Kleeman LiSA Hidrahulico Manual Ingles

LiSA Operation Manual
for
Hydraulic Lifts
COMPLETE LIFTS PAGE – 2 –
LiSA CONTROLLER
Contents
Chapter 1. LiSA boards description
1.1 Main board-(LiSA 10)……………………………………………………………………………………… page 4
1.1.1 Connections (terminals and connectors)…………………………………………………………………………... 4
1.1.2 Jumpers, functional elements………………………………………………………………………………………… 6
1.1.3 I/O card – (IO16)………………………………………………………………………………………………………. 8
1.2 LiSA Bus - Serial communication system…………………………………………………………………….. 8
1.2.1 LiSA Bus Driver (LBD-02)……………………………………………………………………………………………. 9
1.2.2 LiSA Bus Module (LBM-09)………………………………………………………………………………………….. 9
1.2.3 LiSA Travelling cable adapter (Busad-3)………………………………………………………………………….. 9
1.2.4 Car connections main board (APO14)………………………………………………………………………………. 10
1.2.5 Car operating panel main board (LF12)…………………………………………………………………………….. 11
Chapter 2. Parameters
2.1 Parameter processing……………………………………………………………………………………………. 12
2.2 Parameter description……………………………………………………………………………………………. 13
2.2.1 General parameters of the installation………………………………………………………………………………. 13
2.2.2 General times of the installation…………………………………………………………………………………….. 24
2.2.3 Travel times / pulses………………………………………………………………………………………………… 30
2.2.4 Input addresses………………………………………………………………………………………………………. 33
2.2.5 Indicator functions……………………………………………………………………………………………………. 35
2.2.6 Door opening functions……………………………………………………………………………………………… 38
2.2.7 Learning-run values…………………………………………………………………………………………………… 39
2.2.8 Special parameters…………………………………………………………………………………………………… 4
Chapter 3. Service and maintenance

3.1 Commands………………………………………………………………………………………………………… 41
3.2 LiSA main board display…………………………………………………………………………………………. 43
3.2.1 LiSA displays the lift status………………………………………………………………………………………….. 43
3.2.2 Ι/Ο programming………………………………………………………………………………………………………. 45
3.3 Faults………………………………………………………………………………………………………………. 48
3.3.1 Description of faults in time sequence……………………………………………………………………………… 48
3.3.2 Fault analysis………………………………………………………………………………………………………….. 49
3.4 Risk assessments………………………………………………………………………………………………… 56
3.4.1 Risk assessment of the safety circuit……………………………………………………………………………… 56
3.4.1.1 Risk assessment with concern to the checkback signal K5………………………………………………… 56
3.4.1.2 Risk assessment without concern to the checkback signal K5……………………………………………… 56
3.4.2 Risk assessment of sampling operations in the safety circuit…………………………………………………… 57
Chapter 4. First movement instructions

4.1 Connections……………………………….……………….………………………………………………… 58
4.1.1 Interconnection controller-power unit…………………………………………………………………... 58
4.1.2 Installation connections……………..…………………………………………………………………. 58
4.2 First movement………………………………….………….………………………………………………... 58
4.2.1 Powering up the installation………….…….………………………………………………………….. 58
4.2.2 Turning on the controller’s circuit breakers……. …………………..…………………………………. 58
4.2.3 Safety chain check…………………………. …………………………………………………………. 59
4.2.4 First movement procedure………………. ……………………………………………………………. 59
Chapter 5. Prewired installation

5.1 Mains supply and motor connections…………………………………………………………………………... 60
5.2 Terminal strips……………………………………………………………………………………………………. 61
5.3 Shaft safeties and pre-final switches connections - SC8…………………………………………………….. 63
5.3.1 Limit and pre-final switches……………………………………….…………………………………………. 64
5.3.1.1 1:1 suspension, HA, HAS, HAD …………………………………………………………………………. 64
5.3.1.2 1:2 suspension with single ram, HAI …………………………………………………………………….. 65
5.3.1.3 1:2 suspension with double ram, HADI …………………………………………………………….......... 67
5.3.2 Overspeed governor and slack rope switches, HADI……….. …………………………………….............. 69
5.3.3 Landing doors……………………………………………………………………………………………….. 70
5.3.3.1 Semi-automatic doors ………………………………………………………………………………….. 70
5.3.3.2 Automatic doors ……………………………………………………………………………………….. 71
5.4 Power unit connections - KC10………………………………………………………………………….......... 72
5.4.1 BLAIN valve block……………………………………………………………………………………………. 72
5.4.2 BUCHER valve block…………………………………………………………………………………........... 73
5.5 Shaft pit connections – PIT STOP………………………………………………………………………........... 74
5.6 Car doors………………………………………………………………………………………………………….. 76
5.6.1 Automatic bus door, BUS type…………………………………………………………………….………… 76
5.6.2 Automatic bus door, VVVF type……………………………………………………………………………… 77
5.7 Travelling cable fixation………………………………………………………................................................. 78
LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA CONTROLLER
5.8 Travelling cable connections in the revision box………………………………………………………........... 79

5.9 Revision box – COP interconnection (APO14 – LF12)………………………………………………………. 80
5.10 LiSA Bus connections in the shaft (L.O.P.s, hall lanterns)……………………………………………………81
5.11 Shaft copy………………………………………………………………………………………………………... 83

LiSA CONTROLLER
Chapter 1. LiSA boards description

This chapter contains a description of the electronic components used to implement the LiSA controller and the LiSA
Bus sysem.
1.1 Main board – (LiSA 10)

LiSA-10 is the main board of LiSA controller and it carries out functions such as data processing, parameter
programming and error checking.
1.1.1 Connections (terminals and connectors)
JP6,7,8,9
HANGEKABEL
+H 42 T1auf
-H 3 +24 +24 3 T2auf
T1zu
F26 2 S S 2 T2zu
1 -H -H 1 41 33 25 17 9 1
MATRIX-ANZ
F25
42 34 26 18 10 2
F24
Etagenbus Fahrkorbbus 43 35 27 19 11 3
F23
44 36 28 20 12 4
F22
45 37 29 21 13 5
F21 35
46 38 30 22 6 6 +H2
HANGEK.
VO 34
VU 47 39 31 23 7 +H2
SGO 48 40 32 24 8 -H
SGM 3 +24
SGU 30
Strom
SK1 VO
SK2 SGO +H
+Bu 29 SK3 SGM
SK3 SGM
SK4 SGO
SK2 SGU
s v Z 1 2 3 4 5
SK1 Vu
Vo
L
SK4
LS1
SGU
VU
1 -H
M 27 0 1 1 2
LS2
SKB1
ZIMP
Turstop
+H 26 SKB2 Rufsim.
Lebenslicht Turblock
IMP+ Testmodus Aussen-Aus
IMP-
-H JP11
23 JP12 /1 11 N3
A1 /2
/4
HSG
10
SAK
Z1 JP1
/8
/16
AA
A2 JP13/ Notrugbetrieb /32

9 N2
Z2 JP14
/64
L4
19 /128
L4
Notruf JP2
AL Bundig-Anzeige
NL Puffer- SK1 NI
JP10
+NV 16 Batterie SK1
+ RAM
ACCU JP13 SK2 5 SK2
- 14 loschen
EIN 0
1 SK3
AUF SK3
AB 11 SK4
AA/SAK 10 NA
SK4
U2
MAX/ 1 SK4*
REGST JP3 JP4
U1
MIN 6
-H
EMPFA
SENDA 3
JP5
GR/6
+H 1
21 18 15 13 11 9 5 1 9 2 1
-H Ein Ab O C S O C S +HU Vo OT ST LGS SCH V2
Auf -H DR AUF AB
Ruckholen REL2 REL1 SS1 Hupe AB TURE 2 TURE 1
Terminal Connection Connections description

XK1: (1) = connection of power supply (+H2 / -H ) for travelling cable
(2) = connection of power supply for LiSA10 (from power supply)
(3) = (N3 - HSG SAK AA) contactor monitoring (230V)
(4) = lighting supply (230V)
L4 = phase connection
N2 = neutral connection
(5) = safety chain connections
Ni = safety chain reference voltage - input
st
SK1 = safety chain feedback – 1 point
nd
rd
th
Na = safety chain reference voltage – output
SK4* = contactor voltage feed-in (in standard condition connected to SK4 by wire jumper)
XK4: (6) = traveling signals
V2 = potential free contact for high speed signal (1-2)
SCH = high speed contactor
AB = down direction contactor

LiSA CONTROLLER
LGS = low speed contactor

AUF = up direction contactor
ST = star contactor
DR = delta contactor
(7) OT = bypass πόρτας
XK5: (8) = door signals
1 – 4: 1st door (K21 relay)
nd
5 – 8: 2 door (K22 relay)
(9) = Vo/AB potential free contact for leveling speed signal (close loop traction lifts) or down
direction signal (hydraulic lifts) (K17 relay)
( 10 ) + Hu = alarm horn
( 11 ) = SS1 potential-free contact for emergency call (relay K31)
( 12 ) = REL1 – REL2 changeover contacts from the K41, K42 free programmable relays
( 13 ) = inspection connections
XK2: ( 14 ) = connection of data lines for group communication
SendA = output transmission
EmpfA = input reception
-H = reference potential
( 15 ) = motor protection connections
MIN = low pressure switch
U1 = motor thermistor
MAX/
REGST = controller fault (traction close loop lifts)
U2 = oil thermistor (hydraulic lifts)
( 16 ) = επιτήρηση ρελέ ισχύος για εγκαταστάσεις σύµφωνα µε το πρότυπο TRA
( 17 ) = inspection connections
( 18 ) = battery connections
( 19 ) = connection of emergency call
AL = alarm button connection (shaft)
NL = emergency light
+NV = emergency light
( 20 ) = door limit switches
A1 = door open limit switch (1st door)
Z1 = door closed limit switch (1st door)
A2 = door open limit switch (2nd door)
Z2 = door closed limit switch (2nd door)
( 21 ) = connection of pulse sequence for the digital shaft information
+H = supply voltage for pulse generator
IMP+ = positive pulse signal from pulse generator
IMP- = negative pulse signal from pulse generator
-H = supply voltage for pulse generator
( 22 ) = connection for wall mounted telephone (voice connection to the car)
L = loudspeaker connection
M = microphone connection
( 23 ) = shaft copying signals
V0 = upper prefinal switch
SGO = top magnetic switch
SGM = mid magnetic switch
SGU = bottom magnetic switch
VU = lower prefinal switch
( 24 ) = F1 – F6 taps for free available cores of the travelling cable
Connector Description
Χ2 = traveling cable connection (26 pins)
Χ3 = LiSA Matrix display connection (10 pins)
Χ4 = LiSA travel simulator connection (14 pins)
Χ5 = LiSA segment indicator connection (10 pins)
Χ10 = modem connection (Sub-D 9 poles)
Χ21 = LiSA emergency call system connection (10 poles)
Χ23 = LiSA relay card connection (10 poles)

LiSA CONTROLLER
1.1.2 Jumpers, functional elements

JP6,7,8,9
HANGEKABEL
+H
Fahrsimulator
42 T1auf
-H 3 +24 +24 3 X41
1
X33
1
X25
1
X17
1
X9
1
X1
1 T2auf
T1zu
F26
X4 2 S S 2 T2zu
1 -H -H 1 41 33 25 17 9 1
MATRIX-ANZ
F25
42 34 26 18 10 2
F24
X3
X2
IO-16
IO-16
IO-16
Etagenbus Fahrkorbbus 43 35 27 19 11 3
F23
44 36 28 20 12 4
F22
1
LBD-02 45 37 29 21 13 5
1
F21 35
X10
46 38 30 22 6 6 +H2
HANGEK.
VO 34 LiSA-Bus-Driver 47 39 31 23 7 +H2
SN75176
SN75179
VU
SGO 48 40 32 24 8 -H
SGM 3 +24
SGU 30
Strom
SK1 VO
SK2 SGO +H
+Bu 29 SK3 SGM
SK3 SGM
SK4 SGO
SK2 SGU
s v Z * 1 2 3 4 5
SK1 Vu
Vo
L
SK4
LS1
SGU
VU
1 -H
M 27 0 1 : 1 2
LS2
SKB1
ZIMP
Turstop
+H 26 SKB2 Rufsim.
Lebenslicht Turblock
IMP+ Testmodus Aussen-Aus
IMP- 8
-H JP11
23 JP12 11 N3
2630
7 /1 17 4 3 16 2 1
Impulsteiler
A1 /2 HSG
/4
1 2 3 10
SAK
X21
Z1 JP1
/8 AA
/16
6 9 N2
A2 JP13/ Notrugbetrieb /32
HCPL
3700
Z2 JP14
/64
L4
19 /128
L4
Notruf JP2 4 5 6
AL Bundig-Anzeige NI
HCPL
3700
NL Datum Low-EPROM Puffer- SK1
Relaisplatine Segment-Anz
JP10
+NV 16 Batterie SK1
7 8 9
X5
+ 15
HCPL
3700
ACCU JP13 RAM SK2 5 SK2
- 14 Datum High-EPROM loschen
9 0
EIN SK3
1 0 #
*
HCPL
3700
AUF 5 JP34 13 14 SK3
AB 11 10 11 12 SK4
X23
AA/SAK 10 Adr Vcc

NA
HCPL
3700
SK4
U2 ULN 2804 ULN 2804
1 SK4*
ULN 2804 ULN 2804 ULN 2804
MAX/
REGST JP3 JP4
U1 XK1
MIN 6
LiSA - 10
-H K42 K41 K31 K17 K24 K23 K22 K21
EMPFA K7 K6 K5 K15 K14 K13 K12 K11
SENDA 3
JP5 program. program. emergency
Vo/Ab
door 2 door 2 door 1 door 1
Υ/∆ up low
down
high
GR/6 relay 2 relay 1 call open close open close speed speed
+H 1
XK2
21 18 15 13 11 9 5 1 9 2 1
XK5 XK4
-H Ein Ab O C S O C S +HU Vo OT ST LGS SCH V2
Auf -H DR AUF AB
Ruckholen REL2 REL1 SS1 Hupe AB TURE 2 TURE 1
Jumper Function Plugged Not plugged

JP1 LiSA 10 supplied from battery when power failure Active Inactive
occurs
JP2 Landing zone indicator Lamp Led
JP5 Group operation Duplex, triplex,.. Simplex
st
Door limit switch Door open limit switch (1 door) short
JP6 circuited st
JP7 Door limit switch Door closed limit switch (1 door) short
circuited nd Door limit switches
JP8 Door limit switch Door open limit switch (2 door) short normally operating
circuited
JP9 Door limit switch Door closed limit switch (2nd door)
short circuited
JP10 RAM delete RAM deleted Normal operation
JP11 Pulse division /1, /2, /4, /8, /16, /32, /64, /128
JP12 Πλάτος παλµών TTL (5V) HTL
Jumper Function Position Position

JP13 ΑΑ/SAK input selection Position 0(up) =Input ΧΚ2:10 active (12- Position 1(down) =Input ΧΚ1:10 active
(contactor monitoring) 24VDC) (230VΑC)
JP34 EPROM type Position VCC(right) =EPROM 2001 Position ADR(left)=EPROM 4001

LiSA CONTROLLER
Functional elements:
[ 1 ] = indication of the car position. Positions > 9 and < 20 are indicated with an additional dot.
[ 2 ] = indication of the operational status
[ 5 ] = reset button
[ 6 ] = programme-EPROM’s (2 * 256 kByte)
[ 7 ] = opto-coupler for pulse from pulse generator
[ 8 ] = potentiometer for contrast-setting on LCD-display
[ 9 ] = group relay ( Attention to mounting position: Dot to be below)
[ 10 ] = driver –IC ULN2804: activation of the free programmable relay
[ 11 ] = driver –IC ULN2804: switching of the emergency light
[ 12 ] = driver –IC ULN2804: activation of door relay and segment indicator
[ 13 ] = driver –IC ULN2804: activation of the emergency call relay on the LiSA-TAE-card and activation of
the high speed relay
[ 14 ] = driver –IC ULN2804: activation of relays up, down, slow, delta, Vo/down
[ 15 ] = 1 opto-coupler for tapping of car light and 4 opto-couplers for tapping of safety circuits
[ 16 ] = driver-ICs for serial data transmission to the car and to the LiSA-matrix displays
(left-hand IC: SN75176, right-hand IC: SN75179)
[ 17 ] = parameter-EEPROM (24C09 / 24C08)
[ 4 ] και [ 3 ] = indications
st
SK1 Safety chain feedback (1 point) VO Upper prefinal switch
nd
SK2 Safety chain feedback (2 point) SO Top magnetic switch
rd
SK3 Safety chain feedback (3 point) SM Mid magnetic switch
th
SK4 Safety chain feedback (4 point) SU Bottom magnetic switch
st
LS1 Light curtain (1 door) VU Lower prefinal switch
nd
LS2 Light curtain (2 door) ZIMP Μέτρηση παλµών
st
SKB1 Obstacle (1 door) TStop Door stop
nd
SKB2 Obstacle (2 door) Ruf Sim Call simulation
Lebensicht Stand by Turblock Door block
Testmodu Test mode A Aus Landing calls deactivated
s

LiSA CONTROLLER
1.1.3 Ι/Ο Card – (IO16)

16 inputs/outputs (I/Os) are arranged on the I/O-card IO16. X9 1
X1
1
8 I/Os each can be connected via a 10-pole flat cable
plug. Additionally, these are conducted (in parallel) to 8- 9 1
pole plug-connectors. Thus, the I/Os can also be connected 10 2
the conventional way by screw-type terminals. 11 3
The status is indicated by LEDs.
An illuminated LED shows that at the connection -H is applied
12 IO-16 4
13 5
or that the output-electronic has activated the output.
Each single output can be permanently loaded with 100 mA 14 6
(with 12V switching voltage), if 8 I/Os of one set (IO1 – IO8 / 15 7
IO9 – IO16) are activated at the same time. Individually, the 16 8
I/Os can be charged with max. 500 mA.
1.2 LiSA Bus - Serial communication system

The serial communication system is implemented with two electronic components
• LiSA10 main board with the driver module (LBM-02) plugged in
• LiSA Bus Module (LBM-09)
All functions that are not laid on the LiSA10 main board (over temperature, governor malfunction, etc.) are executed via
LBM-09. The LBM-09 can be installed either in the control cabinet, in the shaft or in the cabin. The LBM-09 that are
installed to the shaft are connected to the controller through a special 3-pole LiSA-bus-cable (3 * 1,5 mm²) LBC-03
while those installed in the cabin through three wires of the traveling cable. In general the LiSA bus consists of two lines
for the power supply to the modules and one line for signals.
Πίνακας
LBC-03
+24 3 3 +24
XK4 XK1 XK2
S 2 2 S - 1 1 - 1 L
-H 1 1 -H S S Im
Etagenbus Fahrkorbbus + + So
Im N+ Sm
LBD-02
VO 34 5M Su
VU LiSA-Bus-Driver
XK5 1 Vo
SGO 1 14XK3
SGM Vu
SGU 30 15
Led-ready Ec
+BU 29 PE
L data-transfer LiSA-10 - LBD
27 X1
+H
M
26 Busad-2
IMP+
IMP- 24
-H 23
A1
Z1 Ec Vu Vo Su Sm So Im L M N+ + S -
A2
Z2 19
AL
NL
+NV 16 PE 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
XK2 LiSA - 10
16
Revision θαλάµου
Φρεάτιο 1 13 10 7 4 1
XK2 XK1
Cal Vu Su So L M + -
LiSABUS L4 fan 16 15 14 Ec Vo Sm Im N+ S
Adr.: 0 KF6 KF5 KF4 KF3 KF2 KF1

Kabinenlicht
Cab.-Light
1
Ture2-Auf
Ture1-Auf
Ventilator
D2-Close
D1-Close
Ture2-Zu
Ture1-Zu
D2-Open
D1-Open
fan
X1
Κοµβιοδόχος θαλάµου
XK9
J1 NR/Ec P1 (Pips) APO-14

LBM-09 Unterdr
supress + S - LF-12 LiSABUS
1
LiSABUS
1
LiSABUS LiSABUS X1 X1
. Ol Adr.: 48 Adr.: 49
. Adr.: 52 Adr.: 53
/aS
.
.
LiSABUS
f1
f2
f3
Adr.: 46
f4
-
+
LBM-09 LBM-09 LBM-09 LBM-09
-
LiSABUS LiSABUS
1 1
X2 XK2 X1 X1
X1
Adr.: 50 Adr.: 51
LBM-09
LiSABUS LiSABUS LiSABUS LiSABUS
Adr.: 47 Adr.: 54 Adr.: 55 Adr.: 55
LBM-09 LBM-09
X3 X2
LBM-09 LBM-09 LBM-09 LBM-09
Serial communication system, block diagram

LiSA CONTROLLER
1.2.1 LiSA Bus Driver (LBD-02)

LBC-03
The LiSA-Bus-Driver is the interface between
LiSA10-7 and LiSA-Bus
- Reading out data from the LiSAbus-modules of landings and cabin +24 3 3 +24
and transferring them to Lisa10-7 as well as vice versa: S 2 2 S
- Reading out data from LiSA10-7 and transferring them to the LiSA bus modules. -H 1 1 -H
Etagenbus Fahrkorbbus
LBD-02
LiSA-Bus-Driver
Led-ready
data-transfer
1.2.2 LiSA Bus Module (LBM-09)
Layout and functions: Address-Jumper
Each LBM-09 can carry 8 Ι/Οs connections in terminals XK1, XK2
ΧΚ1 και ΧΚ2. If LBM-09 is used as a landing bus module, the first 4 J8 J4
IO´s (XK1) have defined functions. Otherwise, the IOs are freely J16 J2
programmable. (pin1=up button, pin2=down button, pin3=up direction J32 J1
LiSABUS
arrow, pin4=down direction arrow) 1
8 IO-Status-LEDs X1
1 LED (L1) for operation mode indicator
• Led lighten = the LBM-09 is normally operating XK4
• Led flashing = the LBM-09 is defective XK3
Χ1 connector for LiSA components R1
ΧΚ5 connector for LiSA Bus Display connection
R1 relay cutting a defective bus module from the LiSA bus
Jumpers J1, J2, J4, J8, J16, J32: they determine the LBM-09 adress
Addresses on the landing bus:
XK5
0-47: address range for landing operating panels.
XK1 XK2
48-56: address range for modules in the controller /F1 F5
Addresses on the cabin bus: /F2 +24 S -H F6

0-47: address range for landing operating panels side B (in double /F3 F7
selective).
48-60: address range for modules in the cabin. /F4 F8
-H
LBM9 +24
1.2.3 LiSA – Travelling cable adapter (Busad-3)

XK4 XK1 XK2
- 1 1 - 1 L
S S Im
+ +
The Busad-3 board is used for the simplification of the traveling cable Im N+
So
Sm
connections. The Busad-3 board is connected to the main board through 5M Su
the X1 connector. The car bus is connected to the XK4 terminal while the XK5 1 1 14XK3
Vo
traveling cable is connected to the XK1, XK2, XK3 terminals. 15
Vu
Ec
PE
X1 Busad-2
Ec Vu Vo Su Sm So Im L M N+ + S -
PE 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
16

LiSA CONTROLLER
1.2.4 Car connections main board (APO14)

APO14 is the main board for all connections in the car, as well as the motherboard for four LBM-09, 8 relays and 5
LEDs.
Ρελέ KF1: Door 1 closing signal. ΝΟ contact (terminals ΧΚ8:com, ΧΚ7:DC)
Ρελέ KF2: Door 1 opening signal. ΝΟ contact (terminals ΧΚ8:com, ΧΚ7:DΟ)
Ρελέ KF3: Door 2 closing signal. ΝΟ contact (terminals ΧΚ7:com, ΧΚ7:DC)
Ρελέ KF4: Door 2 opening signal. ΝΟ contact (terminals ΧΚ7:com, ΧΚ7:DΟ)
Ρελέ KF5: Car fan. ΝΟ contact (terminals ΧΚ2:L4, XK2:fan)
Ρελέ KF6: Car lights. ΝΟ contact (terminals ΧΚ2:L4, XK2:cal)
Ρελέ R2: Emergency call activation : potential free changeover contact (Terminal ΧΚ12)
Ρελέ R1: Emergency light
Travelling cable connections

