Mikel Momentum Lift Manual Ingles

Momentum Lift CONTROL SYSTEM
®
Momentum Lift
Lift Controller
Operation Manual
Document Version : V2.00 -Eng / 07-10-2013
www.momentum-lift.com 1 / 70
CONTENTS
1. Identifying Momentum Control System......................................................................................................4
1.1. Description of Control System ..........................................................................................................4
1.2. General Specification of Momentum Control System .......................................................................5
1.3. Considerations to be watched for the compliance of the lift controller Momentum to EN81-1 lift
standard .........................................................................................................................................................6
1.3.1. Considerations regarding the control system :.........................................................................6
1.3.2. Considerations regarding the control panel .............................................................................9
1.3.3. COMPATIBILITY TO A3 STANDARD....................................................................................11
1.3.4. Considerations regarding the installation of the lift : ..............................................................11
1.4. Block Diagram of the System..........................................................................................................12
1.5. Operational Functions .....................................................................................................................16
1.5.1. General Operational Functions ..............................................................................................16
1.5.2. UNINTENDED CAR MOVEMENT (UCM)..............................................................................18
1.5.3. HYDRAULIC LIFTS ................................................................................................................18
1.5.4. THE ROPE LIFTS ..................................................................................................................19
1.5.5. ENCODER SHAFT LEARNING SYSTEM .............................................................................20
1.5.6. Floor Info ................................................................................................................................28
1.5.6.1. Pulse Counter ....................................................................................................................28
1.5.6.2. Hydraulic Pulse Counter ....................................................................................................30
1.5.6.3. Gray Code..........................................................................................................................31
2. Cards Used in Momentum Control System .............................................................................................32
2.1. Cards used in Control Panel ...........................................................................................................32
2.1.1. MOM.......................................................................................................................................32
2.1.2. MOR .......................................................................................................................................41
2.2. Cards optionally used in control board............................................................................................42
2.2.1. MOS .......................................................................................................................................42
2.2.2. MOT........................................................................................................................................45
3. Introduction and Setting of Menus ...........................................................................................................48
3.1. Introduction to Menu and Setting of Parameters ............................................................................48
3.2. Introduction of Parameters..............................................................................................................53
3.2.1. GENERAL SETTINGS ...........................................................................................................53
3.2.2. SHAFT&FLOOR SETTINGS..................................................................................................54
3.2.3. CAR SETTINGS .....................................................................................................................55
3.2.4. DOOR SETTINGS..................................................................................................................55
3.2.5. MACHINE SETTINGS............................................................................................................56
3.2.6. RE-LEVELLING SETTINGS...................................................................................................57
3.2.7. I/O SETTINGS........................................................................................................................57
3.2.8. DISPLAY SETTINGS .............................................................................................................58
3.2.9. PASSWORD SETTINGS .......................................................................................................59
3.2.10. STORED ERRORS ................................................................................................................60
4. Connecting Cables Used in Control System ...........................................................................................61
5. Error Codes and Troubleshooting............................................................................................................62
6. Commissionning Instructions...................................................................................................................66
• This guide is prepared to inform the user about the proper use of the Momentum lift controller
installed inside a control panel and an inspection box to control a lift.
• Mik-el Elektronik San. Tic. Ltd. Sti. does not guarantee the compatibility of the lift controller
Momentum to EN81 and does not assume any responsibility, if the information provided in this
document and in other documents related to Momentum are not watched by the user.
• Mik-el Elektronik San. Tic. Ltd. Sti. spends the necessary effort and maximal care to avoid any
mistakes and deficiencies in all technical documents. However, the user must be careful
against mistakes and deficiencies in the documents which may arise despite all efforts and
care spent, and must apply the information in the odcuments after having filtered them in
parallel to their professional experience and knowledge and to all norms, directives and
regulations related to the subject. Mik-el will appreciate if any errors or deficiencies in the
documents are reported to her, and will take the necessary actions for correction.
• All property rights of this document belong to Mik-el Elektronik San. Tic. Ltd. Sti. Partial or
complete copying and distribution of it is subject to a written permission by Mik-el.
We thank you for preferring Mik-el products.
1. Identifying Momentum Control System

1.1. Description of Control System
Momentum, is a microprocessor based electronic lift controller system consisting of hardware

and software designed and developed by Mik-el Elektronik San. Tic. Ltd. Şti. It is used to control
both mechanical and VF elevators. The system can be adapted to various lift control types such as
double-button selective-collective, single-button down-collective or non-collective according to the
type and usage of the building and of the elevator. If required, two Momentum control systems can
be used to control two adjacent lifts in (duplex) group operation by interconnecting the two
controllers with a plug-in cable. Thanks to the usage of a microprocessor it is possible to increase
the level of safety and the number of functions by intelligent software. Besides selecting the type of
control the user can set many other functions and timing parameters using the menu via the
buttons and the LCD display on the MOM board
The basic job of a lift control system is to transport the passengers or the load in the lift car to
their target stop in safety. There are various safety precautions in the lift installation to ensure a
safe lift operation (such as door closed contacts, door locked contacts, overload switch, emergency
stop buttons, overspeed governor, upper and lower limit switches, forced braking and forced
stopping switches at limit stops, etc.). Momentum continuously monitors these safety circuits by
hardware and/or by software and operates the lift only if they allow to do so. Besides, there are
many other precautions in the hardware and the software of the system to prevent being negatively
affected by external factors and malfunctioning.
Momentum control system is mainly consisted of MOM, MOS and MOT electronic cards. MOM from
these cards is placed in a control panel together with other required materials like contactor, fuse, thermo-
magnetic circuit breaker and transformer for controlling the lift. MOS and MOT cards are placed in revision
box which is put over the lift car or into the car as optional.
These cards and materials are interconnected according to the connection scheme given with the
control system. Lift control panel completed in this way is placed in lift engine room and the revision box is
placed over the car. And when the terminals of the panel and the revision box are connected to the lift
installation according to the connection schemes given with the system, the system becomes ready for
operation.
These components and boards are interconnected according to the principal connection
diagram supplied with the control system (refer to the ”Principal Diagram of the Lift Control Panel”).
The completed lift control panel is then placed in the machine room of the elevator and, after its
terminals are connected to the lift wiring as shown in the wiring diagrams supplied with the system,
it is ready to operate.
At the center of the system there is a microprocessor (refer to the “Block Diagram of the
System”). The passenger candidates waiting at the floors use the external (landing) call buttons to
call the lift. The passengers inside the car press the internal (car) call buttons to order their target
stops to the lift controller. Landing call requests reach the microprocessor through the input circuits
of MOM. Car call requestes are first sensed by MOS and transferred to MOM via the CAN Bus.
Similarly, the information about the position of the lift car in the lift shaft sensed by the magnetic
switches on the car arrives at the input circuits of MOS and then transferred to MOM via the serial
channel. The software in the microprocessor on the MOM evaluates these call requests according
to the type of control and decides in which direction the car should travel and at which stops it
should stop.
Functions which increase the traffic efficiency such as call by-pass during full-load (when the
car is loaded at its full capacity) and allocation of the landing calls among the lifts in a group (in
group control) are also functions of the software in the microprocessor. Additional safety functions
such as emergency evacuation mode are performed according to the related information achieved
from the switches or contacts connected to the dedicated inputs of the system.
To help fault tracing and troubleshooting almost all inputs are outputs are equipped with
LEDs, so that the lift technician can observe the status of various points at a glance. Further, the
CPU stores the faults it detects and shows them on the LCD display, so that the lift technician can
trace them back.
1.2. General Specification of Momentum Control System
9 Usage on all rope and hydraulic lifts
9 Capacity to operate at 16 stops in KSA, KSL and S24T control types and 9 stops in KS control
system
9 Facility to operate as duplex group control by making connection between the control panels
of lifts A and B via a cable with connector (2KS / 2KSA)
9 Shaft copy system via encoder,
9 Working capacity up to 1,60 m/s speed with WVf speed control device
9 Save on flexible cabin cable, number of connectors and connection labor with serial
communication through cabin and secure CAN Bus
9 Parallel communication with floors for floor call buttons and floor indicators
9 Design taking a small place on board and providing easy connection
9 Easy and understandable user-friendly menu interface
9 Saving menu access with password
9 Display of determined faults on LCD screen after saving them to permanent storage
9 Display of lift position on 7-segment screen on MOM card
9 Speed and faultless connection to system via flat cables with connector for the signals as call
buttons, indicator outlets and position information switches. Save on flexible board connectors
and connection labor
9 Automatic level adjustment as door-open at hydraulic lifts
9 Capacity to assign card location, stopping distance and level adjustment area by only one
magnetic power switch at hydraulic lifts
9 Controlling moving contactors
9 Bridged security circuit detection function
9 Rescue function on fire
9 Stop ability in the first stop on an earthquake
9 Full load, overload, minimum load, motorman key functions
9 Conformity with EN81-1, -2, -3 and A3
1.3. Considerations to be watched for the compliance of the lift controller

Momentum to EN81-1 lift standard
IMPORTANT !
• The information contained in this document are warnings or suggestions. Whoever

manufactures the complete lift control panel must be aware of the requirements of EN81 and of
all other related norms, regulations and directives and make sure that the final product is in
compliance with them !
• Similarly, whoever performs the installation of the lift to be controlled with this controller must
be aware of the requirements of EN81 and of all other related norms, regulations and directives
and make sure that the final product (lift) is in compliance with them !
• Mik-el Elektronik San. ve Tic. Ltd. Şti. does not guarantee the compliance of the control system
to EN81 and does not assume any responsibility about this subject if the users do not follow
the information in this document and in all other documents related to the Momentum.
• Mik-el Elektronik San. ve Tic. Ltd. Şti. spends the necessary effort and attention to avoid any
mistakes and/or deficiencies in her documents. However, the users must be careful against
any mistakes and/or deficiencies in the documents which may occur dispite all efforts, and
must apply the information in these documents after passing them through the filters of their
professional experience and knowledge and of all the related norms, regulations and
directives. Mik-el would be thankful if any mistakes and/or deficiencies in the documents are
reported and will take the necessary actions to correct them.
1.3.1. Considerations regarding the control system :

1.3.1.1. Inspection operation on the top of the car (14.2.1.3)
Inspection mode is entered when the contact of the inspection mode switch disconnects the line 869.
• When in inspection mode on the top of the car :
1. Manuel electricall operation (Re-call operation) from the control panel must be prevented.
For this purpose the connections of the inspection switch and buttons must be reliazed
according to the electrical drawings for Momentum provided by Mik-el.
2. Because the voltage at terminal 869 is cut, normal lift operation is disabled by the CPU and
by the absence of the power supply of the relays on the PCB MOM. No calls are accepted.
3. Door opening is disabled by the controller.
4. Car light is kept on by the controller.
5. Emergency stop and safety circuits are active (must be connected according to the electric
drawings provided).
6. The user must ensure that the travel speed is not higher than 0,63 m/s’.
7. Movement of the car beyond normal travel limits must be prevented.
8. Resuming to normal operation is only possible by closing the contact of the inspection
switch. Switching to normal operation is not possible as long as the voltage at terminal 869
is not available.
1.3.1.2. Manual electrical operation from the main control panel (Re-call operation)
(14.2.1.4)
Re-call operation is entered when the Re-call switch on the control panel disconnects the
line 869. In this operation mode the safety contacts listed in paragraph 14.2.4.1.d are bridged and
disabled. Consequently, the lift, whose operation was disabled by one or more of these safety
contacts, can be moved electrically and taken to the normal operation position in harmony with
paragraph 14.2.1.4.
• When in re-call mode :
1. 869 Because the voltage at terminal 869 is cut, normal lift operation is disabled by the CPU
and by the absence of the power supply of the relays on the PCB MOM. No calls are
accepted.
2. The safety contacts listed in paragraph 14.2.4.1.d (speed governor contact, safety gear
contact, buffer contacts, limit contacts) will be disabled being bridged by a contact that has
the specifications of a safety contact according to EN 60947-5-1 and actuated by the re-call
switch.
3. Door opening is disabled by the controller.
4. Car light is kept on by the controller.
5. Emergency stop and safety circuits are active (must be connected according to the electric
drawings provided).
6. The user must ensure that the travel speed is not higher than 0,63 m/s.
7. Movement of the car beyond normal travel limits must be prevented.
8. When at the same time inspection operation mode is entered by actuating the inspection
switch on the top of the car, re-call operation is cancelled, i.e. the lift cannot be moved
anymore by the re-call buttons on the control panel, and the bridges across the safety
contacts are removed. Control of lift movement is transferred to the inspection buttons on
the top of the car.
9. Resuming to normal operation is only possible by closing the contact of the re-call switch.
Switching to normal operation is not possible as long as the voltage at terminal 869 is not
available.
1.3.1.3. Electrical drawings
All lift circuits, especially the ones below, are explicitly shown using symbols in CENELEC
standard (Annex C.4) :
1. Power supply circuits
2. Lift safety circuits
1.3.1.4. Travel time limit
• Motor operation time limit must be set not to exceed the smallest one of the limits below
(12.10.2).
o 45 seconds
o Longest travel time + 10 seconds
o At least 20 seconds if the longest travel time is less than 10 seconds.
Parameter B20 in the menu of MOM must be set according to the time limits above.
As the CPU detects travel time limit overriding from the position information, it stops the lift
by de-energizing the travel relays and block the lift operation.
• Resuming to the normal operation will only be possible by turning the power supply of
the controller off and on. (12.10.3)
• Travel time limit detection is not active in inspection and re-call modes (12.10.4)
1.3.1.5. Overheating of motor windings
When overheating of motor windings is detected by the controller, the power supply to the
motor must be turned off after the car reaches the next stop where the passengers can leave the
car (13.3.6). To ensure this function following points must be watched :
• The terminals (P1 and P2) of the PTC thermistors in the motor windings must be
connected to the corresponding terminals P1 and P2 of the controller.
• The electronic circuit on the PCB Momentum/CPU will detect overheating of the motor by
monitoring the rise of the impedance of the PTCs .
• As this happens, an already started travel is continued up to the next stop where the lift
can stop. There the lift waits until the motor cools down again.
1.3.1.6. Time to start a new travel
Lifts with manual doors must wait at least 2 seconds before starting a new travel (14.2.4.1).
Parameter D21 must be set accordingly to fulfill this requirement.
1.3.1.7. Priority for car calls
For lifts with non-collective operation a priority of at least 2 seconds after the door is closed
must be provided to a new passenger entering the car to register a car call. During this time
period the lift mustn’t respond to a landing call. (14.2.4.2). To ensure this priority time the car
illumination time must be set to at least 2 seconds in the corresponding parameter (C05) .
1.3.1.8. Direction arrows
Lifts with collective operation must be equipped with arrow indicators at landings which show
the next travel direction (14.2.4.3). Position indicators at landings are not recommended for lifts
in group control, but audible warning at car arrival is recommended.
1.3.2. Considerations regarding the control panel

