1.4.2. Operation Manual - CMC4 - Plus

CMC4+
Operation Manual
INDEX
1 SCOPE OF APPLICATION ...................................................................................... 5
2 INTRODUCTION ................................................................................................... 7
2.1 OVERVIEW ................................................................................................................ 8

2.2 OPERATING CHARACTERISTICS .................................................................................. 8
2.3 TECHNICAL FEATURES OF THE CONTROL SYSTEM. APPLICABLE STANDARDS. ............. 10
3 SYSTEM BOARDS AND WIRING ............................................................................. 11
3.1 BASIC CONTROL SYSTEM WIRING STRUCTURE .......................................................... 12

4 CONTROL SYSTEM FEATURES .............................................................................. 13
4.1 TRACTION .............................................................................................................. 14

4.1.1 TRACTION TYPE ................................................................................................. 14
4.1.2 MAXIMUM NUMBER OF CONTINUOUS START-UPS ................................................. 14
4.1.3 CONTROL TYPE .................................................................................................. 14
4.1.4 TYPE OF START-UP IN HYDRAULIC LIFTS.............................................................. 15
4.1.5 RE-LEVELLING ................................................................................................... 15
4.1.6 DELAYS............................................................................................................. 16
4.1.6.1 START-UP AND STOPPING ............................................................................ 16
4.1.6.2 DOOR OPENING ........................................................................................... 16
4.1.6.3 START-UP AND/OR DIRECTION CONTACTORS ................................................ 16
4.1.6.4 DELAY AT A LEVELLING COMMAND ............................................................... 16
4.1.7 UNINTENDED MOVEMENT CONTROL .................................................................... 17
4.1.8 DESTINATION FLOOR LEVEL TO EXECUTE THE CORRECTION FUNCTION .................. 17
4.1.9 ANTI-SLIP TIMES – MAXIMUM DISTANCE BETWEEN FLOORS .................................. 17
4.1.10 INSPECTION TIME LIMIT ...................................................................................... 18
4.1.11 RESCUE ............................................................................................................ 18
4.1.11.1 GEARLESS SCM LIFTS: ................................................................................. 18
4.1.11.2 GEARLESS CCM LIFTS .................................................................................. 19
4.1.11.3 GEARED CCM LIFTS ..................................................................................... 19
4.1.11.4 CCM HYDRAULIC LIFTS................................................................................. 19
4.2 SHAFT ................................................................................................................... 19
4.2.1 UPPER LEVEL..................................................................................................... 19
4.2.2 LOWER LEVEL .................................................................................................... 19
4.2.3 MAIN FLOOR...................................................................................................... 19
4.2.4 PREFERENTIAL LEVELS ....................................................................................... 20
4.2.5 NUMBER OF BASEMENTS ................................................................................... 20
4.2.6 CONTROL CABINET POSITION ............................................................................. 20
4.2.7 CAR POSITIONING .............................................................................................. 20
4.2.7.1 POSITIONING SYSTEM USING VANES ............................................................. 20
DOCUMENT CMC4+ [ENG]

ThyssenKrupp Elevator Manufacturing Spain
EDITION 1
©Copyright 2013 Page 1 of 85
DATE 06/03/2013 Any partial or total reproduction of the document must be authorised in writing by
ThyssenKrupp Elevator Manufacturing Spain, S.L.
DISTRIBUTION CONTROLLED .
CMC4+
Operation Manual
4.2.7.2 CAR POSITIONING BY MEANS OF AN ENCODER .............................................. 21

4.2.8 MINIMUM DISTANCE BETWEEN FLOORS ............................................................... 22
4.2.9 SHORT FLOOR FUNCTION ................................................................................... 22
4.2.10 DOUBLE ACCESS AND SELECTIVE DOUBLE ACCESS.............................................. 25
4.2.11 LEVEL INHIBITION/STOP DISABLED ..................................................................... 26
4.2.12 FAULT DETECTION IN BI-STABLE CHANGES OF END SECTIONS (B323 “CMS”AND B322
“CMB”) 27
4.3 CAR ....................................................................................................................... 27
4.3.1 MAXIMUM NUMBER OF CAR REQUESTS................................................................ 27
4.3.2 CAR LIGHTING CONTROL .................................................................................... 28
4.3.3 ANTI-NUISANCE FUNCTION ................................................................................. 28
4.3.4 CANCEL CALL FUNCTION BY PRESSING TWICE...................................................... 28
4.3.5 DELETING CAR CALLS IN OPPOSITE DIRECTION .................................................... 28
4.3.6 ENCODED CAR CALLS ........................................................................................ 29
4.3.7 LOAD CONTROL ................................................................................................. 30
4.3.7.1 DIGITAL SIGNALS IN THE CAR ....................................................................... 30
4.3.7.2 LOAD MEASUREMENT DEVICE VIA CAN .......................................................... 30
4.3.7.3 OVERLOAD SIGNAL IN THE CONTROL CABINET............................................... 30
4.3.8 FAN CONTROL ................................................................................................... 31
4.3.8.1 JOINT FAN AND LIFT OPERATION WITH A TIMER ............................................. 31
4.3.8.2 ACTIVATING/ DEACTIVATING FAN FROM CAR WITH A TIMER ............................ 31
4.3.8.3 ACTIVATING/ DEACTIVATING FAN FROM CAR WITHOUT A TIMER ...................... 31
4.4 DOORS .................................................................................................................. 31
4.4.1 CAR AND LANDING DOOR TYPES ......................................................................... 31
4.4.2 TYPE OF DOOR OPERATOR ................................................................................. 32
4.4.3 DOOR PRE-OPENING .......................................................................................... 33
4.4.4 DOOR REOPENING ............................................................................................. 33
4.4.5 NUDGING FUNCTION .......................................................................................... 33
4.4.6 DOOR OPENING TIMES ....................................................................................... 34
4.4.7 UNLOCKING DOOR WAIT FUNCTION ..................................................................... 34
4.4.8 KEEP-DOOR-CLOSED FUNCTION WHEN MOVING ................................................... 34
4.4.9 REDUCED LIFT SHAFT DOOR OPENING CONTROL FUNCTION .................................. 35
4.4.10 RETIRING CAM CONFIGURATION (MANUAL LANDING DOOR)................................... 35
4.4.11 DEACTIVATE CLOSE DOOR FUNCION AT LEVEL N .................................................. 36
4.5 BUZZER DISPLAYS .................................................................................................. 36
4.5.1 LIGHTING PROTOCOLS. FLOOR CODES. POSITION INDICATORS. ............................ 36
4.5.2 LANDING / CAR CALL BUZZER.............................................................................. 38
4.5.3 DOORS OPENING BUZZER IN THE CAR.................................................................. 39
4.5.4 TYPE OF CALL REGISTER FUNCTION FOR FLOOR AND CAR..................................... 39
4.6 GROUP................................................................................................................... 39
4.6.1 NUMBER OF LIFTS IN BANK................................................................................. 39
4.6.2 GROUP ALGORITHMS ......................................................................................... 39
4.6.3 UNEVEN GROUPS ............................................................................................... 41
4.6.4 TRAFFIC TRENDS (RUSH HOUR)........................................................................... 45
4.6.5 EMERGENCY POWER MODE. EVACUATION WITH ASYNCHONOUS START-UP ............ 47

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Operation Manual
4.7 FUNCTIONS ............................................................................................................ 48

4.7.1 CONTROL BOARD MICROSWITCHES..................................................................... 48
4.7.2 FLOOR TEACH-IN PROCESS AND CAR INITIALISATION ........................................... 48
4.7.3 SHAFTTEACHIN FUNCTION ................................................................................. 49
4.7.4 RECOVERY OPERATION ...................................................................................... 50
4.7.5 TRIP COUNTER .................................................................................................. 50
4.7.6 AUTOMATIC SUMMER/WINTER TIME CHANGE ....................................................... 50
4.7.7 EMERGENCY EQUIPMENT FAILURE FUNCTION ....................................................... 50
4.7.8 FIRE SERVICE..................................................................................................... 51
4.7.9 OUT OF SERVICE MODE ...................................................................................... 53
4.7.10 PARKING ........................................................................................................... 53
4.7.10.1 FORCED PARKING ........................................................................................ 53
4.7.10.2 STANDARD TYPES OF PARKING .................................................................... 54
4.7.11 COMPULSORY STOP MODE ................................................................................. 54
4.7.12 SHABBAT FUNCTION .......................................................................................... 55
4.7.13 PRIORITY CALLS ................................................................................................ 57
4.7.13.1 VIP SERVICE ................................................................................................ 57
4.7.13.2 ATTIKA FUNCTION ....................................................................................... 57
4.7.13.3 PRIORITY SERVICE (CAR PRIORITY) ................................................................ 58
4.7.14 SUPERVISING EXIT FROM INSPECTION MODE ....................................................... 58
4.7.15 PROGRAMMABLE INPUT FUNCTION ..................................................................... 59
4.7.15.1 EARTHQUAKE FUNCTION .............................................................................. 59
4.7.15.2 SHAFT FUME SENSOR FUNCTION .................................................................. 60
4.7.15.3 CAR LIGHT DETECTION FUNCTION ................................................................. 60
4.7.15.4 FLOODING PROBE FUNCTION........................................................................ 60
4.7.15.5 REMOVE ELEVATOR FROM GROUP................................................................. 60
4.7.15.6 LOW OIL LEVEL............................................................................................ 61
4.7.15.7 CAR OVERLOAD........................................................................................... 61
4.7.16 ENERGY SAVING DURING SLEEP MODE ................................................................ 61
4.7.17 TRANSFER OPERATION BETWEEN CARS ............................................................... 61
4.7.18 SPECIAL FIRE EVACUATION, MANUAL RESET ........................................................ 62
4.7.19 STUCK PUSH BUTTON DETECTOR IN CAR AND LANDING ....................................... 63
4.7.20 LIFT ATTENDANT FUNCTION ............................................................................... 63
5 FEATURE PROGRAMMING .................................................................................... 64
5.1 SOFTWARE LD2T WITH PROGRAMMER USB2CMC4 OR TKE-USB.................................. 64

5.2 MAINTENANCE AND PROGRAMMING TERMINAL POME ................................................ 65
5.3 POME EMULATION SOFTWARE FOR PDA OR PC ......................................................... 65
5.4 MOUNTING OPERATING PANEL BOMO....................................................................... 65
5.5 DTB BASIC MAINTENANCE OPERATING PANEL........................................................... 66
5.6 PARAMETER DUMPING BY DIRECT CONNECTION BETWEEN UCM2S ............................. 67
5.7 BMC OR IMC BUTTON UNIT CONFIGURATION ............................................................. 68
6 CAN BUS OVERVIEW ........................................................................................... 69

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Operation Manual
7 FAULT LOCATION ............................................................................................... 72
7.1 OVERVIEW .............................................................................................................. 72

7.2 CODE INTERPRETATION ........................................................................................... 72
7.2.1 FAULT 0: DOOR RUNNING-LIMIT SWITCH FAULT AND TEMPORARY LATCHING (SYSTEM
LOCKED) 73
7.2.2 FAULT 1: CONTACTOR FAILURE (SYSTEM LOCK) ................................................... 73
7.2.3 FAULT 2: PHASE SEQUENCE FAILURE, BOTH SLOW-DOWN LIMIT SWITCHES ACTIVATED
(SYSTEM LOCK) ............................................................................................................... 73
7.2.4 FAULT 3: INSPECTION, RECOVERY AND SR MODULE ............................................. 73
7.2.5 FAULT 4: DOOR SERIES OPENING WHEN TRAVELLING (NON-LOCKING) ................... 74
7.2.6 FAULT 5: DOOR OR SERIES OPENING FAULT (NON-LOCKING)................................. 74
7.2.7 FAULT 6: VANE COUNT ERROR (NON-LOCKING) .................................................... 74
7.2.8 FAULT 7: DOOR CLOSING FAILURE (NON-LOCKING) .............................................. 75
7.2.9 FAULT 8: NO VANE DETECTION; CAR COMMUNICATION FAILURE; LIFT IS NOT MOVING
FROM LANDING LEVEL; SENSOR FAILURE WHEN LEVELLING (SYSTEM LOCK) ........................ 75
7.2.10 FAULT 9: PROGRAM ERROR; SECOND SERIES OPENING; POWER FAILURE (SYSTEM LOCK)
75
7.2.11 FAULT F: PERIPHERAL ELEMENT NOT CONNECTED OR NOT CORRECTLY INITIALISED76
7.3 LIST OF FAILURES ................................................................................................... 76
8 REFERENCE DOCUMENTS .................................................................................... 84
9 REVISION LIST ................................................................................................... 85

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CMC4+
Operation Manual
1 SCOPE OF APPLICATION
The control unit has a programmable memory, with which many functions can be activated; the
most important ones are described below. Some features require an additional HW, for more
details see the section entitled "Control System Performance."
The main system features are shown hereunder:

1. Communication via CAN bus with the Shaft elements (floor, car, peripherals …), Group
(between operation) and Inverter. Owner protocol.
2. All system boards are protected against short circuit.
3. 32-stop operation with a single bus CAN with floors and car, regardless of the number of
stops, with selective directional calls.
4. Traction types: Two speeds (only for upgrading), Hydraulic and traction controlled by
frequency variation with parallel control or CAN bus. For more information check the
traction systems explained for each of these types.
5. Storing of the last 50 faults with the code for the floor affected and the date and time.
6. Monitoring and parameter configuration of the inverter from the control (only for version
with inverter CAN control). No specific terminal for inverter access is required.
7. Control types: Universal, Directional Selective.
8. Door management A_A, A_M and M_M.
9. Door combination A_A with A_M.
10. Door operator output: Open, close and Nudging functions.
11. Door operator input: open door limit, closed door limit and safety edge.
12. Reopening device inhibition after 30 seconds of continued activation.
13. Pre-opening of doors.
14. Control the number of door reopenings.
15. Out of Service (with configurable priority).
16. Fire Service according to EN81-72. For Portugal special version of fire service function,
taking into account the floor fire detectors.
17. Emergency evacuation (evacuation sequence time and programmable evacuation floor).
18. Asynchronous starting for emergency generator.
19. Automatic Rescue with VVVF to any floor (optional).
20. Automatic Rescue to the next floor with VVVF by brake release (basic version).
21. In bank operation up to 8 lifts without needing additional elements.

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Operation Manual
22. Rush-hour, upward and downward traffic trends.

23. Group algorithm based on the estimated arrival time.
24. Management of uneven groups (lower, upper, intermediate or combinations thereof).
25. Features integrated in the cabinet terminal board: contactor testing, emergency function
from machine room (rappel), position indicator, breakdown, starting relays, star-delta
starting [Y- ]control in HD, monitoring of series of safety elements, door sensor and door
interlock contact, short circuit protection using a fuse for safety elements, remote
governor trigger elements, rescue control management, external cabinet plug
connections and grouped in zone hoses (machine room, pulley room, landing doors, car,
shaft, pit).
26. Electroleva (door lock release) delay.
27. Compulsory stop.
28. Real Time Clock, PTC / VTH Control and temperature sensor included in control board.
29. Short floor function.
30. Two programmable main floors.
31. Timed exit to control turning off the car light.
32. Control of installation energy saving without loss of performance.
33. Limit switches, slow-downs and positioning systems by Encoder or screens;
34. Control of number of connections /hour.
35. Operation time control.
36. Re-levelling time control, upwards and downwards.
37. Cab plate input for fire service, Shabbat, cancelling a floor.
38. Car outputs for directional arrows, position and fault indicator.
39. Selective double access.
40. Direct control from car of the light curtain or photo cell.
41. Car buzzer activated during opening of doors (programmable)
42. Car lighting control.
43. Limited number of car calls registered.
44. Priority car service.
45. Timed exit to control turning off the car light.
46. Push button detection, both on the car operating panel and landing.
47. Level inhibition by maintenance terminal (POME, etc) or from the car operating panel.
48. Car load control: Digital car input: 0%, 50%, 80% and overload or peripheral load
weighing device with CAN (DMC) communication.

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Operation Manual
49. Landing board input for Fire Service, Smoke detectors, Out of service, door status, VIP,
Attika, Shabbat, floor removal.
50. Outputs on landing board for external buzzer (even though one is included in the board),
directional arrows or next departure, gong, Out of service, position indicator.
51. Landing lantern function on landing boards.
52. Arrival acoustic notice (Gong);
53. Different communication protocols for Position Indicators (CAN, LS, PIU & TAW).
54. Daily time synchronisation of displays connected via CAN or PIU.
55. Programming and maintenance tools: POME, PC, BoMo, PDA, LD2T, TPT...
56. CAN interface with the control device of the Monitoring system TKMON (BCC).
The basic features of the system have been described above; however there are many more
which are explained in the section entitled “Features of the Control System”.
2 INTRODUCTION
The elevator control system CMC4+ is a unit of electronic devices whose aim is to govern the
functioning of any elevation system such as lifts or freight lifts. This manual is focused on the use
of the system in lift control pursuant to applicable regulations.
The control system is strictly a piece of electronic equipment that is designed to be integrated in
the Control. It is not a control itself. In order to work, it needs the whole electromechanical system
to be connected for each traction system or special HW function.
The main system nucleus consists of the cabinet terminal unit UBA2 in which the control board
UCM2 is connected, as well as the communication board with the inverter UCV. Moreover, the car
control board UCC2, car operating panel with BMC or IMC boards, door operator control UCO (if
the operator control is not CAN bus) and the floor control boards UCP+ o BPP+ are required,
which compose the minimum circuitry to carry out a functional system. Therefore, the system
control is strictly carried out by the electronic equipment, although there are some dedicated
peripheral devices that can improve the functionality of the lift control system.
The CAN bus is the communication means between all the control system components. An
innovation introduced is the CAN communication using the Frequency Inverter, enabling less
amount of wiring as compared to conventional systems, making the installation easier and
providing greater flexibility and versatility in the control, parameter setting and information
exchange with the inverter. Another new feature is the addition of a local car bus (bus LIN) for the
wiring of the button units (push buttons, keys, lights).
The main features of the control system are:
Positioning of the cabin through the pulses provided by the machine Encoder. This
achieves the elimination of the speed change magnets making the assembly and
commissioning of the system easier.
There has been a more modular distribution of the control system to accommodate the
needs of each installation (traction type, installation characteristics...).

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Operation Manual
New peripherals are added to the CAN bus such as the load weighing DMC and the door
operator UCO.
The car communication LIN bus is added, giving it greater modularity and facilitating the
wiring of button units (BMC or IMC).
In VF drive cabinets for SCM (without machine room) the inverter is built into the cabinet.
Only in cases of high power will the inverter be mounted in the shaft. In VF drive cabinets
for CCM (with machine room) the inverter is built into the cabinet.
Standard Automatic Rescue System with door opening.
It is possible to control up to eight lifts, working in a group, without needing any other additional
circuitry. Group operation provides an improvement in the service provided by the lifts making
them work in a synchronised manner, solely intended to improve the traffic in the building.
2.1 Overview
The operation is highly configurable and can be easily adapted to many installations by
appropriate parameter selection. This, combined with the existing variants regarding the selection
of optional elements provides advantages as compared to equipment with other operating
principles, such as low power consumption, high efficiency, high reliability, and above all, a wide
application with fully programmable features. This is a programmable system.
The latter feature implies the following:

The hardware core of the control system is always the same, and specific modules are
added (expanding board for hydraulic control pursuant to EN81- [A3], VVVF control with
CAN, motor PTC control, etc. .); no "physical" modifications are required to meet different
needs (type of doors, adding signalling devices, traction type, control type, etc.).
In the event of onsite modification of the operating parameters, simply connect any tools
available for this purpose to reprogram the new system features.
2.2 Operating characteristics
The following CMC4 + operation features should be highlighted insofar as being a complete
system:
Firmware based on CMC4 with new features and modular hardware.
Hardware based on CMC4 with enhanced features for compliance with the new
regulations.
CAN Bus for floor, car, group and VVVF.
32 stops, selective double access, selective up / down, up to 8 lifts in group.
Programmable and configurable microcontrollers in different system boards, e.g.
operation control board, car, floor, ...