Car lights
Fan
1 16 15 14 13 10 7 4 1
XK2 XK1
Cal Vu Su So L M + -
L4 fan Ec Vo Sm Im N+ S
16 15 14
Vo
XK13 KF6 KF5 KF4 KF3 KF2 KF1
So
1
+ 1
Door 2
Door 2
Door 1
Door 1
lights
Sm close
close
open
open
Car
Fan
X1
-
Su
AWG A1
Absolute Encoder B1 Vu
A2 Im
XK9
Pulse
B2
|
generator
+
XK10
full XK12 Overload
Full load
|
1
I
Light curtain
Inspection Ie
|
10
Inspection-ascent Iu 65 Ie Full 69 73 LS DO 77
66 Iu El 70 74 FL DC 78 Obstruction
Inspection-descent Id
|
67 Id SI 71 75 OS Fan 79 8
Emergency stop Es 68 Es If 72 76 CS CL 80
-Η 24V -H 24V Door opening
|
limit switch
|
Emergency call Ec Door closing

Shaft lights Sl limit switch
|
Inspection-fast if 1
XK3 Door 1
LBM-09 LBM-09
XK8
Vo Open
Upper prefinal switch
1 Close
|
Vu
Lower prefinal switch Light curtain
+
|
10
So
Obstruction
Upper magnetic switch
|
|
+N 81 LS DO 85 89 IOL f1 93
82 FL 90 OOL f2 94 Door opening
Sm DC 86
|
6 limit switch
83 OS 87 91 f3 95
Mid magnetic switch f4 96
|
84 CS 88 92 Door closing
+ -H 24V -H 24V limit switch
|
Su Com Door 2
Lower magnetic switch
|
Do Open
+ 1
XK4 Dc
1 Close
LBM-09 LBM-09
XK7
X3 14 Emergency
X2 20
call relay
1 1
XK12
XK5 R2 NC
Emergency
lights relay
1
Com
R1 Ec _ El N+ L M N+ + S _ OI f1 f2 f3 f4 _ + NO
Alarm Telephone LiSA-Bus Programmable

Emergency
Overload (output)
Door open
Door close
line I/Os
light

LiSA CONTROLLER
1.2.5 Car operating panel main board (LF12)

LF12 is the board for the connections in the Car Operating Panel. Two LBM-09 can be connected on board for the
connection of the call buttons and other functional elements. The interconnection between APO14 and LF12 is made
through a 20 pole cable that is connected to the LBM-09 X2 connector.
J1 K1 NR/Ec P1 (Pips)
Unterdr
supress + S
LiSABUS
-
LiSABUS
LF-12
XK1
Ec Ol
/aS
E-light
-
Adr.: 52 Adr.: 53
El
E-light
+N f1
M f2
+N f3
Int-Com
+ f4
S -
L-Bus
- +
LBM-09 LBM-09
L -
X2 XK2
14 20
B1+ B2+
X1 1 1

LiSA CONTROLLER
Chapter 2. Parameters
2.1 Parameter processing
All parameters and commands can be set either on the LiSA-keypad and on the PC/Laptop as well.
The parameters are subdivided into 11 groups. Selection is made by setting a 3 or 4 digit number and is closed by
the *-key. During parameter processing, switching from one parameter to the other is also done by this key.
Paging down is effected by a short push on the # - key. A long pressure on the #-key causes a jump to the end of
the parameter set.
Note: If the question "Parameter to be overwritten" is answered with "1", all parameters will be memorized,
not only those of the group that just has been processed.
Parameter groups :
0 0 0 General parameters of the installation
0 0 1 General times of the installation
0 0 2 Travel times / pulses
0 0 3 Input addresses
0 0 4 Output addresses
0 0 5 Key addresses and landings
0 0 6 Relay addresses
0 0 7 Indicator functions
0 0 8 Door opening functions
0 0 9 Learning-run values
0 0 1 0 Special parameters

LiSA CONTROLLER
2.2 Parameter description

2.2.1. General parameters of the installation (Call in on LiSA-key board by typing 000*)
Elevator Type (Ropetraction/Hydro/VV/VF-control) :

(0) : Traction elevator, uncontrolled, 1-speed, 2-speed
(1) : Hydraulic elevator
(2) : VV/VF-controlled traction elevator
Interrogation in case of hydro-elevators:
Beringer Elevator Control Valve (0/1)
(0) : no Beringer LRV
(1) : Beringer LRV
- to minimize the cost, the delta-contactor is used jointly for the downward travel.
- inspection travel can be carried out with half the rated speed.
Interrogation in case of VV/VF-controlled traction elevators:
VV/VF- control (All / Dyn / Si / LiFU / LM/Die / Yask) :
Selection of driver for various controllers and inverters
(0) : Selection of all types of controllers except those following below
(1) : Dynatron-S, Dynatron-F, Dynatron-2000, VF30 (Schindler-Controller)
(2) : Binary control of Siemens-inverter (only applicable for elder inverters make KEB/Siemens with binary speed
selection).
(3) : Loher-frequency inverter
(4) : Elevator Material (Struckmeier) – inverter
(4) : Binary selection of FUJI-inverter
(5) : Dietz-inverter (only for Vektordrive) – to be set to "0" with Maxidrive!
(5) : Dietz-inverter (only for Vektordrive) – to be set to "0" with Maxidrive!
(6) : binary selection of Yaskawa (KONE) inverter
Binary
st
selection: travel speeds are selected by means of the binary code at the first three outputs defined by parameter
“1 output inverter signals”
Overtravelling (no /valve /Motor / ALGI - ELRV):
Selection of type of engagement for different hydraulic systems
(0) no overtravelling
(1) Valve overtravelling:
In upward travel the up-valve is for a preset period longer engaged than the pump motor.
This leads to a softer stopping with e.g. the Oildynamic hydraulic block (GMV).In parameter-set general elevator
times (001*) "overtravel vale / pump".
(2) Motor coasting:
The function is similar to the valve overtravel. The difference is, that in upward travel first the control for the
UP-valve is switched off and the pump runs longer for the overtravel time. With many hydro-systems (Algi,
Beringer ..) stopping will also be softer with this function.
Additionally required parameters:
- In parameter-set General elevator times (001*): "Overtravel valve / pump".
- In parameter-set Relays addresses (006*) : "Rel.- Overtravel – pump"
(3) ALGI - ELRV:
For the new electronic elevator-regulating valve of ALGI a special control method is required.
Upward travel:
After disengagement of the UP direction signal the pump motor is switched off only after elapse of the overtravel
time.
Downward travel:
After disengagement of the DOWN direction signal the activation of the DOWN valve is switched off only when
the overtravel time has expired.
- In parameter-set "General elevator times" (001*): "Overtravel valve / pump“.
- In parameter-set "Relay addresses" (006*) : "Rel.- Overtravel – pump“
Stopping with the middle signal generator (0/1):
Selection of the signal switch for starting the deceleration
(0) : Starting of deceleration by that outer signal switch which has entered the zone at last (SGO / SGU), i.e. in
upward travel SGU and in downward travel SGO.
(1) : Start of deceleration by the middle signal generator (SGM)
Braking(stopping) by the pulse-method:
This method should be used wherever possible, despite the somewhat higher cost for an additionally required
pulse source. Besides of the convenience in adjustment, the steps occurring upon stopping when the time-method
is applied will be prevented.
For hydro-elevators, the choice of stopping with the middle signal generator allows, beyond that, an adjustment of
the relevelling independently from the stoppage. Then, positioning of SGO and SGU can be related to SGM so, that

LiSA CONTROLLER
even in case of a very low step (appr. 10 mm) the relevelling process will be started. For uncontrolled traction
elevators, the less sophisticated selector block (without SGO and SGU) can be used.
Braking (stoppage) by time-method:
(Described only for reason of completeness). With hydro-elevators, when the time-method is applied, stopping
should basically be carried out with SGO resp. SGU, as otherwise the unavoidable load-dependence will result in
stopping inaccuracies. The same goes for uncontrolled traction elevators. Although here the use of selector blocks
with 3 detectors is not mandatory required, for reasons of stopping accuracy this solution should be favourized.
Parameter "stop with middle singnal generator“ allows 2 solutions:
If the stop is made with SGM, an "utopic“ long deceleration can be set, as with the entering of SGO resp. SGU (i.e.
prior to the end of the deceleration process) the traveling signals are switched off anyway and the car will slip into
its leveled position. Naturally, this will work only, when SGO / SGU are "shifted together“ so, that the respective slip
is available.
2. The case of not stopping with SGM is a bit more favorable with regard to the adjusting of the levelling accuracy,
as here the adjustment of SGO and SGU is less critical. In this case, they are to be positioned still closer to the
SGM so that the stoppage is made after elapse of a relatively short deceleration. While in case 1 SGO and SGU
are to be placed in accordance with the required slipping path, inaccuracies can be corrected in case 2 by the
deceleration.
Deceleration (time / fix / pulse):
Selects the signalizing method for initiating of deceleration (switch-over from high speed to low speed)
(0) : Signalizing method = time method. Switch-over comes after elapse of a set time (= time for the deceleration
path UP resp. DOWN, with long-distance travels and with high-speed travel in case of landing-to-landing
travels)
(1) : Signalizing method = fixed point. Switch-over is effected on invariably defined points (= magnets) in the well.
Attention: not applicable in case of overlapping deceleration paths!
(2) : Signalizing method = pulse method. Switch-over is effected following a preset number
of pulses, generated by a path-measuring system or a digital tacho.
In the landing next to the destination landing, provided that there is a sufficient interlanding distance, if SGM goes
off the inductor plate, the value preset by parameter "deceleration paths UP resp. DOWN", will be mapped by the
loading of a timer (with time method) or by the loading of a counter (with pulse method). After timer resp. counter
have run down, switch-over from high speed to low speed is effected.
Braking (Time / fix / pulse) :
Selection of signalizing method for stopping (switching off the travelling signals)
(0) : Signalizing method = time method. Stopping comes after elapse of a set time (= time for the deceleration path
UP resp. DOWN)
(1) : Signalizing method = fixed point. Stopping is effected on invariably defined points in the well (= magnet will
switch the middle signal generator SGM).
(2) : Signalizing method = pulse method. Stopping is initiated following a preset number of pulses, generated by a
path-measuring system or a digital tacho.
(3): hidden function – stopping is monitored in addition by the pulse method.
In connection with parameter “emergency stop after entering the landing zone after ? ms” (parameter set 002*),
stopping is monitored in addition by the pulse method.
No. of landings:
In case of group elevators, here always the maximum number of landings served by one group is to be
entered, irrespective of the real number of landings of that elevator for which the parameterizing is made.
No. of cars:
In case of groups, i.e. no. of cars > 1, the following parameters will be interrogated after that:
Car in group:
All cars in a group must get their own number, in the sequential order in which they are interconnected via the data
lines. Among one group it might happen that an elevator, owing to insufficient well length, can not run into the top or
bottom landing. The following parameters are considering such circumstances.
Bottom landing:
In the normal case, the bottom landing is also the 1st one. If the well starts one or more landings higher, this landing
has to be defined by the parameter "bottom landing“.
Top landing:
In the normal case, the top landing is also the last one. If the well ends one or more landings lower, this landing has to
be defined by the parameter "top landing“.
Interrogation in case of group elevators:
Door opening in group not simultaneously (0/1):
Presetting, whether upon pressing the landing call button only one elevator shall open or all elevators standing on the
respective landing.
(0) : opening of doors of all elevators
(1) : opening of door not simultaneously, i.e. only with that elevator on the landing that has the lowest number in the
group

LiSA CONTROLLER
No of accesses (1/2): rd
Even with elevators having three accesses only 2 accesses can be set. For the switchover to the 3 access
side, position-relays are used.
(1) : one access side
(2) : two access sides
No of push buttons on landing (1/2):
(1) : one-button control
(2) : two-button control
The following parameter is available after introduction of LiSA 10-7
(approx. Jan. 2003) Starting with this version, it is possible to select the LiSA-bus.
LiSA-Bus (No / sLbus / Lbus / cbus / sLbus+cbus / Lbus+cbus (0..5)):
(0): without LiSA-Bus
(1): sLbus: small LiSA-landing-bus – max. 64 Ios in line like on the IO-boards. Consequently a maximum of 8 bus-
modules is connected.
(2): Lbus: LiSA-landing-bus – like sLBus and additionally one LiSA-bus-module at each landing.
(3): cBus: LiSA-bus for the cabin – in the inspection control terminal resp. cabin control panel there are LiSA bus-
modules (APO10 is used).
(4): sLBus+cbus: like sLBus and additionally a LiSA-bus for the cabin.
(5): Lbus+cbus: a combination of Lbus together with cBus
LiSA-bus has been newly developed. Connection of the bus-modules to the elevator control and among each other is
done by means of 3 parallel running lines. Two lines are for voltage supply and one for data transmission.
Main landing
- In case of parking mode VarEt and Hhalt (see parameter "parking mode“) the main landing will be assigned with
priority.
- In case of one-button control with direction-dependent call cancellation (see parameter “Direction depending car call
canceling“) the collecting direction is defined by the main landing. All landing calls from the main landing and the
landings below are executed in upward direction. Consequently, landing calls from above main landing are executed in
downward direction.
- In two-button groups with varying no. of landings in the lower part, the definition of the main landing makes, that all
landing calls from below main landing, incl. the down call in main landing itself, are assigned to that car which will run to
the lower part.
Forced stop
The forced stop is for that landing, in which
- at any travel when this landing is passed-by a stop is made, or
- only when passing-by in downward direction, or
- only when passing-by in upward direction.
The respective function can be set by default of the respective value for the forced-stoppage landing:
forced stoppage = 0 : no forced stoppage
forced stoppage > 0 and <= no. of landings: car command for the forced-stoppage landing
forced stoppage > no. of landings and <= no. of landings * 2: landing call DOWN in forced-stoppage landing - no.
of landings
forced stoppage > no. of landings * 2 : landing call UP in forced-stoppage landing – no.of landings * 2
Parking mode (none / FixEt / Zone / VarEt / Hstop):
Selection of parking mode.
After expiring of parking-time, a parking landing is approached according to parking mode. The door(s) will not open on
parking level, if
– parking is made with doors closed, and
– no further call is registered for that landing.
Additionally required parameters for all parking modes:
In parameter-set General elevator times (001*): "parking time“:
(0) : Parking not set
(1) : Selection of a fix parking landing for normal and clock-controlled travel.
The following parameters have to be set:
Parking landing with normal travel:
Parking landing with clock-controlled travel:
Parking landing with clock-controlled travel 2:
(2) : Distribution of the elevators in parking zones (with elevator groups), with no elevator being assigned to a
specific parking zone. Always that elevator will run to the parking zone after elapse of the stay-time, which stands
closest to it, provided it is in a zone that is already occupied. Always the landing in the middle of the zone will be
occupied. The no.of zones correspond to the number of cars in the group, e.g. 2 zones for duplex groups, 3 zones for
triplex groups, etc.
The following parameters have to be set:

LiSA CONTROLLER
st
1nd Parking zone up to landing =
2rd Parking zone up to landing =
3 Parking zone up to landing =
(3) : Distribution of the elevators in varying parking landings (in case of elevator groups), with no elevator being
assigned to a specific parking landing. Always the elevator standing closest to it will run to the parking landing after
elapse of the stay-time, unless it is already parking on a parking landing.
The
st
following parameters have to be set:
1nd Parking zone =
2rd Parking zone =
3 Parking zone =
Important: the main landing (see parameter "Main landing") is identical with the lowest parking landing:
The lowest parking landing ("Main landing") has the priority to being occupied, i.e. when the main landing is
unoccupied, an elevator that has already taken its parking position can leave this and run to the main landing.
(4) : Occupation of the main landing.
If the main landing is not occupied, that elevator that is situated nearest runs to the main landing.
In case of the main landing being occupied the other elevators don't perform parking runs.
in case of a parking-run the display shows for the destination landing a "P“ instead of "Z“
the elapse of the parking-time can be shown on the display (right-hand on top) by setting 4*
For synchronizing (position monitoring) two magnets are mounted in the well and two bi-stable magnet switches on
the car (more exactly: on the selector block) (top pre-limit switch VO and bottom pre-limit switch VU). The position of
the magnets is communicated to LiSA by the two parameters below:
Corrective position bottom:
Indication of the position where the magnet for the corrective position below is. nd
The value to be set is identical with the
last landing that has been passed-by in downward travel. This is normally the 2 .
With short distance landings or high-speed elevators it might be necessary to place the magnet one or two landings
higher (corrective position below = 3 or higher).
Corrective position top:
Indication of the position where the magnet for the corrective position on top is. It is absolutely necessary to take care
that the magnet is mounted with sufficient distance from the terminal landing, so that the elevator - in case of a search-
run with high speed or of a learning run - comes to stop reliably in the terminal landing.
A search-run with high speed will be carried out always when the parameter "correction next stop“ is set to 0 (no
correction in next-above or next-below landing) and the elevator has to come to stop off-zone, for example
- after termination of the inspection resp. recall travel,
- after a reset,
- after termination of a travel without having reached the destination (SGM not in zone),
- after termination of a travel, having over-travelled the destination (SGM not in zone)
- after the reason for a probable out-of-service situation has been eliminated, or
- after an interruption of the safety circuit immediately before arrival at the destination.
The search-run is not performed automatically, only after a call has been set.
Hinged doors (0/1):
(0) : no hinged landing doors
(1) : hinged landing doors
The contacts of the hinged landing doors must be looped-in into the safety circuit between terminals 94 and 95. Upon
start of the closing motion of the car door, the hinged door will be interlocked.
Direction-dependent call cancellation (0/1):
(0) : no direction-dependent call cancellation
One-button service: for each landing call an upward and downward call will be generated, i.e., this call will be answered
in both travelling directions.
Two-button service: each landing call is answered in the set direction, however always both calls will be cancelled.
Consequently,
– the negative effects of the wrong operation by pressing both buttons (landing being approached 2 times although
actually only one call is set) will be reduced, but
– if the calls actually had been set correctly, the landing call for the opposite direction must be given once more.
(1) : direction-dependent call cancellation
One-button service: for each landing call, depending on the position of the main landing, either an upward or downward
call will be generated and processed accordingly, i.e. downward call from landings above main
landing, upward calls from landings below main landing and from main landing.
See also parameter "inp. Additional upward call in main landing“ in parameter-set 003*.

LiSA CONTROLLER
Two-button service: each landing call is answered in correspondence with the set direction. Upon approach on the
landing (at its deceleration point) the call in the actual travelling direction always will be cancelled
(if the elevator approaches upward to the landing, the upward call is cancelled).
The landing call in opposite direction will be cancelled only, when
– the next travel goes to the opposite (reversing of direction), or
– after elapse of the stay-time no further call was set.
Therefore, faulty operation ("double-call“) will have a negative effect if the travelling direction is going to be reversed.
Example:th
In the 5 landing the up and down buttons were operated. A car coming from below will cancel the upward call. In case
of a faulty operation (somebody has set calls for both directions) th
the elevator
- after answering to the calls from landings higher than the 5 - will unnecessarily stop again in downward direction. If
there was no faulty operation, however the person that has set the downward call had also entered the car before
(which happens frequently), the elevator will also stop again without necessity.
Note: "Double-call":
In the LiSA-software a double-call suppressing device is include. While one button is getting pressed, acceptance of a
call for the opposite direction is suppressed for a period of one second.
Additionally, double-call can be "punished" by activating the free-programmable input "canceling double-call". This can
be made by putting a permanent wire-bridge (to –H) or by a switch. In this case, the first call will be cancelled.
Opposite direction call canceling with car command (0/1):
Avoiding unnecessary stops in case of double setting
(0) : no opposite direction call cancellation
(1) : opposite direction call cancellation
In case of double-call in a landing, very often that user will enter, who actually wanted to go to the opposite direction.
So, after entering the elevator, he will normally set a car command in the direction desired by him.
The opposite direction call cancellation will cause, that the landing call for the opposite direction is cancelled upon
start of travel, with the result that afterwards the elevator will not stop unnecessarily on this landing.
Universal control (0/1):
(0) : no universal control – normal collective control
(1) : universal control
Nowadays universal controls are found only in older elevator installations. Here, only one command is accepted
at a time – preferably a car command.
A landing call (only one) will be accepted, if
- the hinged door is closed,
- No car command is registered.
- 3 seconds have gone since elapse of stay-time – before that an car command will have priority
Relevelling (0/1):
(0) : no relevelling
(1) : relevelling activated
As the relevelling process normally runs with door open, a safety circuit (K5, K6, K7 plugged on the LiSA-main card)
must be available and a selector block with 3 signal generators (SGO, SGM, SGU) must be installed.
Relevelling is active upon
- Approach to destination landing, if the elevator does not come to stop on level (SGU / SGO off - inductor plate).
Here it might happen that it comes to a stop too soon (fault message "too high“ resp. "too low“ in the fault
memory) or too late (fault message "SoZone“ / "Su- Zone“ in fault memory)
- Creeping-down of the car when at rest or owing to rope stretch.
Interrogation in case that relevelling is set:
Pre-start relevelling prevented (0/1)

Suppression of relevelling function immediately before a travel.
(0) : relevelling always
(1) : no relevelling immediately before commencing a travel
Purpose of this function is – particularly with Hydro-elevators – to prevent the time-consuming relevelling after
entering the car.
Correction next stop (Endhalt / Next / overnext / Nextwithv1) :
If the car is outside the zone, if it is
after finishing an inspection or rescue travel or
after a regular travel (central signal transmitter not in the zone) then first a correction travel will be
executed as soon as a new travel command has been entered.

LiSA CONTROLLER
(0): Correction travel to the terminal landing.

Destination of the correction travel always is the terminal landing whether it is the top or bottom landing depends on
the car position. If it is for example less than 3 landings to the top landig, it will travel to the bottom landing.
(1): Correction travel to the next landing.
The correction travel will be done at low speed to the next landing up (resp. down, if the car is within the reach of the
next pre-limit switch in up-direction).
(2): Correction travel to the landing above resp. below the next landing up resp. down.
The correction travel will be done at nominal speed to the landing above the next landing up provided that the car is
not within the reach of the next pre-limit switch in up direction. In this case it would be a correction travel to the landing
below the next landing down.
(3): Correction travel to the next landing at v1.
The correction travel is done at medium speed to the next landing up or down. This function is sometimes used
for fire-brigade elevators with big landing distances in order that the elevator will reach the next landing without
exceeding the travel time resp. within a reasonable time, if it has to start from a position between the landings.
Approach with open door (NO / YES / EswithTest)
(0) : Approach or relevelling with open door switched off
 (1) : Approach or relevelling with open door switched on
Prerequisite for approach or relevelling with open door are
- The existence of a safety circuit (safety relay K5, K6, K7) on the LiSA-main card,
- Usage of a selector block with 3 signal generators (SGO, SGM and SGU) and
- Bridging of the door zone area (between terminal 12 and 14)
(2) : Approach or relevelling with open door switched on, with additional test of the approaching speed by LiSA.
(Possible only if LiSA is running with digital well information). By means of the following parameters
"max. speed on opening of door in mm/sec“, the threshold for the speed can be fixed. If the approaching speed is
not lower than the threshold when the switch in the centre is reached, opening of door during approach will be
suppressed. This can be recognized by a considerably, longer door opening delay (appr. 4 sec.).
Interrogation if approach with open door and test of approaching speed is parameterized:
Max. opening-speed of door in mm/sec.

Suppression of door opening function, in case that the speed is not lower than the defined threshold.
Interrogation with elevators having two access sides:
Selective door control – landing (0/1)

Assignment of the landing buttons to the access sides, so that only the door on that side will open, where the landing
call has been set.
(0) : no selective door control – upon landing call always both doors will be opened.
(1) : selective door control – by assignment of different entry addresses for the buttons of access side 1 and
access side 2.
By parameter "1st landing button – door side 2" (Parameter-set "input addresses"– 003*) calls coming from door side 2
can be selected by the control.
Please observe that the value for the 1st landing button – door side 2
- is higher than the address for the last landing button on door side 1, and
- between this last button and the first button on door side 2 no other functions are set.
if for the destination landing also an car command is set, this too will be considered upon opening of the door. With
the result, that the selectivity in this landing are cancelled seemingly.
Interrogation with elevators having two access sides:
Selective door control – car (0/1)

Assignment of car command buttons to the access sides, so that only the door on that side can be opened for which
the car command has been set.
(0) : no selective door control – upon an car command always both doors will be opened.
(1) : selective door control – by assignment of different input addresses for the buttons of access side 1 and
access side 2. st
With parameter "1 car command button – access side 2" (parameter-set "input addresses – 003*") calls from
access side 2 become selectable for the control.
Please see to it that the value for the 1st car command button – access side 2 is higher than the address for
the last car command button on access side 1
if for the landing destination landing calls are registered too, these will be considered also upon opening of the
doors, with the result that the selectivity in this landing are cancelled seemingly.
if only one door-open button is installed, this one will open the doors always in accordance with the relevant
release for the door opening. The release for opening the door will be defined by the calls executed last that
have been set for the landing in which the elevator actually is.