1.3.2.1. Travel buttons and switches for Inspection and Re-call modes :
• The inspection switch on the top of the car and the re-call switch in the control panel must have
two normally closed (NC) and one normally open (NO) contacts. These contacts must be safety
contacts in harmony with EN 60947-5-1 and must provide positive separation (14.2.1.3 and
14.1.2).
• The enclosure of these contacts must provide an isolation of 250V min. if their protection
category is at least IP4x. If it is lower than IP4x, they must have an isolation rating of 500V at
least. These contacts must belong to class AC-15 for AC safety circuits and to class DC-13 for
DC safety circuits (14.1.2.2.2).
• The positions of the inspection switch must be designated as
NORMAL / BAKIM (NORMAL / INSPECTION) (15.3.b).
• The positions of the re-call switch must be designated as
NORMAL / GERİ AL (NORMAL / RE-CALL) (15.3.b).
• Travel buttons in inspection and re-call modes must be designated with y z (15.3.c). These
buttons must be protected against unintentional actuation and must be operative only when
continuously pressed (14.2.1.3.b). Re-call buttons must be placed at a location where the
hoisting machine can clearly be seen (14.2.1.4.e), therefore a hand terminal for re-call operation
is provided.
1.3.2.2. Emergency stop buttons
• The contacts of the emergency stop buttons on the top of the car and in the control panel must
have the specifications of safety contacts in harmony with EN 60947-5-1 and provide positive
separation. Once being actuated to disconnect the safety circuit, the buttons must remain in
disconnecting position and mustn’t resume to conducting position unless they are actuated
manually to do so
• The enclosure of these contacts must provide an isolation of 250V min. if their protection
category is at least IP4x. If it is lower than IP4x, they must have an isolation rating of 500V at
least. These contacts must belong to class AC-15 for AC safety circuits and to class DC-13 for
DC safety circuits (14.1.2.2.2).
• The emergency stop buttons must be clearly designated as DUR (STOP) (15.3.d)
• Alarm shall be actuated when pressed to stop button in hydraulic lifts without cabin door.
1.3.2.3. Labeling
Contactors, relays, fuses and terminals in the control panel must be labeled according to the
electrical drawings. Cables connected to a common connector do not have to be labeled one by
one , but rather the connector shall be labeled. The ratings and , if necessary types, of the fuses
shall be written on to or near to them (15.10). For lifts with automatic emergency back-up power
supply a warning message like the one below must be attached to the cover of the lift control
panel and to the entrance door of the machine room: "ATTENTION: This lift is equipped with
a emergency back-up power supply, which is automatically activated when the mains
power supply is interrupted!"
For hydraulic lifts a warning message like the one below must be attached to the cover of the
distribution box in machine room: "Switch off only when the car is at the lowest landing!"
1.3.2.4. Control panels of lifts in group operation must be labeled to indicate which controller
belongs to which lift (such as 1,2,3,... or A,B,C,... ) (15.15).
1.3.2.5. Contactors
Main contactors of lifts with AC motor (motor contactors and brake contactor if any) must be
according to class AC-3 described in EN 60947-4-1 (13.2.1). Power supply to the motor must be
disconnected by serially connected contacts of two separate contactors (12.7.1). Rated coil
voltages of main contactors pass through the safety circuits. For Momentum this voltage is
220/230VAC as standard. If requested contactors with other coil voltage ratings (48VAC,
48VDC, 110VAC) can be used, as well. But, in this case Mik-el must be informed about the
requested voltage rating when ordering so that the inputs 120, 130 and 140 on the PCB
Momentum/CPU can be manufactured according to this voltage rating.
1.3.2.6. The input KRU and checking the contacts of contactors
In order to prevent further motion of the lift when the main contacts of at least one of the two
motor contactors (or of the brake contactor if any) do not disconnect the motor (or brake) supply
as the lift stopped, the controller checks a circuit of serial connection of the NC contacts of all
motion stopping contactors via its input KRU. The normally closed (NC) contacts of the
contactors used for this purpose must,
• be safety contacts in compliance with EN 60947,
• have direct mechanical coupling to the main contacts, so that if the main contacts fail
to disconnect the NC contacts must remain open.
1.3.2.7. Live terminals
If any terminals remain “live” (still bearing dangerous voltages) even after the main power
supply is switched off, these terminals must be clearly separated from others, and if they bear a
voltage higher than 50V, they must be marked properly (e.g. terminals for car power plug and
car illumination 1F, 1 and 2) (13.5.3.3).
1.3.2.8. Level Correction
Momentum control system is designed in the manner that can start up the lift while the door
is open for level adjustment at hydraulic lifts. However, for this purpose, Mik-el DSB card which
can bridge the door and lock safety circuits as is permitted by EN 81 must also be added to the
panel. In addition to this, 2 impact- and vibration-resistant power-switches defining the door
opening area must be placed over the car (See, EN 81, article 14.2.1.2). According to the
standards, level adjustment operation must start in the car level when slid maximum 2 cm.
1.3.2.9. If a speed regulator device is to be used
The speed regulator device must have EMC compatibility to related standards. Besides, if
the internal circuits in the device, which are used to drive the contactors, do not provide the
required creepage and clearance distances and isolation ratings, the electrical lift safety circuits
mustn’t enter into the device. In this case a PCB whose creepage and clearance distances and
isolation ratings are certified (such the PCB RIF by Mik-el) to comply with EN81 must be used as
an isolation interface between the speed regulator and the contactors.
1.3.2.10. Insulation
To achieve best EMC compatibility the component installation and cable layout should be
realized according to the corresponding drawing in this document. 24V signal cables should be
laid as far as possible from other cables and such cables should not be laid in parallel in the
same cable duct. If signal and power cables must unavoidably be placed in parallel in the same
cable duct, shielded cables should be used for power lines, and the shields of the cables should
be connected to the chassis of the control cabinet.
1.3.2.11. Components carrying high voltage (such as diode bridge rectifier for brake and/or
door lock coils) must be provided with IP2x isolation. (13.1.2).
1.3.3.COMPATIBILITY TO A3 STANDARD
The A3 standard added to EN 81-1 and EN 81-2 with new safety rules and became effective
at begin 2012. This document inform to users that Mik-el SX and MOMENTUM products offer
the what kind of solution to fulfill requirements of the new standard.
The lift systems must have the control board version number as V1.17 and higher to be used
these features.
• LEVELLING ACCURACY
According to the clause 12.12 of EN 81-1/2 + A3 standard the car stopping sensitivity at
floor should be maximum ±10mm
• RELEVELLING ACCURACY
According to the clause 12.12 of EN 81-1/2 + A3 standard if the car leaves from floor
level more than ±20mm, the lift must relevel to floor.
• UNINTENDED CAR MOVEMENT (UCM)
According to the clause 9.1 of EN 81-1/2 + A3 standard if the car where is at floor level
with open door moves unintended away from floor, a system has to stop the car in a
specified range.
Unintended car movement should be stopped maximum in a 120cm. The figure one is
shown the value of specified range to stop the car.
1.3.4.Considerations regarding the installation of the lift :

1.3.4.1. The effective value or the DC value of the voltage between the conductors in the
control and safety circuits and the protective earth mustn’t be higher than 250V (13.1.4).
The conductors for the neutral line and the protective earth must always be laid
separately (13.1.5).
1.3.4.2. The distance between control board and electricity distribution board (DB) shall be 1
m at most. Otherwise L1, L2, L3, N switches or if available a switch that can cut exit
stage or neuter of spare power unit of the board shall be placed to 1 m far from the board
at most.
1.3.4.3. For lifts in a group control the power supply of those parts, which still remain under
voltage when the main circuit-breaker of one of the lifts is turned off, should be
disconnected by a separate circuit-breaker when necessary (e.g. the fuse for the system
phase FSF in duplex systems) (13.4.3)
1.3.4.4. Enlightenment of engine room : In accordance with the standards it shall be

enlightened as 200 Lux light in front of board cabinet in engine room.
1.3.4.5. Overload : A sensor or contact must be installed which senses an overload in the
car and supplies +24VDC to the input 804 of the controller to prevent the start of a travel
(14.2.5.1). When an overload in the car is sensed, +24VDC is output from terminal 01 to
be used to issue an audible or visual warning signal in the car (14.2.5.3). Incase of an
overload the automatic car door is completely opened and the doors will not be locked.
1.3.4.6. Buffers: The Momentum can be used to drive lifts with a travel speed up to 1,60 m/s
if car and counterweight buffers in compliance with paragraphs 10.3 and 10.4 in EN-81
are installed. Buffers of suitable specifications according to the nominal speed must be
used in any case.
1.3.4.7. All emergency stopping devices required in paragraph 14.2.2 in EN-81 and other
safety devices and / or contacts must be employed at the lift, and they must be properly
connected to the safety circuits of the lift controller. The safety circuits must be in
compliance with EN-81 (14.1.2) . To ensure mechanical strength the cables for the safety
circuits at the doors must have a crossection of at least 0,75 mm2 (13.5.2).
1.3.4.8. Alarm and emergency illumination (14.2.3) : Facilities in harmony with paragraph
14.2.3 of EN81 must be employed to provide illumination in the car and to enable the
passangers in the car to call for help from outside whenever necessary.
1.4. Block Diagram of the System
CONTROL PANEL To the other lift control

panel in the group
Power supply
and protection MOM PCB
unit CAN Bus Communication unit
Information inputs
(Transformer,
from lift safety circuits
fuses and
circuitbreaker) Central processing unit
(in the contr. (Microprocessor and
Motion control peripherals)
depending on lift System setting and display
safety circuits (LCD display and buttons)
Contactors or
other motor
drivers (inverter)
Inputs from
(in the control Other Signalization
inspection and re-
panel) inputs from inputs and outputs
call switches and
buttons car for Landing calls
To landing To landing
Lift motor call buttons indicators
INSPECTION
BOX MOS PCB
Inspeciton Inputs from car call buttons,
switch and position info switches,overload Door
Door
buttons contact,full load motor
control
contact,waitman switch,door
circuits
open/close buttons, functions
and outputs for call register
lamps,position and direc-tion
indicator,overload warning.
MOT
From the To the car From the position information

safety contacts button panel switches, and other contacts,
and indicators to the car light
Group communication connections in 2KSA control type
Group communication connections in 2KS control type
System general connections
General diagram of Can Bus line of the system at simplex lifts
General diagram of Can Bus line of the system at duplex lifts
1.5. Operational Functions

