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CIRPARK INSTALLATION AND START-UP

MANUAL

User manual

CCMI001-090316-09A-SP

CIRPARK EXPERT

Technical Documentation Page: 2/83

CIRPARK INSTALLATION AND START-UP MANUAL

TABLE OF CONTENTS

2.1 INSTALLATION ........................................................................................... 11

3.1 INSTALLATION ........................................................................................... 18

6.1 TCP-PARK CONVERTER ............................................................................ 38

6.2 POWER SUPPLY........................................................................................... 39

6.3 COMPUTER EQUIPMENT........................................................................... 40

6.4 ELECTRICAL PROTECTION ...................................................................... 41

7.1 CONNECTION DIAGRAMS ........................................................................ 43

7.2 BUS RS-485 ................................................................................................... 46

7.2.1 System configuration .............................................................................. 46

7.2.2 Technical characteristics of 485 bus (CIRCONTROL).......................... 47

7.2.3 Voltage drop in the 485 BUS.................................................................. 48

7.3 COMMUNICATIONS ................................................................................... 48

7.4 VALIDATION TABLES ............................................................................... 53

8.1 CHANNEL ..................................................................................................... 57

8.2 TUBING ......................................................................................................... 59

9.1 CIRPARK SCADA INSTALLATION .......................................................... 61

9.2 FILE LOCATIONS ........................................................................................ 65

9.3 START-UP WITH THE TESTPARK APPLICATION................................. 65

9.3.1 Main features .......................................................................................... 66

9.3.2 TESTPARK installation ......................................................................... 67

9.3.3 Running the program .............................................................................. 68

10.1 FAULTY CONVERTER................................................................................ 71

10.2 FAULTY SENSOR ........................................................................................ 74



10.3 FAULTY INFORMATION PANEL.............................................................. 76

10.4 FAULTY MR4-DP UNIT .............................................................................. 78

10.5 ELECTRICAL PROBLEMS ON THE SENSOR BUS ................................. 79



1 INTRODUCTION

The CIRPARK Guidance Systems belong to the range of products by CIRCONTROL,

technology manufacturer and leader in the sector of car-park products.

The main purpose of the "CIRPARK Systems Installation and Start-Up" guide is to

provide a useful tool for the installers, integrators and distributors of CIRCONTROL

products in all of the countries where our products are found, to help and facilitate the

correct placement, installation and configuration of the equipment, thereby attaining a

faster deployment of the systems and allowing both clients and car-park users to enjoy

the benefits of the system as soon as possible.

With this guide, the following goals can be attained:

� Optimization of the resources used to install the systems.

� Reduction of the time that spaces are occupied due to the installation process,

thus minimizing the inconvenience caused to users of the car park.

� Rapid implementation of the system, thus contributing to the acceptance on the

part of the users and the absolute confidence on the part of the car park's

operator, encouraging the deployment of the system in future car parks.

� Providing installers with the tools they need to carry out a correct installation

and pain-free subsequent maintenance.

� Training installers and clients to be CIRPARK EXPERTS, qualifying them to be

able to deploy CIRPARK installations anywhere in the world.

The parking space system starts with the installation of sensors in each parking space,

providing real-time visual information about the occupancy status of the space.



This information is sent over communication buses to a management software

application, which analyses the data and is able to give information about occupancy

status and provide lists of the number of free spaces, so that, via information panels,

users can be given all the information they need to easily access those parking spaces

that are available. Complementary information is provided with the installation of

vehicle flow sensors, which gather information about the movement of vehicles around

the car park.

The architecture of the Free Space Location System is based on a structure of clearly

defined elements:

� Space sensors

� Indicator lights

� Information panels

� Vehicle flow detectors

� Control elements

� Cabling and connections

� Fixing systems



2 SPACE SENSORS

The main goal of the ultrasonic space sensors is to detect the presence of a vehicle

parked in a parking space.

This information is communicated to the users of the car park via indicator lights and

information panels, and to the car-park operators via an RS-485 network, converted to

Ethernet.

The ultrasonic sensors are delicate pieces of equipment and their correct operation

depends upon their being correctly installed. It is very important to follow the steps

defined below in order to ensure that the system functions correctly.

The basic principal for installing an ultrasonic space sensor is:

"Install it in the geometric centre of the space, perfectly parallel to the floor"

There exist two types of ultrasonic sensor, for different types of car park:

� SP3-RG and SP3-RB Standard Ultrasonic Sensors, for parking spaces with good

visibility. The sensors feature high-luminosity LEDs which inform users of the

occupancy status of the space. SP3-RG: Green = Free; Red = Occupied. In the case

of the SP3-RB model, for disabled parking spaces: Blue = Free; Red = Occupied.



� SP3 Standard Ultrasonic Sensor: for parking spaces where, due to difficulty

viewing the centre of the space from the circulation lane (due to columns,

pedestrian entrances, etc.), an indicator outside the space is required.

For very large parking spaces, more than one ultrasonic sensor can be installed and can

be configured to act as a single unit using the software application.

For each model, there exists an F version, which has an extended operating temperature

range, for use in places with much lower temperatures.

The temperature range of the version F sensors is from -20 ºC to 60 ºC.

The most important limitations and recommendations for the correct installation of the

ultrasonic sensors are:

MAXIMUM HEIGHT OF 4 METRES & DISTANCE BETWEEN SENSORS OF 2.5

METRES.

The maximum height above the floor at which the ultrasonic sensors can be installed is

4 metres. This is the maximum height at which the sensors can correctly detect the

vehicles and, with the space indicator lights also being placed at the same height, is also

the limit at which these can easily be seen from within a vehicle.

This height must be measured from the sensor in a perpendicular line to the floor, and

always as close as possible to the geometric centre of the space.



The distance between space sensors must never be less than 2.5 m, thereby avoiding

possible interference between sensors.

NO OBJECTS BETWEEN THE SENSOR AND THE FLOOR.

There must not be any objects between the ultrasonic sensors and the floor. This could

prevent the equipment from working correctly. Special care must therefore be taken

with stairways, information boards, signposting, etc.



Care must also be taken when designing the distribution of the elements, always

choosing the correct locations for all of the equipment to ensure the optimal operation

of the CIRPARK system.

PARALLEL TO THE FLOOR.

The ultrasonic sensors must be installed as perfectly parallel

to the floor as possible, allowing the rebounding ultrasonic

signal to be read correctly and avoid possible interference.

The maximum angle in relation to the floor at which the

system will work to 100% of its capacity is 5º, the equivalent

of a slope of 10%.

FLAT FLOOR (MANHOLES, UNEVEN FLOORS, DRAINS, ETC.).

The surface of the floor is very important for the correct operation of the system.

Elements such as manhole covers, expansion joints, uneven floors not painted with non-

slip paint, puddles of water, oil stains, and other distorting elements on the floor can

make it difficult for the sensor to receive the ultrasonic signal correctly.



It is very important to check that the sensor is not placed above any of the

aforementioned elements and, if it is, it should be moved the smallest possible distance

that will allow it to work 100% correctly.

AVOID PLACING NEAR VENTILATION DUCTS.

Installing the sensors in close proximity to ventilation ducts should be avoided

whenever possible.