LiSA CONTROLLER
Selective door control – landing / car to be selected only if there are in at least one landing two
opposite access sides in at least one landing! Or in elevators with bus installation, if this facilitates
the installation of the landing bus.
Special elevator (norm / Aut / US / inclined):
Selection of special functions found in special types of elevators only.
(0) : Normal elevator
(1) : Car elevator – causes the evaluation of a presence-checking sensor, in case that parameter "input –
presence – checking sensor in elevator car (003*) has been programmed ( > 0). In case of an elevator with 2
landings, for that landing where the car is not an car command will be generated automatically.
Meanwhile, a special program for car elevators is available (see fig. 1)
(2) : Special functions for the "U- and S-Bahn" of Berlin
(3) : Special functions for the "Hochbahn" of Hamburg
Interrogation in case of car elevators:
Automatic car command in car elevator

(0) : car command to be set by the user
(1) : in case of car elevators with 2 landings only, an car command will be generated towards the landing other
than that where the elevator car is, if the attendance sensor (arranged in centre of the elevator car) and the
normal light barrier were operated on entry.
Description "special program - car elevator". Example: 3 landings and 2 access sides.
Following parameters are to be considered:
- 1st input for traffic lights for the car elevator
- 1st output for positioning signals for the car elevator
- input presence-checking sensor
- 1st input for check of the waiting area (optional)
- warning signal prior to door-closing order (sec)
- with 2 access sides, selective door control landing and car
Additionally, door-open limit switches (AES1 and AES2) must be installed.
With 2 access sides the I/O´s for both sides will be assigned.
Per each access side and landing, three I/O´s will be assigned for the traffic lights, the I/O´s
for the approach signals being arranged after the I/O´s for the access signals.
Prior to each door-closing (all light barriers free) the respective access signal is switched to red, and after elapse of
the time "warning signal prior to door-closing order" the door will close.
Basing on the fact that in state of rest all approach and access signals are switched to red, there is an example of the
functional process:
Elevator is ordered by landing call in landing 1 (E1) from access side 1 (TS1).
- Elevator moves to landing 1 approach signal in E1-TS1 becomes dark
- Elevator opens TS1. Signal from AES1 arrives access signal in E1-TS1 becomes green
- Automobile enters elevator car. Signal from presence-checking sensor arrives transparent signal-"go forward" of
access side 1 is lit (if the car goes forward too far, e.g. when the light barrier on access side 2 gets interrupted, the
transparent signal "set back" will appear).
- Automobile leaves light barrier of access side1 transparent signal-"go forward" of access side 1 extinguishes,
transparent signal "Stop" is lit
- After setting of the destination the access signal becomes red and the door closes (see afore mentioned remark)
- Approach to destination. Door 1 / 2 opens. Signal AES1 / AES2 arrives transp. signal "go forward / set back" is lit,
depending on the direction of movement.

LiSA CONTROLLER
Figure 1
Protective Area to small (no / top / bottom / top+bottom):
Adaptation to insufficient over-travelling clearance.
(0) : normal protective clearance (overtravelling) above car
(1) : insufficient protective clearance (overtravel) above car.
(2) : insufficient protective clearance (undertravel) below car
(3) : insufficient protective clearance on top and below
In case of inspection mode it is achieved
- that in the landing next to the last resp. in the 2nd landing speed will switch-over
automatically from high to slow and
- that the correction switch (VO resp. VU) can not be overshot.
Protective light screen (0/1):
Functions of a protective light screen for cars without car doors.
(0) : not provided
(1) : protective light screen installed.
The difference between a protective light screen and a conventional light screen consists - apart from the special
functions required in case of an interruption of the light screen – mainly in the fact that its functioning must be tested prior
to each travel. For that, a safety circuit is required.
Most light screens available in the market are offered in 2 versions:
1. One relatively cheap "light" – version (e.g. Cedes-Light), without an inherent safety circuit.
This safety circuit (4 additional auxiliary contactors) can be order with M/s Schneider / M/s Klinkhammer / M/S
Haider together with the order for the control. This solution is considerably cheaper than the 2nd version
2. The protective light screen has an inherent safety circuit.
In the electronic system of the protective light screen there is a relay, contact of which is looped into the safety circuit in
place of the absent door contacts (between terminal 95 and 11).

LiSA CONTROLLER
- if the protective light screen gets interrupted during travel (SK3 and SK4 are disconnected), provided that the
elevator is not already within the zone of the destination landing, the elevator stops immediately as the contact of
this relay will open. All calls are cancelled and landing calls will no longer be accepted.
- on the LiSA-display the text light screen interruption so long, until the contact will be closed again.
- after setting of any car command a test signal will be applied at the light screen in 10 seconds repetition rate.
This is done via a free-programmable relay (parameter "Relays Reset light screen" in parameter-set 006*).
- after the obstacle has been eliminated the light screen will close again and the travel continued.
- at first, the originally set destination landing will be approached.
- if the interruption was distant from the destination more than one landing, ongoing travel will be with the high
speed.
- in case of interruption next to the destination, the further process depends on the value of parameter "correction
next stop":
- Correction next stop = 0 (correction in terminal landing):
This value is to be selected if the destination cannot be approached with slow speed, i.e for one-speed
elevators and elevators with Dynatron-S or –F. With these elevator types, the destination is reached by a
"reversing travel", e.g. if in downward travel an interruption of the light screen occurs prior to reaching the
destination landing 5, the elevator will run to landing 7, the doors remain closed and only then the original
destination landing 5 will be approached. If the elevator has only 6 landings, landing 4 will be approached
first, and then landing 5.
- Correction next stop > 0 (correction in next landing):
This setting can be selected with all other elevator types that can continue to run with slow speed.
Door position in parking mode (open / closed / open + blocked / close +blocked) (0..3):
Selection whether the car is in the landing with doors open or closed
(0) : parking with open doors
(1) : parking with closed doors
(2) : parking with open doors and hinged doors blocked
(3) : parking with closed doors and hinged doors blocked
via the free-programmable input – (parameter "input – door position in parking mode" in "003*") the
door position in parking mode can be inverted.
Door motor - off ( no / close / open / close+open):
Selection, if and in which position the door motor shall be shut down.
This function is important particularly if there are no door limit switches installed.
(0) : door motor will not be shut down
(1) : shut-down of door motor in end position with door closed.
By setting a travel order the door motor will be engaged again.
(2) : shut-down of door motor in end position with door open
(3) : shut-down of door motor in end position with both, door open and closed
Inspection speed (V0 / Vi / V2):
Selection of the speed for elevator running in inspection mode.
(0) : inspection travel with creeping speed (Vo / Ve)
(1) : inspection travel with inspection speed – Vi (medium speed) . Naturally, this setting makes sense only, if the
elevator can be run with medium speed, i.e. in case of VV/VF controlled traction elevators (except: Dynatron),
Beringer-LRV etc..
If a key is installed for inspection speed-high, and applied to an input programmed with the function "inp.-
inspection-high", Vi (medium speed) will be activated by the depressed button and not the high one (V2).
When the button is released, the elevator will run again with creeping speed.
Additionally required parameter:
in parameter-set "relay addresses" (006*): "Rel.-running with V1 (VZ1) "
(2) : Inspection travel with high speed (V2)
This setting is admissible only when the speed 1,2 m/sec is not exceeded.
the recall travel is always performed with creeping speed.
in case of inspection and recall travel being engaged simultaneously, all travelling motions are
prevented. There is no priority of inspection travel.
Length of inductor plate:
Default length of inductor plate (zone).
On the default length of the inductor plates a couple of measurements are basing, which die LiSA carries
out for the well information, as e.g.
- Measurement of speed (indicated on the display right-hand below)
- Definition of the landing distances and the pulse-constant
In case of the presently exclusively used electronic signal generators of Pepperl & Fuchs or Secatec
(3 connection wires) a length of inductor plate is indicated, that falls short by 7 mm compared with the
actual length of inductor plate. That is 193 mm in case of 200 mm long inductor plates.
On the length of the inductor plate depends also the minimum landing distance:
Selector blocks without SGO or SGU: min. landing distance = inductor plate length + 50 mm.
Selector blocks with SGO or SGU: min. landing distance = 2*inductor plate length + 50 mm.

LiSA CONTROLLER
The minimum achievable landing distance depends also on the speed.

So, for example, in case of an elevator with 0,3 m/sec and arrangement of the signal switches SGO, SGM and SGU
beside each other, a landing distance of 50 mm can be realized. Another elevator with 1,2 m/sec is run with a landing
distance of 90 mm.
Landing-to-landing travel with VE / V1:
Default, between which landings the elevator shall be run in slow resp. in approaching speed.
The length of the sequence of numbers to be set, consisting of zeros "0" and units "1" is lower by
one digit than the number of landings.
Example: In case of an elevator with 8 landings, between landings 3 and 4 only with VE / V1 shall be run:
Out of this results the following input "0010000".
if the elevator is run with the time-method, the same effect is achieved with parameter
"high inter-landing travelling speed 3 <-> 4" is set to 0.
Max. car commands without light barrier interruption:
Default of max. no. of travels initiated by car command without interruption of light barrier.
Upon reaching the set parameter value, all car commands will be cancelled.
(0) : function switched off. Please set always to 0, if there is no light barrier installed.
(1) : canceling of all car commands if after completion of a travel initiated by an car command after
elapse of the stay-time, no interruption of the light barrier was following
(2) : canceling of all car commands if after completion of two travels initiated by car commands after
(3) : canceling of all car commands if after completion of two travels initiated by car commands after
(n) : canceling of all car commands if after completion of three travels initiated by car commands
after elapse of the stay-time, no interruption of the light barrier was following
Ignoring of landing calls in case of x car commands:
With elevators having no full-load device a pseudo full-load function can be realized herewith.
(0) : function switched off. (Please set always to "0" if the function should be switched off).
(n) : no. of car commands at which the control changes into full-load condition, with the result, that
landing calls actually will be stored but will not be considered upon call assignment.
Single-side access entitlement (0/1):
Selection whether the car must be left at that access side from which it has been entered.
(0) : no restriction of access entitlement
(1) : single-sided access entitlement
With elevators having 2 access sides it is sometimes necessary to ensure that a user entering from e.g. access side 1
will leave the car on access side 1, too. This requirement is found mainly, when the elevator is used by 2 different user-
groups, (e.g.: on access side 1 is a bank and on access side 2 are funeral directors).
For a safe functioning the installation of a zero-load contact (presence-checking sensor in the car) and the
programming of the respective input in parameter-set input addresses (003*): "Inp. -zero -load" is required.
If the risk can be accepted that occasionally a visitor might enter from one access side and leave to the other one, this
feature can be dropped.
In order to distinguish from which access side a call has been set, another additional parameter "selective door control
- landing" out of the parameter-set 000* is required.
When the elevator is in parking position the door-status must be "closed".
Functional process (Status: no calls registered and doors closed):
- Landing call from access side 1: the car gets reserved at once for access side 1 until all car and landing
calls for this side are processed and the doors have closed again. Landing calls from access side 2,
however, will be stored.
- Landing call from access side 2: analogous to the process for access side 1
Light barrier output active (closed / open) (0/1) :
Selection of when the light barrier signal is active ( -H applied on the light barrier input).
(0) : normal case: light barrier contact is closed (active) in dead condition and with light barrier interrupted.
(1) : light barrier contact is closed with light barrier not active.
Contact of closing for delimiter active (closed / open) (0/1):
Selection of when the closing force limiter signal is active.
(0) : normal case: closing force limiter contact is closed (active) with closing force limiter operated.
(1) : closing force limiter contact is closed with closing force limiter not active.
Standard (EN81 / TRA / otherEn81):
Selection of the standard the control has to comply with
(0) : EN81: European Standard

LiSA CONTROLLER
(1) : TRA : German technical directives for elevators

LiSA CONTROLLER
(2) : Others: Same as with EN81, but monitoring the contactors additionally if they open.
Differences in control functions between EN81 and TRA:
- Travel to top limit switch with hydro-elevators (entry "ESTop?" in the fault memory)
- TRA: after re-closing of the limit switch (elevator having lowered) the elevator will be operative again.
- EN81: after re-closing of the limit switch (elevator having lowered) the elevator will lower to the bottom landing
and remains inoperative (indication O = out of operation on the 7-segmentdisplay for the operational
status). The elevator goes back into operation only after a change of the operational status or after a
reset.
- Exceeding of the running time monitoring period (entry "TTElap / ATElap / STElap / RTElap" in the fault memory)
TRA: 10 seconds after exceeding the running time another attempt to travelling will be made.
If this attempt again leads to an exceeding of the running time, the elevator will remain inoperative).
Indication Z on the operational status indicator.
EN81: already after the 1st exceeding of the running time the elevator becomes inoperative and
can be put in operation again only after a change in the operational status
(e.g. activation of recall function) or after a reset.
- Significance of input AA at the left-hand rim of the LiSA10-card:
TRA: landing control-off
EN81: monitoring of contactor drop-out.
Interrogation in case of group elevators:
Landing calls not to group (0/1):

Selection whether that elevator which reads-in the landing calls shall pass-on these to the other group elevators.
(0) : normal case: landing calls shall be passed-on.
(1) : landing calls shall not be passed-on to the group.
Sometimes this function is desired in a group if a clearly defined elevator shall be called (e.g. a goods
elevator), without activation of a special or priority travel.
Prerequisite: each elevator serves its own landing call input and the landing calls are not interconnected
among each other.
Interrogation in case of two access sides:
Doors interlocked against each other (0/1):

Channeling function: Selection whether in case of two access sides only one shall be opened at a time.
(0) : normal opening of doors
(1) : channeling function upon opening of doors.
After arrival in the destination landing always access side 1 is opening first and only after re-closing access side 2 will
open.
Deviating here from, after approach to the destination landing access side 2 is opening first, if with car selective door
control a car command has been registered for the access side 2. If no car command was registered, the same applies
also to the landing selective door control, if for access side 2 a landing call was registered.
No. of travels till next maintenance / 100:
Default of the no. of travels marking the end of the maintenance interval.
The parameter-value must be multiplied with 100. If you want, e.g., that the end of the maintenance interval shall be
reached after 100.000 travels, you have to set the parameter to 1000.
If the end has been reached, the following actions are initiated:
the indication of the operational status (7-segment-display on the LiSA) will be flashing between the
normal indication and 0, relay "rel.-maintenance interval-end" picks up, provided that such function has been programmed in
parameter-set 006*, output "output maintenance / inspection" will be activated, provided that such function has been
programmed in parameter-set, a function that can be set only by M/s Schneider / Klinkhammer will be released.
Afore described condition can be de-activated by canceling of a control-internal counter (with 019*)
with parameter-storage and hereupon following reset.
Inverter via DCP (No / DCP01 / DCP03) :
It is an interface RS485 between inverter and control unit.
(0) : do not disconnect
(1) : DCP01. Interface DCP between inverter RST and control unit
(2) : DCP02. Interface DCP between inverter Ziehl-Abegg and control unit (actual version).
LiSA-Typ (LiSA10-5/LiSA10-7without 230VSAK/LiSA10-7with 230VSAK):
Adapts the installation to the new version of LiSA 10-7 (see chapter 2 – LiSA-bus)
(0) : LiSA10-5
(1) : LiSA10-7 without using the 230-V-input for contactor drop-out control to be used if LiSA 10-5 is replaced by
LiSA 10-7.
(2) : LiSA10-7 with possibility to connect contactor drop-out control to the 230-V-input.

LiSA CONTROLLER
2.2.2. General times of the installation (Call in on LiSA-key board by typing 001*)
The here below following times for the monitoring of the door motion, i.e. stay-time, door-opening and door-closure
monitoring time can be called in the LiSA-display by typing 4*:
The actually expiring time and the counter content will be displayed:
- Stay-time: STZ = ..
- Door-opening monitoring time: OKZ = ..
- Door-closure monitoring time: SKZ = ..
Stay-time following a car command (sec):
Door keep-open time after approach to the landing with car command, without a landing call having been set
Start: - Door-opening monitoring time expired
- Door-open limit switch interrupted (door completely open)
- Light barrier released after stay-time has expired already once
- With values >= 25 sec. after setting an car command, the stay-time is set to 2 sec.
End: - Counter expired.
- Door-closure button operated.
Stay-time following a landing call (sec):
Door keep-open time after approach to landing with landing call.
Start: (see stay-time following an car command)
End : (see stay-time following an car command)
The value of stay-time following an car command cannot be lower than that for the stay-time following a landing call.
In case of values > 25 sec., following an car command the stay-time will be set to 2 sec. If at the moment of stay-
time starting another car command is registered already, the stay-time will be set to 10 sec.
Door-opening monitoring time (sec):
Time to monitor the opening of the door.
Start : Start of door opening motion (door-opening command applied)
End : - Counter expired.
- Signal of door-open limit switch received.
If after elapse of the door-opening monitoring time the safety circuit (at SK4 or SK3 with door-open limit switch installed) is
not cut, another attempt will be made to open the door. After 5 fruitless attempts the door-failure will be recognized.
If the door operator has got a door-open limit switch, the default-value for the door-opening monitoring time is not
critical (10 sec will be a good value), as upon receipt of the door limit switch signal the stay-time is started at once.
If no door-open limit switch is installed, the value for the door-opening monitoring time should be set about as high as
the door would really need to open.
Door-closure monitoring time (sec):
Time to monitor the closing of the door.
Start : Start of door closing motion (door-closing order applied)
End :- Counter expired.
- Signal of door-closed limit switch received.
- Safety circuit closed (at SK3)
If after elapse of the door-closure monitoring time the safety circuit (at SK3) is not closed, another attempt will be made
to close the door.
After 5 fruitless attempts the door-failure will be recognized.
- All car commands are cancelled.
- In case of a single elevator all landing calls are cancelled. To groups it refers only then, if no group elevator is in a
position to accept landing calls.
- Adoption of the operational status "door failure" . on the display for the operational status (7- segment-LED on
the main card) "T" is indicated.
- Following an car command – in case of a single elevator also in case of an landing one – the door failure is
cancelled and an attempt is made to close the door.
Now, already after 2 unsuccessful attempts only, the door failure will be recognized,
- After totally 10 door failures in sequence the operation of the elevator will be suspended.
- In the fault memory only the first failure is entered.
The default-value for the door-closure monitoring time is not critical (20 sec will be a good value).
Only if there are two access sides with large doors, a higher value should possibly be set in order to
avoid that in case of a basically correct door-closure on one access side the 2nd access side is opened again
(if SK3 has not been recognized after elapse of the door-closure monitoring time).
Travel monitoring time (sec):
Time for monitoring of the elevator motion.
Start :
- The elevator starts running while being within the reach of the inductor plate
- The car runs off the inductor plate (travel monitoring time = parameter value), i.e. the travel monitoring time
is started again in every landing.
- The car runs into the reach of the inductor plate on the destination landing.
- After switching-over to slow speed (travel monitoring time = parameter value)
- Upon relevelling (travel monitoring time = 95, if relevelling is made from outside the zone)

LiSA CONTROLLER
End :
- Counter-expired travel monitoring time exceeded:
- All car commands will be cancelled.
- In case of a single elevator all landing calls are cancelled. To groups it refers only then, if no group elevator is
in a position to accept landing calls.
- Adoption of the operational status "exceeding of running time" on the display for the operational status
(7-segment-LED on the main card) "Z" is indicated.
10 sec. after exceeding the running time – upon setting of parameter "Norm" to TRA (= 1) – another attempt will be
made. If again the running time is exceeded, the elevator operation will be suspended definitely.
If "Norm" is set to EN81 (= 0) the elevator operation will be suspended. With hydro-elevators the lowering to the bottom
landing will be still carried out. The elevator goes back into operation only after a change of the operational status or after
a reset.
Entries in the fault memory:
- Exceeding of travelling time upon starting: "StElap" (starting time elapsed)
- Exceeding of travelling time between landings: "TTElap" (travel time elapsed)
- Exceeding of travelling time on approach to destination: "ATElap" (approach time elapsed)
- Exceeding of travelling time on relevelling: "RTElap" (relevel time elapsed)
Door - stop time (sec):
Function to keep the car door open during a defined time interval (time for loading of the car)
Start : Operation of the door - stop button.
The activated door – stopping function is indicated by the flashing of the door – stop button registered light.
If the registered light shall not flash, i.e. if it shall be permanently lit (maybe because the impression of a
hazardous situation should be avoided) this can be achieved by presetting the door - stop time at > 600 sec.
The actual door - stop time will then be door stop time – 600.
End :
- Counter expired.
- The door – stop button has been operated while flashing within a dark phase prior to the elapse of the door
– stop time.
- When 0 has been set for the door – stop time, the function remains active until it gets deactivated by
pressing the door – stop button.
"Input-door stop button" in parameter-set "input addresses (003*)" Being member of a group, the elevator will
no longer participate in the distribution of the landing calls, i.e., it will behave as if the landing control was
switched off.
Car fan running time (sec):
Duration of car fan running time after pressing the fan button in the car.
Start :
- Operation of fan button activation of fan relay. The activated function can be identified by the flashing of
the fan button registered light.
- Upon completion of a travel, if there is no input for the fan button programmed.
End :
- Counter expired fan relay switched off
- The flashing fan button was operated during a dark phase; before elapse of the car fan running time.
"input fan button" in parameter-set "input addresses" (003*) "rel.- car fan" in parameter-set "relay addresses" (006*)
If the elevator comes to stop between the landings, the car fan will be activated automatically
Parking time (sec):
Time interval after which the parking travel will be carried out.
Start : Start of door opening.
End : Counter expired.
Additionally expired parameters:
"Parking mode (....)" in parameter-set "general elevator parameters" (000*)
In case of a hydro-elevator that is positioned in the lowering landing, no parking time will be started unless
parameter "delay of starting /multifunctional parameter 2" has been set to "206" .
Expiring of the parking time can be made available by pressing 4* on the display. If the elevator is already in the
parking landing, the counter will be loaded with 2 seconds only.
Car light switch-off time (sec):
Fixing of time for switching-off the car light
Start :
- End of door-closing motion (SK3 indicated).
- End of stay-time with door-open position in parking mode.
End :(car light – off)
- Counter expired.
- Door will be opened again
Additionally required parameters:"Rel. car light off" in parameter-set "Relayadresses" (006*)

LiSA CONTROLLER
Interrogation in case of Hydro-elevators:

Hydro lowering time (sec):
Time after which the elevator shall lower to the bottom landing
Start :
- Start of the door opening motion or end of parking time
End: (lowering)
- Counter expired.
The elevator will lower even with landing control switched off, or in case of a key-switch operated travel
(TRArequirement).
Interrogation in case of hydro-elevator and overtravelling (see parameter "overtravelling" in 000*):
Overtravelling valve/pump (ms):

Overtravelling time for valve / pump, depending on the kind of overtravel selected in parameter "overtravelling"
Start :
- After elapse of deceleration.
- In case of valve overtravelling (e.g. with Oildinamic and GMV) the delta-contactor is switched off and the
upward-valve remains still engaged.
- In case of pump overtravelling (e.g. with Beringer and ALGI) the upward valve will be closed while the
pump motor continues to run.
End:
- Time expired.
- All operating signals will be switched off.
Additionally required parameters in case of pump overtravel:
"Rel.-pump overtravel" in parameter-set "relay addresses"(006*)
In case of an interruption of the safety circuit during a travel, the overtravelling function does not work without an
additional hardware (RC-module in parallel to the upward valve). Above all, if there is the risk of the safety gear
becoming active in case of a disconnection of the safety circuit or while the elevator is in inspection mode, the
"hardware solution" should be adopted. (M/s. Schneider puts suitable RC-modules at disposal)
Star-delta time (ms):

Time for reversing from von star to delta contactor
Start : Begin of upward travel (activation of the upward und the star contactor)
End : Time expired(activation of the delta contactor).
Interrogation in case of VV/VF controlled traction elevators:
Cut-off delay (ms):

Time that will be started after deceleration has expired.
Start : End of deceleration.
- Engagement signal V0 for the will be switched off (V0 = approach-speed with VV/VF-controlled elevators).
- The starts working with deceleration to speed 0 (electr. stop).
End : Time expired.
- LiSA disables the directional contactors (K2 / K4) and starts a fixed period of 300 ms (after expiration, also
the travel contactors K3 and K3Z will be switched off).
Prior to the elapse of the cut-off delay, the VV/VF control must have delivered the signal for the engagement of the
mechanical brake. That means, the cut-off delay must at least be long enough to apply the mechanical brake reliably
prior to the elapse of the cut-off delay period - no "stopping against the brake". A correct stopping action can be very
well followed-up acoustically. Pay attention to the switching of contactors in clearly graded sequence: first brake
contactor (K8), then directional contactor (K2 / K4) and finally K3 and K3Z.
A very good value for the cut-off delay will be 1500 ms. The cut-off delay will cause – with elevators having no door-
opening upon approach – that the car door can be opened rather late (customer-dissatisfaction particularly after
conversion of an unregulated elevator into a regulated one). Therefore, it would be advisable to equip closed-loop
controlled elevators always with doors opening upon approach, in order to eliminate the negative consequences of the
cut-off delay arising in this case. Here, the time-gain caused by the early opening of the doors will be secondary.
Too short cut-off delay periods may result in sporadic steps upon stopping.
Query in speed-controlled rope-traction elevators make Siemens or Yaskawa
Interval between direction off and travel contactor off (ms):

Interval that elapses between switching off the direction signal and switching off the travel contactor. Frequency
inverters executing a stop at levelling speed by switching off the v0-signal, have the said procedure under parameter
"Abschaltverzögerung" (retarded switching off).
Some frequency inverters, such as Siemens or Yaskawa, start the stopping procedure as soon as the direction signal
is switched off. As a consequence, the preset time of 300 ms between "direction off" and "travel contactor off" leads to
a jerky stop.
For these inverters therefore the following settings have to be done.

