc).21 : negative encoder supply (0Vdc).22 : pulses reading, channel 1.

The maximum consumption of the encoder shall be 40 mA. The encoder must have an output to an open commutator.

The low-priced encoder is constituted of magnets (usually 12) installed on the machine wheel (or equivalent part), placed in an equidistantway with alternate polarities. A sensor (supplied by the equipment) will be installed in such a way that its active face (marked with a whitepoint) perfectly faces the magnets. The maximum distance between the white point and the magnets shall be 2 mm.

Together with the sensor and the magnets, metallic sections and a rope are provided. The rope enables the installation of the magnets inan easy and rapid way. Install (usually) 12 magnets :

1. Brace the wheel with the rope and make a knot so that the rope keeps the size of the wheel perimeter.2. Take the rope out, stretch it and mark the end. You would thus have the wheel divided into 2 parts. Bend the end marked on the knot;

the two new ends of the rope appeared when they were marked enabled us to divide the wheel into 4 parts.3. Brace the wheel again with the rope. The marks on the rope show the first 4 points of division of the wheel.4. Using the rope, subdivide each quarter of the wheel until all points are obtained.5. Fix the magnets with a high-adherence glue (Loctite or similar). Make sure they are perfectly fixed.


v3.00, SEP. 01 Pag . 21 / 44 3VFUK

C2 -+ - C1 + C1 - C2 + CM

-+-+-+

5Vdc

1

5

4

3

2

C6

3VFMAC1

10HP15HP20HP

24Vdc

5Vdc

Red

Bla

ck

Cable Mesh

CHANNEL 1

CHANNEL 2

Encoder

The installation of the magnets is very important. They must be totally equidistant.

The polarity of the magnets must be alternate. In order to check their correct installation, connect the encoder to theequipment (taking the numbers into account) and supply power to the frequency changer only (not the control unit). Movethe motor manually. Every time a magnet faces the sensor, the led should change its state.

3.3 Industrial Encoder

The 3VFMAC1.10/15/20. frequency changer includes a connection package ( C6 ) enabling the use of an industrial encoder. It will beinstalled on the motor, and enables the equipment to know the turning speed in real time. It must be provided together with the machineand its features are:

� 5Vdc supply.� Two pulse trains outputs.� Advisable 2000 pulses per turn ( valid between 1000 and 2048 ).� Differential output, RS-442 or line driver� 5 Vdc supply.

The connection package C6 has the following connections :

Terminal N0, 1 : Encoder cable mesh (it shall be joined to earth).2 : C1 (+) pulses reading.3 : C1 (-) pulses reading.4 : C2 (+) pulses reading.5 : C2 (-) pulses reading.

The diagram shows the connection between the said encoder and 3VFMAC1.10/15/20


v3.00, SEP. 01 Pag . 22 / 44 3VFUK

� This encoder must be supplied by the machine manufacturer (in case of doubt regarding the model, please consult MpTechnical Department).

� Its use is advisable in 3VFMAC1.10/15/20 and indispensable when the selected machine is VF.

In the initial movements introduce a value below the rated frequency in P1; therefore in the case there is a problem, the lift does not operateat maximum speed.

In order to ensure the correct movement of the car and make it coincide in a correct way with the encoder reading sequence, it is necessaryto make the following operations:

1 . Install the equipment for its operation in scalar mode (p15 =0). Make the car move and observe if it goes up when it receives an ascentcommand (and vice versa). If the movement of the car is contrary to the command, interchange 2 phases of the output power packageto the motor of the control unit panel (U, V, W terminals package). Observe if the movement does now coincide with the order.

2 . After that connect the encoder (it is necessary to be really careful, since the encoder can get damaged if connections are not correct).Observe if the number of motor poles (P20) and the number of pulses of the encoder (P21) have the correct values. Introduce the valueof the motor vacuum current in parameter P19. This current is quite similar to that consumed by the motor when operating in scalarmode (P15=0), to the rated speed, running in vacuum and in ascent. Read this current in the display of the equipment, introduce itin P19 and operate the equipment with vector control (P15=1).

3 . Make the lift move and see the motor revolutions (information offered by the display of 3VFMAC1). If the lift moves in an anomalousway, observe :

a . If the motor speed in revolutions is 0, that means that a connection error occurred in the encoder (supply, a channel was notconnected). Check the connections again.

b . There is a turning speed, but the car speed is anomalous. That means that both pulse train channels are connected in an inversesequence. In order to correct the sequence, it is necessary to interchange channels. That is to say, interchanging cable C1 + withC2 + and cable C1 - with C2 -.

After this change, check the movement again.


v3.00, SEP. 01 Pag . 23 / 44 3VFUK

P / R

RUNPush Button

Displays

Chapter. 4 INFORMATION DISPLAY

The frequency changer can be configured through the use of the following elements :

� 4-digit display.� Three push buttons.� Led �RUN�.

4.1 Operating Modes

The equipment has two operating modes : RUN MODE and PROGRAM MODE. Through the P/R push button it is possible to switch betweenboth modes.

The led RUN constantly informs of the mode and state of the operation.

RUN MODE : LED RUN ON.FIXED : LIFT LAYS IDLE.IT FLICKERS : LIFT IN MOVEMENT.If it is fixed the changer does not supply power ; that means the lift lays idle. If it flickers, the changer is supplying power(the lift is moving).When power is being supplied to the equipment, the led RUN must be active.

PROGRAM MODE : LED RUN OFF.In this mode the changer configuration parameters can be displayed and modified. With this mode the lift cannot bemade to move (the changer does not supply power).

With the red P/R push button both operating modes can switch. It the lift is moving (led RUN flickers) RUN mode cannotswitch to PROGRAM mode. Wait until the lift stops (active led RUN, idle), turn off the control unit and press P/R button(led RUN will be disabled).

4.2 RUN MODE : Information Display

In this operating mode (active led RUN, either fixed the lift laying idle, or flickering with the lift in movement) it is possible to showinformation in the 4-digit display, that may be useful when the lift is under operation. In order to have access to the different pieces ofinformation, button (4) will have to be pressed, thus displaying the information in a cyclic way.

� Output frequency ( theoretical command ).� Motor turning speed, in revolutions per minute ( r.p.m. ). It will only be displayed if an encoder is connected.� Direct voltage at the intermediate stage ( in volts ).� Output current ( in amperes ).� Last error generated by the equipment.

If an error occurs and you do not RESET, it will still be represented in the display.


v3.00, SEP. 01 Pag . 24 / 44 3VFUK

Last error generated by the changer

Output current in amperes (15.7Amp)

Direct voltage at intermediate stage(564 Vdc)

Motor turning in revolutions per minute( r. P. M.)ONLY IF THERE IS AN ENCODER(1283 r. P. M.)

Output frequency (43.50 Hz)

Push

Push

Push

Push

Push

4.2.1 Flux Diagram (RUN MODE)

The led RUN must be on ( fixed - lift lays idle / intermittent - lift in movement ). If it is off, pressed P/R button first.


v3.00, SEP. 01 Pag . 25 / 44 3VFUK

Push ( ) it is possible to display the selected parameter value.