If it is absolutely necessary to install them near ventilation ducts, the sensors should be

lowered to the edge of the ducts.

The ultrasonic sensors should not be installed in the air outlets of the ventilation ducts in

order to avoid possible interference.



2.1 INSTALLATION

The ultrasonic sensors can be installed in several different ways, depending on the type

of car park and the type of support chosen for the installation.

� If the installation is to use metal channels supplied by CIRCONTROL:

PK-TSS: T-junction for

holding the sensor

The PK-CP 245 aluminium channel fitting into the PK-TSS T-

junction.



View of the PK-TSS T-junction in the final assembly, without sensor

View of the PK-TSS T-junction in the final assembly, with the SP3 sensor

Mounting of the SP3 sensors

PK-ESS: The part for

holding the SP3-RG

sensor

The PK-CP 245 aluminium channel fitting into the PK-ESS

View of the PK-ESS in the final assembly, without sensor



View of the PK-ESS in the final assembly, with the SP3-RG sensor

Mounting of the SP3-RG / SP3-RB sensors

The sensors are attached using plastic fixing screws, supplied with the

equipment (bags of 100 units).

View of the two installation methods

� If the installation is carried out using standard metal channels:

The ultrasonic sensors can be installed into any regular type of channelling, with

multiple options available depending on the client and the type of car park. The

images below illustrate some of the solutions adopted by different clients.



As before, the sensors are attached using plastic fixing screws, supplied

with the equipment (bags of 100 units).

� If the installation uses tubing:

The ultrasonic sensors can be installed into any metal or PVC tubing, with multiple

options available depending on the client and the type of car park.

To facilitate the installation of the system using tubing, CIRCONTROL will supply a

base unit for each sensor, adapted to fit tubing with a metric diameter of 20.



The images below illustrate some of the solutions adopted by different clients.

To facilitate its connection, the sensor is supplied with the wires pre-connected, both for

the connection to the sensor bus (4 wires) and for the connection to the indicator light (3

wires).



The above view of the sensor shows all of the possible locations for securing the unit

using plastic fixing screws, allowing any standard channel to be used. There are five

positions on each side, providing many different possibilities.

Each of the sensors supplied by CIRCONTROL comes configured with a unique

hexadecimal address, etched onto the front of the sensor casing. This direction should

be noted down on the car-park plans alongside the number of the space assigned by the

operator, so that both of these pieces of information can be entered into the

configuration program at the same time, thus ensuring that everything is kept in order.

The last point that must be taken into account when installing the sensors and powering

them up is that they are set with a default height above the floor of 1.8 m, meaning that

until each of them is sent its actual correct height via the network, they may not work at

100% accuracy.



3 INDICATOR LIGHTS

The purpose of the indicator lights is to indicate to the users the status of each parking

space (green = free, red = occupied). If the car park has columns which obstruct the

view from the traffic lanes of the ultrasonic sensors located in the middle of the spaces,

external indicator lights will be used. Otherwise, the indicator lights will be built into

the sensors, with external lights not being necessary.

1. Car park with columns, blocking view

of the sensor

2. Car park without columns, allowing

good view of the sensor, which has light

built in

There are three different types of indicator light, depending on the type of car park and

on aesthetic preferences. For each solution, the type of indicator light to use will be

chosen (for each model there is also a red/blue model available for disabled parking

spaces).

Type of indicator Recommended use

PP1-RG /

PP1-RB

Small-medium car parks, where a panel

per level indicating the available spaces

and indicators with a 360º view provide

users with sufficient information.



PP2-RG /

PP2-RB

Car parks with one-way traffic lanes.

Recommended for large car parks for its

high luminosity.

PP3-RG /

PP3-RB

Car parks with two-way traffic lanes.

Recommended for large car parks for its

high luminosity.

Table comparing the uses of the different indicator lights

As well as functional requirements, aesthetic criteria are also very important when

choosing the type of equipment to install.

3.1 INSTALLATION

The indicator lights can be installed in different ways, depending on the type of car park

and the type of support chosen for the installation.

� If the installation is to use metal channels supplied by CIRCONTROL:

CIRCONTROL will supply the correct parts for each indicator. The accessories

will be fastened to the channel using a special silicon, specifically designed for

joining metals.

PK-TPPx: Part for holding

the indicator

The PK-CP 245 aluminium channel fitting into the PK-TPPx



View of the PK-TPPx in the final assembly, with the PP3-RG indicator

Mounting of the PP1-RG / PP1-RB / PP3-RG / PP3-RB indicators

PK-TPP2: Part for holding

the PP2 indicator

The PK-CP 245 aluminium channel fitting into the PK-TPP2

View of the PK-TPP2 in the final assembly, with the PP2-RG indicator

Mounting of the PP2-RG / PP2-RB indicators

The PP1 and PP3 indicators are attached using plastic fixing screws, supplied with the

equipment, and the PP2 indicators are attached using bolt (metric 3) and washer, not

supplied with the equipment.



� If the installation is carried out using standard metal channels:

The indicator lights can be installed into any regular type of channel, with multiple

options available depending on the client and the type of car park. The images

below illustrate some of the solutions adopted by different clients.

� If the installation uses tubing:

The indicator lights can be installed into any metal or PVC tubing, with multiple

options available depending on the client and the type of car park. The images

below illustrate some of the solutions adopted by different clients.



To install the PP1-RG / PP1-RB / PP3-RG / PP3-RB indicators in tubing, we

recommend the use of a standard junction box, with the following characteristics:

Sealed box 70x35 Ø (interior measurements).

4 openings for tubing, with maximum of 20 mm Ø

(M20).

Press-on cap.

Protection grade IP 55, IK 07.

Self-extinguishing thermoplastic material.

Easy-open system.

To facilitate their connection, the indicators are supplied with the pre-connected wiring

for connection to the space sensor (3 wires).

UNIT FRONT VIEW / REAR VIEW

PP1-RG

/

PP1-RB

The indicators for disabled parking spaces can be told apart by the blue pin

hooked in the interior of the indicator.



PP2-RG

/

PP2-RB

The indicators for disabled parking spaces can be told apart by the fact that,

instead of having Red, Green and White connection wires, they have Red,

Blue and White ones.

The indicators for disabled parking spaces can be told apart by the blue pin

hooked in the interior of the indicator.

PP3-RG

/

PP3-RB

On the other side, the

placement of the indicator is

indicated on the printed circuit

board, where two arrows show

the direction of the LEDs or,

in other words, the direction of

the traffic lane.



4 INFORMATION PANELS

The purpose of the information panels is to indicate to users the number of available

spaces in the car park and, depending on the type of panel, the direction in which they

are located.

The main purpose of the information panels is to give users the information they need to

find an empty space as quickly as possible.

The information panels are elements that can be installed in as large or small numbers

as necessary, either coinciding with the start-up of the rest of the system or at a later

stage. They are connected to the sensor bus as regular elements, thus allowing more of

them to be installed at any time.

Example distribution architecture for information panels



CIRCONTROL offers a complete range of information panels, suitable for practically

any kind of installation. However, in some cases the client may require a special kind of

panel, which can be integrated into the system using the manufacturer's protocols, as in

the image below.