LiSA CONTROLLER
- set the switch-off retardation to a very low value (e.g. 5 ms) direction signal will be switched off immediately after
v0-signal. After that the travel contactors are switched off as soon as the time has elapsed that is set by this parameter
"interval between direction off and travel contactor off" (approx. 1500 ms).
Start: End of braking retardation
As soon as retarded switching off has elapsed.
Speed control starts slowing down to speed 0 (electric stop).
End: time elapsed.
LiSA switches travel contactors K3 and K3Z off.
Interrogation in case of traction elevators:
Motor fan overtravel (sec):

Length of the overtravelling period for the motor fan after elevator stop.
Start :The motor fan overtravel period is stated with the opening of the door, the fan relay however
is started at the begin of the travel.
End : Counter expired.
"Rel.-motor fan" in parameter-set "relay addresses" (006*)
Starting-delay / multifunctional parameter 2 (ms):
Duration of door lock debunking time.
Start : After closing of car door (SK3 indicated)
End : Time expired – elevator starts running
By a couple of default values, such rare functions can be selected additionally. Otherwise they would need specific
parameters for their realization.
Multi-functional parameter:
Time for start-up delay:
195: No disconnection of the misuse-suppression if door-opening button and alarm button are pressed
simultaneously
196: Unlocking travel (in case of hydro-elevators: travelling with anti-creep device)
Stop in the destination landing:
Upon approach to the destination landing the elevator stops generally above landing level.
This is achieved by an appropriate adjustment of the deceleration:
For upward travel: Deceleration-UP to be set as long as to be sure that the elevator will run too far. When the top
signal switch goes off the zone, an emergency stop will be initiated (deceleration-UP to be set to > 120 mm).
For downward travel: Deceleration-DOWN to be set so short that the elevator will stop too early (deceleration-
DOWN to be set to < 50 mm).
After the stop, the supporting bars of the anti-creep device will be protracting (engagement by door look relay1).
The lowering travel to the level position is made either immediately after that or after an adjustable period (Tvabsenk).
This period will be activated when the value of switching interval / multifunctional parameter1 is between 50 and 60.
Calculation as follows: TvAbsenk = switch interval – 50,
i.e. value 55 would result in a lowering delay of 55 – 50 = 5 seconds.
After arrival at flush position the door will open.
Raising prior to begin of travel:
Prior to the start of the actual travel, the car has to be raised a bit, so that the bar of the anti-creep device can retract.
Then, the actual travel will be carried out.
Irrespective of whether the intended destination is below or above, the elevator will be run upward until the top signal switch
is off-zone (emergency stop). After that, it will stop and the anti-creep device will retract (by door-lock relay 1).
A subsequently following continuation travel upward is carried out without delay. A downward travel, however, might
possibly start with a delay, depending on the setting of the afore described parameter switching interval / multifunctional
parameter1. Calculation of delay period same as above.
Upon retracting run, the relay for the relevelling speed (if programmed) will be engaged additionally, to switch over to
a possibly available pump unit for the retracting run.
198: Activation of check for missing pulses
201: In case of double-call the 2nd call is passed on to another group elevator
206: Hydro-elevator runs from lowering landing to parking landing also.
210: In case of an interruption of the light barrier the door will stop moving.
211: Special function for M/s. Weymann (not available now)
212: Special function for extremely short distance travels (possible landing distance not more than 1cm)
213: Special fire emergency mode for the Leipzig fire department.
214: Special fire emergency mode for the Leipzig fire department. Elevator goes back into operation after deactivation
of the fire detector signals (contrary to the setting with 213, where the elevator remains disabled).
216: Special dynamic fire emergency mode (released by fire detector) with the following functions:
- After receipt of a fire signal (e.g. fire detector in landing X engaged) the elevator will carry out a travel to the landing
where the fire was detected.

LiSA CONTROLLER
- If the landing is full of smoke (fire detector in the fire-affected landing was engaged) the elevator will go to the
alternate landing
- If this is also full of smoke, attempts will be made to approach to a not smoke-filled landing, starting from the top.
- If all landings are smoke-filled the fire emergency landing will be approached.
The actual fire emergency or firemen travel (released by key switch) has the priority, i.e.
in this case the elevator approaches even to a smoke-filled fire-service landing.
Warning signal prior to door-closing command (sec)
Time between door-closed command and actual door closing.)
Prior to the actual door closing motion a signal can be released as an indicating text that the door is going to be closed very
soon, or e.g. with car elevators, traffic light being switched to red.
Start : Door-closure command.
End : Time expired –door will close
"output-text door closing" in parameter-set output addresses (004*) with text output, or
"output-traffic light in car" in parameter-set 004* in case of car elevators.
Interrogation, in case of hinged doors
Car out of group / if blocked in a landing; after .. (sec):

Time interval, after expiring of which a signal will be delivered that (1) the hinged door is open resp.(2) in case of groups
the other group elevators will be informed that the car does no longer participate in the landing call distribution.
Start : - Opening of hinged door (= hand-operated landing door)
- Interruption of the light barrier
- Interruption of the safety circuit during travel
End : - Time expired – elevator sends out the relevant signals
- Hinged door closed again
- Activation of a free-programmable relay or output for a period of 6 seconds to engage a acoustic signal
– Information to the other group elevators
"output-acoustic signal" in parameter-set "output addresses" (004*), or
"Rel.-busy signal" in parameter-set 006*.
A signal indicating that the hinged door is open can be given either via the busy-relay or also by 16*8 matrix-
indicators if the indicator type has been preset with 3 (= 16*8mitX). After that a small square is shown at the left-
hand side of the car position.
On the LiSA-display the status "elevator no longer participating in landing call distribution" is shown by a dark
square in the 2nd line, 14th position from the right-hand side (left of the safety circuit indications).
Door reversal delay / Multi-Functional Parameter 1 (m/sec)
Time between disconnection of the door-closing signal and engagement of the door-open signal.
Additionally, further functions are "hidden", independently from the parameter value.
Start : Disconnection door-closure command.
End : Time expired – engagement of door-open command.
It is the purpose of this parameter to prevent shorts on switching-over of 220 / 380V door operators. The standard value is
100 ms. On engagement of electronic door operators is this value not critical, i.e. it can be set very low (10 ms).
Values above 200 ms are set to 100 ms program-internal.
By a couple of default values, additional relatively rare functions can be selected, that otherwise would need specific
parameters for their realization.
Multi-functional parameter 1:
Door revers. Del.
= 86ms: In case of selective internal door: door opening with door open button, even for a door
without door-opening permission.
= 89ms: Door-closure button without consideration of the light barrier
= 90ms: No entries "too high" and "too low" in fault memory
= 91ms: Doors de-energized in inspection mode.
= 92ms: If after elapse of the stay-time no car command is set, the first car command received has
the priority, i.e., it will be answered first.
= 93ms: Landing gong to be deactivated after expiration of stay-time
= 94ms: Showing travelling direction by blinking of activated landing call lamps
= 95ms: Blinking of activated landing call lamp in the landing where elevator is going next.
= 96ms: Car light will not be switched off in the switch-off landing after activation of the function
"landing switch-off".
= 98ms: Doors are not closed in the switch-off landing after activation of the function "landing
switch-off"
= 99ms: Output of gray code signals are inverted
= 101ms: Additional try on fault in security switches.
= 102ms: The door closure button functions already during door-opening motion.

LiSA CONTROLLER
= 103ms: Function "doors remain closed" only on access side 2 active.

ን 120ms and ኢ 150ms: The activation of an input defined by parameter "1ST input car selection
generates an car command with an extended stay-time (=keeping door open time). The stay-time is
variable and is calculated: stay-time = door reversal delay – 120 seconds.
> 150ms and ኢ 200ms: If parameter "output-nudging" has been programmed, the output "nudging"
is activated after door reversal delay – 150 sec.
In case of an interrupted light barrier (= nudging signal for electronic door control).
Early opening of door interlock (ms)
Time interval between unlocking of the car door and the actual door-open signal, or delay of door opening motion in
case of approach with early opening doors.
Start : Middle signal generator enters the domain of inductor plate of destination landing
End : Time expired – car door will open
In case of automatic car doors being additionally interlocked, opening "against the interlocking" can be prevented hereby.
The parameter intended for this function, however, can be also used advantageously for early opening doors if the doors
shall not open already with the engagement of the SGM.
Door-lock contact delay
Time interval between closing of hinged door and engagement of interlock (energizing of retiring cam)
Start : Hinged door closes (Sk2 closed)
End : Time expired – retiring cam energized
In case of hinged doors with dampening devices hereby can be achieved, that the doors will be bolted only if it is ensured
that they are in closed position.
Max. waiting time for landing call (sec)
Period by which is prevented that landing calls are not executed when operational conditions are undefined, or that a
landing call remains unanswered for an excessively long time.
Start : Landing call is acknowledged
End : Time expired – generation of an car command for the respective landing.
Each landing call gets a separate counter.
The length of the maximum waiting time / landing can be identified by call-up of error amounts (010*).
Reservation after landing priority travel (sec)
Fixing of reservation- period (change to car priority travel).
Start : Arrival at the landing where the key-switch is installed, with key already removed while elevator was
travelling, or elevator being already in key-switch landing when key will be removed.
End : Expiring of time.
Offers the opportunity for the user to carry out an car priority travel without key.
Door-lock contact delay
Time interval between closing of hinged door and engagement of interlock (energizing of retiring cam)
Start : Hinged door closes (Sk2 closed)
End : Time expired – retiring cam energized
In case of hinged doors with dampening devices hereby can be achieved, that the doors will be bolted only if it is
ensured that they are in closed position.
Max. waiting time for landing call (sec)
Period by which is prevented that landing calls are not executed when operational conditions are undefined, or that a
landing call remains unanswered for an excessively long time.
Start : Landing call is acknowledged
End : Time expired – generation of an car command for the respective landing.
Each landing call gets a separate counter.
The length of the maximum waiting time / landing can be identified by call-up of error amounts (010*).
Reservation after landing priority travel (sec)
Fixing of reservation- period (change to car priority travel).
Start : Arrival at the landing where the key-switch is installed, with key already removed while elevator was
travelling, or elevator being already in key-switch landing when key will be removed.
End : Expiring of time.
Offers the opportunity for the user to carry out an car priority travel without key.
Retardation of collective fault message:
Presets the interval after that the signal (relay or IO) reporting a collective fault message will be sent to the porter’s
lodge, if a fault has occurred.
By this retardation collective fault messages can be filtered out, that have occurred for a few moments only.

LiSA CONTROLLER
2.2.3 Travel Times / Pulses (Call in on LiSA-key board by typing 002*)

The travelling behavior of the elevator is defined by the here-described parameters, namely:
• Flush stopping
• Deceleration points and
• Selection of the travelling speed
The parameter values for stopping (deceleration) and deceleration (deceleration paths) will be processed program internal
as periods of time (with time-method) or as counting-values (with pulse method).
In case of the time-method the deceleration paths are quoted in mm, however are internally converted into periods of time.
- Here below, the time-method will be described only for completeness' sake as meanwhile; almost generally, the pulse
method (digital well encoding) is applied.
- If the fixed-point method is used, the parameters of the parameter-set "travel times / pulses" are without effect.
Deceleration up (mm / ms):
Time / way for setting the flush position in upward travel.
Start : Depending on parameter "stop with middle signal generator"
1 = Middle signal generator enters the inductor plate.
0 = Bottom signal generator enters the inductor plate.
End : Time expired / distance covered
Deceleration down (mm / ms):
Time / way for setting the level position in downward travel.
Start : Depending on Parameter "stop with middle signal generator"
1 = Middle signal generator enters the inductor plate.
0 = Bottom signal generator enters the inductor plate.
End : Time expired / distance covered
The reaction upon expiring of deceleration depends on the elevator type:
Traction elevators: De-energizing of all contactors engagement of mechanical brake.
VV/VF-controlled traction elevators:
- Deactivation of the speed-signal (relay V0) down-regulation from creeping speed to stop
- Start of cut-out delay period
Hydro-elevators:
Without overtravel and with downward travel: Deactivation of all travel signals elevator stops
With valve-overtravel: Shut-down of pump motor and start of overtravel period for UP-valve.
With motor-coasting: Shut-down of valve control and start of overtravel period for pump.
In case of controllers with direct approach like Dynatron-S and –F the parameters for the deceleration are
meaningless and therefore will not be interrogated.
Interrogation, if multifunctional parameter 2 was set to 212 (extremely short landing distance):
Deceleration distance 1 <-> 2 mm :

Presetting the travel distance to the landing at short distance.
Interrogation, if multifunctional parameter 2 was set to 196 (buffer):
Travel up from buffer:

Presetting the travel up from the buffer.
If controls are used, which enable direct flush stopping, such as for example Dynatron-S and –F, the parameters for the
deceleration distance are of no meaning and will therefore not be interrogated.
Interrogation if parameter "relevelling" is set to 1:
Decelerating while relevelling (mm / ms):

Time / way for setting the level position upon relevelling.
Start : Travel UP: Bottom signal generator enters inductor plate.
Travel DOWN : Upper signal switch enters inductor plate.
End : Time expired / distance covered.
The relevelling process will be started when SGO (top signal generator) resp. SGU (bottom signal generator) do not enter
the inductor plate on approach to the destination (entry "too high" resp. "too low"in fault memory), or have traveled too far
(entry "SuZone" resp. "SoZone" in fault memory), or at standstill owing to rope stretch resp. system-caused occurrences
with hydro-elevators.
With parameter "deceleration upon relevelling" it is considered that normally the relevelling speed is slower than
the creeping speed on approach to the destination.

LiSA CONTROLLER
Deceleration-path up with Vnenn (mm):

Path for default of deceleration point on travelling UP with rated speed.
The deceleration-path UP defines that point at which prior to reaching the destination the leveling speed will be
activated, in order to bring the elevator to a safe stop in upward travel.
Deceleration-path down Vnenn (mm):
Path for default of deceleration point on travelling DOWN with rated speed.
Similar to travelling UP, however for direction DOWN.
Interrogation only with VV/VF-controlled elevators.
Limit distance from destination with Vz2 (mm): nd

Default of a distance limit from destination, below which the 2 intermediate speed shall apply.
Additionally required parameters: "Rel.- travel with speed Vz2" in parameter-set 006*.
Limit distance from destination with Vz1 (mm): st
Default of a distance limit from destination, below which the 1 intermediate speed shall apply.
Additionally required parameters: „Rel.- travel with V1 (Vz1) " in parameter-set 006*.
Upon starting, LiSA calculates the distance to the destination. If the distance there is shorter than the limit distance from
destination with VZ2, but longer than the limit distance from destination with Vz1, LiSA will activate speed V2 at the
controller / inverter.
If the distance from the destination is less than the limit distance from destination with Vz1, LiSA will run with speed V1.
In all other cases speed V3 will be applied, except if in parameter "landing-to-landing with Ve" , (see parameter-set 000*) a
travel with Ve (= approaching speed) is foreseen.
This way, up to 4 speeds can be selected, provided the controller is in a position to run these speeds.
Speed Vz2 is often named V2 with VV/VF-controlled elevators– in case of Dynatron with 60% Vrated.
Speed Vz1 is mainly named V1– in case of Dynatron with speed for short distance landings.
Interrogation, if parameter "limit distance from destination with Vz2" > 0 was set:
Deceleration path up at speed Vz2 (mm):

Default of deceleration point in travel UP with speed Vz2.
Deceleration path down at speed Vz2 (mm):
Default of deceleration point in travel DOWN with speed Vz2.
with Dynatron the deceleration path for Vz2 is half the distance than that for Vrated.
Interrogation, if parameter "limit distance from destination with Vz1" > 0 was set:
Deceleration path up at speed Vz1 (mm):

Default of deceleration point in travel UP with speed Vz1.
Deceleration path down at speed Vz1 (mm):
Default of deceleration point in travel DOWN with speed Vz1.
Interrogation if parameter "braking" was set to 3:
Emergency stop within ? ms after car has entered the landing zone:
If in case of pulse-controlled braking the pulse-service fails, the car passes by the landing. By this parameter
"emergency stop within ? ms after car has entered the landing zone", braking is additionally monitored. As soon as the
middle pulse-generator enters the landing zone, the time function is initialized in addition to the deceleration function.
There will be an emergency stop, if it elapses, unless there has already been a regular stop.
Interrogation if parameter "relay limit velocity" was set:
Switching threshold for relative limit velocity mm/sec. :

If the speed value preset by the parameter is exceeded, the relay for limit velocity is actuated.
Remark: In case of reduced overtravel distance, two separate speed measurements shall prove, that the speed has
fallen below a certain value.
Interrogation in case of time method or controller type = Dynatron:
Correction upon landing-to-landing % / (mm):

Extension of landing-to-landing travel time in down-direction in case of time-method in %.
With Dynatron-S / -F reduction of brake application (KBR-signal) in mm.
Unregulated traction elevators and hydro-elevators behave sometimes very load-dependent. In case of landing-to-landing
travels downwards with the time-method, the problem arises mainly in an extended creeping path upon approach (mostly,
the down-speed is slower than the up-speed).
With a value > 100% the time for the fast landing-to-landing travel will be extended by percentage resp.
With a value < 100 reduced correspondingly. Normally, the value is > 100.
With Dynatron without fix KBR-points in the well (with KBR-relay), a program-dependent deviation in case of landing-to-
landing travels will be corrected. the corrective value can be up to 20 mm in case of fast elevators (ን 1,6 m/sek). With all
other types of controllers, without direct approach, this will lead only to a proportionate longer creeping path.

LiSA CONTROLLER

LiSA CONTROLLER
Correction short normal travel up (%/mm):

Extension of short-normal-travel time in upward direction in case of time-method in %.
Correction short normal travel down (%/mm):
Extension of short-normal-travel time in downward direction in case of time-method in %.
Short normal travel means a travel where up to the landing next to the destination the rated speed cannot be reached.
For elevators with short distance landings resp. high speed it might be required to initiate the deceleration already
after leaving the landing of start. That means, prior to arrival at the destination no landing is passed-by with normal
speed (same as with landing-to-landing travel). As for calculation of deceleration point a relatively simple procedure is
used (addition of the landing-to-landing times between start and destination), a too long creeping distance will occur in
reality. Therefore, by means of the correction value, the period of travelling with higher speed can be prolonged.
With Dynatron a problem similar to that with landing-to-landing travel can be resolved.
Limit for relative limit speed:
If the limit speed adjusted by this parameter is reached the "relay limit speed" is switched on.
Correction with reduced overtravel – up ( mm) :
In case of a reduced overtravelling distance it is required that on travels toward the terminal landing the high speed is
deactivated by a positive acting well switch, with switched-over to a slower intermediate speed. This already happens,
depending on the speed, 0.5 – 1.5 m before the pre-limit switch is reached. As a result, the elevator would run an extremely
long distance with creeping speed unless the disconnection of the medium speed is retarded.
By correction of the reduced overtravel this switching point is shifted toward the terminal landing by the respective value.
Correction with reduced overtravel – down ( mm) :
Same function as above describt, but for overtravel down.
Fast landing-to-landing (1 <-> 2) ms/mm:
Fast landing-to-landing (2 <-> 3) ms/mm:
Fast landing-to-landing (last landing - 1 <-> last landing) ms/mm:
Duration of high speed between individual landings in ms or in mm.
Start : middle signal generator runs off the inductor plate.
End : Time expired / way covered.
If the time-method is applied this entry is a must, value "0" however causes, that the elevator absolves the landing-to-
landing travel with slow speed. The correct value must be established by trial.
With regulated elevators that run by pulse method and do not achieve the rated speed, the value <0> shall be set only,
when the controller / inverter is prepared for running along speed-adapter curve (e.g. Ziehl Abegg) . In case of controllers
that do not have this ability (e.g. Dietz) a slower speed must be used. If Vrated or the activated intermediate speed is
reached, the parameter must be set to 0. In this case LiSA is able to calculate the length of the normal speed landing-to-
landing travelling distance autonomously, out of the landing distance and the deceleration path for that speed by which the
landing-to-landing travel is carried out.
Interrogation in case of <dynatron without KRB-points in the well:
Step correction has an effect on KBR- / KS-signal (0/1):
(0): step correction has an effect on KBR-signal
(1): step correction has an effect on KS-Signal
Normally Dynatron with step correction shifts the switching point of the KBR-signal.
If the KS-signal is used, however, the step correction should shift the switching point of the KS-signal. Function: The KS-
signal is recognized by the inverter at a fix point ahead of the landing level after cutoff of the KBR-signal. This fixed point
is situated aprox. 100 mm ahead of the flush landing level (middle signal-generator enters the landing zone).
Consequently, the inverter is enabled to change the speed curve, if the speed at this point deviates from the present
value. This function, however, cannot correct inaccurately aligned inductor plates. By means of the parameter described it
is possible.
Interrogation excluding the fixed-point method and the Dynatron with KBR-points in the well.:
Correction of inaccurately aligned inductor plates in upward direction.
Step-correction up in 2nd landing ms / mm:
Step-correction up in last landing ms / mm:
Correction of inaccurately aligned inductor plates in downward direction.
Step-correction down in 1st landing ms / mm:
Step-correction down in 2nd landing ms / mm
Step–correction down in landing next last one:
The deceleration will be corrected in all elevators, except those with Dynatron and KBR-relay.
In case of Dynatron a correction of the deceleration path is carried out (SKA-distance)
Standard settings that will not cause a correction:
With time-method: 500 ms
With pulse-method: 30 mm

LiSA CONTROLLER
Values deviating from the above mentioned "zero-points" will cause a correction. th
Example: Elevator in upward travel has overtravelled the flush position in the 5 landing by 8 mm (elevator by 8 mm
too high). Therefore, in this landing the inductor plate must be shifted 8 mmth lower or the deceleration-UP must be
reduced by 8 mm by means of step-correction (step-correction UP in the 5 landing = 30 – 8 = 22 mm).
So, for example, with the time-method a value of 300 causes a reduction of the deceleration-UP for the step-correction-
UP in the 5th landing by 200 ms (=500 – 300), i.e., the elevator stops earlier.
While for the time-method the accurate value for the correction must be established by trial, it can be set directly in case of
the pulse-method. A value of 10 mm above "zero" (=30mm) leads to a prolongation of the deceleration by 10 mm and a
value of 20 mm results in a reduction of the deceleration by 10 mm.
2.2.4 Input addresses (Call in on LiSA-key board by typing 003*)