1.5.1. General Operational Functions
• Overload : As the car is at floor level (as the contact of the leveling switch JF is open) just
before the start of a new travel the controller checks if there is any load in the car greater than its
nominal capacity via a contact or a sensor used to sense the overload condition. If there is
+24VDC at the input 804 the controller recognizes an overload condition in the car and does not
start a new travel. +24VDC is issued at the output 01 to trigger an audible or visual warning
signal to the passengers in the car. The car door is opened to enable the passenger causing the
overload to leave the car.
The lift retains this position until the overload condition is over and the signal from the
overload sensor is removed. Then, the car door is closed and a new travel is started.
During a travel or as the passengers enter or leave the car the overload sensor may detect
faulty overload conditions due to the jerks in the car. Therefore, the controller monitors the
overload sensor only when the car is resting at floor level and just before a new travel to prevent
misoperation of the overload function.
• Full load : The microprocessor monitors the full load sensor just before the start of a new travel.
If a signal from the full-load sensor is detected (if +24VDC is monitored at the input 805), it is
recognized that the car is loaded with its full capacity. The travel starts, but the lift does not serve
the landing calls, because there is no more space available in the car for another passenger.
The car stops only for car calls, landing calls remain registered. The lift starts to service the
registered landing calls as soon as one or more passengers leave the car and the full load
condition is cancelled.
This function provides significant time and energy savings, since it prevents redundant
stopping of the car. Especially in lifts with group control, the traffic efficiency is improved
significantly, because cars with vacant places are sent to registered landing calls. The status of
the full load sensor is ignored during a travel and hence misinterpretation of the full-load status is
avoided.
• Attendant Switch : When the attendant switch in the car is turned on (when +24VDC arrives at
the input 812), all registered landing calls are cancelled and only car calls are accepted. Hence,
the lift can only be operated by car calls.
As the attendant switch is turned off again (as +24VDC is no more available at the input
812), the lift resumes to normal service where both landing calls and car calls are accepted.
• Park Stop : If requested, the car may go to a pre-defined park stop after it stayed idle for a
certain time. Please, refer to the explanations of parameters B25, B26 ve D45 related to this
function.
• Fire Alarm : Fire alarm function is used to bring the passengers in the car safely to the pre-
defined evacuation stop when there is a fire in the building. Fire alarm signal may be actuated by
an automatical fire sensor or by a manual switch.
As the fire alarm is actuated, +24VDC arrives at the input 816 and the microprocessor
recognizes the fire situation. All landing and car calls, which were already registered, are
cancelled and new calls are not accepted. If the car was traveling towards the evacuation stop
as the fire alarm arrived, it continues upto the evacuation stop without stopping at any other stop.
If the car was traveling in opposite direction to the evacuation stop, the car stops at the first
possible stop and immediately starts traveling towards the evacuation stop without opening the
door.
When the car arrives at the evacuation stop, the lift stops and the door is opened to enable
the passengers to leave the car. The car waits there until the fire alarm signal is turned off.
After this point only an authorized personnel may operate the lift using the attendant switch
and giving car calls.
• Earthquake alarm : When +24VDC from the earthquake sensor in the building arrives at the
input 806, all car and landing calls already registered are cancelled. The lift stops at first possible
stop, and the door is opened to enable the passengers to leave the car. The car waits there and
does not accept further calls until the earthquake alarm signal is turned off. The lift resumes to
normal operation as soon as the earthquake alarm disappears.
• Engine Over-Heated: When the lift is on the move, PTCs in the engine windings, if the
information that the engine is overheated comes, delete the microprocessor calls and lead the lift
to the first stop that is possible to stop and open the door. And at the hydraulic lifts, home
landing is performed. Until the engine windings are cooled again, no new call is accepted and
the lift waits in the floor. When the signal coming from PTCs is cut, the lift turns back to normal
operation automatically.
• Bridged security circuit detection function: In accordance with the standards security circuits
can’t be used as bridged on normal work terms for travel security and life security. When working
normally the lift opens its doors when it arrives to the target floor and security circuits connected
to door contacts are cut. If Momentum control system detects that security circuit isn’t cut when it
starts to open the doors, it turns to permanent fault (SAFTY CIRCT. ERR) and blocks the
system.
• Travel Time Limit : The travel time can be limited to detect and avoid dangerous situations such
as the position information coming from the switches is not correct or the car cannot move due to
some reason. Refer to the explanations of the related parameters B20 for further information
about this function.
• Contactor Checking : Before each start the controller is able to check if the main contacts of
the contactors are stuck, which switch power to the motor and to the mechanical brake, via a
serial circuit passing through the normally closed contacts of these contactors and entering the
input KRU. If one or more of the main contacts of any of these contactors are stuck, the NC
contact will stay open and no voltage will be available at the input KRU. In this case the
controller detects the fault , registers an error and cancels the operation of the lift.
To return the lift to normal operation an authorized technician must replace the faulty
contact. After that he should either switch to inspection mode and then back to normal mode of
operation or switch off and on the mains supply of the controller.
• Control on moving contactors: Control system controls KRU signal before all movements and
if the KRU signal comes before the movement, the lift start to move. It continues to control KRU
signal 3 seconds after the lift starts to move and if there is any contactor that is not energized or
left after being energized, it records CONT. NOT. ENERGZED fault and stops the movement. It
restarts the movement again in order contactors to pull properly or to stay pulled. If the problem
goes on, this process is repeated for 3 times and if it goes on after the last trial, the system
records fault.
!! The auxiliary NC contacts of contactors used for the KRU signal must absolutely be
mechanically coupled to the main contact, so that they remain open when any main
contact is stuck. Otherwise the contactor check function may not operate properly. In this
case Mik-el Elektronik does nut assume any responsibility
1.5.2.UNINTENDED CAR MOVEMENT (UCM)
According to the clause 9.1 of EN 81-1/2 + A3 standard if the car where is at floor level with
open door moves unintended away from floor, a system has to stop the car in a specified range.
Unintended car movement should be stopped maximum in a 120cm. The figure one is
shown the value of specified range to stop the car.
We can say that productors offer two type solution for UCM protection. Either is complete
systems and other is partial systems. Compatible with complete system is very easy, because
system has detection and trigger for UCM protection. The control panel only monitor system fault
output and block itselfs if an UCM failure is occured.
Most important element in the partial system is pre-triggered over speed governer. This
element has a trigger to trig stopping element. But at this point, control panel must sense UCM
and enables pre-trigger. The control panel with SX or MOMENTUM control board needs some
additional components and parameter settings.
Figure 1. maximum distance to stop the car with UCM
1.5.3.HYDRAULIC LIFTS
Using an A3 valve is enough to block UCM in hydraulic lifts. Hydraulic lifts are needed UCM
protection for only down direction. So, a valve with A3 certificate is added as serial to downward
valve and these valves should test for accuracy at least once a day.
If the system has UCM fault, this failure never corrects with power off-on or taking from
inspection to normal mode. Only one technical personal can correct system with a choosing from
menu settings
The parameter settings in the below table should set to work with A3 valve for compatibility
new Standard.
Parameter Code Parameter Explanation Set Value

A25 DSB BOARD EXIST? YES
D60 ADVANCE DOOR OPEN? YES
E11 A3 VALVE EXIST? YES
F05 RELEVELLING FUNCTION? YES
Q50 A3 ERROR RESET YES/NO
Q55 A3 TEST TEST PASSIVE/ DOWNWARD TEST
1.5.3.1.1. CHECKING FOR DOWNWARD VALVE AND A3 VALVE
SX control boards check for working accuracy of downward valve and A3 valve at bottom
floor every twelve hours or after every power off-on. The control board energize valves
sequence and check car movement. The process steps are given below:
¾ If the car is not at the bottom floor, the system takes it at the bottom floor.
¾ Downward valve is energized, A3 valve is deenergized.
¾ The system checks any change at relevelling magnetic switches position for five
seconds.
¾ If relevelling magnetic switches position is change, the system gives UCM error.
¾ If relevelling magnetic switches position is same at the en of five seconds, downward
valve is deenergized.
¾ The system waits for five second same position.
¾ A3 valve is energized, downward valve is deenergized.
¾ The system checks any change at relevelling magnetic switches position for five
seconds.
¾ If relevelling magnetic switches position is change, the system gives UCM error.
¾ If relevelling magnetic switches position is same at the en of five seconds, downward
valve is deenergized.
¾ This test takes fifteen seconds. The control system takes the calls given in this time, but
it does not serve to them immediately. After finish test, it serves to calls taken before
1.5.3.1.2. TEST MODE FOR UCM PROTECTION SYSTEM
Target of the test mode for UCM protection system is simplify for monitors checking UCM
system is working accuracy and checking the car is stopping in the arrangement specified
standard. The process steps are given below:
¾ Be sure the car is without person.
¾ If the most difficult condition is required, please load the car with full load to test to the
down direction.
¾ Select downward test as A3 test from quick menu and back to main screen.
¾ The car is sended at the one above bottom floor automatically.
¾ Main screen shows the command of turn test button and test button is taken to the test
mode.
¾ The car moves to the downward and while it leaves door open safety zone A3 valve and
downward valve are deenergized by control panel.
¾ The control system gives UCM error.
¾ Check the car stoped in the arrangement specified standard.
¾ The control panel is corrected UCM error
1.5.4.THE ROPE LIFTS
The UCM occurs for both direction in the rope lifts. Therefore, the UCM stop element must
work for both travel direction.
The stop element is double brake modul on the gearless motor in the gearless
application.Control panel only monitors double brake switches and if one of brakes is open the
system gives UCM error and blocks lift operation.
In the application of motor with traction sheave, the stop element is car safety brake where is
on the car. So, pre-triggered over speed governer should use to trig car safety braket for UCM
protection. SX and MOMENTUM control boards check accuracy working of the pre-triggered
OSG before travel start and after travel stop. If the pre-trigger element of pre-triggered OSG
does not work correctly, the system gives UCM error. Additionally, if the car leaves floor without
control while door open, the system gives UCM error and pre-triggered OSG is enabled.
If the system has UCM fault, this failure never corrects with power off-on or taking from
inspection to normal mode. Only one technical personal can correct system with a choosing from
menu settings.
1.5.4.1. PRE-TRIGGERED OSG CHECKING
Pre-triggered element is disabled and its NC contact is checked before every travel start. If
the NC contact is not open, system gives UCM error and blocks travel. Additionally, pre-
triggered OSG contact is checked during travel and if this contact is close during travel, system
gives UCM error and blocks travel.
1.5.4.2. BRAKE CONTACTS OF GEARLESS MOTOR CHECKING
Brake NC contacts of gearless motor are checked before every travel start and if contacts
are open, system gives UCM error and blocks travel. Additionally, brake contacts are checked
during travle and if contacts are close, system gives UCM error and blocks travel.
1.5.4.3. TEST MODE FOR UCM PROTECTION SYSTEM
Target of the test mode for UCM protection system is simplify for monitors checking UCM
system is working accuracy and checking the car is stopping in the arrangement specified
standard. The process steps are given below:
¾ Be sure the car is without person.
¾ Select downward test as A3 test from quick menu and back to main screen.
¾ The car is sended at the one above bottom floor automatically.
mode.
¾ The car moves to the downward and while it leaves door open safety zone, pre-trigger
element is enabled by control panel.
¾ Check the car stopped in the arrangement specified standard.
¾ The control panel is corrected UCM error.
¾ Select upward test as A3 test from quick menu and back to main screen.
¾ The car is sended at the one below top floor automatically.
mode.
¾ The car moves to the upward and while it leaves door open safety zone, pre-trigger
element is enabled by control panel.
¾ Check the car stopped in the arrangement specified standard.
¾ The control panel is corrected UCM error
1.5.5. ENCODER SHAFT LEARNING SYSTEM

Momentum control system can determine the position of cabin in the shaft by benefiting from
“ Incremental ” or “ Endat ” encoder connected on the motor, on the cabin or connected to speed
regulator, without using additional counter switch and magnets.
Encoder shaft learning system consists of upper and lower forced slowdown switches and
levelling switch. By means of the parameters included in the menu of Momentum control system,
deceleration distance and floor level adjustments can be made easily without intervening in the
magnets situated in the shaft. By this method, time and labor can be saved during start-up of lift.
1.5.5.1. ISC V1 BOARD
ISC card transmits the information coming from encoder to control system by connecting
to Momentum control system over CAN – BUS line.
ISC V1 Card
Terminal Description
X1 CAN – BUS connection terminal
V Encoder supply “ + “ terminal
GND Encoder supply “ – “ terminal
PE Ground input terminal
A “ A+ “ signal input terminal of encoder
B “ B+ “signal input terminal of encoder
A/ 3 “ A- “ signal input terminal of encoder
B/ 3 “ B- “ signal input terminal of encoder
IN Programmable general-purpose input terminal
OUT1 Programmable general-purpose output terminal
OUT2 Programmable general-purpose output terminal
Jumper Description
J11 CAN – BUS line terminating resistor.
J2 It should be inserted if “ A- “ signal of encoder is not available.
J3 It should be inserted if “ B- “ signal of encoder is not available.
5V, 12V 4 Encoder supply voltage. ( can be adjusted as +5V or +12V ) Depending
on the encoder input voltage.
A, B 2 Lift selection is made in duplex lifts. ( A or B lift )
Critical Notes:
1
It should be inserted in simplex running panels!
In panels operating simplex, CPU card J1 should not be inserted!
In panels operating duplex, J1 and CPU card J1 should not be inserted!
2
In panels operating simplex, it should be inserted in B side!
In panels operating duplex, make sure it has been inserted properly!
3
If not used, J2 and J3 should be inserted!
If used, J2 and J3 should not be inserted!
4
It should not be inserted in panels operating simplex or duplex!
1.5.5.2. ISC V2 BOARD

