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“F” SERIES
MAINTENANCE MANUAL

GENERAL VERSION
ERROR CODES.
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INDEX

1. BASIC OPERATING PRINCIPLE..............................PAGES 3 TO 4

12

2. GENERAL INFORMATION....................................PAGES FROM 13 TO

29

3. INSTALLATION VERIFICATION...............................PAGES FROM 30 TO 34

4. DISPLAY MAIN FAULTS.........................................PAGES FROM 35 TO

50
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The F Series control system is a set of electronic devices whose purpose is to control an
elevator.

The control system is strictly electronic equipment designed to be integrated into the maneuver.
It is not a maneuver in itself, in order to function it needs all the electromechanical equipment
specified for each traction system to be connected to it.

The main technical feature of this equipment and the key to its operating performance is that it
is based on a Microprocessor.

The control system hardware is always the same, no physical modifications are required to
meet different needs. In case of modification, it is enough to replace the EEPROM integrated
circuit where the program resides to meet new features.

The functions of the central maneuver core are:

RECEIVE, on the one hand, the service requests made through the hall and cabin push
buttons and, on the other, the control signals from the cabin, shaft and control cabinet sensors

PROCESS the information received.

GENERATE the control signals necessary to control the maneuver according to the operating
instructions defined in the system program.

The maneuver is composed of the following elements.

• Maneuver plate.

• Cabin plate.

• Brake and skid plate.

• Valve plate and slip.

• Call exchanger plate.

• Peripherals and indicators.

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MANEUVERING PLATE.

The control board is the most important element of the Control System, since it is the one that
actually controls the elevator. The rest are communication devices with the rest of the Maneuver
structure. The microprocessor is on the control board. EEPROM, where the entire elevator control
program is recorded.
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The cabin board, on which all the cabin electronic devices are wired, from which the signals are
carried to the control board, by means of an overhead cable or control rope. 16 threads.
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Call exchanger board (in case of multiplex maneuver). External calls for duplex, triple or
quadruple elevators are wired to this board. It also includes a microprocessor and works at the
service of the maneuver board.
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When the maneuver is ready to operate, it sends signals to the contactors and to the slip plate,
brake or slip valves so that the brake enters and allows the movement of the motor or the
passage of oil.

• Semi-automatic door strike plate and brake.

FA 1 N

BRAKE PLATE AND SLIP.

• Semi-automatic door strike plate and valves.

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F SERIES SYSTEM.

MAINS VOLTAGE 220V. / 380V. – 3phases- 5Hz

MANEUVER Simple automatic, collective downhill, collective selective,

collective duplex, triple and quadruple
SPEED 0.63m/s 1 speed. 1m/s 2 speeds, 1.6 m/s vf, 0.60 m/s
hydraulic.
NUMBER OF STOPS
Maximum 16 stops in all cases of maneuvers.
NUMBER OF 3 maximum.
BASEMENTS
DISTANCE BETWEEN According to EEPROM programming (by running time not
FLOORS
counting displays).
AA. AM, MM
TYPE OF DOORS
OPERATOR TYPE 380v AC. 220v AC with inverter,
POSITION INDICATOR LCD type and TB type programmable LCD.
CONDITIONS Temperature between 0º and 60º C in the machine room.

MEMOIRS:

PLINTH

Programmable EEPROM can be used to set the

CM3 following parameters: type of maneuver (simple,
duplex... selective... etc.), number of stops and
basements, number of cabin accesses, type of
doors (AA, AM, MM), type of traction. Start type
(HD), parking, parking stops, call wiring mode,

EEPROM already programmed and common to

almost all elevators: safety,
CM4
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COMPONENTS OF THE “F” SERIES MONOPOLY CARD.

FUSES:
F1
4A for 7.5v ac
F2 4A for 20v ac

Protects the board from short circuits. For example, a short between the push button line and
24v signals such as photocells and 12 and 2v signals

MICROS 6, 7 and 8 in the ON position increases the time the elevator remains with the doors
open before answering the next call.

SWITCHES:
(Microphones)

1
Activated: cabin hums, for 10 sec. When doors are
detected open for more than 10 seconds, the user
is warned to close them.
2 Fault signal, sends the fault signal to the driver, so
that he activates the telephone call. It must be
activated.
3

4
Connected to ON for fixed display of the fault on
the maintenance display, MS.
5
Activated: cabin doors
will remain open after the last call is answered.
6 Time with open doors

7 Time with open doors

8 Time with open doors
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LED
L1 Illuminated: SC contactor signal.

L2 Illuminated: sarea, zone sign, (area)

L3
Illuminated: CMS, upshift, not activated.
Off: uphill gear shift activated, elevator arriving or on top floor.

L4 Illuminated: closed safety series (shaft and cabin).

L5
Illuminated: series of cabin door safety features (front and rear closed.

L6 Illuminated: series of closed corridor door security systems.

L7 Illuminated, elevator moving in the up direction.

Off, elevator stopped (not broken).

L8 Illuminated, elevator moving in downward direction.

Off, elevator stopped (not broken).
(1A) Elevator going up, illuminated when the elevator is moving and
L9 has an upward direction.
Elevator stopped = off.

L10 Illuminated, elevator with working retractable slide. Shut off retractable
slip contracted

L11 Power supply to the board, on, board with voltage.

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L12 Illuminated: CMB downshift not activated,

Off: downhill gear shift activated, elevator arriving at floor or at first

stop.
L13 CMB. Its operation is the same as the L12, they go together with each other.
CMS. Its operation is the same as L3, they go together with each other.

L14

(4A) Elevator moving and running at high speed = on.

L15
Elevator stopped or running at slow speed = off.

Elevator in motion = on,

L16

elevator stopped = off.

L17 (2A) Elevator going down, illuminated when the elevator is moving and
going down.

off = elevator stopped.

L18 On, elevator in normal operation.

Off, elevator under review.
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ELEVATOR CONTROL SYSTEM. “F” SERIES.

GENERAL DESCRIPTION.

The F series or single-board card is the central unit of the elevator for hydraulic, electric,
MRL, and machine-down elevators, especially for standard-type elevators such as for
residential communities.

System called F series or single plate. This system controls the elevator through a system of
plates.

Base plate or control plate, brake plate and valve-slip plate, cabin plate and call combiner plate
in duplex, triple or quadruple and hall arrow plate, if applicable.

