Sie sind auf Seite 1von 470

MOTION CONTROL ENGINEERING, INC.

11380 WHITE ROCK ROAD


RANCHO CORDOVA, CA 95742
TELEPHONE (916) 463-9200 FAX (916) 463-9201

CONTROLLER INSTALLATION MANUAL

IMC Performa
Compliant with ASME A17.1 - 2000 / CSA B44-00 and later codes

Part # 42-02-7205 REV. B.3 MAY 2008


Hook Up Schedule
For Temporary Operation of A17.1 -2000 IMC Performa Traction Controllers

EXERCISE EXTREME CAUTION WHEN


OPERATING THE ELEVATOR IN THIS MODE
Critical Safety Precautions:
1. ALWAYS connect an individual jumper for each device, so when the device is installed that
jumper is removed. Note: NEVER jump out more circuits than necessary when preparing the
car to operate or conduct a test.

2. ALWAYS connect the temporary run buttons in the CAR TOP INSPECTION circuits so
they have top priority.

3. ALWAYS insert the temporary run button's EMERGENCY STOP SWITCH in the safety
circuit between terminals 17 and 18, NOT in series with the ENABLE button.

4. ALWAYS get the GOVERNOR/GOVERNOR SWITCH and SAFETIES/SAFETY


OPERATOR SWITCH (plank) operational as soon as possible.

If the door operator, fire service and emergency power are not yet wired:
Remove wire from panel mount terminal DCL
Remove wire from terminal 47 (47R) on the SC-SB2K board
Jumper from 2 bus to panel mount terminal DPM
Jumper from 2 bus to terminal 36 on the SC-SB2K board
Jumper from 2 bus to panel mount terminal EPI (if present)
Jumper from 2F bus to terminal 38 on the SC-SB2K board
Jumper from 2F bus to terminal FRSM on the SC-SB2K board
Jumper from 2F bus to terminal FRSA on the SC-SB2K board

Safeties, door locks and temporary run buttons, jump terminals as follows:
2 bus to 15 2 bus to INCTI 9 to 10 9 to 11 9 to 12 9 to 13 15 to 16 16 to 17
18 to 20 EB3 to EB4 2CT to CD 2CT to HD or IDL

If rear doors are present also jump:


2CT to CDR 2CT to HDR 2 bus to DPMR 2 bus to 36R

If you have earthquake operation then jump CW1 to CW2 and SSI to EQ24

Install Temporary Run Buttons as follows (refer to area #6 of job prints):


Connect EMERGENCY STOP SWITCH between terminals 17 and 18
Connect ENABLE button to terminal INCTI
Connect UP button to terminal INCTU and ENABLE button
Connect DOWN button to terminal INCTD and ENABLE button
On the SC-BASE-D board, place the PFLT Bypass in the ON position

Refer to section 5.3.2 for A17.1-2000 bypass function


TABLE OF CONTENTS

IMPORTANT PRECAUTIONS & NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix

SECTION 1
PRODUCT DESCRIPTION
1.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Car Controller Physical Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.2 Car Controller Functional Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

1.3 Car Operation Control (COC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8


1.3.1 COC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.3.2 COC Inputs And Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

1.4 Car Communication Control (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17


1.4.1 CCC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17

1.5 Car Motion Control (CMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19


1.5.1 CMC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1.5.2 CMC Inputs And Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23

1.6 Car Power Control (CPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24


1.6.1 CPC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
1.6.2 CPC Inputs And Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27

1.7 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28


1.7.1 LS-QUAD-2R Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
1.7.2 LS-QUIK-1R Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30

1.8 Load Weighing System (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32

SECTION 2
INSTALLATION
2.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.1 Site Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.2 Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.3 Recommended Tools And Test Equipment . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.0.4 Wiring Prints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.1 Controller Installation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4


2.1.1 Controller Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

42-02-7205 TABLE OF CONTENTS i


2.2 General Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.2.1 Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.2.2 Hoist Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.3 Drive Isolation Transformer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.4 Velocity Feedback Transducer Mounting . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

2.3 Hoistway Control Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10


2.3.1 Perforated Steel Tape For The LS-QUAD-2R . . . . . . . . . . . . . . . . . . . . 2-10
2.3.2 LS-QUIK-1R Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.3.3 Hoistway Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

2.4 Car Control Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11


2.4.1 Landing System Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.4.2 Steel Tape on The LS-QUAD-2R Landing System Box . . . . . . . . . . . . . 2-12
2.4.3 Magnetic Strips For The LS-QUAD-2R Landing System . . . . . . . . . . . . 2-13
2.4.4 Leveling/absolute Floor Encoding Vanes And Car Top Wheel
Driven Encoder For The LS-QUIK-1R . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.4.5 TM Switch (If Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.4.6 Door Operator Diode (If Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.4.7 Load Weigher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.4.8 Door Position Monitor Switch (If Used) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14

SECTION 3
START-UP
3.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Checking for Improper Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3.2 Verifying Proper Voltages and Relay Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3


3.2.1 Before Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.2.2 Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.2.3 Checking AC Voltage And Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.2.4 Verifying the System 12 SCR Drive Input Voltages . . . . . . . . . . . . . . . . . 3-5

3.3 Installing and Using the CRT Terminal / Terminal Emulator . . . . . . . . . . . . . . . . . 3-6
3.3.2 Editing Controller Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

3.4 Verifying The Initial Parameter Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10


3.4.1 Setting the Parameters to Their Default Values . . . . . . . . . . . . . . . . . . . 3-10
3.4.2 Pre-setting the Motor Field Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.4.3 Pre-setting the Brake Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.4.4 Pre-setting the Drive Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.4.5 Saving the Default Values to All Locations . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.4.6 Verifying the Initial Pattern Parameter Values . . . . . . . . . . . . . . . . . . . . 3-12
3.4.7 Verifying the Remaining Parameter Values . . . . . . . . . . . . . . . . . . . . . . 3-15
3.4.8 Verifying the Tachometer or Velocity Encoder Parameter Values . . . . . 3-15
3.4.9 Verifying the Offset Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

ii TABLE OF CONTENTS 42-02-7205


3.5 Calibrating The Motor Field Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3.5.1 Verifying the Open Loop Standing Motor Field Voltage . . . . . . . . . . . . . 3-18
3.5.2 Performing the Motor Field Calibration Procedure . . . . . . . . . . . . . . . . . 3-18
3.5.3 Using the Default Motor Field Parameters . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.5.4 Adjusting the Motor Field Gains - Closed Loop . . . . . . . . . . . . . . . . . . . . 3-22
3.5.5 Presetting the Gain Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23

3.6 Verifying The Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24


3.6.1 Verify the Safety Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3.6.2 Verifying the Operation of The Relays . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26

3.7 Moving The Car on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27


3.7.1 Verifying Brake Lift and Stable Zero Speed . . . . . . . . . . . . . . . . . . . . . . 3-27
3.7.2 Beginning to Run the Car on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.7.3 Verifying Car Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.7.4 Adjusting the Speed Loop Gains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30

3.8 Preparation for Final Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33

3.9 Calibrating The Brake Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35


3.9.1 Verifying Brake Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.9.2 Using the Default Brake Voltage Parameters . . . . . . . . . . . . . . . . . . . . . 3-38

SECTION 4
FINAL ADJUSTMENT
4.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1 Learning The Building Floor Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1


4.1.1 Verifying the Quadrature Pulse Sequence and Encoder Resolution . . . . . 4-1
4.1.2 Floor Height Learn Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4.2 Verifying The Absolute Floor Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

4.3 Verifying One Floor Run Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6


4.3.1 Verifying Correction And Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4.3.2 Initiating a One Floor Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4.3.3 Verifying a One Floor Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12

4.4 Reaching Contract Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14


4.4.1 Determining SAVL Armature Voltage Limit . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.4.2 Determining SAIL Armature Current Limit . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4.4.3 Motor Field Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4.4.4 Final Adjustments Before Running at Contract Speed . . . . . . . . . . . . . . 4-16
4.4.5 Reduced Gains at Steady State Speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

4.5 Shaping The Velocity Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20


4.5.1 The Velocity Profile Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.5.2 Velocity Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4.5.3 Velocity Profile S-curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4.5.4 Setting The Pattern Parameter Values . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23

42-02-7205 TABLE OF CONTENTS iii


4.6 Adjusting Leveling And Final Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4.6.1 Final Approach to The Floor And Leveling . . . . . . . . . . . . . . . . . . . . . . . 4-27
4.6.2 Final Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4.6.3. Releveling Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4.6.4 Releveling Gain Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4.6.5 Adjusting Individual Floor Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4.6.6 Contract Speed up And Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4.6.7 Ride Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33

4.7 Controlling Initial Start of Car Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33


4.7.1 Setting The Pre-torque Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
4.7.2 Adjusting The Initial Start Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4.7.3 Additional Brake Adjustment For Gearless Equipment . . . . . . . . . . . . . . 4-36

4.8 Load Weigher Adjustment For Dispatching . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39


4.8.1 Introduction And Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4.8.2 Getting Into Load Weigher Learn Mode . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
4.8.3 Learning The Empty And Fully Loaded Car Values . . . . . . . . . . . . . . . . 4-42
4.8.4 Adjusting The Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.8.5 Diagnostic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44

4.9 Calibration And Verification of Safety Functions . . . . . . . . . . . . . . . . . . . . . . . . 4-45


4.9.1 Tach Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.9.2 Inspection/leveling Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.9.3 Contract Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.9.4 Tach Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.9.5 Armature Overcurrent (Overload Protection) . . . . . . . . . . . . . . . . . . . . . 4-47

4.10 Learning The Normal And Emergency Limit Switches . . . . . . . . . . . . . . . . . . . . 4-49


4.10.2 Verifying Proper Deceleration Using The Normal Terminal Switches . . . 4-51
4.10.3 Verifying Proper Emergency Stop Using Emergency Terminal Switches 4-54

4.11 A17.1 - 2000 Code Compliant Functions And Testing . . . . . . . . . . . . . . . . . . . . 4-56


4.11.1 Overspeed Calibration And Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56

4.12 Final Elevator Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57


4.12.1 Contract Speed Buffer Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.12.2 Governor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
4.12.3 Inspection/leveling 150 FPM Overspeed Test . . . . . . . . . . . . . . . . . . . . 4-61
4.12.4 Normal Terminal Limit Switch Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.12.5 Emergency Terminal Limit Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.12.6 Emergency Brake Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.12.7 Ascending Car Overspeed Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.12.8 Unintended Car Movement Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62

4.13 Parameter Access Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64

iv TABLE OF CONTENTS 42-02-7205


SECTION 5
ONBOARD DIAGNOSTICS
5.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 Enhanced Onboard Diagnostics (EOD) Overview . . . . . . . . . . . . . . . . . . . . . . . . 5-1


5.1.1 Description of EOD Indicators and Switches . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.2 Normal Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4


5.2.1 Alphanumeric Display (Default Displays) . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.2 Diagnostic Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.2.3 Adjustment of the Elevator Timers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.2.4 Setting the Real Time Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.2.5 Alphanumeric Display - Viewing the MP Computer Variable Flags . . . . . . 5-9

5.3 System Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11


5.3.1 Programming the Communication Ports . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.3.2 ASME A17.1 - 2000 Bypass Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5.3.3 Viewing and Changing the Security Codes . . . . . . . . . . . . . . . . . . . . . . . 5-15
5.3.4 Hoistway Learn Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.3.5 Setting MSK: Master Software Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.3.6 Setting the Software Options - Adjustable Control Variables . . . . . . . . . 5-17
5.3.7 Load Weigher Learn Operation (Calibration) . . . . . . . . . . . . . . . . . . . . . 5-19

5.4 Diagnostic Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21


5.4.1 Viewing the MC-MP2-2K Computer Variable Flags . . . . . . . . . . . . . . . . 5-22
5.4.3 Viewing the IMC-DDP-D Computer Variable Flags . . . . . . . . . . . . . . . . . 5-28
5.4.4 Viewing and Entering Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

5.5 IMC-SMB3(5) Unit Onboard Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30


5.5.1 IMC-DCP Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
5.5.2 Viewing the IMC-DCP Computer Variable Flags . . . . . . . . . . . . . . . . . . . 5-31

SECTION 6
TROUBLESHOOTING
6.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1 Normal Operation and Control Flowcharts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6.2 Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11


6.2.1 Special Events Calendar Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.2.2 View Hoistway (F3) Screen Fault Flags . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
6.2.3 Computer Swing Panel Status and Diagnostic Indicators . . . . . . . . . . . . 6-15
6.2.4 IMC-SMB3(5) Unit Diagnostic Indicators . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
6.2.5 Alphanumeric Display - Status and Error Messages . . . . . . . . . . . . . . . . 6-18
6.2.6 Standard Status and Error Messages Table . . . . . . . . . . . . . . . . . . . . . . 6-20
6.2.7 ASME A17.1 - 2000 Status and Error Messages Table . . . . . . . . . . . . . 6-47

42-02-7205 TABLE OF CONTENTS v


6.3 Using the Special Events Calendar and Data Trap . . . . . . . . . . . . . . . . . . . . . . 6-67
6.3.1 View Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-67
6.3.2 Clear Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-68
6.3.3 Special Events - Configure by Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-68
6.3.4 Special Event Data Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-69
6.3.5 Reporting Special Events to a Central Monitoring System (CMS) . . . . . . 6-74
6.3.6 Printing the Events Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-75

6.4 Using the Diagnostics Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-76

6.5 Troubleshooting Car Operation Control (COC) . . . . . . . . . . . . . . . . . . . . . . . . . 6-79


6.5.1 Door Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-79
6.5.2 Call Logic - Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86
6.5.3 Troubleshooting The Call Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-88
6.5.4 Troubleshooting The Call Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-89

6.6 PC Board Quick References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-89

6.7 ASME A17.1 - 2000 Fault Troubleshooting Tables . . . . . . . . . . . . . . . . . . . . . 6-114


6.7.1 ASME A17.1 - 2000 Redundancy Fault Data Trap . . . . . . . . . . . . . . . . 6-114
6.7.2 ASME A17.1 - 2000 SC-HDIO Board Data Trap . . . . . . . . . . . . . . . . . . 6-115
6.7.3 Raw ASME A17.1 2000 SC-HDIO Board Input Map . . . . . . . . . . . . . . . 6-116
6.7.4 Formatted ASME A17.1 - 2000 SC-HDIO Board Input / Output Map . . 6-116

6.8 Troubleshooting Using the MLT Data Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-118

APPENDIX A
DISASSEMBLING THE COMPUTER SWING PANEL . . . . . . . . . . . . . . . . . . . . . . . . A-1

APPENDIX B
CHANGING PC BOARDS, EPROMS OR MICROCONTROLLERS . . . . . . . . . . . A-2
B.1 Replacing The Main Processor Board or EPROM . . . . . . . . . . . . . . . . . . . . . . . . A-2
B.2 Replacing The MC-CGP-4 Board or Eproms . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
B.3 Replacing The IMC-DDP-x Board or Eproms . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
B.4 Replacing The EPROM on The Smartlink MC-NC / MC-NIO Board . . . . . . . . . . . A-6

APPENDIX C
INSPECTING THE LS-QUAD-2R QUAD PULSER . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8

APPENDIX D
INSPECTING THE LS-QUIK-1R QUAD PULSER . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10

APPENDIX E
NOMENCLATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-11

vi TABLE OF CONTENTS 42-02-7205


APPENDIX G
REPLACING IMC-SMB3(5) UNIT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
G.1 Replacing The IMC-DCP Board or Eproms . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
G.2 Replacing The IMC-SPI Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-16
G.3 Replacing The Current Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-17
G.4 Replacing Other IMC-SMB3(5) Components . . . . . . . . . . . . . . . . . . . . . . . . . . . A-20

APPENDIX H
REPLACING SYSTEM 12 SCR DRIVE COMPONENTS . . . . . . . . . . . . . . . . . . . . . A-24
H.1 Replacing Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-24
H.2 Replacing Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-26
H.3 Replacing SCR's And Diode Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-30
H.4 Replacing PC Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-33

APPENDIX K
FLEX-TALK OPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-41

APPENDIX L
OPTION SMARTLINK FOR CAR OPERATING PANEL . . . . . . . . . . . . . . . . . . . . . A-44
L.1 Product Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-44
L.2 Physical Layout And Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-45
L.3 Installing The MC-NIO & MC-NIO-X Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-47
L.4 Network Self-installation And Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-54
L.5 Troubleshooting Smartlink For COP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-55

APPENDIX N
MCE LOAD WEIGHER INSTALLATION AND ADJUSTMENT . . . . . . . . . . . . . . . . A-66
N.1 Sensor Installation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-62
N.1.1 Installation Method #1 Overview (Preferred Method) . . . . . . . . . . . . . . . A-63
N.1.2 Method #1 Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-65

APPENDIX P
CRT TERMINAL AND TERMINAL EMULATOR SETUP . . . . . . . . . . . . . . . . . . . . . A-69
P.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-69
P.1.1 Controller COM Port Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-69

P.2 Esprit 250C Terminal Emulator Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-71


P.2.1 Controller COM Port Setting (Esprit 250C) . . . . . . . . . . . . . . . . . . . . . . . A-71
P.2.2 Esprit 250C Terminal Emulator Connections . . . . . . . . . . . . . . . . . . . . . A-71
P.2.3 Esprit 250C Terminal Emulator Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . A-72
P.2.4 Parallel Printer Setup (Esprit 250C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-76
P.2.5 Printing Screens with the Esprit 250C Terminal . . . . . . . . . . . . . . . . . . . A-78

42-02-7205 TABLE OF CONTENTS vii


P.3 Adds 260LF Terminal Emulator Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-79
P.3.1 Controller COM Port Settings (Adds 260LF) . . . . . . . . . . . . . . . . . . . . . . A-79
P.3.2 Adds 260LF Terminal Emulator Connections . . . . . . . . . . . . . . . . . . . . . A-79
P.3.3 Adds 260LF Terminal Emulator Setup . . . . . . . . . . . . . . . . . . . . . . . . . . A-80
P.3.5 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-87

P.4 Link MC5 Monochrome Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-88


P.4.1 Controller COM Port Setting (Link MC5) . . . . . . . . . . . . . . . . . . . . . . . . . A-88
P.4.2 Link MC5 Monochrome Terminal Connections . . . . . . . . . . . . . . . . . . . . A-88
P.4.3 Link MC5 Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-89

P.5 Wyse WY-325ES Color Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-92


P.5.1 Controller COM Port Setting (Wyse WY-325ES) . . . . . . . . . . . . . . . . . . A-92
P.5.2 Wyse WY-325ES Color Terminal Connections . . . . . . . . . . . . . . . . . . . . A-92
P.5.3 Wyse WY-325ES Color Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . A-92
P.5.4 Printer Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-96
P.5.5 Printing Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-96

P.6 Wyse WY-370 Color Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-97


P.6.1 Controller COM Port Setting (Wyse WY-370) . . . . . . . . . . . . . . . . . . . . . A-97
P.6.2 Wyse WY-370 Color Terminal Connections . . . . . . . . . . . . . . . . . . . . . . A-97
P.6.3 Wyse WY-370 Color Terminal Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . A-98

viii TABLE OF CONTENTS 42-02-7205


IMPORTANT PRECAUTIONS & NOTES
We strongly recommend that you read this manual carefully before proceeding with installation.
Throughout this manual you will see icons followed by a WARNING, CAUTION or NOTE. These icons
denote the following:

WARNING: Operating procedures and practices which, if not done correctly,


may result in personal injury or substantial damage to equipment.

CAUTION: Operating procedures and practices which, if not observed, may


result in some damage to equipment.

NOTE: Procedures, practices or information which are intended to be


immediately helpful and informative.

The following general rules and safety precautions must be observed for safe and reliable operation
of your system.

The controller may be shipped without the final running program. However, you may
install the unit, hookup and run the elevator on Inspection operation. Call MCE
approximately one week before you are ready to turn the elevator over to full automatic
operation so the running program can be shipped to you. If you need to change a
program chip on a computer board make sure you read the instructions and know
exactly how to install the new chip. Plugging these devices in backwards may damage
the chip.

Elevator control products must be installed by experienced field personnel. This manual
does not address code requirements. The field personnel must know all the rules and
regulations pertaining to the safe installation and operation of elevators.

This equipment is an O.E.M. product designed and built to comply with ASME A17.1,
National Electrical Code, CAN/CSA-B44.1/ASME-A17.5 and must be installed by a
qualified contractor. It is the responsibility of the contractor to make sure that the final
installation complies with all local codes and is installed in a safe manner.

This equipment is suitable for use on a circuit capable of delivering not more than
10,000 rms symmetrical amperes, 600 Volts maximum. The 3 phase AC power supply
to the Drive Isolation Transformer used with this equipment must originate from a fused
disconnect switch or circuit breaker which is sized in conformance with all applicable
national, state and local electrical codes, in order to provide the necessary motor
branch circuit protection for the Drive Unit and motor. Incorrect motor branch circuit
protection will void warranty and may create a hazardous condition.

Proper grounding is vitally important to the safe and successful operation of your
system. Bring your ground wire to the system subplate. You must choose the proper
conductor size and minimize the resistance to ground by using the shortest possible
routing. See National Electrical Code Article 250-95, or the applicable local electrical
code.

42-02-7205 TABLE OF CONTENTS ix


Before applying power to the controller, physically check all power resistors and other
components located in the resistor cabinet and inside the controller. Components
loosened during shipment may cause damage. Please make sure that all the safety
relays on the SC-SB2K board are properly seated in their sockets by pushing each relay
gently into its socket.

You must not connect the output triacs directly to a hot bus (2, 3 or 4 bus). This can
damage the triacs. PIs, direction arrows, and terminals 40 & 42 are examples of outputs
that can be damaged this way. Note: miswiring terminal 39 into 40 can damage the fire
warning indicator triac.

The HC-PI/O and HC-CI/O boards are equipped with quick disconnect terminals.
During the initial installation, you may want to remove the terminal connector, hook up
the field wires, test for no shorts to ground (1 bus) and to 2, 3 and 4 terminals before
plugging these terminals back into the PC boards.

ENVIRONMENTAL CONSIDERATIONS: Keep the machine room clean. Controllers are


generally in NEMA 1 enclosures. Do not install the controller in a dusty area. Do not install the
controller in a carpeted area. Keep room temperature between 32E F to 104E F (0E to 40EC).
Avoid condensation on the equipment. Do not install the controller in a hazardous location or
where excessive amounts of vapors or chemical fumes may be present. Make sure power line
fluctuations are within + 10%.

CONTROLLER OR GROUP ENCLOSURES WITH AIR CONDITIONING

If your controller or group enclosure is equipped with an air conditioning unit, observe the
following precautions (failure to do so can result in water condensation inside the enclosure):

Ensure the integrity of the NEMA 12 or 4 enclosure is maintained by using sealed


knockouts and by sealing any holes created during installation.
Do not run the air conditioner unit when the doors are open.
To avoid damaging the compressor, if the air conditioner is turned off while it is running,
wait at least five minutes before turning power on again.
Observe the manufactures recommended maintenance and optimum thermostat setting
of 75o F (see Operators Manual).
Ensure the air conditioner units drain hose remains open.

x TABLE OF CONTENTS 42-02-7205


LIMITED WARRANTY

Motion Control Engineering (manufacturer) warrants its products for a period of 15 months from the date of
shipment from its factory to be free from defects in workmanship and materials. Any defect appearing more than
15 months from the date of shipment from the factory shall be deemed to be due to ordinary wear and tear.
Manufacturer, however, assumes no risk or liability for results of the use of the products purchased from it,
including, but without limiting the generality of the forgoing: (1) The use in combination with any electrical or
electronic components, circuits, systems, assemblies or any other material or equipment (2) Unsuitability of this
product for use in any circuit, assembly or environment. Purchasers rights under this warranty shall consist
solely of requiring the manufacturer to repair, or in manufacturer's sole discretion, replace free of charge, F.O.B.
factory, any defective items received at said factory within the said 15 months and determined by manufacturer
to be defective. The giving of or failure to give any advice or recommendation by manufacturer shall not
constitute any warranty by or impose any liability upon the manufacturer. This warranty constitutes the sole and
exclusive remedy of the purchaser and the exclusive liability of the manufacturer, AND IN LIEU OF ANY AND
ALL OTHER WARRANTIES, EXPRESSED, IMPLIED, OR STATUTORY AS TO MERCHANTABILITY,
FITNESS, FOR PURPOSE SOLD, DESCRIPTION, QUALITY PRODUCTIVENESS OR ANY OTHER MATTER.
In no event will the manufacturer be liable for special or consequential damages or for delay in performance of
this warranty.

Products that are not manufactured by MCE (such as drives, CRT's, modems, printers, etc.) are not covered
under the above warranty terms. MCE, however, extends the same warranty terms that the original
manufacturer of such equipment provide with their product (refer to the warranty terms for such products in their
respective manual).

42-02-7205 TABLE OF CONTENTS xi


SECTION 1
PRODUCT DESCRIPTION

1.0 GENERAL INFORMATION


Intelligent Motion Control (IMC) provides the latest in digital elevator control technology. Fully
integrated digital logic and motor control functions enable the IMC Performa controller to deliver
premium performance for applications to 1800 fpm (9.14 m/s). The digital Intelligent Motion
Control system employs powerful processing algorithms that eliminate the need for trimpots.
All parameters are adjusted numerically via the keyboard and stored digitally in the system
computer.

The IMC Performa controller continually creates an idealized velocity profile. Knowledge of the
exact car position and speed in the hoistway is maintained using a sophisticated distance and
velocity feedback system. The key to integration is continuous data communication between
the drive and logic microprocessors. The System 12 SCR Drive uses 12-pulse technology to
provide exceptional performance while reducing harmonic distortion and audible noise. The
result is not only a high quality ride, but the fastest possible floor-to-floor time.

IMC Performa Specifications


Car Speed Up to 1800 fpm (9.14 m/s)

Jerk 15 ft/sec3 (4.572 m/sec3), maximum


7 ft/sec3 (2.134 m/sec3), nominal
1 ft/sec3 (.305 m/sec3), minimum

Acceleration 10 ft/sec2 (3.048 m/sec2), maximum


4 ft/sec2 (1.219 m/sec2), nominal
1 ft/sec2 (.305 m/sec2), minimum

Number of Stops 64 (maximum)

Number of Cars 12 (maximum)


in Group

Floor Leveling +/- .25 inch (6.350 mm), guaranteed


Accuracy +/- .125 inch (3.175 mm), typical

Minimum Time 4.0 seconds for 12-foot (3.66 m)


Floor-to-Floor floor heights if rotating equipment is
capable of delivering the necessary
torque

Environment 32E to 104E F (0E to 40E C) ambient


Limits 12,000 ft (3,658 m) altitude
95% relative humidity (non-
condensing)

42-02-7205 PRODUCT DESCRIPTION 1-1


The IMC Performa traction controller consists of a Car Controller, a Drive Isolation Transformer,
a Cartop Selector (landing system), diagnostic tools and peripherals (Swing Panel, CRT or PC)
and if the controller is part of a group system, an M3 Group Supervisor. The Computer
Peripherals and M3 Group Supervisor are covered in detail in separate manuals.

IMC Performa controller diagnostics and adjustments are performed through the Computer
Swing Panel and the CRT terminal or a PC running terminal emulation software or MCEs
Central Monitoring System (CMS for Windows) software. The CRT terminal or PC can be
connected to the controller directly or through a modem. The controller can also be monitored
from a remote location using MCEs Central Monitoring System (CMS) software.

FIGURE 1.1 Controller Diagnostic and Adjustment Tools

DDP Diagnostic Indicators

Computer Computer
RESET ON

Safety On
Doors Locked
High Speed
Independent Svc.
Insp./Access
Computer Swing Panel Fire Service
Timed Out of Svc
Motor Limit Timer

Diagnostic Indicators
8 7 6 5 4 3 2 1

Diagnostic On

AAAAAA FF FFFF Norm F AAAA AAAA


111119 N S 76 5432 1 8765 4 32 1
43210

10/16/2000, 10:25:30 AM

Job #96-10840 11TH AND L STREET Local Car 1A

IMC Performa (Release 4)


Main Menu (F4)

F1 - Controller Parameters
F2 - Performance Reports
F3 - View Hoistway
F4 - Main Menu (This Screen)
F5 - Initialize CRT
F6 - Job Configuration
F7 - Special Events Calendar
F9 - Security
F10 - Modem Hang Up
F11 - Diagnostics
F12 - Jump to Previous Screen

MP v0x.xx CGP-C v0x.xx DDP v0x.xx DCP v0x.xx SAF v0x.xx

dnID188

1-2 PRODUCT DESCRIPTION 42-02-7205


1.1 CAR CONTROLLER PHYSICAL LAYOUT
Figure 1.2 shows a typical layout of the IMC Performa car controller in a standard cabinet. The
following is a brief description of the various parts of the controller.

FIGURE 1.2 IMC Performa Controller Cabinet Layout (typical)

POWER SUPPLY - The power supply is a triple output linear power supply that provides +5VDC
for the processor boards and 15VDC for the IMC-MBX, IMC-DCP, and the IMC-SPI boards.

RELAYS, FUSES, TERMINAL BLOCKS, ETC. - Additional relays, fuses, and terminals are
provided as required for functions such as door operation, safety functions, etc.

TRANSFORMERS - Transformers are provided as necessary, according to the power


requirements of the load and the available AC line voltage.

42-02-7205 PRODUCT DESCRIPTION 1-3


RESISTOR CABINET - The resistor cabinet is located on top of the controller cabinet and
contains the power resistors and motor armature filter. The motor armature filter is responsible
for removing audible noise from the D.C. hoist motor as well as smoothing the current pulses
generated by the SCRs.

SYSTEM 12 SCR DRIVE - The System 12 SCR Drive is typically placed in the lower right side
of the cabinet and is responsible for providing the current requirements of the DC hoist motor
armature. The SCR Drive accepts six phase power supplied by a custom Drive Isolation
Transformer, included with every IMC Performa controller, which is mounted externally to the
controller cabinet.

FIGURE 1.3 System 12 SCR Drive

IMC-SMB3(5) UNIT - The IMC-SMB3 (30 Amp) and IMC-SMB5 (45 Amp) Units include the
IMC-MBX, IMC-DCP, IMC-SPI, HC-CS boards and other components contained within this unit.
The main function of the IMC-SMB3(5), along with the SCR-RIX is to provide safety functions,
control the motor field and brake, and to interface with the System 12 SCR Drive.

1-4 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.4 IMC-SMB3(5) Unit

IMC-MBX
Board
HC-CS
Boards

42-02-7205 PRODUCT DESCRIPTION 1-5


COMPUTER SWING PANEL - The Computer Swing Panel (Figure 1.5) is composed of three
interacting computer circuit boards. Each board performs a specific task, while sharing
resources with the other boards through a common memory block. The Computer Swing Panel
is used in conjunction with the CRT terminal or PC for diagnostics and adjustments. Section 5,
On-Board Diagnostics, describes the diagnostics and adjustments available through the
Computer Swing Panel.

Through the front of the panel, the user can see eight vertical LEDs (Status Indicators), eight
horizontal LEDs (Diagnostic Indicators), an alphanumeric display, two pushbuttons, a Computer
RESET button, a Computer ON LED, and 22 function and address switches. These items are
actually located on the MC-MP2-2K, Main Computer board. The top of the Computer Swing
Panel has eight horizontal LEDs (DDP Diagnostic Indicators).

FIGURE 1.5 IMC Performa Computer Swing Panel

CAR OPERATION CONTROL SUBSYSTEM - This subsystem includes the MC-MP2-2K


Processor, inside the computer swing panel, and the input/output boards that connect in a
daisy-chained fashion (using ribbon cables) to the MC-MP2-2K Processor. A typical
IMC Performa controller will include one HC-PI/O board, one or more HC-IOX boards, and one
or more HC-CI/O boards. An SC-BASE-D interface board. The Main Safety Relay board
(SC-SB2K), which provides a portion of the input conditioning circuit as well as terminals for
field wire connection for input and output signals, is connected to the HC-PI/O and SC-HDIO
boards.

1-6 PRODUCT DESCRIPTION 42-02-7205


1.2 CAR CONTROLLER FUNCTIONAL LAYOUT

The car controller has four primary functions. Figure 1.6 shows these functional blocks and lists
the circuit boards associated with each function.

FIGURE 1.6 Car Controller Functional Layout

Car Operation Control (COC) This functional block covers logical car operation and safety
monitoring. An example of logical operation would be operation of the doors and response to
hall and car call demands or special operations such as Inspection/Access, Fire Service, etc.
Safety functions include checking that critical components release as intended, velocity
monitoring and Emergency Brake operation.

Car Communication Control (CCC) This functional block coordinates the flow of information
between the car controller and other equipment, such as terminals, modems, printers and
Group Supervisor.

Car Motion Control (CMC) This functional block is responsible for three different tasks: (1)
developing an idealized speed pattern; (2) ensuring that the elevator follows the idealized
speed pattern command by producing the necessary outputs to the rotating equipment; (3)
independently monitoring the car velocity during Normal operation, Inspection operation, and

42-02-7205 PRODUCT DESCRIPTION 1-7


during car slowdown at terminal landings. It stops the car if a failure or unsafe condition is
detected.

Car Power Control (CPC) This functional block generates the necessary voltages for the
motor armature, motor field, and brake. This includes the SCR Drive unit.

1.3 CAR OPERATION CONTROL (COC)

Car Operation Control involves such things as door operation, response to hall and car calls,
plus special operations such as Inspection/Access and Fire Service.

1.3.1 COC COMPONENTS

The following boards are involved in the COC functions:

MC-MP2-2K, Main Processor Board


SC-SB2K, Safety Relay Board
SC-HDIO, High Density Input/Output Board
SC-BASE-D, Lock Bypass, Access, Overspeed and Emergency Brake Board
HC-PI/O, Power Input/Output Board
HC-PIX, Position Indicator Board
HC-CI/O, Call Input/Output Board
HC-IOX, Input Output Expander Board
HC-I4O, Input Output Expander Board
MC-NC, Neuron Control Board (optional SmartLink Serial Car Call)
TPI-FT, Flex-Talk Board (optional)

FIGURE 1.7 MC-MP2-2K Main Processor Board

1-8 PRODUCT DESCRIPTION 42-02-7205


MC-MP2-2K Main Processor board - The Main Processor board is located within the Com-
puter Swing Panel and is responsible for Car Operation Control. This board is also responsible
for the On-Board Diagnostics that provide interactive communication with the elevator
mechanic. The board contains the alphanumeric display and all the LEDs, switches, and
buttons found on the front of the Computer Swing Panel.

Main Processor Subsystem - This subsystem consists of many different input/output circuit
boards. The layout and arrangement of these boards may vary from controller to controller. The
following boards are typically included:

FIGURE 1.8 SC-SB2K Main Safety Relay Board

42-02-7205 PRODUCT DESCRIPTION 1-9


SC-SB2K Main Safety Relay board - This board satisfies many of the ASME A17.1 - 2000
code requirements. It also provides the necessary circuitry for running the car on Machine
Room Inspection operation. This board, in conjunction with the HC-PI/O and SC-HDIO boards,
comprises the high voltage interface between the MC-MP2-2K and the individual car logic
functions such as door operation, direction outputs, direction sensing, main safety circuits,
leveling circuitry, redundancy checking, etc.

Where required we have implemented logic using force-guided safety relays. Each safety relay
has a test pad designed to aid in the inspection-testing required for commissioning. There are
terminals at the bottom of the board for field wiring. This board, located in the upper right corner
of the controller cabinet, includes the MACHINE ROOM INSPECTION TRANSFER ON/OFF
switch, the MACHINE ROOM INSPECTION UP/DN switch, TEST/NORM and pushbuttons for
Earthquake and Fault Reset.

FIGURE 1.9 HC-PI/O Power Input/Output Board

HC-PI/O Power Input/Output board - This board is typically located behind the Computer
Swing Panel. The main function of this board is to receive inputs and provide outputs for
individual car functions such as door operation, limit switches, direction sensing, position
indicators, direction arrows and arrival gongs.

1-10 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.10 SC-HDIO High Density Input/Output board

SC-HDIO High Density Input/Output board - This board is typically mounted behind PC Boards
located near the Computer Swing Panel. The main function of this board is to receive inputs and
provide outputs for the required safety functions carried out by the hardware located on the SC-BASE-
D and SC-SB2K boards. There are no relays, switches or adjustments to be made on this board.

42-02-7205 PRODUCT DESCRIPTION 1-11


FIGURE 1.11 SC- BASE-D Bypass Access Overspeed and Emergency Brake board

1-12 PRODUCT DESCRIPTION 42-02-7205


SC-BASE-D Bypass, Access, Overspeed and Emergency Brake board - This board has the
necessary relays and hardware that is used to enable door lock bypass operation, inspection access,
emergency brake activation and overspeed monitoring for access, inspection, leveling and emergency
terminal speed limiting. Switches included on the board are for car and hoistway door lock bypass and
emergency brake reset. Rear door bypass switches, if present, are located on the SC-BASER-D.

ASME A17.1-2000 Code Compliance Board Interconnects

WARNING: Please verify the connector label before connecting a ribbon cable to
the PC boards. The physical location of a connector on a board may be different
than shown here.

42-02-7205 PRODUCT DESCRIPTION 1-13


FIGURE 1.12 HC-PIX Position Indicator Expander Board

HC-PIX Position Indicator Expander board - This board provides additional PI outputs which
are needed if there are more than eight floors in the building.

FIGURE 1.13 HC-CI/O Call Input/Output Board

HC-CI/O Call Input/Output board - This board processes hall call and car call inputs, call
acknowledgment outputs, and displays the status of each call.

1-14 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.14 HC-IOX Input/Output Expander Board

HC-IOX Input/Output Expander board - This is a multipurpose input/output board. Some


installations have the HC-I4O board instead. Its functions are similar to the HC-IOX and
HC-IOX-A.

HC-RD Rear Door board - This board provides the necessary logic required when an
additional independent rear door is present (board not pictured).

MC-NC Neuron Controller board (optional) - Located in the car controller cabinet, the
MC-NC board is the controller for the SmartLink for Car Operating Panel option (board not
pictured). See Appendix L, Option SmartLink for Car Operating Panel if applicable.

MC-NIO Neuron Input/Output board (optional) (board not pictured) - Located in the car
operating panel, this board transfers the COP signal values to and from the MC-NC board as
network packets. COP signals include call buttons, door open button, door close button, call
lockouts, etc. See Appendix L, Option SmartLink for Car Operating Panel if applicable.

1.3.2 COC INPUTS AND OUTPUTS

The COC module is responsible for the logical operation of the elevator control system. For
example, the COC may decide that the car should travel from one floor to another in response
to a car call, but leaves the speed control (acceleration, deceleration, etc.) to the CMC
module.

The fundamental inputs that are required for the logical control of the elevator come to, and
outputs are sent from, the Main Processor board through three boards: the SC-HDIO board
(high density I/O), HC-PI/O board (power input/output board) and the HC-CI/O board (call
input/output board). Each IMC Performa control system has one HC-PI/O board, and as many
HC-CI/O boards as are required to accommodate the number of calls in the particular
installation. Additional miscellaneous inputs come to, and outputs are sent from, the Main
Processor board through as many HC-IOX and/or HC-I4O Input/Output Expansion board(s) as
are needed.

The COC also includes a hardware monitor that checks the software system used to execute
many of the safey functions. If the software system fails to execute its program, the hardware
monitor will shut down the system. The hardware monitor is checked prior to every operating
cycle.

42-02-7205 PRODUCT DESCRIPTION 1-15


Power Inputs - HC-PI/O board

C Door signals - The HC-PI/O board receives the door-related signals, through the Main
Relay board (SC-SB2K). The door related signals include the door reopening devices
(photo eye, safe edge), car operating panel buttons (door open button, door close
button), and the door position contacts (door open limit, door lock).

C Landing system signals - The HC-PI/O board receives some of the signals generated
by the landing system, through the SC-SB2K board. The landing system signals read
by the COC module are the door zone, level up and level down signals.

C Operational mode signals - The HC-PI/O board receives a few of the operational and
safety mode signals, through the SC-SB2K board. These signals include the safety
string status, the inspection operation status, and the independent service status.
Additionally, some of the fire service signals are also received by the HC-PI/O board,
through the relay board (fire sensors, in-car fire service switch).

C Direction sensing inputs - Two direction sensing inputs (up sense and down sense)
are read by the COC processor (again through the HC-PI/O and SC-SB2K) and are
used to process the car position indicator logic and motor protection (MLT) logic.

Call inputs (car call and hall call) - HC-CI/O board

The call buttons and call indicators are wired to the control system and read by the
COC Processor through the call board(s) (HC-CI/O and/or MC-NC). The connection to
the call board is a single wire connection for both the button and the indicator (the
terminal acts as both an input and output terminal). In multi-car group arrangements,
system hall calls are wired to the group supervisor control panel (also to HC-CI/O
boards), but swing car hall calls are wired to the call board of the individual car
controller, along with the car calls.