The information panels can be fixed in place in any number of ways. No special support

is supplied with the basic panel. Instead, we recommend here some of the different ways

in which it can be installed.

It is important to place the information panels where they are needed most, in order to

neither confuse nor give incorrect information to the user.

Shown below are different installation solutions, which either use a hole drilled into the

panel's surface or which make use of the panel's locking bolts.



The car park's information panels should be installed at the entrance to the car park,

where they will be most visible.

To facilitate the correct installation of each information panel, they are supplied with

two labels: one which shows the direction of the arrow and another with the model of

the panel and its configuration.



There exist several different types of panels, depending on the type of installation:

MODEL USE

DX3 / D4

This type of panel is suitable for displaying the

number of spaces available in a determined parking

zone, such as a particular level, etc.

Model with either 3 or 4 digits, depending on the

size of the car park.

DX3 AA / DX2 AA

DX3-F AA / DX2-F AA

DX3 AA-IP / DX2 AA-IP

DX3-F AA IP / DX2-F AA IP

Panels which indicate the number of spaces

available, along with the direction in which they can

be found. Indicates free spaces straight ahead or

descents.

The panels can display X / Arrow: Green / Red or

Arrow / Arrow: Green / Red, depending on what you

wish to indicate.

A model with IP65 protection is also available, for

when environmental conditions demand this extra

protection.

DX3 DI / DX2 DI

DX3-F DI / DX2-F DI

DX3 DI-IP / DX2 DI-IP

DX3-F DI IP / DX2-F DI IP

Panels which indicate the number of spaces

available, along with the direction in which they can

be found. Indicates free spaces to the left or to the

right.

The panels can display X / Arrow: Green / Red or

Arrow / Arrow: Green / Red, depending on what you

wish to indicate.

A model with IP65 protection is also available, for

when environmental conditions demand this extra

protection.



DX-F AA / DX-F DI / DX-FF

Panels which indicate the direction of the available

spaces in the car park. Indicates free spaces to the

left or to the right and up or down. Models with

either one or two arrows.

DX2-VMS

DX3-VMS-6

DX3-VMS-8

Two-colour matrix panel for displaying information

about available spaces, including their direction.

Models with 2, 3 or 4 digits, with cross/arrow sign.

Configurable, with a total of 8 characters on the

largest panel.

DX-VMS-F

Three-colour RGB matrix panel, with customizable

images.

Text configured using software, with up to 8 text

characters or arrow and the number of available

spaces.

D3 OEM / D2 OEM

OEM information panel showing number of free

spaces, to be integrated into a larger panel or other

display solution. Supplied with the base connection

protocols.

DM-AA / DM-DI

Panel displaying information about the direction of

free spaces for disabled users. Only indicates the

direction of spaces when they are available. Arrow

displayed in Blue, with cross in Red.

To facilitate their connection, all the panels are supplied with a connector, as with the

sensors, for the power supply and for the data.



The wire outlets are located on the rear of

the panel.

In the model shown in the image, two

wires are shown, since this is the model

with two arrows. This means that two

microprocessors are built into the panel,

and two addresses are needed.

5 VEHICLE FLOW DETECTORS

The purpose of the vehicle flow detectors is to detect the movement of vehicles around

the car park, so as to allow the data about the free parking spaces to be updated in real

time. This means that vehicle flow detectors are assigned to information panels and that,

when a vehicles passes by, the number of free spaces displayed on a panel is

decremented by one.

This system can be used for real-time guidance in car parks with a very high turnaround,

where it is very important to be able to give precise information about the number of

empty spaces within a particular zone. Alternatively, the CIRPARK-LT system can be

used, in which the monitoring of free parking spaces is not done via space sensors but

instead only via vehicle flow detectors. This system is not as reliable as the free-spaces

system, but it is more economically viable, and in many installations where a complete

guidance system is not justifiable this is a good start to providing users with

information. It is important to remember, however, that this system can never offer

100% reliability.



Architecture with the different types of vehicle flow detectors



The CIRCONTROL vehicle counting system is made up of the following elements:

MR4-DP control unit: The purpose of this unit is to gather the

count information from the different types of detectors, store it

in memory, process it and send it to the main system.

It can also activate up to 4 relays, according to the settings of

the CIRPARK system.

DPU Ultrasonic Vehicle Flow Detector: This detection device

uses a pair of ultrasonic sensors to gather information about

passing vehicles. Ideal for use in corridors and zones without

slopes.

DPF Photocell Vehicle Flow Detector: This detection device

uses a pair of photoelectric cells to gather information about

passing vehicles. Ideal for use on ramps and steep slopes.

DLI Inductive Loop Vehicle Flow Detector: This detection

device uses a detector plus one or two inductive loops,

depending on the installation, to gather information about

passing vehicles. Ideal for all sorts of corridors and ramps

where a magnetic loop can be installed.

The type of detector chosen will depend upon the type of installation, cost

considerations, etc.

The MR4-DP control unit features 4 relay outputs (for activating barriers, traffic

signals, lights, etc.); 8 digital inputs (for the photoelectric cells and inductive detectors);

1 RS-485 bus input, at 4,800 bps, for the ultrasonic vehicle flow detectors; a 24 Vdc

power output for all the detectors; and an RS-485 bus output for the main bus.

The detectors will be installed as follows: When the DPUs are installed, there must not

be any DPFs or DLIs installed. However, DPFs and DLIs can be installed together. In



other words, either the detectors using the RS-485 bus are connected, or those using the

digital inputs are connected.

Example of connection with DPU

When connecting the DPU, it is very important to place the detector numbers correctly

in pairs: 1-2, 3-4, 5-6 and 7-8, always placing the odd number in the input for the

traffic-flow direction. However, it is possible to configure the system so that it

recognizes the direction of the traffic flow so that any vehicle passing through the even-

numbered sensors first will indicate that it is travelling in the opposite direction.

Two DPUs should always be installed per detection site, in order to correctly detect the

passing of the vehicle, and they must have a separation distance of 1.5 m, with a margin

of ± 15 cm. Two detectors are also installed in order to prevent false readings of people

or any other elements other than vehicles. The DPU sensors must have a maximum

distance from the floor of 3 m. It is also important to remember that the bus is of the

RS-485 type, meaning that a star topology is not possible, and that each sensor must be

connected one after the other, as in the example.



The DPF and DLI detectors activate the digital inputs of the MR4-DP, with 2 inputs

being used for each detection site since, in order to know the direction of the traffic

flow, we need to receive signals from two detectors. Two detectors are also installed in

order to prevent false readings of people or any other elements other than vehicles. The

distance between the two detectors will be a maximum of 1 m so that they can both

detect the same vehicle at once. Depending on which one detects the vehicle first, we

will know the direction it is moving in.

Example of connection with DPF and DLI

The magnetic loop detectors can be of two types: single loop or double loop. The

single-loop detectors simply gather the information about the passing vehicle, and are

suitable for one-way traffic lanes. The double-loop detectors gather the information

about the passing vehicle and also the direction it is moving in, making them suitable

for use in two-way traffic lanes.

The relay outputs can be used to activate different elements, and they will be connected

according to the equipment that is to be activated. The relay outputs are potential-free

contacts.