BASE PLATE OR SINGLE PLATE MANEUVER PLATE:

The single-board card is the basis of the system and is designed for elevators with up to a
maximum of 16 stops and a maximum speed of up to 1.6 m/s (if equipped with a frequency
converter).

The basic operations carried out by the F series control system, how it should receive the work
signals, how it handles them and what orders it gives to the Maneuver to govern the system.

These operations are:

• Hallway call detection and recording.

• Control of corridor signaling devices.
• Electronic communication between maneuver and cabin.
• Positioned.
• Engine management.
• Gate operator government.
• Security control and door series.
• Troubleshooting.
Detection of operation in REVIEW

This elevator has two types of wiring:

1. They are signals composed of up to 4 wires, depending on the number of stops,

connectors: “MF, ME, MD” wiring of the hall push buttons).

Wiring from control board to cabin board.

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2. Normal connection lines; voltages measurable with voltmeter.

All safety measures in the shaft, cabin and machine room.

• Hallway call detection and recording (selective recording).

Call detection is achieved by continuously examining the status of the pushbuttons. The control
board continuously analyses whether there are pushbutton pulses to respond to a service
request.

For the detection of hall calls, a set of conductors called ROWS is used (wires from the MF
connector, wires from F0 to F4 and uses one wire for every 4 stops). F4 is the only row to climb
used for the plants: S2, S1, P0, and firefighters). And COLUMNS or COMMON CALLS. (MD
connector wires C0 to C3).

For example:

• ROWS:

Red/Orange: lower limit stops, 5,9,13. (-3, -2, -1 or 0 depending on the number of basements).
Red/yellow: stops 1, 6, 10, 14.
Red/green: stops 2, 7, 11, 15.
Red/blue: stops 3, 8, 12, 16.
Red/violet: -2, -1, firefighters and floor 0, or main

• COLUMNS:

Grey/orange: stops 0, 5, 9, 13.

Grey/yellow: 1, 6, 10, 14.
Grey/green: 2, 7, 11, 15.
Grey/blue: 3, 8, 12, 16.

• Call registration is carried out in a similar way from ROWS and COLUMNS of RECORDS
(CR0 TO CR3) obtaining a flashing light signal through the push button registration plate.

Black/Orange: stops 0, 5, 9, 13.

Black/yellow: stops 1, 6, 10, 14.
Black/green: stops 2, 7, 11, 15.
Black/blue: stops 3, 8, 12, 16.

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Duplex, triple or quadruple calling card (call combiner).

This plate is mounted to combine calls for up to 4 elevators into quadruples with independent
wiring harness.

The operation is the same as that explained in the previous section, but with the difference that
it works in duplex, the elevator closest to the call answers. With the difference that in this case
the wiring of the hall callers is not connected to the control board, they are connected to the call
exchanger board, to the connectors:

• For rows to connectors:

QO, QN, QM, QL for duplex, triple or quadruple, and elevators, master or main, slave 1, 2 or
3, respectively.

• For callout columns:

QG, QF, QE, for triple or quadruple duplexes, and master or main elevators, slave 1, 2 or 3,
respectively.

• For record columns:

QG, QF, QE, For duplex, triple or quadruple, and master or main elevators, slave 1, 2 or 3,
respectively.

The connection from the control board to the exchange board is made from the MH connector
of the control board to the connector of the combiner board, QA (ELEVATOR 0), QB
(ELEVATOR 1),
QC (ELEVATOR 2), QD (ELEVATOR 3) depending on whether it is duplex, triple or quadruple
and elevators: master or main, slave 1, 2 and 3. respectively.

The plate has an ON OFF switch, which is used to turn the plate on or off (open or close the
power supply to said plate, so this switch must be in the ON position for correct operation.

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The board has some operating LEDs which are:

• L1, working LED, this LED must be on, (on = the board has a correct power supply).

• LEDS COM0- ASC0 these LEDs must be on, (on, correct operation of the elevator calls in
master, or main; it recognizes them well).

• LEDS COM1- ASC1 these LEDs must be on, duplex elevator (on, correct operation of the
calls from the slave1 elevator; it recognizes them correctly).
 • COM2- ASC2 LEDs these LEDs must be on, elevator in triples (on; correct operation of
slave elevator 2 calls; it recognizes them well).

• LEDS COM3- ASC3 these LEDs must be on, elevator in quadruples (on, correct operation
of the calls from slave elevator 3; it recognizes them well).

If any of these LEDs are off, check board to board connections, check call connections.

It has an EEPROM programmable to the number of devices. Which one is

attended to first based on the nearest device, parking levels, etc.

CONTROL OF SIGNALING DEVICES.

The control of signaling devices is carried out by means of the following signals generated by
the control board:

1. LS and LUM-ARM signal. Luminous, series of impulses received between 24V DC, which
is emitted every time the elevator receives a call, for single-speed, two-speed and
hydraulic elevators.

2. OF. Up direction and down direction when activated.

These signals are activated as soon as the elevator has a defined direction, that is, if the
elevator is running it will be active depending on the direction it is taking. (direction arrows).

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If it is selective operation and works in LANTERN mode, DB and DS will be activated (on floors
where they have departure direction arrows) when it reaches the speed change screen (for
two-speed and hydraulic elevators) or stop screen (for single-speed elevators) of the floor from
which the cabin is to be accessed. The one corresponding to the direction that the cabin will
take on the next trip will be activated.

If there are no pending calls, no signal will be lit to give the order to activate the flashlights.

The name LANTERNS is the order to the dimension selector plate that encodes the dimension
where we are and activates the date.

COMMUNICATION BETWEEN MANEUVERING PLATE AND CABIN PLATE.

The communication between the maneuver and the cabin is established through four
conductors called:

Cockpit decoder. DC0, DC1. DC2, DC3.

Cabin transmission. TR0, TR1, TR2, TR3.

There are also two wires for powering devices, marked +24v dc and 0v.

The cabin board is used by the control board to manage communication so that, through it, the
cabin device to which the control board needs to send information or from which it needs to
receive it is selected.

This system controls the operation of the following elements:

• Pressed and cabin records.

• Cab direction arrows or cab travel direction arrows.
• Safety contacts, or cabin sensors.
• Order to open doors.
• Order to close doors.
• Cabin hum.
• Fire engine cabin light.
• Overload light.
• Hydraulic cabin lifters.
• Independent service or fire engine key.
• Load control sensors at 80% and 100%.
• Authorized personnel key.
• Cabin plate disconnection.
• Other elements if necessary depending on free entrances and exits.