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Operation Manual
Tools for installation maintenance, programming and configuration e.g. LD2T, POME,
BoMo, ...
LIN Bus for car operating panel (COP).
Adaptation to energy saving system.
Installation without ducts with RN, RZ1 hoses or similar according EN81.
A sole operating rope (for operations with no special requirements) and single shaft bus
hose.
CMC4+ operation comprises the following main elements:

Control module, consisting of Cabinet Terminal Unit UBA2 and Control board,
UCM2. The control board is the most important element of the control system, as it
governs the operation of the lift; the other boards are devices of communication with the
rest of the operating structure. The control board processes information on the various
boards in the system and makes decisions for each situation, generating control
commands which govern lift operation. Decisions are made according to the installed
firmware (program resident in the flash memory of the microcontroller).
Car board, UCC2. Connection of car elements with registration and signalling, reading
the positioning system (extreme changes of end floors and floor position sensors); it also
incorporates a microprocessor. Its functions are: To process the information generated in
most car devices and send it to the control board via CAN. To receive commands from
the control board and execute them. It has an additional bus, a LIN bus that connects the
BMC (Modular COP) and IMC (Car Modular Interface) in a simple manner making the
wiring of the button units easier.
Landing board, UCP+ o BPP+. Connection of floor elements with registration and
signalling, it also incorporates a microprocessor. Its functions are: To process the
information generated in the floor devices and send it to the Control board via CAN. To
receive commands from the control board and execute them.
Expanding board for hydraulic control pursuant to EN81-[A3]. It allows the
connection of the control part of the switchboards (default Bucher, although configurable)
in order to manage unintended car movement.
Peripherals and indicators. All position indicators and/or lanterns that are used in
CMC4.
Special peripherals:
o BCC (Basic Communication Centre) that allows the incorporation of the
Monitoring System TKMON. The electronic unit BCC is intended for the
exchange of information with the lift control, in this case CMC4+ giving a common
format to the data to be sent to the supervision and control system. It has several
communication lines, enabling connection to all of our controls. For CMC4+, it is
connected using CAN bus and using Ethernet for IP communication network

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Operation Manual
connection, it allows the Monitoring System TKMON (installed in a PC) to

supervise and control the operation in local and remote mode, offering also
system operation statistics.
o ACC (Advanced Communication Centre) allows the incorporation of a Content
Screen managed through an internal PC. The electronics of the ACC is designed
to receive information from the operation and monitor it on the content screen. It
also powers the internal PC, which may have Ethernet communication and has
different communication ports such as serial, USB, ...
o DMC (Load measurement device) provides via CAN bus the car load percentage.
o UCO (Operator Control Unit) entrance control interface (open door limit, closed
door limit and safety edge) and exit control interface (open doors, close doors
and nudging) of door operator management.
o MP1 (Programmable Module of digital input / output) digital input / output
interface (parallel bus) to CAN bus (internal protocol). It can be used as Universal
Signalling System (SUS) or as auxiliary inputs / outputs for operation.
o MP1-COM (Programmable Communications Module) communications interface
between CAN bus (internal protocol) and communications protocols RS232,
RS422, RS485, CAN, …
o CIC (Car lighting control) control of the car LED light.
o EAR (Alarm and Rescue Equipment) enables landline contact between elevator
users and the control centre when a fault occurs in the elevator and it becomes
stuck.
o GSM (Global System for Mobile communication) interface from landline to mobile
phone line. It is connected to the EAR equipment.
2.3 Technical features of the Control System. Applicable regulations
The CMC4+ Control system has been developed based on the following European legislation:
EN12015 (2004). EMC for elevating machines Part 1 - Emission:
o EN 55011 (1991): Continuous conducted emission
o EN 55014 -1(1993) / A1 (1997) / A2 (1999): Discontinuous conducted emissions
o EN 55011 (1998) / A1 (1999): Radiated emissions
EN12016 (2004). EMC for elevating machines Part 2 – Immunity:
o EN 61000-4-2 (1995): Electrostatic discharge
o EN 61000-4-3 (1996): radiated field EM of RF
o EN 61000-4-4 (1995): Fast Transients Common Mode
o EN 61000-4-11 (1994): Voltage dips and interruptions
EN81-1. Safety standards for the construction and installation of electrical lifts.
EN81-2. Safety standards for the construction and installation of hydraulic lifts.

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Moreover, CMC4+ has been developed in compliance with the ThyssenKrupp Group’s internal
guide on product development (PDG_TKE_2009_02) on Health, Safety and Environment
standards (HSE).
3 SYSTEM BOARDS AND WIRING
The new CMC4+ comprises a highly modular system, thus having more boards than the former
model. It includes the following boards:
Cabinet terminal unit UBA2
Control Board UCM2
Motor overheating detection (PTC) VTH3
Interface between UCV-Inverter-Encoder:TEncoder
Inverter Terminal unit UBV
Inverter control unit UCV
Car Terminal unit UBC
Car control unit UCC2
Modular COP BMC
Car Modular Interface IMC
Floor control unit UCP+
Floor control unit for flat button units BPP+
Access Control Key LCA1
The following peripherals can be connected to CMC4+:

Load measurement device DMC
Car lighting control device CIC
Operator Control Unit UCO
Expanding board for hydraulic control pursuant to EN81-[A3]
Input/output programmable module MP1-I/O
Monitoring system control device TKMON (BCC)
Communications programmable module MP1-COM
Alarm and Emergency Equipment EAR (EN81-28)
Equipment GSM

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Operation Manual
Content Display control device ACC

Auxiliary Push buttons or indicators PB2, PB3, PB3L, ILT+ and IL+
3.1 Basic Control System wiring structure
The figure shows the block diagram of a lift control system governed by the control system
CMC4+.
Figure 3-1. General layout of CMC4+ control system

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Operation Manual
The figure shows a complete system with all the connected elements using CAN bus and LIN bus.
There are three different CAN buses:
In the shaft bus, it can be observed that the floor boards (up to 64 in a maximum system of 32
stops and double access) and the car board are connected. A single car board can control two
accesses with up to two button units per access.
In the group bus, up to a maximum number of 8 UCM2 are connected for multiplex group
functioning.
In the third CAN bus, the frequency inverter CPI or VACON (in the special FW version for CAN bus)
is connected.
Regarding the LIN bus, the section of BMC or IMC boards are connected to obtain the car
operating panel. There is a single LIN bus for the front car operating panel and the rear car
operating panel, although a hose is used for each access.
In the series channel of the UCM2 board, it is possible to connect the maintenance or
programming terminals (POME, BoMo, …) or a PC with the appropriate software (LD2T, …),
although in order to enable communication between the diagnosis tools or maintenance terminals
and the control system, an intermediate interface should be used, namely LCA1 (Access Control
Key).
In the Cabinet Terminal Unit, UBA2, we will have the Shaft element connection, the presence
series, interlock and safeties, the limit switch, the pit operating panel, the speed governor
connection and its remote triggering, safe door bypass for inspection, etc. Summarising, it
complies with the cabinet terminal functions.
For more details on each board, please refer to the relevant user manual.
4 CONTROL SYSTEM FEATURES
The following describes the functions provided by CMC4 +.

To address the data in the most organised manner possible, the functions are grouped in those
with a parameter and those without a parameter in the different parts of a lift.
The name of the parameter is shown in the CMC4 +working parameter table and the values of this
parameter.
It is important to note that this table of working parameters may change as software functions
increase, therefore it is always necessary to contact the department responsible for maintaining
the documentation and make sure that the latest version is available.
These parameters are factory designed with the characteristics of each installation. Once on site
they may be changed with a programming terminal that allows this operation.

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Operation Manual
4.1 TRACTION
4.1.1 TRACTION TYPE

This parameter defines the traction used in the installation. The most usual traction is motor_code
= 6, i.e. installation with VACON-type Frequency inverter with CAN communications, for both
asynchronous and synchronous machines (see diagram 2685.06).
Parameter Activation Comments

0: 1 velocity
1: 2 velocities
2: Hydraulic
Motor_code 0..6 3: Isostop 12
4: API-VACON-CT (parallel control)
5: VFA/ISOS (parallel control)
6: VACON (control by CAN bus)
Defining if a CPI type Frequency Inverter is connected to the
CAN bus.
VVVF_CPI 0..1
0: NO
1: YES
Verification of brake contact in input SF1 and SF2 of UCM2.
CheckBrakeSwitch 0..1 0: NO
1: YES
To use the brake shoe contact verification such contacts must be wired to inputs of the connector
X75 of the UBA2 board. Thus activation of brake-related contacts is tested, both when starting
and stopping. If such contacts were not activated, thus indicating a possible fault in the brake, the
lift would immediately stop.
4.1.2 MAXIMUM NUMBER OF CONTINUOUS START-UPS

This mode controls the number of hours the motor is connected, thus preventing overheating of
the same during peak traffic times.
Conex_hora 60..240 Maximum number of connections per hour
Reserva_conex 5..25 Backup connections
4.1.3 CONTROL TYPE
This parameter defines the type of control implemented in the installation.
Universal control only responds to one request on each trip; the remaining buttons are
not memorised.
Up & down direction Selective operation, the control memorises all requests, serving
down requests when the lift is going down and up requests when the lift is going in this
direction. In the landing, both down and up buttons are wired.

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0: Universal (1PB)
control_code 0..2 1: not used
2: Up & Down direction Selective operation (2BC)
4.1.4 TYPE OF START-UP IN HYDRAULIC LIFTS
This parameter defines the type of start-up in hydraulic lifts. This can be either direct
start-up or star-delta start-up.
In the latter case there are other associated parameters, star-delta time in hydraulic lifts,
which determines the switch between star control contactors to delta connections of the
hydraulic group power supply.

Type of start-up in hydraulic lifts
Bflag_start 0..1 0: Direct
1: Star-delta
Star to delta commutation time
Tiempo_et 1..50
Programmable from 1 to 5 seconds
4.1.5 RE-LEVELLING
This parameter defines whether the re-levelling function is activated; this allows the lift to correct
its position once it has stopped at a particular floor if for any reason the stop level has moved.
This function works on both hydraulic and electric traction lifts.
When the lift leaves the Vane, losing the signal from the lower photo switch, the re-levelling
begins on the up journey. At this moment the re-levelling time counter starts (MAX); once the
photo switch enters the Vane again, the up journey re-levelling time is calculated and the car
stops at the highest value.
The same procedure is used for re-levelling on the down journey, but in this case the upper photo
switch is used as a reference.
Related parameters are described below.
To activate the re-levelling mode
Bflag_reniv 0..1 0: NO
1:YES
Maximum number of re-levelling operations, to prevent the
max_reniv 1..250 process from continuing indefinitely.
Re-levelling time on up-journey
t_nivel_up 1..250
0,1..25,0 Sec
Re-levelling time on down-journey
t_nivel_down 1..250
0,1..25,0 Sec
Maximum re-levelling time
maxt_renivel 10..250
1,0..25,0 Sec

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4.1.6 DELAYS
4.1.6.1 START-UP AND STOPPING
These parameters can be used to configure different delays both in lift start-up and stopping.
Stopping delay for hydraulic lifts.
Ret_parar 0..50
Can be set from 0 to 5 seconds
Start-up delay, for any kind of traction
Ret_start 0..250
4.1.6.2 DOOR OPENING
This parameter is used to set the delay in door opening when the lift stops.
Door opening delay, once the lift has stopped.
Ret_stop 0..100
4.1.6.3 START-UP AND/OR DIRECTION CONTACTORS
These parameters set a controlled delay to the input of start-up and/or direction contactors.
Delayed input of start-up contactors
Ret_ls 0..250
Delay in upward travel contactor
Ret_up 0..250
4.1.6.4 DELAY AT A LEVELLING COMMAND
This function enables a delay in the levelling command from the position sensor input (e.g.
photocell) in the levelling Vane.
Without delay With delay (T>0)
Stopping vane
There is an upward and downward time delay. With these delays we can delay the levelling
command and amend any error in the levelling Vanes (or magnets) or even use levelling Vanes
that are larger than required according to set VO and levelling deceleration ramp. This is useful
when, due to the VN used, it is necessary to install larger Vanes than usual so as not to lose them
in the nominal travel speed when too large to enable proper stopping.
UpDelayStopping
Delay time.
0..255
Set between 0 and 255 msec.
DwDelayStopping

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4.1.7 UNINTENDED MOVEMENT CONTROL

Pursuant to standard “EN 81-1/2+A3:2009” all lifts should have a system to control unintended
car movements (UCM, not to be confused with the UCM control board).
Each device controlling unintended movements (UCM device) is different depending on the
elevator traction type. The parameter has to be programmed according to the type of elevator.
To change the ControlMI_A3 parameter value in a hydraulic elevator the usual procedure is not
enough. It is necessary to previously write in the E2Flags memory, at BloqueoParametroCMI_A3,
the 0xA5 hexadecimal value and then change the parameter ControlIMI_A3 to the desired value.

0: no control of unintended movement.
1: CMI for geared electric elevators or compliance using external HW
2: CMI for hydraulic GMV with NGVA3.
3: CMI for hydraulic BUCHER with iCON.
ControlMI_A3 0..5
4: CMI for hydraulic GMV with DLV-A3 valve.
5: CMI for hydraulic BUCHER with DSV-A3 valve.
6: CMI gearless electric elevators or without needing external HW for
compliance.
The unintended movement control systems require additional signals which are in the connector
X71 of the UBA2.
If the UCM device detects a fault, the fault FALLO_CMI_A3 will occur. This is a locking fault and
only authorised personnel can unlock the system and reset it when the control board is placed in
rappel or emergency mode.
In the case of hydraulic elevators, the fault ERROR_PARAM_CMI_A3 may occur when it detects
that the ControlIMI_A3 parameter has been changed without following the special protocol to do
so.
4.1.8 DESTINATION FLOOR LEVEL TO EXECUTE THE CORRECTION FUNCTION
It is possible to select the destination floor to apply the correction function.
Correction in upper floor.
UpperCorrection 0..1 0: NO
1: YES
4.1.9 ANTI-SLIP TIMES – MAXIMUM DISTANCE BETWEEN FLOORS
In order to detect possible slips, the control unit measures the time between consecutive floors, at
either high or low speed.
These times also determine the maximum distance between floors.
The maximum time the car is in motion before detecting the positioning system signal is defined.
maxt_grande 0…255 Maximum time between vanes at maximum nominal speed
maxt_pequena 0…255 Maximum time between vanes at minimum speed
Time from Vane exit
TimeOutFot 10..250
Can be set from 1 to 25 seconds (in tenths of a second)

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There is also an additional control, the TimeOutFot parameter which controls the time elapsed
between the start-up command and the moment the car leaves the floor, controlled by a photo
switch signal. The default setting of this parameter is 5 seconds for electric traction lifts, and 15
seconds for hydraulic lifts
4.1.10 INSPECTION TIME LIMIT
To avoid the risk of the car going to the end limits in an inspection trip due to gliding, when the
car stops after entering the last stopping screen, it is possible to establish a maximum travelling
time after going through an extreme bi-stable change towards that end section. Once this time
has elapsed or if the car stops before then, it will not continue moving forward in the same
direction. The car will have to travel in the opposite direction until it leaves the end section.
0: NO
LimiteTiempoInspeccion 0..200 1..200 Limit of inspection travel duration in an end section
in tenths of second
4.1.11 RESCUE
The following parameters are set:
0: No automatic rescue
1: Automatic rescue due to power cut, gravity driven (only
electric lifts)
modo_rescate 0..3
2: Forced automatic rescue on default floor
3: Automatic rescue due to power cut, gravity driven (only
hydraulic lifts)
Planta_rescate 0..31 Rescue floor for mode 2
CMC4+ provides the following rescue systems:
4.1.11.1 GEARLESS SCM LIFTS:
Manual Rescue with power supply: The elevator can be moved in case getting trapped
by opening safety series, as contemplated in the standard EN81-1 in paragraph
14.2.1.4. This system is a default setting and needs power supply and human
intervention. The Control Cabinet has "rappel" or rescue buttons for this purpose,
notwithstanding the additional functionality parameters included in all elevators.
Automatic rescue without power supply, gravity driven: The system detects a power
failure, and to prevent becoming trapped, it feeds the machine brake and controls the lift
speed automatically, until reaching the nearest floor in the direction of the load. Once the
floor is reached, the door automatically opens. It is powered by a UPS (housed inside the
cabinet), and does not require human intervention; the parameter "modo_rescate" should
be set at "1".
Forced automatic rescue on default floor: In the event of power failure, the lift is carried
to a predefined floor "planta_rescate", regardless of the load, because unlike the
preceding case, it feeds the traction motor. To this end a more powerful UPS is used. This
option replaces the previous system. No human intervention is required, but the
parameter "modo_rescate" must be set at "2" and the parameter "planta_rescate" to the
desired value.

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Operation Manual
Because the CMC4 + does not have the manual rescue mode, there is no manual / automatic
rescue switch. Whenever the lift is in normal mode, with safety series and there is a power failure,
the system automatically operates to avoid getting trapped.
4.1.11.2 GEARLESS CCM LIFTS
The same functions as in SCM, and additionally the brake release manual mechanical rescue
system can be used with no incompatibilities.
4.1.11.3 GEARED CCM LIFTS
The same functions except the forced automatic rescue option to default floor.
Note: Gravity driven automatic rescue due to power failure may be more limited with a geared
machine due to the friction of the gearbox, which can prevent movement driven by gravity.
However in these cases the manual mechanical release will always be available.
4.1.11.4 CCM HYDRAULIC LIFTS
Manual rescue using manual emergency valve: According to section 12.9 of EN81-2.
This device will be installed in the Hydraulic Group.
Gravity-driven automatic rescue due to power failure: The system detects a power
failure, and to prevent getting trapped, it feeds the down valve and controls the speed of
the lift automatically, until reaching the nearest floor in a downward direction. Once the
floor is reached, the door automatically opens. This system is standard and is powered
by a UPS (housed inside the cabinet). It does not require human intervention.
4.2 SHAFT
4.2.1 UPPER LEVEL

This parameter defines the upper level of the lift.
The CMC4 control unit serves a maximum of 32 stops, with no limit to the number of basements
and no limit to the number of double accesses. Selective double access can be used on all floors.
Upper level of the lift, minimum value 1 (01h), maximum
Cota_sup 1..31
value 31 (1Fh)
4.2.2 LOWER LEVEL
This parameter defines the lower level of the installation.
Lower level of the lift, minimum value 0 (00h), maximum
Cota_inf 0..30
value 30 (1Eh)
This parameter is important as if the value of the lower level is not zero it indicates an uneven lift
in the lift banks (groups).
4.2.3 MAIN FLOOR
The main floor is defined. The proper definition of these parameters is essential for the multiplex
operation algorithm, i.e. for the operation of elevators in group or in bank.

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Operation Manual

Lobby_1 0..31 Main level 1
Lobby_2 0..31 Main level 2
4.2.4 PREFERENTIAL LEVELS
Used as an alternative to the Fire service function as per EN81-73.
Prefer_sup 0..31 Preferential upper level
Prefer_inf 0..31 Preferential lower level
4.2.5 NUMBER OF BASEMENTS
This parameter defines the number of basements in the installation
Num_sot 0..30 Number of floors beneath the main floor
4.2.6 CONTROL CABINET POSITION
In most installations the control cabinet is located on the upper level, but should it be located on
another level it is important to configure its position when initialising the system, as this
information must be consistent with the position of the landing control boards.
0: Lower
Situación_UCM 0..1
1: Upper
4.2.7 CAR POSITIONING
4.2.7.1 POSITIONING SYSTEM USING VANES
When the positioning system uses an Encoder, vane settings are not taken into account, i.e.
these parameters do not need to be configured (see "Car Positioning using an Encoder".
The positioning system used requires memory configuration of the position of the so-called
"vanes" that mark both the floor stops and the upward and downward speed changes for each
stop.
Thus, except for the end levels with bi-stable gear changes, each level will have 3 vanes, one stop
vane, one up slowdown vane, and one down slowdown vane.
Vane 1
0..31[00..1F]:Stop
Tipo_pant 00..94
+64[40]:Change down
+32[20]:Change up
Vane 2
0..31[00..1F]:Stop
Tipo_pant+1 00..94
+64[40]:Change down
+32[20]:Change up
Vane 3
0..31[00..1F]:Stop
Tipo_pant+2 00..94
+64[40]:Change down
+32[20]:Change up
… … …

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…. … …
Vane 94
0..31[00..1F]:Stop
Tipo_pant+93 00..94
+64[40]:Change down
+32[20]:Change up
Tipo_pant+94
Tipo_pant+95
The Vane setting theory is as follows:
Stop vanes contain the level number
Up slowdown vanes add 20h to the level number, i.e., the up change Vane at level 3 will
be programmed as 23h
Down slowdown vanes add 40h to the level number, i.e., the down change Vane at level
5 will be programmed as 45h
Programming can also be done by means of a special mode on the POME programming panel
(function 24) or by using LD2T software. In any event, these are factory programmed.
The last thing to bear in mind is that in certain cases, if there is not enough distance between
slowdown vanes, these will have to be "crossed`', i.e., the slowdown vane on level "n" will come
before that of level "n-1".
4.2.7.2 CAR POSITIONING BY MEANS OF AN ENCODER
This function enables the use of the motor encoder in order to determine the exact position of the
lift. From the positioning installation we only need to remove the slowdown Vanes but not the
bottom and top slowdown switches. With this function it is not necessary to define the functions of
the short floors or define the shaft Vanes with or without overlaps, since these parameters are
automatically established by ShaftTeachin.
Defines the use of the encoder for positioning.
usa_encoder 0..1 0: NO
1: YES
Numerator in the reduction ratio.
reduccion_Rn 1..250
Can be set between 1 and 250.
Denominator in the reduction ratio.
reduccion_Rd 1..250
System suspension.
suspension 1..4
Pulses per revolution of the encoder.
ppr_encoder 250..32768
Can be set between 250 and 32768 ppr.
Diameter of the sheave.
dia_polea 100..2000
Can be set between 100 and 2000 mm.
Slowdown distance for VN speed.
distancia_Vn 100..10000
Slowdown distance for V2A speed.
distancia_V2A 100..10000
Slowdown distance for V2B speed.
distancia_V2B 100..10000

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Slowdown distance for V2C speed.
distancia_V2C 100..10000
Slowdown distance for V2D speed.
distancia_V2D 100..10000
0: no additional changes
1: additional changes only descending
cambios_suplementarios 0..3
2: additional changes only ascending
3: additional changes both ways
Height of floor N, i.e., the average distance between level N
DistCotas 0...60000 and level N+1 (see section: “Minimum distance between
floors”)
If required, the controller will automatically select the most suitable travelling speed. The
parameterisation of short floors is not necessary and will be ignored.
This feature requires inverter control via the CAN bus.
4.2.8 MINIMUM DISTANCE BETWEEN FLOORS
Depending on the nominal speed and type of traction.
Minimum reference values:
Traction Nominal Floor to floor Slowdown to Overlap

speed distance stop distance
2000 mm 1000 mm No
2V 1.0 m/s
1800 to 2880 mm 1400 to 1480 mm Yes
1.0 m/s
>2880 mm 1400 mm No
VF 2800 to 4880 mm 2400 to 2480 mm Yes
1.6 m/s
>4880 2400 mm No
3000 to 5280 mm 2600 to 2680 mm Yes
1.75m/s
>5280 mm 2600 mm No
In the case of shorter distances than normal, slowdown vanes should overlap and for short
distances this characteristic must be used additionally.
If positioning uses an encoder, the minimum distance may be shorter depending on how
secondary speeds of the inverter are parameterised.
4.2.9 SHORT FLOOR FUNCTION
When using the encoder positioned function, the short floor programming function is not taken
into account. The control estimates the travelling speeds based on the distance parameters of the
nominal slowdown speed and the secondary slowdown speed.
In the event using positioning without an encoder, the installation must meet the following
requirements:
Traction with Frequency Inverter Vacon with a special firmware version for CAN bus
communications. Up to 16 short floor areas. An area is a number of consecutive short
floors.
The areas can be located at any stage of the lift journey.