We pushed (4) 3 times and therefore, the fourth digit will flicker, since that value isto be modified.

The present value of parameter 9 is 1.0 sec. The left digit will be flickering.

We will modify, for example, parameter 9. Acceleration ramp time.

Push ( ) as many times as necessary until getting the desired parameter.

Changing to PROGRAM mode. Parameter 1 appears. LED RUN OFF.

Push P / R

Output frequency display in RUN mode, LIVE LED RUN (fixed, it does not flicker).

Modific

atio

n a

nd s

avin

g o

f th

e new

par

amet

er v

alue

Para

met

ers

Sel

ection

1

2

3

4

5

6

7

RUN

RUN

If pushing P / R, when a parameter isselected, it will change to RUN mode.

Sel

ection o

f th

e par

amet

er v

alue

dig

it t

o b

e m

odifie

d

Po information will be displayed for a second, indicating that the new value is correctand it has been saved in the changer. In the event that PF is displayed, that meansthat the new value is not permitted and the old value will be again presented in thedisplay.

After pushing ( ) 8 times the value of parameter 9 is 1.8 sec.

Push ( ) as many times as necessary until the digit to be modified flickers.

Push P / R : This results in the new parameter value being stored.

Push ( ) as many times as necessary until the desired value is obtained in the selected digit.

4.3 PROGRAM MODE : Configuration

4.3.1 Flux Diagram (Program Mode)

With this operating mode (led RUN off) the frequency changer configuration parameters can be displayed and/or modified. Functions of theelements taking part :

4-Digit display: It informs of the selected parameter and its value. It saves a new value.

P/R Button : It switches from RUN mode to PROGRAM mode and vice versa.Button ( ) : It enables selecting the parameter and going to the digit whose value is to be modified.Button ( ) : It enables displaying the value of the parameter selected and modifying the value of the digit selected.

Being in phase 4, if you only wish to display the parameter value (and not modify it), press P/R button: it will thus switch tophase 3. If P/R button is pressed again, it will switch to RUN mode.


v3.00, SEP. 01 Pag . 26 / 44 3VFUK

Chapter. 5 PARAMETERS. ERRORS

Pter No. DATA VALUE RANGE INITIAL VALUE DESCRIPTION

1 Frequency 1 10 Hz - 50 Hz 50.00 Hz Rated speed 1

2 Frequency 24 Hz - 15 Hz (*)

1Hz - 15 Hz (**) 05.00 Hz Approach speed 1

3 Frequency 3 10 Hz - 50 Hz 30.00 Hz Rated speed 2

4 Frequency 44 Hz - 15 Hz (*)

1Hz - 15 Hz (**) 05.00 Hz Approach speed 2

5 Reserved 10 Hz - 50 Hz 15.00 Hz Speed at inspection operation (maintenance)

6 Reserved 10 Hz - 50 Hz 22 Proportional constant. PI currents

7 FIq 0 - 7 5 Filter Iq

8Brake retardationbefore stopping

0.01 sec. - 2.5 sec 0.2 sec. Time passed between speed 0 and brake deactivation, at stop

9 Acceleration 1 0.8 sec. - 5.0 sec. 001.0 sec Acceleration ramp time 1

10 Deceleration 1 0.8 sec. - 5.0 sec. 001.5 sec Deceleration ramp time 1

11 Acceleration 2 0.8 sec. - 5.0 sec. 003.0 sec Acceleration ramp time 2.

12 Deceleration 2 0.8 sec. - 5.0 sec. 003.0 sec Deceleration ramp time 2.

13 Levelling adjustment 1 - 40 20 Operative with vector control only.

14 Switching frequency 5.5 - 15.0 KHz 55 Switching frequency for PWM (See section 1.6 table )

15 Type of control0 : Scalar1 : Vector

-

3VFMAC1 - 5 :up to 5.5 HP - scalarof 6.5 HP - vector3VFMAC1 - 10 :up to 10 HP3VFMAC1 - 15 :up to 15 HP3VFMAC1 - 20 :up to 20 HPVector control requires encoder installation.

16 Reserved 0.5 - 9.00 according to model -

17 Reserved 40 - 250 100 -

18 Reserved 0 - 60 20 -

19 Vacuum current

3VFMAC1 - 5 :400 V :2.0 - 12.0 Amp.

220 V :4.0 to 24.0 Amp

3VFMAC1 -10 :400 V :4.0 - 24.0 Amp.

220 V :8.0 to 48.0 Amp

3VFMAC1 -15 :400 V :4.0 - 24.0 Amp.

3VFMAC1 -20 :400 V :4.0 - 24.0 Amp.

8.012012000e+22

With vector control :It corresponds to the motor vacuum current. Do not usuallymodify the initial value.

With scalar control :Increase the current gradually until a correct operation of the liftin all load situations is reached ( the maximum also ). DO NOTEXCEED.

MAXIMUM CURRENTS ( 6 seconds ) :

(See section 1.6 tables)

20 Poles 4 or 6 poles 4 Number of poles of the motor

21 Encoder4 , 5 ó 6 (*) ó

1000-2048 p/v (**) 6

Number of pulses per turn supplied by the encoder

(*) With low-cost ENCODER ( magnets and sensor ).(**) With multipulses ENCODER.

22Brake retardation at

start-up0.01 sec. - 2.5 sec. 00.20 sec.

Retardation included in the changer between the open brakecommand and the starting of motor turning.

23Brake retardation after

stopping0.01 sec. - 2.5 sec. 00.20 sec

Time passed between the brake deactivation and the power cutin the motor, at stop.


Pter No. DATA VALUE RANGE INITIAL VALUE DESCRIPTION

v3.00, SEP. 01 Pag . 27 / 44 3VFUK

24Network voltage and

model of changer

3VFMAC1 - 5 :0: 400 Vac1: 220 Vac

3VFMAC1 - 10 :2: 400 Vac3: 220 Vac

3VFMAC1 - 15 :4: 400 Vac

3VFMAC1 - 20 :6: 400 Vac

According to modelIn model 3VFMAC1-15 and 3VFMAC1-20, 220 Vac model it doesnot exist.

25Acceleration start

S-Curve.1 - 200 50

Smoothness at acceleration ramp start.Greater number: Greater smoothness.

26Acceleration end

S-Curve1 - 200 50

Smoothness at the end of acceleration ramp.Greater number: Greater smoothness.

27Deceleration start

S-Curve.1 - 200 10

Smoothness at deceleration ramp start. Greater number : Greater smoothness.

28Deceleration end

S-Curve.1 - 200 50

Smoothness at the end of deceleration ramp.Greater number: Greater smoothness.

29 Levelling S-Curve 1 - 200 20 Smoothness at stop, (levelling). Greater smoothness.

30 Autoreset. 1 - 5 5

Maximum number of errors that may occur in 3 min. in whichthe changer performs autoreset. Once that number is exceeded,the changer is blocked until it is externally reset:

- by switching off the supply.- through terminal No 19.- by changing into PROGRAM mode.