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The push buttons are connected to a set of wires that access the cabin plate and whose name
is: rows, columns and cabin registers (FC, CC and CCR).

The wiring diagram for the cabin button panel is identical to the one already known for the
corridor.

The connection of the cabin devices (cabin safety or sensors) is carried out as follows:

1. Safety edge (BS) CB connector, door obstacle contact in normal situation, (the contact is
normally closed).

2. April door push button (AP) connector (PI), the contact must be normally open.

3. Door closing button (CP) connector (PJ), the contact must be normally open.

4. Photoelectric cell or curtain (MENCO if equipped) this connector also has a power output
for the photocell (24v DC), only the contact for the curtain is used, which has a separate
220v AC power supply. The contact must be normally open.

5. Independent Service (SI) connector (PK), the contact must be normally open.

6. Charge control at 80% (BP) connector (CC), the contact must be normally open.

7. 100% charge control (CSC) connector (CD), the contact must be normally open.

By activating any of these contacts, either accidentally or manually, it will be displayed on the
display so that (*0) will appear intermittently. And the elevator will remain stopped until the
contact returns to its normal position.

The shunting rope joining the shunting plates and the cabin, in addition to carrying the
decoding, transmission and power supply signals, carries the signals from the photo switches
(1 photo switch for mechanical traction, and 2 photo switches for hydraulic traction) and the LS
light line, standard for the cabin position light.

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POSITIONED.

The F series uses a PHOTOBLOCK placed on the cabin roof and a row of screens distributed
along the shaft to monitor the position of the plants at all times. In this way, as the cabin moves
along the gap, a screen count is carried out which allows the system to calculate its position at
all times.

In single-speed elevators, a stop screen is used for each stop, placed in such a way that when
the photo switch hits it, the elevator stops perfectly at floor level.

In the case of two-speed traction, apart from the stop screen (for all stops), other speed change
screens are used for deceleration before the plant stop or stop.

At the extreme levels (upper and lower), the activation of the speed changes is mechanical
(only these stops do not have gear changes on the screens), so that they inform the system of
their correct position, whether on the upper floor or on the lower floor. The information from the
changes is received by the system through the relays (on the control board). Actuating a
mechanical gearbox involves opening its contact, which causes one of the gearbox relays to be
deactivated: B69 and B69A for the lower gearbox, or T69 and T69A for the upper gearbox. The
relay activated or deactivated status is the information received by the control board.
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In single-speed elevators, the mechanical shift is only used on the extreme screens (it does not
have shift screens) but they do not give the order to stop until the photo switch reaches the
stop screen, it only informs the maneuver that it is on the extreme floor, whether upper or
lower.

1-speed elevators:

1 stop screen per floor, they do not have speed change screens, they only have mechanical
gear changes in extreme floors (they do not change speed, they only inform the system of the
position of the cabin).

2-speed elevators, with variable frequency drive and hydraulics:

3 screens per floor, two for changing speed, one going up and one going down, and a stop on
each floor. At the upper and lower levels, they do not have shift screens and instead have
mechanical gear changes, which indicate to the maneuver its positioning at the last or first
level.

The size of the shift screens can vary between 20 and 40mm.

The length of the stop screens will be sufficient so that in the event of slippage there is no stop
outside the screen (approximately: 600mm for one speed, 160mm for two speeds, and
depending on the separation between photo switches for hydraulics).
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Screen layout for speed.

The length of the stop screens must be sufficient so that in the event of a slip, the stop does not
occur outside the plant,

The upshift and downshift gears must be arranged so that they are activated approximately
30mm before the photo switch enters the stop screen.
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Screen distribution in two-speed maneuvers

D = normal change-stop distance.

Table for calculating D as a function of speed.

Speed (m/s) 0,60 1 1,65 Vf 1m/s

D 0,60 From 0.90 2 1.30m
to 1m

HYDRAULIC
0.60 down 0.60 rise 0.90 down 0.90 rise
D 0.70m 0.60m 1.20m 1.10m
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Hydraulic traction.

In this case, the operation is carried out by a system consisting of:

• Two photo switches on the cabin roof

• Two reed bulbs on cabin roof (magnetic contacts).

• Line of screens with magnetic stop screens.

The layout of screens and gears is identical to that of the 2-speed case.

The F-series controller uses two photo switches on the cabin roof. These photo switches are
double or single beam and each give a signal to the control panel via the control rope. The
lower photo switch keeps track of the screen count required for positioning the cabin when the
device is going down and a particular count when the device is going up. The upper photo
switch keeps track of the screen count when the cabin is going up and a particular count when
it is going down.

These photo switches are also used to re-level the elevator on the floor (p. and. in the event
that the piston leaks oil with the elevator stopped and goes down). For elevators with dual
beam photo switches, both beams must be on the stop screen.
For single beam photo switches, it is sufficient for the beam to be on the stop screen.

In hydraulic traction. In addition to these photo switches required for re-levelling, a floor module
(SR MODULE) can be added which receives the signal from two REED ampoules (K1 and K2)
placed on the roof of the cabin, which is activated by magnetized meshes. This module informs
the controller by means of the SAREA signal that the elevator is at level and allows re-leveling
with open doors and pre-opening of doors in the event that the eeprom has been previously
recorded.
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View of the photo-switch connections.

Electrical appliances, 1.2 speeds and with frequency converter.

PHOTO SWITCH FOR ELECTRIC ELEVATORS WITHOUT PRE-OPENING OR RE-

LEVELLING

PHOTO SWITCHES FOR HYDRAULIC OR ELECTRIC ELEVATORS, WITH RELEVELING AND

PRE-OPENING.

CABIN PLATE

SF PHOTO
INFO

24V 24V

OV OV

SF SUP PHOTO

24V
24V

OV OV
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ENGINE GOVERNMENT.

The control board uses the electromechanical control to the relay board as a communication
interface. This board incorporates a set of relays governed at 24V DC (auxiliary relays).

The control board generates 24v DC control signals that activate the relays. The activation of
the relays determines the activation of the contactors that supply power to the motor.

The control board must have a 24V DC power input so that it can generate the control signal.
This will normally be obtained through the review signal input (SREV). In this way, when the
inspection switch is activated, this signal disappears and with it, the possibility of controlling the
control board on the relay board.

The voltage input to the motor and its movement is done by means of the relays.