ISC card transmits the information coming from encoder to control system by connecting
to Momentum control system over CAN – BUS line.
Terminal Description
X1 - X2 CAN – BUS connection terminal
+12V Encoder supply “+12V” passing terminal
-12V Encoder supply “-12V” passing terminal
+5V Encoder supply “+5V” passing terminal
GND Encoder supply “GND” passing terminal
A+ Passing terminal of “A+”
A- Passing terminal of “A-”
B+ Passing terminal of “B+”
B- Passing terminal of “B-”
C+ Passing terminal “C+” of absolute encoder
C- Passing terminal “C-” of absolute encoder
D+ Passing terminal “D+” of absolute encoder
D- Passing terminal “D-“ of absolute encoder
PE Ground input terminal
ISC V2 Jumper Settings

Enkoder Type Description
İncremental Enkoder J3 and J4 jumpers should be fitted
Endat, Sincos J3 and J4 jumpers should be kept open
If inverse channel is not used (A-, B-) J5 and J2 jumpers should be fitted
If inverse channel is used (A-, B-) J5 and J2 jumpers should be kept open
Jumper Description
J11 CAN – BUS line terminating resistor
A, B 2 Lift selection is made in duplex lifts. ( A or B lift )
Critical Notes:
1
It should be inserted in simplex running panels!
2
In panels operating simplex, it should be inserted in B side
1.5.5.3. Magnet Placement In The Shaft (If MP-A3 Switch Is Used)
1.5.5.4. Magnet Placement In The Shaft (If JF 142 Switch Is Used)
1.5.5.5. Parameter Adjustment

After magnet placement is completed, menu of the system is entered and below
mentioned parameters are adjusted.
Parameter Description Possible Figures

A20 Max. Floor Count The number of stops which the lift will serve. 2-16
How the information about the position of INCREMENTAL ENCODER
B05 Shaft Copy
cabin will be read is determined. INCREMENTAL ENC+MP-A3
B11 Encoder Pulse Count 1 The pulse number of the encoder used is entered. 1024 – 8192
B12 Roping Ratio 1 The rope suspension ratio of lift is entered. 1/1 – 1/2 – 1/3 – 1/4
B13 Motor Gear Ratio1 Motor transfer ratio is entered. 1/0,1 – 1/50,0
B14 Traction Sheave Diameter 1 Traction sheave diameter is entered. 100mm – 2000 mm
B17 Slowdown Distance Deceleration distance of cabin is entered. 30cm – 280cm
Parameter “ B13 ” should be adjusted as “ 1/1 ” in gearless motor systems!
1.5.5.6. Learning Mode
After the parameter adjustment is completed, the lift cabin needs to be taken to the top
of the shaft in order to be capable of activating learning mode.
¾ Inspection speed should be adjusted as 0.10 m/s from speed control device,
¾ The cabin should be level with the top floor by pressing the upward movement
button on hand-held terminal at “ RE-CALL ” command mode,
¾ When the cabin is taken to the top floor level, 818 and 142 signal leds on CPU
card,
If MP – A3 switch is not used, 818 and 142 signal leds should be off!,
If MP – A3 switch is used, 818 signal leds should be off, 142 signal led
should be on, MA (M0), MB (M1) leds should be on!,
MA (M0), MB (M1) leds are present in SX/CAB card. Monitor the status
of the leds through Q10 trace menu of SX/CPU card,
In order to activate learning mode, the following steps should apply,
[RE-CALL] [ ↕ 0=] [- -] MA: MB: Q10 SHAFT LEARNING Q45 SHAFT LEARNING Q45
STOP ERROR ENT M2: M3: DWN MODE> PASSIVE ENT MODE > ACTIVE
In order to be capable of completing shaft learning process, the lift should be moved until
it stops automatically by pressing downward motion button that is available in hand terminal,
in “ RE-CALL” control mode.
After learning mode is completed successfully, the figure of parameter “ Q45 ” takes
“ PASSIVE ” figure automatically.
1.5.5.7. Adjustment The Floor Levels

After learning process is completed, the only process required to be done is to adjust the
floor levels. By starting from the top floor, call is given to all floors from the inside of cabin
and traveled downward. If cabin has stopped above floor level, how many millimeters it has
stopped above is measured. Measured figure is noted for the downward of the floor where
the measurement is carried out. This process is done down to the lowest floor.
After the downward is noted at its lowest floor, call is given to all floors again and
traveled upward. If the point where the cabin has stopped is below floor level, how many
millimeters it has stopped below is measured. Measured figure is noted for the ascending
figure of the floor where the measurement is carried out. This process is done up to the top
floor.
1
If an alteration is made in the figure of one or few of these parameters, the system needs to be applied learning again.
NOTE : If the cabin has stopped passing beyond the floor level in comparison with the
movement direction of the cabin, the figure of “Slowdown Distance” parameter may have
been entered inaccurately. Check the figure of “ B17 ” parameter in comparison with the
running speed of the lift. If the cabin stops passing beyond the floor although the figure of “
B17 ” parameter has been entered accurately, magnet placement may have been done
improperly. Repeat the learning process by checking magnet placement again.
Floor Upward Downward
16 ...... mm
15 ...... mm ...... mm
14 ...... mm ...... mm
13 ...... mm ...... mm
12 ...... mm ...... mm
11 ...... mm ...... mm
10 ...... mm ...... mm
9 ...... mm ...... mm
8 ...... mm ...... mm
7 ...... mm ...... mm
6 ...... mm ...... mm
5 ...... mm ...... mm
4 ...... mm ...... mm
3 ...... mm ...... mm
2 ...... mm ...... mm
1 ...... mm
Measurement table for floor level settings

After floor level measurements are noted in the measurement table, measured figures
need to be entered in “B18 Floor Level Settings” by entering the menu of the system.
1.5.5.8. Sample Floor Alignment Setting
In the following, entering the measurement UPWARD: 50 mm, DOWNWARD: 65 mm for

3rd floor in “ Floor Level Settings ” parameter is explained
Floor Level B18 FLR | UWD | DWD FLR | UWD | DWD FLR | UWD | DWD
Settings ENT > 1. | | 0 mm UP > 3. | 0 mm | 0 mm ENT > 3. | 0 mm | 0 mm
UP
FLR | UWD | DWD FLR | UWD | DWD FLR | UWD | DWD FLR | UWD | DWD
> 3. | 50mm| 65mm ENT > 3. | 50mm| 65mm UP > 3. | 50mm| 0 mm ENT > 3. | 50mm| 0 mm
¾ B18 parameter is entered in by “ ENTER ” button.

¾ Proceeded to 3rd FLOOR settings by “ UP ” button.
¾ Entered by “ ENTER ” button in order to adjust the upward of 3rd floor.
¾ Figure “ 50 ” is entered in “ UPWARD ” parameter by “ UP ” button.
¾ The figure entered is saved by “ ENTER ” button and entered in “ DOWNWARD
” figure.
¾ Figure “ 65 ” is entered in “ DOWNWARD ” parameter by “ UP ” button.
¾ The figure entered is saved by “ ENTER ” button.
1.5.6. Floor Info
1.5.6.1. Pulse Counter

While Momentum lift control system optionally determines the floor position
information, it uses counter logic and it determines its position with only a magnetic
“Micopulse” switch independent from number of stops. Especially in high stop systems it
decreases labor, cost and fault rate to minimum.
1.5.6.1.1. Up Direction Travel
For “change at 1.magnet” slowdown distance For “change at 2.magnet” slowdown distance
240 cm <130 cm
1.5.6.1.2. Down Direction Travel
For “change at 1.magnet” slowdown distance For “change at 2.magnet” slowdown distance
240 cm <130 cm
1.5.6.2. Hydraulic Pulse Counter
When running at hydraulic lifts, Momentum lift control system uses a different counter
logic. S-MP micropulse magnetic switch assigns the lift’s slowing, stopping and level
adjustment areas. And S-LA and S-LB magnetic switches assign the door-open level
adjustment areas.
Slowdown Distance
<130 cm
1.5.6.3. Gray Code
Momentum lift control system may use Gray code logic for determining the floor
location information. Depending on the number of stops, the number of magnetic switches to
be used may vary. Below, sample magnetic array for 11 stops is given.
2. Cards Used in Momentum Control System

2.1. Cards used in Control Panel
2.1.1. MOM
• Dimensions of MOM Card
a (mm) b (mm) c (mm) d (mm) e (mm) f (mm) g (mm) Height (mm)
2,2 3,50 136,30 18,05 175 180 228 30
• Tasks of MOM Card

MOM card is placed in control board and is the main card of lift control system. All of the isolated
signals coming from lift shaft, doors, cabinet and floors are transferred to MOM card and executes
working of the lift pursuant to lift working principles according to program algorithm.
• Input and Output Terminals of MOM Card
Terminal Supply Inputs

100 24VDC supply + terminal for relay and 24VDC outputs
1000 24VDC supply - terminal for relay and 24VDC outputs
9AC2 9VAC supply input for MOM
9AC1 9VAC supply input for MOM
Terminal AC Inputs
220V Network input for line voltage (F)
N Neuter of input 220 (N)
10A Neuter of security circuit (N)
120 Rotation of stop contacts (F)
130 Rotation of floor door contacts (F)
140 Rotation of cabinet door contacts (F)
10B Neuter of security circuit (N)
Communication Inputs/Outputs
CANH Serial communication signals for internal CAN Bus
CANL Serial communication signals for internal CAN Bus
Connectors
Connectors MOM
X1, X2 Group control connections
SV1, SV2, External inputs-outputs for systems with factory
SV3, SV4 preparations
GB (Gray / Binary) outputs for systems with factory
SV5
preparations
7 segment indicator outputs for systems with factory
SV6
preparations
24VDC Inputs
Terminal Two speed VVVF Hydraulic Explanation
500 Down direction signal input in inspection and undo control -
501 Up direction signal input in inspection and undo control -
869 Normal working signal input coming from inspection key -
870 Normal working signal input coming from undo key -
KRU signal inputs of movement contactors control -
MLA Signals of open door level
- -
MLB correction region
Security circuit bridging
card (DSB) Programmable
IN1 -
Signal input of relay input
contacts control
Signal of shaft upper limit Programmable
IN2 -
to pass over input
142 Signal input of stopper on the floor -
817 Signal input of lower forced slowdown -
818 Signal input of upper forced slowdown -
806 Earthquake signal input -
816 Fire signal input -
P1-P2 Motor thermistor signal input -
201…216 External control call input signals -
Relay outputs
Terminal Two Speed VVVF Explanation
1A Lower direction output Lower direction output NA contact of relay K1
12C Joint Contacts of relays K1 and K2
2A Upper direction output Upper direction output NA contact of relay K2
3A High speed output High speed output NA contact of relay K3
3C Joint Contacts of relays K3
Activation output for speed control
4A Slow speed output NA contact of relay K4
device
5K - - NK contact of relay K5
5A - - NA contact of relay K5
6A Lirpomp output for swinging doors NA contact of relay K6
İnspection output works depended on
7K - NK contact of relay K7
input 869.
• Relay outputs of MOM card according to different hydraulic units

• KLEEMANN Hydraulic Unit
Relay outputs
Terminal Star - Delta Direct Starting
1A Down direction contactor output (Valves) Down direction contactor output (Valves)
2A Up direction contactor output (Motor) Up direction contactor output (Motor)
3A Fast valve output Fast valve output
4A Up direction contactor output (Valves) Up direction contactor output (Valves)
5K - -
5A Star contactor output -
6A Delta contactor output -
7K Inspection output Inspection output
MOR V1
1A Down direction valve output Down direction valve output
Pressure lock valve output (compatibility Pressure lock valve output (compatibility
3A
A3) A3)
• BERİNGER Hydraulic Unit

Relay outputs
2A Up direction contactors output Up direction contactor output (Motor)
3A Fast valve output (To Beringer board) -
4A Up direction contactor output (Valves) -
5K - -
MOR V1
Slow down valve output (To Beringer Slow down valve output (To Beringer
1A
board) board)
2A Slow up valve output (To beringer board) Slow up valve output (To beringer board)
3A Safety valve output (compatibility A3) Safety valve output (compatibility A3)
• GMV Hydraulic Unit (GMV 3xxxEN - GMV 3xxx/S)