Power Outputs - HC-PI/O board

C Position indicators, direction arrows, and arrival fixture signals - Eight position
indicator outputs are provided on the HC-PI/O board. Should the particular installation
have more than eight landings, additional position indicator outputs are provided
through the use of HC-PIX Position Indicator Expansion boards. The up and down
direction arrow indicators and the up and down arrival lantern outputs are also provided
on the HC-PI/O board. The output terminals for these indicator outputs are located on
the HC-PI/O board.

C Fire service operation signals - Two outputs associated with fire service operation are
generated on the HC-PI/O board, and are routed through the SC-SB2K board. The fire
warning indicator output generates the visual/audible signal in the elevator during a fire
phase I recall, and the Emergency stop switch bypass output (ESB) is used for
rendering the Emergency stop switch inoperative, also during a fire phase I recall.

C Door control signals - Four signals are generated by the COC module to control the
operation of the doors. These outputs are generated on the HC-PI/O board, but are
routed through the SC-SB2K board for connection to external relays. These signals are
the door open function, door close function, door close power, and nudging outputs.
Should the installation have a floor with both front and rear openings, a rear door logic
board (HC-RD) is used to generate the corresponding outputs for the rear door.

1-16 PRODUCT DESCRIPTION 42-02-7205


C Car movement signals - Four signals are generated by the COC module to perform
the logical control of car movement. These outputs are read by the CMC module,
which creates the proper speed profile for the type of run requested through these
outputs. The four signals generated by the COC are up direction, down direction, high
speed, and relevel speed. As an example, a high speed run in the up direction would
be requested by the COC by generating the high speed and up direction outputs.

Call outputs (car call and hall call) - HC-CI/O board

The call buttons and indicators are connected to the control system through the
HC-CI/O call board(s) (see NOTE). Outputs to the indicators are generated by the
COC, through the HC-CI/O board(s). The connection to the call board is a single wire
connection for both the indicator and the call button (the terminal acts as both an input
and output terminal). In multi-car group arrangements, system hall calls are wired to
the Group Supervisor, but swing car hall calls are wired to the call board of the
individual car controller, along with the car calls.

NOTE: With the optional SmartLink Serial Communication for Car


Operating Panel (COP), the call buttons and indicators are wired
to the MC-NIO board in the COP and the signals are sent via
serial link to and from the MC-NC board in the controller cabinet
(see Appendix L for more information).

1.4 CAR COMMUNICATION CONTROL (CCC)

This functional block coordinates the flow of information between the car controller and other
equipment, such as terminals, modems, printers and Group Supervisor.

1.4.1 CCC COMPONENTS

The following boards are involved in CCC functions:

C MC-CGP-4(8), Communication Processor Board


C MC-RS, Communication Interface Board

42-02-7205 PRODUCT DESCRIPTION 1-17


FIGURE 1.15 MC-CGP-4 Communication Processor Board

MC-CGP-4 Communication Processor board - This board contains a very powerful 32-bit
embedded RISC microcontroller, and is sandwiched between the MC-MP2-2K and IMC-DDP-D
boards. The primary function of this board is to co-ordinate the flow of information between the
car controller and other equipment and peripherals.

FIGURE 1.16 MC-RS Communication Interface Board

MC-RS Communication Interface board - This board provides a high-speed RS-422 serial
link between the individual car controller and the M3 Group Supervisor. It also provides four
industry standard RS-232C serial ports to interface the car controller with a standard computer
or data terminal, such as a printer, modem or CRT terminal.

1-18 PRODUCT DESCRIPTION 42-02-7205


1.5 CAR MOTION CONTROL (CMC)

Car Motion Control comprises three tasks: (1) developing the idealized speed pattern; (2)
ensuring that the elevator follows the idealized speed pattern by producing the necessary
outputs to the rotating equipment; (3) monitoring the car velocity during Normal operation,
Inspection operation and during slowdown at terminal landings and stopping the car if a failure
or unsafe condition is detected.

1.5.1 CMC COMPONENTS

The following boards are involved in the CMC functions:

C IMC-DDP-D, Digital Drive Processor Board


C IMC-MBX, Mother Board
C IMC-DCP, Drive Control Processor Board
C SCR-RIX, Relay Interface Board
C HC-ENCS, Encoder Supply Board

FIGURE 1.17 IMC-DDP-D Digital Drive Processor Board

IMC-DDP-D Digital Drive Processor board - The Digital Drive Processor board is located
within the Computer Swing Panel and performs three specific tasks: (1) it uses the signals
produced by the hoistway transducers to create a speed pattern; (2) it generates current
command signals for the System 12 SCR Drive using the pattern and feedback signals from
the rotating equipment so that the car speed closely matches the ideal speed pattern and; (3) it
performs some safety functions. This board also contains the LEDs and RESET button seen
on the top and back of the Computer Swing Panel.

42-02-7205 PRODUCT DESCRIPTION 1-19


FIGURE 1.18 IMC-MBX Mother Board

IMC-MBX Mother board - This board is part of the IMC-SMB3(5) Unit which is mounted on the
controller cabinet subplate. The IMC-DCP board plugs into this board. Through the Mother board,
the IMC-DDP-D passes information to and
from the IMC-DCP, IMC-SPI, SCR-RIX, and
the System 12 SCR Drive. This board has an
alphanumeric display which shows the car
speed. There are four LEDs: OLM, DP1, DP2
and COMP ON. A complete listing and
description of the test points, and indicators
can be found in Figure 6.27, IMC-MBX Quick
Reference.

IMC-DCP Drive Control Processor


board - (see Figure 1.17) Located inside
the IMC-SMB3(5) Unit, the IMC-DCP
board converts the analog signals to
digital data and vice versa to provide an
interface between the rotating equipment
and the IMC-DDP-D processor. Besides
data collection, the IMC-DCP board
generates reference signals for power
devices located in the drive subsystem.
The board contains the following test
points: +5, GND, +15, -15, BT, QA, QB,
MFI, AIF, T, DCC, STP1, STP2, AGND,
TFL, AV, BI, AI, MFW, DP1, DP2, ENC-
Z, VR+5, VR-5. It also contains the
following LED indicators: DCP Diagnostic
LEDS, DSP ON, QA, QB, RE, SFLT and
LEARN. The DCP RESET, DRV RST,
LRN SWITCH, and TACH CAL trimpot
are also located on the IMC-DCP board.
A complete listing and description of the
test points, indicators, switches and
jumpers can be found in Figure 6.28,
IMC-DCP Quick Reference.

1-20 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.19 IMC-DCP Drive Control Processor Board

DSP

FPGA SAF

42-02-7205 PRODUCT DESCRIPTION 1-21


FIGURE 1.20 SCR-RIX Relay Interface Board

SCR-RIX Relay Interface board - The function of the Relay Interface board is to convert high
voltage signals to low voltage signals. This board receives signals from the SC-SB2K and
contactors BK and M12, the rotating equipment, and the field wiring. It converts these signals
from high to low voltage levels so that they can be used by the IMC-DDP-D processor. The
Relay Interface board, located below the IMC-SMB3(5) Unit, also contains terminals for the
binary floor code sensors, position pulser or position encoder, tachometer or velocity encoder,
loadweigher, normal terminal switches, and emergency terminal switches.

FIGURE 1.21 HC-ENCS Encoder Power Board

HC-ENCS Encoder Power board - Either a tachometer or


a velocity encoder is used to provide a velocity feedback
signal. The tachometer output is connected to the
SCR-RIX board for processing and then sent to the
IMC-DCP board. The output of the velocity encoder is
routed through the HC-ENCS board, which isolates the
encoder and supplies its power. The velocity encoder
signal is then sent to the IMC-DCP board through the
IMC-MBX board. The HC-ENCS board is mounted over the
SCR-RIX board on the left side.

1-22 PRODUCT DESCRIPTION 42-02-7205


1.5.2 CMC INPUTS AND OUTPUTS

CMC INPUTS - The main signals received by the IMC-DDP-D Processor board are:

C Quadrature signal - The SCR-RIX board receives the quadrature signal from the
encoder wheel (LS-QUIK-1R) or from the hoistway transducer which reads the holes
on a perforated steel tape (LS-QUAD-2R). The IMC-MBX then sends the position
information, which locates the car in the hoistway within 0.1875" (4.7625 mm) accuracy,
to the IMC-DDP-D board.

C OLM signal - The Outer Leveling Marker (OLM) signal informs the IMC-DDP-D
processor that the car is exactly 12" (304.8 mm) from the floor.

C Terminal switches - For each terminal landing, up to five terminal switches can be
brought to the SCR-RIX board. The safety computer on this board compares the car
speed with a reference speed for each terminal switch. In addition, the IMC-DDP-D
processor verifies the position of the car at each terminal switch. When it is determined
that the car is overspeeding or appears to be at a wrong position when a terminal switch
is encountered, the IMC-DDP-D processor discontinues the normal speed pattern and
substitutes an alternate pattern that forces the car to rapidly reduce speed and then
move at a reduced speed to the next available landing.

C Car status - Specific signals, such as direction up (85) or down (87), high speed (88),
leveling (E14), inspection (E31), etc. are sent to the SCR-RIX and passed through the
IMC-MBX board to the MC-DCP and IMC-DDP-D boards, to allow the pattern generator
to create the appropriate speed pattern. The pattern information is then sent to the IMC-
SMB3(5) Unit, which controls the car's motion.

C Floor encoding - When the car stops at a landing, the car top landing system
generates and sends to the IMC-DDP-D processor, a maximum of eight signals that
provide the absolute floor number. A parity check is done to verify the floor encoding
data.

C Tachometer signal - The raw tachometer (velocity feedback) signal is processed on


the SCR-RIX board, reducing the tach voltage to a range that can be accommodated
by the IMC-MBX board. This signal is then sent to the IMC-DCP processor where the
signal is compared with the ideal velocity pattern to ensure the proper motion of the car.

C Velocity encoder - If a velocity encoder is used as the velocity feedback transducer


(instead of a tachometer), the encoder output is routed through the HC-ENCS and
IMC-MBX boards, and these signals are then processed in the IMC-DCP board.

C Contactor Redundancy Inputs - Status signals (MR, CNPM and CNPB) are sent from
the SCR-RIX board to the IMC-DDP-D board to verify that the relays and contactors are
operating correctly (MX, M12, M1, M2 and BK).

CMC OUTPUTS - The main signals generated by the IMC-DDP-D Processor board are:

C Current command signal - The current command (DCC), generated by the IMC-DCP
processor, goes to the SCR Drive. This signal is used by the SCR-LGA board (inside
the System 12 SCR Drive) to create the triggering signals for the SCR Drive.

C Run enable (RE) - The run enable signal, generated by the IMC-DDP-D and IMC-DCP
processors, allows motion. After receiving a direction signal, with no failure detected in
the PT relay contacts and after verifying sufficient motor field, the IMC-DDP-D

42-02-7205 PRODUCT DESCRIPTION 1-23


processor generates the signals to energize the RE and PT relays. Enabling these
relays provides power to the SMB3(5) Unit. This signal also indicates that the drive is
ready for motion (see Section 6, Normal Operation Flowchart).

C Fault (FLT) - The fault output is generated by the IMC-DDP-D processor, as well as by
the two safety processors on the IMC-DCP board. This signal energizes the FLT relay
on the SCR-RIX board. The output is enabled during normal operation, thereby picking
the FLT relay. When the IMC-DDP-D or IMC-DCP processors detect a failure in the
drive system or unsafe operation such as overspeed, the fault output is disabled,
thereby de-energizing the FLT relay. Dropping the FLT relay will de-energize the main
safety relays (SAFR1 and SAFR2), unless the FLT relay has been bypassed. The IMC-
DDP-D and IMC-DCP automatically restore the fault output when the fault condition no
longer exists, thereby resetting the FLT relay. However, if four faults occur within seven
normal runs, or if a single Emergency Terminal Switch fault (ETS) is detected, the fault
output will not be automatically restored. The DRV RST button on the IMC-DCP board
must be pressed to clear the fault.

C Intermediate speed (INT) - The IMC-DDP-D board generates this signal to indicate
that the car is traveling faster than VLI, Leveling Inhibit Speed. This output is used by
the Car Operation Control (COC) to decide when the car should stop and doors open.
VLI is adjustable. The INT output energizes the INT relay which disables the LE relay,
thereby disabling the LU and LD (leveling input) signals.

1.6 CAR POWER CONTROL (CPC)

1.6.1 CPC COMPONENTS

The voltages required by the motor armature, motor field and brake are generated by the Car
Power Control components, including:

C IMC-SPI, SCR Power Interface Board


C System 12 SCR Drive
C SCR-LGA, SCR Logic Board
C IMC-SMB3/5 Motor/ Brake Regulator Module

1-24 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.20 IMC-SPI SCR Power Interface Board

IMC-SPI SCR Power Interface board - This board is mounted inside of the IMC-SMB3(5)
Unit. It converts the motor field and brake command signals from the IMC-DDP-D to high
voltage signals for the rotating equipment. The IMC-SPI also processes the feedback currents
from the brake coil and motor field before sending them to the IMC-DDP-D board. The board
has three LEDs that show through the IMC-SMB3(5) cover: DFLT, MFSAT and MFF. Test
points include: -15V, +15V, ACSM, ACSB, BI, MFI, COM, MTS, BTS, MFG1, MF2, MFG2, MF1,
BT1 and BT2. A complete listing and definition of test points and indicators can be found in
Section 6, IMC-SPI Quick Reference.

42-02-7205 PRODUCT DESCRIPTION 1-25


FIGURE 1.21 SCR-LGA SCR Drive Logic Board

SCR-LGD Board mounts here

SCR-LGA SCR Drive Logic Board - This board is located inside the System 12 SCR Drive
and can be accessed by removing the front cover of the SCR Drive. This is the logic board for
the System 12 SCR Drive. The main functions of the SCR-LGA board include control tasks
such as Current Loop Control, SCR Firing Logic, interfacing with the IMC-DDP-D computer as
well as overcurrent detection and the detection of other faults. There are two cables that
connect this board to the IMC-MBX board in the IMC-SMB3(5). These cables are the interfaces
between the computer and the System 12 SCR Drive. The SCR-LGA board also contains the
SCR Drive current/voltage rating header (in position U81).

SCR-LGD SCR Drive Display Board - This board contains the System 12 SCR Drive
Diagnostic Indicator LEDs that are seen through the cover of the 12-Pulse Drive. The SCR-
LGD board is mounted to the SCR-LGA board in the upper left corner and a 20-pin ribbon cable
connects the two boards.

1-26 PRODUCT DESCRIPTION 42-02-7205


1.6.2 CPC INPUTS AND OUTPUTS

Car power control converts AC voltage to DC voltage for application to the hoist motor
armature, motor field and brake field. The components that supply power to the armature are
located inside of the System 12 SCR drive. The components that supply power to the brake
and motor fields are located inside the IMC-SMB3(5).

CPC INPUTS

C Control signals - Control signals that originate in the IMC-DDP-D processor are routed
to the System 12 and IMC-SMB3(5) via the IMC-MBX, IMC-DCP, SCR-RIX, and IMC-
SPI boards. MC-MP2-2K control signals are routed through the HC-PI/O, SC-SB2K,
SCR-RIX and IMC-MBX boards.

C AC Power - AC power is applied to terminals MP01 and MP02 of the IMC-SMB3(5) for
the motor field supply. Contactors BK and M12 route AC power to the IMC-SMB3(5) for
the brake field supply. Contactor MX routes power to the M1 and M2 contactors that
connect the armature circuit to its source of voltage.

Sequence of Operation - When demand for motion is placed into the system, the motor field
is brought up to maximum DC voltage (forcing) determined by parameter MFFV. Once 80% of
forcing field current is detected the RE (Run Enable) relay will prepare contactor MX to engage.
The MB (Motor Brake Triac) signal supplied by the SC-SB2K board completes the circuit to pick
up MX.

The subsequent picking of contactors M1 and M2 is monitored via auxiliary contacts that
provide voltage to relay M12. Finally, relay M12 allows contactor BK to pick which provides AC
voltage to the IMC-SMB3(5) to allow the brake to pick. After the RE signal is received and the
brake Speed Pick Delay has elapsed, the IMC-DDP-D processor (pattern generator) is released
which allows the speed profile (see Section 6 Normal Operation Flowchart) to be generated.

Once the Car arrives at the target floor, relays M1, M2, M12, MX and BK remain energized for
a period determined by the TRED (Run Enable Drop Delay - nominally 1.20 s). This allows the
drive time to turn off all voltage and current prior to opening any relay contacts.

Troubleshooting Power Components - There are test points and indicators on the critical
boards that allow the technician to view these signals.

42-02-7205 PRODUCT DESCRIPTION 1-27


1.7 LANDING SYSTEM

1.7.1 LS-QUAD-2R LANDING SYSTEM

The LS-QUAD-2R Landing System Control Box includes the following:

A. Two tape guides that hold the perforated steel tape precisely with respect to the control
box.

b. A pair of optical transducers (DP1 and DP2) that provide a quadrature signal for car
position.

c. Leveling (LU and LD), Door Zone (DZ) and the Outer Leveling Marker (OLM) using
magnetic proximity sensors.

d. Magnetic proximity sensors for absolute floor encoding (RD, PR, R0, R1, R2, R3, R4
and R5).

e. A circuit board (HC-DFLS) to process the sensor signals to be sent to the elevator
controller. All sensors have indicators on this circuit board. The quadrature signals and
Outer Leveling Markers (OLM) are 50VDC; all other signals are 115VAC.

FIGURE 1.22 LS-QUAD-2R Car Top Control Box (Front and Back View)

The LS-QUAD-2R Landing System Control Box is designed to be mounted on the car top.
Figure 1.23 shows the position of the steel tape and LS-QUAD-2R Landing System Control
Box.

1-28 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.23 Elevator with LS-QUAD-2R Landing System

42-02-7205 PRODUCT DESCRIPTION 1-29


1.7.2 LS-QUIK-1R LANDING SYSTEM

The LS-QUIK-1R Landing System Control Box (Figure 1.24) is designed to be mounted on the
car top and contains the following parts:

a. Leveling (LU, LD) and Door Zone (DZ) optical sensors.

b. Optical sensors for absolute floor position encoding (PR, R0, R1, R2, R3, R4, R5).

c. A circuit board (HC-DFQ) to process the sensor signals to be sent to the elevator
controller. All optical sensors have indicators on this circuit board. The quadrature
signals and Outer Leveling Markers (OLM) are 50VDC; all other signals are 115VAC.

d. An encoder and follower wheel which provide a quadrature signal for car position.

FIGURE 1.24 LS-QUIK-1R Landing System

1-30 PRODUCT DESCRIPTION 42-02-7205


FIGURE 1.25 LS-QUIK-1R Car Top Control Box (front and rear view)

Tab (removed)

Typical Vane

(32) R5

(16) R4

(8) R3

(4) R2

(2) R1

(1) R0

PR

Tab (not removed)

Tabs removed to indicate floor number 1


(R0 + PR not removed)

With the LS-QUIK-1R landing system, RD is reported when DZ1 and DZ2 are ON but LU and
LD are OFF. The LU sensor is used to detect both UOLM and LU. The LD sensor is used to
detect both DOLM and LD.

42-02-7205 PRODUCT DESCRIPTION 1-31


1.8 LOAD WEIGHING SYSTEM (Optional)
Some gearless machines exhibit rollback at the start of car motion. IMC Performa controllers
have built-in capability to use load weighing information to pre-torque the machine, thereby
starting the elevator with a specific value of torque on the armature to offset the load.

The IMC PERFORMA controller can also use load weighing information to make intelligent
dispatching decisions. If the load weight is very light, the controller can be programmed to limit
the number of car calls allowed (anti-nuisance). The controller can be programed so that at a
certain load weight, the lobby landing door timer is reduced, thereby initiating the process of
moving the car out of the lobby. When the load weight exceeds a preprogramed value, the
controller can be instructed to bypass hall calls. And, if the load weight exceeds a predefined
maximum at which it is considered unsafe to move the elevator, the controller can prevent
movement. When this occurs, a visual or audible warning alerts the passengers that the
elevator is overloaded.

Load Weigher - Isolated Platform (LW-MCEIP) is used for elevators with isolated platform cars,
(see Appendix N, MCE Load Weigher Installation and Adjustment). Load Weigher - Crosshead
Deflection (from K-Tech International) is used for elevators with non-isolated platform cars. The
load weigher signal is sent to the SCR-RIX board.

1-32 PRODUCT DESCRIPTION 42-02-7205


SECTION 2
INSTALLATION

2.0 GENERAL INFORMATION


This section contains important instructions and recommendations pertaining to site selection,
environmental considerations, wiring guidelines and other factors that will ensure a successful
installation.

2.0.1 SITE SELECTION

In choosing a proper location for the control equipment, the factors listed below should be
considered.

Provide adequate working space for comfort and efficiency.

Make sure the equipment is arranged logically, taking into consideration the location of
other equipment in the machine room and proper routing of electrical power and control
wiring. Note that MCE controller cabinets do not require rear access.

Do not install equipment in a hazardous location.

Provide space for future expansion if possible.

Installing a telephone in the machine room is desirable as it makes remote diagnostics


and adjustment assistance easily available.

If any areas in the machine room are subject to vibration, they should be avoided or
reinforced to prevent the equipment from being adversely affected.

Provide adequate lighting for the control cabinets and machines. A good work space,
such as a workbench or table, should also be provided.

The location of the Drive Isolation Transformer is flexible, however, wiring is reduced
if it is located near the controller.

2.0.2 ENVIRONMENTAL CONSIDERATIONS

The following are some important environmental considerations that will help to provide for the
longevity of the elevator equipment and reduce maintenance requirements.

The ambient temperature should not exceed 32E to 104E Fahrenheit (0E to 40E
Celsius). Operation at ambient temperatures up to 1100 F is possible, but not
recommended due to probable shortening of equipment life. Adequate ventilation and
possibly air conditioning may be required.

The air in the machine room should be free of excessive dust, corrosive atmosphere or
excessive moisture (relative humidity below 95%) to avoid condensation. A NEMA 4 or
NEMA 12 enclosure would help meet these requirements. If open windows exist in the
machine room, it is preferable to place cabinets away from these windows so that
severe weather does not damage the equipment.

42-02-7205 INSTALLATION 2-1


Very high levels of radio frequency (RF) radiation from nearby sources should be
avoided. High levels of RFI may cause the computers to shut down the system. The
use of hand-held communication devices close to the computers may also cause
interference. Interference from permanently installed radio transmitting antennas is
normally rare. This controller complies with EN12016 and EN12015 for radiation and
immunity.

Power line fluctuation should not be greater than 10%.

2.0.3 RECOMMENDED TOOLS AND TEST EQUIPMENT

For proper installation, it is recommended that the following tools and test equipment be used:

Digital multimeter, Fluke series 75, 76, 77 or equivalent.


Oscilloscope, preferably storage type (a storage scope is mandatory for adjustment of
a high speed gearless machine).
Hand-held tachometer.
AC clamp-on ammeter. DC ammeter is also highly recommended.
Telephone and test weights.
Hand-held radios.
Assorted soldering tools, rosin flux solder, electronic side cutters, long-nose pliers,
flashlight and the MCE screwdriver provided with the controller.

DIGITAL MULTIMETER AMP-PROBE MEGOHMETER

OSCILLOSCOPE TELEPHONE

2-2 INSTALLATION 42-02-7205


2.0.4 WIRING PRINTS

Become familiar with the following information as well as the wiring prints provided with the
controller.

DRAWING NUMBER FORMAT - Each print has a drawing number indicated in the title block.
The drawing number is comprised of the job number, car number and page number (see
examples). In this manual the drawings will often be referred to by the last digit of the drawing
number (page number). The following is the drawing number format currently in use.

NOTE: DRAWING NAME - Some drawings have a drawing name directly above
the title block or at the top of the drawing. The drawing name may be used
to refer to a particular drawing.

NOMENCLATURE - The following is an example of the schematic symbols use to indicate that
a signal either enters or exits a PC board.

A listing of PC boards and their designator numbers plus other schematic symbols used in the
wiring prints can be found at the beginning of the Job Prints and in Appendix E of this manual.
Become familiar with Elevator Car Wiring Print (Job Prints page 1).
Become familiar with Elevator Hoistway Wiring Print (Job Prints page 2).
Most of the power connections and non-Drive related power supplies are shown in Job
Prints page 3.
Group interconnects to individual car cabinets (two or more cars) are shown on the Job
Prints drawing titled Group Interconnects to Individual Car Cabinets.
Review any additional wiring prints and details that may be provided.
Job Prints page SCR includes detailed drawings of the IMC Performa control system.
Specific parts of a schematic can be referred to by the Area Number located at the left
margin of the schematic.

42-02-7205 INSTALLATION 2-3


2.1 CONTROLLER INSTALLATION GUIDELINES

NOTE: It is strongly recommended to review the wiring guidelines in sections 2.1.1


and 2.2 before bringing wires into the controller.

Mount the controller(s) securely to the machine room floor and cut holes to permit bringing the
wires into the cabinet as shown in Figure 2.2. There may be labels in the cabinet to help identify
wiring hole locations. Note that the standard MCE car control cabinet does not require rear
access. Also, the doors are reversible and removable for ease of wiring.

CAUTION: Do not allow metal chips to fall into the electronics.

Keep the covers on the System 12 SCR Drive and IMC-SMB Unit
while wiring to prevent damage to the components and to keep metal
chips away.

2.1.1 CONTROLLER WIRING GUIDELINES

CAUTION: All conductors entering or leaving the controller cabinet must be run
in conduits. High voltage, high current conductors, such as power
conductors from the fused disconnect or isolation transformer, must
be separated from the control wires. It is essential that the
Tachometer/Velocity Encoder control wires be placed in a separate
conduit, away from these high current conductors.

NOTE: Pay very close attention to the hierarchy of the inspection inputs. In order
to maintain safe operation of the lift while on access, car top or in car
inspection, the inspection circuits must be wired as shown in the prints.

Figure 2.2 shows the recommended routing for the field wiring. Observe the following:

a. PC boards can be easily damaged by Electrostatic Discharge (ESD). Use a properly


grounded wrist strap, as shown in Figure 2.1, when touching the PC boards.

FIGURE 2.1 ESD - Electrostatic Sensitivity of PCBs

Do not touch PC Boards unless you are properly


grounded.

2-4 INSTALLATION 42-02-7205


b. Bring the wires in from a location that allows use of the wiring ducts inside the cabinet.
The terminals are located conveniently near wiring ducts.

FIGURE 2.2 Example of Typical Controller Layout

C Call terminals are located on the HC-CI/O board(s). Inputs and outputs are
located on the HC-IOX and/or HC-I4O boards.

C All position indicators, arrows and gong enable terminals are located on the
HC-PI/O and HC-PIX boards or, if a gong board is provided, position indicators
are also provided on the gong board (HC-GB).

C Terminals for the door operator are on respective door boards or on separate
terminal blocks.

C Several 1 and 2 bus terminals are provided in different locations.

C Other terminals may be supplied on separate terminal blocks.

42-02-7205 INSTALLATION 2-5


C OLM, position pulser and absolute floor encoder signals are terminated into the
SCR-RIX board. Velocity encoder signals are wired to the HC-ENCS board.

c. When routing field wiring or power hookups, avoid the left side of the HC-CI/O and
HC-PI/O boards.

d. When it is time to hook up the wires to the controller, connect the wires according to the
hoistway and car wiring prints.

e. Proper motor branch circuit protection in the form of a fused disconnect switch or circuit
breaker must be provided for each elevator according to applicable electrical code.
Each disconnect or breaker must be clearly labeled with the elevator number. The
electrical contractor must determine the wire size for the main AC power supply and for
the wiring from the disconnect or breaker to the Drive Isolation Transformer.

f. If the car is part of a group system, there are a number of details relating to the wiring
of the interconnects between the individual cars. They are as follows:

1. If a group controller cabinet is provided, refer to the drawing titled Group


Supervisor Field Wiring Print in the job prints. Power for the M3 Group
Supervisor cabinet comes from the local Car Controllers as shown in Job Prints
drawing (-2). The main AC power supply wiring size must be determined by the
electrical contractor.

WARNING: Connecting the Group Supervisor directly to the building AC supply


may cause damage to PC boards. Also, connecting out-of-phase
power will cause damage. Check the phasing of the individual car
2-bus lines before connecting them to the Group Supervisor. With a
voltmeter set to AC Volts, measure between adjacent car 2-bus
terminals. The meter must read less than 10 VAC. If the reading is
higher, reverse the power leads going to the car's T1 transformer at
L1 and L2, and measure again.

2. A separate conduit or wiring trough must be provided for the high speed serial
link from each car controller to the Group Supervisor cabinet. The wiring details
for the high speed communication link are fully detailed in the print titled
"Instructions for Connection of High Speed Communication Cables." The wiring
details should be followed exactly. Again, note the requirement for routing the
high speed interconnect cables through a separate conduit or wiring trough.

3. If applicable, also wire according to the print titled "Group Interconnects to


Individual Car Cabinets." Be sure to ground all cabinets according to Section
2.2.1.

4. The field wiring to the Group Supervisor cabinet is found in the print titled
"Group Supervisor Field Wiring Print."

2-6 INSTALLATION 42-02-7205


2.2 GENERAL WIRING GUIDELINES
Basic wiring practices and grounding requirements are discussed in this section.

2.2.1 GROUND - To obtain proper grounding, quality wiring materials and methods must be used.

All grounding in the elevator system must conform to all applicable codes. Proper grounding
is essential for system safety and helps to reduce noise-induced problems. The following are
some grounding guidelines:

The grounding wire to the equipment cabinet should be the same gauge (diameter) or
larger than the primary AC power feeders for the controller and should be as short as
possible.

The grounding wire between equipment cabinets may be branching or a daisy chain,
but the wire must terminate at the last controller and NOT loop back.

Provide a direct, solid ground to the controller and motor. An indirect ground, such as
the building structure or a water pipe, may not provide proper grounding and could act
as an antenna radiating RFI noise, thus disturbing sensitive equipment in the building.

The conduit containing the AC power feeders must not be used for grounding.

2.2.2 HOIST MOTOR

If this installation is reusing existing rotating equipment, it is strongly recommended that


all wires be disconnected from the motor and brake. An insulation test should then be
performed between any of these wires and the frame of the related piece of equipment.
Use a megohmeter to subject the insulation to the same high voltages that would be
encountered in normal use. Any insulation problems must be corrected before
proceeding, since these may indicate serious problems with the equipment.

Make sure the motor and brake coil are not connected to the armature in any way.

USE #14 AWG WIRE SIZE MINIMUM ON ALL FIELD WIRING FROM THE
CONTROLLER TO THE MOTOR FIELD AND BRAKE.

2.2.3 DRIVE ISOLATION TRANSFORMER

Make sure that wire sizes are properly selected to comply with applicable codes. For details of
Drive Isolation Transformer wiring see page -SCR of the job prints. Make sure that any special
instructions on page -SCR of the job prints regarding the wiring of the Drive Isolation
Transformer have been followed. Note that additional windings on the Drive Isolation
Transformer for the motor field or brake may also appear on job print page -SCR. Remove the
System 12 SCR Drive cover only if necessary for wiring and replace it as soon as possible to
prevent damage to components.

2.2.4 VELOCITY FEEDBACK TRANSDUCER MOUNTING

With the IMC Performa controller, a tachometer or an encoder must be used as a velocity
feedback transducer. See figure 2.3 and Table 2.1 for the different mounting options for your
application.

42-02-7205 INSTALLATION 2-7


2.2.4.1 TACHOMETER - Do not get the tachometer close to a magnetized area (motor field
coils, etc.) because this will cause the car to have different speeds while going up or down,
even though the tachometer puts out the same voltage in both directions. Any vibration
caused by the tachometer cannot be corrected inside the drive. Rough surfaces, either on the
tachometer wheel or where the tachometer wheel runs, can also cause vibrations. The
tachometer must connect to the motor through a coupling or by a follower wheel.

In a gearless application, the tachometer follower wheel should run on a smooth surface such
as the brake drum.

In a geared application, the alignment of the tachometer coupling is extremely important. Most
vibration problems come from the tachometer and/or its mounting. It is important that the
tachometer mounting is very rigid and that the coupling is perfectly aligned before the Drive Unit
is adjusted. With a geared installation, do not drive the tachometer from the sheave
because the gear lash cannot be compensated by the Drive Unit.

Use a twisted pair shielded cable to connect the tachometer to the TS and TC terminals on the
SCR-RIX board (Figure 2.4). Do not connect the shield at the tachometer end, but insulate the
shield so it does not touch anything. Connect the shield at the controller end to terminal COM.
During the upward motion of the car, the output voltage of the tachometer must be positive (+)
on terminal TS with respect to terminal TC on the SCR-RIX board.

NOTE: Mounting the tachometer solidly without a hinged assembly is okay, as long
as the tach wheel can be turned by hand at any point in the rotation of the
machine. Make sure the tach wheel does not become too loose or too tight
at any point in the rotation of the machine.

FIGURE 2.3 Typical Tachometer / Velocity Encoder Installation


BRAKE DRUM/
DRIVE SHEAVE TACHOMETER
(Using its own weight
to hold the tach wheel
on the brake drum)

TYPICAL MOUNTING
TACH WHEEL BRACKET

VELOCITY
ENCODER

HOIST MOTOR
SHAFT
HINGE AND BRACKET PHENOLIC
(Hinge must be high quality ISOLATOR
and have very little slack)
FLEXIBLE COUPLING

DN 4107 R0

2-8 INSTALLATION 42-02-7205


TABLE 2.1 Selecting the appropriate Velocity Feedback Transducer
Machine Velocity Feedback Shaft Mounting Brake Drum Sheave
Type Transducer Mounting Mounting
Geared Tachometer Yes No No
Encoder 1024 PPR No No
Gearless Tachometer No Yes Yes
Encoder 12,700 PPR 1024 PPR 1024 PPR

NOTE: MCE recommends using a shaft mounted encoder for gearless machines.

FIGURE 2.4 Tachometer Wiring

2.2.4.1 VELOCITY ENCODER - The encoder wiring should be completed as shown in Figure
2.5. Do not place the encoder or its wiring close to a magnetized area (the motor or brake
coils), as this may induce AC in the encoder signal output. This can cause the Drive to
miscount and cause erratic speed control at lower speeds. Inside the controller cabinet, if
control wires must cross power wires, they must cross at right angles.

In a gearless application, the encoder can be mounted on the motor shaft, the brake drum or
the brake sheave. It is important to realize that the encoder resolution varies with the type of
mounting. Please refer to the Table 2.1.

In a geared application, the encoder must be mounted on the motor shaft (see Figure 2.3).
It is very important that the encoder does not slip, wobble, bounce, or vibrate due to poor
installation of the shaft extension, coupling or encoder mounting. The encoder and motor shafts
must be aligned to prevent premature bearing failure.

Use the shielded cable provided, for wiring from the encoder to the HC-ENCS board mounted
on top of the SCR-RIX board (see Figure 1.2). Run this cable in a separate conduit to the
controller. It is recommended that the cable is shortened to remove excess, but do not cut and
re-splice the cable. On the encoder, connect the cable with the connector provided. The other
end of the cable should be connected to the phoenix connector provided. The cable shield will
not be connected to any ground or case, but connected as shown in Figure 2.5.

42-02-7205 INSTALLATION 2-9


FIGURE 2.5 Velocity Encoder Connections

2.3 HOISTWAY CONTROL EQUIPMENT INSTALLATION


This section covers the recommended procedures for installing the perforated steel tape
(LS-QUAD-2R) or vanes (LS-QUIK-1R) with mounting brackets, hoistway limit switches,
hoistway terminal strips and their wiring as shown on the prints.

2.3.1 PERFORATED STEEL TAPE FOR THE LS-QUAD-2R

Refer to the Job Prints titled Top Tape Support Assembly and Bottom Tape Support
Assembly and follow these assembly procedures. Note that the tape can be hung in any of
three positions (distance from the rail). Determine the best location on the car top to mount the
landing system control box in relation to the available tape positions. This should be done with
the car at the top landing so that the tape will be able to run smoothly through the tape guides
without binding or excessive friction.

2.3.2 LS-QUIK-1R LANDING SYSTEM

Refer to the drawings titled "LS-QUIK-1R Vane Encoding & Installation," "LS-QUIK-1R Landing
System Box and Encoder Platform Mounting," and "LS-QUIK-1R Landing System Encoder
Platform, Landing System Box, & Vane" and follow the assembly procedures shown. Note that
the rotary encoder is normally mounted to the car top so that the encoding wheel runs on the
rails. If this is not possible, a special version of the LS-QUIK-1R encoder may be mounted in
the machine room so that the encoder runs on the governor, or it may be mounted to run on
the deflector sheave. Determine the best physical location for your application. Reference the
above drawings for the car top mounted encoder box and rail mounted vane detail.

2-10 INSTALLATION 42-02-7205


NOTE: For a machine room mounted encoder it is critical that the encoder is
driven by a surface that is concentric with the hoist or governor ropes. This
will guarantee that we receive the required 256 pulses per foot for proper
speed calibration.

2.3.3 HOISTWAY LIMIT SWITCHES

Be sure the cam operating the limit switches keeps any slowdown limit switches
depressed until the normal direction limit switch is broken.

Be sure that both the normal and final limit switches are held depressed for the entire
run-by travel of the elevator.

For faster elevators, the surface of the cam that operates the limit switches must be
sufficiently gradual so the impact of the switch rollers striking the cam is relatively silent.

2.3.4 HOISTWAY TERMINAL STRIPS AND TRAVELING CABLES

The traveling cable must have at least one twisted shielded pair to be used for the position
pulser quadrature signal from the landing system box (terminals 95 and 96). The shielded cable
should be used all the way to the controller. If there are two or more shielded pairs still
available, route the two OLM signals from terminals 93 and 94 in the landing system box
through a shielded pair (especially if this building has more than eight floors). It is best to
ground the shield only at the controller. If this job includes the optional SmartLink for Car
Operating Panel (COP), an additional shielded pair is required for the serial link (see Appendix
L).

2.4 CAR CONTROL EQUIPMENT INSTALLATION


This section covers the recommended procedures for installing and wiring the landing system
box (LS-QUAD-2R or LS-QUIK-1R), magnetic strips on the steel tape (for the LS-QUAD-2R),
leveling/absolute floor encoding vanes and encoder (for the LS-QUIK-1R), TM switches on the
car top (if used) and diode installation for certain door operators.

2.4.1 LANDING SYSTEM CONTROL BOX

Refer to the following prints: "Option #1 For Mounting Landing System Box to Elevator
Crosshead," "Option #2 For Mounting Landing System Box to Elevator Crosshead," "Option #1
For Conduit Knockout," and "Option #2 For Conduit Knockout."

a. The location for the landing box should have already been selected, with the car at the
top landing so that the tape will run smoothly through the guides without binding or
excessive friction.

b. Holes are available on both sides, and on the bottom of the landing system box for
mounting to any support brackets or structural channels. The mounting of the box
should be very firm and solid so that knocking it out of alignment is difficult. Use "
diameter screws with 20 threads per inch.

c. Refer to the controller print: "Option #1 for Conduit Knockout" and "Option #2 for
Conduit Knockouts" for connecting conduits to the LS-QUAD-2R or LS-QUIK-1R

42-02-7205 INSTALLATION 2-11


landing system box. Be sure to follow the instructions closely. Use pre-punched
knockout holes if provided.

d. If the shielded cable for the quadrature signal (DP1, DP2) and OLM signals (UOLM,
DOLM) are brought to a car top terminal strip, another piece of shielded cable must be
used to connect the car top terminal strip to the terminal strip on the circuit board in the
landing system box (see Figure 2.6). The shield must be connected to ground only at
the controller, not at the car top terminal strip or at the landing system box. Refer to the
controller print for shield connection.

FIGURE 2.6 Position Pulser Shielded Cable Wiring

2.4.2 STEEL TAPE ON THE LS-QUAD-2R LANDING SYSTEM BOX

a. To install the steel tape into the tape guides on the LS-QUAD-2R landing system box,
remove the two thumbscrews on the two guide assemblies. Be careful not to drop the
washers that fit behind the thumbscrews. Then insert the tape and reinstall the guides
with the thumbscrews (tighten firmly).

b. After inserting the steel tape into the tape guides, check the position of the landing
system box. The car should be at the top of the hoistway to make it easy to see if the
box alignment is causing any stress or binding on the tape guides. Make sure the box
is absolutely vertical from side-to-side and front-to-back to allow easy tape movement.
This will also help avoid excessive wear on the tape guides (using a level is helpful).
Careful adjustment here is critical to avoid premature failure of the tape guides.