31 Frequency / speed limit 1.0 - 45.0 Hz 00.00 HzOutput electric frequency (scalar) or motor turning speed(vector), which once it is exceeded it switches relay KRL1. A (0Hz). RL1 ( terminals No 30 - 31 and 32 ) is not energized.

32 Car maximum load 200 Kg - 3000 Kg 450 KgCar maximum load in kg �Only operative with a Weight ControlFunction�

33Torque percentage inrelation to the rated

percentage0 - 50 0

Extra torque percentage in relation to the rated percentagewhich should be applied for the max. load �Only operative with aWeight Control Function�

(*) With low-cost ENCODER ( magnets and sensor ).(**) With industrial ENCODER.

ERRORS

F1 Not used.

F2 Overcurrent.

F3 High network voltage.

F4 Low network voltage.

F5 Fault in Encoder.

F6 Motor blocked, (possible overload in car).

F7 Absence of connection in C1 - C2 power terminals.

F8 Short circuit in motor output.

F9 Over-temperature.

F10 Non-connected motor.

F11 Overspeed.

F12 Absence of motor connection. Mismatch.

F13 Condenser fault ((10/15 /20 HP), or very low network voltage).

F14-F19 Not used.

F20 Pulses width error (Low-cost encoder).

FA Not used.

FB Error in parameters.

FC Not used.

FE Non-controlled contactors opening, (possibly open series).


v3.00, SEP. 01 Pag . 28 / 44 3VFUK

( 0 )

FREQUENCY

TIME

Frequency inparameter 1

AccelerationTime

DecelerationTime

Chapter. 6 DESCRIPTION OF CONFIGURATION PARAMETERS

6.1 Speeds (Parameters 1 to 5)

The different speeds at which the equipment can make the motor operate are defined in frequency values in parameters 1 to 5. ConnectionNo 15 of package C2 enables selecting one of the two possible torques of RATED / APPROACH speed. Connection No 14 of package C2selects RATED or APPROACH SPEED. Connection No 16 of package C2, when it is energized, forces the operation at a specific frequency(speed at inspection control unit).

Terminal No 14Rated / Approach Speed

Terminal No 152nd Speed Bench

Terminal No 16Inspection Speed

Selected Speed(Parameter No....)

On Off Off 1 (rated speed 1)

Off Off Off 2 (approach speed 1)

On On Off 3 (rated speed 2)

Off On Off 4 (approach speed 2)

x x On 5 (inspection speed)

(x) : Indifferent

Terminal No 16 operates in negative logic ( OFF : closed circuit ), since the contact that must be used is normally closed.

6.2 Ramp Times (Parameters 9 to 12)

The 3VFMAC1 frequency changer can operate with two possible acceleration / deceleration times torques. Connection No 17 enables usingany of this times torque.

Terminal No 17Accel. / Decel. Bench

Acceleration Time(Parameter No ...)

Deceleration Time(Parameter No ...)

OFF 9 ( acceleration 1 ) 10 (deceleration 1 )

ON 11 ( acceleration 2 ) 12 (deceleration 2 )

Times are introduced in seconds, with even tenths of second. Times introduced in the parameters correspond to the time the changer takesto increase the frequency from 0 to the value established in parameter 1.

Times introduced in the parameters may not coincide with the actual acceleration and deceleration time, due to thefollowing reasons :

� Introducing S-Curves increases the actual effective acceleration and deceleration time.� When the lift is operating with high load, the actual acceleration and deceleration times can also increase.


v3.00, SEP. 01 Pag . 29 / 44 3VFUK

6.3 Levelling Adjustment (Parameter 13)

It enables getting a correct levelling regardless of the car load. It is only operative when control is vector (parameter 15). By adjustingparameter 13 appropriately (through testing), it will be possible to make stopping points (levelling) coincide with load 0 and full load in thecar.

See point 7.2 of this Dossier for more details.

6.4 Switching Frequency (Parameter 14)

Frequency changer 3VFMAC1 enables operation at different switching frequencies on the following conditions:

� Switching frequency in SCALAR mode is fixed internally at 5.5 KHz, regardless of the value in Parameter 14. Any other switchingfrequency requires operation in Vector Mode.

� Switching frequency in both 3VFMAC1-5 models is fixed internally at 5.5 KHz, either in Scalar or Vector mode, and regardless of thevalue in Parameter 14.

� Switching frequency in Vector Mode for models 3VFMAC1-10 / 15 /20 may be configured from 5.5 KHz to 10 KHz, thus enabling thechanger to offer a Maximum Current up to twice the Rated Current for a maximum of 6 seconds. See section 1.6 table.

� Only for models 3VFMAC1-10 / 15: in Vector Mode it is possible to configure switching frequencies between 10 and 15 KHz, thus

enabling the changer to offer a Maximum Current up to 1.5 times the Rated Current for a maximum of 6 seconds. See section 1.6. table.

6.5 Type of Control (Parameter 15)

3VFMAC1 changer has two different types of control :

� Scalar control, in open loop ( parameter 15 = 0 ).� Vector control, in closed loop ( parameter 15 =1 ); therefore it is necessary to install an encoder on the motor which enables reading theturning speed in real time.

In chapter 3 ( ENCODER ) characteristics and features regarding vector flux control are described in detail.

6.6 Vacuum Current (Parameter 19)

Parameter which is specially important in the final adjustment of the installation. Its function and parametrization are completely differentwhen operating with scalar or vector control :

SCALAR CONTROL

In this case, parameter 19 is similar to the parameter of torque adjustment in conventional changers. That is to say, in general terms, ifwe increase the parameter value, the torque supplied by the motor increases. Follow these practical steps to get a valid adjustment:

1. Make sure the lift is well counterweighted.2. Start with a relatively low value of parameter 19; for example, its initial value.3. Make the lift move up and down with no load. If there is any problem of non-start up or very slow approach speed, increase parameter19 by 1 ampere.4. Operate as in point 3 again.- as many times as deemed necessary until the lift operates properly.5. Perform the checking operations again with different loads in the car ( maximum load included ).

Do not introduce very high values in parameter 19; it may result in unnecessary overheating and F6 error could even occur(motor blocking state due to maximum current), because of the flux of high currents. If you do not get a correct operation,install an encoder and operate with vector control.

VECTOR CONTROL

Working with vector control, the adjustment of parameter 19 is immediate and not critical. Indeed, the initial value is usually valid for mostof the installations. If you wish to get a correct adjustment, follow these steps :

1. Make sure the lift is well counterweighted.2. Load the car with one person below half load (for example, for a 5-person lift, 2 people should enter the car).3. Make the lift go up and observe the current absorbed by the motor at rated speed (see chapter 4). 4. Introduce in parameter 19 one ampere more than that in last testing (if you read between 7.1 y 7.5, introduce 8.3 Amp).

6.7 Poles (Parameter 20)


v3.00, SEP. 01 Pag . 30 / 44 3VFUK

Number of poles of the motor :

� If rated speed is between 1375 and 1450 rpm ( approximately ) it is a 4-pole motor.� If rated speed is between 900 and 975 rpm ( approximately ) it is a 6-pole motor.