Relay outputs
2A Up direction contactor output (Motor) Up direction contactors output (Motor)
3A Fast valve output Fast valve output
4A Up direction contactor output (Valves) Up direction contactor output (Valves)
5K - -
• Start Elevator Hydraulic Unit
Relay outputs
Terminal Star - Delta
1A Down direction contactor output (Valves)
2A Up direction contactor output (Motor)
3A Fast valve output
4A Up direction contactor output (Valves)
5K -
5A Star contactor output
6A Delta contactor output
7K Inspection output
MOR V1
1A Down direction valve output
2A Up direction stop valve output
3A Down valve (DS)
24VDC outputs
Terminal Two Speed VVVF Hydraulic Explanation
Starting output of taking to emergency Programmable
OUT1 - Door lock magnet output
floor on electricity cut output
Security circuit bridging
Programmable
OUT2 - output for open door level
output
correction
031 Down direction arrow signal output -
032 Up direction arrow signal output -
12 “Busy” output -
02 Out of service signal output -
GB0…GB3 GB (Gray / Binary) output -
2x7-Segment Display outputs (Common Anode)

A A segment of units digit of 2x7-Segment display
B B segment of units digit of 2x7-Segment display
C C segment of units digit of 2x7-Segment display
D D segment of units digit of 2x7-Segment display
E E segment of units digit of 2x7-Segment display
F F segment of units digit of 2x7-Segment display
G G segment of units digit of 2x7-Segment display
-X G segment of decimal digit of 2x7-Segment display
1X B and C segment of decimal digit of 2x7-Segment display
• Technical Specifications of MOM card

• Input circuits
Supply Inputs
Terminal Min. Voltage Vaule (V) Max. Voltage Vaule (V)
100–1000 22VDC 26VDC
9AC2 - 9AC1 8VAC 10VAC
AC Inputs
Terminal Min. Gerilim Değeri (V) Max. Gerilim Değeri (V)
220V 200VAC 250VAC
120 200VAC 250VAC
130 200VAC 250VAC
140 200VAC 250VAC
24VDC Inputs
Terminal Min. Voltage Vaule (V) Max. Voltage Vaule (V)
500 20VDC 26VDC
501 20VDC 26VDC
869 20VDC 26VDC
870 20VDC 26VDC
806 20VDC 26VDC
816 20VDC 26VDC
IN1 20VDC 26VDC
IN2 20VDC 26VDC
KRU 20VDC 26VDC
142 20VDC 26VDC
813 20VDC 26VDC
817 20VDC 26VDC
818 20VDC 26VDC
819 20VDC 26VDC
820 20VDC 26VDC
MLA
20VDC 26VDC
MLB
201-216 20VDC 26VDC
• Output circuits
Relay Outputs
Terminal Max. Voltage Vaule (V) Max. Current Value (A)
1A 250VAC 3
2A 250VAC 3
3A 250VAC 3
4A 250VAC 3
5K 250VAC 3
5A 250VAC 3
6A 250VAC 3
7K 24VDC 2A / 48W
24VDC Outputs
Terminal Voltage Vaule (V) Max. Current Value (A)
OUT1 20VDC 150
OUT2 20VDC 150
031 22VDC 2000 (2A)
032 22VDC 2000 (2A)
12 21VDC 400
02 21VDC 400
GB0…GB3 21VDC 400
201-216 20VDC 150
2x7-Segment Display outputs (Common Anode)

Terminal Max. Current Value (mA)
A 1200 (1,2A)
B 1200 (1,2A)
3)
C 1200 (1,2A)
D 1200 (1,2A)
E 1200 (1,2A)
F 1200 (1,2A)
G 1200 (1,2A)
-X 1200 (1,2A)
1X 1200 (1,2A)
Note: Voltage values given for output circuits vary according to current values to be drawn.
2.1.2. MOR
• Dimensions of MOR Card
a (mm) b (mm) c (mm) d (mm) e (mm) f (mm) g (mm) Height (mm)
2,06 3,30 34,60 68,90 17 19,70 80 30
• Tasks of MOR Card

MOR card is located in the control panel. Valve outputs, movement outputs and auxiliary
level adjustmnt engine output at Beringer ELRV-A and IGV EYD hydraulic units are received
over this auxiliary card.
• Input and Output Terminals of H/PIO8 Card
Relay Outputs
Terminal Explanation
1A NA contact of relay K1
Connector Explanation
SV12 MOM card flat cable connection (to SV2 connector)
• Technical Specifications of MOR card
Terminal Max. Voltage Vaule (V) Max. Current Value (A)

1A 250VAC 3
2A 250VAC 3
3A 250VAC 3
4A 250VAC 3
2.2. Cards optionally used in control board
2.2.1. MOS
• Dimensions of MOS Card
a (mm) b (mm) c (mm) d (mm) e (mm) f (mm) Height (mm)
2,20 3,20 69 147,70 158,10 79,60 30
• Tasks of MOS Card

MOS card is placed in inspection box. This is the card to which input and outputs like calls in
the cabinet, cabinet lamp, automatic door output are connected. It communicates with MOM
card placed in control board via CAN Bus.
• Input and Output Terminals of MOS Card
Entire floor signal input in dual speed systems and systems consisting speed control
142
devices
817 Signal input of lower forced slowdown (for 1.6 m/s and lower speeds)
818 Signal input of upper forced slowdown (for 1.6 m/s and lower speeds)
100 Supply input for position information switches
M0 M0 Gray Code input (MA Counter switch input)
M1 M1 Gray Code input (MB Counter switch input)
M2 M2 Gray Code input
M3 M3 Gray Code input
100 Supply input for position information switches
100 24VDC supply output + terminal for Gong signal
1000 24VDC supply output - terminal for Gong signal
291 Gong signal output
Entire floor signal flexible cable output in dual speed systems and systems consisting
142
speed control devices
817 Flexible cable output of lower forced slowdown signal
818 Flexible cable output of upper forced slowdown signal
1000 24VDC supply – terminal for MOS card
CANH
Serial communication signals for internal CAN Bus
CANL
1000 24VDC supply – terminal for MOS card
100 24VDC supply + terminal for MOS card
100 24VDC supply + terminal for MOS card
IN1 Programmable input for general purpose
OUT1 Programmable output for general purpose
100 24VDC supply output + terminal for weight signals
804 Over load signal input
805 Full load signal input
100 +24VDC output for door signals
K16 Signal input of door opening limit
K19 Signal input of door closing limit
K30 Signal input of door reopening limit
K3 Signal output of door closing (NA contact of relay KC)
K5 Signal output of door opening (NA contact of relay KA)
K15 Joint contacts of relay KC and KA
1 NK contact of cabinet lamp relay (relay KL)
2 Joint contact of cabinet lamp relay
SV21, SV22 MOT card flat cable connection
X1 Internal CAN Bus connection
• Technical Specifications of MOS card

o Input circuits
Terminal Min. Voltage Value (V) Max. Voltage Value (V)

100
22VDC 26VDC
1000
Terminal Min. Voltage Value (V) Max. Voltage Value (V)

401…416 20VDC 26VDC
142 20VDC 26VDC
817 20VDC 26VDC
818 20VDC 26VDC
M0 20VDC 26VDC
M1 20VDC 26VDC
M2 20VDC 26VDC
M3 20VDC 26VDC
804 20VDC 26VDC
805 20VDC 26VDC
142 20VDC 26VDC
817 20VDC 26VDC
818 20VDC 26VDC
IN1 20VDC 26VDC
K16 20VDC 26VDC
K19 20VDC 26VDC
K30 20VDC 26VDC
o Output Circuits
24VDC Outputs
Terminal Min. Voltage Value (V) Max. Current Value (mA)
291 19VDC 200
OUT1 19VDC 200
GB0..GB3 19VDC 200
401...416 19VDC 200
01 19VDC 200
031 19VDC 200
032 19VDC 200
2x7- Segment Display outputs (Common Anode)

Terminal Max. Current Value (mA)
A 200
B 200
C 200
D 200
E 200
F 200
G 200
-X 200
1X 200
Max. Inductive Current Value

Terminal Max. Voltage Value (V)
(A)
K3 250VAC 3
K5 250VAC 3
K15 250VAC 3
1 250VAC 3
2 250VAC 3
2.2.2. MOT
• Dimensions of MOT Card
a (mm) b (mm) c (mm) d (mm) e (mm) f (mm) g (mm) I (mm) Height (mm)
17,50 3,2 40 41,50 5,50 51,20 110,60 62,25 29,3
• Tasks of MOT Card

MOT card is located in car button place. It transmits internal calls, door opening
(DTO) and closing (DTS) commands, motorman entries to MOS card. It is the
terminal card on which it has 7 segment indicators coming from MOS card, down - up
direction arrows and gray/binary outputs.
• Input and Output Terminals of MOT Card
100
24VDC supply output + terminal for 2x7 segment displays
100
A A segment of units digit of 2x7-Segment display
B B segment of units digit of 2x7-Segment display
C C segment of units digit of 2x7-Segment display
D D segment of units digit of 2x7-Segment display
E E segment of units digit of 2x7-Segment display
F F segment of units digit of 2x7-Segment display
G G segment of units digit of 2x7-Segment display
-X G segment of decimal digit of 2x7-Segment display
1X B and C segments of decimal digit of 2x7-Segment display
1000
24VDC supply output - terminal for GB0…GB3 outputs
1000
GB0…GB3 Gray and binary code outputs
100 24VDC supply output + terminal for inner call buttons between 401-416
1000 24VDC supply output - terminal for inner call record LEDs between 401-416
401…416 Input/output of inner call buttons
100 24VDC supply output + terminal
1000 24VDC supply output - terminal
812 Signal input of motorman key
01 Signal output of over load
DTO Signal input of door reopening button
031 Up down direction arrow signal output for cabinet display
DTS Signal input of door closing button
032 Up direction arrow signal output for cabinet display
SV31
MOS card flat cable connection
SV32
3. Introduction and Setting of Menus

3.1. Introduction to Menu and Setting of Parameters
A -> GENERAL
SETTINGS
ENTER PASSWORD ENTER PASSWORD PASSWORD

900000 *90000 CORRECT
ESC
YES
ENT
ENT ENT
No Power ENTER PASSWORD ENTER PASSWORD
Is
Supply 000000 *00000
passpowrd
correct?
NO
ENTER PASSWORD ENTER PASSWORD
100000 *10000
For entering the menu, user password should be entered as is shown above. For entering
password screen, cut the feeding of MOM card. Then, press and hold “ENTER”, “ESCAPE” keys
over MOM card and give the feeding of card. On the screen appeared in front of you, the
character in the top left side will flash. For setting a value for this character, use arrow keys and
choose the value you want to set via “ENTER” and then pass to the other character. Repeating
this action, enter the password and after setting the value of last character, press “ENTER”. If the
password you’ve entered is correct, you can access to the programme menu. If the password
you’ve entered is incorrect, the software will ask you the password again.
3.1.1. Parameter Setting

When you enter your password correctly and enter the menu, you can choose the menu to be
entered by using up-down arrow keys on menu screen and move to a sub-menu via “ENTER”.
A -> GENERAL SHAFT COPY B05 ENT SHAFT COPY B05

SETTINGS GRAY CODE GRAY CODE
ESC
ENT ENT
B -> SHAFT&FLOOR SHAFT COPY B05 SHAFT COPY B05 B -> SHAFT&FLOOR
SETTINGS PULSE COUNTER PULSE COUNTER SETTINGS
ESC ESC
ESC
ENT
FLOOR CHANGE B10 SHAFT COPY B05 SHAFT COPY B05
POINT : 2. MAG. P.COUNT+RE-LEVEL P.COUNT+RE-LEVEL
Above, setting of B05 parameter is shown as an example. When pressed ENTER as the
parameter to be adjusted is being displayed on the screen, the values which can be chosen for
the parameter value are shown on the screen. By using up/down arrow keys or ENTER, you can
choose the value you want.
3.1.2. Monitoring Screens

• Fast Access Menu
For accessing to these information, ENTER should be pressed while on system Status
Screen.
M0: M1: Q10 From Q10 menu, that time’s status of flor location information switches
M2: M3: can be controlled. There is a * sign next to the active signal.
M0: *
K16: K19: Q15 From Q15 menu, that time’s status of door signals can be controlled.
K30: DTO: There is a * sign next to the active signal.
K16: *
804: 805: Q20 From Q20 menu, that time’s status of Over Load, Full Load, Motorman
812: IN1: and IN1 input can be controlled. There is a * sign next to the active
signal.
804: *
1234567890123456 From this menu, you can easily send an internal call to the system. For
detaild information, please refer to Rapid Call Sending. Page 42
If you don’t want the lift to be used during your work with this menu,
LNDING CALLS Q30 please select the parameter as YES. By this way, the lift will not be used
DISABLE > NO by the passengers during your tests and your works will not be
interrupted. After you finish your work, please select the parameter as
NO.
If you don’t want the lift to open its door when it comes to its floor and
don’t want any passengers to get in during your work with this menu,
DOOR OPEN Q35 please select the parameter as YES. By this way, when the lift comes to
DISABLE > NO its floor and opens its doors, no passenger can get in and your works will
not b interrupted. After you finish your work, please select the parameter
as NO.
After you finish your work with this menu, if you want to observe the
GIVE RANDOM Q40 operation of the lift, please select the parameter as YES: By this way,
CAR CALL > NO the system will generate internal calls automatically and give service to
the floors. After you finish your work, please select the parameter as NO.
• Fast Call Sending and Monitoring Screen
1234567890123456 ENT 1234567890123456 1234567890123456 ENT 1234567890123456

= = = = -
If pressed “ENT” when Then, the stop which is For giving record to the stop
came to this screen, 1st stop wanted to give record is which is wanted to give
character stats to flash. selected via arrow keys. record, “ENT” is pressed
and the lift starts to move.
1234567890123456 1234567890123456 1234567890123456

= > → -
When the lift comes to the The lift moves towards the
target stop, it slows down target stop.
and stops at the floor.
= : Car stops at the floor.

