How do you troubleshoot ShK6000 group and motion faults?

On a ShK6000 or ShK6272 lift, the deciding quantity is the state transition at the instant the car should move, slow, or stop: sensor state, motion permission, drive command, and group-call state. Motor thermal protection is a separate resistance problem; its setting depends on whether the installed motor device is a PTC thermistor or a thermocontact. Record the operating mode and controller and drive indications together, because codes 20 and 82 and loss of group calls point to different parts of the sequence. A displayed call does not prove that motion is permitted.

Fault timing and measured quantities at the ShK6000

Record what changed, where it changed, and when. The reported cases show why a code alone is not a diagnosis: code 20 appeared in normal operation even though its description referred to a DTO condition at movement start; code 82 appeared in normal operation although its description named machine-room or car-roof control; and a lead-lift fault could stop a follower from serving calls while that follower still displayed normal operation.

Quantity or indication	Reported value or behavior	Where to read or verify
Motor temperature-input resistance setting	One installation used 0 for a thermocontact; another retained a factory value of 800 ohms. These are different field observations, not interchangeable settings.	Controller parameter screen and manual; measure the installed sensor and its wiring with power isolated as required by the equipment procedure.
PTC trip resistance	A field note cited 2100 ± 400 ohms as a motor PTC trip range. It is not a ShK-specific setpoint.	Motor or sensor documentation and the ShK input description.
Top-of-travel slowdown and position	One reported code-20 case had a 1–3 cm variation in the displayed or achieved stopping position after sensor wiring was corrected.	Compare DTO/DNE transitions, leveling indication, and physical stopping position over repeat trips.
Intermittent motion-permission fault	Code 82 reportedly recurred every 2–3 days.	Controller status and drive input/status records at the event; capture the operating mode and command state.
Version-sensitive group behavior	A reported upgrade changed 09_10.V7 V9 to N5SW6V9.	Read the installed version from the controller and record group mode and floor-controller count before and after changes.

Do not convert the reported resistance values into universal limits. The sensor type, input circuit, parameter meaning, and actual measured resistance decide whether a value is appropriate.

Controller, sensor, drive, and call-group state transitions

Motion troubleshooting works best as a sequence. The controller accepts a request, checks operating conditions and position signals, asserts a motion permission or output, and exchanges status with the drive. The drive then controls travel and reports its own input and fault states. In a group, call distribution and lead/follower status add another layer. A failure can occur at any transition even when a later display still shows the original request.

Use the controller display as an observation point, not as a substitute for knowing each signal's polarity. ShK displays include binary values whose meanings are signal-specific. Examples recorded for one display were 212: 1 means doors closed and 0 means doors open; 869: 1 means no revision mode and 0 means revision active; 614: 1 means low speed and 0 means high speed; and 604: 1 means all contactors are off and 0 means one or more are energized. The same signal may appear in more than one information window. Check the signal table for the installed software instead of assuming 1 means voltage present or active.

At the event, distinguish a request from a response: call registered, direction/speed indicated, motion permission present, drive command present, drive input acknowledged, and sensor transition observed. A normal-looking controller state does not establish that the drive is producing torque; likewise, a drive that sees its inputs does not prove the controller's internal permission remained valid.

Lead-follower addresses and shared call lines

Group setup is sensitive to which lift is designated lead or follower, where landing calls connect, how indicators are wired, and which peripheral address each module expects. Identical jumper positions can represent different addresses on different modules, and a first-floor indicator address can depend on whether the lift is lead or follower. The address positions described for these devices do not follow a simple binary-number pattern.

1. Record each lift's role, group setting, floor count, and number of floor controllers. Record the controller firmware and save the current settings before changing the configuration.
2. Trace each call line and indicator conductor against the actual wiring diagram. Mark which lift receives each call input and which indicator each line serves.
3. Use the address table for the specific module type to set peripheral addresses. Do not transfer a jumper pattern from another module without checking that module's table.
4. Under the site's controlled commissioning procedure, test normal calls with both lifts available, then test the documented degraded conditions, including a lead-lift fault or revision mode. Confirm what the follower does and what each indicator displays.
5. Review any shared-line design for single-point failures. A criticized wiring variant could lose indication and service on both lifts if the first lift's call line failed; verify the actual design and its failure response before acceptance.