• 1A actuates the up contactor (WO).

• 2A actuates the down contactor (WU).

• 4A actuates the fast speed contactor (S).

The slow speed contactor (L) communicates directly through the auxiliary contacts (WO and
WU) this is due to the need to start at low speed. Being re-leveling in hydraulic traction the
contactor input
large prevents the small contactor from entering and vice versa. At the time of the speed
change, relay 4A is deactivated and this causes the output of the fast speed contactor (S), the
low speed contactor enters and when it reaches stop it closes the contactor signals.
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In hydraulic traction there are two types of starts depending on the maneuver:

• direct start.

• Star-delta start.

GOVERNMENT OF DOORS.

The door government is governed by the signs:

• 43F Close front access doors.

• 43P Close rear access doors.
• 44F Open front access doors.
• 44P Open rear access doors.
These relays are located on the control board. controlled by two 24v dc signals.

The control board sends the relay activation signal for 6 seconds to open and for 8 seconds to
close. If after this time the doors have not been opened or closed, the operation is retried up to
six times. If the operation cannot be carried out, the manoeuvre goes into a breakdown
situation.
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In the opening operation, if operators with limits are used, when activated they leave the
operator without voltage, but for the purposes of the microprocessor the opening operation will
continue until the timing ends.

If operators without ends are used, it will remain under tension for the entire allotted time (6 or
8 seconds).

In the door closing operation the microprocessor is informed of the end of the closing operation
through the series of doors. When closed series are detected, the door closing operation is
completed, and if there are calls, it gives the order to start.

SECURITY CONTROL AND DOOR SERIES.

The safety and door series constitute a total series at 220v ac. The opening of any of these
series must determine the failure of the contactors and the machine brake, completely
independent of the activity of the control system. But apart from all this, the control board uses
the information from the series to control the equipment, so that, in the event of the series
opening at some point, it assumes the situation, does not try to activate contactors and enters a
fault situation, waiting for the series to close.

LEDs 29 (L4), 40 (L5) and 41 (L6) will remain lit as long as the safety series, cabin contacts
and interlocking are closed consecutively.

L4 safety series (closed; LED on).

L5 series cabin doors, (closed; LED on).
L6 series of shaft doors, (closed; LED on)

FAULT DETECTION.

The system is capable of detecting and reporting a certain number of faults or operating
anomalies originating at any point in the electromechanics of the maneuver (outside the control
system). Or in the control system itself.

The information is dumped for maintenance purposes through the position lights or displays
placed in the corridor or cabin, grouping the errors detected in blocks of 10, depending on the
type of failure (see table of errors and possible solutions).

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There is also an MS connector in the control cabinet on the control board itself, through which
the latest fault that has occurred is dumped.

In this way, maintenance personnel will be able to verify whether a temporary breakdown has
occurred since the elevator was last inspected. The only thing you need is a light or Display
and connect it to the MS connector of the control board and activate microswitch 4 of said
control board and thus you will be able to see this fault, by disconnecting the aforementioned
microswitch, the Display will dump the same information as the hall car position lights.

OPERATION DETECTION UNDER REVIEW.

In the revision, the operation of the system becomes independent of the control system, and
can work even without installing the control boards and cabin.

It is planned that the detection of the review signal is carried out through the SREV terminal
that goes from the relay board to the control board, so that, when the review is activated, the
control board stops receiving the SREV control and power signal, thereby preventing it from
being able to control the relay board and, therefore, the electromechanics of the control.

When being reviewed, the lights or displays will show a fault (*3).

With the switch in the review position, the L18 LED corresponding to the NORMAL signal turns
off.
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For the elevator to operate under review, it is necessary to use a push-button panel on the
cabin ceiling. This push-button panel has the property of switching the elevator between
NORMAL operation or REVIEW.

And in addition to two buttons, one for up, another for down and others for doors (open and
close doors during inspection).

When the elevator is put into Review from the cabin ceiling control (Review button panel), the
elevator stops the maneuver, but does not control the ascent and descent; certain cabin safety
features are cancelled, such as sensors, load weighing, photocell, pre-opening contact, door
limit switches, and obstacle contact. All other contacts in the safety series remain fully
operational.

The cabin is moved from the ceiling button panel during inspection by pressing the up or down
button, respectively, to the desired movement. The safety series must be closed, so that the
elevator moves at inspection speed. If any series is opened, the elevator will not work, not even
in the Inspection state.

The review button panel directly switches the 220v ac signal so that the slow (L) and up (WO)
or down (WU) contactors come in depending on whether the lift is raised or lowered.

When the Review command returns to Normal and all safety series are closed (both in the
cabin and in the shaft and machine room), the elevator will operate again.

PARKING OPERATION.

The parking stops and operating mode are already programmed from the factory in the
EEPROM. The parking function is the same for individual and group elevators. This is only
possible for selective manoeuvres, and up to 4 parking stops can be defined. There are three
types of parking.

• only one elevator per defined parking stop.

• parking only from basements and at the same stop.

parking only from basements and on normal different floors.

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 INSTALLATION VERIFICATION.

1. Installation verification (no voltage).

Before starting up, it is necessary to carry out the verification operations indicated in this
section.

As a verification tool, a multimeter is necessary to test closed and open circuits.

Electrical diagrams or installation plans are also required.

2. Verification of electromechanical elements.

Check the correct operation of all electromechanical elements (safety contacts) in the shaft,
cabin and machine room. Ensure that these contacts open and close correctly according to the
installation drawings.

3. Check the insulation of the shaft installation.

Check that the ohmic resistance between 0v and ground is in the order of megaohms.

4. Checking voltages in the cabinet.

These checks will be carried out on the female connectors that enter the control board.

Using a multimeter, check the cabinet supply voltage at terminals L1, L2, L3 (normally 3
phases at 380V AC) and check that the red and green LEDs of the RIF phase monitor (small
plate next to the thermal magnets) are on.

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Connect the IM operating switch and check the voltages on the relay board.

Input voltages:

• v ac RQ connector (A and B).

• 20v ac connector RB (4-L18) in normal connection (contactors and extreme gear changes,
or mechanical).
 • 380 V ac on RL [1 (R), 3 (S) and 5 (T)], three-phase door operators (front door) RBR for
rear door operator.

• 220v ac in RL [3 (S), 5 (T)] for powering single-core operators.

• 220v ac at RA [1(L101), 4(L18) input to transformer board.