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Minimum distance between floors 300mm with no pre-opening and 700mm with pre-
opening.
Distances shorter that 2200mm can be considered a short floor
If there are more than two short floor areas, floors separated by more than 1450mm
without pre-opening or 1600mm with pre-opening, can continue to be treated as normal
distances, overlapping vanes and placing changes at 1300mm.
Configuration instructions:
Levels defined by short distance areas must be programmed using the programming
terminal. See complete list of parameters.
Values to be programmed in hexadecimals go from 00 (lower level) to 1F (level 31).
Area 1 short floors, lower level
PltCortas 0..31 0..31: level defining start of short floor area 1
20h: NOT defined
Area 1 short floors, upper level
PltCortas+1 0..31 0..31: level defining end of short floor area 1
20h: NOT defined
PltCortas+2 0..31 0..31: level defining start of short floor area 2
20h: NOT defined
Area 2 short floors, upper level
PltCortas+3 0..31 0..31: level defining end of short floor area 2
20h: NOT defined
… … …
… …. …
20h: NOT defined
20h: NOT defined
If only one short floor area is used it is very important that the values of the other areas
are programmed as 20H (default value), so that the short floor mode code is not
activated.
Place vanes according to table of distances between short floors.
Adjust parameter 08.32 of the frequency inverter (V intermediate) according to the
attached table (only valid for Vacon)
If there are several short floor areas, adjustments should be made based on the floor with
the shortest distance; it may be necessary to make a compromise between the
slowdown-stopping speed, the intermediate speed and the nominal speed of the
installation.
Nevertheless, different distances and intermediate speeds can be tested in order to
obtain the best possible adjustment. The vane procedure does not change; they can be
overlapped, or not, according to installation requirements, even in short floor areas. If the

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Operation Manual
vanes are overlapped, remember to change the vane order using the programming
terminal.
Distance
Programming
from Half speed
Distance between Overlapping short Allows
slowdown P18.12
floors (mm) distances preopening
vane to CT
stop (mm)
> 2748 1300 NO NO Not applicable YES
2748 > Dp > 2200 1449-1300 YES NO Not applicable YES
2199 > Dp > 2000 925 NO YES 710 m/s YES
1999 > Dp > 1800 825 NO YES 630 m/s YES
1799 > Dp > 1500 675 NO YES 520 m/s YES
1499 > Dp > 1100 475 NO YES 360 m/s YES
1099 > Dp > 700 275 NO YES 210 m/s YES
699 > Dp > 450 150 NO YES 110 m/s NO
449 > Dp >= 300 100 NO YES 100 m/s NO
Control unit operation if short floor areas have been defined:

Correction is always done a half speed.
In normal service the lift moves at a nominal speed as long as the next stop is not in a
short floor area.
If the next stop in located in a short floor area, nominal speed will change to half speed
when the lift passes the slowdown limit switch on the lower or upper floor of the short
area. When it gets to the change vane of the next stop it will slow down to levelling speed
and stop when it gets to the stop vane.
If the lift has stopped in a short area and the next stop is also within the same short area,
the lift will only reach half speed.
Distance from
Nominal Distance between Allows
Traction Half speed slowdown
speed floors preopening
vane to stop
0.1 m/s 300 to 599 mm 100 mm No
1.0 m/s 0.2 m/s 600 to 899 mm 250 mm Yes
1.6 m/s 0.3 m/s 900 to 1199 mm 400 mm Yes
1.75 m/s 0.4 m/s 1200 to 1499 mm 550 mm Yes
VF 0.5 m/s 1500 to 1799 mm 700 mm Yes
0.6 m/s 1800 to 2199 mm 850 mm Yes
1.6 m/s 0.7 m/s 2200 to 2499 mm 1050 mm Yes
1,75 m/s
0.8 m/s 2500 to 2799 mm 1200 mm Yes
1.75 m/s 0.9 m/s 2800 to 2999 mm 1350 mm Yes

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The half speed value shown in the table must be set at Parameter P8.32 of the inverter (Vacon).
In all cases the short distance parameter should be set and overlapping is allowed.
It is important to mention that if all the floors of a particular installation can be classified as short
floors, according to the description of this function, this would mean that there is a single short
floor area between the lower and upper level of the building. This means that the lift will never
travel at nominal speed - always at half speed. To correct this situation, provided the distance
between the floors so allows, we can define smaller areas and overlap them, this means the lift
would travel to nearby floors at V2 but at Vn to those further away, provided the distance allows
this. For example: zona1 inf=0, zona1 sup=1, zona2inf=1, zona2 sup=2, zona3 inf=2, zona3
sup=3, and so on until the entire installation, or the maximum 16 areas available, has been
covered.
4.2.10 DOUBLE ACCESS AND SELECTIVE DOUBLE ACCESS
The double access function is related to the hardware configuration of the same, not only to the
parameters. Therefore, you must be familiar with the control boards and their configuration.
The UCC2 board has two different connectors to connect the front car call buttons (X338) and the
rear car call buttons (X338T). Further details are shown in diagram 2685.26 or the UCC2 user
manual.
A single UCC2 board can control two accesses in terms of the car operating panel. For door
control, if the operator is not connected to CAN bus, a UCO board is needed to command both
operators.
The parameter for this double access function is:
0: NO, no double access
Bflag_doble 0..1
1:YES, double access activated
Related parameters: in the event of double access, front or rear Access on each level must be
defined.
It defines if the front door is inhibited (not operational) for
level 0
Binh_fdoor 0..1
0: NOT inhibited
1: YES
Binh_fdoor+1 0..1 Same as before but for level 1
… …
Binh_fdoor+31 0..1 Same as before but for level 31

It defines if the rear door is inhibited (not operational) for
level 0
Binh_rdoor 0..1
0: NOT inhibited
1: YES
Binh_rdoor+1 0..1 Same as before but for level 1
… …
Binh_rdoor+31 0..1 Same as before but for level 31

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In the case of selective double access, front and back requests made both in the landing and the
car are distinguished.
To activate the selective double boarding mode the following parameter must be activated:
0: NO
AccesoSelectivo 0..1
1:YES
In this case, irrespective of the above parameters, as both landing and car requests are wired as
front and/or rear, the control board is able to decide whether the front or rear access door should
be opened.
Possible combinations of the UCC2 board in double access are described below (see diagram
2685.26):
Non-selective double access only needed to connect the section of button units (BMC,
IMC…) for front access.
Selective double access, front and rear access button units must be connected (BMC,
IMC…).
Parameters to define FRONT landing boards (UCP+ o BPP+) (se diagrams 2685.15 y 2685.14):
Front control boards levels 0 to 7
Indicate bit by bit whether there is a front landing board
(UCP+ o BPP+) on each level.
situacion_UCPs 0..FFh 0: floor without landing board
1: floor with landing board
Example: front UCPs on levels 0 to 3
0000 1111
situacion_UCPs+1 0..FFh
The same as parameter “situacion_UCPs”
Parameters for REAR landing boards (UCP+ o BPP+) (see diagram 2685.15 and 2685.14):
REAR control boards level 0 to 7
4.2.11 LEVEL INHIBITION/STOP DISABLED
Certain parameters enable the lockout of a given stop (using the car operating panel or external
operating panels).

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Operation Manual
The inhibition function may be carried out via the car operating panel, by setting one of the push
buttons of the BMC or IMC to “Call lockout”.
The procedure is as follows:
Activate the key switch. If there was already an inhibited stop, the corresponding push-
button for that stop will remain lit. The unlit registers indicate that their level is not
inhibited.
Press the stops to be locked or released. Every time you press such stops, the level
programming changes.
Disconnect the switch. The programming will be registered.
The level inhibition is also programmable using the programming terminal (POME or
similar). A cancelled level by the car operating panel can be released with the
programming terminal, but the opposite is not possible.
Level lockout can also be carried out using landing board X608 input key.
This lockout function can also be performed by directly setting the memory positions by means of
a programming tool, e.g.: LD2T, POME...
Defining access for level 0
0: NO inhibited
Binh_cota 0..2
1: lockout from car
2: Permanent
Binh_cota+1 0..2 Same as before but for level 1
… …
Binh_cota+31 0..2 Same as before but for level 31
4.2.12 FAULT DETECTION IN BI-STABLE CHANGES OF END SECTIONS (B323 “CMS”AND B322
“CMB”)
The control board memorises the time elapsed between the screen before a bi-stable change and
the end section bi-stable change itself (two times are recorded, one for the B322 “CMB” and
another for the B323 “CMS”). Each time the control board is in rappel position the times recorded
are deleted and new ones recorded when new calls are made to the end levels.
When a malfunction is detected (the CMB or CMS signal does not change according to the time of
the screen count) it immediately stops and forces a corrective control manoeuvre towards the end
section opposite the one causing the fault. In the case of 4 consecutive faults, no more
corrections will be attempted and it will remain in the locking fault INCOHERENCIA_CONTAJE.
4.3 CAR
4.3.1 MAXIMUM NUMBER OF CAR REQUESTS

This parameter limits the number of car requests pending. This can be useful in preventing all the
call buttons being pressed unnecessarily at once, for example.
Cab_call_max 2..31 Maximum number of car requests allowed

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4.3.2 CAR LIGHTING CONTROL

This controls the car lighting. For this purpose, lighting connector (X318) of the UCC2 must be
wired.
If the car has stopped and the door is closed, this controls the
5…3600
TimeOffCarLight time after which the car lights will be turned off.
seconds
Can be set between 5 seconds and 60 minutes.
A key may be added to the car operating panel with a special function setting “Light key” of BMC
or IMC. Upon key activation, the car light will remain permanently on and timer set by the
Parameter “TimeOffCarLight” is disabled.
4.3.3 ANTI-NUISANCE FUNCTION
With this function any calls made from the car when it is empty can be ignored (or deleted) and
thus unnecessary trips are avoided.
Maximum number of calls to activate function
AntiNuisanceCarCall 1..32
Can be set between 1 and 32 calls.
A load sensor with output to detect an empty car is required. It should be connected to the X317
of the UCC2 board; it is also possible to use a Load measurement device (DMC) connected to the
X333 of UCC2 (CAN bus).
The lift will close its doors and before start-up it will verify if the car is empty and if there is a
greater number of calls than those defined in the AntiNuisanceCarCall parameter. Should there be
more calls these will be deleted. Otherwise it will start and go to the next destination.
4.3.4 CANCEL CALL FUNCTION BY PRESSING TWICE
This function enables a call to be cancelled by pressing the same call button twice.
Function activated.
CarCallCancelDblClick 0..1 0: NO
1: YES
The time elapsed between the two button pushes for cancellation must be less than 1 second.
Once cancellation has been accepted, the lift will operate as follows:
1. If there are no more calls to attend after cancellation of last call, the lift will stop at the
next floor and will not open its doors.
2. If there are more calls to attend in the current direction of travel it will take the next call
and continue its travel.
3. If there are no calls in the current direction of travel and there are in the opposite
direction, the lift will stop at the next floor without opening its doors and will change its
direction.
4.3.5 DELETING CAR CALLS IN OPPOSITE DIRECTION
It is possible to delete car calls in the opposite direction to the direction of travel of the elevator
when stopping on the last floor of destination in the actual direction of travel.

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Deleting calls on change of direction.
WayChgCarCallRemove 0..1 0: NO
1: YES
4.3.6 ENCODED CAR CALLS
For this function it is necessary to activate the parameter “EncodedCarCall” and a key in the
operating panel to activate the operating panel keypad mode. This is a push button key
connected to BMC or IMC set with the special function “call inhibition”. This implies that the
encoded car call function is not compatible with the level inhibition/stop cancellation function.
The encoded car call function is activated with the following parameter:
0: NO
EncodedCarCall 0..1
1: YES
Activating this function restricts car calls with an access code.
It is possible to define up to 10 encoded car calls for any level or access.
By default, the encoded access list will be empty.
To register an access code the following steps are required:
1. Activate and deactivate the encoded access key.
2. Activate and deactivate the encoded access key again.
3. In the operating panel, press the access to be registered.
4. Press the same access push button 4 times.
5. Tap in the 4 digits of the desired code.
6. Repeat the 4 digits of the new code.
To change a registered access code the following steps are required:

2. Activate and deactivate the encoded access key again.
3. In the operating panel, press the access to be changed.
4. Tap in the 4 digits of the access code.
5. Tap in the 4 digits of the desired code.
6. Repeat the 4 digits of the new code.
To make a car call to an encoded access the procedure is as follows:
2. In the operating panel tap in the 4 digits of the access code.
3. Press the relevant access.

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4. If the code is correct, the call will be registered and the operation goes into normal mode.
If the code is incorrect, operation goes into normal mode without registering the call.
Note: there is a maximum waiting time of 5 seconds between tapping in each digit. When the
waiting time is over, if the sequence has not been completed, the operation returns to the normal
mode. No access codes will be updated and no calls will be registered.
The active codes can be reset writing the value 0xA5 in the memory position
“ctrl_accesos_codificados”
4.3.7 LOAD CONTROL
4.3.7.1 DIGITAL SIGNALS IN THE CAR
This control system enables load-measuring contacts to be used to determine the following
operational situations:
Overload 100%-110% The lift will not start
Full load 80% The lift will not serve outside requests (bypass)
Half load 50% Lift half full. Not assigned to functions
Car empty 0% For use with the false request detector
Load control signals can be found on the X317 connector of the UCC2 board.
4.3.7.2 LOAD MEASUREMENT DEVICE VIA CAN

The DMC device is a load weighing switch that communicates with the control via CAN bus. They
are in constant communication and values range from 0% to 110%. For this device to work
properly the following parameters are required:

0: Car digital inputs are used.
Config_DMC 0..4
1..4: Number of support points for car weighing
CargaNomMax 0..10000 Maximum nominal load in kg
MasaCorreaTraccion 0..10000 Cables and Traction belt weight in g/m
MasaCuerdaMan 0..10000 Control rope weight in g/m
MasaCadenaComp 0..10000 Compensation Chain weight in g/m
In commissioning the device, the car must be calibrated, making sure that the elevator is empty.
This function is activated with the special parameter "Tarado_DMC" with the value "0xA5" or
using the special function "F6" of BoMo. The control board should be reset and proper calibration
checked, verifying the parameter value "0x00"-OK or "0xFF"-Fallo. The SW1 mini-switches must
be in the OFF position.
The percentage of load detected can be viewed using function 23 of the internal memory of the
PDA or POME. It can also be seen with the digital signals of 0%, 50%, 80% and 100% of LD2T.
4.3.7.3 OVERLOAD SIGNAL IN THE CONTROL CABINET
It is possible to use one of the programmable inputs for monitoring the state of the car overload.
For more information see section on programmable inputs.

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4.3.8 FAN CONTROL

The car fan offers different operating modes, to be established based on the following
parameters:
0: Does not manage fan operation
1: Jointly with lift operation with a timer.
config_ventilador 0..3
2: Activate/deactivate fan from car with timer.
3: Activate/deactivate fan from car without timer.
Time in minutes, its function depends on the parameter
tiempo_ventilador 0..60
“config_ventilador”.
The car may have a press button or key switch for fan operation. The BMC or BMI settings should
be “Fan Key”.
4.3.8.1 JOINT FAN AND LIFT OPERATION WITH A TIMER
When the elevator starts to move the fan turns on. When it reaches its destination the fan remains
running for the time set by the parameter "tiempo_ventilador". A key may be connected in the car
to disable fan operation
4.3.8.2 ACTIVATING/ DEACTIVATING FAN FROM CAR WITH A TIMER
Only a push button or key switch can be used in the car. By pressing it once, the fan stays on for
the time set by the parameter "tiempo_ventilador".
4.3.8.3 ACTIVATING/ DEACTIVATING FAN FROM CAR WITHOUT A TIMER
Pressing the button once, the fan goes on; pressing it a second time turns it off.
4.4 DOORS
4.4.1 CAR AND LANDING DOOR TYPES

These parameters define the type of front and rear doors used in the installation, both in the car
and the landing. These are mostly automatic/automatic, compatible with VF (see diagram
2685.31) and Selcom Midi-Supra (see diagram 2685.30) operators.
Type of front door
0: M_M, Manual in both cases
Fdoor_code 0..2
1: A_M, automatic in car and manual in Landing
2: A_A, Automatic in both cases
Type of rear door
0: M_M, Manual in both cases
rdoor_code 0..2
1: A_M, automatic in car and manual in Landing
2: A_A, Automatic in both cases
In the case of combined doors, by selecting in the above parameter A_M doors, automatic car
door and manual landing doors, the floors with automatic doors can be selected using the
following parameters:

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Type of front landing door level 0
Combi_fdoor 0..1 0: Manual
1: Automatic
Combi_fdoor+1 0..1 0: Manual
1: Automatic
… … …
Combi_fdoor+31 0..1 0: Manual
1: Automatic
Likewise for all rear doors:
Type of rear landing door level 0
Combi_rdoor 0..1 0: Manual
1: Automatic
Combi_rdoor+1 0..1 0: Manual
1: Automatic
… … …
Combi_rdoor+31 0..1 0: Manual
1: Automatic
4.4.2 TYPE OF DOOR OPERATOR
The type of door operator can be configured in order to maximise the accuracy of its control. The
main difference lies in the waiting times prior to changing the direction of the door operator
motor.

Type of operator controlled.
0: Single-phase operator
DoorTractionType 0..2
1: Three-phase operator.
2: VF operator.
The definition is the same for both door operators, while different operator types in the same car
is not possible.
Important: For VF type operators, the Open Doors command remains active even when the door
is already open. Therefore DoorTractionType must never be parameterised with the value 2 (VF
Operator) when the actual operator is single-phase or 3-phase. This error can cause damages to
the operator motor.
Furthermore, the number and type of limits used in the operator control can be defined.
For front doors
0: FPA and FPC (Limit door open and closed)
Fdoor_motor_code 0..2
1: only FPA (limit door open only)
2: No limits

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For rear doors
0: FPA and FPC, (Limit door open and closed)
Rdoor_motor_code 0..2
1: only FPA (limit door open only)
2: No limits
4.4.3 DOOR PRE-OPENING
This parameter defines whether the installation is equipped with pre-opening.
If pre-opening is installed, the lift must have a safety module for car movement while doors are
open such as MSR2.
Pre-opening available
preopen 0..1 0: NO
1:YES
4.4.4 DOOR REOPENING
There is a group of parameters to control the reopening of the lift doors, either by activating the
reopening mechanisms, i.e., photocell or light curtain and safety edge, or by pressing a button.
These parameters can include a time lapse before reopening of the door by cutting off the
photocell, light curtain, or any other reopening mechanism. The delay can be set for between 0
and 2 seconds.
Finally, the open door command can be activated by a landing request, i.e., once the lift doors
have closed, if a landing request is received from the same floor, the door reopens.