6.8 Encoder (Parameter 21)

See chapter 3.

6.9 Brake Retardation (Parameters 8 - 22 - 23)

It is possible to include retardation in mechanical brake at start-up and stop operations. The objective of these parameters is optimizingcomfort :

� Brake retardation at start-up.From the moment the open brake command is given (relay KRL3) until the motor turning is initiated, a waiting time can be introducedso that the brake totally opens. If you observe at start-up that the brake drum rubs against the brake shoe (due to a very slow opening), increase the retardation (parameter 22).

� Brake retardation at stop.Once the levelling process has finished, the motor is electrically blocked (speed 0). This operation requires very little time before givingthe order for relay KRL3 to be disabled, time established in parameter 8. That means that the time between speed 0 and the momentthe order of brake deactivation is given, must be introduced in parameter 8. Once this order is given (deactivation of relay KRL3 ) powerwill still be supplied to the motor for a period of time defined in parameter 23.

6.10 Network Voltage. Model of Changer (Parameter 24)

Do not modify its initial value.

6.11 S-Curves (Parameters 25 to 29)

It enables adding smoothness to those speed curve points where there is a change in slope ( see section 2.4. ) :

� Acceleration start (p.26)� Acceleration end (p.26)� Deceleration start (p.26)� Deceleration end (p.26)� Levelling (p.26)

If the value is increased, smoothness increases.

6.12 Autoreset (Parameters 30)

A useful function is included, which makes the equipment perform a reset in an automatic way, as a response to specific errors, thuspermitting the lift to continue being operative.

A maximum number of errors is established ( parameter 30 ) in which the changer executes the autoreset, within a period of 3 minutes.Once this time has passed the equipment will get out of service.

The other possibilities of generating a reset are :

� By switching the equipment off and then on again.� By changing to program mode and then back to the initial mode ( press P/R button twice ).� By energizing terminal No 19 through external contact.

The first two possibilities put the autoresest counter at 0 ( that means that the number of errors of parameter 30 will be again permittedin 3 minutes ). Nevertheless the reset through external contact will have to be executed every time an error occurs if the maximum numberof errors would have already occurred in the 3 minutes time.

An external reset executed simultaneously with an AUTORESET does not stop counting one more error in the AUTORESET counter.

Try not to use an external reset ( terminal 19 ). The AUTORESET function is very safe and simplifies the control.

6.13 Frequency / Speed Limit (Parameter 31)

Parameter 31 may have a value, in hertzs, which once exceeded, makes the equipment energize relay KRL1. The range this value must


v3.00, SEP. 01 Pag . 31 / 44 3VFUK

surpass depends on the type of control :

� Scalar control : when the output electric frequency exceeds parameter 30, relay KRL1 will be energized.� Vector control : when the motor turning speed ( expressed in hertzs ) surpasses parameter 30, relay KRL1 will be energized.

If the parameter has a value of 00.00 hertzs, relay KRL1 is never energized. Use this relay if you wish to inform the control unit when thecar speed is below a specific value, for example in those cases where there is approach to a floor with advanced door opening.

6.14 Optional Functions Configuration Parameters

6.14.1 Car Maximum Load in Kg �Q� (Parameter 32). Operative in �Weight Control Function�.

Only operative with the �Weight Control Function�, which is optional. Introduce the value of the car maximum load �Q� in Kilograms. SeeChapter 9 � Weight Control�.

6.14.2 Torque Percentage in Relation to the Rated Percentage (Parameter 33). Operative in �Weight Control Function�.

Only operative with the �Weight Control Function�, which is optional. In this parameter you should define the Torque Percentage in relationto the Rated percentage, which should be applied for the Maximum Load. See Chapter 9 � Weight Control�.


v3.00, SEP. 01 Pag . 32 / 44 3VFUK

Chapter. 7 3VFMAC1 INSTALLATION ADJUSTMENT

7.1 Shaft Information

It is highly advisable to use MACPUARSA�s magnetoswitch kit, since there is not dependence between the pulses and levelling signals, norinhibition times. In this case it is recommended :

1 . Pulses magnets will be of 10 cm (standard size).2 . Levelling signal magnets will be of 10 cm for 1m/sec lifts and 15 cm for lifts of more than 1m/sec, 1.6 m/sec max. It will be of 20 cm

(2 of 10 cm) when it is a high-performance or Gearless machine.3 . It is only necessary to install one kit, provided that all the distances between floors are somewhere between 290 and 400 cm. Besides,

all of them must be approximately similar. If the real situation does not coincide with the one described, please consult MACPUARSA�sTechnical Department.

4 . The type of operation for 1m/sec or superior must be CHANGE 2C. That is to say, deceleration start will not occur in the speed changepulse typical of a 2-speed lift, but in the previous pulse.

5 . The distance between the deceleration start pulse and the level magnet (measured in their centres) must be 150 cm minimum for1m/sec and 260 cm for 1.6 m/sec. For intermediate speeds, use a proportional distance.

6 . Terminal stopping switches must be situated at extreme floors but at the same height as the pulse marking the starting of deceleration;that is to say, in the second pulse magnet starting from the level magnet of the extreme floor. It is interesting to install the terminalstopping switch in front of the pulse signal (5 to 10 cm), to prevent the lift from going out of travel in anomalous operations becauseof load, voltage...That means that the car must reach the terminal stopping switch slightly before its corresponding pulse magnet (when the lift goes downit shall energize the terminal stopping switch slightly before the corresponding pulse magnet and when it goes up, it shall also reachthe terminal stopping switch slightly before is pulse magnet).

7.2 Levelling Adjustment

When executing this operation, make sure the motor gets during a sufficient period of time (min.1 sec) the revolutions corresponding tothe approach speed (120 if 4Hz, 150 if 5 Hz), before levelling.

a . Load effect :Do not consider the possible effect of levelling difference between ascent and descent (which will be later on analysed) and introduceP2=5Hz P29=20 for 1 m/sec and P2=4Hz P29=25 for 1.6 m/seg. For intermediate speeds use a proportional value of P2 and P29.

The equipment is parametrized so that the levelling is uniform regardless of the car load. Anyhow, depending on the type of motor, thismay not exactly be true. In order to execute that correction, you must use parameter P13 :

� When going down, if the lift gets lower when loaded than empty, increase P13 gradually.� When going down, if the lift gets higher when loaded than empty, reduce P13 gradually.� When going up, if the lift gets lower when loaded than empty, increase P13 gradually.� When going up, if the lift gets higher when loaded than empty, reduce P13 gradually.

b . Ascent and descent levelling adjustmentIn order to make levelling coincide in ascent operations and descent operations, it would be sufficient to use a magnet with anappropriate size. Nevertheless this is not a very good solution, since the motor could possibly slightly change its electric features withina certain period of time and it would be necessary to use other magnets with a different size, in order to get the levelling again.