NOTE: Notice that the face-plate of the LS-QUAD-2R (which contains the sensors
and tape guides) is held in place by 6 thumbscrews, and that this face-plate
can be moved up and down. Be sure that the face-plate of the LS-QUAD-
2R is in the middle of its side-to-side and up and down range of movement
when the car is near the top of the hoistway. It is also important to ensure
that the unit is exactly vertical so there is no binding of the tape in the
guides.

2-12 INSTALLATION 42-02-7205


c. Move the elevator from the top to the bottom of the hoistway to check for smooth tape
movement and to ensure that excessive pressure on the guides is avoided. Correct
problems immediately.

2.4.3 MAGNETIC STRIPS FOR THE LS-QUAD-2R LANDING SYSTEM

NOTE: The magnetic strips provided with the LS-QUAD-2R landing system may
be either north or south pole types (usually south). The poles marked
indicate the side away from the adhesive side. The magnets should always
be attached to the steel tape from the adhesive side.

a. Carefully read and follow the Target Installation instructions in the prints, but also read
the rest of these instructions before proceeding.

b. Before installing the magnets, clean the steel tape thoroughly with an appropriate
solvent. No oil should be left on the tape as it will interfere with the adhesive backing
on the magnets.

c. There are normally two lanes of magnets installed on the side of the perforated tape
facing the car. One lane consists of only the individual floor magnets (leveling magnets)
which are all 6O in length. The other lane consists of magnets (absolute floor position
encoding magnets) which are all multiples of 2O in length (i.e., 2", 5", 7", and 10").
The EDGE and PRESET magnets are all multi-pole magnets and are used only as
installation guides.

d. Do not permanently install the floor magnets operating the LU, DZ, and LD sensors. Do
not remove the adhesive cover strip on the back of the magnet. The magnet's position
may have to be adjusted later. For now, use clear adhesive tape to attach the magnet
temporarily. Adhesive tape covering the magnet will not interfere with its performance.

2.4.4 LEVELING/ABSOLUTE FLOOR ENCODING VANES AND CAR TOP WHEEL DRIVEN
ENCODER FOR THE LS-QUIK-1R

Install the encoder on the car top, typically above the roller guide assembly. Install one
leveling/absolute floor encoding vane at each landing and break out the appropriate tabs to
code the particular floor. Refer to "LS-QUIK-1R Vane Encoding & Installation" and "LS-QUIK-
1R Landing System Encoder Platform, Landing System Box & Vane" prints.

2.4.5 TM SWITCH (IF USED)

Refer to the "Elevator Car Wiring Print" for details on the wiring and setting of each contact in
the TM switch. Carefully examine the functioning of this switch, especially if copper-to-carbon
contacts are used. The current levels are quite low and may not be enough to burn the oxide
off the contacts.

2.4.6 DOOR OPERATOR DIODE (IF USED)

Certain door operators, such as G.A.L. model MOM or MOH, require the installation of diodes
in the door operator on the car top. See the "Elevator Car Wiring Print" for special instructions
regarding these diodes.

42-02-7205 INSTALLATION 2-13


2.4.7 LOAD WEIGHER

Information regarding the installation of the load weigher used for isolated platform elevator
cars (LW-MCEIP) is provided in Appendix N, MCE Load Weigher Installation and Adjustment.
Information regarding the installation of the load weigher used for non-isolated platform elevator
cars is provided with the Load Weigher supplied by K-Tech International.

2.4.8 DOOR POSITION MONITOR SWITCH (IF USED)

If you are in a jurisdiction where ASME A17.1 - 1996 or later is being enforced, Door Position
Monitor switch(s) connected to the DPM and/or DPMR inputs, must be added to monitor the
position of the closed doors. This must be a separate physical limit switch that makes up
approximately 1 to 2 inches before the doors lock.

2-14 INSTALLATION 42-02-7205


SECTION 3
START-UP

3.0 GENERAL INFORMATION


In this section, the car is prepared for use by construction personnel so that they may complete
the cab installation process. After completing the steps in this section, basic car movement is
available on Inspection operation. This section covers the application of power to the controller
and associated components, verifying voltage levels for the DC hoist motor and brake, and the
preliminary adjustment of the system.

WARNING: This equipment contains voltage which may be as high as 800V and
rotating parts of motors and driven machines. The combination of high
voltage and moving parts can cause serious or fatal injury. Only
qualified personnel, who are familiar with this manual and driven
machinery, should attempt to start up or troubleshoot this equipment.
Please observe the following precautions:

1. Use extreme caution - do not touch any circuit boards, SCR or


motor electrical connection without ensuring that the unit is properly
grounded and no high voltage is present. Do not apply AC power
before grounding the equipment in accordance with applicable local
codes and instructions contained in this manual.

2. Be certain that any possible violent motion of the motor shaft and
driven machinery, caused by improper control operation, will not
cause personal injury or damage. Peak torques of up to ten times
rated motor torque can occur during a control failure.

3. High voltage may be present on motor armature and field circuits


whenever AC power is applied, even if motor is not rotating.

4. Read these instructions all the way through before starting the
work, in order to become familiar with the procedure. Proceed
cautiously. These instructions assume adequate electrical
troubleshooting experience. Follow the procedure carefully and if
the elevator does not respond correctly, check the circuits and
obtain necessary assistance.

NOTE: At this time, the controller safety circuits, motor and brake, Inspection
circuits, door locks and Drive Isolation Transformer wiring must be
complete. The installation and wiring of the tachometer or velocity encoder
should also be complete. Make sure the field wiring is correct before
proceeding further.

42-02-7205 START-UP 3-1


3.1 CHECKING FOR IMPROPER GROUNDS

Do a ground test before powering up the system. Power should be OFF at the main disconnect.
Refer to Figure 3.1 to help find items as they are referred to in the ground check. If any grounds
are found in the following steps, they must be corrected before proceeding.

NOTE: A short to ground is defined as having a resistance of less than 20 ohms


between the 1-bus (common) and the terminal being checked.

FIGURE 3.1 IMC Performa Controller Cabinet Layout

a. Remove fuse F4 from the controller cabinet. Consult the job prints and remove the
fuses that power terminals 2H and 2F (these may be in the Group Supervisor cabinet).

b. Check for shorts to ground on all the terminals on the HC-PI/O, HC-CI/O, SCR-RIX,
SC-BASE-D and SC-SB2K boards.

3-2 START-UP 42-02-7205


c. If a G.A.L. MOD door operator is provided, check for shorts to ground on terminals F1,
F2, A1M, A2M and D5. Look for their location on page -3 of the job prints. Remove door
fuses F7 and F8. For other door operators, consult the prints as to which fuses to
remove and then check the appropriate terminals for shorts to ground.

d. Check for shorts to ground on System 12 SCR Drive terminals X1, X2, X3, Y1, Y2, and
Y3, motor armature terminals A1M and A2M, motor field terminals MF1 and MF2, and
brake terminals B1 and B2.

3.2 VERIFYING PROPER VOLTAGES AND RELAY OPERATION

WARNING: These instructions assume the elevator mechanic has adequate


electrical troubleshooting experience. Follow the procedures carefully
and if the elevator does not respond correctly, check the circuits and
use the troubleshooting section in this manual (Section 6). Proceed
cautiously. To become familiar with the procedure, read these
instructions all the way through before starting the work.

3.2.1 BEFORE APPLYING POWER

The primary devices responsible for controlling all of the rotating equipment, brake, and certain
safety features on this controller are the IMC-DDP-D Processor board (located inside the
Computer Swing Panel), the IMC-SMB3(5) Unit and the System 12 SCR Drive. The
interconnections of the IMC Performa controller, IMC-SMB3(5), and System 12 SCR Drive with
the elevator equipment are shown on pages -SCR and -D of the job prints.

In the following instructions, it is assumed that the sling is suspended from the hoist ropes, all
hoistway doors are closed but not necessarily locked, and the hoistway and machine room
wiring is complete. The car safety must be adjusted to the manufacturer's specifications and
the governor installed and roped.

a. Test the safety by hand to ensure it will hold the car. Correct any malfunction before
continuing further.

b. Unplug the screw terminal blocks from the HC-PI/O and HC-CI/O boards by moving the
blocks toward the right (away from the board edge), thereby disconnecting the field
wiring. This is to avoid damaging the boards.

c. Be sure that any special instructions on page -SCR of the job prints regarding
arrangement of the connections of the System 12 SCR Drive and Drive Isolation
Transformer have been followed. Additional Drive Isolation Transformer connections
for the motor field or brake may also appear on page -SCR.

d. Remove fuse FM or any fuses labeled FM followed by a number (FM1, FM2, etc.).
Remove fuses FB1 and FB2. Then, remove fuse FC1. These fuses can be found on
page -D or -3 of the job prints. This disconnects all power from the IMC-SMB3(5).

e. Remove fuses FL1, FL2, FL3 (if present), FMC, F2, F2D and F4 (if not removed in
3.1.a.). Their location can be found on page -3 of the job prints. This disconnects power
from the controller logic circuits and power supply.

42-02-7205 START-UP 3-3


WARNING: Before powering up, verify that the resistence of the brake and motor
field are within 15% of the values on Job Prints page -D. If this is
not the case, call MCE Technical Support before proceeding.

3.2.2 APPLYING POWER

a. On the SC-SB2K board, turn the TEST/NORM switch to TEST, and turn the MACHINE
ROOM INSPECTION TRANSFER switch to INSP. For jobs with a two pole IN-CAR
inspection switch, temporarily remove and insulate any wire in terminal ACCN and label
it so that it may be reinstalled later. Install a temporary jumper from terminal 2 to
terminal ACCN to bypass the Inspection Switch (COP Access Enable). For jobs with
a three pole IN-CAR inspection switch, temporarily remove and insulate any wire in
terminal INICN and label it so that it may be reinstalled later. Install a temporary jumper
from terminal 2 to terminal INICN to bypass the Inspection Switch (COP Access
Enable).

WARNING: If the wire to terminal ACCN (or INICN) is not removed (step a
above) and the jumper is installed between terminals 2 and ACCN (or
INICN), this will bypass the complete safety string.

b. Check the line side of the disconnect to see that all three legs are at the correct voltage.
Then compare this voltage with the primary voltage on the data plate for the Drive
Isolation Transformer (it must be within 5% of this value).

c. Turn the power ON at the main disconnect and check the voltages at L1X, L2X and L3X
(if present) on the panel mounted terminals. Make sure the voltages on X1-X2-X3 and
Y1-Y2-Y3 on the System 12 SCR Drive are correct according to page -SCR of the job
prints. If they are not within -5% to +8% of the required value, contact MCE.

d. Turn the power OFF at the main disconnect and replace fuses FL1, FL2, and FL3 (if
present). Restore power, but do not turn ON the power to the doors. If the job has
freight doors, allow the retiring cam to operate.

e. Verify the AC voltage between the top of fuse F2 and 1 bus. It must be 120VAC (+5%,
-10%).

f. Turn the power OFF and install fuse F2.

g. Turn the power ON. Verify that the Computer ON LED on the Computer Swing Panel
and the DDP ON LED on the IMC-SMB3(5) IMC-MBX Mother Board are both ON. Verify
-15 VDC and +15 VDC at the test points on the IMC-SMB3(5) IMC-SPI board.

3.2.3 CHECKING AC VOLTAGE AND POLARITY

a. Turn the power OFF at the main disconnect. Disable the hoist motor by lifting all sets
of brushes on the hoist motor and putting cardboard under them or tying them back.
Remove the brake wire from terminal B1, located on the subplate, to disable the brake.

b. Reinstall fuses FM1, FM2, FB1, FB2 and FC1 (see pages -D and -3 of the job prints).
Leave out fuse F4 and the door power fuses.

3-4 START-UP 42-02-7205


c. Turn ON power at the main disconnect. Check the 3-phase AC voltages at X1, X2, X3
and Y1, Y2, Y3 on the contactors at the bottom of the System 12 Drive. These voltages
should match the voltage for the secondary windings of the Drive Isolation Transformer
as shown on page -SCR of the job prints.

3.2.4 VERIFYING THE SYSTEM 12 SCR DRIVE INPUT VOLTAGES

a. Turn power OFF at the main disconnect and reinstall fuses F4, F2D, and FMC.

FIGURE 3.2 System 12 SCR Drive Diagnostic Indicators

b. Turn power ON at the main disconnect and look for the Drive Ready indicator on the
System 12 SCR Drive. It should light within five seconds. If the LED does not light,
check fuse F2D and check for any lit red LEDs on the System 12 SCR Drive, and turn
main power OFF. Refer to the System 12 SCR Drive Diagnostic Indicators in Figure 3.2.
Note: The controller was fully tested, based on the connections shown in the wiring
diagrams, prior to shipment.

If DELTA P.R., WYE P.R., and 30E P.R. LEDs were all ON, interchange any two
of the three wires on the primary winding of the Drive Isolation Transformer.

If DELTA P.R. and 30E P.R. LEDs were ON, interchange the wires on the
System 12 SCR Drive between terminals X1 and X2 or X1 and X3.

If WYE P.R. and 30E P.R. LEDs were ON, interchange the wires on the System
12 SCR Drive between terminals Y1 and Y2 or Y1 and Y3.

If only the 30E P.R. LED was ON, then move the wires on the System 12 SCR
Drive from X1 to X2, X2 to X3, and X3 to X1 (i.e., rotate all three wires by one
position). It may be necessary to repeat this step again after checking and
finding that the 30E P.R. LED is still on.

There is a remote possibility that the Drive Isolation Transformer was mislabeled, after
having wires on X1, X2 and X3 in all three positions of rotation, the 30E P.R. LED
remains ON. In this case, complete the following steps:

1. Interchange any two of the three wires feeding the Drive Isolation Transformer
primary.

2. Interchange wires X1 and Y1 on the System 12 SCR Drive.

3. Interchange wires X2 and Y2 on the System 12 SCR Drive.

42-02-7205 START-UP 3-5


4. Interchange wires X3 and Y3 on the System 12 SCR Drive.

5. Check to see if the 30E P.R. LED is OFF with the power ON. If not, go through
up to two rotations of wires on terminals X1, X2 and X3, as explained in the
beginning of this step. If all of the P.R. LEDs do not turn OFF at this point, then
there is probably a defect not related to the transformer hookup.

If any of the LOW LINE red LEDs were ON, check to see that the 20-pin
header (U81) with resistors is firmly plugged into its location on the
SCR-LGA board (top center) and that the number on the edge of the
header matches the header number on page -SCR of the job prints. The
System 12 SCR Drive cover must be removed to access the SCR-LGA
board.

If the DRIVE READY LED is still not ON, call MCE's Technical Support
Department for assistance.

NOTE: In order to allow the car to run during construction and adjustment of the
controller, several ASME A17.1 - 2000 code required functions must be
bypassed (refer to Section 5.3.2 ASME A17.1 - 2000 Bypass Function).

3.3 INSTALLING AND USING THE CRT TERMINAL/EMULATOR


Instructions for connecting and setting up the CRT terminal or terminal emulator and for
programming the controllers communication ports are provided in Appendix P CRT Terminal
and Terminal Emulator Setup. Appendix P contains setup instructions for the following:

C Esprit 250C Terminal Emulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Section P.2


C ADDS 260LF Terminal Emulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Section P.3
C Link MC5 Monochrome Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Section P.4
C Wyse WY-325ES Color Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Section P.5
C Wyse WY-370 Color Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Section P.6

3.3.1 ACCESSING THE MENU SCREENS

The CRT terminal or terminal emulator should initialize automatically when power to the
controller is turned ON. The F5 key on the keyboard can be used to begin the initialization
process should automatic initialization fail to occur. The terminal screen will go blank and may
flash a couple of times before coming up with a readable display. Once the terminal has been
initialized, there are prompts to guide the user to the Main Menu.

If the screen continues to flash for more than one minute after initialization has begun, or the
display changes but is not readable, refer to Appendix P CRT Terminal and Terminal Emulator
Setup for proper terminal parameter settings. Later, should any later problems arise in the
terminal functions due to power surges or line noise, reinitializing using the F5 key will usually
clear the problem. It is remotely possible that a voltage surge may require reestablishing the
correct terminal parameter settings as described in the Computer Peripherals Manual.

After power up and initialization, the MCE logo screen is displayed with the flashing prompt
Press any key to begin. Press any key to display the Main Menu screen (Figure 3.3).
This menu can also be accessed from any other menu by pressing F4.

3-6 START-UP 42-02-7205


FIGURE 3.3 CRT Terminal Main Menu (F4) Screen

10/16/2000, 10:25:30 AM

Job #96-10840 11TH AND L STREET Local Car 1A

IMC Performa (Release 4)


Main Menu (F4)

F1 - Controller Parameters
F2 - Performance Reports
F3 - View Hoistway
F4 - Main Menu (This Screen)
F5 - Initialize CRT
F6 - Job Configuration
F7 - Special Events Calendar
F9 - Security
F10 - Modem Hang Up
F11 - Diagnostics
F12 - Jump to Previous Screen

MP v0x.xx CGP-C v0x.xx DDP v0x.xx DCP v0x.xx SAF v0x.xx

dnID188

Press F1 to access the Controller Parameters Menu screen.

FIGURE 3.4 Controller Parameters Menu (F1) Screen

5/26/1999, 10:25:30 AM, F4=Main Menu

Controller Parameters (F1)

1 - General
2 - Motor Field
3 - Brake
4 - Pattern
5 - Drive
6 - Safety
7 - Switches
8 - Floor Heights
9 - Modem Setup
A - Car Operations

dnID189

42-02-7205 START-UP 3-7


3.3.2 EDITING CONTROLLER PARAMETERS

The Controller Parameters can be accessed and adjustments can be made using the selections
on the Controller Parameters Menu (F1) screen. Adjustments to parameters on these screens
can be made at any time, but will not go into effect until the new values have been saved and
the car has stopped (no direction is active).

SELECTING PARAMETERS FOR EDITING - Display the screen listing the parameter you wish
to edit. For example, to change the TIME, the General (Shift F1) screen must be displayed.
Press F1 while the Main Menu is displayed and press 1 while the Controller Parameters Menu
is displayed, or simply press Shift F1 while any screen is displayed.

FIGURE 3.5 General (Shift F1) Screen

11/12/1999, 10:25:30 AM, F4=Main Menu

General (Shift F1) - Standard View (U.S.)

CNID Car Network ID Car-A


The Car Network ID identifies this controller to the Group Supervisor.

CNID CAR-A
OPU U.S.
OPS USER
ODAP OFF
ODP OFF
OAD SAFETY
TFMT 12 HOUR
TIME 10:25:30 A
DFMT M/d/yyyy
DATE 2/22/1999
TP1 5
TP1S 00.00
TP2 9
TP2S 00.00

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View

dnID191

In Figure 3.5 the highlighted value for the CNID parameter is selected for editing. Press the
Arrow keys to select the desired parameter. In our example, select TIME by pressing the Down
Arrow until the value of TIME is highlighted (displayed in reverse video - see Figure 3.6). Notice
that the full parameter name for TIME, Current Time, is displayed in the box above the
columns and the current value is also displayed to the right in the same box. Below that are
instructions for editing the TIME.

3-8 START-UP 42-02-7205


EDITING METHODS - There are two methods of modifying the parameter value once the
desired value is highlighted.

1. Type the new value using the number keys on the top of the keyboard or on the
number keypad with Num Lock ON. When the desired value is displayed, press Enter.
If the parameter is listed with two or more values in parenthesis, such as OPU,
Parameter Units (U.S. / METRIC) use the Space Bar or (+ / -) keys to toggle the value.
Then press Enter. If an arrow key is pressed to select another parameter, the edited
parameter value is displayed in bold type. It will remain bold, to indicate that the value
was changed, until the new value is saved as described below. The new value does not
become effective until it is saved.

2. Press the Enter key to select the value for editing. At this point virtually all of the normal
text editing keys are active. The Arrow keys allow selection of a single character to be
changed. Type a new character to replace the selected character. The Delete key
deletes the next character after the selected character. The End key moves the cursor
to the far right and the Home key moves the cursor to the far left. The Insert key
toggles between type-over and insert modes. When you have finished editing, press
Enter. Press Esc to cancel the edit and return the to the previous value.

FIGURE 3.6 Editing TIME on the General (Shift F1 ) Screen

2/22/1999, 10:25:30 AM, REC, F4=Main Menu

General (Shift F1) - Standard View (U.S.)

Mnemonic of selected parameter


Selected parameter Current value
TIME Current Time 10:25:30 A
Enter the current time in the format hh:mm:ss. You may specify AM or PM by
typing an 'A' or 'P' after the time. If no 'A' or 'P' is typed then the time
is assumed to be in 24 hour format. NOTE: For multi-car groups, current time
must be entered on the Group Supervisor.
CNID CAR-H
Parameter definition and/or
OPU U.S.
OPS USER instructions for editing.
ODAP OFF
ODP OFF Current value
OAD SAFETY
TFMT 12 HOUR
TIME 10:25:30 A TIME is selected for editing.
1. Type a new value
DFMT M/d/yyyy or Press Enter to edit selected characters. Use Arrows to
DATE 2/22/1999
select characters and type new value over old. Insert toggles
TP1 5 type-over and insert modes. Delete key deletes next character.
TP1S 00.00
TP2 9 Home = far left, End = far right. Press Esc to cancel the edit.
TP2S 00.00 2. Press Enter when editing is completed. Then press S to save.

ARROWS: select, ENTER: Edits, S: Saves, CTRL-V: Toggles View

dnID191b

42-02-7205 START-UP 3-9


SAVING THE CHANGES - Edited parameter values do not become effective until they are
saved. Save the changes by pressing the S key. A confirmation message, Save Changes?
(Y/N), is displayed. Press Y to save or N to not save. If you exit the parameter screen without
saving, the message, Save Changes? (Y/N), will be displayed. If N is pressed, a
confirmation message, Parameters were NOT saved, is displayed. If Y is pressed, a
confirmation message, Saving..., and then, Save Complete, is displayed. If there is a
problem the message *** ERROR Saving Parameters *** is displayed. If any new value
is outside the acceptable range for that parameter, the computer will substitute the closest
acceptable value, and that value will be saved and displayed.

NOTE: On the IMC-DDP-D board, the S2 Switch/Jumper must be in the A position


to save parameter changes. Write protection is provided with S2 in the B
position and attempts to save will result in the Saving... message being
displayed indefinitely. Press Esc to exit this message.

SAVING ALL PARAMETERS - If parameters have been changed, pressing the S key will save
only those parameters that were changed. If no parameters have been changed, pressing the
S key will save all parameters on the screen. Some parameters are saved in more than one
location. Saving all parameters is a feature that is used initially to ensure that the parameters
are correct in all locations.

3.4 VERIFYING THE INITIAL PARAMETER VALUES


During testing at MCE, Initial Setup values are entered for many of the Controller Parameters.
These Initial Setup values must be verified before running the car on Inspection operation.
Refer to Tables, R.1 thru R.8, in the Reference Section of this manual. Notice that a Default
Value as well as a value range are shown in the tables. When the elevator is completely
adjusted and running smoothly, the parameter values should be entered into the User Adj.
column in the tables, for future reference.

The Advanced Parameters are preceded by an asterisk (*) and displayed on the parameter
screens in the Advanced View only. Press Ctrl-V (Ctrl and V) to toggle between the Standard
View and the Advanced View.

3.4.1 SETTING THE PARAMETERS TO THEIR DEFAULT VALUES

Select ODP Reset All Parameters (ON/OFF). Press the Space Bar to toggle the value to ON
and press Enter. Then press the S key to save and Y for yes. The message Saving... will
be displayed during the save process. When the values have been saved, Save Complete
is displayed and the ODP parameter will change back to OFF.

3-10 START-UP 42-02-7205


FIGURE 3.7 General (Shift F1) screen with ODP - Reset All Parameters selected

10/16/2000, 10:25:30 AM, F4=Main Menu

General (Shift F1) - Standard View (U.S.)

ODP Default All Parameters (ON / OFF) OFF


CAUTION! Setting ODP to ON and saving will set the All (Standard and
Advanced) Parameters to their default values.After saving is complete, ODP
will resetitself to the OFF position.

CNID CAR-H
OPU U.S.
OPS USER
ODAP OFF
ODP OFF
OAD SAFETY
TFMT 12 HOUR
TIME 10:25:30 A
DFMT M/d/yyyy
DATE 2/22/1999
TP1 5
TP1S 00.00
TP2 9
TP2S 00.00

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View

dnID191e

3.4.2 PRE-SETTING THE MOTOR FIELD PARAMETERS

Many of the Motor Parameter values are taken directly from the nameplate of the equipment
used with this installation, based on information supplied from the field survey. Other values
must be measured accurately. Failure to enter the correct values may damage the drive and
rotating equipment, or result in car overspeed or poor performance. Access the Motor Field
(Shift F2) screen and verify the following:

Set MFFV Forcing Voltage = 0.85 x (AC voltage between MP01 and MP02 - refer to Job
Prints page -D).

Set OMFC Calibrate = DEFAULT, press Enter, then press S to Save and Y for yes.

Set MFFV Forcing Voltage = Motor nameplate or the value found on Job Prints page -D.

Set MFRV Running Voltage = about 70% of MFFV, MFRV will be fine tuned later.

Set MFSV Standing Voltage = about 50% of MFFV.

Press S to save and Y for yes.

42-02-7205 START-UP 3-11


3.4.3 PRE-SETTING THE BRAKE PARAMETERS

On the Brake (Shift F3) screen:


Set BPV Pick Voltage = 0.85 x (AC voltage between BP01 and BP02 or the voltage
between fuses FB1 and FB2 - refer to Job Prints - Drive page).

Set OBC Calibrate = DEFAULT, press Enter, then S to save and Y for yes.

Set BPV Pick Voltage = the desired pick voltage.

Set BHV Hold Voltage = BPV.

Press S to save and Y for yes.

3.4.4 PRE-SETTING THE DRIVE PARAMETERS

On the Drive (Shift F5) screen:

Set DAV Rated SCR Drive Armature Voltage = the rated armature voltage for the System
12 SCR Drive, found on job prints page -SCR. Example: If the SCR Drive header on the
SCR-LGA board is HDR2014, the armature voltage = 200 volts (first two digits times 10).

Set DAI Rated SCR Drive Armature Current = the rated armature current for the System
12 SCR Drive, found on job prints page -SCR. Example: If the SCR Drive header on the
SCR-LGA board is HDR2014, the armature current = 140 amps (last two digits times 10).

3.4.5 SAVING THE DEFAULT VALUES TO ALL LOCATIONS

Some parameters are saved in more than one location. To ensure that the parameters are
correct in all locations, save all the parameters on Controller Parameters screens (1 thru 6).
Display each Controller Parameter screen (1 thru 6) one at a time. As each screen is displayed,
without having made any changes, press S to save and Y for yes. This will save all parameters
on the screens to all locations.

3.4.6 VERIFYING THE INITIAL PATTERN PARAMETER VALUES

Tables 3.1 and 3.2 list the recommended initial values for the pattern parameters. During final
adjustment the values may be changed, but these values provide a good starting point for
adjustment. On the Pattern (Shift F4) - Advanced View screen (see Figure 3.8), verify that the
parameter values are the same as those shown in Table 3.1.

After saving a change to the pattern parameters (screen shift F4), be sure verify all modes
= Valid at the top of the screen. See figure 3.8

3-12 START-UP 42-02-7205


FIGURE 3.8 Pattern (Shift F4) - Advanced View Screen

1/27/2000, 10:25:30 AM, F4=Main Menu

Pattern (Shift F4) - Advanced View (U.S.)


STD: Valid EQ: Valid PWR: Valid
CTN: Valid ALT1: Valid ALT2: Valid
OPA Profile Auto-Fit (ON/OFF) OFF
The pattern curve is automatically fitted by manipulating the jerk and
acceleration values when this option is ON. If OPA = OFF, the pattern curve
will be generated from user entered parameters. However, the software will
modify the acceleration if the floor height is shorter than the nominal
floor height defined by DRH, Auto-Fit Reference Height.
OPA OFF VS 0500 VC 0400 VRL 006
OPT USER JLS 05.00 JLC 03.00 VCR 050
ORI INACTIVE JHS 06.00 JHC 06.00 ACR 02.00
ODOC OFF AS 04.00 AC 04.00 * FCR 00.50
DS 04.00 DC 04.00
* DLI 06.00 DAS 02.00 DAC 02.00 VINL 050
* VLI 100 VINH 050
* DRSR 00.59 VEQ 100 VA1 0499 AIN 02.00
* DTC 00.00 JLEQ 06.00 JLA1 03.00 * FIN 01.00
DRH 008'00.00" JLHQ 06.00 JHA1 06.00
RPE 000.0 AEQ 04.00 AA1 04.00 VLR 035
NF 8 DEQ 04.00 DA1 04.00 ALR 02.00
DAEQ 02.00 DAA1 02.00 * FLR 01.00
JI 06.00
JF 02.00 VEP 0499 VA2 0150 TP1 5
JA 02.00 JLEP 03.00 JLA2 03.00 TP2 9
* AI 00.10 JHEP 06.00 JHA2 06.00
AEP 04.00 AA2 04.00
VFL 004 DEP 04.00 DA2 04.00
DFL 00.35 DAEP 02.00 DAA2 02.00

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View


dnID198

TABLE 3.1 Recommended Initial Values for Pattern Parameters


PATTERN (Shift F4) SCREEN
Parameter Value Parameter Value
OPA Profile Auto-Fit ON VEQ Earthquake Velocity 100
OPT Profile Type USER JLEQ Low Earthquake Jerk 06.00
ORI Reduced Inspection INACTIVE JHEQ High Earthquake Jerk 06.00
ODOC Disable Outer Level Marker Corr. OFF AEQ Earthquake Acceleration 04.00
DLI Leveling Inhibit Distance 06.00 DEQ Earthquake Deceleration 04.00
VLI Leveling Inhibit Speed 100 DAEQ Earthquake Approach Deceleration 02.00
DRSR Rope Stretch Relevel Distance 00.59 VRL Relevel Velocity 006
DTC Tracking Compensation Distance 00.00 VCR Correction Velocity 050
DRH Auto-Fit Reference Height 008'00.00" ACR Correction Acceleration/Deceleration 02.00
RPE Position Encoder Resolution u FCR Correction Smoothing 01.00
NF Number of Floors per job VINL Inspection Velocity - Low 050
JI Initial Jerk 06.00 VINH Inspection Velocity - High 050
JF Flare Jerk 02.00 AIN Inspection Acceleration 02.00
JA Approach Jerk 02.00 FIN Inspection Smoothing 01.00
AI Initial Acceleration 00.10 VLR Learn Velocity 035
VFL Final Leveling Velocity 004 ALR Learn Acceleration/Deceleration 02.00
DFL Final Leveling Distance 00.35 FLR Learn Smoothing 01.00
TP1 Test Point 1 5
TP2 Test Point 2 6
u Set RPE to 0" if LS Quad-2R landing system or 100" if LS Quick-1R landing system (if mounted as recommended)

42-02-7205 START-UP 3-13


On the Pattern (Shift F4) Screen - Advanced View (see Figure 3.8), verify that the parameter
values match the values shown in Table 3.2 in the column appropriate for the Contract Speed
of this job.

TABLE 3.2 Recommended Initial Values for Pattern Parameters - Based on Contract Speed
PATTERN (Shift F4) SCREEN
VELOCITY
Parameter 200 fpm 350 fpm 400 fpm 500 fpm 600 + UNIT
VS Contract Velocity 0200 0350 0400 0500 0600 + ft/min

JLS Low Standard Jerk 06.00 06.00 05.00 05.00 04.00 ft/s

JHS High Standard Jerk 06.00 06.00 06.00 06.00 05.00 ft/s

AS Standard Acceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DS Standard Deceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DAS Standard Approach Deceleration 02.00 02.00 02.00 02.00 02.00 ft/s2

VEP Emergency Power Velocity 0200 0350 0400 0500 0600 + ft/min

JLEP Low Emergency Power Jerk 06.00 06.00 05.00 05.00 04.00 ft/s

JHEP High Emergency Power Jerk 06.00 06.00 06.00 06.00 05.00 ft/s

AEP Emergency Power Acceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DEP Emergency Power Deceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DAEP Emergency Power Approach Jerk 02.00 02.00 02.00 02.00 02.00 ft/s2

VC Caution Velocity 0160 0280 0320 0400 0.8 x VS ft/min

JLC Low Caution Jerk 06.00 06.00 05.00 05.00 04.00 ft/s

JHC High Caution Jerk 06.00 06.00 06.00 06.00 05.00 ft/s

AC Caution Acceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DC Caution Deceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DAC Caution Approach Deceleration 02.00 02.00 02.00 02.00 02.00 ft/s2

VA1 Alternate 1 Velocity 0200 0350 0400 0500 0600 + ft/min

JLA1 Low Alternate 1 Jerk 06.00 06.00 05.00 05.00 04.00 ft/s

JHA1 High Alternate 1 Jerk 06.00 06.00 06.00 06.00 05.00 ft/s

AA1 Alternate 1 Acceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DA1 Alternate 1 Deceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DAA1 Alternate 1 Approach Deceleration 02.00 02.00 02.00 02.00 02.00 ft/s2

VA2 Alternate 2 Velocity 0200 0350 0400 0500 0600 + ft/min

JLA2 Low Alternate 2 Jerk 06.00 06.00 05.00 05.00 04.00 ft/s

JHA2 High Alternate 2 Jerk 06.00 06.00 06.00 06.00 05.00 ft/s

AA2 Alternate 2 Acceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DA2 Alternate 2 Deceleration 02.40 03.50 03.50 04.00 04.00 ft/s2

DAA2 Alternate 2 Approach Deceleration 02.00 02.00 02.00 02.00 02.00 ft/s2

3-14 START-UP 42-02-7205


3.4.7 VERIFYING THE REMAINING PARAMETER VALUES

Reasonable drive parameter values must exist before the car can be run. Compare the
remaining values in Tables R.3, Motor Field Parameters, R.4, Brake Parameters and R.6, Drive
Parameters to those on the Motor Field (Shift F2), Brake (Shift F3) and Drive (Shift F5)
screens. Adjust the parameters shown on the screens to equal the Default Values shown in the
tables.

NOTE: On the CRT screens, the advanced parameters are preceded by an


asterisk (*), and are displayed only on the Advanced View. Press Ctrl + V
to toggle between Standard and Advanced View.

3.4.8 VERIFYING THE TACHOMETER OR VELOCITY ENCODER PARAMETER VALUES

IMC Performa controllers use either a tachometer or a velocity encoder as a velocity feedback
transducer.

TACHOMETER SET-UP

C Installation of the tachometer must be complete as described in Section 2.2.4,


Tachometer.
C On the Drive Parameters (Shift F5) screen set Speed Reference, OSR = TACH.

VELOCITY ENCODER SET-UP

C Installation of the velocity encoder must be complete as described in Section 2.2.5,


Velocity Encoder (optional) and any special instructions in the job prints.
C On the Drive Parameters (Shift F5) screen set:
OSR Speed Reference = ENC
GTC Tach/Velocity Encoder Scaling = 1.00
CTER Tach/Velocity Encoder Resolution = xxxx (see following mounting type)
CRPM Motor Rated RPM = xxxx (see following mounting type)
CCRR Coupling Rotational Ratio = xxxx (see following mounting type)

For a shaft mounted encoder:

CTER = Pulses per revolution from the encoder name plate.


(Possible BEI configuration: E25BC - 4H - 12,700 - 8830 - SM16)
CRPM = Rated RPM from the hoist motor name plate.
CCRR = 1.0
Example: Nominal for geared applications, CTER = 1024, CRPM = 1150.

For a sheave or brake drum mounted encoder:

CTER = Pulses per revolution from the encoder name plate.


(Possible BEI configuration: E25BC - 4H - 4096 - 8830 - SM16)
CRPM = Rated RPM from the hoist motor name plate

42-02-7205 START-UP 3-15


Sheave/Brake Drum
Ratio of the sheave/brake Diameter
CCRR = drum diameter to the ~
follower wheel diameter
Encoder follower wheel
diameter 
Example: Sheave diameter = 32"
Follower wheel diameter = 3.25"
Motor RPM = 124
Encoder PPR = 4096
CTER = 4096
CRPM = 124
32
CCRR = ~ 9.85
3.25 
INTERNAL SPEED

Verify proper operation of the car on either Tach or Encoder before attempting to
use Internal Speed.
On the Drive Parameters (Shift F5) screen, set OSR = INT.
On the Safety (Shift F6) screen, verify that SVSC = 01.25 and SISC = 00.00 before
running the car on INT.
On the Safety (Shift F6) screen, verify that FASV = 002.00 and FASI = 000.50.

3.4.9 VERIFYING THE OFFSET ADJUSTMENTS

Using OSOA, System Offset Adjust, the system performs an auto adjustment procedure which
provides the proper settings for:

CIO Input Offset


COO Output Offset
CISO Current Sensor Offset (SCR Drive)
CIIO Current Loop Integrator Offset (SCR Drive)

It is critical to complete these offset adjustments before moving the car.

a. Verify the following jumpers on the SCR-LGA board:

JP8 = ON
JP9 = ON
JP10 = ON

b. On the Drive (Shift F5) screen set OSOA System Offset Adjust = ON. Press S to save
and Y for yes. The Status on the Drive (Shift F5) screen indicates that the offset
adjustment procedure is being performed. The following messages are displayed:

Status: Performing Input Offset Adjustment


Status: Performing Output Offset Adjustment
Status: Performing Current Sensor Offset Adjustment
Status: Performing Integrator Offset Adjustment

3-16 START-UP 42-02-7205


When the offset adjustments have been completed successfully, the Status becomes
blank. It is an indication that the procedure was not successfully completed if one of the
messages remains displayed or if CISO or CIIO = 0. If any of these occur, set OSOA
to OFF and then back to ON and repeat the offset adjustments.

WARNING: Damage to the System 12 SCR Drive fuses can occur if the system is
operated with CISO or CIIO = 0.

c. While the setting for OSOA = ON, the system will periodically perform the auto
adjustment procedure. If there is a tendency for any of the offset adjustments to drift,
the setting for OSOA can be left at ON. MCE recommends setting OSOA = OFF.

d. Verify the Output Offset, Current Sensor Offset and Current Loop Integrator Offset
values using a DVM.

1. Measure the voltage between test points DCC and AGND on the IMC-DCP
board. This voltage must be within 0.020 VDC ( 20 mVDC). If the measured
voltage is not within this range, adjust the value of COO Output Offset on the
Drive (Shift F5) Advanced View screen.

2. Measure the voltage between test points TP3 and GND on the SCR-LGA board
or between test points AIF and AGND on the IMC-DCP board. This voltage
must be within 0.005 VDC ( 5.0 mVDC). If the measured voltage is not within
this range, adjust the value of CISO Current Sensor Offset on the Drive (Shift
F5) Advanced View screen.

3. Verify the Current Loop Integrator Offset with an oscilloscope (optional).

a. Place the controller on Inspection operation.

b. Connect CH1 of the oscilloscope to TP6 of the SCR-LGA board. Set the
Volts/Div to 0.1V and the Time/Div to 0.5sec.

c. Disconnect jumper JP8 on the SCR-LGA board.

d. Jumper the IZO test point to the -15VDC test point on the SCR-LGA
board.

The voltage at TP6 will begin to drift up or down linearly on the scope screen.
If the voltage drifts about 0.1VDC in five seconds or so, the offset is properly
calibrated. If the voltage drifts substantially more than 0.1VDC in five seconds
then some fine tuning of trimpot R316, located below TP6 on the SCR-LGA
board, is required. Adjust the trimpot until the voltage at TP6 stabilizes or drifts
very slowly, about 0.1VDC in five seconds. If the voltage drifts off the screen,
momentarily disconnect the jumper from IZO to the -15VDC test point to reset
the voltage to 0VDC. Reset the voltage as many times as needed while
adjusting the trimpot to obtain the correct adjustment.

5. Once finished, remove all jumpers and reconnect JP8.

42-02-7205 START-UP 3-17


3.5 CALIBRATING THE MOTOR FIELD VOLTAGE
3.5.1 VERIFYING THE OPEN LOOP STANDING MOTOR FIELD VOLTAGE

a. On the Motor Field (Shift F2) screen, set OMFO Operation = OPEN LOOP.

b. Verify the following:


Fuses FM1 and FM2 have been installed.
There is sufficient AC input voltage (close to the value shown on the job prints)
between terminals MP01 and MP02 on the IMC-SMB3(5).

3.5.2 PERFORMING THE MOTOR FIELD CALIBRATION PROCEDURE

WARNING: Do not attempt to move the car during this calibration.

The IMC Performa Controller executes a Motor Field auto-calibration routine when OMFC
Calibrate is set to ON. The instructions for performing the auto-calibration are as follows:

a. On the SC-SB2K board, place the MACHINE ROOM INSPECTION TRANSFER switch
in the INSP position.

b. On the Motor Field (Shift F2) screen, verify that OMFO = OPEN.

c. Select OMFC Calibrate (value highlighted) and set the value to ON by pressing the
Space Bar and press Enter (see Figure 3.9). Then press S to save and Y for yes.