Reopen delay activated
Bflag_treopen 0..1 0: NO
1: YES
Reopen delay time
Ret_reopen 0..20
0 to 2 seconds
Reopening doors by request
Reopen_llam 0..1 0: NO
1: YES
4.4.5 NUDGING FUNCTION
The reopening sensors can be disabled so that after a set time has passed since the activation of
any of these sensors, the reading is ignored and the door closes. The "forced door closure" or
"nudging" function closes the car doors even if the reopening mechanisms are permanently
activated.
The nudging output is on the door connector (X462.6 Front y X462T.6 Rear) of the UCO board.
To achieve this, the following must be programmed:

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Disables the reopening sensors after the time lapse
programmed in T_MAX_NUDGE.
Inh_sens 0..1
0: NO
1: YES
Set time during which the reopening mechanisms will be
tmaxNudge 5…..240 sec activated, following which the "nudging" function is
activated, forcing closure of the car doors.
Operation is defined as long as the nudging output is connected to the door operator, i.e., this
depends on whether this function is installed in the door operator.
4.4.6 DOOR OPENING TIMES
These parameters are related to the opening and closing of the doors, although normally the door
operators used will have open and/or close door limits to tell the control board when the door
open or door close operation has finalised. However, when no limits are included, the door
opening and closing times must be programmed.
The "70T" determines the door opening time, in this case
Ret_inter 0..250 for intermediate floors.
The "70T" determines the door opening time, in this case
Ret_lobby 0..250 for the ground floor.
Maximum time for both opening and closing doors
Maxt_door 0..250 before a fault is indicated.
Indicates the number of attempts made by the control
Intentos_cerrar 1..250 unit to close the doors before the close door fault is
indicated
Indicates the number of attempts made by the control
Intentos_abrir 1..250 unit to open the doors before the open door fault is
indicated
4.4.7 UNLOCKING DOOR WAIT FUNCTION
This function enables a waiting time due to the unlocking of the doors before checking on their
opening.
Unlock waiting time
DoorUnlockTime 15..255
Can be set between 15(1,5sec) and 255(25,5sec).
4.4.8 KEEP-DOOR-CLOSED FUNCTION WHEN MOVING
It is possible to configure the controller to set the “doors closed” command permanently while the
lift is moving.

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Activation of keep-doors-closed and waiting time before
moving
RunningDoorCloseWT 0..50 0: Function deactivated
1..50: Function activated and wait time between 0.1 and 5.0
seconds before moving.
4.4.9 REDUCED LIFT SHAFT DOOR OPENING CONTROL FUNCTION
This function indicates whether a landing door has been opened from the outside, i.e., whether
any authorised or unauthorised personnel have entered the lift shaft.
If the control cabinet is not equipped with UPS, additional hardware is needed in the installation to
be directly connected to the UBA2 control board (located in the control cabinet) and a connector
X69. Connector X611 also needs to be connected to the auxiliary security connector associated
with closure of the landing door on each floor, to each of the landing control boards UCP+ or
BPP+.
In this way, even if the control unit loses power, the landing boards UCP+ or BPP+ will keep the
door control active, in low consumption mode.
Activation of the door supervision function
RLS_Fosoreducido 0..1 0: NO
1:YES
The aim is to enable the landing boards to verify whether the door is closed.
When this contact is activated, i.e., if the landing door is opened using a key, if the control unit
has power the UCP will inform the control unit of this change and the door will be blocked. This
can only be overridden by entering emergency or rappel mode from the machine room, an
operation which can only be done by authorised personnel.
If the control units and boards are operating under battery power, the corresponding UCP+ or
BPP+ will register the opening and then return to low consumption. When the control unit powers
up again (normal operation), and during the UCP identification routine (teach-in), the UCP+ or
BPP+ registering the opening will inform the control unit of the situation and the same blocking
manoeuvre described above will occur.
This function is mainly designed for installations with reduced lift shafts (RLS), although it can be
used in other cases by activating the corresponding parameter and the required additional
hardware.
4.4.10 RETIRING CAM CONFIGURATION (MANUAL LANDING DOOR)
If there are manually operated doors in the landing, the retiring cam (RBR) must be controlled.
There are two modes:
First, deactivate RBR, there is a delay, and then the door opening mechanism starts
The door opening starts, there is a delay, and finally deactivate RBR (this is the default
configuration)
The delay can be set to between 0 and 5 seconds.

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0: Open-delay-RBR
Tipo_ret_rbr 0..1
1: RBR-delay-open
Retiring cam delay
Ret_rebr 0..50
4.4.11 DEACTIVATE CLOSE DOOR FUNCION AT LEVEL N
Parameter whereby, when the lift stops on level N the doors cannot be closed. The door in
standby mode will remain open until a new call is made.
Access definition for level 0
Binh_close 0..1 0: NO deactivated
1: Deactivate close door function
Binh_close+1 0..1 Same as above but for level 1
… …
Binh_close+31 0..1 Same as above but for level 31
4.5 BUZZER DISPLAYS
4.5.1 LIGHTING PROTOCOLS. FLOOR CODES. POSITION INDICATORS.

The CMC4+ control unit allows selection of the communication protocol with position indicators for
each of the system boards.
In the UCC2, UCP+ and BPP+ you can connect all the position indicators with the LS, PIU or TAW
protocol.
The new indicators include a new protocol called PIU which, using three wires (0V, 24V, PIU), can
create all the information necessary for signals, floor codes, direction arrows, travel signal,
lantern signal, arrival gong. Further details are available in the operation manual of the relevant
position indicator. This protocol also includes clock synchronisation with the RTC of the control
board for indicators admitting this function.
For the conventional LS protocol the pulse width can be set, although this is rarely modified; the
pulse width is set at 1ms and should not be modified.
The available protocols are:
LS, same system former models (previous to CMC4), pulsed signal.
PIU, new, 3-wire protocol.
TAW, for direct connection to the indicator CAN bus slot, compatible with the German
protocol.
The type of protocol to be used must be configured on each board.
TipoSalidaLSUCP 0...2 0: LS type ; 1:PIU type ; 2: TAW type
TipoSalidaLSUCC 0…2 0: LS type ; 1:PIU type ; 2: TAW type
TipoSalidaLSUCM 0…2 0: LS type ; 1:PIU type ; 2: TAW type
Pulse time for the LS protocol, Can be set between 1 and
time_ls 1..5 5ms.
It is always used as 1ms.

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On the UBA2 board there is a connector, X87, which has an LS which can be used if you wish to
have an indicator in the control cabinet.
If the LS protocol is used, the number of pulses associated with each level must be assigned,
LS code for level 0
Impul 0..55
Defines the number of pulses assigned to this level.
Impul+1 0..55 LS code for level 1
…
Impul+31 0..55 LS code for level 31
The LS codes for the different floor names are as follows:
Code Decimal Hexadecimal Code Decimal Hexadecimal
0 0 00h -8 28 1Ch
1 1 01h -9 29 1Dh
2 2 02h *0 30 1Eh
3 3 03h *1 31 1Fh
4 4 04h *2 32 20h
5 5 05h *3 33 21h
6 6 06h *4 34 22h
7 7 07h *5 35 23h
8 8 08h *6 36 24h
9 9 09h *7 37 25h
10 10 0Ah *8 38 26h
11 11 0Bh *9 39 27h
12 12 0Ch ““ 40 28h
13 13 0Dh A 41 29h
14 14 0Eh A1 42 2Ah
15 15 0Fh B 43 2Bh
16 16 10h E 44 2Ch
17 17 11h E1 45 2Dh
18 18 12h G 46 2Eh
19 19 13h G1 47 2Fh
-0 20 14h GF 48 30h
-1 21 15h S 49 31h
-2 22 16h SA 50 32h
-3 23 17h SS 51 33h
-4 24 18h S1 52 34h
-5 25 19h R 53 35h
-6 26 1Ah P 54 36h
-7 27 1Bh H 55 37h
If the PIU protocol is used, it must be programmed by sending the desired digit in ASCII. The
correct ASCII code depends of the display used. E.g. with LIP-4, LIP-6 and LIP-7, MD-090…
numbers between 0 and 9 are accepted, as are capital letters from A to Z except ñ, "-" and “*”.
In this case, the ASCII code for each level must be entered into the memory.
ASCIIDisplay 0..255 Hundreds ASCII code for level 0
ASCIIDisplay+1 0..255 Tens ASCII code for level 0
ASCIIDisplay+2 0..255 Unit ASCII code for level 0

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ASCIIDisplay+3 0..255 Hundreds ASCII code for level 1
… … …
ASCIIDisplay+93 0..255 Hundreds ASCII code for level 31
In the case of PIU protocol the automatic time display must also be synchronised.
The control board UCM2 has a RTC (Real Time Clock) which tells the controller the right time and
date (as long as this has been synchronised with the time and date on a PC for instance).
If a PIU protocol position indicator has been connected, either in the car or in the landing, the
board will generate this information so that the time on the indicator can be synchronised with
that of the controller.
If there are TAW protocol indicators, the same landing codes established by the TKAW display
protocol should be used.
There is another essential parameter for operating the position indicators: activation of the
LANTERN mode.
If this parameter has not been activated, landing signalling will consist of direction
arrows, i.e., continuously indicating the direction of travel of the lift.
If the parameter has been activated, the LANTERN mode is shown in the landing, i.e.,
only when the lift will be stopping on that particular floor will the start-up direction of the
lift be shown, i.e., the direction the lift will take when it leaves. When the doors have
closed, the lantern display disappears.
Activation of LANTERN mode
flag_lint 0..1 0: NO
1: YES
The position indicators connected to the control unit give a preliminary fault identification,
because the system shows 10 fault codes (0 to 9) on the car and landing displays ((*0,*1, ….
*9), which are of great help in diagnosing malfunctions and failures both at the time of installing
the lift, and during subsequent operation. See section on locating faults.
4.5.2 LANDING / CAR CALL BUZZER.
This provides an acoustic signal when a car or landing request has been registered. This function
is only available with call board buzzer (landing or car) connected via CAN bus.
When a landing call is registered, the UCP buzzer signals an
"acoustic pre-register" of said call.
LandingCallBuzzer 0..1
0: NO
1: YES
When a car call is registered, the UCP buzzer signals an
"acoustic pre-register" of said call.
CarCallBuzzer 0..1
0: NO
1: YES

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4.5.3 DOORS OPENING BUZZER IN THE CAR

While doors are opening, the car buzzer is activated; the buzzer must be connected to connector
X491 of the BMC or IMC boards.
The car buzzer is activated when the doors open.
zumb_open 0..1 0: NO
1: SI
4.5.4 TYPE OF CALL REGISTER FUNCTION FOR FLOOR AND CAR
It is possible to select the way in which to register the call both for landing and car boards.
Type of call register for landing and car.
0: flashing
FixFlashReg 0..2
1: still
2: fading mode
The register will be cancelled if the call is not confirmed by the controller.
Once the call has been registered by the controller, the flashing sequence has the same rhythm
as the pre-register.
Fading mode is a progressive turning on and off of the register.
4.6 GROUP
All the parameters required to group several CMC4+ lifts are explained below.
CAN communications of the CMC4+ control are compatible with CMC4 control. Thus both controls
can be connected in a group.
4.6.1 NUMBER OF LIFTS IN BANK
The highest number of lifts that can be connected to operate as a group is 8. Connection between
control boards is performed using CAN Bus. (See diagram 2685.13).
The main levels (Lobby_1 and Lobby_2) are the parameters associated with the group operation
of the lift. It is important to correctly programme these values to ensure optimum operation of the
algorithm.
Mult_number 0…7 Number of lifts in bank
Type of register for group request
MXFloorregister 0..1 0: Only registers operation with assigned request
1: All register the request.
4.6.2 GROUP ALGORITHMS
There are three modes of group operation. Each mode uses its own algorithm to balance the time
an elevator takes to attend a given call and to discriminate in which case it should or should not
attend a call. Based on this balancing function each elevator of the group assigns the calls to
attend them as quickly as possible.

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0: Classic algorithm
1: ETA algorithm, Estimated Time Arrival (ETL or Estimación
func_grupo 0..2
del Tiempo de Llegada)
2: Mixed algorithm
The following table shows a comparison between the 3 types of algorithms.
Type of algorithm Classic (0) ETL/ETA (1) Mixed (2)
Resolution 1 second 1 floor 1 second
Car load considered Yes Yes Yes
Other calls penalised when assigned a call
Yes No No
from the main floor
Penalisation based on number of calls
Yes No No
already received
Penalisation of start-up of lift that is on
Yes No Yes
standby
Extra penalisation when on standby on the
Yes No Yes
main floor
Lower penalisation when call is from the
Yes No Yes
main floor
Door status considered Yes No Yes
Exact time estimated when lift travels in
No Yes No
the opposite direction to the call
Rejection of calls not coinciding with the
Yes No Yes
direction of travel of the lift
Bonus when car and call have the same
Yes No No
direction
Brake time at stop considered Yes No Yes
Penalisation for each car call to be served
Yes Yes Yes
before serving the call analysed
Penalisation for each landing call to be
Yes No Yes
served before serving the call analysed
Bonus for car call on the same floor where
there is landing call (the lift necessarily No Yes Yes
stops)
Automatic assignation if lift is parked on
No Yes Yes
the floor calling
Call rejection when parking No Yes No
Rush hour going up function Back to main floor Back to main floor Back to main floor
Shaft divided into Shaft divided into
Back to parameter-
sectors. Back to sectors. Back to
defined level.
Rush hour going down function upper level of each upper level of each
Separate operation
sector. Each sector sector. Each sector
for each lift.
is allocated a lift. is allocated a lift.
Automatically Automatically
Manually according according to traffic according to traffic
Selecting the operation mode: normal
to a programmed or manual according or manual according
mode or rush hour mode.
time schedule to a programmed to a programmed
time schedule. time schedule.

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4.6.3 UNEVEN GROUPS

An uneven bank refers to a group of elevators in which some of the floors attended by one
elevator cannot be attended by another elevator or by the rest of the group.
The following types of uneven groups are available:
Upper uneven groups: At least one of the elevators of the group cannot attend calls from
upper floors served by another or other elevators.
Lower uneven groups: At least one of the elevators of the group cannot attend calls
from lower floors served by another or other elevators.
Middle uneven groups: At least one of the elevators of the group cannot attend at least
one of the middle level calls from floors served by at least another elevator.
In these cases one has to take into account the wiring of the push buttons in the landing and the
landing push buttons themselves vary as compared to a “standard” lift in bank. Moreover, the
three types of uneven groups can be combined in any manner, thus we may encounter an upper
uneven, lower uneven and middle uneven group.
In the event of upper and lower uneven groups no further configuration is required, since the
system itself is capable of detecting such groups using the upper and lower level parameters.
In the event of a middle uneven group it is necessary to configure two new parameters. Said
parameters will define the last floor the elevator will serve below the floors that cannot be served
(cota_infInterm) and the first floor that the elevator is able to serve over the floors that cannot be
served (cota_supInterm).
cota_infInterm 0..29 Will be = cota_inf if the lift is not middle uneven
cota_supInterm 2..31 Will be = cota_inf if the lift is not middle uneven
Calls to floors not served by all the elevators that form part of the uneven group are managed
according to the wiring used in the exclusive calls in the floor board using the two extra push
button inputs in the board. The two extra inputs (X612ES and X612EB) are used in the UCP+ floor
boards (see diagram 2685.17) or the programmable input (X606_1) of BPP+ (see user manual
BPP+ and diagram 2685.18) to cable these calls and the distinction between an uneven and
exclusive call will be done using the following parameter:
0: The extra push buttons in the floor boards are for
exclusive calls.
1: The extra push button for going up is for an uneven call
and the one for going down is for an exclusive call.
ExLandCallMode 0..3
2: The extra push button for going up is for an exclusive call
and the downwards button is for an uneven call
3: The extra push buttons of the landing boards are for
uneven calls
When dealing with uneven groups, it is mandatory to activate said parameter so that the group
knows when a call is no longer exclusive and that it can be attended by any of the elevators that
can serve it. In such cases the parameter shall be activated in the elevators that have been wired
with the uneven calls. Elevators that do not have this wiring do not need to have the parameter

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activated. It is however recommended that this parameter is activated in each elevator that forms
part of an uneven group, unless one of them wants to be used for exclusive calls.
If we need to have both functionalities (exclusive calls and uneven calls) and given that both share
the same push button, we can use wiring strategy to solve the issue. In this case we cable the
uneven calls and activate the corresponding parameter in the elevators that do not require
exclusive calls, and we cable exclusive calls in elevators that do require said functionality without
activating the parameter.
As we can see from the following examples, there is wiring for calls common to both A and B
elevators; and also the uneven wiring can be common to both elevators with its corresponding
parameter activated.
CASE
1
Uneven Wiring to lift
Lower Level Lift A A A&B B Lift B
7 6 b-1 b 6
6 5 b-1 sb 5
5 4 b-1 sb 4
4 3 b-1 sb 3
3 2 b-1 sb 2
2 1 b-1 sb 1
1 0 b-1 s 0
0 -1 s
Lower level 0 1
Upper level 7 7

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CASE
1
Upper Level Lift A A A&B B Lift B
7 7 b
6 6 s7 b 6
5 5 s7 sb 5
4 4 s7 sb 4
3 3 s7 sb 3
2 2 s7 sb 2
1 1 s7 sb 1
0 0 s7 s 0
Lower level 0 0
Upper level 7 6
CASE 1
Intermediate Level Lift A A A&B B Lift B
7 6 b1 b 6
6 5 b1 sb 5
5 4 b1 sb 4
4 3 b1 sb 3
3 2 b1 sb 2
2 1 sb
1 0 s1 sb 0
0 -1 s1 s -1
Lower level 0 0
Upper level 7 7
Lower level
Intermediate(*) 0 1
Upper level
Intermediate(*) 0 3
Level/door
disabled --- 2

EDITION 1
CMC4+
Operation Manual
CASE 2
Intermediate Level Lift A A A&B B Lift B
7 6 b2 b b0,b45 6
6 sb 5
5 sb 4
4 3 b2 sb b0,s45 3
3 2 sb
2 1 s2 sb b0,s45 1
1 sb 0
0 -1 s2 s s0,s45 -1
Lower level 0 0
Upper level 7 7
Lower level
Intermediate(*) 0 2
Upper level
Intermediate(*) 7 4
Level/ door
disabled 1,5,6 3
b-1: exclusive request to go down to floor -1

s7: exclusive request to go up to floor 7
b: normal request to go down to common floors
s: normal request to go up and/or down to common floors
s56: exclusive request to go up to floor 5 or 6
If there are different combinations of upper and lower uneven lifts and midway uneven lifts,
examples of several different combinations has been suggested, attempting to cover all possible
cases. The same wiring system for common and exclusive requests is maintained.
CASE 3 CASE 4
Uneven Wiring to lift Wiring to lift
Combined Level Lift A A A&B B Lift B Lift A A A&B B Lift B
Upper 7 b 6 b 6
with 6 5 b1 b s6,b3 5 5 b1,b4 b s6 5
Intermediate 5 4 b1 sb s6,b3 4 4 sb
4 sb 3 3 sb s6 3
3 2 b1 sb s6,s3 2 2 b1,s4 sb s6 2
2 1 sb 1 sb
1 0 s1 sb s6,s3 0 0 s1,s4 sb s6 0
0 -1 s1 s s6,s3 -1 -1 s1,s4 s s6 -1
Lower level 0 0 0 0
Upper level 6 7 6 7
Level/door disabled 4 2 --- 2&5
Intermediate lower level(*) 3 1 0 1
Intermediate upper level(*) 5 3 1 6

EDITION 1
CMC4+
Operation Manual
CASE 1 CASE 2
Uneven Wiring to lift Wiring to lift
Combined Level Lift A A A&B B Lift B Lift A A A&B B Lift B
Lower 7 6 b1,b-1 b 6 6 b1 b b-1 6
with 6 5 b1,b-1 sb 5 5 b1 sb b-1 5
Intermediate 5 4 b1,b-1 sb 4 4 b1 sb b-1 4
4 3 b1,b-1 sb 3 3 b1 sb b-1 3
3 2 b1,b-1 sb 2 2 b1 sb b-1 2
2 1 sb 1 sb
1 0 b-1,s1 s 0 0 s1 s b-1 0
0 -1 s1 s -1
Lower level 0 1 1 0
Upper level 7 7 7 7
Level/Door disabled --- 2 --- 2
Intermediatete lower level(*) 0 1 0 1
Intermediatete upper level(*) 0 3 0 3
CASE 1 UNEVEN LIFTS-MODE 1

Uneven Wiring to lift Uneven lifts managed according to the wiring used in exclusive calls. UCP inputs for these calls.
Lower Level Lift A A A&B B Lift B Exclusive calls distinguished by the hardware. Compatible with system used in CMC3.
7 6 b-1 b 6
6 5 b-1 sb 5 b-1: exclusive request to go down to floor -1, s7: exclusive request to go up to floor 7.
5 4 b-1 sb 4 s56: exclusive request to go up to floor 5 or 6,
4 3 b-1 sb 3 b: normal request to go down to common floors, sb: normal request to go up and/or down to common floors.
3 2 b-1 sb 2 Advantages
2 1 b-1 sb 1 * Push button wiring easier to assemble
1 0 b-1 s 0 * Larger number of uneven combinations.
0 -1 s * There may be cases of exclusive and normal calls for a same floor without cancelling each other out.
Lower level 0 1 * Exclusive calls are not analysed.
Upper level 7 7 * Unlimited number of intermediate levels in the group.
4.6.4 TRAFFIC TRENDS (RUSH HOUR)

This function is used to control elevator behaviour at “rush-hour”.
There are two modes of operation at rush-hour: up peak traffic and down peak traffic.
Up peak traffic mode is for rush hours when the building is getting filled, i.e. when users access
the main floor and parking areas to go to office floors. In this case each elevator will attend all
pending calls at a given time; and once it finishes all its duties it will return to a previously
parameter-specified floor, (normally the main floor, however different floors may be specified for
each lift) and will wait there for the next landing call (which will generally be from the same floor
where it is parked).
The downward peak traffic mode is for when the building is being emptied. This happens when
users leave their offices in upper levels and descend to the main floor or parking area to exit the
building. In this mode the installation is divided into as many sectors as there are elevators, and
each elevator will attend the stops corresponding to its own sector. For example, imagine an
installation comprising 4 elevators and 16 floors. Elevator 1 will serve calls from floor 1 to 4.
Elevator 2 will serve floors from 5 to 8, and so on. When the elevators have no more calls to serve
they will automatically return to the upper level of their sector waiting for new calls. When an
elevator is idle because it has no calls from its own sector to attend, it can assist other elevators
attending calls from other floors outside its range.
The time intervals for operation in each mode can be programmed using the corresponding
parameters. There is also a function that automatically detects traffic enabling an elevator to enter
automatically into “rush-hour” mode. However, the time interval schedule will have priority over
this automatic function even when the latter has been activated, i.e. automatic detection only
works during intervals in which rush-hour traffic has not been programmed.
Next is an explanation that shows how automatic rush hour detection algorithm works.