The equipment enables adjusting the same levelling in ascent and descent with accuracy:

The final levelling of the car depends on the time passed from the moment the level signal is received (when its upper end is reachedin descent or its lower end in ascent) to the moment when speed 0 is reached from approach hertzs (established in parameter P2). Thistime in speed control is appreciable and can be regulated with parameters P2 (approach speed) and P29 (final stopping curve).

If P2 or P29 are lowered this global time is reduced (and vice versa), so :� If it is lower in descent than in ascent, P2 and/or P29 must be reduced.� If it is higher in descent than in ascent, P2 and/or P29 must be increased.

These parameters shall not be modified in an aleatory way, due to the fact that approach time (before levelling) will be too long if P2is extremely reduced and the final stop will be too abrupt if P29 is excessively reduced. A value of P20=20 must be introduced for1m/sec and P29=25 for 1.6 m/sec and P2 must be reasonably modified (1 m/sec must be near 5 Hz and 1.6 m/sec must be near 4 Hz).Once done, start to modify P29 slightly, if you still do not get the levelling.


v3.00, SEP. 01 Pag . 33 / 44 3VFUK

7.3 Deceleration Ramp

It is always advisable to exceed in deceleration distance rather than reduce it too much. Some general advices are given at the beginning,but in the case enough comfort is not obtained, try to exhaust that distance to the maximum.

If you are operating in CHANGE 2C, make this adjustment with services where destination and departure floors are NOT consecutive (thatis to say, there must be 2 or more differences of levels).

The global effective deceleration time (from the moment the pulse signal is received until approach speed is reached) is defined by 3parameters: P10 (deceleration time), P27 (S-curve at the start of deceleration) and P28 (S-curve at the end deceleration). If the value ofany of them is reduced, the effective time is reduced.

Aspects to take into account :

1. It is absolutely indispensable that the motor reaches the revolutions corresponding to the approach Hz (P2) in a stabilised way, beforegetting the level signal. 150 rpm for 5Hz and 120 rpm (min 1 sec) for 4Hz . This must be guaranteed in the worst operating situation(going up empty until the penultimate floor, from a considerably lower level. It is not necessary to test in the last level, since theterminal stopping switch, which is energized slightly before its pulse, will give an approach section that is a bit higher). The motorrevolutions can be observed in the equipment display.

2. If you wish to reduce the global deceleration time, it is quite more helpful to start reducing parameters P27 and P28 gradually; if theyare so much reduced that there is an absence of comfort, start reducing P10.

3. If you wish to increase the global deceleration time, first increase P10 and keep the initial values for P27 and P28.

Altering P10 too much may affect the levelling. If necessary, (see point 7.2).


v3.00, SEP. 01 Pag . 34 / 44 3VFUK

Chapter. 8 ERROR MANAGEMENT

8.1 Error Reset

The equipment can detect different error situations. In order to get a normal operating situation again, it is necessary to execute a RESETof the error. Otherwise the equipment will get out of service.

It is possible to execute RESET of an error through the following methods :

a ) By switching the equipment off and then on again.b ) By changing to PROGRAM mode and then back to RUN mode (by pressing P/R button twice).c ) Through the AUTORESET function.d ) By executing an external reset through free contact.

It is only possible to apply a RESET to an error, if the cause does no longer exist.

8.1.1 Autoreset

Function which makes a maximum number of error RESET within a period of 3 minutes, in an automatic way. If in that time there are asmany errors as this number (figure introduced in parameter 30), the equipment will get out of service until the error RESET is executedthrough another means.

Every time the equipment is switched off and then on or PROGRAM mode is turned on and then off, the internal counter of number of errorsin 3 minutes will show 0. Thus, as many errors as shown in parameter 30 will be again permitted in the next 3 minutes.

The AUTORESET function waits until the cause of the error disappears in order to generate (and count) the RESET.

8.1.2 External Error Reset (Terminal 19)

It is possible to execute an error RESET in terminal No 19, through external voltage-free contact .

If this RESET is jointly applied to the AUTORESET function the internal AUTORESET counter does not stop increasing.

If the AUTORESET function exceeded the maximum number of errors allowed, the application of the external reset does not set theAUTORESET counter to 0.

When an external reset is executed, it will be shown in display RST, while it is being applied, thus being the equipment inhibited. This typeof RESET is only accepted when power is not being supplied.

Try not to use the external ERROR RESET usually. Its possible continuous use may damage the installation if it is a serious error and itoccurs constantly. The AUTORESET function is safe and reliable.

8.1.3 Error Showing and Display

When an error occurs, the equipment acts as follows :

� It immediately cuts the power supply.� Turns the 3 relays off ( KRL1 - KRL2 - KRL3 ).� For 1 second, it shows the error in the display.

If the cause of the error disappears, any RESET method can restore the operation of the equipment again. A RESET will not be accepteduntil the cause disappears.

The last error detected by the changer can be displayed a posteriori (see chapter 4, INFORMATION DISPLAY).

8.1.4 Exceptions (Errors F _ B and F _ E)

The following errors are exceptions to what has been described before :

F _ B : Error in parameters. When it occurs for the first time, the equipment will get out of service, not accepting any kind of RESET.Introduce the parameters again.

F _ E : Contactors opening not controlled by the changer. This error does not have a limit in AUTORESET. It does never cause theequipment to get out of service.


v3.00, SEP. 01 Pag . 35 / 44 3VFUK

8.1.5 Errors Description

F1 : Not used.

F2 : Overcurrent.

An operating situation where the motor instantly consumes a current higher to the maximum offered by the equipment wasdetected. This fact always results from third causes which are usually serious problems : wrongly connected power cables, faultycontactor, encoder with specific reading faults.

Solution :Locate the fault. The repetitive appearing of this error may result in the destruction of the equipment. If you cannot solve theproblem, contact MacPuarsa and describe the error situation in detail.

F3 : High Network Voltage

The maximum voltage borne by the equipment was exceeded :

Model 400 : Maximum 440 VacModel 220 : Maximum 242 Vac

Solution :Check the supply which is being applied to the equipment. AN EXCESSIVELY HIGH VOLTAGE CAUSES THE DESTRUCTION OF THEEQUIPMENT. APPLYING 400 Vac TO THE 220 Vac EQUIPMENT, WILL COMPLETELY DESTROY IT.

F4 : Low Network Voltage

A voltage lower to the minimum borne by the equipment is applied :

Model 400 : Minimum 360 VacModel 220 : Minimum 195 Vac

Solution :Check the supply which is being applied to the equipment. An excessively low voltage may cause the equipment not to start up.A provisional supply, heavy machinery near the installation, etc.... are possible causes of an instantaneous low network voltage.

F5 : Fault in Encoder

The equipment detects an incorrect reading of the encoder.

Solution :Generally, check if connections are correct. Make sure you have introduced the correct information in parameter 21. Make sure youhave operated as explained in chapter 3.

F6 : Motor Blocked

The equipment supplied the maximum current for 6 seconds.

Solution :The most common causes are :

� operating in scalar control. It may be due to the fact that parameter 19 is excessively low, and when introducing a considerableload in the car, the lift does not start up.