FIGURE 3.9 Motor Field (Shift F2) Screen

1/24/2000, 10:25:30 AM, F4=Main Menu

Motor Field (Shift F2) - Standard View (U.S.)


Operation Mode: Normal Mode
MFI: 0.43 MFV: 5 MFT: 5.31 STP1: 0.00 STP2: 0.00
OMFC Calibrate (ON/OFF/DEFAULT) ON
When OMFC = ON, the system performs the Motor Field Calibration. IF OMFC =
DEFAULT, the Motor Field Voltages are set to their default values based on
MFFV Forcing Voltage. Warning! Perform OMFC Calibration prior to setting
OMFO = CLOSED.
OMFO OPEN
OMFC ON
MFFV 200
MFRV 140
MFSV 100
MFWB 010
MFWE 090

MFPG 01.00
MFIG 03.00
MFFD 00.00
TP1 5
TP2 9

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View

dnID192b

3-18 START-UP 42-02-7205


d. The message Ready to perform the Motor Field Auto-calibration
procedure. Press C to continue, Q to quit. is displayed. Press C to begin
the auto-calibration procedure.

e. The Operation Mode changes to: Generating Max Voltage and the message
Generating maximum motor field output is displayed. As the procedure is
performed to determine the maximum voltage, you can observe the MFV, MFI and MFT
parameters change in the real-time display under Operation Mode. Additional
messages are displayed as the procedure progresses.

f. When the Motor Field Auto-calibration procedure is complete the message Exiting
Calibration is displayed, OMFC is changed back to OFF. The complete set of
values determined by the auto-calibration are displayed in the Advanced View (press
Ctrl-V to toggle the view). Set OMFO Operation = CLOSED.

NOTE: If the system detects a motor field failure, press the DRV RST button on
the IMC-DCP board after the motor field is calibrated.

g. The following are messages that may be displayed while the Motor Field Calibration
procedure is being performed (Table 3.3).

42-02-7205 START-UP 3-19


TABLE 3.3 Motor Field Calibration Procedure Messages

MOTOR FIELD CALIBRATION PROCEDURE MESSAGES

Operation Mode Meaning / Suggested Action


Normal Mode Indicates that the system is running normally, calibration is not in-progress

Waiting for User Input Indicates that auto-calibration is in-progress and is expecting user input. Refer to the
Status Messages to identify what the system is expecting.

Generating Max Voltage Indicates that auto-calibration is in-progress and is generating maximum voltage at
this time.

Motor Field Tap Verification Indicates that auto-calibration is in-progress and is monitoring the current sensor
maximum feedback to verify the tap setting for the Motor Field on the IMC-SMB3(5) .
Refer to the Status Messages to help identify what the system may be expecting.

Voltage Calibration Indicates that auto-calibration is in-progress and is performing voltage calibration at
this time.

Writing to EEPROM Indicates that auto-calibration is complete and the new data is being updated to the
EEPROM.

Default Mode This message is displayed momentarily to indicate that OMFC Calibrate has been set
to DEFAULT. This sets the Motor Field Voltages to their default values based on
MFFV Forcing Voltage (see Section 3.5.3).

Status Messages
Low current feedback - possible incorrect tap setting.
Auto-calibration has detected low current feedback and cannot continue. The MF2 tap setting may be incorrect. Turn
power OFF and move the tap to MF2b on the IMC- SMB3(5) to increase the current feedback signal. If the tap is already
on MF2b there may be a hardware or installation failure. This problem must be corrected in order to perform auto-
calibration. Press Q to quit, correct the problem and re-start the calibration.

High current feedback - possible incorrect tap setting.


Auto-calibration has detected high current feedback and cannot continue. The MF2 tap setting may be incorrect. Turn
power OFF and move the tap to MF2a on the IMC- SMB3(5) to lower the current feedback signal. If the tap is already on
MF2a there may be a hardware or installation failure. This problem must be corrected in order to perform auto-
calibration. Press Q to quit, correct the problem and re-start the calibration.

Current feedback OK. MF2 tap setting is correct.

Low current feedback - possible incorrect tap setting.


Auto-calibration has detected low current feedback. The MF2 tap setting on the IMC-SMB3(5) may be incorrect. If the
tap is already on MF2b, press C to ignore this message and continue, otherwise turn power OFF and move the MF2 tap
wire from terminal MF2a to MF2b to increase the current feedback signal.

High current feedback - possible incorrect tap setting.


Auto-calibration has detected high current feedback. The MF2 tap setting on the IMC-SMB3(5) may be incorrect. If the
tap is already on MF2a, press C to ignore this message and continue, otherwise turn power OFF and move the MF2 tap
wire from terminal MF2b to MF2a to lower the current feedback signal.

Motor Field auto-calibration is about to start. This will overwrite the existing calibration parameters. Press C to start
the calibration or press Q to quit.

Generating maximum motor field output. Auto-calibration is in-progress.

Calibrating motor field output. Auto-calibration is in-progress.

Saving motor field calibration data to memory. Auto-calibration is complete and the new data is being updated to the
EEPROM.

Need the MACHINE ROOM INSPECTION TRANSFER switch in the INSP position. Place the MACHINE ROOM
INSPECTION TRANSFER switch on the SC-SB2K board in the INSP position to continue the calibration.

Calibration process failed ! Press Q to quit.

Need to pick direction. Pick direction by holding the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K
board in the UP or DN position to continue the calibration.

The FLT relay has dropped. The FLT relay must be picked to continue the calibration. Press Q to quit. Correct the
problem and restart the calibration.

The system is currently performing another calibration. Only one calibration can be performed at a time. Press Q to
quit and restart the calibration at a later time.

3-20 START-UP 42-02-7205


h. Measure the standing motor field voltage on terminals MF1 and MF2A/B on the
IMC-SMB3(5) Unit and verify that the voltage is close to the value entered for MSFV
Standing Voltage. If there is no motor field output voltage, verify the following:
Check the R-C network (25 in series with a 4FF capacitor) across the motor
field. Verify that resistor RM2 is adjusted to 15 if the Motor Field resistance is
30 or less. If there are stability problems with the motor field output, it may be
necessary to increase or decrease this resistance by adjusting the tap on the
resistor. If the motor field resistance is greater than 30, RM2 must be at least
twice the motor field resistance value.
Verify that the AC voltage between terminals AC1 and AC2 on the IMC-SMB3(5)
is close to the specified value on page -D of the job prints.
For further troubleshooting information, refer to Section 6.

3.5.3 USING THE DEFAULT MOTOR FIELD PARAMETERS

If a problem is encountered in performing the Motor Field Calibration procedure, and the
suggested actions in Table 3.3 do not correct the problem, it is possible to run the car using
preprogramed default motor field parameters. To activate the default parameters, on the Motor
Field (Shift F2) screen (Figure 3.10) perform the following steps:

Set MFFV Forcing Voltage = 0.85 x (AC voltage between MP01 and MP02).
Set OMFO = OPEN.
Set OMFC Calibrate = DEFAULT, press Enter, then S to save and Y for yes. Figure
3.10 shows the Advanced View with the Motor Field parameters defaulted.
Change MFFV Forcing Voltage = the desired forcing voltage.

FIGURE 3.10 Motor Field (Shift F2) - Advanced View (U.S.) Screen (OMFC = DEFAULT)

1/24/2000, 10:25:30 AM, F4=Main Menu

Motor Field (Shift F2) - Advanced View (U.S.)


Operation Mode: Normal Mode
MFI 0.10 MFV: 100 MFT: 4.16 STP1: 0.00 STP2: 0.00
OMFC Calibrate (ON/OFF/DEFAULT) DEFAULT
When OMFC = ON, the system performs the Motor Field Calibration. IF OMFC =
DEFAULT, the Motor Field Voltages are set to their default values based on
MFFV Forcing Voltage. Warning! Perform OMFC Calibration prior to setting
OMFO = CLOSED.
OMFO OPEN * MFI0 0.10 * MFV0 200 * MFT0 00.83
OMFC DEFAULT * MFI1 0.10 * MFV1 180 * MFT1 00.83
* MFI2 0.10 * MFV2 160 * MFT2 01.66
MFFV 200 * MFI3 0.10 * MFV3 140 * MFT3 02.49
MFRV 140 * MFI4 0.10 * MFV4 120 * MFT4 03.32
MFSV 100 * MFI5 0.10 * MFV5 100 * MFT5 04.16
* MFI6 0.10 * MFV6 080 * MFT6 04.99
MFWB 010 * MFI7 0.10 * MFV7 060 * MFT7 05.82
MFWE 090 * MFI8 0.10 * MFV8 040 * MFT8 06.84
* MFI9 0.10 * MFV9 020 * MFT9 07.48
* CMFF 00.10
MFPG 01.00
MFIG 03.00
MFFD 00.00
TP1 5
TP2 9

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42-02-7205 START-UP 3-21


3.5.4 ADJUSTING THE MOTOR FIELD GAINS - CLOSED LOOP

For most installations the following default settings will provide satisfactory performance:

C MFPG Proportional Error = 1.0.


C MFIG Integral Error = 3.0.

The following adjustment procedures need to be performed only if satisfactory performance is


not achieved with these settings.

Adjustment without an oscilloscope - The Closed Loop Motor Field Gain adjustment cannot
be properly performed without an oscilloscope. However, nominal values for the motor field
gains can be tried. If these gains cause a motor field failure when a transition occurs between
standing and forcing motor field voltages, reduce one parameter at a time by 0.25 until the error
is eliminated. Under no circumstances should either of these gains be zero. For most systems
the default values will be appropriate. The following are the nominal values.

C MFPG Proportional Error on the Motor Field (Shift F2) screen = 1.0.

C MFIG Integral Error on the Motor Field (Shift F2) screen = 3.0. Note that reducing this
value to near zero may cause motor field and calibration errors. With low values for
MFIG, the error between requested and actual motor field voltage may take a very long
time to become zero.

Adjustment with an oscilloscope - Connect an oscilloscope to test points MFI and AGND on
the IMC-DCP board. Set the time scale to 0.2 sec/div and the voltage scale to 2V/div.

a. On the Motor Field (Shift F2) screen verify the following:

C MFPG Proportional Error = 1.0.


C MFIG Integral Error = 3.0.

FIGURE 3.11 Signal at the MFI Test Point on the IMC-DCP Board

3-22 START-UP 42-02-7205


b. Observe the response (MFI) on the oscilloscope while changing MFSV Standing
Voltage from the standing voltage value to the forcing voltage value and back to the
standing voltage value.

1. If oscillation or overshoot is observed, decrease MFPG by 0.2. If reducing


MFPG has no effect, reduce MFIG by 0.2. Under no circumstances should
either of these parameters be less than 0.25. Go back to step 'b' above.

2. If no oscillation or overshoot is observed, increase MFPG parameter by 0.5 until


oscillation or overshoot is observed. Now reduce MFPG by 50%. Next increase
MFIG by 0.5 up to a maximum of 10 or until oscillation or overshoot is observed.
Then reduce MFIG by 10%. When adjusting MFPG and MFIG, the idea is to get
the MFI response close to the desired response shown in Figure 3.11 while
using the lowest MFPG, MFIG values necessary.

c. Return MFSV back to the standing voltage value.

3.5.5 PRESETTING THE GAIN PARAMETERS

Before attempting to move the car on Inspection, verify the following parameter settings:

a. On the Drive (Shift F5) screen, set the following parameters:

C PG Pattern Scaling = 0.00 to prevent the drive from responding to any speed
signal.
C GI Integral Error = 2.0
C GP Proportional Error = 2.0

b. On the Safety (Shift F6) screen, set the following parameters:

C SAVL Armature Voltage Limit = 100%


C SAIL Armature Current Limit = 160%

These settings for SAVL and SAIL restrict current to a moderate value and will not
prevent rapid motion, but will prevent violent motion, in case of a runaway. Note that the
DRIVE READY indicator on the System 12 SCR Drive must be lit.

c. The IMC Performa controller has the capability to allow reduced Inspection speed
operation (see Section 4.5.2(i) for information). For these initial tests the Inspection
Velocity - High (VINH) parameter is used for Inspection speed. Verify the following:

VINH Inspection Velocity-High = 50 (Pattern (Shift F4) screen)


ORI Reduced Inspection = INACTIVE (Pattern (Shift F4) screen)
INSL Inspection Low Speed Input = low (optional input, may not be present)

42-02-7205 START-UP 3-23


3.6 VERIFYING THE RELAYS

3.6.1 VERIFY THE SAFETY CIRCUITS

Turn power OFF at the main disconnect. Verify the safety circuits by checking the pit switch,
buffer switches, car and car top stop switches, and any other safety switches to confirm that
they are all in a closed position. Turn the Car Top Inspection switch ON. Verify that the wire has
been pulled out of terminal ACCN on the SC-SB2K board (the end should be taped), and a
jumper is in place between terminals 2 and ACCN to bypass the Cartop Inspection Switch.
Close the car doors. Leave the hall doors closed, and lock the doors that are accessible to the
public.

a. Connect a jumper wire between terminals 2 and 9 on the SC-SB2K board to override
the gate switch and the door locks (see Figure 3.12). If the car is on the up final limit,
connect a jumper between terminals 2 and 16 on the subplate to bypass the hoistway
safety functions, but remove this jumper as soon as possible for safety reasons.

b. If the door operator is not completely wired, remove wire from panel mount terminal
DCL and jump the 2-bus to terminal DPM to defeat door lock bypass monitoring.

c. On the SCR-RIX board, there are two single pin terminals, FBP1 and FBP2, used to
bypass the drive safety monitors. Clip a jumper wire between terminals FBP1 and FBP2
to bypass the drive safety functions.

d. We must also bypass the A17.1 - 2000 faults as these have yet to be adjusted. Place
a jumper between the single pin terminals labeled 2KBP1 and 2KBP2 on the SC-BASE-
D board. We must also invoke a software switch to fully bypass the A17 faults. Do
this by entering system mode on the computer swing panel as described in section 5.3.
Once in system mode place the F6 function switch in the UP position (ON) and set
LTAB=ON (See section 5.3.2). Note that when the system is on inspection operation,
with the switches set as described above, there is no time limit to running the car with
the bypass function invoked. There is a 3-position PFLT Bypass Jumper on all the SC-
BASE-x boards. The normal setting of this jumper is OFF. During initial installation
when the landing system/speed sensors are not installed and the system is running with
A17.1 bypassed, the PLDs can still generate a fault and shut down the system by
dropping the PFLT relay. Therefor, set PFLT bypass jumper to the ON position to
prevent PFLT relay fault conditions during the installation phase. Please exercise
extreme caution when the fault monitors are bypassed.

NOTE: The following safety functions are not bypassed by the FBP1 to FBP2
jumper on the SCR-RIX board: Motor Field Failure (MFF), M Contactor or
fuse failure (CFF), Instantaneous Overcurrent (IOC), Excessive and
Insufficient Armature Current failures, Motor Field Feedback Saturation,
Brake Output circuit failure (BOF), and Emergency Terminal Switches
(UET and DET). The emergency brake is not bypassed in any mode.

3-24 START-UP 42-02-7205


FIGURE 3.12 SC-SB2K Board

42-02-7205 START-UP 3-25


3.6.2 VERIFYING THE OPERATION OF THE RELAYS

a. Turn power ON at the main disconnect. After forty (40) seconds, the following relays will
be energized: SAFR1 and SAFR2 (on the SC-SB2K board).

If no relays are picked, make sure fuse F4 is installed. Also verify 120VAC
between terminals 1 and 2 located on the subplate.

If the SAFR1 relay on the SC-SB2K board is not energized, check the jumper
from terminals FBP1 and FBP2 on the SCR-RIX board (bypasses the drive
safety functions and allows FCT to pick). Also, briefly connect a jumper
between screw terminals 2 (on the subplate) and 20 on the SC-SB2K board
(bypasses the safety string). If the SAFR1 relay energizes after connecting
the jumper between 2 and 20, then the trouble is in the safety contact string.
Remember, there is a several second delay from the time power is applied to
when relay SAFR1 energizes.

If the SAFR1 relay still does not energize, check the FLT relay on the SCR-RIX
board.

If the FLT relay is not energized and FBP1 and FBP2 are jumped together,
make sure the DSP ON LED on the IMC-DCP board is solidly lit. This will verify
that the two safety processors are functioning Check the DDP Computer ON
LED to verify that it is ON as well. Also, check the ribbon cable from the
Computer Swing Panel to the IMC-SMB3(5) Unit and the ribbon cable from the
IMC-SMB3(5) Unit to the SCR-RIX board.

Check Emergency Brake.

b. With the MACHINE ROOM INSPECTION TRANSFER switch in the INSP position,
move the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K board to the
UP position and hold it there to pick the up direction relays (Note: car-door bypass and
hoistway-door bypass switches must be OFF to run on relay panel inspection). Some
relays will energize, but the car should not move and the brake should not lift. Verify
that the following relays are energized:

RELAYS LOCATION
SAFR1, SAFR2, RE and U . . . . . . on the SC-SB2K board
MX and BK . . . . . . . . . . . . . . . . . . on the subplate
M1, M2 . . . . . . . . . . . . . . . . . . . . . on the System 12 SCR Drive

If M1 and M2 are not energized, make sure that relays SAFR1, SAFR2 and MX are
picked, and the voltage between the FMC fuse (bottom of the fuse) and 1 bus is
120VAC.

c. Release the MACHINE ROOM INSPECTION UP/DN switch. The motor field should
slowly decay from the forcing to the standing motor field value within five seconds.

d. Turn power OFF at the main disconnect switch. Reconnect the brushes to the motor
armature and the brake lead to terminal B1. Be careful. There may be sparks.

3-26 START-UP 42-02-7205


3.7 MOVING THE CAR ON INSPECTION
The following is a step by step procedure for verifying proper operation on Inspection.

NOTE: This installation is configured with an emergency brake (EB). The EB will apply
when the car is away from door zone and both the doors are open. For access
operation, move the lift to the desired location and then close and lock the car
gate. Relay CD should pick and this will keep the emergency brake from
applying while the car is away from DZ. If the car gate is left open, the
emergency brake will apply every time direction is dropped while on access
operation. This will result in a slight delay, before the car is allowed to move,
every time direction is picked.

3.7.1 VERIFYING BRAKE LIFT AND STABLE ZERO SPEED

a. Make sure that the car is not near the top or bottom of the hoistway to allow for
uncontrolled motion. An alternative is to ease the car onto the buffer, bypass the
appropriate overtravel limit switch, and run the car away from the terminal landing.

b. Turn power ON at the main disconnect.

c. On the SC-SB2K board, turn the MACHINE ROOM INSPECTION TRANSFER switch
to INSP, then press and hold the MACHINE ROOM INSPECTION UP/DN switch in the
DN position to run the car in the down direction (or in a direction away from the terminal
landing). The contactors M1 and M2 inside the System 12 SCR Drive should pick, and
the brake should lift. The sheave may rotate in the direction of either the car or the
counterweight. At this point, the car will run away, or it will stabilize at zero speed and
the car should remain stable at zero speed. If the car runs away, go to Section 3.7.1.1.
If the brake doesnt lift, go to Section 3.7.1.2.

3.7.1.1 IF THE CAR RUNS AWAY - To correct this problem do (a) if your controller has a
Tachometer or (b) if your controller has a Velocity Encoder.

a. Reverse the Tachometer leads on terminals TS and TC on the SCR-RIX board and try
to run again.

b. Change the setting for OEP Encoder Polarity on the Drive (Shift F5) screen from FWD
to REV or vice versa, or reverse the Velocity Encoder leads on the HC-ENCS board
as follows:

swap the wires at terminals A+ and B+


swap the leads at terminals A - and B -

3.7.1.2 IF THE BRAKE DOESNT LIFT - Check the following:

a. Verify that M1 and M2 are picked. If M1 and M2 are not picked:

Verify that the RE - Run Enable LED on the IMC-DCP board is ON.

42-02-7205 START-UP 3-27


1. If the LED is OFF, check the following:

The DRIVE READY LED on the System 12 SCR Drive.


The DSR flag on the Control section of the F3 screen.
The Drive fault flags on the F3 screen. The following are some of the
flags which will prevent RUN ENABLE: CNPM, CNPB, MR, LVN, MPC,
BPC, DPC, NPC, CPC (see Section 6 for more details).
Also, try saving the parameters on each parameter page.

2. If the RE LED on the IMC-DCP board is ON and the RE relay on the SC-SB2K
board is OFF:

Check the RE triac on the SCR-RI board.


Check the connectors and wires from the SCR-RIX board to the SC-
SB2K board (IDCs RE and 4RE).
Note that the RE relay LED normally turns OFF approximately one second after the
direction relays U and D drop. The RE relay LED will turn ON only after sufficient motor
field has built up and direction relays U or D pick. This is why, on Automatic operation
where doors are operating, the motor field is at forcing voltage as the doors are closing
and RE will turn ON without delay. On Relay Board Test operation, where doors are not
operating, there may be a couple of seconds of delay before RE comes ON, depending
on the size of the motor field.

b If M1 and M2 are picked but the brake doesn't lift, check the following:

1. With direction invoked, measure the AC input voltage to the brake circuit
between terminals BP01 and BP02 and verify that the voltage is the same as
the one shown on page D of the job prints.
2. Place the UP/DN switch on the SC-SB2K board in the UP or DN position.
Measure the DC voltage between panel-mounted terminals B1 and B2.

If there is no voltage, check to see that fuses FB1 and FB2 are good.
Verify that the initial measured voltage is close to the parameter setting for
BPV Pick Voltage on the Brake (Shift F3)screen.
Change the value of the Brake Hold Voltage (BHV) to the actual brake hold
voltage, if there is one. On the SC-SB2K board, press and hold the UP/DN
switch in the DN position. The measured brake voltage between panel
mounted terminals B1 and B2 will transition to the brake holding voltage
after the Hold Delay (TBHD) expires.

3-28 START-UP 42-02-7205


3.7.2 BEGINNING TO RUN THE CAR ON INSPECTION

Once the brake lifts and stable zero speed is achieved, the next step is to run the car on
Inspection operation.
a. On the Drive (Shift F5) screen, set PG Pattern Scaling = 1.00.
b. Run the car using the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K
board. If the car runs in the wrong direction, go to 3.7.2.1.

3.7.2.1 IF THE CAR RUNS IN THE WRONG DIRECTION - If the car runs stable, but opposite
to the desired direction, do the following:

a. Turn the power OFF at the main disconnect.


b. Reverse the motor field leads MF1 and MF2.
c. Reverse the Tachometer or Velocity Encoder leads as described in Section 3.7.1.1.
d. Turn the power ON and run the car on Inspection.
On systems with a Tachometer, the polarity of the Tach voltage at test point T on the IMC-DCP
board (with respect to COM) must be positive while the car is running in the Up direction, and
negative while the car is running in the Down direction. If a Velocity Encoder is used, speed
feedback can be monitored on the IMC-DCP board at test point STP1 (with respect to COM)
with parameter TP1 Test Point 1 (Shift F1 screen) set to 7 or 9.

NOTE: The car may drift far enough to open an overtravel limit and/or open a
buffer switch (if provided). If so, temporarily override the safety circuit by
placing a jumper between terminals 2 and 16 on the subplate (bypasses
the safety string). Remove the jumper after bringing the car out of the
safety switches.

3.7.2.2 IF THE CURRENT LIMIT LED TURNS ON - If the Current Limit LED on the System
12 SCR Drive turns ON, increase the value of SAIL Armature Current Limit on the Safety (Shift
F6) screen slightly to allow more torque output. If any of the protective devices trip on the
System 12 SCR Drive, the DRIVE READY light will go OFF. Push the DRV RST button on the
IMC-DCP board and the READY light will turn ON again after a few seconds, if there is no fault
in the System 12 SCR Drive.

3.7.3 VERIFYING CAR SPEED

a. Verify the car speed with a hand tachometer with the car well away from the terminal
landings to avoid invoking reduced inspection speed.
b. For a tachometer system, do a rough calibration of car speed by adjusting the Tach
trimpot on the IMC-SMB3(5) Unit until the measured speed matches VINH Inspection
Velocity-High on the Pattern (Shift F4) screen (turn clockwise to reduce the speed).
c. For a velocity encoder system, do a rough calibration of car speed by adjusting GTC
Tach/Velocity Encoder Scaling on the Drive (Shift F5) screen until the measured speed
matches VINH Inspection Velocity-High on the Pattern (Shift F4) screen.
d. Move the car in the opposite direction and verify that it moves at the same speed. If the
speed is not the same, verify the offset adjustments as described in Section 3.4.7.
e. Remove any jumpers in the safety circuit between terminals 2 and 16, 18, or 20 on the
subplate. These jumpers bypass various portions of the safety string.

42-02-7205 START-UP 3-29


3.7.4 ADJUSTING THE SPEED LOOP GAINS

If necessary, the response of the car can be stiffened by increasing GI Integral Error and/or GP
Proportional Error on the Drive (Shift F5) screen. At this point in the adjustment, it is only
necessary to prevent the car from sagging severely. Do not attempt any fine tuning at this time.
Increasing GI or GP gain gives stiffer response while decreasing GI or GP gives a dampening
and looser response. If too little GI (close to 0) is used, the car will drift when the brake is lifted.
Also, it will show sloppy control during all aspects of its operation and it will be severely affected
by varying loads. Too much GI and/or GP gain will cause unstable operation, violent oscillation,
or overshoot. If some vibrations are encountered throughout the run, increase GVDS
Armature Voltage Damping-Speed Loop by 0.01 until the oscillation stops (adding GVDS
will add lag to the system). The speed loop gains can be adjusted manually or electronically
(see 3.7.4.2 Auto Tuning the Speed Loop Gains).

3.7.4.1 MANUALLY ADJUSTING THE SPEED LOOP GAINS - If there is oscillation while
running, on the Drive (Shift F5) screen, slowly decrease GP Proportional Error and GI Integral
Error until the oscillation stops. Also, verify that OGI Initial Gain = OFF.

In the following steps, adjust the response of the car to reduce the empty car rollback while
avoiding the oscillations that can occur if too much feedback is adjusted into the system. For
these adjustments, use a storage oscilloscope capable of a 1 centimeter per second sweep
rate, or a strip chart recorder (a storage oscilloscope is by far the preferable instrument).
Monitor test points T (tach) and STP1 (assigned to Processed Pattern, option 4) with respect
to COM on the IMC-DCP board.

a. The empty car will probably drift up due to counterweighting even when an attempt is
made to move it down. Increase GP Proportional Error on the Drive (Shift F5) screen
slowly while watching for severe overshoot or for oscillations, such as rapid jiggling or
a slow bobbing effect. While increasing GP, note a narrowing of the difference between
pattern and tach signals. If jiggling begins, decrease GP.

b. Next, increase GI Integral Error slowly. Now there will be less rollback at takeoff and the
car will reach the desired speed faster. Too much GI will cause a speed overshoot or
a slower bobbing oscillation.

c. If the car snaps away from the floor, increase TSPD -Speed Pick Delay on the Brake
(Shift F3) screen. At this point, a little rollback is not critical as other adjustments later
will compensate for it.

d. Monitor the actual car motion using an oscilloscope or chart recorder connected to test
points COM (negative probe) and T (positive probe) on the IMC-DCP board (monitor
STP1 with parameter TP1 set to 5 if a velocity encoder is used). Positive voltage should
indicate the up direction and negative voltage, the down direction. While monitoring the
scope, adjust the values of GP and GI gains to get the car's best response. For now,
leave GD Differential Error = 00.00.

3.7.4.2 AUTO TUNING THE SPEED LOOP GAINS (GP AND GI) - The purpose of the auto
tuning procedure is to provide initial settings that will minimize the time required for fine tuning
during final adjustment. After the motor field has been calibrated and the elevator speed has
been verified in the up and down directions, this procedure may be performed.

a. Place the car on Inspection operation and move the car several floors above the bottom
landing. The car should be empty or minimal load. During the auto tuning procedure the
car will be moved down on Inspection three times, a few feet each time.

3-30 START-UP 42-02-7205


b On the Drive (Shift F5) screen set the following:

PG = 1.0
GEC = 0.25 to 0.5
GVDS = 0.10
GIDI = 0.0
OTE = OFF
OGI = OFF

c. The brake must be fully lifted before the speed command is generated so that the motor
is not running under the brake. For most brakes this can be accomplished by increasing
TSPD Speed Pick Delay on the Brake (Shift F3) screen. Some rollback may be
experienced; this is OK.

d. An Inspection speed between 35 and 140 is preferable. Set VINH Inspection Velocity -
High on the Pattern (Shift F4) screen.

e. On the Drive (Shift F5) screen, set OSLA Speed Loop Auto-Tune = ON, press S to save
and Y for yes. Then follow the instructions at the top of the Drive (Shift F5) screen. You
will be asked to pick the down direction (MACHINE ROOM INSPECTION UP/DN switch
on the SC-SB2K board) and then drop direction after a few seconds. You will be asked
to do this three times. OSLA will then automatically return to OFF and the new values
for GP and GI will be saved.

Verifying that the autotuning of GP and GI has worked properly is best done while
running on Normal Operation. The error between pattern and speed feedback is
monitored on test point STP1 with parameter TP1 set to 30. If the average error is less
than 300mv, except for the take off, then the autotune has been successful.

However, before running the elevator at high speed, check for localized vibration while
running the entire hatch from bottom to top and top to bottom on Inspection. The motor
may pick up the natural resonant frequency of the building in portions of the hatch, in
which case the notch filter parameters FNP1, FNP2 and FNP3 should be used to cancel
out the vibration. As a general rule, increasing FNP3 reduces the vibration. However,
the notch is not linearly proportional to the frequency of vibration, therefore its setting
can be difficult. Begin by using Table R.7 to set the value of FNP3 to the value that
most closely matches the frequency of vibration. For instance, if the frequency of
vibration is 7.6 Hz, set FNP3 = 0.30 (see Table R.7). Then increase FNP3 in increments
of 0.01 until the vibration is gone.

f. If notch filter (CNS) does not reduce the vibration see reduced gain Section 4.4.5.

g. If the motor oscillates, after calibration, increase GVDS Armature Voltage Dampening -
Speed Loop in increments of 0.05 without exceeding 0.5, or reduce GP and GI. If these
parameters do not eliminate the oscillation, reduce GCP Current Loop Proportional
Error and GCI Current Loop Integral Error on the Drive (Shift F5) screen.

h. Finally, reduce TSPD until rollback is minimal.

3.7.5 ADDITIONAL ADJUSTMENTS AND CHECKS

a. Set PG Pattern Scaling on the Drive (Shift F5) screen = 1.0 and set VINH Inspection
Velocity-High (VINH) on the Pattern (Shift F4) screen to the desired value (maximum
Inspection speed is 150 fpm). Set VINL Inspection Velocity - Low = 25 fpm.

42-02-7205 START-UP 3-31


b. Stop the car so that the car top can be accessed from the top hall door. Remove any
jumpers from the safety circuits, including the jumper between terminals 4 and 9 on the
SC-SB2K board (overrides the gate switch and door locks). If the wire was removed
from panel mount terminal DCL and the 2-bus jumped to terminal DPM to defeat door
lock bypass monitoring, reconnect the wire and remove the jumper now.

c. Remove the previously installed temporary jumper wire from terminals ACCN and 2
(bypasses the Cartop Inspection Switch).

d. Locate the wire for terminal ACCN that was previously disconnected and labeled in
Step 3.2.2.a. Do not install the wire yet, but measure the voltage from this wire to
terminal 1 and verify that it has 120VAC when the Car Top Inspection switch is OFF (or
normal) and that there is no power when the Car Top Inspection switch is ON (or
Inspection). Install the wire into terminal ACCN. NOTE: Car Top Inspection operation
automatically overrides the Relay Panel Inspection operation. Next, run the car from the
Car Top Inspection station, checking the up and down buttons and the stop switch.

WARNING: Avoid car top entrapment by verifying correct speed and stable
operation on Relay Panel Inspection before attempting Car Top
Inspection. If four consecutive Inspection Overspeed faults are
detected, the Computer Swing Panel must be reset before the car is
allowed to move again.

e. While running the car, check clearances and door locks. When all doors are locked,
remove any jumpers from door lock terminals.

f. If you anticipate loading the car to a significant degree, change SAIL Armature Current
Limit on the Safety (Shift F6) screen to 200%. Verify that the CURRENT LIMIT LED on
the System 12 SCR Drive does not illuminate during any type of run or loading.

g. Verify the operation of the directional limit switches and the final limit switches, and
arrange them according to page -2 of the job prints. The distance between the two
switches should ideally be greater than the distance required to stop the car after the
direction command is removed when the car is on Inspection operation.

h. Verify that the brake has sufficient tension to hold the car under all conditions likely to
be encountered during the installation phase.

i. If it has not already been done, now is the time to install the vanes or tapes and
magnets as described in Section 2.4. For installing vanes or magnets, it is desirable to
open the car door about a foot to check sill heights. Bypass the car gate switch during
installation of vanes and magnets by connecting a jumper to terminals 4 and CD on the
SC-SB2K board. Refer to the job prints for locations. Be sure to remove the jumper
between terminals 4 and CD when this step is complete.

j. The initial adjustment process should be completed, the vanes or tapes and magnets
installed, the counterweight balanced, etc. When leaving the job site, turn power OFF
at the main disconnect. At this time, one or more of the status indicators on the front of
the IMC-SMB3(5) Unit may be ON. For now, this is not important because the
associated safety monitors have not been adjusted. Furthermore, the temporary jumper
from terminal FBP1 to FBP2 on the SCR-RIX board keeps the Drive Unit running in
spite of the safety monitors being activated, except for motor field failure (MFF),
M contactor or Fuse Failure (CFF), Instantaneous Overcurrent (IOC), Excessive and
Insufficient Armature Current Failures, Motor Field Feedback Saturation, Brake Output
Circuit Failure (BOF), and Emergency Terminal Switches (UET and DET).

3-32 START-UP 42-02-7205


3.8 PREPARATION FOR FINAL ADJUSTMENT
a. Before final adjustments can be made, the door operator on the car must be working
properly. Install door fuses. If there is a jumper connecting terminals 4 and CD (the car
door bypass), or any door lock terminals, disconnect the jumper(s). All door equipment
clutches, rollers, etc., must be properly adjusted with correct running clearances. Check
the controller prints to make sure instructions have been followed regarding the
installation of diodes on the car door operator (especially for G.A.L. door operators).

b. Make sure all hoistway and car doors in the building are closed and locked. Run the car
on Inspection through the hoistway to make sure the hoistway is completely clear.
Verify that the selector magnets (or vanes) have been installed according to the
instructions. Place the car in the center of the hoistway. NOTE: If doors are opened
while car is away from DZ, the rope brake will apply. This requires a manual reset.

c. On the SC-SB2K Relay board, turn the TEST/NORM switch to the TEST position.

d. To prevent nuisance tripping, leave the jumper between terminals FBP1 and FBP2 on
the SCR-RIX board. This bypasses the IMC-SMB3(5) Drive's electronic safety
shutdown until final adjustment is complete.

e. At this point, the car should be on Inspection operation and running without oscillation.
There may be substantial rollback when the car first starts.

f. Verify proper counterweighting (typically 40%, but check the installation requirements)
using test weights and a DC ammeter with the car at the middle of the hoistway. With
test weights in the car to achieve the correct value of counterweighting for this
installation, the meter should read equal and opposite currents for both up and down
directions. Adjust counterweighting as necessary.

g. Set TP1 Test Point 1 on the Drive (Shift F5) screen to 4. This assigns the Processed
Pattern voltage to Software Test Point 1 (STP1) on the IMC-DCP board. Monitor the
pattern voltage with an accurate voltmeter (preferably digital) between test points STP1
and COM on the IMC-DCP board. Set PG Pattern Scaling on the Drive (Shift F5) screen
= 1.0 and VINH Inspection Velocity-High on the Pattern (Shift F4) screen to 10% of
contract speed (maximum is 150 fpm). Run the car on Inspection and check the voltage
present between STP1 and COM on the IMC-DCP board. If a pattern voltage of
10.0VDC produces contract speed, then the voltage at STP1 at Inspection speed
should be equal to 1.00VDC (0.05VDC), which corresponds to 10% of contract speed.

NOTE: If a tachometer is used, the tachometer voltage is measured at test point


T on the IMC-DCP board. The voltage must be close to 8.0VDC at
contract speed, therefore the voltage at Inspection speed should be about
0.80 VDC which corresponds to 10% of contract speed.

h. Perform this step if a tachometer is used, skip this step if a velocity encoder is used.
Next, use a hand-held tachometer, or if the landing system is installed and working, the
speed can be read in fpm on the 4-digit display on the IMC-MBX board with parameter
OAD Alphanumeric Display on the General (Shift F1) screen = Safety or Terminal.
Adjust GTC Tach/Velocity Encoder Scaling on the Drive (Shift F5) screen to make the
actual car speed exactly 10% of contract speed. Check both directions.

42-02-7205 START-UP 3-33


The acceptable tachometer signal for the drive is 20 to 80VDC between terminals TS
and TC on the SCR-RIX board. By changing the TVR jumpers (JP1 & JP2) on the SCR-
RIX, the range can be changed to 81V to 190V. To determine the correct position for
the TVR jumpers, measure the voltage on terminals TS to TC on the SCR-RIX board
at 10% of contract speed. The voltage must be at least 2.00VDC. If the voltage is less
than 2.00VDC, a higher output tach is needed. If the measured voltage is between
2.00VDC and 8.00VDC, set the TVR jumper plugs to the 20-80 VDC position. If the
voltage is more than 8.00VDC (0.10V), move the TVR jumper plugs on the SCR-RIX
board to the position labeled 81-190VDC.

If the TVR jumper plug is moved to the 91-190VDC position, the value of the CPRM
parameter on the Drive Parameters (Shift F5) screen must also be changed in order for
the Tach/Encdr reading on the F3 screen to be accurate. Multiply the old value of
CRPM times 1.8 and enter the result for the CRPM parameter on the Drive (Shift F5)
screen.

Next, change the GTC parameter to 1.00. If GTC is changed, the car will change speed.
Adjust the TACH CAL trimpot on the IMC-DCP board so the car will run at exactly 10%
of contract speed. On the IMC-DCP board, verify that there is 0.80VDC (+0.01V -
0.10V) on test point T with respect to COM. If needed, adjust the TACH CAL trimpot
and then slightly change parameter GTC so that the voltage does not exceed 0.80VDC,
and is not less than 0.79VDC at 10% of contract speed. Make sure the result is always
10% of contract speed.

i. Perform this step if a Velocity Encoder is used, skip this step if a tachometer is used.
Next use a hand-held tachometer, or if the landing system is installed and working, the
speed can be read in fpm on the 4-digit display on the IMC-MBX board with parameter
OAD Alphanumeric Display on the General (Shift F1) screen = Safety or Terminal.
Adjust CRPM Motor Rated RPM on the Drive (Shift F5) screen to make the actual car
speed exactly 10% of contract speed. Make sure that GTC Tach/Velocity Encoder
Scaling = 1.0. Verify the car speed in both directions.

As an additional (optional) check, set TP2 Test Point 2 = 7. This assigns the Speed
voltage from the encoder to Software Test Point 2 (STP2) on the IMC-DCP board. The
voltage measurement at this test point must be 0.80 VDC ( 0.1 VDC) when the pattern
is 10% of contract speed.

j. Set VINH Inspection Velocity-High on the Pattern (Shift F4) screen = 50 fpm. Put 125%
of a full load in the car at or near the bottom landing to check the ability of the brake to
hold this load.

WARNING: The car may slide into the pit during loading so use extreme caution!

Use the MACHINE ROOM INSPECTION switch to run the car down at Inspection speed
and then release the switch so the brake applies while the car is moving. Adjust the
brake as necessary to stop and hold the load.

k. Now empty the car.

l. Temporarily take the car off of Inspection operation. If the Diagnostic Indicators do not
show Test Mode, see what message is being displayed and correct the problem. For
example, if the indicators show that the car is on Fire Service Phase 1, a jumper must
be connected between terminal 2 on the back plate and terminal 38 on the SC-SB2K

3-34 START-UP 42-02-7205


board in order to run the car on Normal operation. Remove the jumper once the car is
connected to the Group Supervisor or the Fire Service input is brought into the
controller. Place the car back on Inspection.