Output voltages:

• +24v dc MG connector power supply to cabin board.

• +24v dc RE connector (0v, +24v) power supply for SR safety module for hydraulic devices
or with pre-opening and re-levelling.

• +24v dc RF connector (ov, +24v) relay power supply.

Other testing points:

• REVIEW LED (L1) with the elevator in Review remains off.

• B69A (L2), B69 (L4) downshift, actuated LEDs off. (the elevator is at the first stop or
below).

• T69A (L3), T69 (5), upshift shift actuated, LEDs off. (the elevator is at the last stop or
higher).

• 4A (L6) elevator in fast motion LED on.

• 6A (7) 1A and 2A auxiliary relay lights up when 1A or 2A is connected.

• 2A (L8) elevator down LED on.

• 1A (L9) elevator up LED on.

• RBR (L10) with slip activated LED on.

• +5V (L11) with correct 5v dc voltage LED on.

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Checking the wiring on the control board.

(plan 2.652.18 of the diagram)

These checks will be carried out on the female connectors that access the control board.

Check with a multimeter that there is no voltage greater than 24v dc between terminal 0V
(MG5) and the rest of the terminals of each terminal strip, except MJ, MR, MQ, MP, RL and
RK.
Also check that there is no alternating voltage of any value between the common terminal RA
(L18) and the rest of the terminals indicated above. If voltage appears on any terminal, place a
resistor of approximately 10kohm/1w between that terminal and L18 and repeat the
measurement. If the measurement remains the same, there is a wiring error; check the shaft or
cabin wiring as appropriate.

REVIEW FUNCTION.

REVISION

LED L18 turns off when the elevator is put into SERVICE.

Using the inspection button on the roof of the cabin, check that the elevator moves at slow
speed (in the case of 2 speeds), in both directions by pressing the button corresponding to the
chosen direction.

Check the effectiveness of the Stop switch on the inspection control so that it guarantees
instant stopping with the button pressed.
TURN THE REVIEW SWITCH IN THE NORMAL POSITION.

Before putting the connector in NORMAL, test the operation up and down the shaft path in
CHECK, making sure that the elevator correctly picks up the upper and lower gear changes,
that the door blade passes correctly through the locks and that it opens and closes them
perfectly.

Check the correct positioning in the gap of the stop and change screens (of the intermediate
floors) and the magnets, if equipped (hydraulic and electric elevators with releveling and pre-
opening).

Cut off power at the control panel, and put the elevator in normal mode, then re-energize the
control panel.

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Check that the following operations are carried out:

• the operator orders the doors to close.

• The car must start in a downward direction to the lowest extreme floor (with the car on the
middle floor, without pressing the lower mechanical gear shift, because if you press it, it
would start uphill to the next higher floor).

• The cabin must start with the display on but without marking anything, the down arrow on
and the registers will remain off (the display turns on but does not mark anything, only the
direction arrow).

• Once the elevator has been corrected, it must be in normal operating conditions (the
elevator stops at the first stop, waiting to receive a call).
 • The display must indicate that the elevator is on the lower floor, without any direction
arrows, and displaying the number of the floor it is on (-3, -2, -1, 0, PB, S3, S2, S1, as
recorded in the EEPROM).

• Also check the status of the control board LEDs. They must be as follows:

II On: SC- contactor signal.

L2 On: SAREA- zone signal (area)
L4 On: safety series.
L5 by state and type of doors: presence and contact of doors

• AM: off
• MM: On
• AA: On - park with doors open or breakdown
• Off - off with doors closed.

L6 (41) interlocking series according to door type.

• AA On.
• MM Off.
• AA On - Park with doors open.

L7 (DS) Up direction = off.

L8 (DB) Direction down = off.

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L9 (1A) Elevator going up = off.

L10 (RBR) Retractable latch = off.

III ( 5V) Power = on.

L12- L13 (B69A, B69) Downshifting (CMB)

downshift actuated = off. (elevator at first stop).

L3 – L14A( B69A, B69) Upshift gear shifting (CMS),

Without activating the gear shift while going up (because the elevator must be on the lower
floor) = on.

L15 (4A) Fast speed = off.

L16 (6A) Running aid = off.

L17 (2A) Up direction = off

L18 (REV) Elevator on NORMAL.

If after having made the checks, make a call to any floor and test its correct operation, and
stops.

If these conditions are not met or if an error occurs while the device is working, consult the
faults chapter.
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TROUBLESHOOTING.

Generalities.

The F-series control system includes among its features the visualization
of informative messages through the cabin, corridor and cabinet position lights, if equipped.

1. Failure in the electromechanical system of the control or in some input or output device of
the control system itself.

2. Special operating situations such as inspection, cabin or roof Stop, pit Stop, etc.

The information displayed consists of a fault code identification symbol (*) and a fault
identification number from 0 to 9.

In the event of a breakdown or special operating situation, an asterisk (*) followed by a number
from 0 to 9 will appear intermittently on the digital display of the position light units located in
the aisle and cabin, which will allow the reason or reasons that, due to their poor operation,
cause such a breakdown to be located. For example, if you were in a breakdown situation
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As a complement to the information provided through the lights, in the event of a fault, the
LEDs on the push buttons or hallway registers will remain lit in a universal manoeuvre, thus
indicating that they are occupied.

In a selective maneuver, the diodes or LEDs of the push buttons will remain off in cases where
the calls are rejected.

The direction arrows on the hall buttons will remain off in cases where existing calls are made,
both in universal and selective manoeuvres.

In the case of faults that may be intermittent (where the problem usually resolves itself), in the
case of faults 0,4,5 and 7, the control board has a connector called MS where a light or display
can be connected (0v and 24v dc, display power supply, signal or LS, signal that marks the
fault, do not change the order of the inputs or the display would be damaged) and activating the
microswitch or micro bridge nº4 of the control board, the last fault will appear in fixed mode,
deactivating said micro bridge, it will mark the same as the other position lights.0 the following
display would appear.

The possible fault situations identified by their code are listed below. For each of them, the
elements that may cause the failure and the checks that must be carried out are indicated.

IMPORTANT:

Some of these faults are blocking, that is, after identifying the fault and carrying out the repair, it
is necessary to press the RESET button on the control board so that the start-up procedure is
executed and the operation of the elevator can be checked.
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• 0 CABIN SENSOR FAILURES, ENGINE ROOM THERMAL SENSOR

FAILURES.
PTC, machine room thermal contact, motor thermal contact, non-locking fault, no need to reset
the elevator after troubleshooting.