Connection terminals of the MR4-DP

The MR4-DP control unit is connected to 24 Vdc just like any other element on the

sensor bus, allowing it to be situated wherever is most convenient in the car park, inside

a small wall box.

The same device has a power output, of the same value as the input, in order to power

both the DPU sensors and the photocell ones.

The final important point to consider regarding the installation of the vehicle flow

detectors is their correct placement, especially in the case of the DPUs, since if these are

incorrectly installed, a very high error rate will be produced and the system will not

work correctly.

One of the most important points is the following:

AVOID VEHICLE MANOEUVRES BELOW DPUS.

To ensure the correct operation of the ultrasonic vehicle flow detectors, the turning or

manoeuvring of vehicles underneath the detectors must be avoided as much as possible,

since such movements can distort the information sent to the system.



With CIRPARK-LT systems, this rule is even more important since information

regarding the number of free spaces can become totally distorted if the vehicle flow

detectors are not placed correctly.

Correct (green) and incorrect (red) detection

Incorrect (red) and correct driving route, as guided by obstacles (green)

The last point that must be taken into account when installing the DPUs and powering

them up is that they are set with a default height above the floor of 1.8 m, meaning that

until each one is sent its actual correct height via the network, they may not work at

100% accuracy.



6 CONTROL UNITS

The control units take care of the integration of all the elements of the car park. They

gather the information from the space sensors and from the vehicle flow detectors,

process the data and send the information to the car park's information panels.

They are also responsible for the correct configuration of the whole system to ensure its

optimum performance.

The first stage in the installation of the control elements is the actual architecture of the

system, in which a car park is divided up into different sensor communication lines. The

scale of each of these lines, up to a maximum of 70 sensors, will depend upon the car

park, although each control unit has a maximum capacity of 128 space sensors.

Installing such a large number of sensors on a single line is not recommended due to the

maintenance work that this would entail, along with the difficulty of installation and the

possibility of electronic faults. The smaller limit thus minimizes potential problems of

this sort.

The system is based on the fact that each line is made up of a power supply and an RS-

485 intelligent Ethernet converter. The line limit is imposed more by the possible

voltage drops of the line itself than by the capacity of the converter or concentrator.



On each of the lines, all of the CIRPARK system devices are connected, including the

space sensors, vehicle flow detectors and information panels.

The devices can be installed in three different ways, depending on what is best for each

installation.

� Distributed: The power supplies and the converters are installed at the start of each

line. All that is necessary is to carry out a segregated installation of the 220 Vac

line to power the control elements, along with another installation for the Ethernet

network cables.

Example of a distributed installation

� Centralized: The power supplies and the converters are installed at a centralized

point of the car park or level, meaning that the 220 Vac need only be fed to one

point. The communications cables will be patch cables for the connection to the

corresponding switch.

The only problem that must be taken into account is that of voltage drops on the

lines, since very large distances can be involved.



Example of a centralized installation

� Mixed: This tends to be the most commonly used type and is a mixture of the two

previous options. Normally, a centralized distribution is used on each level or in

each parking zone (on very large levels), and then an Ethernet network connection

is made between them.



Examples of centralized and mixed hubs

6.1 TCP-PARK CONVERTER

The TCP-PARK converter is the element responsible for talking to the field devices. In

each TCP-PARK, the configuration is loaded for all the elements on the line that are

connected to it, up to a limit of: 128 sensors; 4 information panels; 10 MR4-DPs.



The TCP-PARK converters are designed to fit in a two-unit DIN

rail. They feature 220 Vac of power, an RJ45 output for the

Ethernet network, and a connection to the RS-485 line via a plug-

in terminal.

Each TCP-PARK device has a unique MAC address, printed on a

label on one of its sides. This address is needed to set up the

device on the network.

Once it has been decided where the TCP-PARK devices will be installed, they simply

need to be supplied with power, connected to a PC via the network and, using the

TestPark application, given an IP address and the network parameters.

6.2 POWER SUPPLY

The power supply is another very important element since it effectively dictates the

maximum length of the sensor buses. A power supply will be installed for each line.

These power supplies can have different power ratings,

according to the line that they are each to provide power

to.

All of the supplies can be installed in DIN rails and

feature a 220 Vac inlet and two 24 Vdc outlets.

When we provide a line of sensors with power, it is very important to calculate the

power rating of the line in order to decide which power supply to use.

Once the installation has been completed, very long lines can be re-powered at the two

ends of the line, for which reason the design of the lines must facilitate this operation.

When we provide power at both ends of the line, the power supply medium must be cut,

so as to ensure that the two supplies are separate. But this only applies to the power; the

data connection cannot be cut.



The tables provided show voltage drop calculations according to the installed elements.

6.3 COMPUTER EQUIPMENT

The computer equipment will vary in each car park, depending on the Ethernet network

solution chosen, the dimensions of the car park and the number of spaces it holds.

In theory, a car park with between 1 and 2,000 spaces will only need a standard, entry-

level PC. Depending on the size of the car park, more RAM memory will be required,

for which reason the system manufacturer should be consulted for each different

project.

The network equipment will be different for each car park. They are standard switches,

such as the one shown below, with speeds of 10/100 Mbps, for use on a conventional

network.

The number of ports will differ according to each installation. The type of link can also

vary, depending on the network. If only UTP cabling is used, cheaper devices can be

connected together. If the network uses fibre-optic cable, either devices with fibre-optic

connectors or regular devices plus fibre-to-Ethernet converters can be used (the section

on the communications network explains the type of equipment to use for fibre-optic

networks in more detail).



In some installations, the PC itself will not be readily accessible, being stored in a rack

or at some distance from the operator's position. In such cases, KVM (Keyboard Video

Mouse) devices can be used, either locally (less than 15 m) or remotely, using UTP

cable to allow operators to use the PC over long distances.

Switch 8p 10/100 Mbps Standard, plus KVM extender

6.4 ELECTRICAL PROTECTION

As in all installations, it is important to adequately protect the lines of the parking

guidance system.

A mains circuit breaker will be installed, plus differential protection, all scaled up

according to each installation's load.

Optionally, magnetothermic switches can be placed on each level or in each zone, in

order to allow the partial or total switching-off of the system.

We recommend the installation of a UPS to provide additional protection for the

system, since sudden losses or surges of power can damage electronic equipment.



7 CABLING AND CONNECTIONS

CABLING IN INDEPENDENT CHANNELS; NOT IN POWER CABLE TRAYS

As far as possible, the parking spaces guidance system should be installed

independently of the rest of the systems in the car park.

If it is absolutely necessary for the system to share the same channelling solution,

whether this be tubing or metal channels, as another system, only data cables must be

put together; power cables must NEVER share this same installation.

In the same CIRPARK installation, depending on the location of the power supplies and

the Ethernet converters, power cables will need to be installed. These must be installed

in a different installation to the power cables and data cables of the ultrasonic sensors

and information panels.



7.1 CONNECTION DIAGRAMS

CORRECT POWER / BUS CONNECTIONS (JUNCTIONS)

It is possible and highly recommended that the pre-connected cables supplied by

CIRCONTROL are used. This avoids the need to check all of the junctions and cuts out

the possibility of human error when preparing the cables.