NOTE: If the car is not completely wired (temporary), check the following:
wire removed from panel mount terminals DCL/DPM
wire removed from terminal 47 on the SC-SB2K board
jumper from 2 bus to terminal 36 on the SC-SB2K board
jumper from 2 bus to terminal 38 on the SC-SB2K board
jumper from 2 bus to panel mount terminal EPI (if present)

3.9 CALIBRATING THE BRAKE VOLTAGES


The IMC Performa controller executes a Brake auto-calibration routine when OBC Calibrate,
on the Brake (Shift F3) screen, is set to ON. The instructions for performing the auto-calibration
are as follows:
a. Bypass the ASME A17.1 - 2000 faults as described in Section 5.3.2, ASME A17.1 -
2000 Bypass Function.
b. On the SC-SB2K board, place the MACHINE ROOM INSPECTION TRANSFER switch
in the INSP position.
c. On the Brake (Shift F3) screen, set OBC Calibrate = ON by pressing the Space Bar
and press Enter (see Figure 3.13). Then press S to save and Y for yes.

d. The message Ready to perform the Brake Auto-calibration procedure. Press C to


continue, Q to quit. is displayed. Press C to begin the auto-calibration procedure.
e. The Operation Mode changes to: Generating Max Voltage and the message
Generating maximum Brake output. Auto-calibration in-progress is displayed. As
the procedure is performed to determine the maximum voltage, you can observe the
BV, BI and BT parameters change in the real-time display under Operation Mode.
Additional messages are displayed as the procedure progresses.

f. When the Brake Auto-calibration procedure is complete the message Exiting


Calibration is displayed and the OBC parameter is changed back to OFF. The
complete set of values determined by the auto-calibration are displayed in the
Advanced View (press Ctrl-V to toggle the view).

42-02-7205 START-UP 3-35


FIGURE 3.13 Brake (Shift F3) Screen

1/24/2000, 10:25:30 AM, F4=Main Menu

Brake (Shift F3) - Advanced View (U.S.)


Operation Mode: Normal Mode
BI: 0.00 BV: 0 BT: 9.15 STP1: 0.00 STP2: 0.00
OBC Calibrate (ON/OFF/DEFAULT) OFF
Brake Calibration is performed when OBC = ON. If OBC = DEFAULT, the Brake
Voltages are set to their default values based on BPV, Brake Pick Voltage.
WARNING! The adjuster must ensure that the car runs under control and is
stable before Brake Calibration is attempted.

OBC OFF * BI0 1.22 * BV0 199 * BT0 00.44


BPV 240 * BI1 1.08 * BV1 178 * BT1 01.08
BHV 180 * BI2 0.95 * BV2 159 * BT2 01.47
BRV 120 * BI3 0.81 * BV3 137 * BT3 01.92
BWV 100 * BI4 0.70 * BV4 118 * BT4 02.30
* BI5 0.59 * BV5 099 * BT5 02.68
TBPD 0.00 * BI6 0.48 * BV6 079 * BT6 03.07
TBHD 2.00 * BI7 0.36 * BV7 057 * BT7 03.52
TBDD 0.00 * BI8 0.25 * BV8 038 * BT8 04.09
TBWD 0.00 * BI9 0.14 * BV9 018 * BT9 04.99
TBRD 0.00
TSPD 0.20
TRED 1.10
BRLD 0.00
TP1 5
TP2 9

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View

dnID193

g. The following are messages that may be displayed as the brake calibration is performed
(see Table 3.4).

3-36 START-UP 42-02-7205


TABLE 3.4 Brake Calibration Procedure Messages

BRAKE CALIBRATION PROCEDURE MESSAGES

Operation Mode Meaning / Suggested Action


Normal Mode Indicates that the system is running normally, calibration is not in-progress
Waiting for User Input Indicates that auto-calibration is in-progress and is expecting user input. Refer to the
Status Messages to identify what the system is expecting.
Generating Max Voltage Indicates that auto-calibration is in-progress and is generating maximum voltage at
this time.
Brake Tap Verification Indicates that auto-calibration is in-progress and is monitoring the current sensor
maximum feedback to verify the tap setting for the Brake on the IMC-SMB3(5) . Refer
to the Status Messages to help identify what the system may be expecting.
Voltage Calibration Indicates that auto-calibration is in-progress and is performing voltage calibration at
this time.
Writing to EEPROM Indicates that auto-calibration is complete and the new data is being updated to the
EEPROM.
Default Mode This message is displayed momentarily to indicate that OBC Calibrate has been set to
DEFAULT. This will set the Brake Voltages to their default values based on
BPV Brake Pick Voltage.

Status Messages
Low current feedback - possible incorrect tap setting.
Auto-calibrate has detected low current feedback and cannot continue. The BR2 tap setting may be incorrect. Turn
power OFF and move the tap to BR2b on the IMC- SMB3(5) Unit to increase the current feedback signal. If the tap is
already on BR2b, there may be a hardware or installation failure. This problem must be corrected in order to perform
auto-calibration. Press Q to quit, correct the problem and re-start the calibration.
High current feedback - possible incorrect tap setting.
Auto-calibrate has detected high current feedback and cannot continue. The BR2 tap setting may be incorrect. Turn
power OFF and move the tap to BR2a on the IMC- SMB3(5) Unit to lower the current feedback signal. If the tap is
already on BR2a, there may be a hardware or installation failure. This problem must be corrected in order to perform
auto-calibration. Press Q to quit, correct the problem and re-start the calibration
Current feedback OK. BR2 tap setting is correct.
Low current feedback - possible incorrect tap setting.
Auto-calibrate has detected low current feedback. The BR2 tap setting on the IMC-SMB3(5) Unit may be incorrect. If the
tap is already on BR2b, press C to ignore this message and continue, otherwise turn power OFF and move the tap to
BR2b to increase the current feedback signal.
High current feedback - possible incorrect tap setting.
Auto-calibrate has detected high current feedback. The BR2 tap setting on the IMC-SMB3(5) Unit may be incorrect. If
the tap is already on BR2a, press C to ignore this message and continue, otherwise turn power OFF and move the tap
to BR2a to lower the current feedback signal.
Brake auto-calibration is about to start. Perform this process ONLY if the system is running well on Inspection.
Press C to start the calibration or press Q to quit.
Generating maximum brake output. Auto-calibration is in-progress.
Calibrating brake output. Auto-calibration is in-progress.
Saving brake calibration data to memory. Please drop direction now. Auto-calibration is complete and the new data is
being updated to the EEPROM.
Need the MACHINE ROOM INSPECTION TRANSFER switch in the INSP position. Place the MACHINE ROOM
INSPECTION TRANSFER switch on the SC-SB2K board in the INSP position to continue the calibration.
Calibration process failed ! Press Q to quit.
Need to pick direction. Pick direction by holding the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K
board in the UP or DN position to continue the calibration.
The FLT relay has dropped. The FLT relay must be picked to continue the calibration. Press Q to quit. Correct the
problem and restart the calibration.
The system is currently performing another calibration. Only one calibration can be performed at a time. Press Q to
quit and restart the calibration at a later time.

42-02-7205 START-UP 3-37


3.9.1 VERIFYING BRAKE VOLTAGES

a. Measure the AC input voltage to the brake circuit between terminals BK1 and BK2 and
verify that the voltage is the same as the one shown on page D of the job prints.

b. Place the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K board in the
UP or DN position. Measure the DC voltage between panel-mounted terminals B1 and
B2.

Verify that the initial measured voltage is close to the value specified for
BPV Brake Pick Voltage on the Brake (Shift F3)screen.

Change the value of the Brake Hold Voltage (BHV) to the actual brake hold
voltage, if there is one. On the SC-SB2K board, press and hold the UP/DN
switch in the DN position. The measured brake voltage between panel mounted
terminals B1 and B2 will transition to the brake holding voltage after the Hold
Delay (TBHD) expires.

3.9.2 USING THE DEFAULT BRAKE VOLTAGE PARAMETERS

If a problem is encountered in performing the Brake Calibration procedure, it is possible to run


the car using preprogramed default brake parameters. To activate the default parameters, on
the Brake (Shift F3) screen.

set BPV Pick Voltage = 0.85 x (AC voltage between BP01 and BP02).

set OBC Calibrate = DEFAULT, press Enter, then S to save and Y for yes.

change BPV Pick Voltage = the desired pick voltage.

WARNING: For Safety it is best to remove the bypass jumper between


terminals 2 and 20 and between FBP1 and FBP2 before proceeding
with the final adjustments. If this is not possible, exercise extreme
caution while making the final adjustments. Reinstall the fuses that
power terminals 2H and 2F at this time.

3-38 START-UP 42-02-7205


SECTION 4
FINAL ADJUSTMENT

4.0 GENERAL INFORMATION


This section describes the sequence of steps that need to be taken to make the final
adjustments of the elevator system. At this point, all the steps in Sections 2 and 3 should have
been completed, including installation of the floor encoding magnets on the perforated tape as
instructed in Section 2.4.2 and 2.4.3 (or break out tabs for LS-QUIK-1R, see Section 2.4.4).
Review Section 5, On-Board Diagnostics, before proceeding; it explains the adjustment and
troubleshooting tools provided on the Computer Swing Panel.

4.1 LEARNING THE BUILDING FLOOR HEIGHTS

Learning the building involves determining the location of each floor in the building relative to
the bottom floor, to within 0.1875" (4.7625 mm) accuracy. This is accomplished by reading the
holes in the perforated tape on the LS-QUAD-2R landing system or by counting the pulses from
the position encoder on the LS-QUIK-1R landing system as the elevator travels the entire
length of the hoistway from the bottom to the top. The following steps describe the procedure
for learning the building floor heights.

NOTE: This procedure must be successfully performed prior to running the


elevator on Normal operation.

4.1.1 VERIFYING THE QUADRATURE PULSE SEQUENCE AND ENCODER RESOLUTION

Position Encoder Resolution - Verify that RPE Position Encoder Resolution, on the Pattern
(Shift F4) screen, is set to the correct value, typically 100 ppr for the LS-QUIK-1R landing
system. If the LS-QUAD-2R landing system is used, verify that RPE Position Encoder
Resolution = 0 ppr.

Quadrature Pulse Sequence - The quadrature pulse sequence must be verified before the
hoistway can be learned. Use the MACHINE ROOM INSPECTION UP/DN switch on the SC-
SB2K board to run the car up on Inspection. The quadrature signals can be verified on the View
Hoistway (F3) screen by looking at the Absolute value in the POSITION section and the QPR
flag in the FAULT section. The Absolute value must increase while the car is moving up and
must decrease while the car is moving down. If the quadrature is reversed, the QPR flag will
turn ON after the car moves about two feet. If the QPR flag turns ON, the DP1 and DP2 signals
are reversed and the wires at terminals 95 and 96 on the SCR-RIX board must be swapped to
correct this problem.

If the Absolute distance on the F3 screen does not change and if the DP1 and DP2 LEDs on
the IMC-SMB3(5) Unit do not flash, check the wiring at terminals 95 and 96 on the SCR-RIX
board. There should be 50 VDC between terminal 1 and terminals 95 or 96. This voltage
toggles between 0 VDC and 50 VDC as the car moves (see Appendix C, Inspecting the
Quadrature Position Pulses on the LS-QUAD-2R or Appendix D, Inspecting the Quadrature
Position Pulses on the LS-QUIK-1R).

42-02-7205 FINAL ADJUSTMENT 4-1


4.1.2 FLOOR HEIGHT LEARN PROCEDURE

The speed at which the car learns the hoistway can be changed by adjusting VLR Learn
Velocity, on the Pattern (Shift F4) screen. It is recommended that the learn speed be set to less
than or equal to 50 fpm (0.254 m/s). Lower learn speeds, typically 35 fpm (0.178 m/s), result
in higher accuracy of the learned floor height values. The following steps describe how to
perform the learn operation.

a. Turn the power OFF at the main disconnect. Remove the level down wire from
terminal 25 on the SC-SB2K board.

b. On the SCR-RIX board in the lower right corner, place the jumper plug on the LRN side
of the INTB jumper (Figure 1.20). Turn the power ON at the main disconnect.

c. Bring the car 4 to 6 inches (101 to 152 mm) below the bottom landing by connecting a
jumper between terminals 9 and 12 on the SC-SB2K board (bypasses the down
normal limit) and by connecting a jumper between panel mount terminals 2 and 16
(bypasses the primary safety circuit).

CAUTION: Connecting the jumpers in step 'c' bypasses the Down Normal
Limit switch and the Primary Safety Circuit.

Check the status of the following flags on the View Hoistway (F3) screen. The status
of the flags must be as follows:

C DZ Front Door Zone OFF


C DZR Rear Door Zone OFF
C LU Level Up ON
C USD Up Slowdown ON
C DSD Down Slowdown OFF

d. Display the Pattern (Shift F4) screen on the CRT terminal. The parameter values for VS
Contract Velocity and NF Number of Floors must be correct for this installation before
proceeding with the learn procedure (see Note).

NOTE: If this installation has an express zone, i.e., an area of travel without
openings in excess of about 30 feet or 9 meters, you may have false
floors installed, stopping / reversing locations without door openings.
These false floors must be included in the NF Number of Floors
parameter. To determine the total number of floors, refer to the job
prints containing information on the LS-QUAD-2R or the LS-QUIK-1R
landing system and verify the number of floor vanes or floor magnets
that must be installed. Set NF Number of Floors, on the Pattern (Shift
F4) screen, equal to this number.

e. Place the car on Learn operation by following the instructions in Table 4.1 (also see
Section 5.3, System Mode EOD) using the switches on the Computer Swing Panel.

4-2 FINAL ADJUSTMENT 42-02-7205


TABLE 4.1 Placing Car on Learn Operation
Switch Position Purpose/Alphanumeric Display
Diagnostic On Down
For System mode of operation
F7 Up
PASSWORD is displayed
F1-F6 Down
Down If no password is required
A1-A8
Various Set to password value if required
S push-button Press second *SYSTEM* is displayed
F4 Up LN READY is displayed

If the system is not ready to learn, the alphanumeric display on the front of the
Computer Swing Panel will read LRN ERR. The error that is causing the LRN ERR
message will then scroll on the alphanumeric display. Refer to Table 6.11 Status and
Error Messages for troubleshooting.

When all error conditions are eliminated, the alphanumeric display on the Computer
Swing Panel will display LN READY. In case of difficulty in achieving the LN READY
display, turn switches F4 and F7 on the Computer Swing Panel OFF, wait 10 seconds
and then re-enter the learn mode.

g. With LN READY on the alphanumeric display, the car is ready to learn the floor heights.
Access the Floor Heights (Shift F8) screen. The box at the top of this screen displays
the distance to each floor while the car is learning the building.

The car must travel the full length of the hoistway to learn the floor heights. Do this by
holding the MACHINE ROOM INSPECTION UP/DN switch on the SC-SB2K board in
the UP direction. Do not release this switch until the word LEARNED appears on the
alphanumeric display. Premature release of the UP switch will cause a learn error and
LRN ERR will be displayed. If this occurs, exit the Learn operation (F4 switch down),
move the car to the bottom of the hoistway and reinitiate the learn procedure.

NOTE: If the Up Normal Limit switch is positioned too low in the hoistway, the
car will not be able to move high enough to complete the Learn
operation. The Up Normal switch should not open until the car is above
the top landing by at least 1 to 2 inches (25.4 to 50.8 mm). If not sure,
temporarily jumper terminals 9 to 10 (bypasses the Up Normal Limit)
on the SC-SB2K board.

Monitor the Floor Heights (Shift F8) screen as the car learns the hoistway and verify
that the floor height updates at each floor and that the new values are displayed
correctly when the learn operation is complete.

h. After LEARNED appears on the alphanumeric display, wait a few seconds to allow the
IMC-DDP-D to store the learned data into computer memory. The F3 screen may still
show some error flags but the only important one at this point is the error flag FPC,
Floor Height Parameter Checksum. If FPC is ON (bright blue or bold) this indicates a
failed Learn operation.

i. Exit the Learn operation by moving the F4 and F7 switches on the front of the Swing
Panel to the OFF position.

42-02-7205 FINAL ADJUSTMENT 4-3


j. Turn the power OFF at the main disconnect and reconnect the level down wire to
terminal 25 on the SC-SB2K board.

k. Remove any jumpers between panel mount terminals 2 and 16 (also 8 and 12 on the
SC-SB2K board, if present). Reinstall the wire on terminal ACCN, if you removed it.
Turn the power ON at the main disconnect switch.

WARNING: Failure to remove the jumpers bypassing the Down Normal Limit
switch and the Primary Safety Circuit, and the Software switch
for A.17 2000 Bypass, may result in personal injury or substantial
damage to equipment.

4.2 VERIFYING THE ABSOLUTE FLOOR NUMBERS

a. The INTB jumper plug on the SCR-RIX board should still be in the LRN position as in
Section 4.1.2.

b. The Absolute Floor Code flags (RD, PR and R0 - R5) can be viewed on the View
Hoistway (F3) screen in the CONTROL window.

c. Move the car on Inspection to the top landing. Stop the car so that the RD indicator is
ON. This shows that the RDU and RDD sensors on the LS-QUAD-2R landing system
are centered within 0.5" (12.7 mm) of the floor (see Figure 4.1). On the LS-QUIK-1R
landing system, DZ1 and DZ2 must be ON and LU and LD must be OFF.

d. Beginning at the top of the hoistway, using the MACHINE ROOM INSPECTION UP/DN
switch, run the car to each floor. At each floor, verify three things:

1. While moving the car through the floor, view the LU, DZ and LD indicators on
the View Hoistway (F3) screen. If the input is active, the corresponding indicator
will be ON (different color or bold). You can also observe the LU1/2, DZ and
LD1/2 relays on the SC-SB2K board.

2. Stop the elevator at each floor with the RD indicator ON. In the CONTROL
section of the View Hoistway (F3) screen, verify that the Absolute Floor Code
flags (PR plus R5 - R0) match those for that floor in Table 4.2

3. Verify that every time the RD flag is ON (Control section of the View Hoistway
(F3) screen) the DZ relay on the SC-SB2K Relay board is energized (or DZR
relay on the HC-RDRB Rear Door Relay board if this job has rear doors. Some
IMC series controllers may not have the HC-RDRB board, in which case the
DZR relay is mounted separately).

4. The DZX relay should be on at all floors with both front and rear openings.

4-4 FINAL ADJUSTMENT 42-02-7205


TABLE 4.2 Absolute Floor Code Indicator Listing ( M = ON F = OFF)
RD PR R5 R4 R3 R2 R1 R0 RD PR R5 R4 R3 R2 R1 R0
Floor #1 M M F F F F F M Floor #33 M F M F F F F M
Floor #2 M M F F F F M F Floor #34 M F M F F F M F
Floor #3 M F F F F F M M Floor #35 M M M F F F M M
Floor #4 M M F F F M F F Floor #36 M F M F F M F F
Floor #5 M F F F F M F M Floor #37 M M M F F M F M
Floor #6 M F F F F M M F Floor #38 M M M F F M M F
Floor #7 M M F F F M M M Floor #39 M F M F F M M M
Floor #8 M M F F M F F F Floor #40 M F M F M F F F
Floor #9 M F F F M F F M Floor #41 M M M F M F F M
Floor #10 M F F F M F M F Floor #42 M M M F M F M F
Floor #11 M M F F M F M M Floor #43 M F M F M F M M
Floor #12 M F F F M M F F Floor #44 M M M F M M F F
Floor #13 M M F F M M F M Floor #45 M F M F M M F M
Floor #14 M M F F M M M F Floor #46 M F M F M M M F
Floor #15 M F F F M M M M Floor #47 M M M F M M M M
Floor #16 M M F M F F F F Floor #48 M F M M F F F F
Floor #17 M F F M F F F M Floor #49 M M M M F F F M
Floor #18 M F F M F F M F Floor #50 M M M M F F M F
Floor #19 M M F M F F M M Floor #51 M F M M F F M M
Floor #20 M F F M F M F F Floor #52 M M M M F M F F
Floor #21 M M F M F M F M Floor #53 M F M M F M F M
Floor #22 M M F M F M M F Floor #54 M F M M F M M F
Floor #23 M F F M F M M M Floor #55 M M M M F M M M
Floor #24 M F F M M F F F Floor #56 M M M M M F F F
Floor #25 M M F M M F F M Floor #57 M F M M M F F M
Floor #26 M M F M M F M F Floor #58 M F M M M F M F
Floor #27 M F F M M F M M Floor #59 M M M M M F M M
Floor #28 M M F M M M F F Floor #60 M F M M M M F F
Floor #29 M F F M M M F M Floor #61 M M M M M M F M
Floor #30 M F F M M M M F Floor #62 M M M M M M M F
Floor #31 M M F M M M M M Floor #63 M F M M M M M M
Floor #32 M M M F F F F F

Do not proceed beyond this step until achieving the exact readings shown in
Table 4.2. Failure to do so will result in incorrect floor position and erratic
operation.

If there is difficulty getting the proper reading for the floor encoding, the most likely
causes are missing magnets, wiring mistakes, or a floor encoding vane with improperly
removed break-out tabs, improper vane alignment or possibly a defective sensor or
switch.

Test for a defective sensor by manually moving a magnet near the sensor and
observing the corresponding LED indications inside the LS-QUAD-2R (see
Figure 4.1). To more easily verify operation of the RDU and RDD sensors, prove
that placement of a magnet next to both sensors is necessary to turn on the RD
indicator, which shows proper RD output. Similarly, verify operation of the DZU
and DZD sensors by proving that placement of a magnet next to both sensors
is necessary to turn ON the DZ indicator, which shows proper DZ output.

42-02-7205 FINAL ADJUSTMENT 4-5


Test the LS-QUIK-1R switches by running a piece of stiff cardboard or metal
through the associated VS-1L switch and viewing the indicators inside the
landing system box (see Figure 4.2). Verify operation of the DZU and DZD
switches by proving that blocking both switches is necessary to turn ON the DZ
indicator, which shows proper DZ output.

e. Once the floor encoding has been verified, move the INTB jumper plug on the SCR-RIX
board from the LRN to NORM position and proceed to Section 4.3. Failure to place the
plug on the NORM side of the INTB jumper will prevent automatic operation of the
car.

4.3 VERIFYING ONE FLOOR RUN OPERATION

In the next sections, the final adjustments of the elevator system will be discussed. This
includes checking contract speed, door operation, and all other functions provided for proper
elevator operation. The first step in verifying normal one floor run operation is to verify proper
correction and stopping.

4.3.1. VERIFYING CORRECTION AND STOP

The following procedure is used to verify proper correction and stopping of the car:
a. Arrange the elevator for empty car conditions.
b. On the Drive (Shift F5) screen, set PG Pattern Scaling to approximately 0.5 for speeds
up through 500 fpm, or to 0.3 for faster speeds. These settings represent 50% or 30%
of contract speed respectively.
c. Move the car on Inspection operation to a location between floors, more than one foot
away from a landing, so that no leveling sensors are engaged. Observe the CURRENT
LIMIT LED on the System 12 SCR Drive (ILIM on the SCR-LGD board) as you run the
car. If the CURRENT LIMIT LED blinks or remains ON, SAIL Armature Current Limit ,on
the Safety (Shift F6) screen, may need a higher value, possibly higher than 200%.
d. Next, on the SC-SB2K board, turn the TEST/NORM switch to TEST and turn the
MACHINE ROOM INSPECTION TRANSFER switch to the NORM position. The car
should start moving toward a landing at a fraction of the Correction Velocity, level into
the floor and stop. If proper correction and stop do occur, proceed to Section 4.3.2,
Initiating a One Floor Run.

NOTE: If the car is not completely wired (temporary), check the following:
wire removed from panel mount terminal DCL
jumper wire between wire DPM and 4-bus.
wire removed from terminal 47 on the SC-SB2K board
jumper from 4 bus to terminal 36 on the SC-SB2K board
jumper from 2 bus to terminal 38 on the SC-SB2K board
jumper from 2 bus to panel mount terminal EPI (if present)

4-6 FINAL ADJUSTMENT 42-02-7205


IF PROPER CORRECTION AND STOP DO NOT OCCUR...

a. If proper correction and stop do not occur, check the vertical row of indicator LEDs on
the front of the Computer Swing Panel. You should see:

Safety ON - safety string is made up.


Doors Locked ON - all doors are locked.
Insp./Access OFF - not on Inspection operation.
C Fire Service OFF - not on Fire service operation.

b. If the car is leveling up and down repeatedly, spread the LU and LD sensors apart on
the LS-QUAD-2R, (see Figure 4.1) or LS-QUIK-1R (see Figure 4.2) landing system car
top box. The leveling sensors on the LS-QUAD-2R are designed to be movable by
sliding them up or down from outside the box using fingers or a screwdriver. It is not
necessary to get inside the landing system box to move the sensors. On the LS-QUIK-
1R landing system it is necessary to remove the rear cover and loosen the nuts holding
the VS-1L vane switches used for LU and LD in order to move them.

CAUTION: While adjusting the LU and LD sensors, place the MACHINE


ROOM TRANSFER INSPECTION switch in the INSP position to
prevent the car from moving.

42-02-7205 FINAL ADJUSTMENT 4-7


FIGURE 4.1 LS-QUAD-2R Car Top Box Detail
Perforated Steel Tape
16 holes/foot - 3/8" dia.

Landing System Sensors


UOLM = Up Outer Level Marker
DOLM = Down Outer Level Marker
DP1 = Digital Pulser 1
DP2 = Digital Pulser 2
LU = Level Up Sensor
LD = Level Down Sensor
DZ = Door Zone Sensors UOLM
RDU & RDD = Read Sensors
R5
PR = Parity Bit Sensor
R0-R5 = Floor Code Bit Sensors
DP1
DP2
R4

LU
Door
RDU R3 Zone
Note: LU and LD sensors Magnet
must be adjusted 6"
symetrically around DZ.

LANDING 1 DZ R2

RDD R1

LD

R0
3/8" R0

Magnet Floor
Code
Magnets
PR 2.5"
Use a Magnet to verify the
DOLM
PR
correct spacing between
LU and RDU, and
between LD and RDD.

NOTE: For LS-QUAD-2R and LS-QUIK-1R installations, LU and LD sensors


must remain symmetrical in relation to DZ (as well as RD) in order to be
sure the PGR flag is ON after every run. Move them in equal amounts
but opposite directions - that is, if LU is moved up 1/16" then the LD
must be moved down by the same amount. The distance from sensors
LU to RDU must be the same as from LD to RDD on the LS-QUAD-2R.
On the LS-QUIK-1R, the distance from the LU switch to the DZ1 switch
must be the same as from LD to DZ2. Accurate vane and/or sensor
alignment is critical to proper system performance.

4-8 FINAL ADJUSTMENT 42-02-7205


FIGURE 4.2 LS-QUIK-1R Car Top Box Detail

Tab (removed)

Typical Vane

(32) R5

(16) R4

(8) R3

(4) R2

(2) R1

(1) R0

PR

Tab (not removed)

Tabs removed to indicate floor number 1


(R0 + PR not removed)

On the front or faceplate of the LS-QUAD-2R, there are six thumbscrews (or
thumbnuts), which when loosened, allow the faceplate to slide on its enclosure. These
thumbnuts serve the following purposes:

(1) To allow for the overall vertical alignment of all sensors on the LS-QUAD-2R
making it possible to compensate for being too high or too low at all floors.

(2) To allow for exact vertical orientation of the faceplate of the LS-QUAD-2R with
respect to the steel tape. The horizontal movement built into the LS-QUAD-2R
will allow for a smooth floating action, thereby minimizing wear on the tape
guides. Check to see that this action is possible. Notice that if all six thumbnuts
are loosened (on units with floating heads), the movements described here and
in (1) above can be made at the same time. Therefore, be sure that when doing
one adjustment, the other is not being upset.

42-02-7205 FINAL ADJUSTMENT 4-9


4.3.2 INITIATING A ONE FLOOR RUN

The car should now be at a floor with the DZ relay ON, and the LU1, LU2, LD1 and LD2 relays
OFF (refer to the Figure 6.1, IMC Performa Normal Operation Flowchart). Register a car call
one floor above or below the current car position using the View Hoistway (F3) screen (up/down
Arrow keys select the floor, then press Enter). The High Speed indicator LED on the front of
the Computer Swing Panel should illuminate as the car attempts to start. If this occurs, proceed
to Section 4.3.3, Verifying a One Floor Run.

NOTE: To avoid conflicts between the A17.1 fault monitors and the next
several tests, place a jumper between 2KBP1 and 2KBP2 on
SC-BASE-D. Enter system mode on swing panel and set ABYP = ON
(See Section 5.3.2).

IF THERE IS A PROBLEM INITIATING A ONE FLOOR RUN...

If there is trouble getting the car to move, check the vertical row of indicator LEDs on the front
of the Swing Panel. You should see:

C Safety ON - safety string is made up.


Doors Locked ON - all doors are locked.
Insp./Access OFF - not on Inspection operation.
C Fire Service OFF - not on Fire service operation (120VAC on terminal 38 on the
SC-SB2K board).
a. If the LEDs are in the above state and the car still does not move, verify that the
direction relays U, (or D), and H on the SC-SB2K board and relay RE on the SC-SB2K
board, are all picked. If these relays are not picked, check the following:

If the INTB jumper on the SCR-RIX board is on the LRN position, the car will not
run. It must be on the NORM position.

If the door logic is trying to open the doors, DOI flag = ON (F11, 7 screen), this will
prevent the car from leaving the floor. This will occur when the Photo Eye input is
ON (F11, 7 screen) or the Safety Edge input is ON (F11, 7 screen). The DOI
flag=ON also when the Test/Normal switch is in the Test position. This is discussed
in detail in Section 6.4.1 (Door Logic).

The Ready (RDY) flag, on the View Hoistway (F3) screen, must be ON. If it is not,
the car cannot run on automatic operation. Display the F3 screen and check the
following:

1. The SCR Drive Ready (SDR) flag must be ON. If it is not, check the DRIVE
READY indicator LED on the System 12 SCR Drive. If the SDR flag is OFF, it
may be due to any fault condition originating in the System 12 SCR Drive.
Check for any faults related to the SCR Drive on the Special Events Calendar
(F7 - 1) screen and see Table 6.10 in Troubleshooting for suggested corrective
actions.

2. The Control Processor Ready (CPR) flag must be ON. If not, verify that the
following fault flags are not ON: Checksum Error - Control (CPC), QPRAM
Communication Failure (CQF) and Calibration (CAL). See Table 6.11 in
Troubleshooting for suggested corrective action.

4-10 FINAL ADJUSTMENT 42-02-7205


3. The Digital Drive Ready (DSR) flag must be ON. If DSR is OFF, it may be due
to any fault condition originating in the IMC-SMB3(5). Check the F3 screen for
a Checksum Error - Motor Field (MPC), Checksum Error - Brake (BPC) or
Checksum Error - Drive (DPC) fault flag. If you have a jumper from FBP1 to
FBP2, only four failures, Motor Field Failure (MFF), Brake Output Circuit Failure
(BOF), Instantaneous Overcurrent (IOC), or M Contactor or Fuse Failure (CFF)
can cause the FLT relay to drop out. If the jumper from FBP1 to FBP2 has been
removed, other fault conditions can cause the DSR and/or SDR flags to be OFF.
See Table 6.11 in Troubleshooting for suggested corrective action.

4. The Normal Terminal Processor Ready (NPR) flag must be ON. If not, check for
the Normal Terminal Parameter Checksum Error (NPC) fault flag. To clear the
NPC fault, re-save the Switches (Shift F7) screen. Verify that the Normal
Terminal Learn Switch time-out (NLS) fault flag is not ON. To clear this fault,
toggle the LRN SWITCH on the IMC-SMB3(5). If the NPR flag is still not ON, it
may be due to a processor malfunction. If possible, swap out the IMC-DCP
board.

5. The Safety Processor Ready (SPR) flag must be ON. Check for the Safety
Parameter Checksum Error (SPC) fault flag. To clear the SPC fault, re-save the
Pattern (Shift F4), Safety (Shift F6) and Switches (Shift F7) screens. Verify that
the Safety Learn Switch time-out (SLS) fault flag is not ON. To clear this fault,
toggle the LRN SWITCH on the IMC-SMB3(5). If the SPR flag is still not ON it
may be due to a Safety processor malfunction. If possible, swap out the
IMC-DCP board.

If you are unable to get the SPR and NPR flags to turn ON, you can temporarily
get automatic operation by putting the LRN SWITCH on the IMC-DCP board in
the ON position. This allows the car to run on automatic for just 10 minutes. If
you need to run for 10 more minutes, turn the LRN SWITCH to OFF, then ON
again, etc. (see Learn Switch Explanation below).

WARNING: The LRN SWITCH should be ON only if the TEST/NORM


switch on the SC-SB2K board is in the TEST position to
prevent door operation.

LEARN SWITCH EXPLANATION - When the LRN SWITCH on the IMC-DCP


board is ON, the system (Safety and Normal Terminal processors) ignores the
terminal slowdown switches, allowing operation to any floor, including the
terminal landings, under any conditions. Terminal slowdown safety monitoring
is not active. After an elapsed time of 10 minutes the SLS and NLS flags, on the
F3 screen, turn ON (bright blue or bold) and the car is prevented from leaving
the floor. Therefore, if possible, it is preferable to run the car with the LRN
SWITCH OFF.

When the LRN SWITCH is OFF, the car runs normally and the alphanumeric
display shows car speed. The terminal slowdown safety monitoring is active,
however, the values for the terminal switches may not be correct. When the
controller is shipped from the factory, the unit has already gone through the
learning process on a simulator. The LEARN process must be performed at
your site.

42-02-7205 FINAL ADJUSTMENT 4-11


If there is no need to run the car to the terminal landings then there is no need
to learn the terminal landings at this time. However, if there is a need to run the
car to the terminal landings, the requirement to have the LRN SWITCH in the
ON position can be eliminated by learning the terminal limits at the current
reduced speed as described in Section 4.10. An alternative would be entering
reasonable values (less than contract speed) for the Upper Limit and Lower
Limit speeds on the Switches (Shift F7) screen. This will force some values into
the IMC-SMB3(5) and will allow placing the LRN SWITCH in the OFF position,
until higher speeds require relearning the terminal landings again.

6. The Pattern Generator Ready (PGR) flag must be ON. If not, the following are
possible reasons:

Check the F3 screen for Floor Height Parameters Checksum Error (FPC)
and Pattern Parameters Checksum Error (PPC) fault flags. Refer to Table
6.11 in Troubleshooting for suggested corrective action.

There is an invalid code for floor encoding. Check the F3 screen to see that
the RD flag is highlighted when the car is at a floor (RDS will be ON if there
is an RD sensor error). Also verify that the floor encoding matches an entry
in Table 4.2 (PRS is ON if there is a parity error).

C The Floor Level (DZP) flag must be ON. This indicates that the PG
processor sees the Door Zone (DZ) flag. See Table 6.10 in Troubleshooting
for more information.

The pattern profile parameters that have been chosen are not valid and/or
do not fit inside the available distance between floors. Check to see if the
PFF flag is ON. If so, verify the initial parameter values as described in
Section 3.4.4. If any other fault flags are ON, refer to Table 6.11 in
Troubleshooting.

The INTB jumper on the SCR-RIX board is in the LRN position. Verify that
the Intermediate Speed Bypass Jumper (IBJ) fault flag is not ON. If it is,
move the INTB jumper to the NORM position

C The Pattern Generator Failure (PGF) flag may be the result of negative
learned floor heights due to a reversal of the quadrature pulses. To test, run
the car up on Inspection continuously for at least 5 feet and observe the
Quad Pulser Relation (QPR) flag in the FAULT section of the F3 screen. If
the flag turns ON (bold or light blue), swap the wires in terminals 95 and 96
on the SCR-RIX board and repeat the test. If the QPR flag remains OFF,
relearn the hoistway.

b. If the car is out of service and car calls are not accepted, verify that the Diagnostic
Indicators on the Computer Swing Panel are scrolling. If the car is on TEST operation,
the TEST message will be flashing which will mask the display of other messages.
Remove the car from Independent Service temporarily, by placing the TEST/NORM
switch on the SC-SB2K board in the NORM position, to allow other active messages to
be displayed.

4-12 FINAL ADJUSTMENT 42-02-7205


4.3.3 VERIFYING A ONE FLOOR RUN

When the car starts, note that the PI changes to the next floor before the middle point of the
run. The car will decelerate to a point 6" (152.4 mm) before the floor where the LU or LD sensor
will operate the LU1/2 or LD1/2 relay. The car will continue until it reaches a point 3" (76.2 mm)
before the floor, then the DZ relay will energize (DZR relay may pick if this installation has rear
doors). The elevator will continue to level into the floor and stop. The final leveling speed should
be programmed to be 2 to 8 fpm (.01 to .04 m/s), but your actual speed will be a fraction of that
since PG Pattern Scaling, on the Drive (Shift F5) screen, is 0.30 or 0.50 at this time.

a. From this point on a storage oscilloscope is required to monitor test point TACH
for tachometer (actual car velocity), with respect to test point AGND, and test point
STP1 (with parameter TP1 set to 5) for pattern (intended car velocity). This is essential
for professional results. For velocity encoder applications, assign the Raw Tach or
Processed Tach to STP2 by setting TP2, Test Point 2 = either 6 or 9. To view the
pattern signal, connect an oscilloscope as follows:

Isolate the ground pin on the power cord of the oscilloscope with a ground isolator
device. The ground pin must not be connected. The case of the oscilloscope must
be allowed to float at its own potential.

On the IMC-DCP board, connect the ground side of the oscilloscope probe to test
point AGND and the signal side of the probe to test point STP1.

On any parameter screen (Shift F1 thru Shift F6) set TP1 Test Point 1 = 5. This
assigns the Processed Pattern signal to Test Point STP1 on the IMC-DCP board.

The full speed pattern signal on test point STP1 equals 10 VDC 1% ('-' = up, and
'+' = down). Set the sweep rate on the scope to 1 centimeter per second, and
vertical sensitivity to 2 VDC per centimeter (later, 5 VDC per centimeter to
accommodate the 10 VDC full speed signal).

b. Run the car between floors to any landings that are not terminal landings. Observe that
the car starts, accelerates, then decelerates into the floor and stops. If the car overruns
a floor, the relevel function will be activated. The VFL Final Leveling Velocity on the first
approach to a floor and the VRL Relevel Velocity are two separately programmable
values. Look up these values on the Pattern (Shift F4) screen.

c. Make the car overrun the floor at least once and observe the releveling operation. This
is done by jumping terminals 26 to 18 for LU (or 25 to 18 for LD) when LU1/2 (LD1/2)
pick at the end of the run and holding the jumper on until the opposite leveling relay
LD1/2 (LU1/2) picks. Then remove the jumper and releveling should commence. During
this test you may get a Leveling Sensor Failure error message on the Swing Panel
Diagnostic Indicators. This error occurs when both LU and LD are activated at the same
time. After the jumper is removed, toggle the MACHINE ROOM INSPECTION
TRANSFER INSP/NORM switch on the SC-SB2K board to clear the fault.

Monitor the brake voltage on terminals B1 to B2. Verify that a relevel brake voltage
exists, to prevent stalling or excessive armature current during a relevel operation.
Gearless machines are intended to relevel under the brake, so a partial pick is
appropriate. Note, however, that if the brake did not drop fully before the relevel, the
reduced brake voltage may still hold the brake fully picked. Dont spend a lot of time
here working on the brake, just be sure the brake does not stall the armature on a
relevel.

42-02-7205 FINAL ADJUSTMENT 4-13


d. Place the LRN SWITCH on the IMC-DCP board to the ON position. Place a car call for
the bottom landing. After the car stops, observe the LD1 and LD2 relays to see if they
are still energized. If they are, move the Down Normal Limit Switch (terminal 9 to 12),
shown in area 10 of the job prints, so that the limit switch is not opened until the car is
at least 1 to 3 inches (25.4 to 76.2 mm) below the bottom landing. (Note: MCE
recommends that the Up or Down Normal Limit Switches NOT be on the TM switch
assembly unless the cam in the hoistway has the stepped piece of metal which causes
a large movement in the roller as the car is just 1" to 2" [25.4 - 50.8 mm] past the
terminal landing.)

Similarly, place a call for the top landing. You may have to toggle the LRN SWITCH to
OFF, then ON again to run the car. After the car stops, see if one of the LU relays is still
energized. If so, move the Up Normal Limit Switch (terminal 9 to 10), shown in area 9
of the job prints, so that the limit switch is not opened until the car is above the top
landing by at least 1 to 3 inches (25.4 to 76.2 mm).

4.4 REACHING CONTRACT SPEED


The following adjustments must be made in preparation for contract speed operation.

NOTE: Be sure to read this entire section before performing the following steps.

a. Arrange the elevator for no load (empty car) conditions.

b. Refer to page -SCR of the job prints under Output Ratings. On the Drive (Shift F5)
screen, set DAV Rated SCR Drive Armature Voltage equal to the SCR drives maximum
output voltage listed on the SCR-LGA board header. Set DAI Rated SCR Drive
Armature Current equal to the SCR drives maximum output current listed on the
SCR-LGA board header.