The cabin will remain in this fault situation when one of its sensors is detected activated for
more than 10 seconds. It will exit this fault situation when the problem that caused it
disappears.

Check the control panel with the multimeter for continuity between the contacts of:

• PTC or VTH-2 motor thermal contact plate.

• Thermal contact of the panel or machine room located in the control cabinet. On the
control board connector “MC”

Check the cabin plate:

• voltage on the cabin plate, the LED must be on and with 24v DC voltage input. Check the
voltage input between 0v and 24v dc and the fuse on said board.

• Front photocell “CE” test 24v dc power supply (white-yellow wires) and closed contact
(green and brown wires),

• Rear photocell, if equipped, “CJ”, same as the previous one,

• “CB” safety edge (door obstacles),

In the case of AA or AM doors, if 10 consecutive attempts to close the doors are aborted by
activating one of the previous sensors, the fault will be overturned for 8 seconds if the problem
that caused the fault is remedied during this time, otherwise, the fault will continue to be
overturned.

In this case all calls are cancelled in both universal and selective maneuvers.
Upon returning to normal operation, the doors will remain in the position previously selected by
microswitch 5 of SW-1 (open or closed) in the case of AA doors or will remain open in the case
of AM doors.

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 • Overload, CSC contact, will be detected during door closing. When overload is detected,
the maneuver will not allow doors to close and will activate a beep and the overload light will
illuminate on the display for 30 seconds, remaining that way as long as the overload signal
exists. It will also tip over after 30 seconds of failure.

After 30 seconds of failure, the call initially registered in universal maneuver will be dropped but
not in selective maneuver. During the entire time that the overload lasts, no more calls will be
answered in any type of maneuver,

Upon returning to normal operation, the cabin doors will remain in the state initially set by
microswitch SW1.5 (open if activated or closed if not, or in the case of AM they will remain
open).

In a selective maneuver, the calls initially registered will be attended to

SOLUTIONS:

In the event of a breakdown, the procedure to follow is as follows:

The cabin sensors are read by the maneuver-cabin communication. The signals they handle
are voltages such that, if a sensor is activated, it behaves like a closed contact, setting the
terminal corresponding to the sensor signal to +24v dc or 0v (depending on the type of sensor
or contact).

This fault is not blocking. The elevator will return to its normal state as soon as the problem that
caused it disappears.

Before you start checking for any possible sensor failure, make sure that this failure is not due
to an overload of people in the cabin, in which case there is really no sensor failure. If the cabin
continues to tip over after users leave, the fault must be determined which sensor is causing
the problem. To do this, the following checks will be carried out:

a) In the engine room:

Following safety procedures.

• VTH or PTC board, the LED on said board must be off, if it is on, check for excessive
motor heating, check with the voltmeter for continuity between the contact terminals, there
should be no continuity. If there is no continuity and the LED is on, check the contact
wires. If the wires are fine and the problem persists, change the VTH board.

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• Machine room thermal contact, located in the control cabinet, this contact protects against
excessive heating in the machine room. Check the temperature level that is programmed
(manual drive wheel, on the contact) it must be at 60º C. Check on the control board
between the terminals of the MC connector, that there is no continuity, if the connector is
correctly programmed and shows continuity, check the contact wires, if the wires are
correct and the problem persists, replace the thermal contact in the machine room.
 b) In the cabin:

• Photocell, check that the beam is correctly oriented, check the CE connector of the front
photocell and the CJ connector of the rear photocell if it has double boarding for the
correct power supply to the photocell (24V DC between the white and yellow wires), check
the continuity of the contact, there should be no continuity (between the green-brown
wires), if there is continuity, check the contact wires, if the wires are fine and the problem
persists, change the photocell.

• Check that the cabin door open button is not pressed. If it is pressed, check that it is not
dirty or broken. Check that there is no continuity between the terminals of the PS
connector from the contact to the cabin board. If there is continuity and the button actuates
manually, check the wiring. If the wires are fine and the problem persists, change the door
open button.

Safety edge:

• This is the elevator door obstacle contact located on the door operator. Check that the
contact is not actuated, check the continuity between the terminals of the CB connector on
the cabin board that there is no continuity, if there is continuity and the contact is not
actuated, check the wiring that it is not defective and the problem persists, change the
safety edge contact.

NOTE:
Once all the previous contacts have been verified and the problem has still not been
resolved, change the cabin or control board.

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c) In the engine room:

Following safety procedures.

• VTH or PTC board, the LED on said board must be off, if it is on, check for excessive
motor heating, check with the voltmeter for continuity between the contact terminals, there
should be no continuity. If there is no continuity and the LED is on, check the contact
wires. If the wires are fine and the problem persists, change the VTH board.

• Machine room thermal contact, located in the control cabinet, this contact protects against
excessive heating in the machine room. Check the temperature level that is programmed
(manual drive wheel, on the contact) it must be at 60º C. Check on the control board
between the terminals of the MC connector, that there is no continuity, if the connector is
correctly programmed and shows continuity, check the contact wires, if the wires are
correct and the problem persists, replace the thermal contact in the machine room.

*1 CONTACTOR FAILURE..
This type of fault is blocking and requires resetting the maneuver after solving the problem.
If a contactor is inserted when starting, this fault will occur. The vehicle cannot be restarted until
the cause of the fault is detected, and after this has been achieved, the RESET button on the
control board must be pressed.

When the contactors fail, a check is also carried out for 400 msec. If any contactor takes longer
than this time to fall, the elevator will be blocked, causing the fault to overturn until maintenance
personnel can intervene.

FIND OUT:

• Some contactor remains pressed.

• Some contactor that does not fall.
• The power supply to the contactor coils fails.
• Some of the auxiliary relays or one of the mechanical switches
• fail. (B69, B69A or T69, T69A).
• Control board failure.

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SOLUTIONS:
The procedure to follow to identify the point where the fault occurs is as follows:

• Manually operate the contactors to check their operation,

• Check with a voltmeter (without voltage in the cabinet) that the electromechanical
connections and safety contacts, as well as the gear changes) are correct (contacts
closed).

• Visually inspect the condition of the relays, contactors and wiring between contactors and
control board. If you find any visibly defective item, proceed to replace it.

• Check the correct operation of the mechanical changes.