Installing said cables cuts out 95% of the installation problems encountered during start-

up. But it is equally important to ensure, before powering up the system, that the supply

voltage and the communication buses are correctly configured.

The CIRPARK system has been designed with all of the cabling system and devices

pre-connected for a typical installation like the one shown below:

The cables supplied by CIRCONTROL are shown below, along with their uses:



USE CABLE

C-LHS4: 3-metre halogen-free cable for connections

between sensors. 2 x 1.5 mm2 for power supply + 2 x

0.34 mm2 shielded twisted-pair for RS-485

communications bus. Output at end of patch cable for

connection to sensor.

C-SS4-T: 3-metre halogen-free cable for connections

between sensors. 2 x 1.5 mm2 for power supply + 2 x

0.34 mm2 shielded twisted-pair for RS-485

communications bus. Especially for installing in

tubing. Output at end of patch cable for connection to

sensor.

C-LH4: 100 m roll of 2 x 1.5 mm2 halogen-free cable

for power supply + 2 x 0.34 mm2 shielded twisted-

pair for RS-485 communications bus. Cable for

extending sensor lines. Cable used to reach the

control units.

C-LHP3: 3-metre halogen-free cable for connecting

sensors to indicators. 3 x 0.75 mm2

All of the cables used in car parks should be halogen-free.

As previously mentioned, all of the field devices are delivered pre-connected, as with

the cables. However, it may be necessary to cut off these connectors and use junction

boxes, for which reason we have included here each of the devices and identified each

of the cables:



Cabling supplied by CIRCONTROL

Connection diagrams for CIRPARK devices



7.2 BUS RS-485

This section provides a brief description of the RS-485 BUS, and aims to ensure its

correct installation and avoid problems at start-up:

7.2.1 System configuration

Determining the maximum load of the RS-485 bus with the SP3 device.

System characteristics

� Power supply: 24 Vdc - 10A.

� Average consumption of SP3: 30 mA.

� Cabling (The cabling of the bus is continuous. There are no links or bridges

between sensors): C-LHS4 cable (3 metre long cable, with 2 power wires, of 1.5

mm2 cross-section, and two shielded twisted-pair communications wires, of 0.34

mm2 cross-section; with connectors for line continuity and outlet with connector

for connection to sensor.

We recommend the use of two resistors, at the start and at the end of the line, of

100 – 120 ohms (cable impedance).

� Serial connection of the devices. (The connection of the devices in star or ring

topologies is not permitted) Avoid running the cables close to power supply

equipment or cabling, since these produce electromagnetic inductions that can

cause system malfunctions.



Maximum load of the RS-485 bus

� Maximum no. of connections:

o TCP-PARK limitation – 100 sensors – 10 displays – 5MR4

� Maximum bus length:

o 800 metres of sensor line.

� Recommended no. of connections:

o Between 55-65 devices

o If longer than 800 metres, necessary to add signal amplifier

o Minimum voltage at line – 18Vdc

7.2.2 Technical characteristics of 485 bus (CIRCONTROL)

485 bus parameters (CIRCONTROL)

Emission voltage (CIRCONTROL

devices)

24 Vdc ±10%

Transmission standard Half Duplex

Speed 4800, 9600, 19200 bps

Operating mode Differential

Format Binary (n, 8, 1)



7.2.3 Voltage drop in the 485 BUS

For the sensors to work correctly, the Vmin of the bus must be 16 V. Assuming a power

supply of 24 V, a voltage drop of 8V on the 485 bus line is permitted.

Characteristics of the PP1, PP3 and SP3-RG components

The following table shows the voltage consumption, in V, of each element on the bus

(with a bus of 5 loads), according to the number of connected loads on the bus.

BUS sensors SP3+PP1 SP3+PP3 SP3-RG

1 0.05 0.04 0.02

2 0.05 0.06 0.03

3 0.04 0.05 0.03

4 0.03 0.06 0.03

5 0.03 0.07 0.04

Max. ∆ Voltage 0.05 V 0.07 V 0.04 V

7.3 COMMUNICATIONS

The CIRCONTROL CIRPARK systems are based on the TCP-IP communications

standard, over a 10/100 Mbps Ethernet network.

The sensor lines are RS-485 buses, which are connected to the Ethernet network using

the TCP-PARK converters. From this point onwards, the network can be extended in

several different ways, depending on the type of installation.



DEDICATED ETHERNET NETWORK, NOT SHARED WITH OTHER SYSTEMS.

Except under very exceptional circumstances, the CIRPARK system's Ethernet network

should be totally independent of other systems in order to avoid problems with the

communication between the devices.

In the event that the system must be connected to another network, for its remote

operation, two network cards will be installed in the system server and another network

configuration will be completed.

In the other network we can see the rest of the subsystems, available from

CIRCONTROL, which are typically installed in a car park, such as smoke and CO

detectors, IP CCTV, energy management and electric vehicle recharging.



The network cabling normally uses Cat-5 UTP cable.

Cat-5 UTP communications cable.

WG26 FTP fully-shielded twisted-pair cable.

In the case of car parks that have very large distances, fibre-optic links will be used,

either taking advantage of an already installed fibre-optic infrastructure or installing a

new one.

Multi-mode fibre-optic will be installed. Multi-mode fibre is that in which the pulses of

light can circulate by more than one mode, or route. This means that not all of them will

arrive at the same time. Multi-mode fibre can have more than a thousand modes of light

propagation. Multi-mode fibres are commonly used in short-distance applications, of

less than 1 km. Such systems are easy to design and economical.



Their maximum distance is 2 km and they use low-intensity laser diodes.

Of the available multi-mode fibres, we will use, in accordance with the ISO 11801

standard, the OM1 model: 62.5/125 µm fibre, which supports up to Gigabit Ethernet (1

Gbit/s) and uses LED emitters.

The connectors are the elements which take care of connecting the fibre lines to a

network device, either a transmitter or a receiver. There are a large variety of connectors

available, and the ones we propose are as follows:

� SC and SC-Duplex for data transmission.

� ST or BFOC for networks within buildings and for security systems.

A fibre-optic installation consists of the fibre itself and the connection nodes.

Each of the nodes must contain a fibre-optic link, the point where a bridge is made to

the fibres that arrive there and which sometimes continue on their way to another node

in the installation.

There are many types of devices for connecting and fusing the fibre-optic cables. We

recommend that these installations are handled by a specialist company.



Image of a rack-mounted communications node

From the fibre-optic node, the fibres belonging to the parking guidance system are taken

and are connected to an emitter and a fibre receiver, at each end of the fibre.

Fibre Emitter/Receiver model: At one end, the fibre is connected, and at the other we

have an RJ45 connector for the Ethernet network



7.4 VALIDATION TABLES

CHECKING FOR VOLTAGE DROPS ON THE BUS.

To correctly view the devices and the status of communications, the voltage drop in the

devices on the same bus will be calculated in order to check that the results are correct.

It is important to remember that these buses have a power supply of 24 Vdc and RS-485

communications, meaning that star topologies cannot be used. The elements on the bus

must be located in series, one after another.