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Operation Manual
To detect up peak traffic, each time the car leaves the main floor, the system counts the number
of car calls. If this number is above a certain threshold the system increases a counter, otherwise
it decreases it. This threshold is related to the number of floors and the number of elevators of the
installation. Once the counter goes above a certain limit the system enters into up peak traffic
mode.
To detect down peak traffic the system follows a similar routine only that this time it only takes
into account the downward landing calls. Again once the counter goes above a certain limit the
system enters into down peak traffic mode.
The trends are defined based on the internal clock of the control board and a trend programme.
In the "TrendProgramme" it is possible to define a trend programme according to the time bands
throughout the day. It is possible to define up to 7 time bands with the following format:
Byte 1 Byte 2
Bit 7: 0=Downward trend 1= Upward trend Duration. Duration in minutes of the trend divided
Bits 6..0: Start time for the trend in minutes from 00:00 by 15
divided by 15
Example
Two time bands are defined:
Band 1: upward trend from 08:30 to 09:15
Trend =1
Start (8*60+30)/15=34 = 0x22
Byte1 = 0x80 + 0x22 = 0xa2
Duration=(09:15-08:30)/15=45/15= 3 = 0x03
Byte 2 = 0x03
Band 2: downward trend from 18:30 to 21:30
Trend =0
Start (18*60+30)/15=74 = 0x4a
Byte1 = 0x00 + 0x4a = 0x4a
Duration=(21:30-18:30)/15 =180/15 = 12 = 0xc
Byte 2 = 0x0c
Band 1 1 2 2 3 3 .. .
Offset table 0 1 2 3 4 5 6 7
TendenciaProgramm
Value 0xa2 0x03 0x4a 0x0c FF FF FF FF
Furthermore, depending on how the BFLAG_NOCLOSE_TEND parameter is defined, the lift can
remain with the door open once it has arrived at the peak parking level.

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Operation Manual

To activate the rush-hour mode
0: no peak traffic
1: Activation depending on the aforementioned
bflag_tendencia 0..2
parameters
2: Activation by automatic traffic detection but
subject to parameter programming
Upper trend level
cota_tend_sup 0..31 The upward trend parking level will normally be
the ground floor.
Lower trend level
cota_tend_inf 0..31 The downward trend parking level will normally be
one of the upper floors.
Do not close door for trend
Bflag_noclose_tend 0..1 0: NO
1: YES
4.6.5 EMERGENCY POWER MODE. EVACUATION WITH ASYNCHONOUS START-UP
For lifts equipped with emergency power supply (generators), this function carries out a phased
rescue, starting up the lifts in the group one by one.
To achieve this, in addition to programming the corresponding parameters in EEPROM, special
wiring must be followed as indicated in the corresponding drawings. This includes the signal that
the generator has been activated, the E-GRUPO signal (generator activated signal X93.3), the
EANS signals (uneven start input X92.1) and SANS (uneven start output X92.1), which alternates
the start-up of each lift (see diagram 2685.12).
The generator is activated due to a power cut, and therefore all requests will be discarded and the
connected lifts detect the activated input from the activated generator (E-GRUPO).
The TIME_COSE parameter sets the time before starting the evacuation sequence. This should be
different for each lift connected to the system.
The lift with the shortest time starts the evacuation sequence. To do this, it activates the SANS
output to inform the other connected lifts that it is starting up. This means that the rest will wait
until the generator is available. The lift goes to the evacuation level (NIVEL_COSE), where it opens
and then closes its doors, always leaving the open door button activated.
Once the evacuation has finalised, the evacuated lift deactivates the SANS output and the next lift
will see that the generator is available and will start it own evacuation sequence.
The operating mode of each lift, once the evacuation sequence has finalised, should be
programmed, leaving them either operational or out of service. In this case, there is also
additional wiring involved, by which, if the lift in service should break down, another lift connected
to the generator will take its place.
The parameters for activating this function are the following:
Emergency power mode Activated
corriente_seg 0..1 0: NO
1: YES

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Operation Manual

Level to which the lift goes to carry out the evacuation
nivel_cose 0..31 manoeuvre. This must be a permitted value, if not, the default
value will be COTA_INFERIOR
Time before starting the evacuation sequence. Must be
time_cose 0…..250sec
different for each lift connected
Operation of the lift when it enters emergency mode.
fs_cose 0..1 1: lift Out of service
0: lift in service
4.7 FUNCTIONS
4.7.1 CONTROL BOARD MICROSWITCHES

Micro switch Position Operation
ON Temperature failure alarm in UCM disabled
1
OFF Temperature failure alarm in UCM activated
In emergency mode from the machine room the OPEN/CLOSE
ON
push-buttons are used to OPEN/CLOSE the car doors
2
In emergency mode from the machine room the push-buttons
OFF
are used to go UP/DOWN
ON Free
3
OFF Free
ON Lock doors for maintenance and commissioning tasks.
4
OFF Normal operation
4.7.2 FLOOR TEACH-IN PROCESS AND CAR INITIALISATION
The control CMC4+ carries out an identification of the boards connected to the system using CAN
bus (front and/or rear) taking into account the factory-set parameters in the UCM.
These are the first faults to be sought when commissioning, because if the teach-in process of
the boards is not carried out properly, the control board will not work as expected.
This way, it will identify and assign the level to every connected landing board. This parameter,
the assigned level to every board, is recorded automatically in the internal memory of the UCP.
This procedure is carried out every time the control board UCM is reset. At that moment, it
initiates the sequence, and every board emits a slight buzzing. If any board fails to complete this
process correctly, the status LED will flash.
If there is a teach-in fault, it is marked in the corresponding landing board by 3 flashes. It will be
also registered as a fault. Possible causes are the following:
Bad CAN bus or power supply connection: They may be out of place or not connected;
Board not programmed or out of order, check the status LED flashing of the landing
board.
If there are initialisation problems, the corresponding failure will be recorded identifying the level
at which the problem has taken place. See faults 85 to 88 inclusive (see meaning in section
entitled “Fault List”.
The UCM will carry out the teach-in process according to the parameters programmed in the
parameter “situación_UCPs”.

EDITION 1
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Operation Manual
This information is factory set.

The control can work normally even when a landing board does not work correctly; it will not
attend calls from that floor and it will register the relevant fault on the fault record, but a fault in a
landing board does not have to affect the whole control.
In the case of the car board, there is also an initialisation process, whereby communication is
established with the car and the initial status is tested. Once the communication between cab and
control have been synchronised, its continuous and periodic testing is maintained, notifying a
fault in the event of problems or loss of communication.
Faults related to car initialisation or permanent car communication are included in codes 90 to 92
(see meaning in "Fault List").
4.7.3 SHAFT TEACHIN FUNCTION
For installations in which car positioning is done by the encoder it is necessary to teach the
elevator shaft in order to know the distance between floor levels: the position of the bottom and
top slowdown switches and the levelling vanes.
To activate Shaft Teaching, write the value 0xA5 in the ShafTeachin memory position or the
special function F4 of the BoMo and reset the control board.
This will start the shaft teaching operation.
If the car was half way through the shaft or at the top end, its position will be corrected at a
nominal speed until the bottom end.
If the car was in the bottom end, but outside the stopping screen, an output from the end is
forced to reach the middle of the shaft. Then the previous step is performed.
Whilst the car is being positioned in the bottom level, the value 0xCC is shown in the ShaftTeachin
memory position.
Once the car is in the bottom level, a process is initiated to measure the position of the shaft
elements: stopping screens and B322 CMB and B323 CMS changes. During this process the car
moves towards the top end of the shaft at a secondary speed, the value 0xEE can be read in the
ShatTeachin memory position and the displays show the counting of the stopping screens.
The teaching process stops when the top level is reached. If everything is correct, it reads value
0x00 in the ShaftTeachin memory position. Otherwise, the value 0xFF will appear. In order to
obtain more information about the causes of a teaching error, a byte is stored in the
memErrorShaftTeach memory position, to encode one or several errors. Each bit in the error byte
carries the following meaning.
Bit 0: A floor smaller than _MINIM0_PLANTA_ (150mm) was measured or a distance
smaller than _MINIM0_DOS_PLANTAS_ (2100mm) was measured between two
consecutive floors.
Bit 1: A floor smaller than the distanciaV2 (secondary speed change distance) parameter
was measured.
Bit 2: The measurement taken for the change to nominal speed during the descent (B322
CMB if the CB2 extra change is not installed, or CB2 if it is installed) differs excessively
from the distanciaVN (nominal speed change distance) parameter.

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Operation Manual
Bit 3: It is the same as bit 2 but related to the change measurement during the ascent at
nominal speed (B323 CMS or CS2).
Bit 6: During ShaftTechin the number of levelling magnets counted differed from that
expected, as determined by the cota_inf and cota_sup parameters.
Bit 7: The distance measured is too large (the encoder count was exceeded).
The errors during a shaft teaching can be due to the presence of an error in the parameters
related to the encoder (pulse per revolution, pulley diameter, VN distance, etc.) or a poor
arrangement of positions elements in the shaft.
4.7.4 RECOVERY OPERATION
The RECOVERY mode (emergency or rappel) allows the lift to be operated by connecting the
recovery operating panel to the control unit. This is similar to the inspection operating panel, with
the following basic differences:
The lift is activated and controlled from the control cabinet.
The INSPECTION function (on the car ceiling) overrides this; if the inspection switch is on,
the lift cannot be moved in recovery mode.
This allows the lift to be operated with some of the security systems bypassed (pit
elements and limit switches, chock contacts, etc.). Generally, it enables lift recovery when
it overshoots or the car is released.
Allows the machine to move without car or landing control boards. It only needs the set of
control boards (UBA2, UCM2 and UCV).
4.7.5 TRIP COUNTER
This parameter “E2cont_arranques” cannot be modified using the operating panel or
programming terminal. t can only be read using a maintenance terminal or using the correct
software installed on a PC.
4.7.6 AUTOMATIC SUMMER/WINTER TIME CHANGE
It is possible to configure the internal RTC so it automatically adjusts the winter/summer time
change.
Automatic change of summer/winter time
SummerWinterTime 0..1 0: NO
1: YES
4.7.7 EMERGENCY EQUIPMENT FAILURE FUNCTION
The car is connected to the emergency equipment, EAR, through connector X327. In this way, the
emergency equipment detects a possible fault in the unit and also reads the
FALLO_EQUIPO_EMERGENCIA, registering it as a battery fault and continues to operate normally.
Once the fault is activated, while the car is stopped the code *8 will be shown on the displays to
indicate a fault in the user rescue system. The unit will be operative at all times.
The non-failure condition is provided by a 24V input. This voltage is taken from the EAR (device
according to EN81-28) when everything is in order.

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Operation Manual
4.7.8 FIRE SERVICE

The "fire service" mode requires certain additional hardware.
Landing key or switch, wired to the X606 connector of the UCP+ and BPP+ (see diagram
2685.17 and 2685.18).
Car key; one of the push buttons of the BMC or ICM must have the special setting “Fire
service key”. See diagram 2685.27.
Option of indicating fire service mode in car; set one of the push buttons of the BMC or
IMC with the special function “Fire service indicator”.
Landing light indicator, wired to X606 connector as per EN81-73.
Car and/or landing position indicators with special Fire service indication.
There are various convention Fire Service functions: the fire service mode as per EN Standard 81-
72 and an extended version of the latter for Portugal and functionality according to EN81-73.
Standard fire service
This mode is included in the control unit software. It is only necessary to do the additional wiring
and programme the fire service level.
By means of an outside switch or key (fire-fighter box on the fire service evacuation floor) inside
buttons and external requests are blocked. If the car is travelling away from the evacuation stop it
will stop at the next level and then go directly, without stopping, to the evacuation stop defined in
the EEPROM memory and it will stay there with the door open.
From the moment the key is turned until the moment the door is opened in either the fire brigade
floor level or the evacuation level the car buzzer sounds to alert users that the lift will go into fire
service mode.
Once the fire-fighter has entered the lift, he or she must activate, by means of a key, the fire
service function in the car. In this way, the lift only responds to car requests one by one, and
when it gets to the floor, automatically opens the door and leaves it open.
When the fire-fighter returns to the fire service floor and deactivates the landing switch, the lift
exits fire service mode.
EN Standard 81-72 fire service mode
This mode is activated through a set parameter.
In this case, it must be activated on the floor by means of a key, the mode is equivalent to
standard mode, inside buttons and outside requests are blocked. If the car is travelling away from
the evacuation stop it will stop at the next level and then go directly, without stopping, to the
evacuation stop defined in the EEPROM memory and stay there with the door open.
From the moment the key is turned until the moment the door is opened in either the fire brigade
floor level or the evacuation level the car buzzer sounds to alert users that the lift will go into fire
service mode.

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Operation Manual
The fire-fighter must then deactivate the fire service landing key, leaving him or her 5 seconds to
enter the car and activate fire service mode. If this is not done within the time limit, the lift will
return to normal operation.
Once fire service mode has been confirmed in the car, when a request button is pressed the
doors will close. (In spite of the exact wording of the standard, it is not necessary to activate the
close door command or hold down the call button in order to close the doors.) Once this has been
activated, the lift will only respond to requests from one landing to another, cancelling the
previous request if a new floor button is pressed. The lift will start up, but when it gets to its
destination the doors can only be opened using the open door button, which must be held down
until the doors are fully open. If the button is released before the doors are fully open, they will
automatically close again.
The lift remains on the floor with the doors open, waiting for the fire-fighter. Fire service mode can
only be deactivated by going to the fire service level and deactivating the car key. Once this is
done, the lift will resume normal service after 5 seconds.
Special fire service mode for Portugal
This is exactly the same as the fire service mode as per EN81-72, with the addition of fire sensors
available on the landing control board UCP+.
If any of the fire sensors are activated, the lift will enter a mode similar to the out of service mode
and will go to the fire service floor, open and close the doors and then remain there with the doors
closed. Only an authorised operator can then release the lift by entering a certain parameter.
Fire service functionality under EN81-73
If one of the floor fire sensor inputs is activated, the evacuation service will be automatically
activated. When selecting the destination floor level, the system will check that all fire sensors on
that floor have not been activated. Should any of the fire sensors of a floor be activated the lift will
go to the next floor on its list. The list for analysis is as follows: planta_bomberos, lobby_1,
lobby_2, prefer_sup and prefer_inf.
Once the fire service is detected the exit indicators will be activated in compliance with EN81-73 in
the UCP+ or BPP+.
The parameters for activating these modes are the following:
Fire service mode pursuant to EN81-72
bflag_bomb_72 0..1 0: NO
1: YES
Special fire service mode for Portugal
(includes fire sensors connected to the UCP)
bflag_bomb_portu 0..1
0: NO
1: YES
Fire service level
planta_bomberos 0..31 Defines the floor to which the lift goes when it enters
fire service mode
Operation compliant with EN81-73
Bombero_EN81_73 0..1 0: NO
1: YES

EDITION 1
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Operation Manual
The car contains the corresponding output (special setting 45 of the BMC or IMC) for the
connection of a device to indicate fire service mode.
4.7.9 OUT OF SERVICE MODE
There is a connector (X606_1) in the landing control panel UCP+ (see diagram: 2685.17) or BPP+
(see diagram: 2685.18) for the activation of the Out of Service mode; this enables a key to be
used on each floor.
The parameters for activating this mode are the following:
To activate the out of service mode and wire the key(s) in the
landing boards
program_fs 0..1
0: NO
1: YES
Fire service priority
prioridad_fs 0..1 0: Low (Bomb – FS)
1: High (FS – Bomb)
It is not necessary to configure the Out of Service floor level as this is activated in the
corresponding landing board, and identified in this way by the UCM.
When the lift detects activation of the out of service mode it will go to the floor on which the key
was activated. It will also discard all requests, and if the car is travelling away from the out of
service stop it will stop at the next floor, and then continue without stopping to the out of service
stop.
Once it arrives at the out of service floor, it opens and then shuts the door, and remains with the
door closed. It will not respond to any requests, either from the car or from the landing. Only the
open car door button will be enabled.
4.7.10 PARKING
4.7.10.1 FORCED PARKING
This type of parking does not require any additional hardware or any special kind of request.
This function is incompatible with any other parking types.
It only affects lifts in which it has been programmed: when the lift has been inactive for longer
than the time programmed it will go to the forced parking level.
In this type of parking, unlike standard parking, when the lift is in a group, it is not necessary for
the remaining lifts to have stopped.
The parameters for activating this function are the following:
Activating forced parking
tendencia 0..1 0: NO
1: YES
Forced parking time in seconds. After this time,
tiempo_tendencia 0…..250seg
the lift will go to the defined level and park
cota_tendencia 0..31 Forced parking level

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Operation Manual
4.7.10.2 STANDARD TYPES OF PARKING

This parking mode can be used for a single lift or for a group of lifts. In the case of the group of
lifts, only 4 lifts in the group will park (maximum 8 lifts), as only 4 parking levels are defined.
This function is incompatible with the forced parking function.
This kind of parking is activated when ALL the lifts in the group have stopped.
The type of parking and the parking levels must have the same value in ALL the lifts in the group
in order for this to work correctly.
There are three parking modes:
Mode 01, when all the lifts in the group have stopped, after a programmed time, each lift
will go to a different, pre-defined, level and park. This parking movement starts
irrespective of the level at which the lift is at the time it is activated.
Mode 02, when all the lifts in the group have stopped, after a programmed time, only the
lifts on a BASEMENT level will go to the same pre-defined level and park
Mode 03, when all the lifts in the group have stopped, after a programmed time, only the
lifts on a BASEMENT level will go to the level pre-defined for each and park.