One ShK6272 service case reported that a follower stopped serving calls after the lead lift faulted, and another reported that putting the lead lift into revision also stopped follower calls. Both behaviors were corrected by a firmware change. A separate group upgrade from 09_10.V7 V9 to N5SW6V9 reportedly retained saved parameters, but the group-work setting and floor-controller count still needed correction. Confirm those settings explicitly; parameter retention is not proof that a group is configured correctly.

Motor thermal input and thermistor resistance

A thermal input configured for a resistance-sensing PTC and one wired to a dry thermocontact are not automatically equivalent. The field reports conflict on the meaning of a zero-ohm setpoint: one installer used zero with a thermocontact and reported normal operation, while another reasoned that zero should cause an immediate trip if the controller compares measured circuit resistance to a threshold. A separate comment proposed that resistance up to 1 kilohm is treated as a closed contact. Treat that proposed threshold as unverified for the installed controller.

1. Identify the actual motor sensor from the motor wiring diagram and inspect its connection to the controller input. Establish whether it is a PTC element or a switching thermocontact.
2. Read the exact parameter definition and input logic in the ShK documentation for the installed version. Determine whether the setting is a trip threshold, a contact interpretation, or another configuration value.
3. Measure the cold sensor and complete field circuit using the equipment's isolation procedure. Compare the result with the sensor specification and controller input requirements.
4. Set the input for that device type, then test the indicated input state and thermal trip behavior using the manufacturer-approved test method. Record the setting and result.

The cited 2100 ± 400 ohms is a reported PTC trip range, not permission to program that value into every ShK controller. A thermocontact may present a near-closed circuit in normal operation, while a PTC changes resistance as it heats; the controller must be configured for the device actually installed.

Code 20, DTO, and deceleration transitions

Code 20 was described as DTO not operating at the start of motion. In a reported case, the DTO indication changed as the car left the leveling zone, the fault appeared in normal operation, and the lift behaved differently for upward and downward calls. Reversing the sensor leads resolved that case, but the subsequent 1–3 cm position variation still required checking. Another group-service case traced recurring code 20 stops to sticking contacts in a low-cost monostable DTO sensor; replacing that sensor resolved the reported fault.

1. Capture the exact mode, starting floor, requested direction, displayed direction, and code timing. Note whether motion starts, whether the drive command remains present, and the point at which DTO changes.
2. Compare the live DTO state with the physical sensor action and wiring diagram. Check polarity and contact operation; do not reverse leads by trial and error.
3. For a fault that occurs in only one direction or between particular floors, compare the relevant DNE/DTO transitions and the configured deceleration paths. One reported short-trip speed issue called out KT_S and KT_S1 for inspection, along with the DNE state at the transition to low speed.
4. After correction, repeat the affected trips in both directions and verify the slow-speed transition, leveling, and final stopping position. A cleared code with variable stopping position is not a completed adjustment.

When the car displays an upward arrow but does not move, compare the controller request with motion permission and drive response before changing speed or deceleration values. A display that changes direction or speed is evidence about logic state, not proof of the corresponding physical sensor state.

Code 82, code 45, and drive records

Code 82 was described as loss of motion permission while moving under machine-room or car-roof control, but one installation saw it in normal operation. The mismatch makes event timing decisive: capture the controller's mode, internal permission, drive command, and drive input/status at the instant the fault appears. Do not diagnose from the text label alone.

Code 45 was described as interruption of the D1/D2 sensor phases. A reported technical response separated this fault from the safety circuit, while other service observations included recurring code 45, drive fault E.EF, and implausible encoder-pulse indications such as 27 or 65xxx on an ABB drive installation. Those clues call for separate checks of D1/D2 signals, sensor wiring, encoder feedback, and drive fault history; they do not identify a single cause across installations.