4.4.1 DETERMINING SAVL ARMATURE VOLTAGE LIMIT

SAVL Armature Voltage Limit, on the Safety (Shift F6) screen, is a percentage of the SCR
Drive maximum output voltage rating. For example, if the drive's maximum output voltage
rating is 300VDC, and you wish to limit the voltage to 270VDC, set SAVL to 90% (270/300 X
100 = 90%).

There are several factors to consider in determining the value for SAVL:

a. For a geared installation, read the armature voltage rating from the hoist motor
nameplate. Use this value in calculating SAVL Armature Voltage Limit as in 4.4.1
above.

b. For a gearless installation, either choose the armature voltage limit to be equal to the
hoist motor name plate voltage rating, or choose the armature voltage limit to be up to
10% higher than nameplate voltage if the value is not above the maximum DC armature
voltage rating of the SCR Drive on page -SCR of the job prints. Once the voltage limit
is chosen, use this value in calculating SAVL Armature Voltage Limit as in 4.4.1 above.

c. In any case, do not choose the armature voltage limit to be any higher than 108% of the
numerical value of the three phase AC voltage existing on terminals X1-X2-X3 or Y1-

4-14 FINAL ADJUSTMENT 42-02-7205


Y2-Y3 on the contactors at the bottom of the SCR Drive. For example, if the three
phase AC voltage was 270VAC, do not choose the armature voltage limit to be any
higher than 1.08 X 270 = 291.6VDC. Then, if the drive maximum output voltage rating
was 300VDC, SAVL would be 97% (291.6/300 X 100 = 97%).

d. The final trimming of SAVL will be determined by observing armature voltage


performance. SAVL can be increased or decreased to get the desired result. Connect
a multimeter to monitor the armature voltage on terminals A1M and A2M to be sure the
armature voltage limit is never exceeded during a contract speed run.

4.4.2 DETERMINING SAIL ARMATURE CURRENT LIMIT

SAIL Armature Current Limit, on the Safety (Shift F6) screen, is a percentage of the SCR
Drive maximum output current rating, and ranges all the way up to 276%. To find the SCR
Drive maximum full load output current rating, refer to page -SCR of the job prints, and look for
Output Ratings. Typically it is desirable to provide 250% of the full load current rating of the
hoist motor for acceleration/deceleration (and up to 276% in high performance applications).
For example, if the drive maximum full load output current rating is 180 amps DC, and you wish
to limit the full load amperage to 140 amps DC, with a 250% acceleration current capability, set
SAIL to 140/180 X 250 = 194%.

Make the necessary calculation and set the parameter as required. When this setting is done,
the CURRENT LIMIT indicator LED on the SCR Drive should not turn ON during normal
operation. However, in some cases of maximum loading it may be possible to see CURRENT
LIMIT when the car is undergoing an emergency deceleration, especially during testing.

NOTE: In some cases, where the voltage limiting mechanism (as determined by
SAVL) is being exercised severely, the CURRENT LIMIT indicator LED
may illuminate. This may indicate excessive voltage limiting as well as
current limiting. Also, be aware that a low value for SAIL can result in
oscillation at high speeds. Once stable operation is achieved, be sure to
increase SAIL to at least 200%.

4.4.3 MOTOR FIELD ADJUSTMENTS

A few words are necessary about the operation of the motor field before bringing the car up to
contract speed. The motor field adjustments can be handled in one of two ways:

a. The MFSV Standing Voltage and MFFV Forcing Voltage, on the Motor Field (Shift F2)
screen, can be set to known values, and then MFRV Running Voltage can be set to the
same value as MFFV Forcing Voltage. In this case, the SCR Drive will weaken the
motor field as necessary to keep the armature voltage from exceeding the maximum
allowed value. This approach will work fine in cases where the motor field has moderate
inductance.

42-02-7205 FINAL ADJUSTMENT 4-15


FIGURE 4.3 Motor Field Adjustment

b. If the motor field is highly inductive and cannot weaken as quickly as necessary, the
armature voltage limiting circuits in the SCR Drive will interfere directly with the current
regulator, which will cause the CURRENT LIMIT LED to illuminate. THIS MUST BE
AVOIDED, as it will be felt in the car. In this case, set a value for MFRV Running
Voltage, MFWB Weakening Threshold - Beginning and MFWE Weakening Threshold -
End so that significant motor field weakening occurs before the car reaches maximum
armature voltage. MFWE can be increased as long as there is no armature voltage or
speed overshoot. Verify the armature voltage in both up and down directions. Cases
where the motor field must weaken to less than 65% of the Forcing Voltage are almost
certain to require setting MFRV, MFWB and MFWE.

At this point, if the motor field is at least moderately warm, run the car on Inspection and verify
that the value for MFFV Forcing Voltage on the Motor Field (Shift F2) screen is the same as
the voltage measured between terminals MF1 and MF2. Correct any discrepancies using the
CMFF Calibration Factor. Adjust MFSV Standing Voltage to the actual value measured at
terminals MF1 to MF2.

4.4.4 FINAL ADJUSTMENTS BEFORE RUNNING AT CONTRACT SPEED

a. Before running the car at contract speed, PADL Pattern Acceleration/ Deceleration
Limiter, on the Safety (Shift F6) screen, must be set. The purpose of PADL is to place
a limit on how fast the pattern can change. This will establish a maximum limit on the
peak acceleration or deceleration to which a passenger will be subjected. The value of
PADL should be greater than AS Standard Acceleration, DS Standard Deceleration and
STER Terminal/Emergency Slowdown Rate, but should be adjusted to provide a
smooth transition from high speed to zero speed in case of an emergency stop. A
typical range is 6 to 8 ft/sec2 (1.829 to 2.438 m/s2).

b. To achieve proper starting, without rollback or snapping away from the floor, a variable
delay in the application of the speed signal is provided. TSPD Speed Pick Delay, on the
Brake (Shift F3) screen, affects how much delay occurs from the time the drive
processor enables the RE relay to the time the pattern generator sends out the pattern
value. Adjust TSPD so the brake just clears the brake drum as the car is beginning to
accelerate. Do this with an empty car. The correct setting can be determined by
watching the drive sheave. Some rollback may have to be tolerated for now, but this will
be corrected later.

c. Using PG Pattern Scaling, on the Drive (Shift F5) screen, increase car speed in 10%
increments until the car is running at 80% of contract speed. Use an oscilloscope to

4-16 FINAL ADJUSTMENT 42-02-7205


monitor the cars performance. For tachometer applications, monitor test point TACH
on the IMC-DCP board. For velocity encoder applications, monitor test point STP1 and
assign the Raw Encoder signal to STP1 by setting the TP1 Test Point 1 = 7. Check to
see if severe overshoot is occurring. Excessive overshoot can trip the governor.

If no overshoot is observed, continue to increase car speed with PG (up to a maximum


of 1.00) while verifying that car speed is peaking no more than 3% over contract speed
(10 fpm @ 350 fpm, 15 fpm @ 500 fpm, etc.). Speed can be monitored on the Hoistway
View (F3) screen. In this way it is possible to determine if overshoot is causing the car
to exceed contract speed, and speed can be increased until the peak reaches not more
than 3% over contract speed.

d. Observe the armature voltage on terminals A1M to A2M, or on the F3 screen, as


contract speed is approached. Observe the hoist motor armature voltage and verify that
it does not severely overshoot the desired SAVL Armature Voltage Limit value, on the
Safety (Shift F6) screen. Any illumination of the SCR Drive CURRENT LIMIT indicator
at low speeds shows current limiting, and may show voltage limiting if the CURRENT
LIMIT indicator turns ON as you approach high speeds. Verify that the armature voltage
is reaching the desired value as contract speed is approached. If the armature voltage
is too low (full load up, empty car down), it means that MFRV Running Voltage is too
low.

e. Once the car is running at or near contract speed, it is necessary to relearn the terminal
landings as described in Section 4.10 in order to safely run the car to the terminal
landings. If there is no need to run the car to the terminal landings at this time, this step
can be omitted. The terminal landings will be learned again in section 4.10, after the
speed parameters have been set.

f. The car (empty car) should now be running at or near contract speed. Some speed
overshoot may be experienced as contract speed is approached. Some releveling, and
possibly spotting (hesitating at the end of deceleration, near the floor) may also be
experienced. The next parameter that must be adjusted is GEC Error Compensation
Adjust, on the Drive (Shift F5) screen. You can Auto Tune this parameter by using
OECA Error Compensation Adjust. This will help remove overshoot and spotting, and
will also greatly improve the accuracy of the tracking (how closely the actual elevator
speed follows the intended speed). After the motor field has been calibrated, the
hoistway floor heights learned and the elevator prepared for final adjustment, this
procedure may be performed.

Make sure that the elevator can make normal runs in both directions. Move the elevator
to the bottom landing. On the Drive (Shift F5) screen set OECA Error Compensation
Adjust = ON, press S to save and Y for yes. Then follow the instructions on the top of
the Drive (Shift F5) screen. You will be asked to run the car up first, then down to
complete the calibration. OECA will automatically return to OFF and the new value for
GEC will be saved.

NOTE: Spotting (hesitating at the end of deceleration near the floor) is usually
the result of too little GP Proportional Error or GEC Error Compensation.
It may also help to set OGF Flare Gain = ON and adjust GFI Flare
Integral Error.

g. At this point, overshoot at contract speed should be gone or greatly reduced. If the car
is not running at contract speed yet, set PG Pattern Scaling = 1.00, on the Drive (Shift
F5) screen, and adjust GTC Tach/Velocity Encoder Scaling to adjust contract speed to

42-02-7205 FINAL ADJUSTMENT 4-17


the correct value (use the speed indicator on the IMC-SMB3(5) Unit to monitor car
speed). Use the LRN SWITCH as described in section 4.10 to learn the terminal
landings after contract speed is reached. There may still be some details in the
operation of the car to correct, but this should be done after optimizing the pattern
parameters in the following sections.

h. If there is an oscillation at contract speed, check the tachometer follower wheel for
roundness (if gearless). If the oscillation persists, increase GVDS Armature Voltage
Dampening-Speed Loop, on the Drive (Shift F5) screen, in increments of 0.01 until the
oscillation stops (do not exceed 0.8 maximum).

4.4.5 REDUCED GAINS AT STEADY STATE SPEED

The purpose of the reduced gains is to provide tighter control during acceleration and
deceleration, and relaxed control when the car is traveling at steady state speeds. The reduced
gains are only effective during Normal, Inspection, Correction, Earthquake and Danger runs.
Figure 4.4 illustrates how the reduced gain parameters interact while the car is in Normal
operation. On Inspection, the reduced gains will be invoked as soon as the car reaches steady
state speed (Inspection speed).

FIGURE 4.4 Reduced Gains at Contract Speed

The starting values for these parameters can be:


C GRP = GP times 0.5
C GRI = GI times 0.5
C GRD = 0.00
C GRGD = 1 Second
C GRGT = 0.5 Second

NOTE: NEVER SET GRP OR GRI BELOW 1.5

4-18 FINAL ADJUSTMENT 42-02-7205


The reduced gain parameters GRP, GRI, GRGD and GRGT are located on the Drive
(Shift F5)screen - Advanced View and are defined as follows:

C OGR Reduced Gain (ON/OFF) - This option enables the implementation of


Reduced Gains.

C GRP Reduced Proportional Error - After constant speed is reached and an


adjustable delay GRGD has expired (typically 1.0 sec.), the proportional gain is
reduced from GP Proportional Error to GRP Reduced Proportional Error (usually
GP) over an adjustable time GRGT (typically 0.5 sec.). When the elevator
begins to slow down, the proportional gain will increase from GRP to GP over
half the GRGT interval. GRP cannot exceed GP.

C GRI Reduced Integral Error - After constant speed is reached and an adjustable
delay (GRGD) has expired, the integral gain is reduced from GI, Integral Error
to GRI, Reduced Integral Error (typically GI) over an adjustable time GRGT.
When the elevator begins to slow down, the integral gain will increase from GRI
to GI over half the GRGT interval. GRI cannot exceed GI.

C GRGD Reduced Gain Delay - The reduced gains (GRP and GRI) are applied
after contract speed (or steady speed) is reached and this time (GRGD) has
elapsed.

C GRGT Reduced Gain Transition Time - The gains are reduced from their normal
value to their reduced value over this time interval. When the gains are
increased from their reduced value to their normal value, the transition will occur
over half of this transition time. It is important that this transition time not be too
long, because the gains may not reach their normal value before the elevator
decelerates. The transition time should be less than half the time required to
transition from contract speed to leveling speed.

The reduced gains will be invoked only if OGR, Reduced Gain = ON. GRGT is adjusted
so that the transition from normal to reduced or reduced to normal is smooth enough
to eliminate the bumpy feeling in the car. However, the transition time should not be
so long that the gains do not reach their normal value before the elevator decelerates.

GRGD Reduced Gain Delay must be adjusted to ensure that the car has reached
contract (or steady state) speed and the speed has stabilized before reducing the gains.

GRP Reduced Proportional Error and GRI Reduced Integral Error gains can be reduced
until there is no oscillation at steady state speed. However, if the gains are too low it is
possible that control may become too loose and may not track properly. GRP and GRI,
cannot be increased above normal gains GP and GI respectively. If the oscillation is
due to a mechanical anomaly (tach wheel), it may not be possible to remove the
oscillation completely using reduced gains.

WARNING: The reduced gain parameters must be verified and adjusted before
running the elevator. Failure to follow these instructions may result
in erratic elevator operation.

42-02-7205 FINAL ADJUSTMENT 4-19


4.5 SHAPING THE VELOCITY PROFILE
The profile of movement between any two landings has been divided into nine programmable
phases. On short runs, all nine phases may not be used. Figure 4.5 shows the nine phases that
make up a typical velocity profile and the Pattern Parameters that affect each phase of a
Standard profile. Table R.5, in the Reference section, explains each of the Pattern Parameters
that define the shape of the velocity profile. The Pattern Parameters are very important in
determining the quality of the ride and the overall performance of the elevator. Each phase is
important, but the most critical phases are 7, 8 and 9, since they define the final stop, and
therefore greatly affect the floor to floor travel time. Each phase will be explained in sequence,
and some insight will be given into their relationship to some problems that may be
encountered.

FIGURE 4.5 Velocity Profile Phases and Parameters (Standard Profile)

4.5.1 THE VELOCITY PROFILE PHASES

The parameters mentioned here are for the Standard profile. Six other profiles, defined in
Section 4.5.2, have similar parameters for each phase of the profile. All of the pattern
parameters are found on the Pattern (Shift F4) screen (Figure 4.6).

PHASE 1 is defined as a time of transition from zero velocity to the constant


acceleration of Phase 2. The rate of transition to full acceleration is defined by JI Initial
Jerk. AI Initial Acceleration, at the start of Phase 1, defines the starting value of
acceleration. Values for JI typically range from 4.0 to 8.0 ft/s3 (1.219 to 2.438 m/s2) with
higher values resulting in a sharper start. The value of AI is usually 0.01 to 0.10 ft/s2
(0.003 to 0.03 m/s2).

PHASE 2 is defined as a constant acceleration rate determined by AS Standard


Acceleration. AS determines the maximum current delivered by the SCR Drive during
acceleration. The maximum value of AS is typically 4.0 ft/s2 (1.219 m/s2) and the
minimum is usually not less than 2.5 ft/s2 (0.762 m/s2). Higher values than 4.0 ft/s2
(1.219 m/s2) are possible, but do not yield significant improvements in performance.

PHASE 3 is defined as a time of transition from the maximum acceleration rate of


Phase 2 to the constant speed of Phase 4. The rate of transition is defined by the rate
of change of acceleration, or jerk parameters JHS High Standard Jerk and JLS Low

4-20 FINAL ADJUSTMENT 42-02-7205


Standard Jerk. JLS Low Standard Jerk will determine the transition for profiles that
reach contract speed. JHS High Standard Jerk will determine the transition for runs that
do not reach contract speed. Typical values range from 4.0 ft/s3 (1.219 m/s3) to 8.0 ft/s3
(2.438 m/s3). Lower values are used for greater comfort, however, low values are
harder to fit into the shortest one-floor-runs. Identify the shortest full height floor, and
use it as a test when choosing parameter values.

PHASE 4 is defined as the time spent at contract speed, and is defined by VS Contract
Velocity.

PHASE 5 is defined as a time of transition from the constant speed of Phase 4 to the
maximum deceleration rate of Phase 6. The rate of transition is defined by the rate of
change of acceleration, or jerk parameters JHS and JLS, as in Phase 3. JLS is used
for runs that reach contract speed and JHS is used for runs that do not reach contract
speed. Typical values range from 4.0 ft/s3 (1.219 m/s3) to 8.0 ft/s3 (2.438 m/s3). Lower
values are more commonly used for greater comfort, however, as with Phase 3, low
values are harder to fit into the shortest one-floor-runs.

PHASE 6 is defined as a constant deceleration rate which is determined by


DS Standard Deceleration. The maximum value of DS is typically 4.0 ft/s2 (1.219 m/s2)
and the minimum is usually not less than 2.0 ft/s2 (0.609 m/s2) with more common
values ranging from 2.75 ft/s2 to 3.75 ft/s2 (0.838 to 1.143 m/s2).

PHASE 7 is defined as a time of transition from the constant deceleration of Phase 6


to Final Leveling Velocity in Phase 8. The rate of transition from full deceleration to zero
is defined by JF Flare Jerk. Reduction of JF is often used to reduce the tendency to
spot or stall near the end of the deceleration, and/or to reduce any tendency for the
deceleration rate, as experienced in the car, to bunch up (increase as the car
approaches the floor). The limiting factor in the reduction of JF is the inability to fit the
profile into the shortest normal one-floor-run.

PHASE 8 is defined as a time of transition from the transitional deceleration at the


beginning of Phase 8 to Final Leveling Velocity in Phase 9. The rate of transition from
transitional deceleration to zero is defined by JA Approach Jerk. The transitional
deceleration point is defined by DAS Standard Approach Deceleration, the deceleration
at the beginning of Phase 8. Reduction of JA is often used to reduce the tendency to
spot or stall near the end of deceleration, and/or to reduce any tendency for the
deceleration rate, as experienced in the car, to bunch up (increase as the car
approaches the floor). The limiting factor in the reduction of JA is the inability to fit the
profile into the shortest normal one-floor-run.

PHASE 9 is used to shape the final approach to the floor. It is defined by VFL Final
Leveling Velocity and DFL Final Leveling Distance.

4.5.2 VELOCITY PROFILES

The IMC Performa controller has six programmable Velocity Profiles. The parameters that
define these profiles are located on the Parameters (Shift F4) screen (Figure 4.6). The profiles
are:

Standard (STD) - The Standard profile is used under normal operating conditions. The
parameters that define this profile, shown in Figure 4.5, include: VS Contract Velocity, JLS Low

42-02-7205 FINAL ADJUSTMENT 4-21


Standard Jerk, JHS High Standard Jerk, AS Standard Acceleration, DS Standard Deceleration
and DAS Standard Approach Deceleration.

Earthquake (EQ) - The Earthquake profile is used when either Earthquake input (CWI or SSII)
is activated. The parameters that define this profile include: VEQ Earthquake Velocity, JLEQ
Low Earthquake Jerk, JHEQ High Earthquake Jerk, AEQ Earthquake Acceleration, DEQ
Earthquake Deceleration and DAEQ Earthquake Approach Deceleration.

Reduced Power (PWR) - The Reduced Power profile is used when the Emergency Power
input (EPI) is deactivated, indicating the loss of commercial power. The parameters that define
this profile include: VEP Emergency Power Velocity, JLEP Low Emergency Power Jerk, JHEP
High Emergency Power Jerk, AEP Emergency Power Acceleration, DEP Emergency Power
Deceleration and DAEP Emergency Power Approach Deceleration.

Caution (CTN) - The Caution profile is used when the voltage available from the drive isolation
transformer to the System 12 SCR Drive is insufficient (between 80% to 95% of the rated
value). The parameters that define this profile include: VC Caution Velocity, JLC Low Caution
Jerk, JHC High Caution Jerk, AC Caution Acceleration, DC Caution Deceleration and DAC
Caution Approach Deceleration.

FIGURE 4.6 Pattern (Shift F4) Screen

10/17/2000, 10:25:30 AM, F4=Main Menu

Pattern (Shift F4) - Advanced View (U.S.)


STD: Valid EQ: Valid PWR: Valid
CTN: Valid ALT1: Valid ALT2: Valid
OPA Profile Auto-Fit (ON/OFF) OFF
When OPA=ON, if the programmed parameter values do not fit into the velocity
profile curve, JL(x), JH(x), D(x)and A(x) will be modified to allow the car
to run. When OPA = OFF, the velocity profile will be generated using the
programmed parameter values. However, the software will modify the
acceleration if the floor height is shorter than the nominal height, DRH.
OPA OFF VS 0500 VC 0400 VRL 006
OPT USER JLS 05.00 JLC 03.00 VCR 050
ORI INACTIVE JHS 06.00 JHC 06.00 ACR 02.00
ODOC OFF AS 04.00 AC 04.00 * FCR 00.50
DS 04.00 DC 04.00
* DLI 06.00 DAS 02.00 DAC 02.00 VINL 050
* VLI 100 VINH 050
* DRSR 00.59 VEQ 100 VA1 0499 AIN 02.00
* DTC 00.00 JLEQ 06.00 JLA1 03.00 * FIN 01.00
DRH 008'00.00" JLHQ 06.00 JHA1 06.00
RPE 000.0 AEQ 04.00 AA1 04.00 VLR 035
NF 8 DEQ 04.00 DA1 04.00 ALR 02.00
DAEQ 02.00 DAA1 02.00 * FLR 01.00
JI 06.00
JF 02.00 VEP 0499 VA2 0150 TP1 5
JA 02.00 JLEP 03.00 JLA2 03.00 TP2 9
* AI 00.10 JHEP 06.00 JHA2 06.00
AEP 04.00 AA2 04.00
VFL 004 DEP 04.00 DA2 04.00
DFL 00.35 DAEP 02.00 DAA2 02.00

ARROWS: Select, SPACEBAR: Edits, S: Saves, CTRL-V: Toggles View


dnID198

Alternate One (ALT1) - The ALT1 profile is used when the Alternate Speed Profile One input
(ASP1) is activated. The parameters that define this profile include: VA1 Alternate 1 Velocity,

4-22 FINAL ADJUSTMENT 42-02-7205


JLA1 Low Alternate 1 Jerk, JHA1 High Alternate 1 Jerk, AA1 Alternate 1 Acceleration, DA1
Alternate 1 Deceleration and DAA1 Alternate 1 Approach Deceleration.

Alternate Two (ALT2) - The ALT2 profile is used when the Alternate Speed Profile Two input
(ASP2) is activated. The parameters that define this profile include: VA2 Alternate 2 Velocity,
JLA Low Alternate 2 Jerk, JHA2 High Alternate 2 Jerk, AA2 Alternate 2 Acceleration, DA2
Alternate 2 Deceleration and DAA2 Alternate 2 Approach Deceleration.

4.5.3 VELOCITY PROFILE S-CURVES

The actual profile that is generated for each of the profiles is dependent on the distance that
the elevator must travel as well as the profile's parameters. The Velocity Profile S-Curves are
defined as follows:

Tiny - this curve is used when the elevator must travel between adjacent floors where the
distance is short. The parameters that govern the shape of this curve are determined by the
system based upon the parameters used to adjust the Compact curve.

Small - this curve is used when the distance the elevator must travel falls between short and
nominal. The nominal distance is adjustable via the DRH Auto-Fit Reference Height parameter.
The parameters that govern the shape of this curve are determined by the system based upon
parameters used to adjust the Compact curve.

Compact - this curve is used when the distance the elevator must travel is nominal. This
distance is adjustable via the DRH Auto-Fit Reference Height parameter, and the parameters
that govern the shape of this curve are user adjustable.

Large - this curve is used when the distance the elevator must travel falls between nominal and
the distance required to reach contract speed. The parameters that govern the shape of this
curve are determined by the system but are based upon the parameters used to adjust the
Compact and Huge curves.

Huge - this curve is used when the elevator can reach contract speed. The parameters that
govern the shape of this curve are user adjustable.

4.5.4 SETTING THE PATTERN PARAMETER VALUES

When adjusting the Pattern Parameters, use of a storage oscilloscope is mandatory for
professional results. By viewing the pattern and the car response as the car is running, any
discontinuity in the idealized velocity profile can be observed. Connect the scope as described
in Section 4.3.3 'b'. The Pattern Parameters are found on the Pattern (Shift F4) screen (see
Figure 4.6).

a. Initial Values for Pattern Parameters - Instructions for verifying the initial values for
the Pattern Parameters are provided in Section 3.4.6 based on Tables 3.3, and 3.4.
Reasonable values for the pattern parameters are entered at the factory, but it is best
to verify them as described in Section 3.4.6

b. Parameter Selection and Auto-Fit - When OPA Profile Auto-Fit = ON, the IMC
Performa controller performs automatic curve fitting by manipulating the jerk and
acceleration values. When OPA = OFF, the Pattern curve will use the user entered
parameters. However, the software will modify the acceleration if the floor height is
shorter than the nominal floor height defined by DRH Auto-fit Reference Height.

42-02-7205 FINAL ADJUSTMENT 4-23


c. OPT Multiple Performance Profile Option (Slow, Moderate, Fast) - This option can
be used to set the Standard Profile parameters to values commonly used for Slow,
Moderate or Fast response. Slow, moderate and fast refer to the floor to floor time. The
slower the floor to floor the more gradual are the transitions and the smoother the ride.

On the Pattern (Shift F4) screen, set OPT Multiple Performance Profile Option to the
desired option, press S to save and Y for yes. After the parameter values have been
saved, OPT automatically returns to USER. The Standard Profile parameter values
entered using the OPT Multiple Performance Profile Option are intended to be starting
values which can be modified to meet your exact ride preferences.

d. Contract Speed Overshoot and Current Limiting -To prevent contract speed
overshoot and/or current limiting from the SCR Drive, AS Standard Acceleration and
JLS Low Standard Jerk can be reduced. JLS has a slightly greater effect on overshoot
at high speed than AS. The acceleration parameter AS has the most effect on current
limiting. Observe the actual car response on test point TACH on the IMC-DCP board
to verify that there is no overshoot. If a Velocity Encoder is used, set TP1, Test Point
1 parameter = 7 and observe the actual car response on test point STP1 on the
IMC-DCP board.

e. Low Armature Current in Phase 3 - Low armature current is evidenced by the


CURRENT LIMIT LED on the System 12 SCR Drive turning ON near the end of
Phase 3 during a full load up operation. If running out of armature current becomes a
problem, first increase SAIL Armature Current Limit. If this does not help, reduce the
value of AS and/or decrease the value of JHS (or JLS if the Current Limit LED
illuminates during multi-floor runs) so that there is a smooth transition from maximum
acceleration to contract speed. Verify that sufficient armature voltage is being
developed at high speed. If armature voltage is too low, the current will be too high.
NOTE: An illuminated CURRENT LIMIT LED on the System 12 SCR Drive may also
mean that the armature voltage limiting mechanism is active, instead of the current
limiting mechanism. Reread Sections 4.4.1, 4.4.2. and 4.4.3 to evaluate this possibility.

f. Slope of Acceleration / Deceleration - Ideally, the slope of the acceleration in volts


per second should be equal to or slightly greater than the slope of the deceleration, as
viewed on an oscilloscope or chart recorder connected to test point TACH and AGND
on the IMC-DCP board. To get approximately equal acceleration and deceleration
speeds in a system where the tracking accuracy is very good, AS Phase Two
Acceleration can be equal to DS Standard Deceleration. If your tracking is less
accurate, set AS greater than DS to get the same effective rate of deceleration as
acceleration.

g. Excessive Sparking on the Motor Brushes - If there is excessive sparking on the


motor brushes, or if the acceleration or deceleration feels rough in the car, reduce AS
and/or DS to provide the desired results. If sparking on the brushes continues, check
the orientation of the neutral on the motor. If you need to verify that the current in the
armature circuit does not exceed the value you calculated in Section 4.4.2, put a DC
ammeter in the armature circuit or use a clamp-on type ammeter to view armature
current while accelerating the car in the up direction with a full load. An alternative is to
monitor test point TP3 on the SCR-LGA board on the SCR Drive which can be exposed

4-24 FINAL ADJUSTMENT 42-02-7205


by removing the front cover. The location of TP3 is shown in Figure 6.30, SCR-LGA
Board Quick Reference. On TP3, 1.8 VDC equals 100% of the SCR Drive current rating
which can be found by referring to page -SCR of the job prints. Test point TP3 is the
signal from the current sensor in the SCR Drive. You can also see the firing of each
SCR in this signal. In any case, you will need to do a calculation to translate voltage
measured on TP3 on the SCR Drive to a useful current value. Example: 0.5VDC at TP3
equals 28% of drive rated current (0.5 / 1.8 x 100 = 28%).

h. Final Approach to the Floor - The final approach to the floor can be customized using
VFL Final Leveling Velocity, your desired final leveling velocity, and DFL Final Leveling
Distance. DFL can be as low as 0.01 in. if you want the quickest floor-to-floor time.

i. Bunching up of Deceleration Rate - If you are observing a bunching up of


deceleration rate, an increase in the deceleration rate as you reach the last few feet of
approach to the floor, it is generally due to:

1. The tracking is not as accurate as it should be. The accuracy must be improved
or else JF Flare Jerk must be reduced. Remember that there are very real limits
as to how low JF can be set (1.75 is often the lowest). Check the car operation
on the shortest conventional one-floor run.

2. The value for FRP Raw Pattern, on the Drive (Shift F5) screen, is too low. As
long as values lower than 2.0 are avoided, this should not be a significant
contributor to this problem. If FPP, Processed Pattern is less than 4.0, this can
also contribute to the problem. FPP is usually at least twice the value of FRP.
The default value for FRP Raw Pattern is 5.0 and the default value of FPP
Processed Pattern is 10.

j. Inspection Profile - The maximum inspection speed is determined by VINH Inspection


Velocity-High, and the transition from zero speed to maximum inspection speed is
defined by AIN Inspection Acceleration. A lower value for AIN will give a more gradual
transition, with typical values of about 2.0.

The capability to allow reduced Inspection speed operation involves the following
parameters:

VINL Inspection Velocity - Low


VINH Inspection Velocity - High
ORI Reduced Inspection (INACTIVE/NTS/ETS)

The high and low inspection speeds are determined by VINL and VINH. The Inspection
Velocity parameter which will be used (VINL or VINH) when a car is placed on
Inspection (the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on the
SC-SB2K board is placed in the INSP position) and direction is picked (the MACHINE
ROOM INSPECTION UP/DN switch on the SC-SBK2 board is held in the UP or DN
position) is determined by the following:

the status of the Inspection Low Speed (INSL) input


the value of ORI Reduced Inspection
the status of the limit switches

Inspection Low Speed (INSL) input - When this controller input is active (high) VINL
Inspection Velocity - Low determines the inspection speed. When the INSL input is

42-02-7205 FINAL ADJUSTMENT 4-25


inactive (low), the inspection speed is determined by ORI and the direction and position
of the car in the hoistway.

ORI Reduced Inspection - This parameter can be set to the following values:

INACTIVE
NTS 1 = UNTS1 / DNTS1 switches
NTS 2 = UNTS2 / DNTS2 switches
NTS 3 = UNTS3 / DNTS3 switches
NTS 4 = UNTS4 / DNTS4 switches
NTS 5 = UNTS5 / DNTS5 switches
ETS = UETS / DETS switches

When ORI Reduced Inspection is set to INACTIVE, the status of the INSL input
determines which Inspection Velocity parameter is used. If INSL is active (high) then
VINL Inspection Velocity-Low determines the inspection speed. If INSL is inactive (low)
then VINH Inspection Velocity-High determines the inspection speed.

When the ORI Reduced Inspection is set to a value other than INACTIVE, the car will
travel at the speed determined by VINH Inspection Velocity-High until the appropriate
switch (determined by the ORI parameter) opens. The car will then travel at a reduced
speed determined by VINL Inspection Velocity-Low until the terminal landing is reached
or direction is dropped.

k. Correction Profile - The correction profile is used during normal operation when
starting from a location other than at a floor. It is different from other profiles and has
its own parameters. The maximum correction speed is determined by VCR Correction
Velocity. The transition from zero to maximum correction speed, and from maximum
correction speed to leveling speed is defined by ACR Correction
Acceleration/Deceleration. A lower value for ACR will give a more gradual transition,
with typical values of about 2.0.

l. Terminal / Emergency Profile - This profile is used if the system requires a faster than
normal deceleration transition down to correction speed or leveling speed. It is used
during situations such as emergency slowdowns at terminal landings in response to the
normal terminal stopping device being activated, or loss of the quadrature signal
(positioning signal). The transition from any higher speed to correction speed or leveling
speed is defined by STER Terminal/Emergency Slowdown Rate and STSS Terminal
Slowdown Smoothing on the Safety (Shift F6) screen. STER affects the deceleration
rate while STSS acts to smooth the transition from deceleration (STER) to correction
or leveling speed. Lower values for STSS result in smoother, more gradual transitions.
Typical values range from about 0.5 to 1.0. The system performance must be verified
during testing.

m. Earthquake Profile - When an earthquake is sensed by the elevator system during


normal operation, an emergency stop is made at the next available landing. While the
Earthquake inputs (either CWI or SSI) are activated, the maximum speed is limited to
VEQ Earthquake Velocity. Acceleration and deceleration are determined by AEQ and
DEQ. Lower values for AEQ and DEQ (typically 2.0) result in slower and smoother
transitions, however, excessively low values will cause the car to overshoot the floor.
If the controller has earthquake operation, verify proper operation during testing.

n. Reduced Power (PWR) Profile - This profile is used when the Emergency Power input
(EPI) is deactivated, typically when power is provided by a backup generator or for

4-26 FINAL ADJUSTMENT 42-02-7205


'night service' where reduced noise and power conservation is desirable. The
parameters which define this profile are: VEP Emergency Power Velocity, JLEP Low
Emergency Power Jerk, JHEP High Emergency Power Jerk, AEP Emergency Power
Acceleration, DEP Emergency Power Deceleration and DAEP Emergency Power
Approach Deceleration.

o. Caution Profile - This profile is used when the Low Line signal is active. The maximum
speed of the elevator is limited to 80% of contract speed. The parameters which define
this profile are: VC Caution Velocity, JLC Low Caution Jerk, JHC High Caution Jerk, AC
Caution Acceleration, DC Caution Deceleration and DAC Caution Approach
Deceleration.

p. Alternate One Profile - This profile is used when the Alternate Speed Profile One input
(ASP1) is active. The parameters which define this profile are: VA1 Alternate 1 Velocity,
JLA1 Low Alternate 1 Jerk, JHA1 High Alternate 1 Jerk, AA1 Alternate 1 Acceleration,
DA1 Alternate 1 Deceleration and DAA1 Alternate 1 Approach Deceleration.

q. Alternate Two Profile - This profile is used when the Alternate Speed Profile Two input
(ASP2) is active. The parameters which define this profile are: VA2 Alternate 2 Velocity,
JLA2 Low Alternate 2 Jerk, JHA2 High Alternate 2 Jerk, AA2 Alternate 2 Acceleration,
DA2 - Alternate 2 Deceleration and DAA2 Alternate 2 Approach Deceleration.

r. Learn Profile - The learn profile is used during hoistway learning. The maximum learn
speed is determined by VLR Learn Velocity, with a typical value of about 35fpm. The
transition from zero (or leveling velocity) to maximum learn velocity, and from maximum
learn velocity to leveling velocity, is defined by ALR Learn Acceleration/Deceleration.
During hoistway learn operation, this profile reduces its maximum learn velocity to final
leveling velocity at the floor, to learn the floor position accurately. A lower value for ALR
will result in a more gradual transition, with typical values of about 2.0.

s. Other Advanced Parameters - Some other advanced pattern parameters are DLI
Leveling Inhibit Distance, VLI Leveling Inhibit Speed and DTC Tracking Compensation
Distance. Only DTC will possibly be adjusted later. The others will not be adjusted, but
will be left at their default values: DLI = 6.00 in. and VLI = 100 fpm. DTC should be set
to 0.00 in. as a starting point.

4.6 ADJUSTING LEVELING AND FINAL STOP

4.6.1 FINAL APPROACH TO THE FLOOR AND LEVELING

Observe the operation of the elevator by looking at the hoist motor and by observing the car
response on test point TACH to AGND on the IMC-DCP board. If a Velocity Encoder is used,
set TP1 Test Point 1 = 7 and observe the car response on test point STP1 on the IMC-DCP
board. The final approach to the floor can be customized in many different ways.

a. If the tracking accuracy is very good, VFL Final Leveling Velocity can be increased and
DFL Final Leveling Distance can be decreased in order to reduce the floor-to-floor time.
Setting higher values for JF Flare Jerk, is also possible.

b. The goal is for the speed pattern shape to flare out and blend the deceleration into the
final leveling speed. It is possible to modify the pattern to obtain a lot of stabilized
leveling or to decelerate the elevator all the way into the floor to obtain the best brake-

42-02-7205 FINAL ADJUSTMENT 4-27


to-brake times. It is here that most of the performance and perceived quality of the ride
will be determined. Try the full load range to be sure the stops are consistent.

c. You may notice a difference between the way a car approaches the floor on a one-floor-
run compared to a two or more floor run. This can be equalized by adjusting DTC
Tracking Compensation Distance, on the Pattern (Shift F4) screen, until the shape of
the approach to the floor (and the time spent in leveling) become identical on a one-
floor-run compared with a two or more floor run.

4.6.2 FINAL STOP

There are many items to consider in establishing a smooth and accurate stop, and each item
contributes to the final result. In order to clearly see the complete electrical stopping
characteristics of the hoist motor, first adjust TBDD Drop Delay, on the Brake (Shift F3) screen,
to provide excessive delay in dropping the brake. Keep this in mind as adjustments are made.
It may be necessary to change TBDD more than once to clearly see the results. It is most
important to never drop the brake on a moving motor.

a. Final Leveling Speed - If this speed is too high, a quick transition to zero speed is
required. This can cause a bump at the stop or overshoot at the floor resulting in a
releveling operation. If the final leveling speed is too slow, the car will stop very close
to the edge of the dead zone, which will cause the system to relevel frequently.
Reasonable values for VFL Final Leveling Velocity, on the Pattern (Shift F4) screen,
range from 3 to 6 fpm. Before setting the dead zone, VFL must be adjusted so that the
final approach to the floor is satisfactory. If releveling occurs frequently, it may be
necessary to spread the LU and LD sensors on the landing system an equal distance
apart (see CAUTION).

b. Dead Zone - The purpose of the dead zone is to ensure that the elevator stops at the
same point whether approaching from above or below a particular floor. The dead zone
is defined as the area between leveling zones where no leveling sensors are engaged,
typically 0.25 to 0.75 inch (6 to18 mm) in length. Ideally, the elevator stops in the center
of the dead zone with the LU and LD sensors both de-energized. For LS-QUAD-2R and
LS-QUIK-1R installations, the LU and LD sensors must remain symmetrical in relation
to DZ (and also RD) to be sure that the RD input, and therefore the PGR flag, is ON
after every run. Move them in equal amounts but opposite directions - that is, if LU is
moved up 1/16" then the LD must be moved down by the same amount.

CAUTION: The distance from sensors LU to RDU must be the same as from
LD to RDD on the LS-QUAD-2R. The distance from the LU switch
to the DZ1 switch must be the same as from LD to DZ2 on the LS-
QUIK-1R. If this is not done, the read (RD) input may not occur at
the floor, which will prevent the car from running. THIS IS
ABSOLUTELY CRITICAL TO SYSTEM PERFORMANCE. Also,
DO NOT move LU or LD to get the car to stop level with the floor
(the 6 thumbscrews holding the faceplate on the landing system
are for this purpose; see section 4.6.5).

Set the dead zone as follows:

1. Select a floor in the middle of the hoistway as a test floor.

4-28 FINAL ADJUSTMENT 42-02-7205


2. Approach the test floor from above, and mark exactly where the car stops. Then
approach the test floor from below, and mark exactly where the car stops.

3. If the sensors LU and LD have been set as shown in Figure 4.1, in most cases
it has been found that VFL Leveling Speed can be increased or decreased so
that the car stops at exactly the same point whether approaching from above or
below. If not, go to step '4', otherwise go to step 'c'.