→ : Lift passes through this floor upwards at high speed.
← : Lift passes through this floor downwards at high speed.
> : Lift passes through this floor downwards at high speed.
< : Lift passes through this floor downwards at low speed.
- : At the floors where this sign presents, internal call is recorded.
↑ : At the floors where this sign presents, upwards external call is recorded.
↓ : At the floors where this sign presents, downwards external call is recorded.
▲ : At the floors where this sign presents, upwards external call and internal call is recorded.
▼ : At the floors where this sign presents, downwards external call and internal call is recorded.
! : Lift makes emergency stop as passing through this floor.
• Learning Programme Versions of Cards
[NORMAL][ 0=][- -]
WAITING FOR CALL
If “ESCAPE” is pressed and hold while control system is waiting in the “NORMAL” mode, programme
S/W software of MOM and MOS cards can be seen.
MOM : Vx.xx
MOS : Vx.xx
Due to this feature, programme versions of the cards are easily accessible.
• Status Screen
[NORMAL][ ↕ 0=][- -]
WAITING FOR CALL
o Operating Mode
[NORMAL][ x=][- -]
xxxx
MODE Description
NORMAL States that the lift is in normal operating mode.
VATMAN States that the lift is in vatman operating mode.
TEST States that the lift is in test operating mode
RESCUE States that the lift is in rescue mode
ERROR States that the lift has made and error and is out of service.
RECALL States that the lift is in recall control mode.
INSPCT States that the lift is in inspection control mode.
o Floor location
States the floor States that the States the

where the lift is lift is exactly in target floor of
present. flor level. the lift.
Shows the
moving
direction of the [xxxxx][ ↑ 4=][16]
lift. xxxx
o Status of Lift
[xxxx][ x=][x x]
WAITING FOR CALL
At the bottom of the screen, statuses of the lift at that moment are displayed.
3.2. Introduction of Parameters
3.2.1. GENERAL SETTINGS
PARAMETER POSSIBLE VALUES EXPLANATION

A05 TWO SPEED
Drive Type INVERTER Propulsion type of the system is set.
HYDRAULIC
A10 S24T
CONTROL TYPE KS The logic of the system for giving service to the calls
KSA is set.
KSL
A15 SIMPLEKS
LIFT PRIORTY DUBLEKS A Lift’s Master or Slave operating mode is set.
DUBLEKS B
A20 MAX FLOOR COUNT 2-16 The number of stop to be given service by the lift is
set.
A25 DSB BOARD EXIST? YES -
NO
A30 MENU LANGUAG. TURKISH Language option of menu parameters can be set.
ENGLISH
3.2.2. SHAFT&FLOOR SETTINGS

B05 GRAY CODE
SHAFT COPY PULSE COUNTER How to read the information on car location is set.
P. COUNT+RE-LEVEL
B10 1. MAG At which magnet the counter switch will change the
FLOOR CHANGE POINT 2. MAG floor information is set.
B11 ENCODER PULSE
1024 – 2048 – 4096 - 8192 Select pulse number of encoder
COUNT 2
B12 ROPING RATIO 2 1/1 – 1/2 – 1/3 – 1/4 Select Roping Type.
B13 MOTOR GEAR RATINO 2 0,1 – 50,0 Select Transport Ratio
B14 TRCTN SHEAVE
100 mm – 2000 mm Select Sheave Diameter
DIAMETER 2
B15 NONE - (X)3 Lift passes through at 2nd magnet at low speed
0-1 between the stops specified in this parameter.
LONG FLOOR INTERVAL … This parameter value is shown as "X" instead of
15-16 "NONE" in software versions V1.19 and higher.
B17 SLOW DOWN DISTANCE 30 cm – 280 cm Select slow down distance of lift
B18 FLOOR LEVEL
- You can adjust floor level from this parameter
SETTINGS
B20 If location information doesn’t change within the time
TRAVEL TIME OUT TIME 20 - 45 set, the system records an error and passes to the out
of service mode. (changes by increasing-decreasing 1
sec.)
B21 NEIGHBOR FLOOR YES This parameter with neighbor floor fonction can be
FONCTION NONE activated (only shaft copy system)
B22 NEIGHBOR FLOOR 30 – 150 sn Select neighbor floor slow distance of lift
SLOW DISTANCE
B25 PARK FLOOR NONE - (X)1 Which (in order) stop is the parking stop is set.
0-15 This parameter value is shown as "X" instead of
"NONE" in software versions V1.19 and higher.
B26 IMDT.
15s
20s After how long waiting the lift will move to the parking
PARKING DELAY … stop is set.
1m
3m
5m
B30 BASEMENT FLR COUNT NONE Apply for only KSA control type. At stops under the
1-5 ground floor, external calls are collected at output.
For Only KSA control type
B35 BOTTOM FLOOR DIFF NO Two lift between bottom stops difference select for
1-2 dublex system
B40 TOP FLOOR DIFF NO Two lift between top stops difference select for dublex
1-2 system
B45 FIRE EVACUAT FLOOR 0 - max. floor Sets the fire evacuation stop. A value from floor 0 to
floor max. can be selected.
B50 ACCTIVE Safety circuit is observed when the door is opening. If
SHAFT SECURITY FUNCTION PASSIVE not so the system will go permanent error
2
If an alteration is made in the figure of one or few of these parameters, the system needs to be applied learning again.
3
This parameter value is shown as "X" instead of "NONE" in software versions V1.19 and higher.
3.2.3. CAR SETTINGS

C05 5s After how much later the car light will be off following
CAR LAMB TUN OFF TM the switch to standby mode is set. (changes by
15s increasing-decreasing 1 sec.)
C10 NONE Maximum how many calls the lift can receive from the
CAR CALL LIMIT internal control in normal operating mode is set.
1-9
3.2.4. DOOR SETTINGS

D05 AUTO
SHAFT DOOR TYPE SWING Type of floor door is set.
AUTO + SWING
D10 NO DOOR
CAR DOOR TYPE Type of car door is set.
AUTO
D15 Which stop’s floor door is automatic when

AUTOMATIC DOOR FLOOR 0 – max. floor AUTOMATIC + SWING is selected in parameter D05,
is set. Other doors become set to manual.
D20 TILL. LIMT Door opening time of the lift at its floor is set.
DOOR OPEN TIME 1 – 30 s (changes by increasing-decreasing 1 sec.)
D21 How much time the lift will wait at the floor if floor door
WAIT TIME AT FLOOR 1 – 30 s is set to manual and car door is set to none is set.
(changes by increasing-decreasing 1 sec.)
D25 TILL. LIMT For how much time the door will stay open in door re-
DOOR RE-OPEN TIME opening is set. (changes by increasing-decreasing 1
1 – 30 s sec.)
D30 Lift waits for the value set in this parameter after
DOOR CLOSE DELAY 0 – 30 s opening its door fully in its floor and passes to closing.
D35 DOOR CAM ENERG. After how much time lirpomp will be powered following
DLY 0–3s the floor door closing is set. (changes by increasing-
decreasing 0.1 sec.)
D40 After how much time the energy of lirpomp will be cut
DOOR CAM DE-ENERG. DLY 0-20 s is set. (changes by increasing-decreasing 1 sec.)
D45 DOOR POSSIT. AT OPEN Keeping lift’s door open or closed at parking floor can
PARK CLOSE be set.
D50 DOOR OPEN TIME OUT NONE In how much time the lift will pass to out of service
TM when its door stays open is set. (changes by
10 s – 60 s
increasing-decreasing 5 sec.)
D55 LANDING CALL DOOR YES Lift re-opens its door at its floor if it receives a call
REOPN NO from its external call it is in.
D60 ADVANCE DOOR OPEN YES -

NO
3.2.5. MACHINE SETTINGS

E05 L7B V5
INVERTER TYPE L1000A Which Speed Control device the lift will operate with is set.
L1000V
MD2012
FUJİ
E06 NONE Select used UCM source
UCM SOURCE MOTOR BRAKE
OVER SPEED REGULATOR
E10 KLEE_EV100
GMV-3XXXEN Which hydraulic unit the lift will operate with is set.
HYDRAULIC TYPE GMV-3XXXS
BERINGER
IGV-EYD
A11 A3 VALVE EXIST? YES – NONE -
E15 PUMP DRIVE TYPE STAR-DELTA Engine starting type at hydraulic lifts is set.
DIRECT
E20 POMP STAR DRIVE The time for driving engine in star connection is set.
0,75 – 3 s (changes by increasing-decreasing 0,25 sec.)
E25 For how much time the lift will wait before starting to move
TRAVEL START DELAY 0–3s following the closure of floor and car door is set. (changes
by increasing-decreasing 0,1 sec.)
E30 DOOR LOCKED REALIS How much time the lift will wait for the closure of lock after
TM 0 – 30 s being ready to move is set. (changes by increasing-
decreasing 1 sec.)
E35 After how much time the upward travelling valves can be
VALVE ENERG. DELAY powered following the pass of pump engine to delta
0 – 2,5 s connection is set through this parameter. (changes by
increasing-decreasing 0,1 sec.)
E40 INVERTER STOP How much time the lift waits and starts to open the door
DELAY 0 – 2,5 s after coming to the exact floor level is set. (changes by
E45 For how much time the direction valve will be powered in
order to provide a comfort stop after the time set in
0 – 2,5 s parameter E55 is expired is set. (changes by increasing-
MOTOR STOP DELAY decreasing 0,1 sec.)
UP VALVE DE-EN. DLY decreasing 0,1 sec.)
DOWN. VALVE DE-EN. DLY decreasing 0,1 sec.)
E55 If the car stops before the exact floor level, this parameter
should be increased. If it stops ahead of the exact floor
0 – 2,5 s level, this parameter should be decreased. (changes by
UPWARD FLOOR LEVEL DLY increasing-decreasing 0,1 sec.)
E60 DOWNWARD FLR If the car stops before the exact floor level, this parameter
LEVEL DLY should be increased. If it stops ahead of the exact floor
0 – 2,5 s level, this parameter should be decreased. (changes by
E65 EMERGNCY RESC YES Whether bringing to the floor by UPS exist when the mains
FUNCTION NO voltage is cut is set though this parameter..
E70 ENERG. RESC. START After how much waiting the lift will pass to the recovery
0 – 15 s mode is set. (changes by increasing-decreasing 1 sec.)
DLY
E75 EMERG. RESC. For low long the recovery mode will continue is set.
30 – 120 s (changes by increasing-decreasing 15 sec.)
TIMEOUT TM
E80 EMERG. RESC. FINISH After how much waiting the lift will turn back to the normal
DLY 0 – 10 s operating mode following the coming of mains voltage is set.
3.2.6. RE-LEVELLING SETTINGS

F05 RE-LEVELLING YES Whether the system make levelling at
FUNCTION NO hydraulic lifts is set.
F10 RE-LEVELLING PUMP YES Whether auxiliary level adjustment engine will
EXIST NO be used hydraulic lifts is set.
F15 RE-LEVELLING START Before starting to adjust the level, it is waited
DLY 0–1s for the value set. (changes by increasing-
decreasing 0,1 sec.)
F20 UP RELVL. FLR LEVEL After how much time the lift will finish level
DLY 0 – 2,5 s adjustment after coming to the exact floor
while making upwards level adjustment is set.
F25 DOWN RLVL. FLR After how much time the lift will finish level
LEVEL DLY 0 – 2,5 s adjustment after coming to the exact floor
while making downwards level adjustment is
set. (changes by increasing-decreasing 1
sec.)
3.2.7. I/O SETTINGS
In this parameter, for what purpose the inputs and outputs on the cards are used is displayed.
No change can be made on menu parameters by the user.
3.2.8. DISPLAY SETTINGS

H05 CAR DISPLAY TYPE 7 Segment Type of the indicator used within the car is set.
BINARY
GRAY CODE
H10 FLOOR GB OUT TYPE GRAY CODE Type of the indicators available at floors is set.
BINARY
H15 -5
-4
-3
-2
-1
0
1
2
7 SEGMENT SEQUENCE Defines floor characters to be shown at 2x7
…
segment floor indicators.
19
b
L
A
P
H
C
E
F
U
The above table is showing the parameter with respect to the setting of indicators at the 1st stop. Indicators
at other stops are also needed to be set likewise.
3.2.9. PASSWORD SETTINGS
A -> GENERAL
SETTINGS