Bus of elements not in star

The power supply voltage of the sensor bus must never drop below 18 Vdc. To facilitate

the calculation of the voltage drops, and depending on the number of devices, the

following tables can be used.



They are purely indicative and depict a system which has a power supply at

one end only.

If power supply is connected at both sides, there is no problem.

Later, in each individual project, the voltage drop will be calculated correctly.

No problems Possible problem

Very high voltage drop - definite problem

SP3-RG Linear metres without devices

Devices 10 20 30 40 50 70 100 125 150 200 250 300 350

5

10

15

20

25

30

35

40

45

50

55

60

65

SP3-PP1 Linear metres without devices

Devices 10 20 30 40 50 70 100 125 150 200 250 300 350

5

10

15

20

25

30

35

40

45

50

55

60




Devices 10 20 30 40 50 70 100 125 150 200 250 300 350

5

10

15

20

25

30

35

40

45

50

55

60

65


Devices 10 20 30 40 50 70 100 125 150 200 250 300 350

5

10

15

20

25

30

35

40

45

50

55

60

Validation tables for lines with different numbers of devices, without information panels

or vehicle flow detectors

CIRCONTROL has a spreadsheet where all of the elements installed on a sensor line

can be entered, including information panels, MR4-DPs, DPUs, space sensors, indicator

lights, etc. along with the extra metres of cable used and all the parameters, allowing a

theoretical calculation to be made.

The resulting table is theoretical. Most likely, there will later be some elements that do

not fit in perfectly with the figures but it still provides a good guide for getting started

with an installation.



Devices on RS-485 BUS

DEVICES MODEL QUANTITY

Controller MR4 4

SP3+PP1 0

SP3+PP2 0

SP3+PP3 0

Sensors (+ CLHS4 cable)

SP3-RG 60

DPU vehicle flow detector DPU 4

DX2 1

DX3 3 Information panels

D4 0

Additional cable (metres) C-LH4 100

13.05

OK -- Voltage output (V)

NOK 13.05

Example of voltage drop in typical installation

This file is calculated assuming a single power supply for all of the buses, connected at

the start of the line. If the line is also powered halfway along or at the end, the same

calculations will have to be made for each of the powered sections.

Remember that the maximum number of devices on the sensor bus must never exceed

70, whenever possible.



8 FIXING ELEMENTS

As already mentioned in other sections, the CIRPARK system can be installed in a

variety of different ways, and operators are under no obligation to carry out the

installation in any one particular way.

However, as a complement to the system, CIRCONTROL also offers an elegant,

economical and easy-to-install solution to the problem of installation.

8.1 CHANNEL

The channel used can be of a number of different types, as seen in the different sections

regarding the sensors and indicator lights. This section describes the general installation

of the type of channel proposed by CIRCONTROL, and provides images of different

typical installations using other, standard channels.

CIRCONTROL channel

PK-CP channel profile Side view of the PK-CP aluminium channel, available in two

sizes: 50x25x2,450 and 50x25x500 mm

PK-C: 90º bend

accessory (elbow)

PK-E: Channel junction

accessory

PK-CE: Obstacle avoidance

accessory. 45º angle

Views of the aluminium channelling, with the different accessories



How to install the channelling is shown below, with the pieces used to fasten it to the

ceiling.

PK-PUC: Ceiling

mount accessory

PK-PUC with a 5 mm threaded rod and a fastening terminal for

a metric 8 screw, to be attached to a wall plug

Views of the placement of the support element and the very elegant final solution.

Views of the elements needed to fasten the channelling to the ceiling



Images of an installation using CIRCONTROL metal channels

8.2 TUBING

The installations using tubing can use either metal or PVC tubing, of a minimum

diameter of metric 20, halogen-free in accordance with the standard EN-50267-2-2, and

with the accessories indicated in the sections on sensors, indicators and cabling.

Images of installations using tubing



9 SOFTWARE

CIRPARK SCADA is a very powerful car-park management application, using which

the operator can manage a space-guidance system, a CO detection system, an energy-

saving system and a video system.

The CIRPARK SCADA software is formed by the server application and as many

clients as are required. It also allows for viewing and operation over the Internet.

The CIRPARK SCADA server has two operating modes:

� Editing mode: For configuring the installation, defining devices and screens, and

customizing reports and events.

� Running mode: In this mode, the software acts as a server running in the

background and the client application is used to manage the installation.

The client application of CIRPARK SCADA allows the operator to view, from one or

several locations, the status of the car park, and features real-time counters and panels.

The software also allows the values of the information given to the users to be changed

either manually or automatically.



The program receives information, over the TCP/IP protocol, from the devices

distributed around the installation. It processes this information to create reports, send

alarms, update the on-screen information and the energy-control system, monitor - in

real time - the occupancy status of the car park, etc.

9.1 CIRPARK SCADA INSTALLATION

CIRPARK SCADA is distributed as an executable software package, with a dongle

which ensures that the system cannot be installed in unauthorized locations.

Software updates are also delivered as executable files. The process of updating a

CIRPARK installation follows the same procedure as that described here.

To begin the installation, connect the dongle to one of the USB ports of the computer,

insert the software CD, and double-click on the CD executable file, Setup.exe. The

software installation will then start.

The first step in a new installation is to select the installation language.



For the installation process, there are only two languages available. Choose between

English and Spanish to start the installation.

The software language can be chosen later from the "Preferences" menu, where a whole

range of languages are available.

Click on "Next" and a welcome window will indicate the start of the installation.

Next, accept the licence conditions to install CIRPARK SCADA.



Accept the terms and click on "Next". In the client information window, you must

define a user and enter the name of the company.

The next window is different depending on whether a new installation or an update is

being made.

New installation: Select "Complete" or "Normal".

During an update, select "Modify", "Repair", or "Remove" to completely uninstall the

software.



The wizard copies all of the files and registry entries to the PC.

When all of the files have been copied, the last window appears, allowing you to

"Finish" the installation.



9.2 FILE LOCATIONS

The CIRPARK SCADA software uses the following path to store the files:

C: \ Program Files \ Circontrol \ Circontrol Cirpark Scada \

Inside this folder are three sub-folders:

� BIN: Scada server executable file and the DLL files.

� HTML: Cirpark Scada Java client application.

� GNL: Languages, with STC file extension.

From this point, you can run the CIRPARK SCADA server program and configure the

installation. To do so, use the CIRPARK SCADA user manual, supplied by

CIRCONTROL.

9.3 START-UP WITH THE TESTPARK APPLICATION

TESTPARK is an application primarily used to:

START-UP INSTALLATIONS

� TESTPARK can read an installation's configuration and see the status of its

communications.



� Configuration tasks can be applied to a single device, to a group of devices, or to

an entire bus of devices.

CREATE A NEW CONFIGURATION

An installation's configuration can be created using TESTPARK and later copied over

to the CIRPARK SCADA application.

A new installation can be created manually or can be easily imported from an Excel file

to TESTPARK.

When configuring a new installation, whether imported or created manually, the real-

time operating tests are carried out in TESTPARK before the configuration is copied

over to CIRPARK SCADA.

9.3.1 Main features

� Define TCP2RS, TCP-PARK and the RS-232/RS-485 converters.