In parameter-set "input addresses" a function out of the stock of functions "input addresses" is assigned to the
available hardware-based in/outputs (I/O´s). The available I/O´s on the LiSA10-main card (max. 64 ) and on the car
card APO8 (max. 32) are freely programmable, i.e. none of these I/O´s has a function when being switched-on for the
first time (parameter-EEprom is empty). These functions will come to a life only by means of assignment via input
addresses.
All I/O´s are accessible by screw-type terminals or flat ribbon cable.
They are short-circuit-proof only for a short period.
Some functions are not freely programmable or have already got additionally a defined connector on the card, like
recall and inspection mode.
Following "rules" are to be observed upon assignment of the addresses:
- All functions occupying several I/O´s in sequence,st i.e. all those that start with 1st stinput..., must be connected to the
I/O´s in an unbroken sequence. These are e.g. 1 input car command buttons, 1 input landing call buttons access
side 1, 1st input waiting area a.s.o.
- The buttons for access side 2 (selective door control) can be connected immediately to the last button on access side
1, but this is not a must. In case of a possibly existing vacancy, no function shall be programmed there.
1. car command button access side 1:
I/O-area seized: st
Depending on the no. of landings, starting with the 1 car command button, access side 1
Interrogation without car selective door control.
2. car command button:
I/O-area seized:
Depending on the no. of landings, starting with the 1st carstcommand button, access side 2
Normally, this value always exceeds the address of the 1 car command button by 1.
Only with LiSA-buttons arranged in the car operating panel in two rows lies the address above the last button in row 1.
Interrogation with car selective door control.
1. car command button access side 2:
I/O-area seized: st
Depending on the no. of landings, starting with the 1 car command button, access side 2.
The address must be higher than that of the last button on access side 1.
1. landing call button access side 1:
I/O-area seized on One-button control:
Depending on the no. of landings, starting with 1st landing call button, access side 1
I/O-area seized on two-buttons control:
Depending on the no.of landings *2 - 2, starting with 1st landing call button, access side 1
Interrogation with landing selective door control.
1. landing call button side 2:
I/O-area seized by One-button control: (ref. to figst1)
Depending on the no. of landings, starting with the 1 landing call button, access side 2
I/O-area seized by Two-button control:(ref. To fig 2) st
Depending on the no. of landings *2 - 2, starting with the 1 landing call button, access side 2.
The address must be higher than that of the last button on access side 1.
access side 1 access side 2 access side 1 access side 2
A1+ A2+ A1+ A2+

Address 1st landing call
button access side
1(=A1) A1+3/ A2+3/ A1+ A2+
A1+1/ A2+1/ A1+ A2+

Address 1st landing call
button access side
2(=A2) A1 A2 A1 A2
Fig. 2 Fig. 1

LiSA CONTROLLER
For control manufacturers that do not want to use the electronic system of the car (APO-card in the inspection box)
there is the possibility to connect light barriers and closing-force limiter to any I/O´s: Signals of light barrier and closing-
force limiter can be adapted in parameter "light barrier / closing-force limiter active open/closed" (usage of breaking or
making contacts).
If the light barrier / closing-force limiter is activated for more than 10 minutes, the entry LS1/SB1 for access side 1
resp. LS2/SB2 for access side 2 is registered in the fault memory. If a modem is connected the control-station will be
dialed.
If it is a group, the elevator will stop participation in the distribution of landing calls already after a 10 seconds-
interruption of the light barrier / closing-force limiter– landing calls will again be acknowledged in the landing where the
car is.
With matrix-displays (parameter "type of indicator in car/landing" set to 16*8withX), a tiny L will be indicated after 10
seconds. In case of firemen service and fire emergency control the light barrier will be ignored.
Access side 1 – door opening button:
Function to keep the car door open / reversing of car door on access side 1 while closing.
Acts also on access side 2 if no separate door opening button has been provided for it. With selective door control only
that access side will open for which a door-opening release is available (call for this access side was set).
Starts the door-opening monitoring time anew
Does not work with firemen service and fire emergency control.
Access side 1 – door closure button:
Function for the immediate initiation of door closing motion on access side 1.
Acts also on access side 2 if no separate door closure button has been provided for it.
If door-opening monitoring time is expired the door will close immediately.
If the doors are in door opening motion, no stay-time will be started after that, i.e. if a call has been set the door will close
immediately.
If the door is in opening motion and if parameter "door reversal delay" has been programmed with value 98, the door will
close at once.
The light barrier will no longer be regarded.
Input – Light barrier TS1:
Normally, the light barrier on access side 1 (TS1) (light screen) is connected to terminals L1 of the APO.
Input – closing force limiter TS1:
Normally, the closing-force limiter will be connected to terminals R1 of the APO.
Input-door-open limit switch door 1
Input for the detection of the door-open signal of door 1.
This function has been introduced especially for electronic door operators (particularly Siemens AT25).
The door-open limit switches are not, as usual, connected to the terminals A1 or A2 on the APO, i.e. the door-open
signal is continuously applied if the door is not going to close. That way, a long door-opening control period can be set,
without its negative consequences coming into effect (start of stay-time only after expiring of the door-opening
monitoring time, unless the signal door-open limit switch arrives before).
Consequence: possibly performed learn-travels of the door operator will not be disturbed by the (LiSA-) control (long
door-opening monitoring time).
Input door-close limit switch door 1
Input – door stop button (see parameter "door stopping time" in 001*)
Function by which is achieved that the car door cannot be closed during an adjustable period (loading function).
Additionally required parameter: "door stop period" in parameter-set 001*.
Interrogation in case of 2 access sides.
Access side 2 – door opening button:
Function to keep the car open / reversing of car door on access side 2 during the closing process
Access side 2 – door closing button:
Function for the immediate initiation of door closing motion on access side 2.
Input – light barrier TS2:
Normally, the light barrier on access side 1 (TS1) (light screen) is connected to terminals L2 of the APO
Input – closing force limiter TS2:
Normally, the closing-force limiter is connected to terminals R2 of the APO.
Input-door-open limit switch door 2
Input door-close limit switch door
Input – inspection fast
Input for the switch-over to a higher inspection speed.
- With controlled elevators and Beringer hydraulic system the inspection speed will be activated.
- Otherwise, the high speed will be selected.

LiSA CONTROLLER
2.2.5 Indicator functions (Call in on LiSA-keyboard by typing 007*)

The LiSA matrix and segment-indicators are to be configured by means of parameter-set "indicator functions".
An landing position indicator is installed on the landing.
A car position indicator is "normally" installed in the car. The restriction refers to matrix-indicators. These are
provided with the possibility to define the place of installation by a plugging-jumper on the indicator (whether on the
landing or in the car). This way it is possible to drive different types of matrix-indicators on landings and in the car (8*8 /
16*8). This means however, that a matrix-indicator without plugging-jumper that is installed in the car will function like
an landing position indicator and therefore must be parameterized as an landing position indicator.
Car position indicator (None / 8*8 / 16*8old / 16*8new / S35 / S15 / S7 / LCD /
LCD/ Mseg / FPMat / hBu / vBu / hvBu):
Definition which indicator is installed in the car.
(0) : No indicator in the car.
(1) : The indicator configured as a car position indicator (jumper plugged on indicator) has 8*8 dots.
Additionally – in that area of the indicator where normally the travelling direction appears – useful information will be
displayed, like:
- x, if the elevator does not accept landing calls,
- _ , when the hinged door is open,
- L , when the light barrier is interrupted for more than 10 seconds
(4) : As car position indicator either the LiSA-LED-segment display (1-digit / 1-digit with arrow / 2-digit / 2-digit with
arrow, 35 mm high) or the LiSA-foil-segment display (2-digit with arrow, 50 mm high) will be used. In the car
are 3 I/O´s required to drive the segment-indicator, which, naturally, are no longer available for other
functions. If the indicator is operated on the APO-card, these are the I/O´s 78, 79 and 80. In case of
connection on the extension card, IO94, IO95 und IO96 are assigned.
(5) : As landing position indicator the older type of the 15 mm LiSA-segment display is used.
This value is of interest only for older elevators, as this indicator is no longer installed.
(6) : No meaning
(7) : LCD-display (192*192 dots) with programming on a PC. Connection at the matrix-plug connector.
(8) : LCD-display as under (7)
(9) : Multi-segment display. Illuminated 2-digit LCD-position indicator with arrow (50 mm high).
38 segments perform each digit. Regarding the control the indicator behaves like a normal segment-display
(see under (4))
(10) : PC-programmable matrix-display plugged in the matrix-display connector (I2C). The pictures of this display
are burned in an EEPROM by means of a PC-program, which means that the display pictures preset on the
LiSA are not effective. By the following new parameters "horizontally scrolling text 1-4" in addition 4
horizontally scrolling texts can be read.
(11) : Bus-Matrix-Display in horizontal position
(12) : Bus-Matrix-Display in vertical position
(13) : Bus-Matrix-Display in horizontal und vertical position
Interrogation in case of matrix-display in the car:
car – type of indication (fix / changing / scrolling):

Definition which type of display is installed in the car.
(0) : The car position is permanently visible.
(1) : The car position alternates with the travelling direction.
During travelling the car position is displayed within the zone only, and off-zone only the travelling direction.
(2) : The change to the next display image comes scrolling.
Interrogation if there is a matrix-display in the car:
Directional arrow in car-indicator (none / dir only / dir contin only / dir+dir con):
Definition if resp. how the directional arrows shall appear in the position indicator.
(0) : No arrow will be displayed.
(1) : Only travelling direction shall be displayed. During a travel - with matrix-displays – the respective travelling
direction shall be indicated left from the car position.
(2) : Only the direction of the ongoing travel shall be displayed. At standstill a blinking arrow for the respective
direction of ongoing travel is displayed at the left from the car position.
(3) : The travelling direction and the direction of ongoing travel is displayed.
This function includes both afore described functions.

LiSA CONTROLLER
By here below following parameters the analogue scope of functions for LiSA-displays is programmed,
however for indicators installed on the landing:
Landing position-indicator (No / 8*8 / 16*8old / 16*8new / S35 / S15 / S7 / LCD / LCD/ Mseg /
FPMat / hBu / vBu / hvBu):
Definition which kind of indicators is installed on landings.
(0) : No indicators on landings.
(1) : The display configured as a landing indicator (Jumper not plugged on indicator) has 8*8 dots.
(2) : The display configured as a landing indicator (Jumper not plugged on indicator) has 16*8 dots
(3) : The display configured as a landing indicator (Jumper not plugged on indicator) has 16*8 dots.
Additionally – in that area of the indicator where normally the travelling direction appears – useful information
will be displayed, like:
- x, if the elevator does not accept landing calls,
- _ , when the hinged door is open,
- L , when the light barrier is interrupted for more than 10 seconds
(4) : As landing position indicator either the LiSA-LED-segment display (1-digit / 1-digit with arrow / 2-digit / 2-digit
with arrow, 35 mm high) or the LiSA-foil-segment display (2-digit with arrow, 50 mm high) will be used. For
activation are no additional I/O´s required.
(5) : As landing position indicator the older type of the 15 mm LiSA-segment display is used. The parameter value
is of interest only for older elevators, as this indicator is no longer installed.
(6) : 7-segment indicator.
(7) : LCD-display (192*192 dots) with programming on a PC.
(8) : LCD-display as under (7), with additional functions as under (3).
(9) : Multi-segment display. Illuminated 2-digit LCD-position indicator with arrow (50 mm high).
38 segments perform each digit. Activation similar to the normal segment-display.
(10) : PC-programmable matrix-display plugged in the matrix-display connector (I2C).
(11) : Bus-Matrix-Display in horizontal position
(12) : Bus-Matrix-Display in vertical position
(13) : Bus-Matrix-Display in horizontal and vertical position
Interrogation in case of matrix-indicators on landings:
Type of landing position- (fix / chancing / scrolling):
Definition which kind of indicators is installed on landings.)
(0) : Car position permanently fully visible.
(1) : Car position alternating with the directional arrow.
During travelling within the zone the car position is displayed and off-zone only the travelling direction.
(2) : The change to the next display image comes scrolling.
Interrogation in case of matrix-indicators on landings:
Directional arrow in landing indicator (none / dir only / dir contin only / dir+dir con):
Definition if resp. how the directional arrows shall appear in the position indicator.
(0) : No arrow will be displayed.
(1) : Only travelling direction shall be displayed.
During a travel the respective travelling direction shall be indicated left from the car position.
(2) : Only the direction of the ongoing travel shall be displayed.
At standstill a blinking arrow for the respective direction of ongoing travel is displayed at the left from the car
position.
(3) : The travelling direction and the direction of ongoing travel is displayed.
This function includes both above described functions.
Interrogation when the type of car or landing indicator is parameterized as scrolling display:
Display – scrolling (rev. dir / in dir / rev. dir with arrow/ in dir with arrow):
Definition to which direction and what shall be scrolled.
(0) : The car position scrolls against the travelling direction. The directional arrow does not scroll.
This is the normally applied function.
(1) : The car position scrolls in travelling direction.
(2) : The complete image scrolls, i.e. car position and directional arrow. The scrolling direction is against travelling
direction.
(3) : The complete image scrolls, i.e. car position and directional arrow. The scrolling direction is in travelling
direction.
Out–of-operation (without / X / A-B):
Definition of what shall be displayed on the matrix-indicator in case of malfunction, of inspection mode or of recall. If,
however, a EL-foil (electro-luminescent-foil) is installed on landings and/or in the car, this parameter is used for the
parameterizing of the respective foil. In this case no out-of-operates status is indicated on a possibly additionally installed
matrix-indicator.
(0) : Indication of car position
(1) : Indication of sign "X"
(2) : Indication of signs A-B.
LiSA CONTROLLER
Position indicator in car command button (0 / 1):

Definition, if the car position should shown by flashing a signal of the car command button.
(0) : no indication
(1) : car command button of that landing where the car is blinks in a seconds-cycle.
Ongoing-travel direction indicator (0 / 1):
Definition whether the indication of travelling direction, set by way of the free-programmable outputs
resp. relays, shall additionally indicate the ongoing travel during standstill.
(0) : Signalization of travelling direction only. No indication at standstill.
(1) : Additional signalization of direction of ongoing travel at standstill.
Interrogation, if car and landing indicators were preset by PI2C:
By the free programmable 16*8 matrix display, 4 different horizontally scrolling texts can be chosen, in order to indicate
different operational modes.
Horizontally scrolling text 1
(No / VoL / UeL / Vorz / Sofa / Not+Brand / Eva / Feu / Aus / Ins / AusB) :
(0) : No scrolling text
(1) : text in case of full load
(2) : text in case of overload
(3) : text in case of priority travel
(4) : text in case if special travel
(5) : text in case of emergency resp. fire emergency travel
(6) : text in case of evacuation travel
(7) : text in case of fire brigade operation
(8) : text if landing control is switched off
(9) : text in case of maintenance / inspection
(10) : text, if input for „out-of-operation"-indication is activated
Analogue with scrolling text 1.
(No / VoL / UeL / Vorz / Sofa / Not+Brand / Eva / Feu /Aus / Ins / AusB) :
Analogue with scrolling text 1.
Horizontallly scrolling text 4
Analogue to scrolling text 1.
The following interrogation is for the assignment of indicator images to the individual landings:
Indicator image on landing 1:
Input of the number- code (1 – 300) for landing 1.
Deactivation position indicator after ... X Sec:
Definitions of when the position indicator shall be switched off if no calls are registered.
(0) : The position indicator will not be switched off.
(X) : The position indicator will be switched off after X seconds.
Since 20.05.2003, indicator images (max. 2 figures) and horizontally scrolling texts can be allocated directly by means
of LiSA-keyboard Tastatur.
The allocation has to be done on the basis of the following code table.
Image Code Image Code Image Code Image Code Image Code
0 00 A 10 K 20 U 30 / 40
1 01 B 11 L 21 V 31 -1 *) 41
2 02 C 12 M 22 W 32
3 03 D 13 N 23 X 33
4 04 E 14 O 24 Y 34
5 05 F 15 P 25 Z 35
6 06 G 16 Q 26 36
7 07 H 17 R 27 + 37
8 08 I 18 S 28 - 38
9 09 J 19 T 29 . 39
*) Code 41 only for segment displays, if –1 has to be shown by one figure.

LiSA CONTROLLER
The following interrogation is for the assignment of indicator images to the individual landings:
Input of the code corresponding to the table above for landing1.
For example: In landing 1 there should be shown U1. Input: 3001
For example: In landing 2 should be shown 1OG. Input: 012416
Indicator image on top landing:
For example: In top landing should be shown DG. Input: 1316
By here below following description of horizontally scrolling texts are only available with the new parameter- EEPROM
24C256. This EEPROM is installed on all LiSA10-7 boards delivered after 15.05.20003.
Interrogation, if car or landing indicators are matrix indicators (but not preset to PI2C):
Rolling text 1 = FULLOAD
Rolling text 2 = OVERLOAD
Rolling text 3 = PRIORITY TRAVEL
Rolling text 4 = SPECIAL SERVICE
Rolling text 5 = FIRE-EMERGENCY TRAVEL
Rolling text 6 = EVACUATION TRAVEL
Rolling text 7 = FIREMEN MODE
Rolling text 8 = MAINTENANCE - INSPECTION
Rolling text 9 = OUT OF SERVICE
Rolling text 10 = EMERGENCY TRAVEL
Above texts are standard texts for 10 different operational states and can be modified just as you like (only if 24C256
EEPROM is installed).
The input procedure is likewise to that one above descript for allocating indicator images; this means it is based on the
image-code table.
Texts with less than 3 figures are not shown. In this way texts for distinct operational states can be suppressed, if one
does not want to show a text for this state.
For example: Scrolling text 2 (OVERLOAD) should be changed to „CAR OVERLOADED".
Input: 1210273624311427212410131313
Entering „000000“ the standard text can be restored.
2.2.6 Door opening functions (Call in on LiSA-keyboard by typing 008*)
By parameter-set "door opening functions" the release to open the door resp. the acceptance of calls for access sides
1 and 2 can be defined separately for car and landing buttons and according to the operational conditions normal,
clock-controlled and key-controlled operation.
Set-up of the parameters:
- Each parameter consists of a sequence of "0" and "1".
- The length of the sequence corresponds to the no. of landings.
- The sequence starts with the lowest landing and ends with the highest.
Normal Operation: opening – door 1 car command
Definition of acceptance of car commands with normal operation for access side1..
(xxxxxxxxx):
clock-controlled travel 1: opening – door 1 car command
Definition of acceptance of car commands with clock-controlled travel for access side1..
(xxxxxxxxx):
The designation "clock-controlled" travel has only limited relation to clock-time, as the change to the operational status
clock-controlled travel can be released not only by the internal clock but also by the function "Input – clock-controlled
travel"
Key-controlled travel: opening – door 1 car command:
Definition of acceptance of car commands with key-controlled travel for access side1..
(xxxxxxxxx):
Normal operation: opening – door 1 landing call
Definition of acceptance of landing calls with normal operation for access side1..
(xxxxxxxxx):
Clock-controlled travel 1: opening – door 1 landing call
Definition of acceptance of landing calls with clock-controlled operation for access side 1..
(xxxxxxxxx):
Clock-controlled tavel 2: opening – door 1 car command
Definition of acceptance of car commands with clock-controlled operation 2 for access side 1..

LiSA CONTROLLER
(xxxxxxxxx):
Clock-controlled travel 2: opening door 1 landing call
Definition of acceptance of landing calls with clock-controlled operation 2 for access side 1..
(xxxxxxxxx):
x = 1 or 0:
1 makes, that the call will be accepted in this landing.
0 makes, that the call will not be accepted in this landing.
Following parameters will be interrogated only, if two access sides are installed:
Normal operation: opening – door2 car command
Definition of acceptance of car commands with normal operation for access side2..
Clock-controlled travel: opening – door2 car command
Definition of acceptance of car commands with clock-controlled travel for access side2..
Key-controlled travel: opening – door2 car command
Definition of acceptance of car commands with key-controlled travel for access side2..
Normal operation: opening – door2 landing call
Definition of acceptance with normal operation for access side2.
Clock-controlled travel: opening – door2 landing call:
Definition of landing call acceptance with clock-controlled operation for access side2..
Example: In an elevator installation with 8 landings, 2 access sides and selective door control-car, between
18.00 – 6 Uhr the landings 7 and 8 cannot be approached by car commands.
Solution: - Parameter "clock-controlled travel – start" = 18
- Parameter "clock-controlled travel – end" = 6
- Parameter "normal travel: opening – door1 – car command" = 11111111
- Parameter "clock-controlled travel: opening – door1 – car command"= 11111100
- Parameter "normal travel: opening – door2 – car command" = 11111111
- Parameter "clock-controlled travel: opening – door2 – car command"= 11111100
Clock-controlled travel 2: opening – door2 car command
Definition of acceptance of car commands with clock-controlled travel 2 for access side2..
(xxxxxxxxx):
Clock-controlled travel 2: opening – door2 landing call
Definition of acceptance of landing calls with clock-controlled travel 2 for access side2..
(xxxxxxxxx):
2.2.7 Learning-run values (Call in on LiSA-keyboard by typing 009*)
By parameter-set "teaching operation values" the landing distances established on the teaching operation and – if the
pulse-method is applied - the pulse-constant can be checked.
This check is important mainly with the pulse method. In case of doubt, when no oscilloscope is at hand, it will inform
whether the pulse-generator pulses received from the control are faulty and / or cannot reliably be processed by the LiSA-
hardware.
Possibilities of checking in case of the pulse-method:
- While the elevator runs with creeping speed (recall) the light-bar "Zimp" in the LiSA must flicker,
- The pulse-splitting ratio (split table by plugging of the respective plug-jumpers) must be adjusted so, that the pulse-
constant has a value of between 1000 and 2000 pulses / m. In case of a pulse generator driven by the main motor
with 1024 pulses / rev. the pulses should be split by 16. With LiSA pulse-generator however no splitting is required.
- If the teaching operation is stopped in the middle of the well with a reset, no processing at all of pulses is carried out
by LiSA .
- The established landing distances should not deviate from the actual ones by more than 3 % – check in case of
major deviations whether the inductor plate-length of the 200 mm-long inductor plates has been adjusted to 193.
- If the teaching operation values do not seem plausible to you, write them down and carry out another teaching
operation. The values of both teaching operations shall differ only insignificantly (max. 15 mm larger or smaller, but
all of them either to + or to - ).
Distance between 1 <-> 2 mm:
Indication of the distance measured on teaching operation between level 1 and 2.
If the time-method is applied this distance cannot be "learnt".
Therefore, enter a value of which you can be sure that it is higher than the actual one (e.g. 10.000, even if the actual
distance is only 4000 mm). In case of a long travel to the bottom landing the deceleration will be initiated at any rate by
the bottom pre-limit switch. In case of landing-to-landing travels the landing distance will not matter anyway.
Distance between 2 <-> 3 mm:
Indication of the distance measured on teaching operation between level 2 and 3.
Distance between level next to last <-> last
Indication of the distance measured on teaching operation between level next to the last and the last one.
When applying the time-method proceed in the same way as between levels 1 and 2.

LiSA CONTROLLER
In case of a long-distance travel to the top level, the deceleration will anyway be initiated by the pre-limit switch on top
of the well.
Output with pulse method:
Pulse-constant (pulses / m)
Indication of the pulse-constant established upon teaching operation
The pulse-constant should have a value of 1000 and 2000 pulses / m
Rated speed Vnenn mm/sec:
Indication of the rated speed established upon teaching operation
2.2.8 Special parameters (Call in on LiSA-keyboard by typing 0010*)

The following parameter-functions are included:
- Functions in connection with the real-time clock integrated on the LiSA, and
- Functions for the adjustment of the LiSA-DFÜ (LiSA-data transmission system) & of the LiSA-emergency call system.
The real-time clock will be set by the following parameters;

Date - Year:
Date - Month:
Date - day:
Time - Hours:
Time - Minutes:
The duration of the operational status "clock-controlled travel" will be set by the following parameters;
Begin – clock-controlled travel:
Upon change into operational status "clock-controlled travel" following parameters are activated:
- Clock-controlled travel: Opening – door 1 car command.
- Clock-controlled travel: Opening – door 2 car command.
- Clock-controlled travel: Opening – door 1 landing cal
- Clock-controlled travel: Opening – door 2 landing call
- Parking landing for clock-controlled travel
The operational status "clock-controlled travel" is shown on the LiSA- op. stat. display by „u“.
End – clock controlled travel:
With the integrated clock a treatment of Saturdays, Sundays and holidays deviating from the that of the weekdays is
not possible. If this should be required, an external time-clock must be used to operate the clock-controlled travel
through an "input – clock-controlled travel".

LiSA CONTROLLER
Chapter 3. Service and maintenance

Within the range of the regular service and maintenance work with regard to the entire elevator, also the
LiSA-control unit is the be checked.
This check comprises a visual and a functional examination.
Visual examination:
1. Examine all relays with regard to burned contacts.
2. Examine the power contactors.
3. Examine the plug-connections.
Functional examination:
The functional examination mainly consists of the checks prescribed by the elevator attendant tasks and the check of
the fault memory.
1. Does the elevator stop at flush landing level?
2. Does the emergency call system work?
3. Does the door-open button work?
4. Is the car illuminated?
Check of the fault memory:
1. Fault memory, time sequence
2. Fault memory, parity check faults
3. Fault memory, interruptions of safety circuit, door malfunctions, inaccurate stops.
3.1 Commands
The following commands can be initiated by means of the LiSA-keyboard.
It is inevitable to know these commands, in order to be able to execute the functional check of the elevator.
Every command is finalized by the *-button.