• Press RESET (black button in the center to the right of the control board) and make a call.
If the behaviour of the relays and contactors is correct during the movement of the
elevator, the following should occur:

a) ONE speed maneuver.

• Relays 4A, 1A, or 2A enter (depending on whether it has to go up or down).

• The AUXILIARY (W) and UP (Wo) DOWN (Wu) contactors come in depending on whether
it needs to go up or down.

b) TWO-speed maneuver.

• Relays 4A 1A or 2A enter

• The FAST (S) and UP (Wo) or DOWN (Wu) contactors come in depending on whether it
needs to go up or down.
 c) Direct Start Hydraulic Maneuver.

• Relays 4A and 1A or 2A come in (depending on whether it has to go up or down).

• The contactors enter FAST (S) AND UP (Wo) or DOWN (Wu)

d) ET Hydraulic Starting Maneuver

• Relays 4A and 1A or 2A come in (depending on whether it has to go up or down).

• The FAST (S), STAR (DRS) (*) TRIANGLE (DRD), GENERAL (W) and UP (Wo) or
DOWN (Wu) contactors come in.

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(*) At this moment the Star-Delta timing programmed in the UP contactor timer (Wo) occurs.

In general, for any of the four types of maneuvers described, if noises other than normal are
produced during activation or if noises appear while relays and contactors are activated (relay
vibration, electromagnetic buzzing, etc.). Repeat the operation until you identify which element
is failing and proceed to replace it.

If all the checks carried out do not identify the fault, replace the control board.

ADDITIONAL INFORMATION.

The signal used by the control system to identify the status of the contactors is the SC signal
(contactor signal). This signal is obtained through the electromechanics of the control cabinet.
When all contactors are deactivated, the circuit is closed. On the SC terminal of the control
board we have 240VAC and the corresponding LED on. If it is off, one of the contactors is
activated.

The Control System reads this signal when starting and if it detects that it is deactivated, it will
enter a fault situation.

Regardless of the operation of the contactors, their activation may be prevented by a

malfunction of the mechanical gear changes (2-speed devices) at the extreme levels.

*2 PHASE INVERSION. DETECTION OF THE TWO CAUGHT

CHANGES.
Blocking fault, the elevator must be reset after solving the problem

CAUSES:

If during the correction process the elevator starts downwards and detects the mechanical gear
change signal going up before the mechanical gear change signal going down, it will stop on
the immediate stop screen and report a phase reversal fault.
In this situation the elevator will be blocked until maintenance personnel intervene.

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SOLUTIONS:

Check the correct operation of the mechanical gear shifts, their wiring and the auxiliary relays
B69, B69A, T69 and T69A.

*3 REVIEW STATUS
FAILURE IN HYDRAULIC TRACTION FLOOR MODULE.
FAILURE IN HYDRAULIC TAPS.
REVISION:

It only indicates the waiting situation of the control system, as it is in REVIEW status (the
REVIEW/NORMAL switch on the cabin roof push-button panel must be under review) and at
the same time the L18 LED on the control board must be off.

• If the elevator is not being serviced and this fault appears (make sure that the position of
the service button switches is normal) check that there is a voltage of 24 V DC on the
SREV terminal of the control board.

• If there is no voltage, check if the wiring of the cab roof CHECK switches is correct.

• Floor module failure.

• When stopping on a floor in hydraulic elevators, when it is detected that the two photo
switches are on the screen and the area signal (ampoules) has not been detected, the
doors will not open and after 3 seconds it will go to the ground floor without accepting
calls.

• If the area signal (blisters) is detected again on the ground floor, the situation will return to
normal.

• In the event of a new failure, it will be blocked, continuously overturning the fault. If there is
someone left in the cabin, they can leave the cabin by pressing the open doors button or
at any cabin call, it will open, close, and overturn the fault again.

Failure in hydraulic tappets.

A malfunction of the lifters can cause a breakdown. If the lifters are not able to engage when
starting, this breakdown will overturn and the lift will be blocked until authorized personnel can
intervene. The fault will be overturned for 4 seconds, if someone is trapped they will be able to
leave the cabin, just like in the previous case.
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• At stop, the tappets do not come out, the operation is the same as for the failure of the
floor model at stop.

• If the elevator is operating at high speed and the lifters are released at some point, it will
stop and remain in this fault condition until authorized personnel intervene.

SOLUTIONS:

• Check that the inspection control and its wiring are working properly.

• Check the proper functioning of the floor module.

• Check the proper functioning of the tanks. Check for signs for the control of the electric lift
or skid.

• 4 OPENING IN MOTION OF THE CABIN DOOR SERIES.

It shows the opening of the series of doors when the device was in motion. It will overturn the
fault for 5 seconds if the door is closed again.

In a simple maneuver it will drop the calls and will not start until you make a new call.

In selective he does not answer the calls and when leaving he heads towards the floor where
he was headed.

CAUSES:

• The control board has a defect in the series control circuit.

• Some of the contacts in the series have been opened (either intentionally or accidentally)
while the cabin is moving.

• In hydraulic or pre-opening operations, it may happen that the magnet is detected too soon
and the doors begin to open before the pre-opening.

SOLUTIONS:

• If the LEDs on the S40 (L5) and S41 (L6) control boards remain lit, replace the control
board.

If the opening has not been provoked,

• Check all the contacts in the door series, and make sure that under no circumstances can
the moving cabin rub against any contact and open it.

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• Check the correct position of the cabin doors and the sword.

• Check the correct positioning of the magnets in the recess.

*5 FAILURE TO OPENING DOORS.

After 6 retries (complete closing-opening cycles) the fault is signaled for 8 seconds and the
elevator is unlocked, ready to retry service at the next call that occurs.

All existing calls are dropped when this fault occurs.

CAUSES:

• Check that power is reaching the operator motor.

• Check for a fault in the operator motor.

• Check that the door relay contacts open and close correctly, and that none of the 10w
resistors on the board have been left faulty (they are the white chalk-shaped ones next to
the door relays).

• The doors may be dirty due to the presence of dirt on the tracks.

If all checks do not reveal a fault, replace the cabin plate.

*6 SCREEN COUNT ERROR.

This error appears when the elevator stops outside the stop screen due to incorrect counting or
slipping. It overturns the fault for 5 seconds and goes to correct itself on the ground floor
(unless the mechanical downshift is activated, in which case it will go up to the next higher
floor).

CAUSES:

• There is a lack of intermediate supports in the distribution of screens. This increases the
likelihood of the screen line deviating from vertical or rotating, which may result in incorrect
detections.