00: No parking installed
01: Each lift goes to one of the levels defined in COTA_PARK,
COTA_PARK+1, etc. from any level on which it is situated at that
time
tipo_park 0..03
02: Only lifts on basement levels will go to park, and all will go
to the same level, defined in COTA_PARK.
03: Only lifts on basement levels will go to park and each will go
to the level defined in COTA_PARK, COTA_PARK+1, etc.
Parking time
tiempo_park 1 …..250sec
Waiting time before parking
cota_park 0..31 Parking level 1, for first lift in group
cota_park +1 0..31 Parking level 2, for second lift in group
cota_park+2 0..31 Parking level 3, for third lift in group
cota_park+3 0..31 Parking level 4, for fourth lift in group
4.7.11 COMPULSORY STOP MODE
This mode programmes the lift to stop when it arrives at a particular floor, even though no
request has been received. This can be useful for programming the lift to stop whenever it arrives
at the lobby of a hotel or the entrance hall of a building, for instance.
The following parameters must be programmed in the control board:
Compulsory stop mode activated
Bflag_ever_stop 0..1 0: NO
1: YES
cota_ever_stop 0..31 Must be a valid level within a permitted range

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Operation Manual
4.7.12 SHABBAT FUNCTION

This function enables the lift to be used correctly during the Sabbath rest day established in the
Jewish religion
Activating the SHABBAT function
ShabbatElevator 0..1 0: NO
1: YES
Waiting time on the ground floor
TIME_Shabbat 60..240
Waiting time on intermediate floors
TIME2_Shabbat 2..10
"Shabbat" is the Hebrew name for "Saturday". On Shabbat, religious people cannot use any
electric device. They cannot "turn on" or "turn off", directly or indirectly, deliberately or by
accident, any electric device.
According to the code, if there are at least two lifts in an apartment building, one of them must be
a "Shabbat" lift.
According to religious groups, there are different ways of observing the "Shabbat". We will explain
here the requirements for the general observance, called "Shabbat control according to Zometh".
Outside equipment needed:

-h timer (external).
Key device on car operating panels (or on the ground floor operating panel). If the ground
floor operating panels is used, input through the VIP key connector X607_2 of the UCP+
or X606_1 of BPP+. A key may be wired in the car with a special setting, namely Shabbat
key”.
Illuminated indicator on each landing operating panel (with arrow) indicating "Shabbat
Lift" and pointing to the corresponding lift in the group. Wiring to X607_2.3 output on
each UCP+ or X606_1.4 of BPP+.
Car buzzer (connected to the X491 connector of the BMC or IMC).
"Shabbat"
the push buttons of the BMC or IMC with the special setting “VIP or Shabbat indicator”.
Lift operation during SHABBAT:
When the contact key is inserted (in the car operating panel or ground floor operating panel) the
corresponding lift enters "Shabbat" control mode.
A light on the car operating panel and on the landing operating panels will indicated that the lift is
currently being used in "Shabbat" control mode.
A 24-hour timer, installed near or on the main high voltage switch, can be regulated to specify
how long the lift will be in "Shabbat" service (so many hours in "Shabbat" service, so many hours
in normal service, and again in "Shabbat" service, etc.)

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Operation Manual
By activating the "Shabbat" service programme, the lift will bypass group control and go to the
ground floor. Car buttons and landing requests are ignored.
After reaching the ground floor, the doors open and the car remains in this position for between 1
and 4 minutes (programmable).
When this period expires, the doors close and the lift goes up to the next floor. The doors open
and the car waits for a time between 2 and 10 seconds (programmable), before closing doors
and heading for the next floor.
Before the doors close (3 seconds), the buzzer sounds and continues to sound until the doors
close.
While the doors are closing the photocells and/or light curtain will disconnect. The power to these
devices is cut (not only to bypass the contact). The only protection is provided by the safety edge
(or other mechanical protection).
After the safety edge has opened again, the doors will remain open for 2 seconds and then close
again. When the lift reaches the top floor, the direction arrows change from "down" to "up" and
before the car reaches the ground floor the arrows change from "down" to "up".
The cycle starts again after reaching the ground floor.
It will be possible to define the floors with automatic stops when the elevator is in Shabbat mode.
The car will stop (or not) on each floor depending on the settings of a Shabbat Programme. The
Shabbat Programme is stored in a memory board in the ShabbatProgramm address, with
capacity for 32 levels. The content of each element in the table can have 4 different values, each
of them with the following meaning.
0xFF the car will stop at level X both when ascending and descending
0xF0 the car will stop at level X only when descending
0x0F the car will stop at level X only when ascending
0x00 the car will not stop at that level
Example:
Consider an installation with 8 stops, from level 0 to level 7.
The Shabbat main floor is on level 2.
=> The “lobby_1” parameter must be 2
When descending it must do Shabbat stops at levels 0, 3, 5 and 6.
When ascending it must do Shabbat stops at levels 1, 5 and 7.
=> The Shabbat programme will be:
Level 0 1 2 3 4 5 6 7
Table
ShabbatProgramm 0 1 2 3 4 5 6 7
Offset
Value 0xFF 0x0F 0xFF 0xF0 0x00 0xFF 0xF0 0xFF

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Operation Manual
4.7.13 PRIORITY CALLS

4.7.13.1 VIP SERVICE
With this exclusive service one car may be assigned to respond to a special landing call. The car
function remains operative during the service. First the existing car calls are served. The landing
calls are removed. Only VIP landing calls are activated. Once the VIP activation is detected, the
below sequence is followed:
1. The light indicator in car and the VIP call register in landing are activated.
2. The actual landing calls are removed and no more landing calls are accepted.
3. The lift will finish serving pending calls in progress and will not accept new calls.
4. Once pending service has been completed and with the car empty, the car goes to the
VIP landing. To verify that there is no one left inside the car, once the last car call has
been served and with door closed, the lift waits for a given time, tmpCarFreeVIP dsec, for
a car push button to be pressed. If button activation is detected, the door opens and
closes, restarting the “car empty” waiting loop. If no buttons are pushed, this means the
car is empty and it will accordingly go to the VIP landing.
5. Upon arrival at the VIP landing, doors open and the lift waits tmpCarCallVIP dsec for a car
call.
6. Once this time has elapsed without a new car call, the lift will resume normal service.
7. If a car call is detected during the time interval tmpCarCallVIP, only this call will be
attended. New car and landing calls are not accepted.
8. Upon arrival at the destination floor, doors open and the lift waits for a new car call during
tmpCarCallVIP dseg.
9. Back to point 7.
10. The VIP call register will be turned off when arriving at the floor where VIP mode was
activated.
Priority services which remove and override the VIP mode are the following: top and bottom floor
emergency calls (with up and down pushbuttons of UBA2), rescue service, correction, uneven
start-up (emergency power supply), fault, car priority service, out of service and fire service.
Only one VIP call is accepted at a time.
Car call waiting time in VIP mode.
tmpCarCallVIP 0..255
Can be set between 0 and 255 dsec.
Waiting time for empty car before entering VIP mode.
tmpCarFreeVIP 0..255
Can be set between 0 and 255 dsec.
4.7.13.2 ATTIKA FUNCTION
Activating the Attika function allows defining private accesses to the installation.
Private access owners can make car calls from their own apartment with a car key.
The owner can make a floor call from his apartment using the landing board VIP input (X607_2 of
UCP +) or the bottom push button or programmable input (X606_1) of a BPP+ board with an

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Operation Manual
Attika configuration (see diagram 2685.17 and 2685.18 or UCP+ and BPP+ manuals). When the
owner requests a floor call, the pending car calls are served, the rest of floor calls are cancelled
and a waiting time is set for the car to empty (a load weighing device signalling 0% is required).
The owner can also give a visitor permission to make a car call to his private access. In order to
do this, the visitor has a calling push button in the car to alert the owner and to confirm the call
later on. And the owner can also confirm permission to the visitor either on the input “special call
to go up” (X612ES) on a UCP+ board or with the top push button or programmable input
(X606_1) on a BPP+ board with an Attika configuration.
The process for the visitor is as follows:
1. The visitor presses the car push button associated to the private apartment being
visited.
2. The owner presses the appropriate push button to accept the visit. At that moment,
whilst holding down the acceptance button, the visitor's push button register in the car
flashes.
3. The visitor must confirm the call and the car call is registered.
The Attika function is not compatible with the VIP and the Shabbat functions.
An elevator with the Attika function is not compatible with the group operation.
The Attika function enables an automatic rescue system to be installed, to guarantee that the
rescue will never take place on a floor with private access. To do this, the “modo_rescate”
parameter should be set at “2” and the “planta_rescate” parameter set to a floor other than a
private apartment floor.
Parameters involved in the Attika function:
0: NO
AttikaMode 0..1
1: YES (Attika enabled)
WaitAtkUser
0..90 Waiting time in seconds for attic owner’s call
WaitAtkVisitor 0..90 Waiting time in seconds for attic visitor’s call
Automatic rescue in Attika mode
RescueAtkForzado 0..1 0: NO
1: YES
4.7.13.3 PRIORITY SERVICE (CAR PRIORITY)
Priority service, also known as "car priority" or "independent service", does not have an
associated parameter but involves additional hardware.
By activating a key switch on the car operating panel BMC or IMC with the special setting “Car
priority”, the lift is separated from the group (in the case of a group of lifts) and does not respond
to outside commands, i.e., does not respond to landing requests. The control unit only responds
to car commands. If the car has automatic doors, these will remain open. Car requests will be
served one by one.
4.7.14 SUPERVISING EXIT FROM INSPECTION MODE
When the lift enters inspection mode, by the control panel switch on the car ceiling, a supervision
mode (WaitOutRevision) can be activated. This means that in order to return to normal service, in

EDITION 1
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Operation Manual
addition to changing the position of the inspection switch, the emergency or rappel mode must be
activated from the machine room, or the down pushbutton on the control board must be
activated, or the BoMo tool must be connected.

Activating the supervising exit from inspection mode function
WaitOutRevision 0..1 0: NO
1:YES
This means that the technician working on the lift must go to the control cabinet before returning
the apparatus to normal service. In the control cabinet the technician must activate either the
"down" button or the "emergency" or "rappel" function so that the lift can again operate at normal
speed.
In any case, a sound warning will indicate change from Inspection to the automatic mode.
4.7.15 PROGRAMMABLE INPUT FUNCTION
The UBA2 has two inputs in the connectors X74(IN PROG 1) and X76(IN PROG 2) that can be
used for different purposes, depending on the function required. They are programmable inputs.
The L4 input of the MP1_TKE module (SW1 = 3 and SW2 = 1) is also a programmable input.
The configuration of each programmable input function is performed using two parameters, one
defining the function and the other defining the contact type for the function.
The associated parameters to define the programmable inputs are the following.
Function associated to the programmable input IN PROG 1
0: None
1: Monitoring of Seismic Sensor
2. Shaft fume sensor
3. Car light sensor
UCMProgIn1Watch From 0
4. Flooding sensor
5. Oil level detection
6. Remove elevator from group
7. Overload
8…250: other programmable functions
Contact type for this input IN PROG 1
UCMProgIn1NoNc 0..1 0: NO (normally open)
1: NC (normally closed)
UCMProgIn2Watch From 0 Same as UCMProgIn1Watch applied to IN PROG 2
UCMProgIn2NoNc 0..1 Same as UCMProgIn1NoNc applied to IN PROG 2
UCMProgIn3Watch From 0 Same as UCMProgIn1Watch applied to L4 of MP1 No.1
UCMProgIn3NoNc 0..1 Same as UCMProgIn1NoNc applied to L4 of MP1 No.1
The possible functions associated to the programmable inputs are described below.
Given that there are only two programmable inputs (three if a MP1_TKE module is used), a
maximum of two (three with MP1_TKE module) functions associated to programmable inputs can
be used simultaneously.
4.7.15.1 EARTHQUAKE FUNCTION
The earthquake sensor will be connected to the chosen programmable input.

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Operation Manual
If the car is moving, on detecting the sensor activation, it will stop at the nearest floor.
Once the car stops, or if it was not moving, it will open the doors and will remain with the doors
open indefinitely. The sensor activation is memorised, so if there is a power failure in the UCM2,
the locked status can be recovered as soon as the power is back. To remove the locking control it
is necessary to activate the rappel or to press the manual reset in the UCM2. The fault code
EARTHQUAKE_ON will be activated.
4.7.15.2 SHAFT FUME SENSOR FUNCTION
The fume sensor will be connected to the chosen programmable input.
If the car is moving, on detecting the fume sensor activation, it will stop at the nearest floor. Once
the car stops, or if it was not moving, it will open and close the doors and will remain with the
doors closed indefinitely. The fault code SHAFT_FUME_SENSOR_ON will be activated. Calls will
be ignored. If any push button to call the car or to open the doors is pressed, a new door-opening
and closing sequence will be initiated. The function will be deactivated when the sensor is
deactivated.
4.7.15.3 CAR LIGHT DETECTION FUNCTION
The car light sensor will be connected to the chosen programmable input.
If the car is moving, on detecting that the car light is off (no light on in the car), it will stop at the
nearest floor. Once the car stops, or if it was not moving, it will open and close the doors, and
then it will remain with the doors closed indefinitely. The fault code LUZ_CABINA_SENSOR_ON
will be activated. It will not respond to calls. If any push button to call the car or to open the doors
is pressed, a new sequence of door opening and closing will be initiated. The function will be
deactivated when the sensor is deactivated.
4.7.15.4 FLOODING PROBE FUNCTION
The flooding sensor (buoy) will be connected to the chosen programmable input.
A parameter defines the number of floors at risk of flooding.
Defining the lowest level of the installation without any risk of
PlantasInundables 1..16
flooding
When the flooding probe is activated, the elevator will complete the call in progress and will go
out of service. If the call in progress was for the lowest floor, it will stop at the lowest floor plus
PlantasInundables (FloodableFloors). If it was for the top floor, it will stop at the top floor minus
PlantasInundables. If the elevator was not attending any calls and was stopped on any of the end
section floors that could be flooded, it will go to the nearest floor with no risk of flooding.
Once the elevator is out of service due to flooding, the normal service will only resume when the
flooding sensor is deactivated and the control board is switched off and on again. The normal
service can also be activated using reset, emergency situation or rappel, provided the flooding
sensor is deactivated.
4.7.15.5 REMOVE ELEVATOR FROM GROUP
This function removes an elevator from the group, making it operate as a simplex. In order to do
this, this elevator must be provided with its own floor operating panel line. The remaining
elevators in the group will continue operating as a group.

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4.7.15.6 LOW OIL LEVEL

For hydraulic elevators, this function can be activated to detect low oil levels in the hydraulic
generator.
If the elevator is moving, when the oil level fault is detected it will stop at the nearest floor and
then it will go to the lowest floor. Once on the lowest floor, it will open and close the doors and
remain in a locked status. In this status, activating any push button in the car will cause the doors
to open and close again.
If the elevator was not moving when the fault was identified, it will go to the lowest floor and
function as mentioned above.
When the elevator is locked on the lowest floor, it will show the fault code LOW_OIL_LEVEL, *0 on
the display. The elevator will be unlocked when the fault is corrected (open contact).
4.7.15.7 CAR OVERLOAD
For hydraulic lifts this function can be activated to control car overload by means of a signal from
the hydraulic unit or its control system by detecting the oil pressure in the piston.
The control operation is the same as that described for the overload function of the LOAD
CONTROLS section.
4.7.16 ENERGY SAVING DURING SLEEP MODE
The control board goes into energy saving mode after the number of minutes indicated in the
parameter TimeForSleeping. If the parameter value is 00, the energy saving function will not be
activated.
The control board goes into energy saving mode when there are no faults. The energy saving
mode means that the power to the inverter will be cut off; an energy-saving command will be sent
to the car and landing boards. When a new call is identified, the energy saving mode is
abandoned. It may take a few seconds before the inverter is ready to start travel.
Waiting time to activate the Sleep mode
0: Energy-saving mode NOT activated
TimeForSleeping 0..90
1..90: minutes with no activity after which time the energy-
saving mode is activated
4.7.17 TRANSFER OPERATION BETWEEN CARS
When a car is locked between two stops and is not able to move with any of the conventional
evacuation procedures, people trapped inside can be evacuated by being transferred to the car of
an adjoining elevator (rescue elevator). The parameter OperacionTransbordo must be active in
this rescue elevator and it will also require additional hardware, consisting of an MP1_TKE
peripheral module.
0: NO
OperacionTransbordo 0..1
1: YES
The inputs and outputs necessary for the transfer function between cars will be connected to the
MP1_TKE module.
These are the following:

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Operation Manual
Inputs: function activation key, up and down push buttons, top and bottom sensors to
detect the alignment with the approaching car.
Outputs: top and bottom indicators of car alignment.
Operation:
Only authorised personnel will be able to activate the transfer function between cars.
The transfer mode is activated with the car transfer key.
At that point all calls are ignored.
Await a single call to perform an initial approach to the car being rescued.
Once the first approach trip is completed, no more calls are admitted and it will be possible to
move the car up and down, at the inspection speed, with the special push buttons for the transfer
function.
The sound of a buzzer and a light signal will indicate when the car is close to the car being
rescued.
When both cars are aligned, the two light signals will be activated and there will be a different
sound coming from the buzzer. At that point, proceed with the transfer.
Once the transfer is completed, the transfer function key will be deactivated and the car will
perform a correction trip, changing into normal operation.
In case of failure of the MP1_TKE module managing the signals for the transfer operation
between cars, the fault FALLO_EQUIPO_MPI_TKE will occur and this will be shown in the display
as *3. But the elevator will continue working.
4.7.18 SPECIAL FIRE EVACUATION, MANUAL RESET
In case of evacuation in fire service mode, it will be possible to choose the evacuation floor by
means of additional signals. To end a special evacuation a specific signal is used. This special
function is activated with the following parameter:
0: NO
SpecialFireEvacuationl 0..1
1: SI
This function requires a MP1_TKE (SW1 = 3 and SW2 = 1) module, to which the following input
signals will be connected
L5: Evacuation to lobby_1.( EL1)
L6: Evacuation to lobby_2.( EL2)
L7: End of special evacuation. (FEE)
When the fire service key is activated, the car will go towards the floor indicated in the EL1 and
EL2 inputs.
If EL1 is activated, the car will go towards lobby_1
If EL1 is not activated and EL2 is activated, the car will go towards lobby_2

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Operation Manual
If both EL1 and EL2 are deactivated, the car will go towards the normal evacuation floor.
Once the evacuation has been completed, the elevator will remain locked until the signal (FEE) is
activated.
In case of failure of the MP1_TKE module managing the special fire service evacuation signal, the
fault FALLO_EQUIPO_MPI_TKE will occur and this will be shown in the display as *F. But the
elevator will continue working.
4.7.19 STUCK PUSH BUTTON DETECTOR IN CAR AND LANDING
CMC4+ automatically detects if a push button is stuck in car and landing boards. If a push button
is depressed for more than 5 seconds the board will communicate this fault to the control unit,
which will store the code in the fault battery and indentify the level where the push button is
located.
From this moment the control unit will bypass the stuck push button and continue to operate
normally. It will not service any more requests from this button.
The function is included by default and no external programming is required.
4.7.20 LIFT ATTENDANT FUNCTION
With this function, the lift attendant activates the mode key in the car, thus gaining control of the
lift. In principle, the lift will serve car and/or landing requests as normal, but the lift attendant,
based on information of requests pending "above" or "below", decides the direction of travel of
the lift by means of the lift attendant "up" or "down" buttons. Following this, the attendant must
press the ASCAR button, i.e., the start-up command for each journey. The start command can
also be executed with the activation of the push button for closing doors (CP).
The attendant can also bypass landing requests by activating the ASC80 bypass.
The associated hardware is summarised in the following chart.
Key/connector Function
Lift attendant - Special setting “Lift attendant” of the BMC or IMC
ASCEN
This key activates the lift attendant function
Lift attendant Down - Special setting “Lift attendant Up” of the BMC or IMC
ASCBA
Establishes the direction of travel of the lift, Down
Lift attendant Up - Special setting “Lift attendant Down” of the BMC or IMC
ASCSU
Establishes the direction of travel of the lift, Up
Lift attendant Start-up - Special setting “Lift attendant Start-up” of the BMC or
ASCAR IMC
Orders lift start-up
Lift attendant Bypass - Special setting “Lift attendant 80%” of the BMC or IMC
ASC80 Equivalent to 80% car overload, it activates the bypass function so that landing
requests are ignored.
Close doors and start-up - Special setting “Open doors” of the BMC or IMC
CP
Gives the order to close door and start-up lift
Pending calls below car position - Special setting “Lift attendant LL D” of BMC
or IMC
ASC LL D
It tells the Lift attendant that there are outside calls below the current car
position.