Some functions are activated and deactivated by the same command.
1 x x * = car command for landing xx Example: 15* = Car command for landing 5
115* = Car command for landing 15
2 x x * = landing call up on landing xx Example: 25* = Landing call up on landing 5
215* = Landing call up on landing 15
3 x x * = landing call down on landing xx Example: 35* = Landing call down on landing 5
315* = landing call down on landing 15
8 x x * = Set IO xx Example: 85* = Set IO5
815* = Set IO15
9 x x * = Set IO xx Example: 95* = Cancel IO5
915* = Cancel IO15
1 * = open door 1 door 1 is opened regardless from the
opening permission
2 * = open door 2 door 2 is opened regardless from the
opening permission
3 * = close door 1 and door 2 forced closing of the 2 doors
4 * = special display on/off (refer to description of LiSA-Display)
5 * = block / release the doors Doors remain closed / door blocking is cancelled
6 * = Landing control functions on/off switches landing control functions on/off
7 * = Simulation of commands on/off In intervals of 15 seconds the random- check generator
enters car commands and landing calls
8 * = emergency control on/off Software simulates emergency control
functions. No jumpers in the safety circuit.
press button 1 to travel up, button 2 to travel down.
9 * = Testing mode on/off - During remote operation, state of the
elevator is transmitted every second.
- In elevator banks, the group messages
are displayed.
05 * = triggering of top limit switch Function for acceptance test:
Slow travel into the top limit switch
06 * = triggering of bottom limit switch Function for acceptance test:

LiSA CONTROLLER
Slow travel into the bottom limit switch

010 * = cumulative fault display
011 * = Display of disturbed door operations, interruptions of the safety circuit and inaccurate landing stops
012 * = Display of faults in time sequence
013 * = Display of travel statistics (number of approaches to each landing)
015 * = Cancel display of faults in time sequence
016 * = Cancel cumulative fault display
017 * = Cancel display of disturbed door operations, interruptions of the safety circuit and inaccurate landing
stops
018 * = Cancel travel counter and travel statistics
019 * = Cancel counter of service intervals
100 * = Start teaching operation
200 * = Switch modem-operation on / off
201 * = Set alarm during modem-operation
202 * = Cancel alarm during modem-operation
204 * = Continuous LiSA-Display on / off
208 * = teaching operation by car control buttons on/off
400 * = overall hardware test
401 * = relay test
402 * = Continuous IO-Test on LiSA central pc-board
403 * = IO-Test by car control buttons
404 * = overall hardware test
405 * = Continuous IO-Test on LiSA central pc-board
600 * = Memorizes parameters of the elevator
Besides the serial interface between LiSA and PC (direct or via Modem), the LiSA display together with
the 12-key-board is the most important communication interface between control unit and user.
Range of functions of the LiSA-display:
LiSA displays the buttons pressed – LiSA acknowledges to recognize the button
LiSA displays the state of the elevator
LiSA displays the IO-configuration
LiSA displays the contents of the fault memory and the parameters

LiSA CONTROLLER
3.2 LiSA main board display

3.2.1 LiSA displays the lift status
= high speed travel down SGU (signal generator bottom) SGM (signal generator middle)
= slow-speed travel up
s = startlanding Z = destination landing v = decelaration landing P = parking landing VU (pre-limit switch bottom) SGO (signal generator top)
* = car command = car stops / doors are blocked VO (pre-limit switch top)
doors are closed = car commands blocked
car commands blocked travel counter / parking time
car command /
SK3 SGM
SK4 SGO
SK2 SGU
s v Z * * 1 2 3 4 5
SK1 Vu
Vo
mode of car commands / Ture - 1
car position
landing calls /
state of landing calls Ture - 2 0 1 : 1 2
photocell door stop operating time /

= landing call up = landing call down actual speed
close force limiter landing calls blocked
taps of safty mode of operation /
door opening button limit switch to door closing curcuit
= landing call up
and down = landing calls blocked door opening admitted limit switch to door opening
Display description in sequence from top left (= 1st position) to bottom right (= 80th position):
1st Position: s = landing where elevator starts, i.e., elevator started from 1st landing
2nd Position: = Car calls for landing 2 are blocked, i.e., not accepted
3rd Position: = Elevators travels up at high speed, for the moment being it is at landing 3 resp. between 3
and 4.
4th Position: = Car calls for landing 5 are blocked, i.e. not accepted
5th Position: v = deceleration-landing. In landing 5 the point of deceleration is computed
6th Position: Z = destination landing
7th Position: * = Car call for landing 7
8th Position: * = Car call for landing 8
20th position: = photocell of door 1: light barrier not interrupted ( = interrupted)
21st position: = closing force limiter of door 1 not activated ( = activated)
22nd position: = Door-open-button of door 1 not pressed ( = pressed)
23rd position:0 = permission to open door 1 (blank = no permission)
24th position: = limit switch for door open position of door 1 not interrupted (= interrupted)
25th position: = limit switch for door closed position of door 1 is interrupted ( = not interrupted)
26th position: = car commands are blocked ( = not blocked)
27th position: = doors are not blocked ( = blocked)
29th position: = pre-limit switch bottom inactive ( = active)
30th position: = Signal generator-bottom inactive ( = active)
31st position: = middle signal generator inactive ( = active)
32nd position: = top signal generator inactive ( = active)
33rd position: = pre-limit switch - top inactive ( = active)
35th position - 40th position: travel counter or parking time (if parking landing function is active)
41st position: = landing call - up at landing 1 ( - = no landing call)
42nd position: = landing calls at landing 2 are blocked, i.e., not accepted
43rd position: - = no landing call - up at landing 3
44th position: - = no landing call - up at landing 4
45th position: - = no landing call - up at landing 5
46th position: = landing calls up and down at landing 6
47th position: = landing call - down at landing 7

LiSA CONTROLLER
48th position: = landing call - down at landing 8

60th position: = photocell of door 2: light barrier is not interrupted ( = interrupted)
61st position: = closing force limiter of door 2 is not activated ( = activated)
62nd position: = door-open-button of door 2 is not activated ( = activated)
63rd position:0 = permission to open door 2 (blank = no permission)
64th position: = limit switch of open position of door 2 not interrupted ( = interrupted)
65th position: = limit switch of closed position of door 2 interrupted ( = not interrupted)
66th position: = landing calls are blocked ( = not blocked)
67th position: = door stop button not activated ( = activated)
69th position: = safety circuit closed up to safety gear contact inclusive (SK1) ( = open)
70th position: = safety circuit closed up to landing door inclusive (SK2) ( = open)
71st position: = safety circuit closed up to car door (SK3) inclusive ( = open)
72nd position: = safety circuit closed up to lock switch (SK4) inclusive ( = open)
75th position - 80th position:
display of speed during travel, after passing through an inductor plate
display of running time during normal operation and at standstill
display of operating state: all operating states <> normal operation
To change over to the display of additional states, 4* is to be typed:

OKZ = .. (door opening checkback time)
SKZ = .. (door closing checkback time) Ture - 1
STZ = .. (door standstill resp. openning time) door 1
s v * OKZ = 2 1 2 3 4 5
V e r z w e g = 1 0 9 8 OKZ = 2 1 : 0 1 : 1 2
deceleration distance displayed for the duration of the door opening checkback time real time (at standstill)
travelling checkback time (during travels
1. Display of door operating times:

- display of the door opening time during door operation
- display of the standstill interval after opening
- display of the door closing time during door operation
2. - Display of the travel time during travel
- display of the clock during standstill
3. - In cases where the deceleration point is computed by applying the pulse method, after the landing
approach and as long as the door is running open, the deceleration distance is displayed, which has
been measured by the control unit from the deceleration point to the point where the middle signal
generator has entered in the inductor plate of the destination landing.

LiSA CONTROLLER
3.2.2 Ι/Ο programming

With some exceptions, all IOs are freely programmable in the LiSA control unit. This means that all functions required
can be set in sequence without a break.
A reference list of the occupied IOs can be called on the LiSA-display.
From the standard output (state of the elevator) get to the reference list of the IOs on the LiSA10-
pcboard (ZBE) by pressing the *-button.
Press the *-button again to see the IOs of the car (FBE).
On the APO 8-pcboard (connection pc-board in the car), IO65-IO80 are situated as well as
the connections for inspection operation, photocells and closing force limiters, which are
not freely programmable. IO81-IO96 can be found on a pc-board (APE), which might
eventually be required in addition.
The most important functions can be localized immediately by abbreviated designations of the functions in question
(e.g. a = Außenruf = landing call).
◦ All other functions are designated with b (b = occupied), as there not enough abbreviations. They can be
recognized by studying the parameters (parameter sets 003, 004, 005).
◦ IOs with double assignment are designated with d (d = double assignment).
◦ All activated IOs are designated with capital letters.
◦ Activated IOs without assignment are designated with ε(=Epsilon).
◦ Return to the original situation (display of the elevator status) by pressing the *-button.

LiSA CONTROLLER
Function Abbr. ZBE: FBE: Number of assigned IOs

number of landings /
Car commands i * * number of landings *2 in case of selective door
control in the car
1-button: number of landings
number of landings * 2 in case of
selective door control at the landings
Landing calls a * 2-button: (number of landings -1) * 2
(number of landings -1) * 4 in case of
selective door control at the landings
1st Input: car selection i * refer to car commands
1st Output: operation with attendant a * refer to landing calls
1st Output: Graycode in the car / landings c * * 5
1st Output: binary code in the car / c * * 5
landings
1st Output: car position at landings in car p * * number of landings
1st Output: seven-segment indicator p * * 16 (14 segments + up direction + down- direction)

Number of landings * 2 /
1st Output: traffic signals at landings a * * number of landings * 4 in case of selective door
control at the landings
1st Output: positioning signals in elevators s * * 5
for automobiles
1st Output: Tele-service t * * 16
Segment indicator in car q * 3 (IO 78-80 or IO 94 – 96)
1st Output: direction indicator w * (number of landings – 1) * 2
1st Output: acoustical arrival signal at the g * number of landings
landing
1st Output: controller / VVVF- signals u * 8
Acoustical arrival signal in the car (chime) g * * 1
Acoustical signal g * * 1
1st Input: building wiring system h * 8
1st Input: check of area in front of landing l number of landings /
door * number of landings * 2 in case of selective door
1st Input: blocking of car commands m * * number of landings * 2 in case of selective door
control in the car
1st Input: release of car commands f * * number of landings * 2 in case of selective door
control in the car
1st Input: blocking of landing m * * number of landings * 2 in case of selective door
1st Input: release of landing f * * number of landings * 2 in case of selective door
landing special operation, key- switch s * number of landings /
1, if preference landing <> 0
landing preference operation, key- switch v * number of landings /
1, if preference landing <> 0
landing preference operation in case of n * number of landings /
fire/emergency 1, if preference landing <> 0
fire brigade operation, landing f * 1
fire brigade operation, car f * * 1
disconnection switch landing x * * 1
disconnection switch car x * * 1

LiSA CONTROLLER
Input: clock controlled operation u * * 1

Input: dividing door t * 1
Input: evacuation operation e * 1
Input: fulload / overload y * * 1
Input: brake jaw monitoring r * 1
Input: contactor monitoring r * 1
Signals:
Special operation, overload, out of
operation, fulload, evacuation operation,
special travel/landing, car in landing zone, k * * 1
travel, up-direction, down-direction,
occupied, operation, collective fault
message
Output: car illumination bridged l * 1
Input: door-opening-button o * * 1
Input: door-closing-button z * * 1
Input: door-stop-button j * * 1
Input: fan-button j * * 1
all other Ios b * *

double-occupied Ios d * *
activated IOs without function ε * *
Activated IOs are designated by capital letters

LiSA CONTROLLER
3.3 Faults
3.3.1 Description of faults in time sequence
012 * = Display of faults in time sequence

Scroll on by *-button. Scroll back by any numeral key.
A maximum of 30 faults is displayed. In case of more than 30 faults, LiSA overwrites the oldest fault each.
Displaying always starts with the latest fault. Each fault is displayed by two related images.
1. Display (time when the fault occurred) :
2. Display (status of the elevators immediately before the fault occurred):
The following faults are recorded in the fault memory:

Reset = program-reset
SmZone = car overtravelled destination landing (middle sig.gen. not within landing zone)
SuZone = car overtravelled destination landing (bottom sig.gen. not within landing zone)
SoZone = car overtravelled destination landing (top sig.gen. not within landing zone)
SoZReg = car overtravelled landing level during relevelling (top sig.gen. not within land. zone)
SuZReg = car overtravelled landing level during relevelling (bott.sig.gen. not within land. zone)
TTElap = computed duration of travel exceeded
ATElap = 30 sec check-time for levelling exceeded
STElap = 30 sec check-time for starting exceeded
RTElap = computed duration of relevelling exceeded
ESBot? = car presumably in emergency limit switch, bottom
ESTop? = car presumably in emergency limit switch, top
ESTop = car was on emergency limit switch top and lowered subsequently
SK1Int = interruption of safety circuit upstream SK1
Ovtem1 = overtemperature1 (hydraulic elevators only)
ovtem1 = overtemperature1 (hydraulic elevators only) – while elevator running
Ovtem2 = overtemperature2
ovtem2 = overtemperature2 – while elevator running
Minpre = minimum pressure (hydraulic elevators only)
IVVFau = controller malfunction (speed-controlled elevators only)
Safty = malfunction of safety circuit
Vo+Vu = pre-limit switch top and pre-limit switch bottom simultaneously activated
CoCFau = fault of contactor dropout monitoring
CoOFau = fault of contactor switching on monitoring
Brake = brake jaw monitoring has responded
MaTMax = Max. maschine room temperature exceede

LiSA CONTROLLER
3.3.2 Fault analysis
Reset:
Meaning: Information (no fault in the proper meaning) about the fact that LiSA has reset the programme.
Reaction:
- All outputs are deactivated, and consequently all travelling signals are cut out, which might possibly result in an
emergency stop.
- After that all inputs and outputs are tested (to be seen at the LEDs on the IO-cards quickly lighting up one after
the other) and the car commands are restored (whereas landing calls are cancelled),
- if the car is not within the zone, a correction travel will be executed.
Reasons for this fault:
- External interferences (such as for example interference voltages, mains impurities etc.) make the software
being processed with errors. As a consequence the monitoring module on the CPU-card (watch-dog-IC)
initiates a reset.
- External interferences caused by insufficient suppression measures.
- Defective hardware or software.
Put things right:
Decrease external interferences:
- Connect travelling cable shielding in the control cabinet to PE; provide brakes and locking magnets with
varistors, RC-links resp. freewheeling diodes (has in general already been done by the manufacturer of the
control unit).
- Provide 380 V door operator motors and locking motors with the condenser block make Schneider.
- Check the wiring system (feed lines and motor lines should not be laid in parallel with the control lines, or at
least over shorter distances only)
- possibly the CPU resp. power supply unit is to be replaced
- possibly the software is to be exchanged.
SK1Int:
Meaning: Safety circuit interrupted on tap SK1 (terminal 9 / 10)
Reaction: Emergency Stop, if elevator is running. Elevator is put out of operation.
- mains switch is cut out or control fuses are triggered,
- speed governor is triggered or elevator car is blocked by the safety gear.
- other safety contact upstream from terminal 4 is open.
Put things right: According to the reasons for this fault.
ESTop?:
Meaning: Emergency switch on top activated?
Interruption of safety circuit on tap SK1 (terminal 9/10) while the signal of the emergency switch on top is being
at hand and the signal transmitter top is missing. As possibly any other safety contact upstream from SK1
might as well have caused this interruption, this message is provided with a question mark.
Reaction:
- Emergency stop, if elevator is running. Elevator is put out of operation.
Hydraulically operated elevators use to sink after each stop, so that the emergency limit switch will be closed
again.
- If the parameter “Norm” (“standard”) of this elevator is set to “TRA”, the elevator will resume operation.
- If this parameter is set to “EN81”, the message “NotOb” (without question mark) will be entered in the fault
memory, the elevator car will sink and remain out of operation.
- Brake had been released manually so that the car trundled upwards.
- Value of the parameter for the distance between the topmost landing and the landing before it is too high, while
at the same time the distance between the magnet of the preliminary limit switch on top and the topmost
landing is too small.
- The hydraulic elevator valve does not decelerate correctly (as it depends on the temperature).
- Emergency limit switch has not correctly been positioned (is triggered too early).
- Central signal transmitter or preliminary limit switch on top is defective.
Put things right:
- Enlarge distance between topmost landing and magnet of preliminary limit switch top.
- Check, if the preliminary switch top as well as the central signal transmitter switch correctly.

LiSA CONTROLLER
ESBot?:
Meaning: Emergency switch on bottom activated?
Interruption of safety circuit on tap SK1 (terminal 9/10) while the signal of the emergency switch at bottom is
being at hand and the signal transmitter bottom is missing. As possibly any other safety contact upstream from
SK1 might as well have caused this interruption, this message is provided with a question mark.
Reaction: Emergency stop, if elevator is running. Elevator is put out of operation.
- Value of the parameter for the landing distance between landing1 and landing2 before it is too high, while at the
same time the distance between the magnet of the preliminary limit switch bottom and landing1 is too small.
- The hydraulic elevator valve does not decelerate correctly (as it depends on the temperature).
- Car is overloaded
- Emergency limit switch has not correctly been positioned.
- Central signal transmitter or preliminary limit switch on top is defective.
Put things right:
- Enlarge distance between landing1 and magnet of preliminary limit switch.
- Check, if the preliminary switch bottom as well as the central signal transmitter switch correctly.
CoCFault:
Meaning: Fault on monitoring the switching-off of the contactor.
The software, monitoring the travel contactors, which should switch off at standstill, has responded. That
means that there is no signal at the input for contactor monitoring.
If the parameter „Norm“ („standard“) is set to EN81, the signal is to be connected to the in/output for
the landing control on the LiSA-card.
Reaction: The elevator control unit is put out of operation and stays so until a change of the operation mode is
initiated.
Reasons for this fault: At least one contactor has stuck.
Put things right: Remove defective contactor.
Brake:
Meaning: Fault on monitoring the brake.
The software, monitoring the brake-contacts, which shall switch off
- if the mechanical brake is closed at standstill of the elevator, or
- if it is open while the elevator is running, has responded.
initiated.
- Selection of the brake does not work,
- Brake-jaw contact is not adjusted properly.
Vo+Vu:
Meaning: Pre-limit-switches have simultaneously been activated
initiated.
- Either pre-limit switch top or pre-limit switch bottom has not been reset as the car left the respective landing
zone.
- Magnet for the pre-limit switch is positioned in a way that it simultaneously activates the other pre-limit switch
as well.
Put things right:
- Replace defective pre-limit switch,
- Check lateral position of the magnet with respect to the pre-limit switch.
SoZone: (So out of zone)
Meaning: Car has overrun the flush level while travelling up; that means that the signal transmitter top is not
within the destination landing zone anymore, and the car has stopped with a step above flush landing level.
Reaction: The elevator control unit initiates an emergency stop (immediate stop).
- Value of parameter „Bremsverzögerung-Auf“ („braking retardation up“) is too high,
- value of parameter “Verzögerungsweg-Auf” (“braking distance up”) is too low,
- levelling speed is too high,
- lug has not properly been adjusted
- hydraulic valve system depends on the temperature,
- signal transmitter top is too distant from lugs (signal transmitter top as well as signal transmitter bottom should
reach in the lugs by at least 1 cm)
Put things right:
- Reduce parameter-value for braking retardation up,
- increase parameter-value for braking distance up,
- reduce levelling speed.

LiSA CONTROLLER
SuZone: (Su out of zone)

Meaning: Car has overrun the flush level while travelling down; that means that the signal transmitter bottom is not
within the destination-landing zone anymore, and the car has stopped with a step below flush landing level.
- Value of parameter „Bremsverzögerung-Ab“ („braking retardation down“) is too high,
- value of parameter “Verzögerungsweg-Ab” (“braking distance down”) is too low,
- lug has not properly been adjusted
- signal transmitter bottom is too distant from lugs (signal transmitter top as well as signal transmitter bottom
should reach in the lugs by at least 1 cm)
Put things right:
- Reduce parameter-value for braking retardation down,
- increase parameter-value for braking distance down,
SmZone: (Sm out of zone)
Meaning: Car has overrun the flush level when travelling up or down; that means that the central signal
transmitter is not within the destination-landing zone anymore, and the car has stopped with a step of at least
10 cm above or below the flush landing level. This fault is in general entered in the fault memory immediately
after SuZone or SoZone.
- Value of parameter „Bremsverzögerung-Ab resp. Auf“ („braking retardation down resp. up“) is much too high,
- value of parameter “Verzögerungsweg-Ab resp Auf” (“braking distance down resp. up”) is too low,
- stopping conditions (with Dynatron-S, -F) have too late been signalised by the elevator control unit / the
hydraulic valve system resp. the speed controlling unit have not accepted the braking command.
Put things right:
- Reduce parameter-value for braking retardation
- increase parameter-value for braking distance,
Zuhoch (Too high): (So not in zone)
Meaning: Car stopped above flush level while travelling down; that means that the car has properly stopped at
the destination landing, but the signal transmitter top has not yet entered the landing zone.
Reaction: The elevator control unit initiates relevelling, provided that this function has been activated.
- Value of the parameter „Bremsverzögerung-Ab“ (“braking retardation down“) is too low,
- step correction too large,
- pulse transmitter sends too many pulses (above all due to interferences on the pulse line),
- in case of Dynatron-S and –F:
The KBR-signal will come too early, if braking is initiated by a KBR-relay, as the firmly installed magnet for the
brake sits too high,
or the car is flush with the landing level, but the lug sits too low,
or the parameter “Verzögerungsweg-Ab” (“deceleration distance down”) has got a too high value,
Put things right:
- Increase value of the parameter „Bremsverzögerung-Ab“ (“braking retardation down”),
- reduce Step correction,
- measure input of the pulse on the LiSA-card (by an oscillographe), as possibly the pulse line has to be laid in
another way.
- Correct brake release resp. position of the lug.
Zutief (To low): (Su not in zone)
Meaning: Car stopped below flush level while travelling up; that means that the car has properly stopped at
the destination landing, but the bottom signal transmitter has not yet entered the
landing zone.
Reaction: The elevator control unit initiates relevelling, provided that this function has been activated.
- Value of the parameter „Bremsverzögerung-Auf“ (“braking retardation up“) is too low,
- step correction too large,
- pulse transmitter sends too many pulses (above all due to interferences on the pulse line),
- in case of Dynatron-S and –F:
The KBR-signal will come too early, if braking is initiated by a KBR-relay, as the firmly installed magnet for the
brake sits too low,
or the car is flush with the landing level, but the lug sits too high,
or the parameter “Verzögerungsweg-Auf” (“deceleration distance up”) has got a too high value,

LiSA CONTROLLER
Put things right:

- Increase value of the parameter „Bremsverzögerung-Auf“ (“braking retardation up Increase value of the
parameter „Bremsverzögerung-Ab“ (“braking retardation down”),
- reduce Step correction,
- measure input of the pulse on the LiSA-card (by an oscillographe), as possibly the pulse line has to be laid in
another way.
- Correct brake release resp. position of the lug.
SoZReg: (So not in zone)
Meaning: Car has stopped too late while it was relevelling up. That means that the signal transmitter top has left
the zone and the car has stopped with a step above the flush landing level.
Reaction: The elevator control unit initiates an emergency stop.
- value of the parameter for brake retardation during relevelling is too high.
- signal choosing the relevelling speed is missing at the hydraulic control valve/inverter,
- relevelling speed is too high.
Put things right:
- Decrease the value of the parameter for braking retardation during relevelling,
- check, whether relay for Vn has been set and whether it is correctly wired,
- reduce relevelling speed.
SuZReg:(Su not in zone)
Meaning: Car has stopped to late while it was relevelling down (slowly creeping down). That means that
- the signal transmitter bottom has left the zone and the car has stopped with a step below the flush landing
level.
Reaction: refer to SoZreg
Reasons for this fault: refer to SoZReg
Put things right: refer to SoZReg
Cfault:
Meaning: Counting fault.
When the up-travelling car reaches the correction magnet top, in the elevator control unit a car position is at
hand which deviates from the parameter “Korrektur-Position-Oben” (“correction position top”). The same
situation is given when the car reaches the correction magnet bottom.
Reaction: The elevator control unit corrects the car position according to the value given by the respective
parameter “Korrektur-Position-Oben” resp. „-Unten“.
- Central signal-transmitter does not work properly from time to time or is defective,
- parameter “Korrektur-Position (“correction position”) is set to a wrong value,
- central signal-transmitter has entered a landing zone resp. left it, while during the travel the safety circuit was
interrupted (door contact / lock contact / end of travel during inspection or rescue operation / reset).
Put things right:
- Provided that the safety circuit had not been interrupted, possibly the central signal-transmitter is to be replaced
(if none is at hand, exchange it with a signal-transmitter bottom).
TTElap:
Meaning: Travel time elapsed.
During a travel between two adjacent landings the travel limit time preset by the parameter “Fahrkontrollzeit”
(“travel limit time”) elapsed.
Note: If the safety circuit is interrupted, the travel limit time will always be started again and will
consequently not lead to an error “FZUeb”.
Reaction:
The elevator control unit initiates an emergency stop and adopts the status “out of operation”. If the parameter
“Norm” (“standard”) is set to “TRA”, the control unit will initiate another trial after 10 seconds. If at this repeated
travel the travel limit time is again exceeded, the elevator control unit will finally adopt the status “out of
operation”.
- Central signal-transmitter does not work properly from time to time or is defective,
- hydraulic elevator stops as the control valve does not properly,
- speed-regulated elevator stops, as the speed control does not select the motor,
- mechanical brake has been applied.
Put things right:
- as regards signal-transmitter transfer to „Zfehler“ („time fault“),
- check, if the speed regulation indicates a fault. Check the activation signals of the control at the inputs of the
speed control (input level),
- Find out, why the brake is not released.