� operating in vector control. It may have been configured for vector control and the encoder has not been installed. Theequipment will consider speed 0 and will apply the maximum current.

If the car is overloaded and the lift cannot start up ( both in scalar and vector ) this error will occur.

F7 : Absence of Connections in C1 - C2 Power Terminals

Terminals C1 and C2 must be bridged ( with power cable ) while power is being supplied. If it instantly disappears, the error willoccur.

Solution :See section 2.3 for details of how C1 - C2 bridge must be made with contactors K1 and K2. Check connections. It is also probablethat a contactor has the power contact damaged.


v3.00, SEP. 01 Pag . 36 / 44 3VFUK

F8 : Short Circuit

This error will occur when a short circuit takes place at the output of the equipment.

In 3VFMAC1 100% of the protection against short circuit is not guaranteed.

F9 : Over-Temperature

Solution :OVER-TEMPERATURE is due to a high-rate operating situation, with long approach speed sections and a high ambient temperature.Try to reduce the approach speed section and operate with vector flux control (consumption is lower).

There is a possibility (even though it is not quite probable) that the equipment fans could get damaged. Observe if they lay idlewhen the changer supplies power (lift in movement) . If that is the case, replace the equipment.

F10 : Non-connected Motor. There is no load connected to the output of the frequency changer.

F11 : Overspeed

The motor exceeds theoretical speed by 20 %.

Solution :It may occur in faulty motors, when the car is overloaded... If the equipment is incorrectly parametrized, the error may also occur.

F12 : Absence of Motor Connection. Mismatch.

If there is a provisional fault in any phase of the motor, or a strong consumption mismatch takes place in the phases, the error willoccur.

Solution :Check the power wiring from the changer output ( U - V - W ) to the motor terminals. Check the correct state of the motor(measuring resistance between phases).

F13 : Condenser Fault (10 / 15 / 20 ) or Very Low Network Voltage.

Solution :Check that the network voltage is not excessively low. If the problem persists, replace the Electrolytic Condensers.

VERY IMPORTANT :Before replacing the Electrolytic Condensers, make sure that the led HIGH VOLTAGE is completely OFF. Otherwise an electricdischarge could occur, that might result in death.

FA : Not Used

FB : Error in Parameters

A serious error has been detected in the equipment configuration data. This error cannot be reset.

Solution :Introduce all parameters again.

FC : Not Used

FE : Non-controlled Contactors Opening

During the execution of a service, the EMERGENCY STOP signal ( terminal No 12 ) disappeared; that is to say, contactors K1 andK2 turned off unpredictably.

Solution :This error usually occurs when a safety chain contact breaks in an unpredictable way during the execution of a service.

This error does never cause the equipment to get out of service. It is indefinitely autoreset. In MACPUARSA controlunits, during inspection control unit, series abruptly break when a movement is interrupted. This results in theappearance of FE error, after each inspection movement.

CHAPTER. 9 WEIGHT CONTROL


v3.00, SEP. 01 Pag . 37 / 44 3VFUK

9.1 Description

NOTE : THIS FUNCTION IS OPTIONAL

Make sure that the equipment has the WEIGHT CONTROL function. This system enables the 3VFMAC1 to adjust the necessary motor torque,through a load weighing device (VK2P), to carry out a service regardless of the load.

The user should indicate the car maximum load �Q� (parameter 32), as well as the maximum torque to be applied by the system in orderto correct the load inside the car (parameter 33).

This function is only operative when the equipment operates in vector control with industrial encoder.

9.2 Requirements

4. Load weighing device : VK2P with frame/car load cells (model TCE)5. Frequency changers : 3VFMAC1, Series F6. Communication between both systems.7. Operating mode: VECTOR mode with industrial encoder.

9.3 Modifications in Relation to the Standard 3VFMAC1

9.3.1 Display

The following modifications have been carried out :

Includes the car weight display in kilograms.� Where : Where the Output Frequency is represented.� When : When the lift is not moving.

Communication error between the VK2P and the 3VFMAC1� Where : The four lower points of the display are used.� When: When the lift is not moving. If error occurs, the four lower points of the display will simultaneously light up.

9.3.2 Parametrization

New Parameters :

P32 : Car maximum load in kilograms.Range from 200 to 3000 [factory value, 450]

P33 : Torque Percentage in relation to the rated percentage to be applied for the maximum load.Range from 0 to 50 [factory value, 0]

Parameters modified in range : P21 : 500 up to 2500 pulses per encoder output revolution.

9.4 Installation Adjustment

The following is to be carried out :

� Install the load weighing device and introduce the load cells parameter. Reset. Then make sure that known loads introduced in the carare represented in the load weighing device display with a correct numerical value; this guarantees that the weight measure is correct.Move the car several times with and without load and check to see whether the ZERO is maintained. If not (if there is NO load insidethe car some kilograms are displayed), reset again.

� Introduce the motor vacuum current indicated by the manufacturer in parameter P19. If unknown, run the lift with half load in scalarmode, and then introduce the current value at rated speed in parameter P19.


v3.00, SEP. 01 Pag . 38 / 44 3VFUK

� The first adjustment operation should counterbalance the lift perfectly. Otherwise, it will be necessary to know at least the half load(balance situation when opening the brake manually). Then introduce the correct rated load in parameter P32 (twice the half load, ifbalancing was not correct). E.g. : a 450 kg lift may not be correctly counterbalanced (more weights are necessary); introduce someload to find the equilibrium point (half load); the load weighing device now reads 210 Kgs. Introduce 420 Kgs in P32.Reset P33.

� Find the optimal value of P16, where the maximum rpms at rated speed in descent and in vacuum are reached.

NOTE : The maximum rpms obtained may be lower than the motor rated rpms (according to specifications plate), due to vectorcontrol.

� Parameter P33 adjustment (load compensation), which will cause all services to be identical, regardless of the load inside the car :

Set parameter P22 = 02.00; these two seconds enable checking whether the rotor does not move when opening the brake, whenstarting a service. Checking this is only useful in high-performance machines (eg, planetariums, >15HP,1.6 m/sec crown wheel - wormor equivalent).

� For each P33 value, observe the rpm at rated speed, both in descent and in ascent, with no load inside the car. Start with P33 at value0 and then increase by 10 units. Find the P33 value where the rpms at rated speed both in ascent and in descent are IDENTICAL. Thisvalue should make the rotor not to turn when opening the brake, during the first two seconds. This is VERY IMPORTANT.

Other proofs that value P33 is correct :

1 . Current consumed when opening the brake (with turning speed 0) should be very similar in value to that obtained at approach speedin descent without load inside the car.

2 . If distances between pulses and level are uniform and correct, check that the approach times for any load, in any level and both inascent and descent are VERY SIMILAR. This test should be carried out by executing services between two or more floors. This is thefinal objective of this application.

� Finish the installation adjustment. Increase parameter P10 properly, so that the start of the approach speed and the start of theadvanced door opening (in the case this function is installed with circuit 538) coincide. Check by carrying out services to all landingsand in both directions.