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Operation Manual
Key/connector Function
Pending calls above car position - Special setting “Lift attendant LL E” of BMC
or IMC
ASC LL E
It tells the Lift attendant that there are outside calls above the current car
position.
5 FEATURE PROGRAMMING
A number of parameters which may be changed are programmed in the EEPROM memory.
Although the pre-programmed EEPROM feeds the control boards, certain parameters may be
changed later in the installation using the programming terminal, e.g. LD2T, POME...
Access to the TABLE OF PARAMETERS recordable in EEPROM must be requested.
To carry out the feature programming (parameter settings) in the control CMC4+, we have several
options:
5.1 Software LD2T with programmer USB2CMC4 or TKE-USB
Using the software LD2T we can connect to the control board by connecting the access key LCA1
to the UCM2 and the programmer USB2CMC4 or the TKE-USB and carry out the following
operations:
Introduction of all parameters that define an installation
Installation management in database
o Data modification and retrieval
o Generating reports and statistics
Reading the existing control board configuration
o Possibility of reading a control board and saving the configuration to the database
Adjustment of other parameters
o Reading and time set of the control RTC
o Temperature sensor reading
o Voltage level reading of the 3V battery
o Start-up counter reading and zero setting
o Machine room/cabinet triggering temperature
o Deleting configuration
o Factory configuration by default
Installation maintenance
o Viewing fault record
o Current lift status (Inputs, outputs, FW version, …)

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Operation Manual
Configuration recording will be carried out at factory using the parameters associated to the
manufacturing order number.
Programmer TKE-USB: 2664.19
Programming cable USB2CMC4 or TKE-USB: 2683.60
Access control key LCA1: 2688.27
For further details, check LD2T assistance.
5.2 Maintenance and programming terminal POME
With the maintenance operating panel POME in the installation we can modify the EEPROM
memory parameters. An LCA1 key is needed for its connection to the UCM2.
For the CMC4+ not all parameter changing function of the POME terminal are activated.
To this end, the function number 25 is used and the direction indicated in the parameter table
described below is accessed.
Maintenance functions (control status, fault record, etc) are fully accessible for the control board.
5.3 POME emulation software for PDA or PC
These applications are called DiagPDA and DiagPC.

If a PDA is used, we must have an adaptor device RS232-Bluetooth. This adaptor will be
connected to the UCM2 by means of an LCA1 key.
If a PC is used, we only need the LCA1 key to connect the PC to the UCM2 through its RS232
port. If this port is not available on the PC a COM virtual device is required such as the TKE-USB
itself.
In both cases operation is the same as POME operation.
5.4 Mounting operating panel BoMo
The mounting operating panel BoMo is a simple tool to carry out basic start-up/ maintenance
operations. Using its 8 LEDs, it allows you to identify the operating panel functioning mode and it
shows the corresponding information in every case in the two displays of 7 segments.

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Operation Manual
Figure 5-1. Mounting operating panel BoMo
Using the Mode and Function buttons, we can select the functioning modes. These modes can be
summarised as follows:
Machine run mode: functioning in emergency mode, it allows you to control car travel
going upwards and downwards. In normal mode it carries out end calls;
Front/ rear door operator mode: functioning in emergency mode, it allows the front and
rear lift doors to open and close using the BoMo push buttons;
Failure stack mode: when configuring this mode, the hexadecimal code of the last failure
is shown in the display with 2 digits; with the push-buttons you can access the values
stored in the stack.
Parameter mode: it allows the reading and modification of certain parameters within the
allowed range.
Extra operation mode: it allows you to view the battery voltage, check and adjust the
triggering temperature of the machine room/cabinet, and activate special functions such
as the calibration of the load measurement device, copying operation data between two
control boards or shaft teaching among others. For further details, check the BoMo user
manual.
5.5 DTB basic maintenance operating panel
Diagnotic Tool Basic, DTB, is a simple tool to perform basic maintenance operations. This tool
does not allow for the writing of parameters or the execution of functions that may alter any
parameter. This element is solely intended for the maintenance of an installation that has already
been adjusted and needs no changes. Its six LEDs identify the operation mode of the button units
and display the appropriate information in each case in the two 7-segment displays.

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Operation Manual
Figure 5-2. Diagnotic Tool Basic DTB operating panel
Using the Mode and Function buttons, we can select the functioning modes. These modes can be
summarised as follows:
Machine run mode, functioning in emergency mode, it allows you to control car travel
going upwards and downwards. In normal mode it carries out end calls;
Front/ rear door operator mode, functioning in emergency mode, it allows the front and
rear lift doors to open and close using the BoMo push buttons;
Failure stack mode, when configuring this mode, the hexadecimal code of the last failure
is shown in the display with 2 digits; with the push-buttons you can access the values
stored in the stack.
5.6 Parameter dumping by direct connection between UCM2s
There is a “parameter copy” option for cases in which a UCM2 is replaced by another one, using
a cable and connecting both boards. If one of them is supplied, we can load the whole previous
installation configuration onto the new board. Only a POME or BoMo is needed to activate the
corresponding parameter.
UCM2 board replacement procedure; dumping operation data to an external board:
Placement of new UCM2 board in the control cabinet;
Put control board in emergency mode using the relevant selector switch;
Connection of the former board to the new UCM2 via the connection cable by means of
the connector X8 E2PROM;
Download mode activation using parameter access with POME or BoMo;
Press reset button of the new UCM2 board to initiate download;
Download complete, disconnection and normal functioning. If the BoMo is used, we can
check if the copying has been carried out correctly given that “00” is shown in the display
if the dumping process is successful or “FF” in the event of a copying error.

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Operation Manual
The “copy_old_memory” parameter activates parameter dumping from EEPROM with the value
“0xA5”. The accessible memory position using function 25 of POME to enter parameter dumping
mode of EEPROM memory.
5.7 BMC or IMC button unit configuration
The following steps are required to configure the button units:

There are several ways to start BMC or IMC button unit configuration:
By using BoMo with the special function F5.
By using the diagnosis tools POME, PDA … using 0xA5 in the parameter
“ConfBotLIN”.
By connecting and disconnecting a programming jumper in the connector
X313(IN1).
After sending the configuration command to UCC2, configuration must begin within 40 seconds.
The button pressed will be assigned the function shown in the display at the time of release. If it is
held down for 2 seconds, we move on to the next function.
When a button has already been assigned a function and it is pressed again, the system directly
jumps to the next function.
Functions are represented on the display as follows:

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Operation Manual
Display info for manual setting

Display Wait button
0…31 Level 0 to 31
40 Open doors
41 Close doors
42 Calls disabled
43 Car priority
44 Authorised personnel
45 Fire service indicator
46 Overload
47 Buzzer
48 VIP, Shabbat o Attica indicator
49 Lift attendant
50 Lift attendant Up
51 Lift attendant Down
52 Lift attendant Start-up
53 Lift attendant 80%
54 Lift attendant LL D
55 Lift attendant LL E
56 Fire service key
57 Fan key
58 Shabbat key
59 Light key
71 Keypad 2
72 Keypad 3
73 Keypad 4
To access buttons which are exclusively output buttons, such as fire service or overload, press
the button as if it were an input / output button. If access is not possible due to it being a blind
pushbutton, the BMC will have to be removed from the lift operating panel.
Upon completion of manual configuration of the UCC2, the BMC parameters are stored.
6 CAN BUS OVERVIEW
The control CMC4+ uses CAN bus for the interconnection of the system elements. It is a
communication asynchronous series protocol used originally in the automotive sector. It is
designed to allow highly reliable communications and reduce wirings.
The main features of the CAN bus according to ISO 11898 are the following:
Robust system. It uses a differential braided pair for data transmission, making it
especially immune to noisy environments.
Inherent message preference in the identification.
Flexibility in the configuration.

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Operation Manual
Reception using multi-broadcasting with time synchronisation. All the elements connected
“listen” to the messages and they can answer.
Multi-master system.
Error detection and signalling. Automatic retransmission of wrong frames, distinction
between temporal errors and permanent failures of the network nodes and autonomous
disconnection of defective nodes.
Communication speed up to1Mbps.
Bus impedance of 120 ohms (min. 85 ).
There is a relationship between the bus length and the transmission speed, the control CMC4+
uses a speed of 100Kbit/s, making the maximum bus length approximately 400m.
Bit Rate (Kbit/s) Bus length (m)
1000 25
800 50
500 100
250 250
125 500
100 400
50 1000
20 2500
On the other hand, there is also a relationship between the bus length, the maximum node
number (CAN elements) that we can connect and the cable section to be used, as according to
the cable section and length, signal losses are possible.
Therefore, the number of nodes will depend on the maximum length, which will always be from
400m to 100Kbits/s, and the cable section used.
Maximum cable length
Cable section Node number
32 64 100
2
0.50 mm (AWG 20) 360m 310m 270m
0.75 mm2 (AWG 18) 550m 470m 410m
In our case, the cable section used is the one shown in the following table. The braided
connection pair to the car is included in the low voltage travelling cable and the braided pair for
the landing board connection is included in the shaft CAN bus cable set specially defined for the
control CMC4+.
CAN Bus, car connection CAN bus, UCP connection
Low voltage travelling cable Shaft CAN bus cable set
0.50 mm2 (AWG 20) 0.75 mm2 (AWG 18)
In principle and in theory, we could use up to 100 nodes (CAN elements) in the bus. Every board
integrated in the control CMC4+ has at least one CAN controller, in this case integrated in the
microcontroller. Therefore, the lift control boards connected to the CAN bus are treated as nodes.

EDITION 1
CMC4+
Operation Manual
It is necessary to place some terminating resistances at the bus top sides, normally of 120 ohms
to avoid reflections and noise in the bus. The function of these resistances is to maintain the
voltage levels as the CAN bus uses differential transmission.
Figure 6-1. Basic configuration of Bus CAN topology
In case of star topology, it is necessary to modify the terminating resistance value to maintain the
typical impedance of the bus. This case corresponds to the double CAN bus wiring in shaft for
front and rear car boards, as we can see in the diagram “Shaft Bus Connections” 2685.15 y
2685.14.
Figure 6-2. CAN bus topology with 3 segments
This way, the bus impedance may be ultimately maintained and thus the necessary voltage levels
for its correct functioning.

EDITION 1
CMC4+
Operation Manual
7 FAULT LOCATION
7.1 Overview
The control system CMC4+ includes the visual display of messages regarding the control events
using car and landing position indicators and optionally in the control cabinet, either by
connecting any of the diagnosis tools explained in “Programming features” or a position indicator
to the connector X87 where we have the LS or PIU signal.
These messages appear in two types of situations:
Control failure (see section on “Code interpretation”)
Special operating situations such as inspection, emergency, STOP switch activation, etc.
The information displayed has a fault indicator symbol (*) and an identifying character from 0 to 9
or from A to Z, only viewable with the PIU protocol. The data display will blink while the failure or
special event persists.
For example: failure 0, the following visual display will appear:
*0
In addition to the code given by the position indicator in case of a failure situation, the landing
registers will show the following status:
In universal control (PB) The will remain ON
They will remain OFF in failure situations in which
In selective control (1BC/2BC)
registered calls are deleted
The direction arrows will always be turned off, in universal and selective control.
Some of these failures lock the system, i.e. after correcting the failure, it is necessary to activate
the RESET push-button of the control board (if lockout was not performed for its repair) for the
start-up procedure to be executed and to check its proper operation. The failures caused by
parameters of the group cannot be eliminated with a simple RESET; values should be restored
using the programming tool available, e.g. LD2T, POME, etc. Other failures that lock the system
need to be released using the Emergency or Inspection switch.
In addition to the codes, all the boards of the CMC4+ system have a fault indicator LED. This LED
encodes through pulses the state of the communications with the control board, indicating
whether the teach-in has been carried out properly, if there is a failure in the CAN bus drivers or if
everything is working correctly. For a detailed description, check the relevant board manuals.
7.2 Code interpretation
Besides the aforementioned failure code, the control CMC4+ also includes a number of related
failure codes, which can be detected using the maintenance or diagnosis operating panel (e.g.
LD2T, POME …). The corresponding failure code is also indicated.

EDITION 1
CMC4+
Operation Manual
7.2.1 FAULT 0: DOOR RUNNING-LIMIT SWITCH FAULT AND TEMPORARY LATCHING

(SYSTEM LOCKED)
The car will be under failure situation when any door sensor is activated for more than 10
seconds or when incorrect sequences of door control, overload and immediate stop elements
(VVVF) are detected. When the defective sensor situation is corrected, the control will immediately
leave the failure situation and the lift will resume service.
The sensors considered are the following:
Door photo-control (photocell or light curtain).
Door open push-button.
Door limit switches.
Overload.
Immediate stop (INMSTOP).
Next trip not allowed (NOSTART).
Temperature sensors (machine room/cabinet).
7.2.2 FAULT 1: CONTACTOR FAILURE (SYSTEM LOCK)
If, when starting up, any contactor is connected, this failure will be dumped (LEDs UD SC
LC turned off in status prior to start-up). When this happens, the lift will enter a system-
locking failure situation. Once the failure is corrected, RESET should be carried out to
resume service.
Upon contactor failure, a test is nonetheless run for 400ms. If the release time of any of
the contactors takes longer (LEDs UD SC LC turned off in stopped status), the lift will lock
due to this failure until the maintenance staff intervene.
Inverter failure (VVVF). Inverter not Ready. Inmstop signal.
Control board failure.
Incorrect parameter programming, if the traction configuration is not correct, this may
cause a contactor failure. See traction type parameter.
7.2.3 FAULT 2: PHASE SEQUENCE FAILURE, BOTH SLOW-DOWN LIMIT SWITCHES
ACTIVATED (SYSTEM LOCK)
Causes:
Phase sequence failure, check the corresponding LED status on the control board.
Detected both slowdowns activated, check the corresponding LED status on the control
board.
7.2.4 FAULT 3: INSPECTION, RECOVERY AND SR MODULE
Causes:
Failure in the SR module or related elements, detection by the floor Area or Zone signal.
The signal sequence is not correct.

EDITION 1
CMC4+
Operation Manual
Lift under inspection or recovery, functional status or wiring failures in inspection

operating panel, car board failure, in reduced pit landing door opening sequence test
relay.
Control or car board fault.
7.2.5 FAULT 4: DOOR SERIES OPENING WHEN TRAVELLING (NON-LOCKING)
Opening of the presence and/or interlock series while the lift is travelling. Check relevant
LED status.
Control board fault.
7.2.6 FAULT 5: DOOR OR SERIES OPENING FAULT (NON-LOCKING)
The series of contacts of landing or car doors or landing door interlock fail to open in the
time set subsequent to a command for them to open; possible fault in the operator unit,
failure in the opening/closing relays located inside the car. Possible communication
failure between control board and door operator control board.
Control board fault.
7.2.7 FAULT 6: VANE COUNT ERROR (NON-LOCKING)
This failure appears when the lift stops beyond the stop vane due to incorrect counting or
slipping. In this case, fault 6 is dumped for 5 seconds and is then corrected.
Possible causes:
Incorrect activation/deactivation of the slowdowns.
Incorrect reading of the vanes (or magnets), due to:
o Incorrect slowdown distances.
o Cuts in vanes or inadequate overlapping between them. Check the magnet position
over guide rail.
o Inductors not properly aligned with vane line.
o Accumulated dirt (only on optical sensors).
o Defective inductors.
o Interference caused by inductive elements, contactor types, motors, coils,
reactances.
o Fault in the vane order programming.
In lifts with regulated traction, a smaller stop vane than required (incorrect speed control system
adjustment), the car loses the level and the photo switch goes out of the vane in boarding and
disembarking processes.
Notes:
In general, you should check the correct alignment and distribution of VANEs (magnets)
according to the corresponding diagram for the Placement of Positioning elements, with
or without preopening.

EDITION 1
CMC4+
Operation Manual
Sensor operation should be checked as follows: taking into account the position of the
sensor in the car ceiling, its activation is carried out placing the magnet in front of the
sensor. When it is in front of VANE (magnet), the corresponding LED will be activated at
the control board.
Check the supply voltage to the sensor (24 V DC between the connector terminals of the
car board).
Check that there is voltage in the sensor output connector of the car board (magnet in
front of the sensor).
At the control board, we can check the sensor signals using the FS LEDs (upper) and FI
(lower). In case of installations with a single sensor in the positioning system, the signal
FI is activated.
7.2.8 FAULT 7: DOOR CLOSING FAILURE (NON-LOCKING)
If there is door closing order and the presence and/or interlock order is not reactivated, several
attempts are made. The car and landing doors will physically close or not according to the failure
situation or its cause.
Check at the board UBA2 the corresponding LED status when closing the presence and/or
interlock series.
7.2.9 FAULT 8: NO VANE DETECTION; CAR COMMUNICATION FAILURE; LIFT IS NOT MOVING
FROM LANDING LEVEL; SENSOR FAILURE WHEN LEVELLING (SYSTEM LOCK)
Communication failure between control board and car board due to a wiring fault or board
fault.
No signal activity from the position sensors (FI or FS) is detected; its correct functioning is
time-controlled in all the functional phases. The cause of this fault may be no sensor
activity due to sensor failure (it does not detect the output and/or input in VANE) or due to
there being no car movement when start-up conditions have been confirmed (traction
fault).
Check sensor operation, checking car board status using LED_RUN, and checking photo-
switch connector.
Failure of the emergency equipment. There is some problem with the remote alarm
system according to EN81-28.
7.2.10 FAULT 9: PROGRAM ERROR; SECOND SERIES OPENING; POWER FAILURE (SYSTEM
LOCK)
The control detects the opening of safeties series; in the absence of this signal, the lift locks
awaiting the signal.
In hydraulic traction lifts, if the series opening takes place on an upper floor, the lift will lock until
the series recovers and a reset is prompted (the ESH signal will be activated).
If the fault takes place without series opening, it may be due to the control board and/or altered
parameters located in the Eeprom. In both cases, it is not possible to recover the lift without
replacing the board and/or correctly parameterising the Eeprom.