� Create SP3 sensors, all sorts of information panels, and MR4-DP for each

connection.

� Change communication speed of RS-485 buses (4,800 or 19,200 bps).

� For the SP3 sensors, the detection mode, height, power, communications mode,

and LED light can all be changed. In addition, the state of the LEDs can be forced

and the firmware of the devices updated. Plus, an individual, automatic calibration

can be done for each sensor.

� This software allows the firmware of a single device or a group of sensors to be

updated.

� For the information panels, the brightness of the LEDs and the programmed

direction can be changed, and the firmware can be updated.

� For the MR4-DPs, the traffic flow can be set to one-way or two-way. Firmware

updates are also possible.

NOTE: TESTPARK is only compatible with the CIRPARK SCADA software.



TESTPARK creates, reads and modifies the installation's configuration file, which is

named: "DEFAULT.XCFG".

This file is used by CIRPARK SCADA to store all of the important information, such as

the configuration and definition of the devices, links to images, screens, reports,

options, etc.

The default location of "DEFAULT.XCFG" is:

C: \ Documents and Settings \ All Users \ Application Data \ Circontrol \ Cirpark

Scada \ Cfg \

TESTPARK can read the file directly from the default location or it can open

"DEFAULT.XCFG" from another folder.

TESTPARK can create a new "DEFAULT.XCFG" file, which can then subsequently be

copied over to the CIRPARK SCADA installation.

9.3.2 TESTPARK installation

TESTPARK is an MS-DOS-based program with a simple graphical interface.

It has no installation package. The folder can be copied to any location on a hard disk or

removable drive.



By default, the languages of the application are Spanish and English. The program

detects the language being used by the Windows operating system.

It is possible to force the software to work in English by creating a shortcut to it and

editing its properties.

By adding the text "en" at the end of the path, the language will be changed to English

when this shortcut is used to start the program.

TESTPARK needs the following files in order to run:

� lng.en.stc: English language file.

� lng.es.stc: Spanish language file.

� testpark.exe: TESTPARK executable file.

9.3.3 Running the program

Double-click on TESTPARK.EXE or a shortcut to it in order to start the application.

Normally, two windows will open:



� MS-DOS window: In this window you can see all of the information records sent

and received between TESTPARK and the RS-485 communications bus. If no

communication has been established, no records will appear in this window.

� TESTPARK window: The interface is shown below:

NOTE: The main window will appear empty if the DEFAULT.XCFG file has not been

copied over to the TESTPARK folder. If a DEFAULT.XCFG file exists in the correct

location, this will be read by the software and all of the data will be displayed on the

screen when the program is run.

The functionality of the application is described in the TESTPARK user manual,

supplied by CIRCONTROL.



10 TROUBLESHOOTING

When installing a CIRPARK system, if all of the instructions are followed correctly,

operating problems should be reduced to a minimum. But the experience gained from

installing systems in more than 90 different car parks tells us that practically every

installation will have some small problems which require small adjustments to be made.

In this part of the document, we have compiled some useful information about these

adjustments. And in the event that any new problems arise during future installations,

these will be added to subsequent versions of the document.

First of all, we will look at the problems when the main equipment fails to work:

Converters, sensors, information panels and MR4-DP devices.

10.1 FAULTY CONVERTER

The TCP2RS and TCP-PARK units are the converters used for communications

between the CIRPARK systems, meaning that they are essential elements for the correct

operation of the systems.

Converter faults can be detected in different ways. The most common way is when the

CIRPARK SCADA informs the operator of a communication fault in all of the devices

connected to a single converter.

The converters can fail in the following ways:

� Power failure: The Power LED does not light up.



Check the cabling and the connection. Ensure the voltage is 220 Vac. If the

required 220 Vac correctly reaches the device and it still does not turn on, the

equipment is broken.

� TCP/IP communications error: The converter is not accessible over the network.

Ping the converter's IP address from an MS-DOS terminal window.

If the response is that shown in the above image, the device is failing to

communicate (assuming that the wire has been correctly crimped). This test should

be carried out from the server and, if it does not work from there, use a laptop PC,

connected directly to the converter.

Web browser: Only for TCP2RS. TCP/IP communications can be established

simply using a web browser, entering the IP address of the converter as the URL

address.

� RS-485 communications not working: The Tx and Rx LEDs do not blink.

Check the data connection and the colour code (see drawing).

Check that the "RX" LED is not permanently on, which would mean a short-circuit

in the data bus.



Front section of the TCP2RS, with the same elements as the TCP-PARK

Once you have confirmed that the converter is faulty and needs to be replaced, assign

the IP address of the old converter to the new one using the CIRPARK SCADA

software.

Changing a converter on the CIRPARK SCADA server is very easy. All that is needed

is the MAC address of the new converter.

NOTE: Physically replace the converter before making any changes using the

CIRPARK SCADA application.

In "Editing" mode, select the "Configuration" option and the "Devices" menu.

On the left-hand side of the window, the connected TCP/IP devices are displayed.

Find the converter in question and click on "Modify". Now, without making any

changes, just click "Accept". By default, the program will attempt to communicate with

the converter. When it cannot detect it, it will inform you of the fact. Select "Yes". In

the new configuration window, you can now associate the existing IP address with the

new MAC address. Enter the MAC address and click on "Accept". SCADA CIRPARK

will send the IP address to the newly installed converter.



If the procedure has worked correctly, a new window will open, displaying the

copyright parameters.

Click "Accept" in this window and leave the "Devices" window. CIRPARK SCADA

will automatically associate the new converter with the list of devices.

10.2 FAULTY SENSOR

Sensor faults are detected by the CIRPARK SCADA server application. The status of

the sensors is displayed with the icon.

Sensors can fail for any of the following reasons:

� Power failure: the indicator light does not light up.

Check the cabling and that the connection is correctly powered.

Check that the colour code on both male-female connectors is correct.

� Communications failure: The sensor is not accessible over the bus.

TESTPARK: Use this software to communicate directly and exclusively with the

sensor and verify what the problem is.

COMMUNICATIONS baud rate: Only for TCP2RS.

There are two possible communications speed settings for the sensors: 4,800 and

19,200 bps.



It is possible that the converter is using a different communications speed to that of

the sensor. To fix this problem, connect to the TCP2RS using a web browser.

Select "Cirpark SP3" for communication at 19,200 bps or "Cirpark SP2" for

communication at 4,800 bps. Click on "Send configuration" to modify the

transmission speed.

� Wrong firmware version: If the sensor is not working correctly (fails to detect or

indicate correctly), it should be returned to CIRCONTROL.

� Voltage drops: The sensor works at a voltage of 24 Vdc, with 10% tolerance. High

voltage peaks can damage the sensors and even burn them out. On the other hand,

low voltages can cause the sensor to experience communications faults.

To replace a sensor in the system it must be modified on the CIRPARK SCADA server.

To replace a sensor you need the new sensor's address and the name of the associated

converter.

NOTE: Physically replace the sensor before making any changes on the CIRPARK

SCADA server.

In "Editing" mode, select the "Configuration" option and the "Devices" menu.