� 1 FLOOR SERVICES (change 2C) : Modifying parameter 9 slightly, it is possible to alter, only in this type of services, the approachsection previous to the stop, so that it coincides with the services of 2 or more floors. Increasing parameter 9, increases the approachsection (and vice versa).


v3.00, SEP. 01 Pag . 39 / 44 3VFUK

MENUAL-C

AL-S

AUXSERIE VK

MACPUARSA

- +

220 Vac HOLD

AL-C AL-SRS-485 VK-2P

EX

C +

EX

C -

+ IN

- IN

MA

LLA

SENSORKg

M2

H2

T1T2 T2

T1

H 2

T1 T2

T1 T2

13

2

46

5

T1T2

M2

T2T1H2

T1T2 T2

T1

3VFMAC

C12002 Scheme

Load weighing device VK-2P incar roof

Control Panel

Violet

Yellow

Car ControlStation

Control StationControl Unit Rope

Note : the front side of the connector ishere represented, but connection is carriedout by turning this connector.

ConF = 1(normally energized overload andcomplete relay)

9.5 Wiring Schemes

9.5.1 Communication Wiring Scheme between the 3VFMAC1 and the VK-2P equipment

The following scheme ( C12002, VI.0 ) indicates the elements of the communication wiring between the 3VFMAC1 and the VK2P.

Notes :

� The VK2P is located on the car roof.� Observe how the connector H9 is represented in the opposite way to the real connection, due to representation clearness.� Connector H3 is located at the end of the car control station rope.


v3.00, SEP. 01 Pag . 40 / 44 3VFUK

CHAPTER. 10 EMC REQUIREMENTS

10.1 Specific Assembly Instructions for Speed Variation Installations

Speed variation installations, due to their constitution, are a source of electromagnetic noise. In order to respect the other installationsexisting or that may exist in the building, the installation instructions indicated below should be strictly followed. Otherwise, the liftinstallation may cause many interference problems, thus being impossible for the electronic devices existing in the building (PC, radio, radioamateur, TV, medical equipments, etc.) to operate correctly and therefore not fulfilling the legislation in force.

10.1.1 Special Elements for VVVF Installations

Make sure that the following material is supplied:

IP-1

Input filter, located under the frequencychanger. It has 2 outputs, one for thechanger supply and the other one for thecontrol unit supply.

Output filter, toroid located on thechanger U,V,W output.

2 divided ferrites, the big one beinglocated on the changer U,V,W output,before the output filter and the other oneon the braking resistance ropes.

IP-2

Supply to screened traction machine,with aluminium clasps and self-tappingscrews for fixing the mesh to the earth inthe panel and the machine.

Clasps, washers and self-tapping screwsset for fixing the mesh to the earth ofcommunication ropes (if any) andencoder.

Neck stock rope socket, with self-tappingscrew for fixing the R,S,T supply earth inthe control panel plate.

IP-3Braking resistance which should belocated on the side of the cabinet.


v3.00, SEP. 01 Pag . 41 / 44 3VFUK

Self-Tapping Screw

Washer

Mesh

Control Panel Plate

Mesh

Washers

Motor Supply Rope

Self-Tapping Screw

Control Panel Plate

t

W

Motor Supply Rope

WRONG

W VU U

V

t

RIGHT

Sheath

Terminal Cover

Mesh

Flange

10.1.2 Machine Supply Connection

Traction machine supply connection, as specified in the previous section, should be carried out with screened cable. The earth wire shouldbe fixed to the panel plate through neck stock rope socket and self-tapping screw.

In the panel, depending on the rope section, connection should be executed according to the following schemes:

This rope mesh should be earth connected in both ends. Contact between mesh and plate should be as good as possible, so that a great

surface of both of them is in contact.

The end of the machine should be fixed in different ways, depending on the type of machine:

� MACPUARSA PM Machines:


v3.00, SEP. 01 Pag . 42 / 44 3VFUK

Mesh

Sheath

Mesh

Terminal Cover

Supply. Left side Supply. Right side

3

1

1

2

2

3D

D

D

D

D �300 mm

� MACPUARSA PA Machines:

� Non MACPUARSA Machines: From the previous systems select the one that best suits the machine in question. For any other meshconnection systems, please consult.

10.1.3 Machine Room Electric Wiring

Supply from the network to the panel should be carried out in such a way that the supply ropes do not get mixed with control ropes, or withoutput ropes to the traction machine. Parallel paths at a distance lower than 30 cm should not exist. Installation should be performedaccording to the instructions in the figure.

SIMPLEX INSTALLATION


v3.00, SEP. 01 Pag . 43 / 44 3VFUK

Supply. Right side

D �300 mm

3

1

2

2

4

1

2

1

2

4

2

32

1

D D DD

D

D

D

D

D

DDD

Supply. Left side

DUPLEX INSTALLATION (Similar to triplex and quadruplex installation)

1.- CONTROL AND MOTOR SUPPLY (U,V,W)2.- MAINS SUPPLY (R,S,T,t)3.- GENERAL PROTECTION BOX4.- COMMUNICATION BETWEEN PANELS

Once all ropes are out of the panel lower gap and they have been placed inside the channels, according to the instructions in the previousfigures, place the bent cover supplied together with the cabinet, so that the cabinet cable output is completely protected. See figure.

Ropes should be protected with channels and the rope sections going to the motor and being exposed to the air should be protected with

a corrugated tube which is supplied together with the connection. Control ropes will go through one tube and power ropes through another.


v3.00, SEP. 01 Pag . 44 / 44 3VFUK

Control Panel Plate

Mains Supply Earth

Neck stock rope socket

Self-tapping screw

Control Unit Cabinet

Braking Resistance

Panel earthing should always be carried out by connecting the earth rope to the plate directly, through neck stock rope socket and self-tapping screw (which should be supplied), using the drill hole located next to terminals R,S,T.

� Lighting supply from the mains to the panel should be carried out in the way indicated in the first paragraph of the previous section.Should this not be possible, use two 2x1,5 mm� screened ropes (one for the shaft and the other for the car), securing both meshes tothe plate by means of a self-tapping screw.

� In the event there is a series communication and/or encoder, meshes of these ropes should be fixed to the plate with clasps and self-tapping screws in a similar way to the motor supply wire mesh.

� The braking resistance should be fixed on the right side of the cabinet through the drill holes in it, so that the electric contact betweenthe resistance casing and the cabinet is guaranteed.

MACPUARSA does not guarantee compliance with the EMC Guideline in any of thefollowing cases:

�� When installation is not carried out according to the previous points.

�� When products not stipulated by MACPUARSA are included in the installation.