900000 *90000 CHANGED
ENT ENT
000000 *00000 CORRECT
ENTER PASSWORD ENTER PASSWORD

100000 *10000
3.2.10. STORED ERRORS
ENT ENT
J -> STORED STORED ERRORS J05 1) STOP ERROR 1) STOP ERROR
ERRORS DISPLAY ERRORS FLR : 0 DIR : ↑ UP / HIGH SPEED
CLEAR ERRORS J10 2) CONTACTOR ERROR 2) STOP HATASI

NO FLR : 2 DIR : ↓ DOWN / HIGH SPEED
ENT
ENT
HATALARI SIL J05 CLEAR ERRORS J05
HAYIR NO
ENT
CLEAR ERRORS J05 CLEAR ERRORS J05
YES YES
In the menu appearing when the option “STORED ERRORS” is selected in menü J05, the
recorded errors are displayed. On the screen, name of the error, the floor which the error has
occurred, the direction of the lift at the moment of error is displayed. On this screen, then, in
which operating mode the error has occurred is shown in the bottom line of the screen as
delayed.
4. Connecting Cables Used in Control System
The place of use Code Color Section Length Explanation

Twisted cable 2 ends of which is 4-
(red+black)
Between MOM - MOM KB-DBL 0,35mm2 1000 cm female connectors (used in group
(orange+gray)
control systems)
Flat cable 2 ends of which is 20-
Between MOS – MOT KB-CB/MT-1 gray 0,24mm2 300 cm
female connectors
Flat cable 2 end of which is 16-
Between MOS - MOT KB-CB/MT-2 gray 0,24mm2 300 cm
female connectors
Flat cable 2 end of which is 10-
Between MOM - MOR KB-CB/MR gray 0,24mm2 30 cm
female connectors
Reverse flat cable 2 end of which is
Between MOM - MOM KB-DBL/MM-1 gray 0,24mm2 1000 cm
10- female connectors
Reverse flat cable 2 end of which is
Between MOM - MOM KB-DBL/MM-2 gray 0,24mm2 1000 cm
10- female connectors
Note: Standard sizes are specified in the table. In cases where cable lengths will be insufficient, cable
lengths should be specified in the orders.
5. Error Codes and Troubleshooting

5.1. SAFTY CIRCT. ERROR
• Reasons for occurrence of error:
o At fully automatic doors;
¾ After the door starts to open, signal K19 becomes active however; if safety circuit
signals 130-140 aren’t cut, the system makes error.
o At semi-automatic doors;
¾ After the door starts to open, signal K19 becomes active however; if safety circuit
signal 140 isn’t cut, the system makes error.
• Operating mode of lift when error occurs :
o When this error occurs, the lift is blocked.
• Error Handling:
o Control system senses that the safety circuits are bridged. Please provide the safety circuit
to be cut while the lift doors are opening.
5.2. STOP ERROR
• Reason for occurrence of error:
o Stop circuit is cut while the lift is waiting for a call or on move.
o If this error occurs while on move, the lift makes an emergency stop and the lift is blocked
until the stop circuit is closed.
o If the error occurs while the lift is waiting for a call, the lift is blocked and stayed blocked
until the stop circuit is closed.
• Error Handling:
o Check all the emergency stop switches and contacts. You can observe the corresponding
LED 120 on the MOM board.
o Check the wiring of control panel terminal 120.
5.3. DOOR LOCK ERROR
o The lift waited for the closure of lock circuit for starting to move, but the lock circuit wasn’t
closed.
o When this error occurs, the lift is blocked. It deletes calls, records error, closes its door and
gets released from the error. It opens and closes the door for the closure of lock circuit.
• Error Handling:
o Check the lock and lock contact. You can observe from led 140 in MOM card.
o Check if the lock contacts are transmitted completely.
o Check the electrical connection of terminal 140 on the control panel.
o Parameter E30 should be higher than the door closing time.
5.4. TRVL. DOOR ERROR
o While the lift was on move, door safety circuit of the lift was opened.
o When this error occurs, the lift makes an emergency stop and the lift is blocked until the
door circuit is closed.
• Error Handling:
o Check all door (lock) safety circuits. You can observe from led 140 in MOM card.
o Check if the door contacts are transmitted completely.
5.5. TRVL. LOCK ERROR
o While the lift was on move, lock safety circuit of the lift was opened.
o When this error occurs, the lift makes an emergency stop and records an error. After 5
seconds, it gets put of error and if there is 140, it starts moving. If there isn’t 140, it waits for
the closure of lock circuit.
• Error Handling:
o Check all door safety circuits. You can observe from led 130 in MOM card.
5.6. CONTACTOR ERROR

o The lift checked circuit KRU before starting to move and detected that the
contactor/contactors were stuck.
o The lift opens it doors for evacuating the passengers inside the car and then becomes
blocked.
• Error Handling:
o Check all engine contactors and brake contactors. Replace stuck contactors with new
ones.
o When contactors are pulled, they might have pulled and given off due to the loose contacts
in their safety circuits. Check all safety contacts
5.7. CONT. NOT. ENERGZED
o The lift started to move and powered contactors but contactor/contactors weren’t powered.
Circuit KRU wasn’t cut.
o The lift tries movement start for 3 times in order to power the contactor/contactors. If the
problems still persists, the system makes and error and becomes blocked.
• Error Handling:
o Check all engine contactors and brake contactors. Replace stuck contactors with new
ones.
o When contactors are pulled, they might have pulled and given off due to the loose contacts
in their safety circuits. Check all safety contacts.
5.8. DOOR LIMIT ERROR
o The lift opened its door but signal K19 wasn’t cut for 45 seconds.
o The lift makes and records error. For the continual of lift’s operation, signal K19 should be cut.
• Error Handling:
o Check connections of door limits K16 and K19.
o Ensure that only signal K19 is active when the door is fully open and only signal K16 is active
when the door is fully closed.
5.9. FLOOR INFO ERROR
o The lift can’t find the floor location information or doesn’t know its location.
o The lift sends an automatic call to the 1st stop for finding the nearest floor and continues to
move until the signal 817 is cut. It doesn’t provide service until finding its location.
• Error Handling:
o Check the connections of the floor location information switches of the lift and their operability.
o Take the lift to the lowest floor and make it move in upwards revision. In counter systems, first
the MB contact should close.
5.10. GRAY CODE ERROR
o The information coming from Gray code switches didn’t change sequentially; the coming
information is incorrect.
o The lift stops at the nearest floor and opens the door. It becomes blocked and doesn’t provide
service until it finds it location.
• Error Handling:
o Check the status information (well copying) system of magnets and switches (S-M0, S-M1, S-
M2 and S-M3 or S-LA and S-LB) and their power sources. Look if the Gray code leds on
MOS card change their order correctly along the well while the lift is travelling.
o Make sure that the floor information in parameter B05 is selected correctly.
5.11. RUN TIME ERROR

o The lift, while on move, didn’t see the region JF or MLA-MLB within the time set in parameter
B20
o The lift passes to the slow speed at the nearest floor upon the set time is expired and stops
and ends the movement. And at hydraulic lifts, the system becomes blocked at the lowest
floor.
• Error Handling:
o Check if the engine rotates in the correct direction while the lift moves upwards at high speed.
Make sure that the mechanical brake is opened and pulled through the roll of the rope
during the travel.
o Check the status information (well copying) system of magnets and switches (S-M0, S-M1, S-
M2 and S-M3 or S-LA and S-LB) and their power sources. You may observe from the leds
on MOS card.
o Even if everything seems ok, make sure that the time set in parameter B20 is higher than the
travelling time of the car in the longest distance from floor to floor. If it is low, increase the
value of parameter B20.
5.12. MLA/MLB ERROR
o The lift saw MLA-MLB switches outside of the MLA-MLB region between floors.
o The lift passes to the slow speed, stops at the floor and becomes blocked. And in hydraulic
systems, it passes to slow sped, stops at the floor, level adjustment and early door opening
is cancelled, home landing is performed and the system becomes blocked. Unless the
MLA-MLB error is removed, the lift will not make early door opening and door-open level
adjustment.
• Error Handling:
o See if MLA/MLB door opening regions are outside of the floor location information magnets.
o Check the robustness of MLA/MLB switch.
5.13. DSB> LOCK ERROR
o DSB card couldn’t bridge lock circuit in early door opening or door-open level adjustment.
o When this error occurs, the lift becomes blocked.
• Error Handling:
o Check if there is any discontinuity or looseness in the connections coming to terminals K30
and K40 of DSB card.
o Check that the relays RLA, RLB and RSB on DSB card ere pulled during bridging and relay
RLC wasn’t pulled. Make sure that the contacts of these relays are well-transmitted.
5.14. DSB> BOARD ERROR
o DSB card continuously bridges safety circuit.
• Error Handling:
o Although the car left the door opening area, the bridge of door and lock circuits that were
bridged during level adjustment wasn’t opened. Make sure that the contacts of S-LA and S-
LB switches are open outside of the door opening area.
o Check if the relays RLA, RLB, RLC and RSB on DSB card weren’t pulled outside of door
opening area. Check that the contacts of these are in their normal locations.
5.15. UPPER LIMIT ERROR
o The lift exceeded upper limit of the well.
• Error Handling:
o Hydraulic lift, after fleeing the upper limit of well and stopped, slipped away downwards
automatically and the control system blocked the operation of lift pursuant to EN 81-2.
After checking the lift and making sure that you’ve eliminate the reason of upward fleeing,
cut and give the feeding of control panel or taking into revision and turning it back to normal
and clear the blockage.
5.16. CAR COMM. ERROR

o MOM card and MOS card cannot communicate.
o When this error occurs, the lift becomes blocked. If communication is cut while on move, the
lift makes an emergency stop.
• Error Handling:
o Health communication cannot happen in line CAN1 btween MOM and MOS. Check if there is
a loose contact or looseness at the following points where line CAN1 passes through:
¾ Terminals CANH, CANL, 100 and 1000 of MOM card
¾ Lines CANH, CANL, 100 and 1000 in the flexible cable going to the car
¾ Terminals CANH, CANL, 100 and 1000 of MOS card
o If there is not any loose contact or looseness at the points specified in Solution 1, first replace
MOS card, and if the problem is still persists, then replace MOM with the new one.
5.17. GROUP COM. ERROR
o There is a communication error in duplex operation.
o When this error occurs, the lifts turn back to simplex operation.
• Error Handling:
o Check the robustness of duplex cable interconnecting control panels A and B.
5.18. UCM ERROR

o UCM occurs, the car safety brake might be active.
• Operating mode of lift when error occurs:
• Error Handling:
o Enter quick menu and reset UCM fault with parameter of Q55. Power off-on and taking normal
mode from inspection do not correct UCM failure.
5.19. SHAFT LEARNING ERROR

o Shaft learning process couldn’t be completed.
o The system doesn’t turn into normal operation.
o It can be operated at “ INSPECTION ” or “ RE-CALL ” control mode.
• Error Handling:
o Learning process needs to be completed successfully.
5.20. ENCODER CARD COMMUNICATION FAILURE

o Momentum control system can’t communicate with ISC card.
o The system can’t turn into normal operation until the communication is ensured.
o It can be operated at “ INSPECTION “ or “ RE-CALL “ control mode.
• Error Handling:
o Check that Momentum control system and CAN – BUS cable of ISC card are inserted and
steady.
o Check that CAN – BUS line is terminated properly.
5.21. ENCODER CHANNELS ARE CONNECTED REVERSELY

o When Momentum control system confronts such a problem, it continues to operate the lift at
its normal mode by reversing the channels in themselves in terms of software.
6. Commissionning Instructions
Important : This commissioning guide is prepared to help to authorized personnel who are
! already trained how to operate a lift. Mik-el Elektronik San. Tic. Ltd. Şti. may not
be charged the responsibility of any hazard or accident which may happen during
the application of the procedures explained in this guide in any way.
The persons who commissions an operate the lift must be aware of and apply all
the safety precautions necessary to operate the lift. They must obey to all related
regulations which are in power in the territory of usage of the controller,
especially to the European Lift Directive EC 95/16 and to related European
standards EN81-1 and EN81-2 .
The information supplied here is only of complementary nature to basic safety
regulations and rules!
6.1. Car and shaft wiring

Make sure that the necessary electrical connections between the control panel, the car, the shaft and the
motor are realized according to the wiring diagrams supplied with the control panel.
Check with an appropriate short-circuit-meter (preferably a digital ohm-meter), which applies a low
voltage to the measured circuit, whether there are any short-circuits in the lift wiring.
Especially make sure that there are no short circuits across the power supplies with the following wiring
numbers:
• # between # 100 (+24VDC) and # 1000 (common) [Supply for signalization]
• # between # 2001 (+200VDC) and # 810 (-) [Supply for door lock coil]
• # between # 840 (+200VDC) and # 3000 (-) [Supply for mechanical brake coil]
6.2. Connections to mains and protective earth