• Screen holding ropes relaxed.

• Knots in the support ropes.

• Failure in the photo switch itself.

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 • Clearances between guides that leave the photo switch outside the screen line.

• Excessive cabin slippage at stop.

SOLUTIONS:

• Check the alignment and distribution of the screens.

• Checking the correct operation of the photo switch.

• When there is no object between the arms of the photo switch, the LED remains on, when
there is nothing it remains off.

• Check with a voltmeter that the photo switch power supply is correct (24 V DC) between
terminals 0 and VE for the single beam and between 0 and 24 for the double beam.

• Check with a voltmeter that there is voltage between 0V and VE when there is an object
between the arms of the photo switch(es). (measuring at the photo switch, between 0V
and fotinf for electrical and fotinf and fotsup for hydraulic when measured on the push
button plate). And when there is nothing there is no tension between these terminals,
replacing it if it is damaged.

• Sometimes faulty grounding or shunting (higher voltage nearby, such as gap light bulbs)
can lead to incorrect counting.

• Apply the brake if the elevator slides too much.

If the fault persists despite all the checks performed, replace the cabin or control
board.

*7 DOOR CLOSING FAILURE.

This fault occurs when the elevator is unable to close the series of doors. After 6 attempts, the
fault is signaled for 8 seconds; the elevator is not blocked and tries the series again for another
6 attempts.

All existing calls are dropped when the fault occurs.

CAUSES:

• Failure in the operation of the slip.

• Failure in the control board relay board.

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• Series of doors permanently open.

• Dirt on the door

 • Door hit or with a lock in poor condition.

SOLUTIONS:

• Check the operation of the latch (manual doors).

• Check the operation of the blade (automatic doors)

• Check the locks and contacts on the hallway doors

• Check the door relay contacts.

• Check that the wiring, cleanliness and mechanical condition of the door series contacts
are correct.

• Check the cleanliness of the doors and door tracks.

If the fault persists after carrying out these checks, replace the control board.

*8 PHOTO SWITCHES, CABIN PLATE MALCONDITION, INSUFFICIENT

VOLTAGE, PARACHUTE VALVE.

CAUSES:

• Failure in detecting screens by the photo switch,

• When starting up the photo switch has not left the screen for more than 2 seconds. (brake
failure, skidding, etc.).

• The cabin plates and the control plate do not match.

• When starting the voltage drops a lot and the RIF contact drops.

• When descending, the parachute valve of hydraulic elevators enters (the elevator does not
move and does not reach the screens).
In all these cases, the control must be reset after correcting the fault.

Ref:

OTIS TECHNICAL REFERENCE MANUAL

Page: 47 / 49

F. Edition: November 2008.

THYSSEN Review:5
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CAUSES:

• Check the operation of the photo switch as explained for fault 6.

• Check that the motor wiring is correct and working properly.

• Check the operation of the brake coils and observe whether the cables are slipping on the
traction unit pulley.
 • Check the cabin-maneuver connection.

• Check that the contactors engage.

• Check that the input voltage does not drop when starting.

• Check that the two LEDs on the RIF connector light up

• (orange and green).

• Check that the parachute valve does not enter (on hydraulic lifts).

If the fault persists after all the checks carried out, replace the control board.

*9 OPENING OF THE SECURITY SERIES.

CAUSES:

• Actuation of any mechanical safety contact in the shaft or cabin. In the hole, limit switches,
pit stop, limiter contacts, rescue pinion (MRL devices) cable releasers (hydraulic). Etc.

• Roof STOP operation.

• Detection of lack of supply voltage, in the main 240 V AC power inputs protected by the
IM2 thermal magnet.

SOLUTIONS:

If the opening has not been caused:

• Check the condition and wiring of all safety series contacts.

Ref:

OTIS TECHNICAL REFERENCE MANUAL

Page: 48 / 49

F. Edition: November 2008.

THYSSEN Review:5
“F” SERIES MANUAL
The board must be reset after fixing the fault.

In the event of a power supply failure, as described above, the elevator will be temporarily
blocked until power is restored.

If all the above checks do not solve the problem, change the control board.

NOTE:

There is a type of fault in which the Display does not show anything at all (it turns on but does
not show a fault).

CAUSES:

Failure in the LS signal pulses (signal sent to the display(s) to mark the numeric or
alphanumeric codes of the LCD).
Failure in the control board or in the cabin board.

SOLUTIONS:

When the elevator works correctly in REVIEW but when changing to normal it does not work
and the display does not show anything (it turns on but does not show anything), check the
voltage input on the board through the RB connector through the REV wire and through the
NORM wire there must be a voltage of 240 VAC in both inputs, and at the same time turn on
the LED L18.

There is a possibility that the elevator works, the display turns on but does not display anything,
in this case check the good condition of the LS signal communication wire (pulse signal). If the
communication is good and the hall displays work but the cabin display does not, change the
cabin board. If none of them work, change the control board.

If the display does not turn on, check the power supply (24 VDC).

NOTE:

Never change connector D6 for D5, (D6 = 24VDC, D5= 6VDC, emergency lighting input).

Ref:

OTIS TECHNICAL REFERENCE MANUAL

Page: 49 / 49

F. Edition: November 2008.

THYSSEN Review:5
“F” SERIES MANUAL

* 0 cabin SENSORS (CONTACTS TO CABIN BOARD). THERMAL CONTACTS

IN THE MACHINE ROOM,

* 1 contactor FAILURE, DAMAGED CONTROL BOARD.

* 2 phase REVERSAL, BOTH MECHANICAL GEAR CHANGES, PRESSED AT
THE SAME TIME.

* 3 Elevator under review, SR module failure, hydraulic tappet

failure.

* 4 moving OPENING OF THE SERIES OF DOORS.

* 5 FAILURE IN OPENING DOORS.
* 6 ERROR IN COUNTING STOP OR CHANGE SCREENS ON ROPE.
* 7 FAILURE IN CLOSING DOORS.
* 8 THERE IS NO DETECTION OF STOP OR CHANGE SCREENS ON ROPE.
When starting the photo switch, it does not exit the screens for
more than 2 seconds.

Voltage drop. RIF relay contact (on the control panel).

Detection of cabin plate mismatch. (the version of the maneuver-

cabin plate memories are different).

* 9 OPENING OF THE MECHANICAL SAFETY SERIES OF

hollow and cabin.