LiSA CONTROLLER
STElap:
Meaning: Start time elapsed
The central signal-transmitter has not left the zone within 30 seconds after the start of a travel.
Note: If the safety circuit is interrupted, the start limit time will always be started again and will
consequently not lead to an error “SZUeb”.
Reaction: Refer to TTElap.
As the car is still within the landing zone, the door is opened.
Reasons for this fault: refer to TTElap.
Put things right: refer to TTElap
ATElap:
Meaning: 30 sec check-time for levelling elapsed
The travel limit time for entering the zone has elapsed. This fault will occur, if the travel limit time of 30 seconds
that starts on a normal travel as soon as the central signal transmitter enters the zone elapses before the
counter of the braking distances has completely counted down to “0”.
Reaction:
The elevator control unit initiates an emergency stop and adopts the status “out of operation”. If the parameter
“Norm” (“standard”) is set to “TRA”, the control unit will initiate another trial after 10 seconds. If at this repeated
travel the travel limit time is again exceeded, the elevator control unit will finally adopt the status “out of
operation”.
- The speed control unit stops too early, i.e. the mechanical brake is activated too early (by the speed control
unit),
- the hydraulically operated elevator stands still, as the valve does not work properly,
- the speed-controlled elevator stands still, as the motor is not selected properly,
- the mechanical brake has been applied.
Put things right:
- As regards the signal-transmitter refer to „Zfehler“ („time fault“)
- check, if the speed regulation indicates a fault. Check the activation signals of the control at the inputs of the
speed control (input level),
- Find out, why the brake is not released.
RTElap:
Meaning: Computed duration of relevelling elapsed.
This fault will occur, if on relevelling actions the signal-transmitter top resp. bottom does not enter the lug within
30 seconds, or if on braking-regulation by pulses the braking deceleration counter is not counted down to “0”
within the aforesaid time.
Reaction: refer to ATElap
- refer to ATElap
- at the speed control unit/inverter the signal for selection of the relevelling speed is missing.
Put things right: refer to ATElap
VVVFau:
Meaning: Fault on VVVF-Controller occurred.
The speed control unit (VVVF-controller) has sent a fault signal to the control as regards input “Max/Reg” on
the CPU-card.
Reaction:
The elevator control unit initiates an emergency stop and adopts the status “out of operation”. After 10
seconds, it initiates a new trial, provided the speed control unit has switched off the fault signal. If at this new
travel a fault signal is received as well, the elevator control unit will finally
adopt the status “out of operation”. For inspection and rescue operation this situation can be relieved by
switching the inspection resp. rescue control off and on again.
- Refer to the fault description of the manufacturer of the speed control unit,
- selecting signal of the elevator control has been missing,
- pulse signal of the speed control unit has not been connected, has been erroneous or defective.
Put things right:
- Refer to the fault description of the manufacturer of the speed control unit,
- measure the selecting signals at the speed control unit,
- measure the pulse signals by an oscillographe as possibly you will have to lay the pulse line in another way.
Maxpre:
Meaning: Fault “maximal pressure” has occurred.
The hydraulic speed control valve has sent a fault message to the input Max/Reg on the CPU-card of the
elevator control unit, saying that the maximum admissible operation pressure has been exceeded – in case of
a valve make Beringer it might also be a fault message from the electronics (contact-SIUA).
Reaction: The elevator control unit initiates an emergency stop and adopts the status “out of operation”. After 10
seconds, it initiates a new trial, provided the fault signal has been switched off.

LiSA CONTROLLER
Reasons for this fault: Car overloaded

Put things right: Refer to manual of hydraulic valve manufacturer.
Minpre:
Meaning: Fault “minimal pressure” has occurred.
The hydraulic speed control valve has sent a fault message to the input “Min” on the CPU-card of the elevator
control unit, saying that the operation pressure has fallen below the minimum admissible value, resp. that the
pipe-rupture valve has responded.
Reaction: The elevator control unit initiates an emergency stop and adopts the status “out of operation”.
After 10 seconds, it initiates a new trial, provided the fault signal has been switched off.
Reasons for this fault: Loss of pressure in hydraulic system.
Put things right: refer to the fault description of the hydraulic valve manufacturer.
Ovtem2:
Meaning: Max. temperature 2 exceeded.
The PTC-thermistor of the driving motor resp. of the pump-motor of the hydraulic valve has sent a fault
message to input U2 on the CPU-card of the elevator control unit, saying that the maximum admissible
temperature (approx. 140 degrees Celsius) has been exceeded in this operation unit.
Reaction:
If the car is travelling at that moment, it will be stopped at the next possible landing, provided that this is
possible within 10 seconds. Otherwise the elevator control unit will initiate an emergency stop. As soon as the
unit is cooled down, the elevator control unit will put the elevator in service again.
- too many starts, environmental temperature too high, defective motor, brake is not released or is
- chafing,
- motor fan does not work or is not selected.
Put things right: according to the reasons
Ovtem1:
Meaning: Max. temperature 1 exceeded.
The PTC-thermistor of the driving motor resp. of the hydraulic oil-tank has sent a fault message to input U1 on
the CPU-card of the elevator control unit, saying that the maximum admissible temperature (approx. 60
degrees Celsius) has been exceeded in this operation unit.
Reaction:
If a hydraulically operated elevator is travelling at that moment, it will be stopped at the next possible landing,
provided that this is possible within 10 seconds. Otherwise the elevator control unit will initiate an emergency
stop. As soon as the unit is cooled down, the elevator control unit will put the elevator in service again. In case
of a rope-traction elevator the motor fan will be switched on, provided that the appropriate relay-function has
been preset.
- Too many starts, environmental temperature too high, defective motor, brake is not released properly,
- motor fan does not work or is not selected.
Put things right: according to the reasons.
Safety:
Meaning: Fault of safety switches (please refer to LiSA-Manual part C)
After levelling of the car at the destination landing, the elevator control unit will trace a fault in the safety circuit,
if relay K5 monitored by the software has not changed its status during the travel.
Reaction:
The elevator is put out of operation. A rope-traction elevator will stay at the landing that was destination of the
last travel. A hydraulically operated elevator will creep to the lowest landing; if it, however, turns out on this
travel that the safety circuit works properly again, the elevator will be put in service again.
- hardware-fault on the LiSA-card.
- safety-relays do not work in the prescribed sequence or are defective.
Put things right:
- Replace safety circuit
- examine the selector switches
DFault: (please refer to fault memory for door faults)
Meaning: Door fault, because 5 trials to shut the door were not successful.
Reaction:
- All car commands are cancelled,
- in case of single lifts the landing orders are cancelled as well.
- If a new car command or landing order is entered, the elevator will be put in operation again, but will set a door
fault again after another two trials without success. In case of elevator banks, there will be up to 5 of these trial
cycless before the plant is finally put out of operation. Consequently another elevator of the bank will respond
to future landing calls from the special landing where the defective elevator parks. A single elevator will be
finally shut down after 20 trial cycles and only one fault message will be memorized.

LiSA CONTROLLER

- locking device or lock-contact
- door operator ignores door-closing signal
- protection-switch of door motor has responded
- although the door-closing relay has been selected, it does not respond due to the door closing limit-switch
being open.
Put things right:
- Check, if locking relay is properly selected resp. if the door operating mechanism is properly adjusted,
- check door control unit, if necessary have it make a read-in travel,
- door motor protection switch is probably set to a too low value or too small; if selected without door contactors,
the contacts of the door relay are possibly burnt (short-circuit due to missing condenser block),
- condenser block not switched against neutral of the door motor but against zero resp. PE conductor
- check the door-closed contact.
DDoor:
Meaning: Dividing door activated (no fault, just for information) Message saying that the dividing door contact
has opened. This message is entered only while the plant is idle. If this situated occurs during operation, the
message will be entered after the end of the travel, only.
Reaction:
- all calls will be cancelled,
- the plant is switched over to the operation “shut out car commands”.
- dividing door has intentionally been opened,
- poor dividing door contact resp. contact resistance is too high so that the control unit cannot recognize it as a
valid signal.
Put things right:
-Replace resp. readjust the contact
-If necessary, install and additional relay via the dividing door contact and have the relay-contact transmit the
dividing door signal to the control input.
SK3Auf (SK3 open): (please refer to door faults memory)
Meaning: Interruption of safety circuit on tap SK3. (no fault, just for information) The safety circuit was interrupted
while the car was travelling at high speed, but only after the landing door contacts (terminal 95). Interruption
thus has been caused by a car door contact.
Reaction:
All travel contactors release. Travel signals in speed-controlled elevators are cut off by he elevator control units as
otherwise the speed-control unit would break down.
- The door contact does not properly close.
- in case of electronically control door motors (AT20, Sematic, Fermator etc.): disturbances on the door-closing
signal line.
Put things right: According to the reasons.
SK4Auf (Sk4 open): (please refer to door faults memory)
Meaning: Interruption of safety circuit on tap SK3. (no fault, just for information)
The safety circuit was interrupted while the car was travelling at high speed, but only after the car door contact
(terminal 11). Interruption thus has been caused by a locking device contact.
Reaction:
All travel contactors release. Travel signals in speed-controlled elevators are cut off by he elevator control units as
otherwise the speed-control unit would break down.
- The locking device contact does not properly close,
- the door coupling touches the rollers of the locking device while it is passing the landing zone.
Put things right: According to the reasons.
LS1/SB1:
Meaning: Photocell or force limiter activated longer than 60 minutes on door 1.
Reaction:
- Door not closed
- Elevator out of order.
- Photocell not working, because of poor adjusting or poor setting of parameter „signal force limiter active-open“
- Photocell has intentionally been covered.
Put things right:
- According to the reasons.
- By the parameters „signal force limiter active-open“ the active status of either of these contacts can be preset.
LS2/SB2:
Meaning: Photocell or force limiter activated longer than 60 minutes on door 2.

LiSA CONTROLLER
3.4 Risk assessments

3.4.1 Risk assessment of the safety circuit
Preamble:
For the LiSA safety circuit and its sampling circuits a type examination certificate has been issued by the "TÜV"
(German Technical Inspectorate) with the designation EB-97A229. The following risk assessment as per ISO178
(draft) and EN1050 distinguishes between two situations: either with or without concern to the checkback signal K5.
During each travel, the principle of the control makes the relay K5 to execute a switching cycle. This means that upon
leaving the landing zone the relay picks up and upon entering the landing zone it drops. This procedure is monitored
by the processor of the LiSA10 - pcboard, which permanently evaluates the checkback signal K5 (breaking contact
21-22)
3.4.1.1 Risk assessment with concern to the checkback signal K5
Assessment actual Corrective

Hazard characteristic Cause trigger Effect
Severity Frequency action
Car is in landing zone -Contact of K5 is welded -No changes un- Seldom -Check the safety
(B1 in landing zone), but -K5 is mechanically recognized at important circuit,
K5 has not dropped blocked checkback signal K5 -eventually
-K6 and K7 do not pick ->programme stops replace K5, K6,
up anymore preliminary opening K7 and B1
1. -B1 is defective of the doors
-> elevator is put out
of operation due to
fault in the safety
circuit.
K5 did not pick up -Contact of K5is welded -same as with item 1. un- Seldom Same as with
during the whole travel. -K5 is mechanically important item 1
2. blocked
- K6 and K7 do not pick
up anymore
-B1 is defective
No checkback signal K5 -Hardware defect on -same as with item 1 un Seldom Replace LiSA10 -
3. registered due to LiSA10 pcboard important pcboard
defective electronic
input.
No checkback signal K5 -programme fault -same as with item 1 un- Seldom Correction of the
4. registered due to a important programme fault
programme fault
3.4.1.2 Risk assessment without concern to the checkback signal K5:

From the above risk assessment (refer to 6-2) you can see, that by means of the checkback signal K5 a
malfunctioning safety circuit can safely be recognized. Although this is a software function, correct courseof which
depends on the faultless software, additionally the risk assessment without concern to the checkback signal K5 is
executed.
Hazard Assesment actual Corrective

Cause trigger Effect
characteristic action
Severity Frequency
1 K5 does not drop - contact of K5 is welded -bridging branch ÜZ was not un- seldom - Check the
. anymore - K5 is mechanically closed while entering the important safety circuit,
blocked landing zone -eventually
- K6 and K7 do not pick up -> car stops inaccurately and replace K5, K6,
anymore after 15 seconds gets out of K7 and B1
- B1 is defective operation with a fault in the
safety circuit
- with hydraulic elevators the
car first is lowered to the
bottom landing
2 K5 does not pick up -K6 does not drop -refer to item 1. un- seldom - Check the
. anymore anymore important safety circuit,
-K7 does not drop eventually
anymore replace K5, K6,
- K5 mechanically blocked K7 and B1

LiSA CONTROLLER
3 K6 does not drop -contact of K6 is Welded -refer to item 1 un- seldom - Check the
anymore -K6 is mechanically important safety circuit,
blocked eventually
replace K5, K6,
K7 and B1
4 K7 does not drop -contact of K7 is welded -refer to item 1 un- seldom - Check the
anymore -K6 is mechanically important safety circuit,
blocked eventually
replace K5, K6,
K7 and B1
5 Simultaneous -travelling cable defective-bridging branch ÜZ remains un- seldom - replace
. contact to earth at -connecting cable of open while the car is outside important travelling cable
the outputs of the selector block defective the landing zone, as K/ above - replace
signal generators Cv and Rv picks up slowly. connecting
B2 and B3 -K7 does not drop when cable of
elevator car leaves landing selector block
zone
- refer to item 1.
6 Output of signal -travelling cable defective -elevator car slowly travels in un- seldom refer to item 5
. generator B1 -connecting cable of the emergency limit switch important
connected to earth selector block defective
7 Short circuit at the -travelling cable Defective -bridging branch ÜZ remains un- seldom refer to item 5
. outputs of signal -connecting cable of open, as K/ above Cv and RV important
generators B2 and selector block defective picks up slowly.
B3.
8 After voltage failure -Power is switched on -bridging branch ÜZ remains un- often - none
. simultaneous again after the elevator open, as K/ above Cv and RV important
voltage supply to had been disconnected. picks up slowly.
K5, K6 and K7
3.4.2 Risk assessment of sampling operations in the safety circuit:
Hazard Assesment actual Corrective

Cause trigger Effect
characteristic Severity Frequency action
1 short circuit between -intruded water bridged safety components (door not impro- -Check
taps of the safety -conductive dust contacts, lock contacts, ...) acceptable bable protection class
circuit -dew (minim. IP2X)
- Temperature
control in the
control cabinet
2 Short circuit on the -intruded water bridged safety components (door un- seldom -Check
LiSA10 - pcboard -conductive dust contacts, lock contacts, ...) important protection class
(also refer to -dew (minim. IP2X)
computational proof) -Temperature
control in the
control cabinet
3 Disconnected neutral -broken wire bridged safety components above un- seldom -repair the wire,
at point Ni on the -slackened RC- combination and optocoupler important tighten the
LiSA10 - pcboard connection connection

LiSA CONTROLLER
Chapter 4. First movement instructions

This chapter describes in detail the steps that the installer must follow in order to put the lift into operation. The
instructions are categorized according to the lift type.
4.1 Connections
This paragraph describes all the necessary connections that must be made before attempting to move the lift for
the first time
4.1.1 Interconnection controller-power unit
The following cables must be connected:
• Controller power supply cable (building-controller). Connected to the building mains supply and to L1, L2,
L3, N, PE terminals. In case a mains switch is installed in the controller, connect the building mains supply
directly to the mains switch.
• Single phase power supply cable (building controller). Connect to the R,N terminals and the ground bar of
the controller.
• Motor power supply cable (controller-motor). Connected to U1, V1, W1, PE (or U1, V1, W1, U2, V2, W2, PE
in case of Υ-∆ coupling) and to the corresponding U1, V1, W1 (or U1, V1, W1, U2, V2, W2 in case of Υ-∆
coupling) terminals and to the ground point of the motor's junction box.
• Block valve cable KC-10 (controller-power unit). Connected to the controller's terminal strip KC-10 and to
the power unit's terminal strip KC-10.
Please refer to the job specific electrical drawings for detailed connection diagrams.
* In case of Bucher C-LRV valve block, the C-LRV feedback cable must also be connected (controller-power unit)
to the terminal X2 of the NTA-2 power supply unit and to the C-RLV vale block.
** In case of Bucher iValve, the iBox connection cable (controller-power unit) must also be connected to the
terminal X4 of the iBox and to the iValve.
4.1.2 Installation connections
The first movement of the lift requires continuity of the safety chain. Therefore, all the safety devices must be
connected, those in the shaft through SC8 cable, those in the pit through the Pit Stop cable and those in the cabin
through the traveling cable FC1. Finally, the connection of the controller’s inspection box is necessary.
In any case, the installation of all safety devices is the standard procedure to be followed before the first
movement. In special cases, where the lift must perform its first movement without the installation of safety devices, it
is recommended to connect locally the components of the prewired installation in order to ensure the continuity of the
safety chain. These components would be the SC8 braid of wires (without connecting anything on it), the Pit Stop, the
Revision box and the inspection box.
ATTENTION! After the first movement of the lift, install properly all the safety devices. Otherwise,
there is a serious risk of accident.
4.2 First movement
As long as the connections described in the previous paragraphs are correct, the next step is to power up the
installation and move the lift.
4.2.1 Powering up the installation
• Turn the switch of the inspection box to MAN position so as to put the lift into inspection mode.
• Turn on the mains switch provided by the building and then the mains switch of the controller (if it is
installed), in order to power up the installation. Check if the phase failure relay of the controller functions
properly by observing the led indicator. If the led does not light up there is an error. For restoring it, turn off
the mains switches and switch 2 phases one with another in the power supply terminals L1, L2, L3 of the
controller. For example switch the two wires of the power supply cable that are connected to L1 and L2
terminals. Follow the safety regulations, and check again the phase failure relay.
4.2.2 Turning on the controller’s circuit breakers
In order to put the controller into operation, the following circuit breakers turned on:
• FPS, main board supply
• FT, transformer supply
• FCL, car light supply
• FBR, brake supply
The main board must be activated. At the LiSA-10 board display should exist the message "Resend", which signifies
the activation of the controller’s inspection mode.
Image 4.1: LiSA-10 display, controller’s inspection mode activated

LiSA CONTROLLER
4.4.2.3 Safety chain check

• Turn the inspection box switch to NORM position to deactivate the controller’s inspection mode. Check the
continuity of the safety chain by watching the screen and the main board indicators as described in the image
below. The main board receives feedback from 4 different points of the safety chain:
o SK1. It is the first feedback from the safety chain. If the corresponding indicator lights up on the main
board, the safety chain has continuity until the feedback point. The first feedback signal checks the safety
devices of the shaft (travel limit switches, overspeed governor, etc), the controller’s inspection box and the
safety gear.
o SK2. It is the second feedback from the safety chain. If the corresponding indicator lights up on the
main board, the safety chain has continuity until the feedback point. The second feedback signal checks the
continuity of the safety devices of the cabin and the semiautomatic landing door’s contacts.
o SK3. It is the third feedback from the safety chain. If the corresponding indicator lights up (LD50) on
the main board, the safety chain has continuity until the feedback point. The third feedback checks the
continuity of the car doors contacts.
o SK4. It is the forth feedback from the safety chain. If the corresponding indicator lights up (LD51) on
the main board, the safety chain has continuity until the feedback point. The forth feedback checks the
continuity of the landing door-locking devices contacts.
Diagram 4.2: Safety chain check, LiSA-10
In case of discontinuity of the safety chain and depending on the breaking point, all or some of the indicators
will remain turned off. Use a multimeter to check if at the start of the safety chain the voltage is ~ 110V AC. In
case of no indication check the FL condition and repeat the measurement. If the voltage is ~ 110V AC but the
indicators are still turned off, check the connections of safety devices of the installation.
• After the completion of the safety chain turn again the inspection box switch to MAN position. Check in the main
board’s display if the inspection mode of the controller is activated.
4.1.2.4 First movement procedure

Press simultaneously the UP and the START button of the controller’s inspection box in order to move the cabin
upwards. Press simultaneously the DOWN and the START button of the controller’s inspection box in order to move
the cabin downwards.