1. Read controller input states and event history around the fault. Check the D1/D2 sensor transitions and supply wiring against the schematic.
2. Read drive fault history and feedback values at the same time window. Compare abnormal counts with the drive's own encoder diagnostics and configuration.
3. Check the safety circuit independently when the lift indicates a safety fault or the measured circuit state calls for it. Do not use code 45 by itself as evidence that the safety chain has opened.
4. Compare the fault frequency against travel time and position. A fault that becomes more frequent with repeated running may indicate a temperature- or motion-dependent failure; isolate the component by observing signals and drive records rather than changing unrelated parameters.

In one code-45 case, reducing drive parameter LF.13 by 500 was followed by fewer initial faults, then a lower-limit overrun and calibration failure with code 41. The parameter's units and role were not stated in that report. Do not copy that adjustment: an apparent reduction in a sensor fault can conceal a position or travel-limit problem.

KEB settings and end-of-shaft travel

A separate KEB case involved smooth, uncommanded stops during downward travel after the lift had stood unused for three months. Controller motion commands remained asserted, the drive showed its inputs, and no drive fault was reported. A proposed remedy was to reset the KEB configuration through Lb.03, select drive type AG, then select SGL and configure the drive from its manual. The case did not report a confirmed outcome, so treat this as a drive-setup path to evaluate, not a proven fix.

1. Record or back up the existing drive parameters and controller settings before any reset. Capture the drive's fault history and input/status values during a stop.
2. Compare configured drive type and parameters with the motor, encoder, and drive documentation. If using the proposed reset sequence, confirm it against the applicable KEB manual before changing settings.
3. After reconfiguration, follow the drive instructions for setup and calibration. Test controlled motion and confirm that the controller command, drive response, brake action, and stopping behavior agree.

A separate inspection-mode report said the car could not travel above the top floor to reach shaft equipment. The stated solution required changing a drive parameter, but its identifier and value were not given. Locate the applicable startup-problem instruction from the station manufacturer and use the documented parameter for the installed drive; do not infer the parameter from the symptom.

Commissioning wiring and mode-specific interlocks

During one installation, the conductors in the cable running to the pit did not match the expected sequence because an extra conductor had been inserted. The installer reported that a phase could otherwise have reached the safety circuit. Check conductors terminal-to-terminal against the correct drawing before energizing; connectorized wiring and ordered numbering do not prove that each conductor lands at the intended terminal.

For a reported mounting-mode door fault, the controller showed dashes for VKO and VKZ. The field guidance specified closed DK and ZDK signals for mounting mode and recommended checking the door-drive reed switch on a Hydro Plus arrangement. Verify the exact mounting-mode requirements in the station manual and inspect the relevant input transitions. Never defeat a safety chain to make a mode run.

After flooding, one ShK6272 installation had a number of separate electrical problems: an L-to-frame short through a car-command post board, a short in the D1 sensor supply, burned resistors in the D1 chain at the central controller, a 24 V short in a BUAD, and a second faulty BUAD in the VKO path. That case illustrates why a correctly displayed sensor state does not clear the rest of a damaged circuit. Inspect each affected board and supply path, then retest the complete input chain rather than relying on one indicator.

Firmware verification and recurring diagnostic traps

Firmware updates were delivered for the ShK systems through the manufacturer and applied from an SD card. Field reports describe group faults corrected by firmware changes, but also show why updating and configuration review belong together: a group-mode setting and floor-controller count needed adjustment after one version change. Save the original parameter set, record the current firmware, and obtain a version intended for the exact station and group arrangement through the manufacturer's official channel.

1. Before an update, export or otherwise record the full parameter set, group roles, controller counts, drive settings, and firmware version.
2. Install only the correct manufacturer-provided firmware by the documented SD-card procedure. Confirm the displayed version after restart.
3. Recheck group-work mode, floor-controller count, addresses, and any parameters listed for migration. Do not rely on a report that another installation retained its parameters.
4. Test calls, indicators, follower behavior with the lead in normal and revision modes, and the affected motion sequence. Record the result with the firmware and parameter versions.

Two recurring traps are treating the LCD's 0/1 values as a universal electrical convention and treating a fault label as a complete cause statement. A third is changing a drive parameter to suppress a controller fault without checking position limits and calibration afterward. Keep separate records for controller inputs, drive state, sensor transitions, and physical car position.

ShK6000 and ShK6272 troubleshooting FAQ