4. Move the LU and LD sensors or switches closer together or further apart by


equal amounts so the car stops at exactly the same point whether approaching
from above or below. (It does not matter if this point is not exactly level with the
floor.) Dont forget the importance of keeping LU and LD symmetrical, as noted
above.

c. Brake Coordination for Smooth Stops - Proper operation of the brake and
coordination of the setting of the brake is very important in obtaining a smooth stop. The
following items will help in achieving proper performance:

1. Before starting, the brake must be operating properly. Geared machine brakes
are usually very simple, however, the brake on a gearless machine usually
requires detailed adjustments to obtain proper operation. This will be covered
in Section 4.7.3. For now, be sure to adjust the brake to hold 125% of a rated
load (or the value required by your local code authorities). To establish a holding
voltage for a brake in a geared installation, refer to the manufacturers
recommended value. If this information is not available, experiment with BHV
Hold Voltage, on the Brake (Shift F3) screen, to find the voltage necessary to
hold the brake up, and then add a little extra margin.

2. There is a resistor labeled RB or RB1/RB2 between terminals BR1 and BR3 on


the IMC-SMB3(5) Unit (refer to page -D of the job prints to find these resistors).
This resistor is mounted in the resistor cabinet and controls how quickly the
brake sets when power is removed. If needed, the value of this resistor can be
decreased to give a gradual and softer brake application. This is a substitute for
TBDD Drop Delay and sometimes is essential in getting the best brake
operation in gearless applications.

If you have already adjusted the brake to the correct mechanical clearances,
and the brake is still clunking down too hard on the braking surface when the
car stops, this resistor adjustment will probably help. The only drawback is that
lower resistor values slow the application of the brake, so verify that the brake
sets firmly enough to hold 125% of a full load when the SCR Drive releases
control of the car, and also when any of the emergency stop switches are
opened during high speed. The value of the resistor between BR1 and BR3
should not be set to greater than 8 times the measured brake coil
resistance.

An alternate way to achieve smooth dropping of the brake is to increase the


value of BRLD Voltage Decay Time, on the Brake (Shift F3) screen, up to a
maximum of one second.

WARNING: If BRLD and TBDD are $TRED, it is possible to lose control of the
car at the end of a run.

42-02-7205 FINAL ADJUSTMENT 4-29


3. Next, coordinate the dropping of the brake with the instant the hoist motor stops.
Some delay in dropping the brake is provided by the adjustment of RB the
resistors in step two above. If that delay is too much, increase the value of that
resistor. Otherwise, the primary means of coordinating the brake with the
stopping of the hoist motor is by adjusting the TBDD Drop Delay, on the Brake
(Shift F3) screen. The initial setting should be 0.00 seconds. Increase TBDD in
increments of 0.10 second until the motor is clearly at zero velocity when the
brake drops. It is important to avoid dropping the brake on a moving motor, but
it is also important to avoid holding the brake up for longer than is necessary
(see Figure 4.7).

FIGURE 4.7 Effect of Brake Drop Delay (TBDD) on the stop of car motion

4.6.3. RELEVELING OPERATION

To verify proper relevel operation, make the car overrun the floor at the end of the run as
follows:

NOTE: During the test (a or b) a Leveling Sensor Failure error message may
be displayed on the Swing Panel Diagnostic Indicators. This error occurs
when both LU and LD are activated at the same time. Once jumper is
removed, toggle the MACHINE ROOM INSPECTION TRANSFER
INSP/NORM switch on the SC-SB2K board to clear the fault.

a. Geared Installations - Place a car call above the car. Near the end of the run, when
the LU relay on the SC-SB2K board is energized, connect a jumper between terminals
18 and 26 to hold the LU1 and LU2 relays energized until the LD1 and LD2 relays also
energize. This should stop the car and allow the brake to set fully. Wait three seconds,
then remove the jumper. This will cause the car to relevel down into the floor (see note
above). Check to see that the relevel speed is OK (typically 6 to 8 fpm) and causes no
oscillations or subsequent releveling operations. Start with VRL Relevel Velocity, on the
Pattern (Shift F4) screen, identical to VFL Final Leveling Velocity, and only change the
releveling velocity as necessary to cause the car to stop at the same point as it would
during a normal approach to the floor.

b. Gearless Installations - Set VRL Relevel Velocity = 5 fpm. Place a full load in the car.
Check the full load releveling operation by first placing a car call below the car. Near the
end of the run when the LD relays on the SC-SB2K board are energized, connect a
jumper between terminals 18 and 25 to hold the LD relays energized until the LU relays
are also energized. This should stop the car and allow the brake to set fully. Wait three

4-30 FINAL ADJUSTMENT 42-02-7205


seconds, then remove the jumper. This will cause the car to relevel up into the floor
against the full load.

Start with a low enough value of BRV Relevel Voltage, on the Brake (Shift F3) screen,
so that no rollback occurs on a relevel up. Repeat the test while increasing BRV until
rollback begins to occur at the beginning of the releveling operation. Then reduce BRV
until the rollback just disappears. The goal is to weaken the brake so it does not pick
fully on a relevel, but so that the brake pressure is just partially removed, allowing a
relevel without rollback under the brake. This procedure provides the maximum amount
of release of brake pressure without encountering rollback, but without fully lifting the
brake. If this is done correctly, the least amount of hoist motor current necessary to
accomplish proper releveling operation is required, and the Loop Overcurrent detector
will not trip.

c. Rope Stretch Releveling - On high-rise applications, when the car is very low in the
building with hundreds of feet of cable between the machine and the elevator,
substantial movement can occur when the elevator load changes, thereby causing
releveling operation. To make the system more tolerant of this movement, there is a
special option which adjusts the amount by which the elevator must be away from the
floor before the releveling operation is engaged. The distance that the car must be
away from the floor before engaging releveling is determined by DRSR Rope Stretch
Relevel Distance, on the Pattern (Shift F4) screen. The range of adjustment is from
0.00 to 3 inches, with a typical value being 0.72 inches.

4.6.4 RELEVELING GAIN ADJUSTMENTS

In some high speed gearless installations the relevel operation may take an excessive amount
of time because sufficient current must build up in order to move the car under a partially
picked brake. Then, in most cases, once the car starts moving it will overshoot requiring
another relevel operation in the opposite direction (a yo-yo effect). To eliminate the long
relevel operation and yo-yo effect, an initial relevel gain scheme is implemented in this
system. If you dont have this problem you may proceed to Section 4.6.5.

FIGURE 4.8 Releveling Gains

42-02-7205 FINAL ADJUSTMENT 4-31


As shown in Figure 4.8, the Proportional, Integral and Differential gains (GP, GI and GD) are
increased to their initial relevel values (GIRP, GIRI and GIRD) when a relevel operation is
requested. When the velocity feedback (Tach/velocity encoder) reaches the commanded
Relevel Velocity (VRL), the gains are returned to the normal gain values GP, GI and GD. The
proportional and integral gains applied to the system can be observed through software test
points STP1 and STP2 on the IMC-DCP board with the parameter TP1 = 23 (Proportional Gain)
and TP2 = 24 (Integral Gain). Note: The maximum value that can be observed through these
test points is 10.0V. If the gains are greater than 10.0 V, use the Test Point Scale parameters
TP1S and TP2S on the General (Shift F1) screen, to bring them into this range. Applying initial
relevel gains allows a lower Relevel Velocity (VRL) on the Pattern (Shift F4) screen.

Before adjusting the releveling gains, the car must have been adjusted so that there is no
overshoot at the stop. The brake must also have been adjusted for relevel operation.

a. Bring the empty car to the bottom landing. Set the following parameters on the Drive
(Shift F5) screen - Advance View.

C OIGR = ON, to activate the Initial Relevel Gains


C GIRP Initial Relevel Proportional Error = 2 times GP
C GIRI Initial Relevel Integral Error = 2 times GI

On the Brake (Shift F3) Screen:

C Verify that BRV = 80% of BPV.


C Verify that TSPD > 0.0 (0.5)

b. Now force the car to relevel by momentarily jumpering terminals 18 to 25 or 26. If you
observe improvement in the relevel operation and there is no oscillation, the GIRP and
GIRI gains can be increased or decreased until the desired relevel operation is
achieved.

c. Test the releveling operation in both up and down directions. Then verify the relevel
operation with a full load in the car in both the up and down directions.

4.6.5 ADJUSTING INDIVIDUAL FLOOR STOPS

The car should now be stopping smoothly, but may be stopping slightly above or below the
floors.

a. If the car is stopping consistently above or below all floors, loosen the thumbscrews on
the faceplate of the landing system and move it up or down to adjust the stop at all
landings.

b. If there are still individual floors that need adjustment, move the floor magnets or vanes
at those floors as necessary to stop exactly level with the floor. For the LS-QUAD-2R
landing system, be sure the horizontal movement of the floating part of the faceplate
is still possible after re-tightening the thumbscrews.

Remove the temporary tape and permanently attach the floor magnets to the steel tape using
the adhesive on the back of the magnets, if this has not already been done. If magnets or
vanes were moved more than about 3/16ths of an inch (5 mm.), relearn the hoistway as
described in Section 4.1. Now put the car on Normal operation and stop the car at every floor.
Verify that the RD flag is ON at every floor and that the car is stopping level within the desired
tolerance.

4-32 FINAL ADJUSTMENT 42-02-7205


4.6.6 CONTRACT SPEED UP AND DOWN

Check contract speed in both up and down directions with a hand-held tachometer. Verify that
there is not more than 2% difference between up and down speeds (1% or less is typical). If
the speed difference is more than 2%, there may be a tach problem. On a gearless machine,
if the tach is mounted too close to a motor field pole, the magnetic field of the pole may affect
the tach and cause the difference between up and down speed. The ultimate test is to look at
the tach voltage between terminals TS and TC. If it is within 1% between up and down, then
the tach or its location is at fault. If there is an offset in the system, it can be eliminated by
performing the OIOA Input/Output Offset Adjust procedure, on the Drive (Shift F5) screen.

4.6.7 RIDE QUALITY

If you are experiencing a ride quality that is not exactly an oscillation, but is best described as
a rough texture, i.e., not a glass smooth feeling, it may be due to a variety of sources:

a. The value of the FRP Raw Pattern, on the Drive (Shift F5) screen, may be too high.
This will result in insufficient filtering of the digital pattern value, which will allow you to
feel every slight variation in the pattern signal.

b. On a gearless machine, the tach or encoder wheel may not be mounted securely, which
may cause bouncing. Or, a slight variation in the wheel may cause a variation in the
velocity feedback signal once every revolution. On a geared machine, the coupling used
between the tach or encoder and the motor can also be a source of vibration. In both
cases the problem is observed by looking at the AC-coupled tach signal on software
test point TACH on the IMC-DCP board, (or AC-coupled encoder speed signal from test
point STP2 with TP2 = 9), where you will see the vibration frequency increase and
decrease with car speed. This is absolute proof of a mechanical problem with the speed
transducer, tach or encoder. Electrically induced oscillations will be characterized by a
frequency of oscillation that is constant, does not change significantly with speed. A
constant frequency oscillation can be removed using the notch filter adjustments (see
Table R.7).

4.7 CONTROLLING INITIAL START OF CAR MOTION


Depending on the mechanics of the system, some gearless machines may exhibit rollback at
the start of car motion. Geared machines rarely exhibit rollback. To eliminate rollback at the
start of car motion, the IMC Performa control system allows the customer to choose any or all
of three alternatives:

$ Using a load weigher and implementing pre-torque


$ Adjusting motor control parameters specifically designed for the start of motion
$ Accomplishing a sophisticated adjustment of the brake

IMC Performa systems have built-in pre-torque capability. With pre-torque, the elevator is
started with a specific value of torque on the machine to exactly offset the load, thereby giving
theoretically perfect starts. Implementing the pre-torque capability requires a load weigher,
which must be installed on the elevator and adjusted to accomplish the smooth starts for which
the controller was designed. Load Weigher - Isolated Platform (LW-MCEIP) is used for
elevators with isolated platform cars, (see Appendix N, MCE Load Weigher Installation and
Adjustment). Load Weigher - Crosshead Deflection is used for elevators with non-isolated
platform cars. The load weigher signal is sent to the SCR-RIX board.

42-02-7205 FINAL ADJUSTMENT 4-33


For those installations without load weighing, there are several parameters that can be adjusted
to improve control during starts, which are covered in Section 4.7.2. In addition, there is a group
of parameters that provide a great deal of sophistication in the operation of the brake. These
parameters can be adjusted to give a smooth brake lifting operation, which will help give a
smooth start. For information on adjustment of the Initial Start parameters, read Section 4.7.2.

4.7.1 SETTING THE PRE-TORQUE PARAMETERS

a. Set the following parameters on the Drive (Shift F5) screen:

GT Pre-Torque Gain = 0.5


GTPC Pre-Torque Position Compensation = 0.0
OTE Pre-Torque Enable = ON

Set the following parameters on the Brake (Shift F3) screen:

TP1 Test Point 1 = 34 (assigns Load Weigher Output to STP1 on the IMC-DCP
board)
TSPD Speed Pick Delay = 1.0 sec.

NOTE: If pre-torque hardware (load weigher sensor and amplifier) is not


provided, you must set OTE Pre-Torque Enable = OFF.

b. Put a balanced load in the car.

c. At the top landing, run the car on Inspection operation from the controller. Verify the
balanced load by checking the voltage on test point TP3 (current sensor output) on the
SCR-LGA board inside the System 12 SCR Drive (refer to SCR-LGA QR card in the
Trouble Shooting section to locate TP3). This voltage must be equal magnitude but
opposite polarity for each direction. If it is not, you must adjust the load until the voltage
on TP3 is of equal magnitude and opposite polarity for each direction. Note: TP3 is the
signal from the current sensor on the System 12 SCR Drive, and 1.8 VDC is equal to
the maximum continuous DC output current rating of the drive, i.e., if the drive rating is
180 amps, then 180 amps = 1.8 VDC on TP3.

d. Run the car up and down on Inspection. If the car is truly balanced, there will not be any
rollback. Next, from one landing below the top floor, make a one-floor-run down and
observe any roll-back. With a truly balanced car, there should not be any roll-back. If
there is roll-back, make sure that step 'c' has been performed correctly.

e. At the top landing, with a balanced load in the car, connect the DC voltmeter between
the test points STP1 and AGND on the IMC-DCP board. Adjust GBAL Pre-Torque
Balance, on the Drive (Shift F5) screen, to make the voltmeter reading as low as
possible (less then 0.5 VDC if possible). Run the car and verify that there is no rollback.

f. Remove the weights from the car. From one floor below the top landing, with an empty
car, make a one-floor-run down. If there is rollback, increase GT Pre-Torque Gain and
repeat the one-floor-run down from one floor below the top landing until there is no
rollback. Then verify that there is no rollback on a one-floor-run going up, starting one
floor below the top landing.

g. Run the car to the bottom landing. Make a one-floor-run up and then down. If there is
rollback, change the gain of GTPC Pre-Torque Position Compensation until there is no
rollback during one-floor-runs up or down in the lower hoistway area. If the result of the

4-34 FINAL ADJUSTMENT 42-02-7205


adjustment of GTPC is the opposite of what is needed, use the minus key (-) to provide
negative values. Note: The GTPC parameter has a range of -50.00 to +50.00. Adjust
as required to achieve no rollback.

h. With an empty car, verify that there is no rollback anywhere in the hoistway.

i. Now put a full load in the car, and verify that there is no rollback anywhere in the
hoistway. If necessary adjust GT Pre-Torque Gain.

j. Again, remove all weights from the car and verify that there is no rollback anywhere in
the hoistway. If some rollback has been introduced by adjusting for no rollback with a
full load, optimize the system for empty car conditions, since a full load is the less
frequent condition.

k. Reduce TSPD Speed Pick Delay, on the Brake (Shift F3) screen, to the minimum value
which still allows the brake to lift fully before motion starts. You shouldnt feel the car
pulling out from under the brake. The brake should be fully lifted before motion starts,
but avoid unnecessary delay in the start of movement.

4.7.2 ADJUSTING THE INITIAL START PARAMETERS

Rollback at the start of motion may be a problem for gearless installations without a load
weigher, and even for some geared applications. To correct this, four parameters on the Drive
(Shift F5) screen can be adjusted to help provide a rollback-free start. They are GIP Initial
Proportional Error, GII Initial Integral Error, GID Initial Differential Error and GIGT Initial Gain
Transition Time. These are special velocity feedback loop gain and timing parameters.

Figure 4.9 shows how the normal gains are changed by the initial gains during normal
operation. Adjustments should be made if there is a rollback problem at the start of motion, but
the performance of the car is good at contract speed and at the stop. If rollback at the start is
not a problem, these gains do not need adjustment and this section can be skipped.

FIGURE 4.9 Initial / Normal Gains

42-02-7205 FINAL ADJUSTMENT 4-35


The GIP, GII, GID, and GIGT parameters, on the Drive (Shift F5) screen - Advanced View, are
adjusted as follows:

a. Set the parameters as follows:

C GIP = 2 times GP
C GII = 2 times GI
C GID = 2 times GD (GID is normally zero. If GD was zero, leave it at zero)
C GIGT = 1.0 second. (Normally set to 0.25 seconds)

b. Make a one floor run and look for rollback or any oscillation at the start of motion.

c. If there is rollback at the start and no oscillation, increase GIP, GII and GID by 25%, or
the smallest possible increment. Repeat step 'b' above. Continue increasing these gains
until the rollback is removed, but before oscillations begin.

d. If there is oscillation at the start, decrease GIP, GII and GID by 25% and repeat step
'b'. If the oscillation persists, try reducing only the GID gain by 25% and repeat step 'b'.
You can also try keeping GIP and GID as high as possible, and reducing the GIGT
delay in 0.1 second increments until the oscillations are diminished, while still
maintaining control at the start of motion.

e. If oscillations persist, perform the adjustments again, with GID always at 0.00.

4.7.3 ADDITIONAL BRAKE ADJUSTMENT FOR GEARLESS EQUIPMENT

The purpose of this adjustment procedure is to achieve a gradual release of the brake, thereby
avoiding rollback and the feeling of "popping" out from under the brake. This procedure is most
commonly needed with gearless equipment. It can also be used to achieve smooth pick-up of
a step-core brake installation by slowly applying greater and greater voltage to the coil. Some
installations will never need it, but some will benefit greatly from it. However, in some
installations, even this procedure will not produce the desired results, and pre-torque may be
required to give the smoothest starts.

Items That Affect Brake Operation - There are several items that will have a substantial effect
on the quality of brake operation. Check these items before attempting to adjust for smooth
brake lifting:

a. New Linings - If the brake linings have been replaced or if the machine is new, verify
that the entire area of the lining is making contact with the braking surface. If not, you
must do whatever is appropriate to correct the lack of proper contact, and you must do
this before adjusting brake tension or clearance. New linings that do not conform to the
braking surface will often cause very rough starts. NOTE: Certain types of new lining
materials can make it very difficult to obtain smooth starts and this may require the pre-
torque option.

b. Smooth Mechanical Operation - The brake must not bind; it must operate smoothly
and freely. Inspect it and correct any mechanical defects. Also, inspect the linings and
verify that they are not contaminated.

c. Brake Tension - Brake tension must be adjusted according to the requirements of the
applicable elevator code. This often means being capable of stopping and holding
125% of maximum capacity. Excessive or insufficient brake tension can seriously affect
brake performance.

4-36 FINAL ADJUSTMENT 42-02-7205


d. Clearance - The clearance between the shoes and the braking surface must be
adjusted to the correct values. Excessive clearance will interfere with this procedure,
and insufficient clearance will damage the brake linings.

Brake Parameter Adjustments - At this point the brake should be in good working order and
properly adjusted, mechanically. For the next steps, refer to Figure 4.10.

FIGURE 4.10 Brake Timing Diagram

Adjustment of the braking parameters for smooth operation consists of the following:

a. First, find the level of brake excitation that results in a very gradual but complete picking
of the brake. This is done as follows:

1. Place the car on Inspection operation by turning the MACHINE ROOM


INSPECTION TRANSFER ON/OFF switch on the SC-SB2K board ON. Set PG
Pattern Scaling = 0.10, on the Drive (Shift F5) screen, to give an inspection
speed of about 10 to 15 fpm.

2. Display the Brake (Shift F3) screen and record the original parameters before
making any changes. Verify the following settings:

C TBPD Pick Delay = 0.00


C TBWD Weakening Delay = 0.00
C TBRD Repick Delay = 0.00

3. Set BPV Pick Voltage and BHV Hold Voltage to of the original value of BPV.
Verify that the brake picks completely. The idea is to increase or decrease both
BPV and BHV identically until the brake just barely picks all the way. Then add
5 or 10 volts and verify that the brake still has a very slow and smooth picking
motion, taking 1 to 1.5 seconds to pick. The goal is to find a brake voltage that
allows the brake to transition slowly through the pressure-releasing part of the
movement.

4. Set BWV Weakening Voltage to the same value as BPV and BHV.

b. Next apply a maximum value of brake voltage, very briefly, at the start of movement.
This gets the brake quickly to the point in the lifting process where a substantial amount
of tension is released. This is done as follows:

1. Set BPV Pick Voltage back to the original value, to allow a high initial value of
brake voltage.

42-02-7205 FINAL ADJUSTMENT 4-37


2. Set TBRD Repick Delay = 1.00 second, to give 1 second for slow transition of
the brake through the pressure releasing part of the movement, after which the
brake voltage will briefly return to a high value to insure a full pick.

3. Now increase the value of TBWD Weakening Delay in 0.05 second increments
until the brake moves more quickly in the first part of its movement, so it can
reach the part of the movement where the pressure is starting to be released.
Typical values are between 0.10 to 0.45 second. The final result will often look
as if the brake is lifting at a fairly constant rate, even though the initial voltage
is high. This overcomes the natural tendency for a gearless brake to start lifting
slowly, and then more quickly the further it lifts.

c. It is important to realize that full brake Pick Voltage (BPV) is automatically applied for
about a second at the end of the brake Weakening Delay (TBWD), just after the brake
has cleared the braking surface, thereby guaranteeing full lifting after the smooth
transition through the zone of pressure release. After the brief return to full brake
voltage, the brake voltage will automatically drop to the Hold Voltage (BHV) after TBHD
Hold Delay, but must not allow the brake to sag back onto the braking surface. Verify
the manufacturers recommended value for the brake holding voltage and set BHV Hold
Voltage to that value. If this information is not available, experiment with BHV to
determine the voltage necessary to hold the brake up, and then add in a little extra
margin.

d. At this point, a storage oscilloscope or chart recorder is required in order to get the best
results from your adjustments. A digital storage scope is recommended over a chart
recorder because you can burn up a lot of paper adjusting some parameters. Connect
the scope to test points TACH and AGND on the IMC-DCP board to view the car
velocity response (for Velocity Encoder connect the oscilloscope to STP1 with
parameter TP1 set to option 9). Set the horizontal sweep to about 0.5 to 0.2 second per
division and increase the vertical gain until you can see a microscopic view of the
breakaway at the start of movement. A rough start is characterized by jaggedness at
the beginning of the curve, and a smooth start is characterized by a smooth transition
from the horizontal line to the acceleration curve. By using this method you can touch
up the parameters, such as TSPD in the next step.

e. On the Drive (Shift F5) screen, set PG Pattern Scaling = 1.00. The next step is to
coordinate the start of the car with the operation of the brake. This is done by increasing
TSPD Speed Pick Delay, on the Brake (Shift F3) screen, until you begin to see rollback
at the start of an empty car, down, run at the top floor. Then decrease TSPD until the
rollback just disappears (see Figure 4.11). It is best to adjust TSPD with the doors
working, to allow the motor field to reach full strength, as this will also have an effect on
the start of motion. It may be helpful to have JI Initial Jerk reduced to 5.00 or 4.00 to
help give a smooth start. Also remember that any change in the brake parameters,
pattern parameters JI or AI, or any of the gain parameters relating to the velocity loop,
will probably affect the coordination of the starts. Therefore, you must readjust TSPD
after any such changes.

Become familiar with correlation between what is seen on the scope and the ride quality
felt in the car at the start of motion. Then use the scope to adjust the brake parameters
to give smooth results. If the car has sleeve bearings, be sure to evaluate starts without
letting too much time pass between runs, or the information on the avoidance of
rollback will not be accurate. Once the effect of the various parameters on the car
operation is seen, the importance of proper brake adjustment will become evident. You
will also notice how powerful a tool the oscilloscope is in helping obtain the best
possible operation, particularly at the start of motion.

4-38 FINAL ADJUSTMENT 42-02-7205


FIGURE 4.11 Effect of Speed Pick Delay (TSPD) on the Start of Car Motion

f. TBRD Repick Delay, on the Brake (Shift F3) screen, can be reduced, but doing so will
reduce the time that the brake spends accomplishing a slow lift with BWV Weakening
Voltage applied, and this will eventually cause the brake to start lifting rapidly again.
Typically TBRD will not be less than 0.50 seconds.

4.8 LOAD WEIGHER ADJUSTMENT FOR DISPATCHING

4.8.1 INTRODUCTION AND THEORY OF OPERATION

The load weigher (isolated platform or crosshead deflection) provides a signal that corresponds
to the perceived load. This signal is brought to the control system where it is conditioned,
sampled and digitized, and the value is used to calculate the actual load inside the elevator.
This load value is then used for logical operations such as anti-nuisance and hall call bypass.

With the isolated platform load weigher (MCE), the system simply learns the reference values
of the empty and fully loaded car weight, which are then used to calculate the current load (as
a percentage of full load). However, with the crosshead deflection load weigher (K-Tech), the
magnitude of the signal generated by the load sensor represents the perceived load at the
crosshead, which includes the weight of the car itself, the load inside the car, the traveling
cable, and any compensation cables that might be attached to the car. Therefore it is
necessary for the controller to use the measured load value in a calculation to determine the
load inside the elevator (the raw load value cannot be used as is).

Due to the dynamics of the elevator system, the load represented by the traveling cable and
compensation cables will vary with the position of the car in the hoistway. The load weighing
system accounts for these variances by performing a process which learns empty car and full
car load values at each floor in the building. The load in the car can then be determined by
reading the value at a given floor and, using the learned values for that floor, performing a
linear interpolation to approximate the load inside the car (as a percentage of full load). The
calculated load percentage is then used to initiate logical operations, i.e., hall call bypass at
80% of capacity.

Logical operations that use the load information include: light load weighing (anti-nuisance),
advance car dispatch (reduction of door dwell time), heavy load weighing (hall call bypass), and
overloaded car detection. Each threshold is user-programmable, and will determine when each
of these logical operations should be performed.

42-02-7205 FINAL ADJUSTMENT 4-39


The measurement of the load will only take place when the car is stopped at a landing with the
doors open. This is the only time that we would anticipate a change in load upon which a logical
operation should be initiated. The measurement is not taken when the car is running because
the acceleration and deceleration of the car would be interpreted as a change in load.

Functional Description of Load Thresholds - The load thresholds are:


C LLW (Light load weigher threshold): This threshold value is used to define the load at
which a limited number of car calls is to be registered. If the programmed number of car
calls is exceeded, all car calls will be canceled
Example: LLW=20%. If the measured load in the car is less than 20%, the computer will
only allow a certain number of car calls to be registered (defined by a field-
programmable value LLCC). If LLCC is programmed at a value of three, the computer
will only allow three calls to be registered if the load is less than 20%. If a fourth call is
registered, all car calls will be canceled.
C DLW (Dispatch load weigher threshold): This threshold value is used to define the load
at which the lobby landing door timer is reduced. This threshold should be set to a value
(defined in many specifications as 60%) at which it is appropriate to initiate the process
of moving the car out of the lobby.
C HLW (Heavy load weigher threshold): This threshold value is used to define the load
value at which hall calls should be bypassed.
C OLW (Overloaded car threshold): This threshold value is used to define the load value
at which it is considered unsafe to move the elevator. When this threshold is exceeded,
the car will remain at the floor with doors open. Typically an application that requires
OLW will use some type of visual and/or audible indicator to alert elevator passengers
that the car is overloaded. (See also OLW2.)
C OLW2 (Overloaded car threshold 2): When on Fire Service, this threshold value is used
instead of the OLW value (see OLW above).

Learn Modes - With the isolated platform load weigher (MCE), the system simply learns the
reference values of the empty and fully loaded car weight. However, with the crosshead
deflection load weigher (K-Tech), the system must learn the reference values of empty and fully
loaded car weight at each floor. This is necessary because the perceived load at the crosshead
varies with the position of the car in the hoistway due to the changing proportion of the traveling
cable hanging beneath the car and the position of the compensation cables.

The reference values learned for the empty car and full car weight are used to calculate the
current load (as a percentage of full load) when the car is positioned at a floor.

Learn Process - The learn process consists of three functions:

C Learning the measured load value for an empty car.


C Learning the measured load value for a fully loaded car.
C Establishing the load thresholds which will initiate the logical operations.

Each of these functions can be performed separately. All three functions must be performed
before the load weigher system will perform properly. To enter the learn function, the car
must be placed on Independent Service. If an independent service switch is available in the
car, use it. If not, the car can be placed on Independent Service by connecting a jumper
between terminals 2 and 49 on the controller main relay board. A further option is to use the
TEST/NORM switch on the HC-RB4-SCRI relay board, but this will electrically disconnect the
door open relays, and is therefore not recommended.

4-40 FINAL ADJUSTMENT 42-02-7205


4.8.2 GETTING INTO LOAD WEIGHER LEARN MODE

c. Enter the SYSTEM mode of operation on the Computer Swing Panel by following these
steps:
1. Place all diagnostic switches on the Swing Panel in the OFF (down) position.
2. Turn the F7 switch ON (up).
3. The computer should respond with the message PASSWORD on the
alphanumeric display. If you do not see this, verify that all other diagnostic
switches are turned OFF. If a password has been programmed, enter the
password, otherwise go to step four.
4. Press and hold the S push-button until the computer responds with the message
*SYSTEM* on the alphanumeric display.

d. Once in SYSTEM mode, access the load weigher learn function by turning the
Diagnostic On switch ON (the F7 switch should remain in the ON position). The
computer will respond with one of three scrolling messages:
C NOT USED - The software has not been configured to provide the analog load
weighing function. Contact MCE if you believe this to be in error.
C CAR NOT READY TO LEARN - Verify that the car has been placed on
Independent Service.
C PRESS N FOR K-TECH CROSSHEAD OR S FOR MCE PLATFORM... - Select
the type of load weigher by pressing N for K-Tech crosshead deflection or S for
MCE isolated platform load weigher.

The following message is then displayed:


C ANALOG LOAD WEIGHER LEARN FUNCTION...PRESS N TO CONTINUE -
The system is ready to learn, you have successfully placed the elevator in load
weigher learn mode.

e. Once the elevator has successfully been placed in load weigher learn mode one or
all three of the learn functions can be performed as described in sections to follow. The
system will display one of three main prompts:
C READY TO LEARN EMPTY CAR VALUES? PRESS S TO CONFIRM - Press
the S push-button to begin this process. The car must be empty before
beginning. Press N to advance to the full load learn procedure.
C READY TO LEARN FULL CAR VALUES? PRESS S TO CONFIRM - Press the
S push-button to begin this process. Place the full load weights in the car before
beginning. Press N to advance to the threshold adjustment procedure.
C ADJUST THE LOAD WEIGHER THRESHOLDS? PRESS S TO CONFIRM -
Press the S push-button to adjust the load threshold values. Press N to advance
to the empty car learn procedure.

Press the N push-button to cycle through these three different prompts. To exit the load
weigher learn mode, turn the Diagnostic On function switch on the Computer Swing
Panel to OFF.

42-02-7205 FINAL ADJUSTMENT 4-41


4.8.3 LEARNING THE EMPTY AND FULLY LOADED CAR VALUES

Learning the empty and loaded car values is an automated process that requires only that the
appropriate load be present in the car before beginning each process. It is best to have two
persons available, one in the machine room at the elevator controller and one positioned
at a floor with test weights available. The test weights must represent the full load value.

If the K-Tech crosshead deflection load weigher was selected, the learn process will
automatically run the car from floor to floor, stopping at each landing. The car will first travel to
the bottom landing, stop and pause there for a period of time. The car will then move in the up
direction, stopping at each floor on the way to the car's highest landing served. Each time the
car stops at a landing a value is learned for that landing (either the empty or full load value).
Once all floors have been learned, the car will automatically return to its point of origin and
open its doors. The learn process must be performed twice, once for empty car load and once
for full car load.

Learning the Empty Car Load Values

a. With the system in load weigher learn mode, press the N push-button until the
following prompt is displayed:

READY TO LEARN EMPTY CAR VALUES? PRESS S TO CONFIRM....

b. Verify that the car is empty.

c. Press the S push-button to begin the empty car learn process.

1. When the S push-button is pressed, the car will automatically close its doors
and commence the learn operation. During this process, the doors will remain
closed and the car will not respond to car or hall call demand. If the K-Tech
crosshead deflection load weigher was selected, the car will move to the bottom
floor, record the empty car value and then move up, stopping at each floor to
record the empty car value. When the top floor has been reached, the car will
move back to the floor at which the Load Weigher Learn procedure was begun.

2. During the learn process the computer will display the scrolling message:
LEARNING EMPTY CAR VALUES...PRESS N TO ABORT.... The learn process
may be aborted by pressing the N push-button any time during the process.

3. Once the learn process is completed for the empty car, the computer will briefly
display the message: EMPTY CAR LEARN PROCESS COMPLETED.... At that
time, the car should be positioned at the floor where the learn process was
begun, with the doors fully open.

3. The computer will then display the message: READY TO LEARN FULL CAR
VALUES? PRESS S TO CONFIRM.... Refer to the next section if you wish to
learn the fully loaded car values. [Do not press the S push-button at this
time!]

Learning the Fully Loaded Car Load Values

a. With the system in load weigher learn mode, press the N push-button until the
following prompt is displayed: READY TO LEARN FULL CAR VALUES? PRESS S TO
CONFIRM....

4-42 FINAL ADJUSTMENT 42-02-7205


b. If the car is not already at the floor where the test weights are located, use a car call to
call the car to the floor. Load the test weights that represent the full load value into the
car.

c. Once the test weights have been loaded, press the S push-button to begin the full load
learn process.

1. The process is identical to the empty car learn process described above. The
computer will display the scrolling message: LEARNING FULL CAR
VALUES...PRESS N TO ABORT.... The learn process may be aborted by
pressing the N push-button any time during the procedure.

3. Once the learn process is completed for the fully loaded car, the computer will
briefly display the message: FULL CAR LEARN PROCESS COMPLETED....
At that time, the car should be positioned at the floor where the learn process
began, with the doors fully open. The test weights may now be removed from
the car.

4. The computer will then display the message: ADJUST THE LOAD WEIGHER
THRESHOLDS? PRESS S TO CONFIRM.... Refer to the next section if you
wish to adjust the load weigher threshold values.

4.8.4 ADJUSTING THE LOAD THRESHOLDS

The load thresholds are preset, at the MCE factory, to values based upon the job specification.
However, these thresholds are user-adjustable and may be changed at any time. To adjust
these thresholds, enter the SYSTEM mode of operation as described above, and select the
load weigher learn function. The car must be on Independent Service to enter the load weigher
learn function.

a. With the system in the load weigher learn mode, press the N push-button until the
computer responds with the scrolling message: ADJUST THE LOAD WEIGHER
THRESHOLDS? PRESS S TO CONFIRM....
b. Press the S push-button to adjust the thresholds.
c. Once the S push-button is pushed, the computer will respond by displaying mnemonics
that represent the load values. The value shown next to the mnemonic is the current
threshold value for that parameter expressed as a percentage of the full load value.

Dispatching Threshold Typical Value Range


LLW = light load (anti-nuisance) threshold 20% 0 - 40%
DLW = dispatch load threshold 50% 20 - 80%
HLW = heavy load (hall call bypass) threshold 80% 50 - 100%
OLW = overloaded car threshold 105% 80 - 125%
OLW2 = overloaded car threshold 2 125% 100 - 140%

d. Choose the parameter to be adjusted by pressing the N push-button. The mnemonics


and values will scroll as long as the N push-button is depressed.
e. The desired value may be adjusted by pressing the S push-button. The value will be
incremented until the upper limit value is reached. The value will then roll over to the
lower limit value. These limit values are predetermined at MCE, and must be modified
with an EPROM change, if necessary.

42-02-7205 FINAL ADJUSTMENT 4-43


f. After the last parameter is displayed, pressing the N push-button will cause the
computer to display the prompt: DONE ADJUSTING THRESHOLDS? PRESS S TO
CONFIRM... At this prompt, pressing the S push-button will exit the threshold
adjustment function; pressing the N push-button will return the prompt to the first
threshold parameter.

The thresholds can be set to the desired values, as a percentage of a full load. Setting
the value to 00% will disable the corresponding function. Example: setting the HLW
threshold to 00% will disable the hall call bypass function.

Exiting The Load Weigher Learn Mode

Exit the load weigher learn mode by placing the Diagnostic On/Normal switch in the
Normal (down) position. Exit System Mode of diagnostics by turning the F7 switch OFF
(down).

4.8.5 DIAGNOSTIC DISPLAY

In the Normal mode of operation, with the Diagnostic On/Norm switch on the computer Swing
Panel in the Norm position, one of the default parameter displays will be shown on the
alphanumeric display. The display may be changed from one parameter to another by pressing
and holding the N push-button.

Time of day - The time of day is displayed in the following format:

[hour] : [minutes] : [seconds]


The time is expressed in military (24-hour) format. For example, 8:15 A.M. would be
displayed as "08:15:00", whereas 8:15 P.M. would be displayed as "20:15:00".

Measured load - The measured load in the car is displayed in the following format:

LW=xxx% (where xxx is the measured value).

The measured load will not be displayed if the load weigher learn process has not yet
been successfully performed. The computer has no reference values from which to
calculate the load. Instead, the following status message will be displayed: LOAD
WEIGHER NOT YET LEARNED....

Trip counter - The trip counter indicates the number of runs or trips the elevator has
made since the counter was last reset to zero. The format of this display is:

T=yyyyyy (where "yyyyyy" is the number of runs).

The trip counter may be reset to zero by pushing and holding the S push-button for five
seconds.

Software Versions - On local car controllers the version number of the MP and CGP
software is displayed. The messages are scrolled as follows:

MP VERSION NUMBER IS: x.xx (where x.xx is the version number)


CGP VERSION NUMBER IS: x.xx (where x.xx is the version number)
DDP VERSION NUMBER IS: x.xx (where x.xx is the version number)

4-44 FINAL ADJUSTMENT 42-02-7205


4.9 CALIBRATION AND VERIFICATION OF SAFETY FUNCTIONS
4.9.1 TACH FAILURE

A signal is created from both the armature voltage and the armature current, called the
synthetic tachometer signal, which is an approximation of the cars velocity. The safety monitor
uses the synthetic tachometer signal to determine certain failures in the tachometer. A
tachometer failure (TF flag) is generated if the synthetic tachometer signal and the actual
tachometer signal differ by more than four volts. Calibrate this signal as follows:

a. The final adjustment of the car, except for safety functions, should already be
completed. The car should either be empty or have a full load. Move the car to a lower
landing.

b. On the Drive (Shift F5) screen, set OISA Synthetic Tach Auto-calibration = ON. Press
S to save and Y for yes.

c. Using the F3 screen, enter a call a sufficient number of floors up from the cars current
location so that the car will reach Contract speed.

d. When the car has stopped, enter a call a sufficient number of floors down from the cars
current location so that the car will reach Contract speed.

e. When the car has stopped, OISA will turn OFF automatically and the new values for
SVSC and SISC will be saved.

f. Run the car at contract speed and verify that the TF flag (tachometer failure) on the F3
screen does not highlight. If tachometer failures are occurring, it may be necessary to
calibrate SVSC and SISC manually, as follows:

g. Assign option 10 (difference between synthesized speed and speed feedback) to test
point STP1 on the IMC-DCP board by setting TP1 Test Point One = 10, on the Drive
(Shift F5) screen. Make sure the car is running at contract speed with an empty car up
or full load down. Now adjust SVSC Synthetic Speed Voltage Calibration, on the Safety
(Shift F6) screen, to give a minimum value on STP1 with respect to AGND while
running at contract speed (STP1 may still be a volt or more - just find the minimum).

h. Run the car on contract speed runs and measure the voltage on STP1 with reference
to AGND (only at contract speed). Adjust SISC Synthetic Speed Current Calibration, on
the Safety (Shift F6) screen, so that the voltage on STP1 is roughly the same (within
0.5 VDC or less) when the car is going up or down.

i. Now repeat the adjustment of SVSC Synthetic Speed Voltage Calibration to give a
minimum value on STP1 with respect to AGND while running at contract speed (STP1
may still be a volt or more - just find the minimum). If needed, you may also repeat the
adjustment for SISC Synthetic Speed Current Calibration to minimize the signal on
STP1 further. These adjustments are interactive, which is why it is necessary to repeat
the adjustments at least once.

j. Now run the car at contract speed and verify that the TF flag (tachometer failure) on the
F3 screen does not highlight. You may whish to compare the synthetic tachometer
signal with the actual tachometer signal. The safety monitor is set to trip if the actual
tachometer signal and synthetic tachometer signals differ by more than four volts (as
measured on STP1 on the IMC-DCP board with TP1 = 10).