MP SPAINHEAD OFFICESPabellón MPC/ Leonardo Da Vinci, TA 13Isla de la Cartuja - 41092 SevillaTel. + 34.954.63.05.62Fax. +34 954 65.79.55e-mail: [email protected]: Sr. Antonio García de Alvear

BRANCH OFFICES IN SPAINMP BARCELONAContact : Sr. Daniel Rodrigueze - mail : [email protected]. : + 34 93 7317333 Fax : + 34 93 7310838Address : Pol. Can Parellada, c\ Colón

485, nave 10 / 08228 Les Fonts de Terrassa . Barcelona

AFFILIATED COMPANIESMP AUSTRIAContact : Sr. Alvaro Reine - mail : [email protected]. : + 43 - 2236 - 865626Fax : + 43 - 2236 - 86562620Address : Triesterstrasse, 14

2351 Wiener Neudorf, AustriaWeb : www.mp-deutschland.de

MP PORTUGAL (LISBOA)Contact : Sr. José Guerrae - mail :Tel. : + 351 1 4843078 Fax : + 351 1 4843087Address : Bairro 16 Novembro, lote 50 1ª sq

Tires 2775 Parede, Portugal

FACTORIES IN SEVILLEELECTRONIC and MECHANICPol. Ind. Navisa, C/E41006 SevillaTel. +34.954 93 28 40Fax. +34.954 92 58 32

MP BILBAOContact : Sr. Octavio Péreze - mail : [email protected]. : + 34 94 6313585 Fax : + 34 94 6313529Address : Pol. San Lorenzo, Pabellón 5

48390 Bedía Vizcaya

MP CZECHContact : Sr. Pavel Dvorskye - mail : [email protected]. : + 420 2 6721 9303Fax : + 420 2 7175 0659Address : Pra�ská 18 102 00 Praha 10

República Checa

MP UKContact : Sr. Gary Giltbertsone - mail : [email protected]. : + 44 0 2084660810 Fax : + 44 0 2084660737Address : 13/14 Chartwell Business Centre

The Avenue Bromley Kent BR 1 2BS

HYDRAULICPol. Ind. El Pino, Parcela 16, nº1-341016 SevillaTel. +34.954 52 72 28Fax. +34 954 25 89 59

MP MADRIDContact : Sr. Enrique Fuentese - mail : [email protected]. : + 34 91 3294943 Fax : + 34 91 3293719Address : Pol. Fin de Semana

c\ Gumersindo Llorente nº 62 28022 - Madrid

MP GERMANY GMBHContact : Sr. Peter Erdmanne - mail : [email protected]. : + 49 30 6606100 Fax : + 49 30 66061060Address : Krokusstrasse 9, 12357 - Berlín

AlemaniaWeb : www.mp-deutschland.de

MP ARGENTINAContact : Sr. Abraham Lerae - mail : [email protected]. : + 54 11 43011283 Fax : + 54 11 43032321Address : San Antonio, 1111/15/19

1276 Capital Federal Buenos Aires, Argentina

DOORSPol. Ind. Alcalá 10Ctra. Sevilla - Málaga km 6,341500 Alcalá de GuadairaTel. +34.955 63 58 30Fax. +34.955 63 16 19

MP VALENCIAContact : Sr. Pablo Montese - mail : [email protected]. : + 34 96 1272540 Fax : + 34 96 1272528Address : Pol. Nº 1 de Catarroja

c\ Proyecto 32, nave 2C 46470 Catarroja - Valencia

MP FRANCEContact : Sr. Xavier Malssignee - mail : [email protected]. : + 01 41 474230Fax : + 01 41 470488Address : 94 Avenue du Vieux Chemin

Saint Dennis / Site Artisanal, 92230 Gennevilliers - Francia

MP BRAZILContact : Sr. Paulo Pimentele - mail : [email protected]. : + 55 11 58903338 / 58911245Fax : + 5511 58903308Address : Av. Guido Caloi, 1985, G-8

CEP 05802 140 . Capela do Socorro Sao Paulo, SP - Brasil

FACTORIES IN ZARAGOZALOGÍSTICAPol. Ind. El AguilaAutovía de Logroño km 13,4 - naves 14 - 2050180 Utebo - ZaragozaTel. +34. 976 78 82 61Fax. +34. 976 78 81 53e-mail: [email protected]: Sr. Santiago Royo

MP GREECEContact : Sr. J. Antonio R. Toqueroe - mail : [email protected]. : + 30 1 2840155Fax : + 30 1 2845183Address : 461, Irakliou Ave.

14122 N. Irakliou, Atenas Grecia

MP CHILEContact : Sr. Patricio Morae - mail : [email protected]. : + 56 2 3611982 / 83 Fax : + 56 2 3611984Address : Edificio Puerto 1 Local 3

San Francisco 251 Santiago (Centro) - Chile

ESPECIAL LIFTPol. Malpica Alfindén, C/H, nº 21 - 2350171 La Puebla de Alfindén - ZaragozaTel. +34.976 10 77 60Fax. +34.976 10 71 24

MP ITALYContact : Sr. Alberto Sordie - mail : [email protected] Tel. : + 39 039 792100

+ 39 039 792154Fax : + 39 039 791912Address : Via Lodi 1 Muggio, Milan, Italia

MP CHINAContact : Sr. Shan Yuee - mail : [email protected]. : + 8610 65915851 Fax : + 8610 65915852Address : N.1003, The Gateway Building

10, Yabao Road, Chaoyang District 100020 Beijing - China

MP HOLLANDContact : Sr. Rowan Lebbinke - mail : [email protected]. : + 31 227 600 400Fax : + 31 227 600 090Address : De Stek 8b

1771 SP WIERINGERWERF Holanda

MP THAILANDContact : Sr. Eric Tanguye - mail : [email protected]. : + 66 2 6530805 - 6Fax : + 66 2 6530807Address : Suite 1912, level 19, 140 One

Pacific Place Bldg., Sukhumvit Road . Klongtoey 10110 Bangkok - Tailandia

MP POLANDContact : Sr. Wieslaw Mielcarskie - mail : [email protected]. : + 48 61 8475611Fax : + 48 61 8478249Address : 60 - 536 Poznan ul.

Koscielna 19 Polonia

MP TURKIAContact : Sr. Patricio Morae - mail : [email protected]. : + 56 2 3611982 / 83 Fax : + 56 2 3611984Address : Edificio Puerto 1 Local 3

San Francisco 251 Santiago (Centro) - Chile

MP PORTUGAL (OPORTO)Contact : Sr. José Guerrae - mail : [email protected]. : + 351 2 7117971Fax : + 351 2 7120949Address : Rua das Lasge, 166

Z. Ind. San Caetano, Valadares Oporto - Portugal

MP SOUTH AFRICAContact : Sr. Tony Barbosae - mail :Tel. : + 271 2 3253234 Fax : + 271 2 3256266Address : 28 Visagie Street, Guaranty House

2ª planta, Pretoria Central - República Sudafrica

MP AUSTRALIAContact : Sr. Mark Bartere - mail : [email protected]. : + 612 99600016Fax : + 612 99393247Address : Going up lifts.Pty Limited 17,

level 1 Bridgepoint, Brady Street Mosman, 2088 Sidney - New South Wales, Australia

technical dossier...2.5 macpuarsa board connection .....13 2.5.1 through externa rl ealys...

Documents