LiSA CONTROLLER
Chapter 5. Prewired installation

5.1 Mains supply and motor connections
The following diagrams depict the mains supply and motor connections with or without a mains switch installed in
the controller.
3phase motor 3phase motor
Single phase • Direct Coupling - Hydraulic lift • Υ-∆ Coupling - Hydraulic lift
motor • VVVF or 1speed - Traction lift • 2speeds - Traction lift
PE L N L' N' PE PE N L1 L2 L3 U1 V1 W1 PE PE N L1 L2 L3 U1 V1 W1 W2 V2 U2 PE
Mains supply
Mains supply Mains supply
1~ 230V AC
3~ 400V AC 3~ 400V AC
L N PE
U V W PE U1 V1 W1
M M M
1~ 3~ 3~
W2 V2 U2
Diagram 5.1: Mains supply and motor connection (controller without mains switch)
3phase motor 3phase motor

Single phase • Direct Coupling - Hydraulic lift • Υ-∆ Coupling - Hydraulic lift
motor • VVVF or 1speed - Traction lift • 2speeds - Traction lift
I ON
I ON I ON
OFF N OFF N OFF

O O O
PE L' N' PE PE U1 V1 W1 PE PE U1 V1 W1 U2 V2 W2 PE
L N N L1 L2 L3 N L1 L2 L3
Mains supply Mains supply Mains supply

1~ 230V AC 3~ 400V AC 3~ 400V AC
L N PE U V W PE U1 V1 W1 PE
M M M
1~ 3~ 3~
W2 V2 U2
Diagram 5.2: Mains supply and motor connection (controller with mains switch)

LiSA CONTROLLER
5.2 Terminal strips

The prewired installation provides all the necessary cables that must be connected to the controller. These
cables come with a connector that must be connected to the controller’s respective terminal strip. According to
each installation’s specifications, a different set of cables is requires and consequently the controller has a different
set of terminal strips. The following table contains the terminal that can be placed in a SERIAL controller that
comes as a set with prewired installation.
Terminal Strip Description

1 2 3 4 5 6 7 8 9 10 11 12
• No of pins: 12
2 4 6 8 Vo 0V • Cable connected: SC8 braid of wires (12)
SC8 3 5 7 9 Vu PE • Connections: Shaft safeties
• Condition: Standard
1 2 3
• No of pins: 3
SC8B Vo 0V • Cable connected: SC8 braid of wires (12)
Vu • Connections: Prefinal switches
• Condition: Prefinal switches in shaft
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
• No of pins: 16
A48 7 C48 8 D12 COMTH U1 OL 3.1 FL • Cable connected: YSLY JZ 16x0,75 mm2
KC10 6a B48 6b D48 COM U2 0V 24V 3.2 PE • Connections: Power unit
• Condition: Hydraulic lift
1 2 3 4 5 6 7 8 9 10 11 12
• No of pins: 12
1 L AL SP1/ Cast N230 • Cable: YSLY JZ 12x0,75 mm2
PS 1A M 0V
ICOM1
SP2/ RL
ICOM2 R230 PE • Connections: Shaft pit connections
• Condition: Standard except maisonlift
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
• No of pins: 12
- + M Im So Su/ ICOM2
5 6 8 N2 NDAC • Cable: YSLY JZ 16x0,75 mm2
FC1 S N+ L EC Sm TC
ICOM1 SP1 5B 7 L4 LDAC PE • Connections: Shaft pit connections
• Condition: Maisonlift
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
• No of pins: 24
- + M Im Vo Vu ICOM2
5 6 8 N2 NDAC
• Cable: H05VVH6-F24 24x0,75 mm2
FC1 S N+ L EC Sm ICOM1 SP1 5B 7 L4 LDAC PE • Connections: Car connections
• Condition: Hydraulic lift
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
• No of pins: 24
- + M Im So Su/ Vu 5 6 8 N2 NDAC • Cable: H05VVH6-F24 24x0,75 mm2
FC1 S N+ L EC Sm
TC
Vo SP1 5B 7 L4 LDAC PE • Connections: Car connections
• Condition: Traction lift
1 2 3 4 5 6
• No of pins: 12
IUP1 IDN1 APR • Cable: H05VVH6-F24 12x0,75 mm2
FC3 IUP2 IDN2 PE • Connections: Extra car connections
• Condition: Extra car connections
1 2 3 4 5 6 7 8 9 10 11 12
• No of pins: 12
FC3
IUP1 IDN1 APR CAM- ICOM2 SP2 • Cable: H05VVH6-F24 12x0,75 mm2
IUP2 IDN2 CAM+ ICOM1 SP1 PE • Connections: Extra car connections
• Condition: Maisonlift
1 2 3 4 5 6 7 8 9 10 11 12
• No of pins: 12
0V AUF 3 5B 3VF2 +BAT • Cable: YSLY JZ 16x0,75 mm2
INS EIN AB 4 3VF1 SM PE • Connections: Controller’s inspection box
• Condition: Controller’s inspection box

LiSA CONTROLLER
Terminal Strip Description

1 2 3 4 5 6 7 8 9 10
• No of pins: 10
0V IDN1 91 93 SP1 • Cable: YSLY JZ 9x0,75 mm2
LHPD SFR1 IDN2 92 24V PE • Connections: Pit prop
• Condition: Pit prop
1 2 3 4 5 6 7 8
• No of pins: 8
0V 91 93 SP1 • Cable: YSLY JZ 9x0,75 mm2
LHR SFR 92 24V PE • Connections: Protective bar (header)
• Condition: Protective bar (header)
1 2 3
• No of pins: 3
TSG TSG+ PE • Cable: H05VV-F 3x1 mm2
TSG- • Connections: Overspeed governor’s test coil
• Condition: Overspeed governor’s with test coil
1 2 3 4 5
• No of pins: 5
• Cable: YSLY JB 5x0,75 mm2
TSG+ RSG+ PE • Connections: Overspeed governor’s test & reset
TSG TSG- RSG- coil
• Condition: Overspeed governor’s with test & reset
coil
1 2 3 4 5
• No of pins: 5
TSG+ PE OGM2 • Cable: YSLY JZ 5x0,75 mm2
TSG TSG- OGM1
• Connections: Speed governor EN81.1 A3
• Condition: Speed governor EN81.1 A3
1 2 3 4 5
• No of pins: 5
24V SU PE • Cable: 5x2,5 mm2
LDC 0V NS • Connections: Load control device
• Condition: Traction lift + suspension 2:1
1 2 3 4 5
• No of pins: 5
SV D12 PE • Cable: YSLY JB 5x0,75 mm2
SV CSV CD12 • Connections: Safety valve
• Condition: Hydraulic lift + safety valve
1 2 3 4 5
• No of pins: 5
L1 L3 PE • Cable: 5x2,5 mm2
OC L2 N • Connections: Oil cooler
• Condition: Hydraulic lift + oil cooler
1 2 3
• No of pins: 3
OH L1 PE • Cable: H05VV-F 3x1,5 mm2
N • Connections: Oil heater
• Condition: Hydraulic lift + oil heater
1 2
• No of pins: 2
1 • Cable: 2x1 mm2
SLS 2 • Connections: Shaft lights
• Condition: Shft lights switch FR638

LiSA CONTROLLER
5.3 Shaft safeties and pre-final switches connections - SC8

The shaft safeties and the prefinal switches are connected to a braid of wires, named SC8, that runs through the
shaft inside a plastic trunk. The SC8 wires are numbered from 81 to 87, with four pairs of them having the same
number (81-81, 82-82, 83-83, 84-84). The endings of each pair of wires with the same number are connected
together through a blue fast connector (3). All the connections to the SC8 braid are made through orange and red
fast connectors. The orange fast connectors are used for connections in series, while the red fast connectors are
used for connections in parallel. According to the type of lift suspension there is a different set of safeties that
needs to be installed in the shaft.
The following image depicts a SC8 braid as it is can be found in Box A of the prewired installation package. The
metallic loop (1) is used in order to hang SC8 from the hook that is placed in the upper ending of the plastic trunk.
The connector (2) is connected to the controller’s SC8 terminal strip.

LiSA CONTROLLER
5.3.1 Limit and pre-final switches

5.3.1.1 Hydraulic lift - 1:1 suspension, HA, HAS, HAD
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
TOS fast connector 82
Upper limit switch
87
Red 85
fast connectors
2x1 mm2 Blue

pizzato
FR 638
85
Brown
87
Vo
Upper pre-final switch
PE 86 84 83 82 81
87 85 84 83 82 81
87
Red 86 SC8B SC8

fast connectors terminal strip wire numbers
Vo 85
Vu 86
2x1 mm2 Blue 0V 87
pizzato
FR 638
86
Brown
87
Vu SC8 SC8
Lower pre-final switch terminal strip wire numbers
2 81
3 81
4 82
86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8B connector Vo 85**
Connect to the controller SC8B terminal strip. Vu 86**
*The SC8B conector exists in case the prefinal 0V 87**
switches are installed in the shaft. SC8B SC8 PE Yellow/Green
SC8 connector
Connect to the controller SC8 terminal strip.
*ATTENTION. Make sure that the 81 numbered
wire is connected to the 2 terminal
** Connections in case the SC8B connector
does not exist

LiSA CONTROLLER
5.3.1.2 Hydraulic lift - 1:2 suspension with single ram, HAI
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
PLS fast connector 82
Pulley limit switch
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
Upper limit switch
87
85
Red
fast connectors
2x1 mm2 Blue

pizzato
FR 638
85
Brown
87
Vo
PE 86 84 83 82 81
87 85 84 83 82 81
87
86
Red SC8B SC8
fast connectors terminal strip wire numbers
Vo 85
2x1 mm2 Vu 86
Blue
0V 87
pizzato
FR 638
86
Brown
87
Vo SC8 SC8
Lower pre-final switch
terminal strip wire numbers
2 81
3 81
4 82
86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8 connector
does not exist

LiSA CONTROLLER
The PLS switch is activated by the respective cam installed in the pulley while the TOS switch is activated by the cam
installed in the car frame.
Follow the next steps in order to define their position:
• Move the lift to the upper floor and make sure that it is perfectly leveled.
• Place the PLS switch Y2=5cm above the respective pulleys cam according to the following diagram
• Place the TOS switch Y1=10cm above the car frame’s cam according to the following diagram
PLS
Pulley Limit Switch
Pulley's Cam
TOS
Upper Limit Switch
Car Frame's Cam

LiSA CONTROLLER
5.3.1.3 Hydraulic lift - 1:2 suspension with double ram, HADI
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
PLS A fast connector 82
Pulley A limit switch
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
PLS B fast connector 82
Pulley B limit switch
PE 86 84 83 82 81
87 85 84 83 82 81
82
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
Upper limit switch
PE 86 84 83 82 81
87 85 84 83 82 81
87
85
Red
fast connectors
2x1 mm2 Blue

pizzato
FR 638
85
Brown
87
Vo
PE 86 84 83 82 81
87 85 84 83 82 81
87 SC8B SC8
86 terminal strip wire numbers
Red Vo 85
fast connectors Vu 86
0V 87
2x1 mm2 Blue
pizzato
FR 638
86
Brown SC8 SC8
Vu
Lower pre-final switch 2 81
3 81
4 82
86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8 connector
does not exist

LiSA CONTROLLER
The PLS A and PLS B switches are activated by the respective cams installed in the two pulleys while the TOS switch
is activated by the cam installed in the car frame. Therefore the PLS limit switches must be fixed on the pulleys guide
rails and the TOS switch must be fixed on the main guide rails.
Follow the next steps in order to define their position:
• Move the lift to the upper floor and make sure that it is perfectly leveled.
• Place the PLS A and PLS B switches Y2=5cm above the respective pulleys cam according to the following
diagram
• Place the TOS switch Y1=10cm above the car frame’s cam according to the following diagram
PLS B
Pulley B Limit Switch
PLS A
Pulley A Limit Switch
Pulley B Cam
Pulley A Cam
TOS
Upper Limit Switch
Car Frame's Cam

LiSA CONTROLLER
5.3.2 Overspeed governor and slack rope switches, HADI
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
OGSC
Overspeed governor switch
82
3x1 mm2 Blue
Brown
Orange
fast connector
82
PE 86 84 83 82 81
87 85 84 83 82 81
81
2x1 mm2 Blue

pizzato
FR 638
Brown
Orange
SRS2 81
fast connector
Slack rope switch 2
SC8B SC8
Vo 85
2x1 mm2 Blue Vu 86
pizzato
FR 638
0V 87
Brown
Orange
SRS1 fast connector 81
Slack rope switch 1 SC8 SC8
2 81
3 81
4 82
86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8 connector
does not exist

LiSA CONTROLLER
5.3.3 Landing doors safeties

5.3.3.1 Semiautomatic doors
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
84
Door Black
GN/YL
lock 3x1 mm2
Green/Yellow
Black GN/YL
Orange
fast connector 84
Grounding
point
83
Door Black
GN/YL
contact 3x1 mm2
Green/Yellow
Black GN/YL
Orange
fast connector 83
Semiautomatic landing door

Level-N
PE 86 84 83 82 81
87 85 84 83 82 81
84
Door Black
GN/YL
lock 3x1 mm2
Green/Yellow
Black GN/YL
Orange
fast connector 84
Grounding
SC8B SC8
point
Vo 85
83 Vu 86
Door Black
GN/YL 0V 87
contact 3x1 mm2
Green/Yellow
Black GN/YL SC8 SC8

Orange
fast connector 83 terminal strip wire numbers
2 81
3 81
Semiautomatic landing door 4 82
Level-0 86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8 connector
does not exist

LiSA CONTROLLER
5.3.3.2 Automatic doors
Blue
fast connector
PE 86 84 83 82 81
87 85 84 83 82 81
84
Door Black
GN/YL
lock 3x1 mm 2
Green/Yellow
Black Orange GN/YL

fast connector 84
Grounding
point
Automatic landing door

Level-N
PE 86 84 83 82 81
87 85 84 83 82 81
84
Door Black
GN/YL
lock 3x1 mm 2
Green/Yellow
Black GN/YL
Orange
fast connector 84
Grounding
SC8B SC8
point
Vo 85
Vu 86
0V 87
SC8 SC8
2 81
Automatic landing door 3 81
Level-0 4 82
86 PE 84 83 82 81 5 82
87 85 84 83 82 81 6 83
7 83
8 84
9 84
SC8 connector
does not exist

LiSA CONTROLLER
5.4 Power unit connections - KC10

5.4.1 BLAIN valve block
KC10 KC10
Power unit element terminal wire
number
Low speed A48 1
ascent valve coil COM 6
High speed B48 2
ascent valve coil COM 6
High speed C48 3
Valve block descent valve coil COM 6
Low speed D48 4
descent valve coil COM 6
Emergency D12 5
lowering coil COM 6
U2 8
Motor thermistor
COMTH 7
Thermistors
U1 9
Oil thermistor
COMTH 7
Overload 0V 10
pressure switch OL 11
Mechanical Low pressure 3.1 13
pressure switches switch 3.2 14
Full load pressure 0V 10
switch FL 15
0V 10
Voltage supply
Electronic 24V 12
pressure switch Overload contact OL 11
Full load contact FL 15
KC-10
A48 C48 D12 COMTH U1
Connect to the
A48
1
B48
B48 D48 COM U2
2
valve block
C48
3
KC-10 terminal strip
D48
16x0.75 mm 2
D12
5
COM
6
KC-10
COMTH
7
8
U2
9
U1
10
0V
0V
Connect to the
OL
11
OL
24V
PE
12
controller's
PE
16
FL/NS
24V 3.2
15
FL/NS
2
14
1B
13
24V
1B
13
3.1
SU /SUI
12
24V
KC-10
SU/SUI
11
0V
10
0V
M TH

3.1
C10
M TH
9
S TH
COMT H
STH
8
3.2
COMT H
14
7
C OM
C OM
6
D12
D 12
5
D 48
D48
4
C48
C48
3
B48
B 48
2
FL
A48
15
A 48
1
FL
YELLOWGREEN
PE
PE
Blain valve block

LiSA CONTROLLER
5.4.2 Bucher valve block
KC10 KC10
Power unit element terminal wire
number
Descent valve 6a 1
coil 7 2
6b 3
Valve block Ascent valve coil
8 4
Emergency D12 5
lowering coil COM 6
U2 8
Motor thermistor
COMTH 7
Thermistors
U1 9
Oil thermistor
COMTH 7
Overload 0V 10
pressure switch OL 11
Mechanical Low pressure 3.1 13
pressure switches switch 3.2 14
Full load pressure 0V 10
switch FL 15
0V 10
Voltage supply
24V 12
Electronic
pressure switch Overload contact OL 11
Descent valve
coil FL 15
Table 4.2 Power unit connections with Bucher valve block
KC-10
Connect to the
A48 C48 D12 COMTH U1
A48
1
valve block
B48
B48 D48 COM U2

C48
3
D48
16x0.75 mm 2
D12
5
COM
6
KC-10
COMTH
7
8
U2
9
U1
10
0V
0V
Connect to the 11
OL
OL
24V
PE
12
PE
controller's
16
FL/NS
24V
FL /NS
15
2
14
2
1B
13
1B
24V
S U/SU I
13
24 V
12
3.1
KC-10
S U/S UI
11
0V
10
0V
MTH
C10

MT H
3.1
9
ST H
S TH
8
COMTH
C OMTH
7
C OM
3.2
14
C OM
6
D 12
D 12
5
8
4
6b
8
3.2
3
6b
7
2
7
6a
15
FL
6a
1
FL
YELLOWGREEN
PE
PE
Bucher
valve
block
Descent valve coil
Ascent valve coil
Bucher
feedback cable
NTA-2

LiSA CONTROLLER
5.5 Shaft pit connections – PIT STOP
PIT STOP PIT STOP

Pit connections terminal wire
number
1 1
Pit safeties
1A 2
L 3
Telephone socket
M 4
AL 5
Alarm button
0V 6
ICOM1 7
Intercom device
ICOM2 8
R230 10
230V AC socket N230 11
PE GN/YL
PS
1
1
1
1A
1A
3
12x0.75mm 2
L
4
M
M
AL
AL
5
PS
6
0V
0V
Connect to the
I COM1
ICOM1
7
I COM2
8
ICOM2
conroller's 9
CAST RL
PS terminal strip
R 230
10
R230
N230
11
N230
PE
Kίτ ρινο/Π ράσινο

PE
STOP
TL PIT
STOP
INTERCOM
Slave
Intercommunication device KD-600

INTERCOM
3x1mm2

LiSA CONTROLLER
In case the lift suspension in a hydraulic lift is 1:2 with two rams (HADI), an overspeed governor is installed in the
shaft in order to activate the safety gear. The overspeed governor’s tension device switch is connected to the safety
chain through the Pit stop.
Overspeed
governor
PS
1
1
1
1A
2
1A
3
16x0.75mm 2
L
L
4
M
M
5
AL
AL
PS
6
0V
0V
Connect to the
ICOM1
7
ICOM1
ICOM2
8
conroller's
ICOM2
CASTRL
9
CASTRL
PS terminal strip
R230
10
R230
N230
11
N230
PE
Κίτρινο / Πράσινο
PE
STOP
TL PIT
STOP
Brown
Yellow/
INTERCOM
Green
Slave
Intercommunication device Blue Connect the
INTERCOM KD-600 overspeed governor 's
tension device switch
3x1mm2 cable
Overspeed governor 's

tension device
3x1mm2

LiSA CONTROLLER
5.6 Car doors

5.6.1 Automatic car door, BUS type
WIRE'S COLOR
AUTOMATIC LDAC BROWN
DOORS NDAC BLUE
220V SUPPLY
PE YELLOW/GREEN
230V - N / 1A. BROWN
SUPPLY
PE YELLOW/GREEN
230V - L / 1A. BLUE

WIRE'S COLOR
ENTRADAS RETIRING CAM
(or bus door command) CAM+ BROWN
OPEN CAM- BLUE
0V
Prim:4200/0.07
~230V 50/60Hz
Sec:2*140/0.28
COM
12V
CLOSE
BLUE MAGNET
SWITCH Ν.Ο.
RELLANO
BATERIA
BATTERY -
BATTERY
BATTERY +
RELET
IC400
WIRE'S COLOR
CAR DOOR 8 BROWN
CONTACT
SERIE 8A BLUE
BROWN
BLUE

SUPLPLY
AUTOMATIC OFF MANUAL LANDING
KLEFER ON OFF ON LANDING DOOR DOOR N 5 26 23 7 6 5
3 2
GND 6 STANDBY
LEFT & CENTRAL RIGHT
+12V
ON BAT FLOOR COM L2' GND L1'
DO NOT 100.230F 7
OPER
THE CLOSE ON CLOSE OFF CONTROL OUTPUT
COVER +12Volt +12Volt INPUTS 2 VVVF4 VVVF4
LiSA HYDRAULIC MANUAL

ON OFF OPEN 12
Com Com
4 1 0V 11 1
56. MOTOR 0Volt 1 INPUT 0Volt 2 INPUT COM 10
MASTER SLAVE OPEN OPEN OUT+12V 9 3
M 55. ENCODER CLOSE 8 ΑΠΕΓΚΛΩΒΙΣΜΟΣ
Use only fuse
4 Amps/250Volt SP F PRIORITY INPUTS
FLOOR LEVER 26
EMERGENCY
RE-OPEN 21
30 SUPPLIER
9 SLOW CLOSE 25
31
32 OPENED 54 +12V COM 23
Light curtain
4 32 1 FUSE 20A (yellow)
33 SAFETY - + OFF
connections
5.6.2 Automatic car door, VVVF type
8 34 PHOTOCELL KLEFER
CLOSED AUTOADJUSTMENT
35 WHITE
4 5 6 20
53 51 PUSH TO RECEIVER GREEN SUPPLY 230V.AC
36 BLACK 19 FLOOR
37 ON CALIBRATE THE
BLACK 18
38 PHOTOCELL DOOR
OPEN SPEED - + EMITTER YELLOW 17
WHITE
39 L3 GND L2
40 SERIAL PORT
7 41 OBSTRUCTION 52
V- 16
TEST ?
50 RX 15
CLOSE SPEED - + 67 66
PUSH TO CHECK TX 14 3 2 1
BATTERY
STATUS THE DOOR V+ 13
.......OK!
-28 +29
11 10 15 Κίτρινο/ 14
- + Πράσινο
BATTERY
12
Magnetic switch
13
for emergency door opening
Car door contact Wire No AUTOMATIC DOOR
signal
connection 1 10 (VVVF-4)
Automatic door cable
2 12 (VVVF-4)
16x0,75mm2
3 8 (VVVF-4)
COMPLETE LIFTS
Light curtain supply

LiSA CONTROLLER
4
5 Light curtain supply
6 Light curtain NO contact
7 38-41 (VVVF-4)
8 33 (VVVF-4)
9 30 (VVVF-4)
10 Not connected
11 Not connected
12 Door contact
13 Door contact
Revision 14 1 (Emergency supplier)
Box 15 3 (Emergency supplier)
Yellow/Green 2 (Emergency supplier)
Version 1.3
PAGE – 79 –
02/2013
LiSA CONTROLLER
5.7 Travelling cable fixation
The travelling cables are connected to the controller and to the top of the car revision box. Their installation must be
made according to the following directions:
- Pick a horizontal and a vertical route in the shaft where the cable can be fixed without interfering with the movement
of the car.
- Fix the cable horizontally from the point of entrance in the shaft until the position picked in the previous step.
- Fix the travelling cable bracket to the vertical travel picked in the first step. The bracket must be fixed in the middle of
the lift’s travel.
- From that point on the cables must form a curve equal to half the length of the lift’s travel and they must be fixed to
the second bracket positioned in the bottom of the car.
- Finally the cables must be directed to the top of the car and connected to the respective terminal strip of the revision
box.
Car's floor
Travelling cable
Travelling
cable bracket

14
13
12
10
9
8
7
6
5
4
3
2
11
1
L4
L4
5A
N2
N2
5D
5C
5B
LiSA HYDRAULIC MANUAL

5A
N2
N2
L4
L4
5D
5C
5B
7
5
8
6
L4
5B
N2
PE
CAM-
LDAC
CAM+
SU/T.C.
INTERCOM
INTERCOM
Ec Vu Vo Su Sm So Im Intercom. Lisabus
L4
Cal
fan
XK2 Al L M N+ + S -
16 15 14 XK1
Cab.-Light fan D2-Open D2-Close D1-Open D1-Close
Vo
X1
So
Sm
Kopierblock
Selectorblock
Su
Vu
+ | Im
LiSABUS LiSABUS
XK9
EC Vu
FC1
full I
1
5.8 Travelling cable connections in the revision box
XK10 XK11
Ie
Iu
Id
Es
|
Ec
Switch Switch Limiter Screen Overload Puls-Gen
COMPLETE LIFTS
Sm So Im L M N+
Sl
1
LiSA CONTROLLER
if XK3
Vo
LiSABUS LiSABUS
|
XK8
Vu
|
So
|
+N
Sm
|
terminal strip
Switch Switch Limiter Screen Door 1
Connect to the
+
controller's FC1
Su
|
Door 2
+
Dc Do Com | Close | Open | Force + Light- Dc Do Com | Close | Open | Force | Light- |
XK7
X3 No
Rel-Emerg.-Light
Nc XK12
NC
C
Ec _ El N+ L M N+ + S _ 01 f1 f2 f3 f4 _ + NO
XK5 E-Call E-Light Int. -Com LBus Ec-Con.
Version 1.3
PAGE – 81 –
02/2013
LiSA CONTROLLER
5.9 Revision box-C.O.P. interconnection (APO14 – LF12)
EC / - Emergency Alarm
EL / N+ Safety Emergency Lights
L/M Telephone Line
OL / - Over Load
/- Door Open Button
/- Door Close Button
F1 / - Attendant Key Or Lights Key
F2 / - Multifunction Fan Key
F3 / - Inputs Fire Fighter Key (Fincar)
F4 / - Fire Fighter Start Input (Finstart)

LiSA CONTROLLER
5.10 LiSA Bus connections in the shaft (L.O.P.s , hall lanterns)

Kleeman LiSA Hidrahulico Manual Ingles

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LiSA Operation Manual

Chapter 3. Service and maintenance

Chapter 4. First movement instructions

Chapter 5. Prewired installation

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

5.8 Travelling cable connections in the revision box………………………………………………………........... 79

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

Chapter 1. LiSA boards description

1.1 Main board – (LiSA 10)

1.1.1 Connections (terminals and connectors)

A2 JP13/ Notrugbetrieb /32

Terminal Connection Connections description

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LGS = low speed contactor

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

1.1.2 Jumpers, functional elements

AA/SAK 10 Adr Vcc

Jumper Function Plugged Not plugged

Jumper Function Position Position

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

1.1.3 Ι/Ο Card – (IO16)

1.2 LiSA Bus - Serial communication system

Adr.: 0 KF6 KF5 KF4 KF3 KF2 KF1

J1 NR/Ec P1 (Pips) APO-14

LiSABUS LiSABUS LiSABUS LiSABUS

Adr.: 47 Adr.: 54 Adr.: 55 Adr.: 55

LBM-09 LBM-09 LBM-09 LBM-09

Serial communication system, block diagram

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

1.2.1 LiSA Bus Driver (LBD-02)

Addresses on the cabin bus: /F2 +24 S -H F6

1.2.3 LiSA – Travelling cable adapter (Busad-3)

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

1.2.4 Car connections main board (APO14)

Travelling cable connections

Emergency call Ec Door closing

Alarm Telephone LiSA-Bus Programmable

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

1.2.5 Car operating panel main board (LF12)

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

0 0 1 General times of the installation

0 0 2 Travel times / pulses

0 0 5 Key addresses and landings

0 0 8 Door opening functions

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

2.2 Parameter description

Elevator Type (Ropetraction/Hydro/VV/VF-control) :

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

Pre-start relevelling prevented (0/1)

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

(0): Correction travel to the terminal landing.

Max. opening-speed of door in mm/sec.

Selective door control – landing (0/1)

Selective door control – car (0/1)

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

Automatic car command in car elevator

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

LiSA HYDRAULIC MANUAL Version 1.3 02/2013

Every command is finalized by the *-button.