Make sure that the panel chassis is properly connected to the protective earth.
Connect 3-phase mains supply 3* 380VAC +/- 10 % (unless any other value is ordered) via proper fuses
to L1 / L2 / L3 and to the neutral N (Mp) terminals of the panel.
Feed the mains supply to the control panel by depressing the main (thermo-magnetic) circuit breaker
(S2), and measure the following voltages across the panel terminals:
o 20 to 26 VDC across # 100 (+) and # 1000 (-)
Also, watch that the power supply LEDs on the cards listed below are all light on meaning that the
corresponding voltage supply is present at the terminals of the cards:
LED CARD POWER SUPPLY

5V-A MOM 5 VDC (100, 1000)
5V-B MOM 5 VDC (9AC)
6.3. Operation in inspection and re-call modes
• Make sure that all the safety circuits, i.e. door contacts [# 130 and # 140], all the emergency stop
contacts and buttons and overspeed-governer contact [# 120], lower limit switch [# 817] and upper
limit switch [# 818] are connected properly and are all operative. Watch the corresponding LEDs on
the MOM card.
• Enter into the inspection mode by throwing the inspection switch on the top of the car (S31) to the
inspection position or enter into re-call mode by setting the re-call switch on the control panel (S27) to
re-call position. The LED 869 on the MOM card must turn off, whereas the LED 02 on the MOM card
and the "Out of service" lamps [# 02] on the indicator panels of the lift should light on.
In this modes the car can be moved only at inspection mode speed in permitted range by the
authorized personnel via inspection buttons on the top of the car or by the re-call buttons at the control
panel (or on the hand terminal) in the machine room.
If the lift is taken into the inspection mode by the inspection mode switch on the top of the car
(S31), it cannot be taken into the re-call mode by the switch at the control panel (S27). The lift
cannot be moved via the upward and downward buttons at the control panel!
Note that in the inspection mode the automatic door is kept closed by the controller. It can only be
opened manually by the personnel on the top of the car.
In the inspection mode the car illumination will not be turned off by the controller, as well.
The controller will cancel all existing calls and will not accept any calls during inspection mode
operation.
To be able to enter the lift into inspection mode line 869, which is connected to the MOM board, must
be disconnected by the inspection mode switch.
• Now the car can be moved at allowed inspection speed upwards or downwards by continuously
pressing the upward [S32 / line 501] or downward [S31 / line 500] button on the top of the car,
respectively. If the car moves in the opposite direction to the desired direction, exchange two of the
three phases fed to the motor.
Note that the car will not move upward when the car is at the top stop and downward when the car is at
the lowest stop since the upper [S-R2 / line 818] or lower [S-R1 / line 817] forced slowdown switch is actuated,
respectively. If the forced slowdown switches are not installed yet, the car cannot move in either direction. In this
case terminals # 817 and # 818 should both be temporarily connected to the terminal # 100 to shunt the
switches.
Note that, when shunted, the forced slowdown switches are not functional, and the personnel
!!
must be careful at the limit stops !
The lift mustn't be operated in normal mode of operation with shunted forced slowdown
!!
switches !
The door and lock safety circuits [# 130, # 140] and the emergency stop circuits [# 120] must
!!!
never be shunted in any kind of operation !
• Move the car upto the lowest floor and start installing the magnets of the Gray code magnetic switches [S-
M0, S-M1, S-M2 ...] or of the pulse counter switch [S-MP] for position information and the levelling switch
[S-JF] from the lowest to the top floor according to the magnet installation diagram. Do not forget to install
the magnets of the lower [S-R1] and the upper [S-R2] forced slowdown switches (for forced braking of the
lift) at correct points as shown in the corresponding magnet installation diagram, if not installed yet.
Mechanical switches can be used for S-R1 and S-R2 , as well.
• Move the car again to the lowest floor and make sure that at the lowest stop the contacts of all the Gray
code position information switches [S-M0, S-M1, S-M2 ...] are open. If there is a Gray code switch with
closed contact, check if the magnets are installed in correct sequence and if the switches “see” all magnets
at each floor. Travel in the inspection mode up to the top floor and meanwhile watch on the display on the
MOM card that the floor numbers are displayed in correct order starting from 0. If the floor number
sequence is not correct at any floor, stop the car at that floor and check the magnets and the distance
between the magnet and the magnetic switch.
• If pulse counter switch is preferred as position information method instead of Gray code method, first of all
pulse counter method must be chosen for the corresponding parameter in the menu. After the magnets of
the pulse counter switch, of the leveling switch and of the upper and lower forced slowdown switches were
installed, move the car to the floor level of the lowest stop. At this point make sure that the contacts of the
leveling switch [S-JF] and of the lower limit switch [S-R1] are open, whereas the contact of the upper limit
switch [S-R2] is closed. Besides, both contacts of the pulse counter switch [S-MA and S-MB] must be open,
as well. If all these contacts are in the state described above, the microprocessor recognizes that the car is
at the lowest stop level and resets the stop number counter.
Travel in inspection mode up to the top floor and meanwhile watch on the display on the MOM card that
the floor numbers are displayed in correct order starting from 0. If the floor number sequence is not correct at
any floor, check the magnets and the distance between the magnets and the magnetic switch at that floor.
• Move the car to one of the intermediate floors before leaving the inspection mode and entering into the
normal mode. Note that, if the lift had entered into the inspection mode via the switch on the top of the car, it
can be taken out of the inspection mode only via the same switch.
6.4. Operation in normal mode
Before entering into the normal operation mode, do not forget to check that all the safety circuits
!!! are in proper condition and operative !
Never operate the lift in any mode with shunted safety circuits !
• Make sure that all the safety circuits, i.e. door contacts [# 130 and # 140], all the emergency stop contacts
and buttons and overspeed-governer contact [# 120], lower [# 817] and upper forced slowdown switches
[# 818] are connected properly and are all operative. Watch the corresponding LEDs on the MOM card.
• Enter into the normal mode by throwing the inspection switch on the top of the car to the normal position or
by setting the re-call mode selection switch on the control panel to position normal. The LED 869 on the
MOM card turns on, and the LED 02 on the MOM card turns off. In a few seconds the controller is ready to
accept the car and landing calls.
When the car is at one of the intermediate floors, give a car call to a neighbour floor. Watch that the
corresponding call register LED on the H/PIO8 card and the call register lamp in the button panel both light on.
The direction indicator (arrow) for the corresponding direction and the car illumination will be turned on, as well.
You can see that either the output for down arrow # 031 or the output for up arrow #032 is energized, and the
corresponding LED on the MOM board lights on.
When the cabinet is in the middle floors, give a call to adjacent floor. See that concerned LED of
call record in MOM card and call record light in button box is on. Arrow light that shows travel direction
and cabinet light will also be on.
6.5. Start of travel
• For lifts with swing landing doors : The relay for high speed [K3] and the relay for the door lock magnet
[K7] on the MOM card, and consequently the door lock magnet will be energized when all doors are closed
and door contacts conduct, i.e. safety circuit voltage is available at terminal # 130. You can measure the
door lock magnet voltage between the terminals # 2001 (+) and # 810 (-).
As soon as the doors are locked and the door lock contacts conduct, i.e. safety circuit voltage is available at
terminal # 140, the contactor for high speed [KH] and either one of the contactors for travel direction [KU1 or KU2] is
energized, and the car starts traveling at high speed.
• For lifts with automatic doors : First the door is closed, and as soon as all the landing door contacts and
the car door contact conduct, the contactor for high speed [KH] and one of the contactors for direction [KU1
or KU2] are both energized, so that travel at high speed starts.
• The car should travel at high speed up to the level of the Gray code magnet of that floor at which it will stop.
At that level the relay K3 on the MOM card and the contactor for high speed [KH] is de-energized, whereas
the relay K4 on the MOM card and the contactor for slow speed [KF] is energized, and the lift continues
traveling at slow speed.
• As the lift reaches the level of the magnet of the leveling switch [S-JF] , the direction and slow speed relays
and contactors are both de-energized since the leveling switch [S-JF] opens. At the same time the LED 142
of JF on the MOM card is turned off, and the lift stops at the floor level. Consequently, the corresponding
call register lamp on the H/PIO8 card or on the MOS card is turned off, as well, indicating that the call is
serviced.
Note that, the car may not stop at the exact floor level since the leveling magnet may not be installed
accurately yet. In this case the automatic door may not open if the leveling switch [S-JF] is closed again since
the car went beyond the floor level ( the LED 142 is turned on again after a short turn-off). This situation will be
corrected by fine adjustment of the leveling magnets as will be described later.
• In the system with manual landing doors, when the car arrive to the served floor the contact of K7
relay is opened and door cam is de-energized. So the door lock is unlocked. In the hydraulic
systems, three is an additional relay which is connected to the out of OUT1 instead of K7 relay.
• In the case of swing doors the door lock magnet is de-energized together with the direction contactors, and
the lock cam is released.
• If there isn’t any recorded call, direction arrow and cabinet light turns off after some seconds.
• Make the lift travel to all middle floors by giving cabinet and/or floor calls and ensure that the lift
works properly as defined between the articles 4.2 and 4.7 above. Finally carefully make the cabinet
travel to the lowest and top stops by giving cabinet and/or floor calls.
6.6. Fine adjusting of stop alignments on the floors
o Before starting to fine setting of floor alignments, all the mechanical parts of the lift and rails
required to be cleaned and greased carefully. The cabinet shall be balanced with a counter
weight equal to the total of approximately the half of cabinet load capacity and cabinet
weight. In the lifts with long (generally more than 30 m) travel distance in order to provide
accuracy of floor alignment balance chain shall be used so as to balance the ripe weight.
o Load the cabinet with half of its loading capacity. Make travels to all stops in both directions
by giving call in normal working status. Control stopping alignment when it stops on the
floor. Adjust finely by sliding the contact engager magnet of stopper switch on the floor if
needed, control the alignment again by traveling the same stop in the same direction.
Repeat this process until you reach an acceptable alignment accuracy.
→ END OF DOCUMENT ←

Mikel Momentum Lift Manual Ingles

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Momentum Lift CONTROL SYSTEM

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1. Identifying Momentum Control System

Momentum, is a microprocessor based electronic lift controller system consisting of hardware

1.2. General Specification of Momentum Control System

9 Usage on all rope and hydraulic lifts

9 Shaft copy system via encoder,

9 Design taking a small place on board and providing easy connection

9 Easy and understandable user-friendly menu interface

9 Saving menu access with password

9 Display of lift position on 7-segment screen on MOM card

9 Automatic level adjustment as door-open at hydraulic lifts

9 Controlling moving contactors

9 Bridged security circuit detection function

9 Rescue function on fire

9 Stop ability in the first stop on an earthquake

9 Full load, overload, minimum load, motorman key functions

9 Conformity with EN81-1, -2, -3 and A3

1.3. Considerations to be watched for the compliance of the lift controller

• The information contained in this document are warnings or suggestions. Whoever

1.3.1. Considerations regarding the control system :

1.3.1.4. Travel time limit

1.3.1.5. Overheating of motor windings

1.3.1.6. Time to start a new travel

1.3.1.7. Priority for car calls

1.3.1.8. Direction arrows

1.3.2. Considerations regarding the control panel

1.3.2.2. Emergency stop buttons

1.3.2.6. The input KRU and checking the contacts of contactors

1.3.2.7. Live terminals

1.3.2.8. Level Correction

1.3.2.9. If a speed regulator device is to be used

1.3.4.Considerations regarding the installation of the lift :

1.3.4.4. Enlightenment of engine room : In accordance with the standards it shall be

1.4. Block Diagram of the System

CONTROL PANEL To the other lift control

From the To the car From the position information

Group communication connections in 2KSA control type

Group communication connections in 2KS control type

System general connections

General diagram of Can Bus line of the system at simplex lifts

General diagram of Can Bus line of the system at duplex lifts

1.5. Operational Functions

1.5.2.UNINTENDED CAR MOVEMENT (UCM)

Figure 1. maximum distance to stop the car with UCM

Parameter Code Parameter Explanation Set Value

1.5.3.1.1. CHECKING FOR DOWNWARD VALVE AND A3 VALVE

1.5.3.1.2. TEST MODE FOR UCM PROTECTION SYSTEM

1.5.4.THE ROPE LIFTS

1.5.4.1. PRE-TRIGGERED OSG CHECKING

1.5.4.2. BRAKE CONTACTS OF GEARLESS MOTOR CHECKING

1.5.4.3. TEST MODE FOR UCM PROTECTION SYSTEM

1.5.5. ENCODER SHAFT LEARNING SYSTEM

1.5.5.1. ISC V1 BOARD

1.5.5.2. ISC V2 BOARD

ISC V2 Jumper Settings

1.5.5.3. Magnet Placement In The Shaft (If MP-A3 Switch Is Used)

1.5.5.4. Magnet Placement In The Shaft (If JF 142 Switch Is Used)

1.5.5.5. Parameter Adjustment

Parameter Description Possible Figures