EDITION 1
CMC4+
Operation Manual
7.2.11 FAULT F: PERIPHERAL ELEMENT NOT CONNECTED OR NOT CORRECTLY INITIALISED

The control detects if a peripheral element such as MP1, DMC, UCO, Teleservicio (remote service)
... should be connected in the control and it is not, or has not been correctly initialised.
7.3 List of failures
To find the failures, the information in the failure stack is arranged as follows:
All the codes are registered in the failure stack identified according to an order number in the list
of 50 failures that can be stored by the CMC4+ control, the level at which the failure takes place,
the travel direction, (indicated with an arrow ) and if the situation is P (lift stopped) or in M (lift
running).
Depending on the type of fault code the information for the level will have a meaning other than
the usual meaning.
Next the date appears, followed by the decimal code assigned to the failure and a brief
description. In the case of outdated diagnosis terminals, if the failure is not known by the latter,
we will find the correspondence between the code displayed and the failure caused in the
following table.
The extended failure codes can only be properly viewed by using the PIU protocol. These codes
extend the numeration from *A to *Z. In LS protocol these new codes are shown as any of those
included in the LS table, e.g. *A is shown as G1, *B as GF and so on, going through the entire LS
table until *Y is 7 and *Z is 8.
Code number
Activation
Fault-related text Display Meaning
Dec. Hexa. Output
FAULT
00 00h No NORMAL No Normal operation
Front open door limit does not
01 01h No NO_ABRE_FPAF No
open
Rear open door limit does not
02 02h No NO_ABRE_FPAT No
open
Front open door limit does not
03 03h No NO_CIERRA_FPAF No
close
Rear open door limit does not
04 04h No NO_CIERRA_FPAT No
close
Front closed door limit does not
05 05h No NO_ABRE_FPCF No
open
Rear closed door limit does not
06 06h No NO_ABRE_FPCT NO
open
Front closed door limit does not
07 07h No NO_CIERRA_FPCF NO
close
Rear closed door limit does not
08 08h No NO_CIERRA_FPCT No
close
Front door open push-button
09 09h No AP_FRON_ACT No
activated in excess
Rear door open push-button
10 0Ah No AP_TRAS_ACT No
activated in excess
11 0Bh No CAP_FRONT_ACT No Front capacitive edge activated

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
12 0Ch No CAP_TRAS_ACT No Rear capacitive edge activated
13 0Dh No FOT_FRONT_ACT No Front photocell activated
14 0Eh No FOT_TRAS_ACT No Rear photocell activated
15 0Fh No BORDE_FRONT_ACT No Front safety edge activated
16 10h No BORDE_TRAS_ACT No Rear safety edge activated
The interlock series does not
17 11h No NO_ABRE_41 No
open with open order
The presence series does not
18 12h No NO_ABRE_40 No
open with open order
Failure detected in EPROM
19 13h No FALLO_E2PROM No
memory
Presence series signal is not
20 14h No NO_HAY_40 No
detected
Interlock series signal is not
21 15h No NO_HAY_41 No
detected
Fault in SR module detected
22 16h No FALLO_SR No
(Non-locking)
23 17h No PRIORIDAD_ CABINA No Preference connection car
24 18h No FUNCIÓN _BOMBEROS No Fire service switch activated
25 19h No FUERA_SERVICIO No Out of service switch activated
26 1Ah No EARTHQUAKE_ON No Seismic sensor activated
27 1Bh No FALLO_COM_POSICION No Failure in position communication
28 1Ch No APER_SSEG_500 No Safeties opening < 500ms
Opening door in operation
29 1Dh No APER_PTARUN_200 No
<200ms
30 1Eh No Free No
31 1Fh No Free No
Overload sensor activation
32 20h No EXCESO_CARGA No
detected
Differential load sensor activation
33 21h No EXCESO_CARGA_DIF No
detected
Communication failure of the
34 22h No FALLO_MPLEX No
multiplex lift group
Rotational emergency power
35 23h No CORRIENTE_EMERGENCI No
function activated
Expected uneven start-up time
36 24h No EXCESO_ANS No
has been exceeded
37 25h No ACT_SENSOR_FUEGO No Fire sensor activated
Multiplex weighting fault, front
38 26h No FALLO_MX_FS No
calls going up
Multiplex weighting fault, front
39 27h No FALLO_MX_FB No
calls going down
Multiplex weighting fault, rear
40 28h No FALLO_MX_TS No
calls going up
Multiplex weighting fault, rear
41 29h No FALLO_MX_TB No
calls going down

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
Communication failure in
42 2Ah No FALLO_SLAVES No
multiplex
Fault due to short-circuit in a
43 2Bh No FALLO_PROTEC_SALIDAS No protected output of the UCM2.
More information in POME level
44 2Ch No POWER_FAIL No Power failure
45 2Dh No FALLO_24V No 24V failure
46 2Eh No STS_SHABBAT No Control in SHABBAT mode
Emergency equipment in car
47 2Fh No FALLO_EQUIPO_EMERG *8
(EAR) failure signal
Vane counting fault (Shaft
48 30h YES ERROR_CONTAJE *6
copying)
Number of connections/time
49 31h YES OVER_CONEX *0
exceeded
No signal 41 when attempting to
50 32h YES NO_CIERRA_41 *7
close door
No signal 40 when attempting to
51 33h YES NO_CIERRA_40 *7
close door
52 34h YES OVERT_DOOR *7 Door time exceeded
53 35h YES NO_NEXT_START *0 No start-up order activated
Both activated slowdowns
54 36h YES AMBOS_CM_ACC *2
detected
Stop travel when upwards
55 37h YES PMS_SIN_PANT *8
activated without vane(1V)
Stop travel when downwards
56 38h YES PMB_SIN_PANT *8
activated without vane(1V)
57 39h YES APER_SERIE_SEG *9 Safeties series opening
58 3Ah YES APER_S40_MARCHA *4 Presence series opening
59 3Bh YES APER_S41_MARCHA *4 Interlock series opening
60 3Ch YES INCONGRUENCIA *9 Incorrect variables detected
Slowdown when upwards
61 3Dh YES CMS_ERROR *6
incorrect activation B323
Slowdown when downwards
62 3Eh YES CMB_ERROR *6
incorrect activation B322
Opening with slowdown when
63 3Fh YES APER_SEG_CMS *9
upwards B323
Opening with slowdown when
64 40h YES APER_SEG_CMB *9
downwards B322
65 41h YES PROGRAM_ERROR *9 Program error detected
66 42h YES SITUAC_INSPEC *3 Inspection control connection
67 43h YES SITUAC_RAPPEL *3 Recovery control connection
68 44h NO SITUACIÓN_CORREC NO Lift in correction phase
69 45h YES DETECT_LOAD.100 *0 Overload activated
70 46h YES NO_COMUNIC_CAB *8 Car communication failure
71 47h YES DETECT_SOBREC_DIF *0 Differential overload activated
72 48h YES NO_AREA_RENIV *3 No area signal

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
Front capacitive edge activated
73 49h YES CAPF_ACT_30S *0
for 30 seconds
74 4Ah YES ON_MODOTEST *9 Board UCM2 test mode activated
Failure in the EEPROM parameter
75 4Bh YES NO_COPYE2P *9
copying
Landing door opened w/o voltage
in main controller; reset
76 4Ch YES APER_PTA_V0 *3 activating and deactivating the
emergency switch on the control
board
Short-circuit in Car board UCC2.
77 4Dh NO CORTO_UCC NO It may also trip due to
overconsumption
Landing door opened with
78 4Eh YES APER_PTA_V1 *3
voltage in main controller
79 4Fh FREE FREE
Rear capacitive edge activated
80 50h YES CAPT_ACT_30S *0
for 30 seconds
Front photocell activated for 30
81 51h YES FOTF_ACT_30S *0
seconds
Rear photocell activated for 30
82 52h YES FOTT_ACT_30S *0
seconds
Front safety edge activated for
83 53h YES BORF_ACT_30S *0
30 seconds
Back safety edge activated for 30
84 54h YES BORT_ACT_30S *0
seconds
Teach-in failure, rear landing
85 55h YES NO_UCPS_TRASERO *A board not detected, level shown
in POME
Teach-in failure, front landing
86 56h YES NO_UCPS_FRONTAL *B board not detected, level shown
in POME
Teach-in failure, more landing
87 57h YES MAS_UCPS_FRONTAL *A boards than programmed are
detected (front)
Teach-in failure, more landing
88 58h YES MAS_UCPS_TRASERO *B boards than programmed are
detected (rear)
89 59h NO FALLO_NO_REGISTRADO Faults not assigned
90 5Ah YES LOST_UCC *C Car communication failure
Front Car board initialisation
91 5Bh YES NO_INIT_UCC_FRONT *D
failure
Rear Car board initialisation
92 5Ch YES NO_INIT_UCC_TRAS *E
failure
93 5Dh YES SOBRETEMP_CTOMAQ *0 Machine room overheating fault
94 5Eh YES SOBRETEMP_PTC *0 PTC overheating fault
Running contactor K06 does not
95 5Fh YES NO_CAE_CPIK06 *1
switch off. (CPI-CAN)

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
Running contactor K06 does not
96 60h YES NO_ENTRA_CPIK06 *1
switch on. (CPI-CAN)
None of the running contactors
97 61h YES NO_CAE_CPIK0612 *1 K06, K061 or K062 switch off.
(CPI-CAN)
None of the running contactors
98 62h YES NO_ENTRA_CPIK0612 *1 K06, K1 or K2 switch on. (CPI-
CAN)
Brake contactor K0F does not
99 63h YES NO_CAE_CPIK0F *1
switch off. (CPI-CAN)
Brake contactor K0F does not
100 64h YES NO_ENTRA_CPIK0F *1
switch on. (CPI-CAN)
CAN communication failure
101 65h YES FALLO_CANCPI *1 between control and CPI. (CPI-
CAN)
CPI Starting, stopping or
102 66h YES FALLO_SECCPI *1 slowdown sequence failure. (CPI-
CAN)
Internal communication failure.
103 67h YES FALLO_HNDCHKM16R8 *1
(CPI-CAN)
Brake switch surveillance,
104 68h YES NO_ENTRA_BRK1 *1 contact does not switch on BRK1
(CPI-CAN)
105 69h YES NO_CAE_BRK1 *1 contact does not switch off BRK1
(CPI-CAN)
106 6Ah YES NO_ENTRA_BRK2 *1 contact does not switch on BRK2
(CPI-CAN)
107 6Bh YES NO_CAE_BRK2 *1 contact does not switch off
BRK2(CPI-CAN)
108 6Ch YES FALLO_INITCPI *1 Initialisation failure CPI CAN
109 6Dh NO SHAFT_FUME_SENSOR_ON NO Smoke detector in shaft activated
Fault of unintended movement
110 6Eh YES FALLO_CMI_A3 *3
control system
111 6Fh YES INCOHERENCIA_CONTAJE *8 Fault end section bi-stable
112 70h NO INUNDACION_SENSOR_ON no Buoy flooding sensor activated
113 71h YES ERROR_PARAM_CMI_A3 *3 Error in parameter ControlMI_A3
It has been detected that a
114 72h YES NIVEL_BAJO_ACEITE *0 hydraulic elevator has low oil
level
115 73h NO LUZ_CABINA_SENSOR_ON NO Car light fault detected
Command to stop received from
116 74h YES PARADA_TELESERVICIO *0
remote service

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
After an automatic fire service
evacuation as per
117 75h YES BLOQUEO_EVACUACION NO parameterisation
32CFResetFireService the lift
locks until it is reset
An uncontrolled exit from the
118 76h YES BLOQUEO_A3_FUERA_SR *3
area is detected
119… 74h..
NO free NO
125 7Dh
Programmed nudging time not
126 7Eh YES NO_TMAXNUDGE *9
within limits
Short floor area incorrectly
127 7Fh YES NO_PLT_CORTAS *9
defined
128 80h YES INMEDIATE_STOP *0 Immediate stop
129 81h YES NO_IMPULSOS_PANT *8 No VANE impulses received
Programmed time in slow
130 82h YES EXCESO_PEQUEÑA *8
exceeded
Fast speed contactor does not
131 83h YES NO_ENTRA_HCONT *1
switch on
Fast speed contactor does not
132 84h YES NO_CAE_HCONT *1
switch off
Slow speed contactor does not
133 85h YES NO_ENTRA_LCONT *1
switch on
Slow speed contactor does not
134 86h YES NO_CAE_LCONT *1
switch off
Upwards trip contactor does not
135 87h YES NO_ENTRA_UCONT *1
switch on
Upwards trip contactor does not
136 88h YES NO_CAE_UCONT *1
switch off
Downwards trip contactor does
137 89h YES NO_ENTRA_DCONT *1
not switch on
138 8Ah YES NO_CAE_DCONT *1
not switch off
139 8Bh YES NO_CAE_UDCONT *1
not switch off
140 8Ch YES NO_PROX_PAR *8 Next stop not defined
141 8Dh YES NO_MOTORCODE *9 Traction type not defined
142 8Eh YES INVERSION_FASES *2 Direction reversal detected
143 8Fh YES FALLO_GRAB_EEPROM *9 EEPROM writing failure
144 90h YES ERROR_COLC_PANT *8 VANE placement error
145 91h YES NO_SALE_PANT *8 Start-up order and no VANE exit
146 92h YES FALLO_RAM *9 Reading/Writing RAM failure
147 93h YES FALLO_PARAM_EPROM *9 EEPROM parameter failure
148 94h YES NO_MAXT_DOOR *9 Maximum out of range door time
Maximum number of
149 95h YES NO_CONEX_HORA *9
connections/time
150 96h YES NO_RESERVA_CONEX *9 Maximum connection reserve

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
151 97h YES NO_MAXT_GRANDE *9 Maximum time at fast speed
152 98h YES NO_MAXT_PEQUEÑA *9 Maximum time at slow speed
153 99h YES NO_MAXT_RENIVEL *9 Maximum time Re-levelling
154 9Ah YES NO_CAB_CALL_MAX *9 Maximum number of calls per car
155 9Bh YES NO_RET_STOP *9 Maximum delay to stop
Maximum switching star-delta
156 9Ch YES NO_TIEMPO_ET *9
time
Stuck push-button, shows level
157 9Dh YES PULS_STUCK *9
in POME
Maximum time delay after
158 9Eh YES NO_RET_RBB *9
electrocam de-energisation
159 9Fh YES NO_PREFER_SUB *9 Preferential upper level number
160 A0h YES NO_PREFER_INF *9 Preferential lower level number
161 A1h YES NO_LOBBY_1 *9 Main level 1 number
162 A2h YES NO_LOBBY_2 *9 Main level 2 number
163 A3h YES NO_PLANTA_BOMBEROS *9 Fire service floor not defined
Delta contactor does not switch
164 A4h YES NO_ENTRA_DRDCONT *1
on
Delta contactor does not switch
165 A5h YES NO_CAE_DRDCONT *1
off
166 A6h YES FALLO_CPI *1 CPI regulator failure (Ready)
Photo switch position sensor
167 A7h NO FALLO-PULSOS *8
pulse fault
168 A8h NO CODE_FOT_F1 *8
pulse fault (additional info )
169 A9h NO CODE_FOT_F2 *8
170 AAh NO CODE_FOT_F3 *8
Starting command without
171 ABh NO START_SIN_DIRECCION *8
setting the direction of travel
A required MP1_TKE module
172 ACh YES FALLO_EQUIPO_MP1_TKE *3
does not work
173 ADh YES SITUAC_RESCATE *3 DEA rescue device activated
174 AEh YES RESCATE_OK *3 DEA rescue finished
175 AFh YES RESCATE_ERROR *3 Error in the DEA rescue control
General fault in intermediate
176 B0h YES NO_COTAINTERMEDIA *9
levels
Failure parameter lower
177 B1h YES NO_COTAINTERINF *9
intermediate level
Failure parameter upper
178 B2h YES NO_COTAINTERSUP *9
intermediate level
179 B3h YES FALLOCANHUECO *1 Shaft CAN bus failure
180 B4h YES FALLOCANGRUPO *1 Group CAN bus failure
Error in a parameter related to
181 B5h YES PARAM_ENCODER *9
the positioning with encoder
182 B6h YES MEDIDA_ENCODER *9 Shaft measurement not valid

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
183 B7h YES PULSOS_ENCODER *9 Encoder pulse signal fails
Positioning does not match with
184 B8h YES SINCRO_ENCODER *9
shaft measurements
185 B9h YES LOGICA_ENCODER *9 Encoder general fault
The extra CM is not consistent
186 BAh YES FALLO_CM_SUPLEMENTARIO *9 with B322 “CMB” and B323
“CMS”
The DMC device is not connected
187 BBh NO FALLO_DMC *F or has not been initialised
properly
The UCO or door operator CAN is
188 BCh NO FALLO_OP *F not connected or has not been
initialised properly
189 BDh NO free NO
When stopping the Inverter does
190 BEh YES FALLO_SECUENCIA_VACONCAN *1
not authorise brake activation
Failure to detect when stopping
191 BFh YES FALLO_SCNA_VACONCAN *1 the opening of the series which is
normally open
When stopping the Inverter does
192 C0h YES FALLO_ESP_VACONCAN *1 not authorise the opening of the
motor contactor
Failure to close when stopping
193 C1h YES FALLO_SCNC_BRAKE_VACONCAN *1
the series normally closed
At start-up the series which are
normally open and the series
194 C2h YES FALLO_SCNCNA0_VACON_CAN *1
normally closed are not in their
initial status
195 C3h YES FALLO_SCNCNA_VACON_CAN *1
normally closed fail to open
At start-up the Inverter does not
FALLO_SECUANCIA_ESP_VACONC
196 C4h YES *1 authorise the activation of the
AN
motor contactor
FALLO_SECUANCIA_EBS_VACON At start-up the Inverter does not
197 C5h YES *1
CAN authorise brake release
FALLO_SCNA_BRAKE_EBS_VACO normally open do not close or do
198 C6h YES *1
NCAN not open the brake micro
switches
While running the inverter run
199 C7h YES FALLO_CAE_RUN_VACONCAN *1
signal fails
The control is in brake testing
200 C8h YES SITAUCION_TEST_DE_FRENO *3
mode
Brake testing has been
201 C9h YES ERROR_TEST_DE_FRENO *1
unsuccessfully completed
Unexpected current detected in
202 CAh YES FALLO_INTENSIDAD_INVERTER *1
the inverter transformer
203 CBh YES AVERIA_INVERTER *1 Fault reported by the inverter

EDITION 1
CMC4+
Operation Manual
Code number
Activation
Dec. Hexa. Output
FAULT
204.. CCh..
NO free NO
250 FCh
251 FB NO RST_PILA_AVERIAS NO Fault stack has been reset
252 FCh NO INICIALIZANDO NO Control initialising
253 FD h YES RESET NO Manual reset completed
254 FE h YES FALLO254 NO Generic failure
255 FF h -- Not used -- --
Failures with codes 85 and 86 are saved to the failure stack, storing the floor where the failure
was detected in the byte for car position storage.
Failures with code 43 are saved to the failure stack, but in this case the car position byte will show
the output where the short-circuit was detected. Thus:
24 to 17: S_AUX_4, OMI2, OUT_Z, VINS, rele_rev, rele_ls, S_AUX_3, LS.
16 to 9: TEACH_T, V2, OMI1, OUT_Y, SANS, rele_rbr, rele_hs, S_AUX_2.
8 to 1: AVERIA, TEACH_F, No_Usado, EnFRENOTEST, RELE_HF49, T3_UCM, rele_up,
rele_dw.
0: general failure of short-circuit detection circuit.
When a short-circuit occurs, it can be detected in more than one output apart from the one where
it occurred.
Test the LEDs described in the table shown in the “Normal Running” section.
The STATUS LED of the UBA2 is set to reveal certain failure situations by flashing. If this LED
flashes, check the relevant table in the Assembly Manual.
8 REFERENCE DOCUMENTS
Additional information can be found in the following reference manuals:

Overall Control Manual (group of boards UBA2, UCM2, UCV, VTH3…)
Inverter Terminal Board Manual UBV
Car Terminal Board Manual UBC
Car board Manual UCC2
Car operating panel board Manual BMC
Car operating panel board Manual IMC
Door Operator Board Manual UCO
Programmable Module Manual MP1

EDITION 1
CMC4+
Operation Manual
Landing board Manual UCP+

Landing board Manual BPP+
Programmer Manual TKE-USB
BoMo Manual
Configuration Software assistance Manual LD2T
Programming assistance Manual FW TPT
As well as the complete series of drawings for CMC4+, see 2685, 2686, 2687 and 2688 of the
diagrams.
9 REVISION LIST
Ed. Changes Changed Reviewed Approved

ABGAM/IRA MVega MVega
1 Initial edition.
04/01/12 19/02/13 06/03/13
2
3

EDITION 1

1.4.2. Operation Manual - CMC4 - Plus

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CMC4+

2.1 OVERVIEW ................................................................................................................ 8

3.1 BASIC CONTROL SYSTEM WIRING STRUCTURE .......................................................... 12

4.1 TRACTION .............................................................................................................. 14

DOCUMENT CMC4+ [ENG]

4.2.7.2 CAR POSITIONING BY MEANS OF AN ENCODER .............................................. 21

DOCUMENT CMC4+ [ENG]

4.7 FUNCTIONS ............................................................................................................ 48

5.1 SOFTWARE LD2T WITH PROGRAMMER USB2CMC4 OR TKE-USB.................................. 64

DOCUMENT CMC4+ [ENG]

7 FAULT LOCATION ............................................................................................... 72

7.1 OVERVIEW .............................................................................................................. 72

9 REVISION LIST ................................................................................................... 85

DOCUMENT CMC4+ [ENG]

The main system features are shown hereunder:

DOCUMENT CMC4+ [ENG]

22. Rush-hour, upward and downward traffic trends.

DOCUMENT CMC4+ [ENG]

DOCUMENT CMC4+ [ENG]

The latter feature implies the following:

2.2 Operating characteristics

DOCUMENT CMC4+ [ENG]

CMC4+ operation comprises the following main elements:

DOCUMENT CMC4+ [ENG]

connection, it allows the Monitoring System TKMON (installed in a PC) to

DOCUMENT CMC4+ [ENG]

3 SYSTEM BOARDS AND WIRING

The following peripherals can be connected to CMC4+:

DOCUMENT CMC4+ [ENG]

Content Display control device ACC

Figure 3-1. General layout of CMC4+ control system

DOCUMENT CMC4+ [ENG]

4 CONTROL SYSTEM FEATURES

The following describes the functions provided by CMC4 +.

DOCUMENT CMC4+ [ENG]

4.1.1 TRACTION TYPE

Parameter Activation Comments

4.1.2 MAXIMUM NUMBER OF CONTINUOUS START-UPS

DOCUMENT CMC4+ [ENG]

Parameter Activation Comments

Parameter Activation Comments

DOCUMENT CMC4+ [ENG]

DOCUMENT CMC4+ [ENG]

4.1.7 UNINTENDED MOVEMENT CONTROL

Parameter Activation Comments

DOCUMENT CMC4+ [ENG]

DOCUMENT CMC4+ [ENG]

4.2.1 UPPER LEVEL

DOCUMENT CMC4+ [ENG]

Parameter Activation Comments

DOCUMENT CMC4+ [ENG]

Parameter Activation Comments

DOCUMENT CMC4+ [ENG]

Parameter Activation Comments

Traction Nominal Floor to floor Slowdown to Overlap

DOCUMENT CMC4+ [ENG]

DOCUMENT CMC4+ [ENG]

Control unit operation if short floor areas have been defined:

DOCUMENT CMC4+ [ENG]

Parameter Activation Comments

DOCUMENT CMC4+ [ENG]

DOCUMENT CMC4+ [ENG]

4.3.1 MAXIMUM NUMBER OF CAR REQUESTS