Select the TCP/IP converter associated with the sensor's line to view all of the devices

on this same line, shown on the right-hand side of the screen. Find the sensor using its

name and click on "Modify". The following screen will appear:



The "peripheral number" must be modified to match the new direction. When that has

been done, click on "Accept". CIRPARK SCADA will attempt to communicate with the

sensor. Once communications have been established, the window will close and the

"Devices" window will be displayed once more.

If the software cannot communicate with the sensor, an information window will

appear, asking you to modify the parameters or cancel the process.

10.3 FAULTY INFORMATION PANEL

Information panel faults are detected by the CIRPARK SCADA server application. The

status of the panels is displayed with the icon.

The loss of communications between the PC and the information panel is illustrated on

the screen by a display of dots instead of the usual figures.



Information panels can fail for any of the following reasons:

� Power failure: the information panel does not work.


Check that the colour code on both male-female connectors is correct.

� Communications failure: The information panel is not accessible over the bus.


information panel and verify what the problem is.

� Incorrect communications speed: The speed, in baud, of the devices can be either

19,200 or 4,800 bps. It is possible that the converter has been configured to use a

different speed to that of the device. This problem is solved in the same way as

with the sensors (see previous section).

� Bad configuration: Check the panel's configuration to ensure the link between the

meters and the device is correct.

� Voltage drops: The panel works at a voltage of 24 Vdc, with 10% tolerance. High

voltage peaks can damage the panels and even burn them out. On the other hand,

low voltages can cause the panel to experience communications faults.

To replace a panel you need the new panel's hexadecimal address and the name of the

associated converter.

NOTE: Physically replace the panel before making any changes on the CIRPARK

SCADA server.

Select the TCP/IP converter associated with the panel's line to view all of the devices on

this same line, shown on the right-hand side of the screen. Find the panel using its name

and click on "Modify". The following screen will appear:





panel. Once communications have been established, the window will close and the


If the software cannot communicate with the panel, an information window will appear,

asking you to modify the parameters or cancel the process.

10.4 FAULTY MR4-DP UNIT

Faults in the MR4-DP control units are detected by the CIRPARK SCADA server

application. The status of the MR4-DPs is displayed with the icon.

The MR4-DPs can fail for any of the following reasons:

� Power failure: the MR4-DP does not work and its LEDs are off.


Check that the colour coding on the connection terminals is correct.

� Communications failure: The MR4-DP is not accessible over the bus.


MR4-DP and verify what the problem is.

� Bad configuration: The MR4-DP units have 3 operating modes. The vehicle flow

detector will only work if it is correctly configured.



� Voltage drops: The MR4-DP works at a voltage of 24 Vdc, with 10% tolerance.

High voltage peaks can damage the MR4-DPs and even burn them out. On the

other hand, low voltages can cause the MR4-DPs to experience communications

faults.

To replace an MR4-DP you need the new unit's hexadecimal address and the name of

the associated converter.

NOTE: Physically replace the MR4-DP before making any changes on the CIRPARK

SCADA server.

Select the TCP/IP converter associated with the MR4-DP's line to view all of the

devices on this same line, shown on the right-hand side of the screen. Find the MR4-DP

using its name and click on "Modify". The following screen will appear:



MR4-DP. Once communications have been established, the window will close and the


If the software cannot communicate with the unit, an information window will appear,

asking you to modify the parameters or cancel the process, as with the panels.

10.5 ELECTRICAL PROBLEMS ON THE SENSOR BUS

It is possible that electrical problems on the sensor bus, such as noise, crossed wires,

etc. cause interference and prevent correct communication with the devices.



� Without starting up the CIRPARK system, check the data and power cables are

correctly isolated (using a tester).

o Green - yellow

o Yellow - brown

o Yellow - white

o White - green

o White - brown

o Brown - green

Perform this test at the start of the line, at the end and, if the power supply is

split, at the point where this supply is divided. If there is no communication from

one particular sensor onwards, carry out the test starting from this sensor.

� Check the earthing connection of each device that requires a 220 Vac power

supply. The earthing terminal can easily be identified by looking for the

symbol.

� Check that all of the power supplies feeding the same line, in direct current, are

connected to each other. All of the poles (-V) should be connected as shown in the

figure:

� Start the CIRPARK system and check the voltage difference between the negative

terminal of the power supply (-V) and that of the RS-485 earthing connection. This

should be below 5 V.



� Check the voltage difference between the electrical line gaps in the division of

energy. This should remain below 5 V.

� Check the voltage drops on the sensor lines at the end of the line. These should be

below 8 V, meaning that the voltage at the end of the line should not drop below 16

V.

� Check the voltage difference between the supply line (white cable) and the A and

B of the RS-485 bus lines (green and brown). This should be below 5 V.

Things to check in the event of other problems:

� Devices off (sensors, panels, etc.):

a. See whether the devices can communicate.

b. Check for any badly connected cables at the location of the line fault.

c. Check for any cables with loose terminals at the location of the line fault.

d. Check for any crossed wires at the location of the line fault. A crossed wire can

burn out more than one device and must be located and replaced.

e. Badly wired junctions. Check all of the junctions made using strips.

f. Excessive number of elements on a line. Excessive consumption on a line.

Check, using the tables included in this document or with CIRCONTROL, the

maximum number of elements that can be installed on a line.



� Indicator lights that fail to light up.

a. Check the indicator and that it has not blown. Replace it with another one and

see if this works.

b. Check the cable. Check that the cable is correct and that it is correctly crimped.

c. Check the sensor. Check that, after changing the sensor, it still does not work

correctly.

� Devices that cannot communicate.

a. Check the address. Check that the device's address matches the configured one

and that no mistake was made when entering it.

b. Check the voltage level in the cables. Voltage drops. Sometimes, even when

there are not many elements, a badly made junction can cause voltage drops on

the line.

c. Check the voltage, speed, and general parameters of the devices.

� Malfunctioning devices: A description of the possible faults in the main equipment

has already been made in the previous sections. The checks compiled there should

be followed in the event of problems. If the problem has not been located even

after following these checks, please contact the CIRCONTROL Technical Service.

� Communications errors: When the devices work only intermittently, or when there

are very long delays updating the information panels or the application, it is likely

that there are problems with the Ethernet network. In this case, all of the cables and

connectors should be checked using network testing equipment.

Steps to follow when a line does not communicate, does not work, or has several

problems:



1. Disconnect all of the sensors on the bus, starting at the end of the line, until

the line begins to work once more. In this way, it is possible to pin down the

location of the problem.

If only half of the line is failing, disconnect the first faulty point and proceed to

reconnect the rest of the elements one by one, until the line fails again. (It is

important to consider that a crossed wire can cause damage to more than one

sensor and that problems may be encountered with 3 or 4 devices, which will

have suffered slight damage).

2. Connect all of the terminals of the power supplies and the converters to earth.

3. Connect the negative terminal (-V) of all the power supplies on the same line.

4. Connect the negative terminal (-V) of all the power supplies with S on the bus

terminal of the converter.

Any other problem, not documented here, which is encountered during the start-up of a

CIRPARK system should be reported to CIRCONTROL so that it can be added to

future versions of the documentation. Please do not hesitate to contact the

CIRCONTROL Technical Service for any doubts or questions you may have.