42-02-7205 FINAL ADJUSTMENT 4-45


4.9.2 INSPECTION/LEVELING OVERSPEED

This test calibrates the inspection and leveling overspeed function.

a. To verify the overspeed monitoring function for access, inspection, and leveling, set
VINH Inspection Velocity-High = 145 fpm, on the Pattern (Shift F4) screen (record the
original value of VINH). The jumper connecting terminals FBP1 and FBP2 on the
SCR-RIX board should be removed. If this jumper is in place, overspeed monitoring will
be bypassed.

b. Set PG Pattern Scaling = 1.10, on the Drive (Shift F5) screen. Run the car on
Inspection operation from the controller. When the car speed passes 150 fpm, the IOS
flag on the F3 screen should turn ON and the FLT relay should drop.

c. Verify that the Special Event Calendar (F7 - 1) screen displays the Inspection
Overspeed event.

d. After verifying overspeed, set PG back to 1.0. Set VINH Inspection Velocity-High, on
the Pattern (Shift F4) screen, back to the originally recorded value.

4.9.3 CONTRACT OVERSPEED

This test verifies the high speed overspeed monitor. First set the MACHINE ROOM
INSPECTION TRANSFER switch to NORM and set the TEST/NORM switch on the SC-SB2K
board to TEST. If the jumper between FBP1 and FBP2 on the SCR-RIX board is still on,
remove it. Then set PG Pattern Scaling = 1.10 (110% of contract speed).

Register a call that is far enough away to allow the car to reach contract speed. Once the car
reaches the value determined by SCO Contract Overspeed, on the Safety (Shift F6) screen,
the FLT relay on the SCR-RIX board will drop out, and:

C The COS flag will highlight on the View Hoistway (F3) screen. Also, you will see a COS
indication, followed by the actual trip speed in the SAFETY area on the F3 screen.

C The message CONTRACT OVERSPEED will be logged in the Special Events Calendar
(F7 - 1) screen.

C Set PG Pattern Scaling = 1.00.

4.9.4 TACH ERROR

This test compares the pattern signal with the velocity feedback signal and sets the point at
which the Tach Error (TE) fault flag trips as a result of excessive error between the actual and
intended car speed.

a. Before beginning this test, reconnect the jumper on terminal FBP1 and FBP2 (bypass
the drive safety functions). Set STE Maximum Speed Error = 001, on the Safety
(Shift F6) screen. Put a full load in the car and run the car up and down at full speed.
Observe the TE flag, on the F3 screen, when the car is accelerating or slowing. The TE
flag must be highlighted. Stop the car at a floor and push the DRV RST button on the
IMC-DCP board. The flag faults are cleared by pushing the DRV RST button.

Increase the value of STE. Repeat the above steps until the TE fault flag does not
highlight when the car is accelerating or slowing. When the flag no longer becomes
highlighted on acceleration or deceleration, add 5% to the value of STE to permit a

4-46 FINAL ADJUSTMENT 42-02-7205


margin before tripping. For sleeve bearing or double-wrapped machines, it may be
necessary to add more than 5% to prevent nuisance tripping of TE, if the higher friction
causes TE to trip before the machine starts to turn.

Make sure that TE does not trip during an emergency stop or when door locks are
opened. Simulate loss of door locks by removing the field wire from terminal #4, not
terminal #8.

WARNING: Read step 'b' all the way through before attempting to perform this
test.

b. This step verifies that the TE flag will highlight and the car will shut down even with a
complete tachometer failure.
1. Position the car at the bottom landing and then disconnect the tachometer wire
from terminal TS on the SCR-RIX board. If a Velocity Encoder is used, pull out
the wire from terminal A+ or A- on the HC-ENCS board. Tape the end of the
wire for protection.
2. Remove the jumper connecting terminals FBP1 and FBP2 on the SCR-RIX
board. Verify that the TEST/NORM switch on the SC-SB2K board is in the
TEST position.
3. Register a call at least two floors above the bottom landing. The car will run
away very fast; observe safety precautions. When the TE flag on the F3
screen turns ON, the FLT relay on the SCR-RIX board must drop and the car
should stop immediately. If the car does not stop immediately, and the TE flag
does not highlight, turn the MACHINE ROOM INSPECTION TRANSFER
INSP/NORM switch on the SC-SB2K board INSP. Do this before the governor
trips.
4. When the car stops, reconnect the tachometer or encoder wire and press the
DRV RST button on the IMC-DCP board.

4.9.5 ARMATURE OVERCURRENT (OVERLOAD PROTECTION)

The armature overcurrent (overload protection) is intended to protect the motor, and acts in a
manner similar to a thermal overload. However, instead of using the actual heat generated by
excessive armature current, the Loop Overcurrent (LOC) fault is generated based on a
calculation using measured armature current and time. SLRI LOC Rated Current, on the Safety
(Shift F6) screen, is used to set the threshold current used in the calculation. SLFT LOC Fault
Time sets the time used in the LOC calculation. The calculation used to generate the LOC fault
is:
measured
LOC
armature
- threshold
t elapsed
> threshold
t Fault = LOC Fault
current
(averaged)
(SLRI)
 time (SLRI)
Time

In other words, the LOC fault is generated when the measured current is twice the threshold
current, for the LOC Fault Time. The armature current is obviously not constant, therefore the
calculation uses the measured armature current in excess of the threshold current, averaged,
times elapsed time. As with a thermal overload, the greater the amount by which the measured
current exceeds the threshold current, the shorter the time required to cause the LOC fault.

42-02-7205 FINAL ADJUSTMENT 4-47


The following procedure calibrates the parameters used to generate the Loop Overcurrent
(LOC) fault. Before doing so, reconnect the jumper on terminals FBP1 and FBP2 (bypass
the drive safety functions).

NOTE: Run the car up during this test so the mechanical safety does not set.
Keep the car away from the top because if the mechanical safety does
set with the car at the top, it may be difficult to reset the safety.

The first step is to set the threshold value for LOC , the SLRI parameter on the Safety (Shift F6)
screen. Set SLRI equal to the Rated Motor Full Load Amps. If this value is unavailable from the
hoist-motor name plate, it can be obtained by one of the following methods:

Measure the armature current of the hoist-motor with a DC current clamp meter while a fully
loaded elevator is traveling in the up direction during Phase 4 of the profile (contract
speed).

Measure the voltage at Test Point #3 (TP3) on the SCR-LGA board while a fully loaded
elevator is traveling in the up direction during Phase 4 of the profile(contract speed). The
measured value must be multiplied by the header rating for the armature current and then
divided by 1.8. The header rating can be found from the SCR page of the job print.
Measured Voltage at TP3 Drive Header Current Rating
Full Load Motor Current '
1.8
If the LOC flag is highlighted during these runs, SLFT must be calibrated. First clear the LOC
fault. Bring the car to a full stop and press the DRV RST button on the IMC-DCP board to reset
the faults.

To calibrate SLFT LOC Fault Time first find the trip threshold, the value of SLFT that causes
the LOC to trip ( 2 seconds). Use the half split method as follows:
On the Safety (Shift F6) screen, set SLFT = 30 (default value). With a full load in the car,
run the car up the full length of the hoistway. On the View Hoistway (F3) screen, verify that
the LOC fault flag is not highlighted.
Decrease SLFT to 15. With a full load, run the car up and observe the LOC flag. If the LOC
flag is highlighted, increase SLFT to 22. If the LOC flag is not highlighted, decrease SLFT
to 8. Run the car up and observe the LOC flag.
Continue adjusting SLFT until the difference between an SLFT value that causes the LOC
flag to highlight and a value that does not, is 2 seconds or less.

Next, calculate 20% to 35% of the SLFT value just above the trip threshold as determined
above. Add this percentage value to the trip threshold value, and set SLFT equal to the total.
This will prevent any nuisance LOC faults. The calibration of SLFT is now complete.

Record the LOC value just below the trip threshold as determined above (the value that last
caused the LOC fault to trip). This value will be used in verifying the armature overcurrent
adjustment as described below.

The armature overcurrent adjustment can be verified as follows:

a. Be sure the jumper is removed between FBP1 and FBP2 on the SCR-RIX board.
Record the value for SLFT.

4-48 FINAL ADJUSTMENT 42-02-7205


b. Set SLFT, on the Safety (Shift F6) screen, to the value just below the trip threshold
recorded above. Now enter a call.

c. Verify that the LOC flag highlights on the F3 screen, the fault logs on the Special Event
Calender, and the Fault relay drops on the SCR-RIX board.

d. Set SLFT back to its calibrated value (recorded in step a).

At this point, the car should be running well and the jumper connecting FBP1 and FBP2 on the
SCR-RIX board should be removed. The unit should not be tripping off under any load
condition.

4.10 LEARNING THE NORMAL (NTS) AND EMERGENCY (ETS) LIMIT SWITCHES

WARNING: This procedure must be successfully performed before any


passengers use the elevator.

The Normal Terminal Slowdown Limit (NTS) switch and Emergency Terminal Limit (ETS)
switch Learn operation is defined as recording the car velocity and position count at the time
each of these terminal switches is encountered on a normal approach to either terminal landing.
This Learn operation should be performed after all parameters have been fully adjusted.

NOTE: Whenever Pattern Parameters are modified, this Learn procedure must
be repeated so that the Safety Processor on the IMC-DCP board can
relearn the velocities associated with the Terminal Limit Switches.

The following are the required steps to learn the normal velocities associated with each terminal
landing.

a. Place the TEST/NORM switch on the SC-SB2K board in the TEST position.

b. Make sure that all the terminal limit switches are properly installed according to Section
2.3.3. Verify the proper operation of the terminal switches using the View Hoistway (F3)
screen. In the SAFETY area, locate UT1-UT5 and DT1-DT5. Look at the job prints to
determine which normal terminal limit (UNTx and DNTx) switches are required for this
installation. During a full hoistway run, up or down, watch to see if these become
highlighted, as well as UETS and DETS. The flag is highlighted when the UTx or DTx,
terminal switch is closed. The flag is not highlighted when the switch is open or not
connected in this installation.

c. Turn the LRN SWITCH on the IMC-SMB3(5) to ON.

d. Make a full hoistway run to the top terminal landing using a car call. The display on the
IMC-SMB3(5) shows the car speed as it moves.

e. Now make a full hoistway run to the bottom terminal landing using a car call.

f. Return the LRN SWITCH to the OFF position. The IMC-SMB3(5) has learned the speed
of the car, under normal conditions, when the terminal switches were encountered as
the car approached each terminal landing.

42-02-7205 FINAL ADJUSTMENT 4-49


The learned and trip values can be verified on the Switches (Shift F7) screen (Figure 4.12). The
Learned Velocity is the car's velocity at the time the Normal Terminal or Emergency Terminal
switch was activated during the learn procedure. The Upper and Lower Limit Velocities are
calculated based on the Learned Velocity.

FIGURE 4.12 Switches (Shift F7) Screen

1/24/2000, 10:25:30 AM, REC, F4=Main Menu

Switches (Shift F7) - Advanced View (U.S.)


100%: 000'00.00" 90%: 000'00.00" 80%: 000'00.00" 50%: 000'00.00"
95%: 000'00.00" 85%: 000'00.00" 75%: 000'00.00" 25%: 000'00.00"
UNT1 Up Normal Terminal - Learned Velocity 0483 ft/min
Switch Learned Velocity Lower Velocity Upper Velocity Runtime Velocity
UNT1 0483 0508 0482
UNT2 0386 0413 0440 0386
UNT3 0000 0000 0000 0000
UNT4 0000 0000 0000 0000
UNT5 0000 0000 0000 0000
UETS 0450 0000 0000
DNT1 0484 0510 0448
DNT2 0382 0408 0535 0470
DNT3 0000 0000 0000 0000
DNT4 0000 0000 0000 0000
DNT5 0000 0000 0000 0000
DETS 0464 0475 0451
Switch Learned Position Position Margin Runtime Position
UNT1 022'50.16" 001'00.00" 022'01.96"
UNT2 028'05.97" 001'00.00" 025'03.47"
UNT3 000'00.00" 001'00.00" 026'09.00"
UNT4 000'00.00" 001'00.00" 028'00.27"
UNT5 000'00.00" 001'00.00" 028'10.13"
UETS 025'06.52" 001'00.00" 029'08.63"
DNT1 011'11.27" 001'00.00" 032'07.92"
DNT2 006'00.26" 001'00.00" 033'10.09"
DNT3 000'00.00" 001'00.00" 000'00.00"
DNT4 000'00.00" 001'00.00" 000'00.00"
DNT5 000'00.00" 001'00.00" 000'00.00"
DETS 009'08.77" 001'00.00" 000'00.00"

ARROWS: Select, ENTER: Edits, S: Saves, CTRL-V: Toggles View


dnID204

During normal operation, if the car's velocity exceeds the Lower Limit Velocity at the time the
Normal Terminal or Emergency Terminal switch is activated, an immediate slowdown is
initiated. The Lower Limit Velocity is calculated from the Learned Velocity as follows:

Learned Velocity plus 5% for Contract Speeds of 500 ft/min or more.


Learned Velocity plus 12% for Contract Speeds of 150 ft/min or less
Learned Velocity plus a value between 5% and 12% based on Contract Speeds
between 150 and 500 ft/min.

During normal operation, if the car's velocity exceeds the Upper Limit Velocity at the time the
Normal Terminal or Emergency Terminal switch is activated, an Emergency stop is initiated.
The Upper Limit Velocity is calculated from the Learned Velocity as follows:

Learned Velocity plus 10% for Contract Speeds of 500 ft/min or more.
Learned Velocity plus 24% for Contract Speeds of 150 ft/min or less
Learned Velocity plus a value between 10% and 24% based Contract Speeds
between 150 and 500 ft/min.
The Upper Limit Velocity for UETS and DETS may not exceed 95% of Contract
Speed.

4-50 FINAL ADJUSTMENT 42-02-7205


f. Verifying Reasonable Learned Values for Terminal Slowdown Switches - Stop the
car and verify the limit switch velocity values stored during a normal slowdown at the
terminal landings, on Switches (Shift F7) screen. If you have only UNT1 and DNT1, the
learned values must be 95% of contract speed or less. If you have more UNTx and
DNTx switches than just UNT1 and DNT1, it is permissible for UNT1 and DNT1 to have
a learned speed of more than contract speed. However, all other UNTx and DNTx
switches must have learned values of 95% of contract speed or less. For limit switches
having learned speeds that are higher than needed, those specific limit switches will
have to be moved closer to the terminal landings. Alternately, if you can tolerate the
reduced performance, DS, Standard Deceleration may be reduced. If the switches are
moved closer, STER Terminal Danger Slowdown Rate and STSS Terminal Slowdown
Smoothing, on the Safety (Shift F6) screen, must be increased.

4.10.1 VERIFYING OVERSPEED DETECTION

Now verify that the IMC-SMB3(5) will recognize an overspeeding car at a terminal landing.
Remove the jumper between FBP1 and FBP2 on the SCR-RIX board. This jumper bypasses
the velocity check on the UNTx and DNTx switches. Perform preliminary tests as follows:

a. For each UNTx terminal landing limit switch, run the car up at contract speed and
remove each UNTx wire from its terminal on the SCR-RIX board when the car is in the
middle of the hoistway. (Repeat this test separately for each individual limit switch.)

If the car's speed exceeds the Lower Limit Velocity at the time the switch is activated,
the car must decelerate rapidly (at a rate determined by PADL Pattern Acceleration/
Deceleration Limiter and also by STER Terminal Emergency Slowdown Rate, on the
Safety (Shift F6) screen, and stop at the next floor. Note: Be careful about changing
PADL, as this parameter must provide a steeper deceleration than that of STER. If the
car's speed exceeds the Upper Limit Velocity at the time the switch is activated, the car
must perform an emergency stop. Replace each wire when complete.

b. For the UETS limit switch, also run the car up at contract speed and remove the wire
from the UETS terminal, on the SCR-RIX board, when the car is in the middle of the
hoistway. With the UETS switch, the car will perform an emergency stop, and wait
several seconds. Then it will proceed at correction speed to the next landing, let the
people out, close its doors (door open button (DOB) remains active), and shut down
(requiring a manual reset). The UEF flag, in the FAULT section on the View Hoistway
(F3) screen, will be highlighted until the manual reset occurs. Press the DRV RST
Button on the IMC-DCP board to clear the fault.

c. Similarly, for each DNTx or DETS limit switch, run the car down at contract speed and
remove each DNTx or DETS wire from its terminal in a manner similar to the above
steps, while checking the operation. Reinstall each wire into the terminal when
complete. The DEF flag, in the FAULT section on the View Hoistway (F3) screen, will
be highlighted until the manual reset occurs. Press the DRV RST Button, on the
IMC-DCP board, to clear the fault.

4.10.2 VERIFYING PROPER DECELERATION USING THE NORMAL TERMINAL SWITCHES

It is necessary to verify proper deceleration into the terminal landings from contract speed using
the normal terminal slowdown switches (UNTx, DNTx) under the condition of the car having
incorrect location information. There are two ways to accomplish this test. Use the procedure
appropriate for your buildings size.

42-02-7205 FINAL ADJUSTMENT 4-51


PROCEDURE FOR BUILDINGS WITH FOUR STORIES OR LESS - For testing the terminal
slowdown switches, we must force the car to travel past the switches at a higher speed. The
process follows:

a. Reduce DS Standard Deceleration by 50%, on the Pattern (Shift F4) screen, and
relearn the Normal Terminal Limit Slowdown switches.

b. Return DS to its original value.

c. Top Terminal Verification - Be sure the car is empty and at the bottom terminal
landing. Place a call at the top terminal landing. The car must reach contract speed,
and must accomplish a slowdown that will allow the car to stop before overrunning the
top terminal landing. The deceleration rate will be higher than normal, but will still be
relatively smooth in the car. Besides the switch location, the most common failure to
slow at the top landing with an empty car is due to loss of traction, so watch for rope
slippage. The combination of high normal deceleration rate, and no compensation
cables or chains, can cause traction problems with the emergency deceleration rate.

STER Terminal/Emergency Slowdown Rate, on the Safety (Shift F6) screen, is typically
set so that the deceleration rate is approximately 150% of the deceleration provided for
by DS Standard Deceleration, on the Pattern (Shift F4) screen. Note that PADL must
be greater than or equal to STER. This process may have to be repeated several times
to get the right adjustment. To do this, assign the Processed Speed feedback signal to
Software Test Point STP1 by setting TP1 Test Point One = 9. Connect oscilloscope
probes to monitor DCC and STP1 on the IMC-DCP board. Run the car and observe the
pattern and speed while decelerating into a floor. Adjust STER and STSS as necessary
to assure that the slope of deceleration and flare-out is sufficient to allow decelerating
to leveling speed before the floor is reached. About 1 ft. or more of leveling is not
unreasonable. Note that PADL must be greater than or equal to STER.

d. Bottom Terminal Verification - Be sure the car is fully loaded and at the top terminal
landing. Place a call at the bottom terminal landing. The car must reach contract speed,
and must accomplish a slowdown that will allow the car to stop before overrunning the
bottom terminal landing. The deceleration rate will be higher than normal, but will still
be relatively smooth in the car. Assign the Processed Speed to Software Test Point
STP1 by setting TP1 Test Point One = 9. Connect oscilloscope probes to monitor DCC
and STP1 on the IMC-DCP board. Run the car and observe the pattern and speed while
decelerating into a floor. Adjust STER and STSS as necessary to assure that the slope
of deceleration and flare-out is sufficient to allow decelerating to leveling speed before
the floor is reached. About 1 ft. or more of leveling is not unreasonable. Note that PADL
must be greater than or equal to STER. Any problems will be due to switch location or
possibly due to current limiting.

e. If not continuing to Section 4.10.3, relearn the Normal (NTS) and Emergency
(ETS)Terminal Limit switches as described in Section 4.10 'a' thru 'f'.

PROCEDURE FOR BUILDINGS WITH MORE THAN FOUR STORIES - For testing the top
terminal slowdown switches, we must make the car think it is lower than it actually is. For
testing the bottom terminal slowdown switches, we must make the car think it is higher than it
actually is. This process must be set up as follows:

a. Temporarily disconnect the wires from terminals 93 and 94 on the SCR-RIX board to
bypass the OLM signal. During this test, the car must be placed on Inspection before
changing the binary floor code. Once the floor code has been modified, take the car out
of Inspection.

4-52 FINAL ADJUSTMENT 42-02-7205


b. Top Terminal Verification - Be sure the car is empty. Choose a floor far enough below
the top terminal landing to allow the car to reach contract speed. Refer to the job prints
and Table 4.2 to choose a floor that will allow you to remove one of the wires (R0, R1,
R2, etc.) and change the parity signal (PR) by removing the wire or jumpering the PR
terminal to terminal 2 so that it will give a floor encoding signal that corresponds to a
floor that is lower than the one where the car is stopped (as long as it is not the bottom
terminal landing). Note: The floor chosen for stopping the car and also the floor faked
by changing the wires, must both be floors where all connected limit switches are made.

c. Place a call at the top terminal landing. The car must reach contract speed, and must
accomplish a slowdown that will allow the car to stop before overrunning the top
terminal landing. The deceleration rate will be higher than normal, but will still be
relatively smooth in the car. Besides the switch location, the most common failure to
slow at the top landing with an empty car is due to loss of traction, so watch for rope
slippage. The combination of high normal deceleration rates, and no compensation
cables or chains, can cause traction problems with the emergency deceleration rate.
About 1 ft. or more of leveling is not unreasonable.

STER Terminal/Emergency Slowdown Rate, on the Safety (Shift F6) screen, is typically
set so that the deceleration rate is approximately 150% of the deceleration provided for
by DS Standard Deceleration, on the Pattern (Shift F4) screen. Note that PADL must
be greater than or equal to STER. This process may have to be repeated several times
to get the right adjustment. To do this, assign the Processed Speed feedback signal to
Software Test Point STP1 by setting TP1 Test Point One = 9. Connect oscilloscope
probes to monitor DCC and STP1 on the IMC-DCP board. Run the car and observe the
pattern and speed while decelerating into a floor. Adjust the STER and STSS
parameters as necessary to assure that the slope of deceleration is sufficient to allow
decelerating to leveling speed before the floor is reached. Note that PADL must be
greater than or equal to STER.

d. Bottom Terminal Verification - Be sure the car is fully loaded. Choose a floor far
enough above the bottom terminal landing to allow the car to reach contract speed.
Refer to the job prints and Table 4.2 to choose a floor that will allow you to jumper one
of the terminals (R0, R1, R2, etc.) to terminal 2 and change the parity signal (PR) by
removing the wire or jumpering the PR terminal to terminal 2 so that it will give a floor
encoding signal that corresponds to a floor that is higher than the one where the car is
stopped (as long as it is not the top terminal landing). Note: The floor chosen for
stopping the car and also the floor faked by changing the wires, must both be floors
where all functional terminal switches are active.

e. Place a call at the bottom terminal landing. The car must reach contract speed, and
must accomplish a slowdown that will allow the car to stop before overrunning the
bottom terminal landing. The deceleration rate will be higher than normal, but will still
be relatively smooth in the car. Assign the Processed Speed feedback signal to
Software Test Point STP1 by setting TP1 Test Point One = 9. Connect oscilloscope
probes to monitor DCC and STP1 on the IMC-DCP board. Run the car and observe the
speed pattern and tach while decelerating into a floor. Any problems will be due to
switch location or possibly due to current limiting. About 1 ft. or more of leveling is not
unreasonable. Adjust the STER and STSS parameters as necessary to assure that the
slope of deceleration is sufficient to allow decelerating to leveling speed before the floor
is reached. Note that PADL must be greater than or equal to STER.

f. If not continuing to Section 4.10.3, reinstall wires 93 and 94 into their respective
terminals on the SCR-RIX board and relearn the Normal (NTS) and Emergency (ETS)
Terminal Limit switches as described in Section 4.10 a thru f. Learned values can be
verified on the Switches (Shift F7) screen..

42-02-7205 FINAL ADJUSTMENT 4-53


4.10.3 VERIFYING PROPER EMERGENCY STOP USING EMERGENCY TERMINAL SWITCHES

It is necessary to verify a proper emergency stop at the terminal landings, from contract speed,
using the emergency terminal slowdown switches (UETS, DETS) under the condition of the car
approaching either terminal landing with the UNTx and DNTx switches disabled. Perform the
procedure appropriate for your buildings size.

PROCEDURE FOR BUILDINGS WITH FOUR STORIES OR LESS

a. Reduce DS Standard Deceleration by 50%, on the Pattern (Shift F4) screen, and
disable the UNTx and DNTx switch inputs by removing all of the UNTx and DNTx wires
from their terminals on the SCR-RIX board. Temporarily jumper terminal UETS to
UNT1 and terminal DETS to DNT1.

b. Relearn the Emergency Terminal Slowdown switches and return DS to its original value.

c. With an empty car at the bottom terminal landing, place a call at the top terminal
landing. The car must reach contract speed, and must accomplish an emergency stop
that will allow the car to stop before overrunning the top terminal landing. Besides the
switch location, the most common failure to slow down at the top landing with an empty
car is due to traction problems, so watch for rope slippage.

d. With a fully loaded car at the top terminal landing, place a call at the bottom terminal
landing. The car must reach contract speed, and must accomplish an emergency stop
that will allow the car to stop before overrunning the bottom terminal landing. Press the
DRV RST button on the IMC-DCP board to clear the fault (IMC-DDP board should
reset).

e. Remove all jumpers and reinstall all of the UNTx and DNTx wires that were removed
in step (a) above.

f. Relearn the Normal (NTS) and Emergency (ETS) Terminal Limit switches as described
in Section 4.10 'a' thru 'f'. Learned values can be verified on the Switches (Shift F7)
screen.

PROCEDURE FOR BUILDINGS WITH MORE THAN FOUR STORIES

a. Temporarily disconnect the wires from terminals 93 and 94 on the SCR-RIX board to
bypass the OLM signal. During this test, the car must be placed on Inspection before
changing the binary floor code. Once the floor code has been modified, take the car out
of Inspection.

b. Disable the UNTx and DNTx switch inputs by removing all of the UNTx and DNTx wires
from their terminals on the SCR-RIX board. Temporarily jumper terminal UETS to
UNT1 and terminal DETS to DNT1, and then learn the terminal landings.

c. Bottom terminal: Be sure the car is fully loaded. Choose a floor far enough above the
bottom terminal landing to allow the car to reach contract speed. Refer to the job prints
and Table 4.2 to choose a floor that will allow you to jumper one of the terminals (R0,
R1, R2, etc.) to terminal 2 and change the parity signal (PR) by removing the wire or
jumpering the PR terminal to terminal 2 so that it will give a floor encoding signal that
corresponds to a floor that is higher than the one where the car is stopped (as long as
it is not the top terminal landing). Note: The floor chosen for stopping the car, and also
the floor faked by changing the wires, must both be floors where all connected limit
switches are made.

4-54 FINAL ADJUSTMENT 42-02-7205


d. Place a call at the bottom terminal landing. The car must reach contract speed, and
must accomplish an emergency stop that will allow the car to stop before overrunning
the bottom terminal landing. Besides the switch location, the most common failure to
slow down at the bottom landing with a fully loaded car is due to loss of traction, so
watch for rope slippage. Press the DRV RST button on the IMC-DCP board to clear the
fault (IMC-DDP board should reset).

e. Top terminal: Be sure the car is empty. Choose a floor far enough below the top
terminal landing to allow the car to reach contract speed. Refer to the job prints and
Table 4.2 to choose a floor that will allow you to remove one of the wires (R0, R1, R2,
etc.) and change the parity signal (PR) by removing the wire or jumpering the PR
terminal to terminal 2 so that it will give a floor encoding signal that corresponds to a
floor that is lower than the one where the car is stopped (as long as it is not the bottom
terminal landing). Note: The floor chosen for stopping the car, and also the floor faked
by changing the wires, must both be floors where all functional terminal switches are
active.

f. Place a call at the top terminal landing. The car must reach contract speed, and must
accomplish an emergency stop that will allow the car to stop before overrunning the top
terminal landing. Besides the switch location, the most common failure to slow down at
the top landing with an empty car is due to traction problems, so watch for rope
slippage. Press the DRV RST button on the IMC-DCP board to clear the fault
(IMC-DDP board should reset).

g. Remove all jumpers and reinstall all of the UNTx and DNTx wires that were removed
in step 'b' above.

h. Reinstall wires 93 and 94 into their respective terminals on the SCR-RIX board and
relearn the Normal (NTS) and Emergency (ETS) Terminal Limit switches as described
in Section 4.10 a thru f. Learned values can be verified on the Switches (Shift F7)
screen.

Terminal limit switch testing has now been completed.

42-02-7205 FINAL ADJUSTMENT 4-55


4.11 A17.1 - 2000 Code Compliant Functions and Testing
This section of the manual outlines the calibration and testing of the portion of the control
system used to meet the requirements of the ASME A17.1 - 2000 code. We will check the
overspeed functions that are separate and independent of the ETS and ILO detection means
that have just been covered.

4.11.1 OVERSPEED CALIBRATION AND TESTING

On the SC-SB2K board move the MACHINE ROOM INSPECTION TRANSFER switch to the
INSP position and place the TEST/ NORMAL switch in the TEST position.

a. Locate the SC-BASE-D (or SC-BASER-D) board and verify that the Speed Range
Select and TAPE/ENC jumper settings are correct. ENCODER = LS-QUIK-1R, TAPE
= LS-QUAD-2R selector.

b. Set the Max Leveling Speed Select jumper to your desired inspection leveling
overspeed setting.

c. If you have installed the encoder of an LS-QUIK-1R landing system on a surface that
does not have a one-to-one correspondence with car velocity you will need to perform
this step. Otherwise go to step (d). Locate the 120 HZ ADJ trimpot (SC-BASE-D) and
from the machine room, run the car on inspection operation. Once the car is running
at the Max Leveling Speed Select jumper selected velocity, (50, 75, 100, 125, or 150
fpm) adjust the 120 HZ ADJ until the RED DATA 0 indicator just turns ON.

d. Place a call for a landing several floors away and as the car accelerates connect a
jumper between test pin TP8 and TP2 (fused 2-bus test pin). Relay LU1 and LU2
should pick. The system should make an emergency stop. Repeat for TP9 (relays LD1
and LD2). These test pins are located on the SC-SB2K board. Restore normal
operation by removing jumpers and pressing Fault Reset.

e. Turn the MACHINE ROOM INSPECTION TRANSFER switch to INSP and increase
VINH and VINL to 150 fpm. Also increase PG from 1.000 to 1.250. Invoke a direction
with UP/DN and observe that car shuts down once velocity is exceeded. Reset by
pressing Fault Reset. Set PG = 1.000.

f. Turn the MACHINE ROOM INSPECTION TRANSFER switch to NORM, place a call
and with the car running at contract speed remove the field wire from the terminal
labeled UETS on SC-BASE-D. The car will execute an emergency slowdown. To
restore normal operation replace the wire and press the Fault Reset pushbutton on the
SC-SB2K board. Repeat for terminal DETS.

4-56 FINAL ADJUSTMENT 42-02-7205


4.12 FINAL ELEVATOR INSPECTION

4.12.1 CONTRACT SPEED BUFFER TESTS

NOTE: Be sure to record the motor field voltage during contract speed, so
it can be reset to this value after the tests, if necessary.

WARNING: The following tests should be performed only by qualified elevator


personnel, skilled in final adjustments and inspections. The drive
safety functions will be bypassed and extreme caution is required.

NOTE: Buffer, Governor and Limit Switch tests may cause the Load
Weigher to go out of calibration. Verify the calibration after all Final
Inspection tests have been performed.

a. CAR BUFFER TEST - To begin this test, put a full load in the car and move the elevator
to the top landing. Then bypass the functions and set the parameters and switches
listed below.

1. Set the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on the


SC-SB2K to INSP.

2. On the SC-BASE-D board, place the PFLT Bypass jumper in the ON position
to bypass the PLD ILO, ETS and contract overspeed fault functions.

3. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board.
This will bypass the drive safety functions.

4. Connect a jumper between 2KBP1 and 2KBP2 on SC-BASE-D board and set
system mode option ABYP = ON (see Section 5.3.2). This will bypass the
A17.1 - 2000 safety functions.

5. If the final limit switches prevent a fully compressed buffer, use what ever
method is acceptable in your local jurisdiction to ensure a fully compressed
buffer.

6. Connect a jumper between terminals 15B and 16 on the controller subplate.


This will bypass the buffer switches.

7. Connect a jumper between terminals 9 and 12 on the SC-SB2K board. This will
bypass the Down Normal Limit.

8. Turn the LRN SWITCH on the IMC-DCP board to ON. This will bypass
overspeed detection at the terminal landing.

9. Set OBT Buffer Test = ON, on the Safety (Shift F6) screen. This option must be
set before each buffer test. Note: This parameter produces a high speed pattern
profile on an Inspection run, one time only, and resets itself automatically.
Therefore, repeating the buffer test requires setting parameter OBT = ON again.

42-02-7205 FINAL ADJUSTMENT 4-57


10. Verify that PG Pattern Scaling = 1.000, on the Drive (Shift F5) screen. Note: If
this job has reduced stroke buffers, set PG Pattern Scaling to a value that
allows the car to run at the speed rating of the buffer.

11. After recording the original value for AIN Inspection Acceleration, on the Pattern
(Shift F4) screen, set AIN = 1.00.

12. Make sure there is enough hoistway for the car to reach contract speed. Move
the car down at contract speed by using the MACHINE ROOM INSPECTION
UP/DOWN direction switch on SC-SB2K board. Run the car down until the car
lands on the buffer. Before attempting to move the car again, check the hoist
ropes to make sure they are still in their proper grooves.

With all jumpers still in place, use the MACHINE ROOM INSPECTION
UP/DOWN direction switch to move the car away from the buffer. Remove the
jumpers connecting terminals 15B and 16 and 9 and 12. The car should be able
to run on Inspection normally.

13. Return AIN Inspection Acceleration, on the Pattern (Shift F4) screen, to the
originally recorded value. If PG Pattern Scaling, on the Drive (Shift F5) screen,
was changed in step 10 above, return the value to 1.000.

14. On the SC-BASE-D board, place the PFLT Bypass jumper in the OFF position
to enable the PLD ILO, ETS and contract overspeed fault functions.

15. If the Counterweight Buffer Test is to be performed next proceed to 'b'. If the
Counterweight Buffer Test will not be performed next, the limit switches must be
relearned. Since the normal and emergency terminal limit overspeed switches
were bypassed for the buffer tests, the safety processor on the IMC-DCP board
must relearn the speed for these switches. Complete the procedure outlined in
Section 4.10.

b. COUNTERWEIGHT BUFFER TEST - Empty the car and move it to the bottom landing.
Then bypass the functions and set the parameters and switches listed below.

1. Set the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on the


SC-SB2K board to INSP.

2. On the SC-BASE-D board, place the PFLT Bypass jumper in the ON position
to bypass the PLD ILO, ETS and contract overspeed fault functions.

3. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board.
This will bypass the drive safety functions.

4. Connect a jumper between 2KBP1 and 2KBP2 on SC-BASE-D board and set
system mode option ABYP = ON (see Section 5.3.2). This will bypass the
A17.1 - 2000 safety functions.

5. If the final limit switches prevent a fully compressed buffer, use what ever
method is acceptable in your local jurisdiction to ensure a fully compressed
buffer.

4-58 FINAL ADJUSTMENT 42-02-7205


6. Place a jumper between terminals 15B and 16 on the controller subplate. This
will bypass the buffer switches.

7. Connect a jumper between terminals 9 and 10 on the SC-SB2K board. This will
bypass the Up Normal Limit.

8. Turn the LRN SWITCH on the IMC-DCP board to ON. This will bypass
overspeed detection at the terminal landing.

9. Set OBT Buffer Test = ON, on the Safety (Shift F6) screen. This option must be
set before each buffer test. Note: This parameter produces a high speed pattern
profile on an run, one time only, and resets itself automatically. Therefore,
repeating the buffer test requires setting parameter OBT = ON again.

10. Verify that PG Pattern Scaling = 1.000, on the Drive (Shift F5) screen. Note: If
this job has reduced stroke buffers, set PG Pattern Scaling to a value that
allows the car to run at the speed rating of the buffer.

11. After recording the original value for AIN Inspection Acceleration, on the Pattern
(Shift F4) screen, set AIN = 1.00.

12. Move the car up at contract speed by using the MACHINE ROOM INSPECTION
UP/DOWN direction switch on SC-SB2K board. Run the car up until the
counterweight lands on the buffer. Before attempting to move the car again,
check the hoist ropes to make sure they are still in their proper grooves.

With all jumpers still in place, use the MACHINE ROOM INSPECTION UP/
DOWN direction switch to move the counterweight away from the buffer.
Remove the jumpers between terminals 15B and 16 and 9 and 10. The car
should be able to run on Inspection normally.

13. Return AIN Inspection Acceleration, on the Pattern (Shift F4) screen, to the
recorded value. If PG Pattern Scaling, on the Drive (Shift F5) screen, was
changed in step 10 above, return the value to 1.000.

14. On the SC-BASE-D board, place the PFLT Bypass jumper in the OFF position
to enable the PLD ILO, ETS and contract overspeed fault functions.

15. Since the normal and emergency terminal limit overspeed switches were
bypassed for the buffer tests, the safety processor in the IMC-DCP board must
relearn the speed for these switches. Complete the procedure outlined in
Section 4.10.

16. If there are no additional tests to be performed, remove the jumper from
terminals FBP1 and FBP2 on the SCR-RIX board to allow the safety functions
to operate normally. Also remove the jumper betwixt 2KBP1 and 2KBP2 on the
SC-BASE-D.

4.12.2 GOVERNOR TESTS

a. GOVERNOR ELECTRICAL OVERSPEED SWITCH TEST

1. Verify that the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch


on the SC-SB2K board is in the INSP position.

42-02-7205 FINAL ADJUSTMENT 4-59


2. Trip open the electrical overspeed switch contact manually, on the governor, to
verify that the main safety circuit drops out. Manually verify the actual electrical
and mechanical tripping speeds, and make sure they conform to code
requirements.

3. Turn the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on


the SC-SB2K board to the NORM position.

b. GOVERNOR AND CAR SAFETY OVERSPEED TEST

1. Put a full load in the car. Move the car to the top landing in preparation for over-
speeding the car in the down direction. Then bypass the functions and set the
parameters and switches listed below.

2. On the SC-BASE-D board, place the PFLT Bypass jumper in the ON position
to bypass the PLD ILO, ETS and contract overspeed fault functions.

3. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board
to bypass the drive safety functions. Connect a jumper between terminals
2KBP1 and 2KBP2 on SC-BASE-D. In system mode set ABYP = ON.

4. Connect a jumper between terminals EBS1 and EBS2 to bypass the governor
overspeed switch.

5. In order to observe loss of traction (when the safety mechanism sets) connect
a jumper between terminal 16 on the SC-SB2K board and panel mount terminal
17 to bypass the safety plank (SOS) switch.

6. Turn the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on


the SC-SB2K board to INSP.

7. Turn the LRN SWITCH on the IMC-DCP board to ON. This will bypass
overspeed detection at the terminal landing.

8. Set OBT Buffer Test = ON, on the Safety (Shift F6) screen. This option must be
set before each test. Note: This parameter produces a high speed pattern
profile on an Inspection run, one time only, and resets itself automatically.
Therefore, repeating the test requires setting parameter OBT = ON again.

9. Set PG Pattern Scaling = 1.4, on the Drive (Shift F5) screen.

10. After recording the original value for AIN Inspection Acceleration, on the Pattern
(Shift F4) screen, set AIN = 1.00.

11. Make sure there is enough hoistway for the car to exceed contract speed. Move
the car down by using the MACHINE ROOM INSPECTION UP/DOWN direction
switch on SC-SB2K board. Run the car down until the mechanical safety device
operates.

12. Using procedures applicable to the equipment, reset the governor overspeed
switch, and the car safety device.

13. Return AIN Inspection Acceleration, on the Pattern (Shift F4) screen, to the
originally recorded value.

4-60 FINAL ADJUSTMENT 42-02-7205


14. Set PG Pattern Scaling = 1.0, on the Drive (Shift F5) screen.

15. Remove the jumper from terminals EBS1and EBS2 which bypasses the
governor overspeed switch.

16. Remove the jumper from terminal 16 and panel mount terminal 17 which
bypasses the safety plank (SOS) switch.

17. If there are no additional tests to be performed, remove the jumper from
terminals FBP1 and FBP2 on the SCR-RIX board which bypasses the drive
safety functions to allow the safety functions to operate normally. Also remove
the jumper betwixt 2KBP1 and 2KBP2 on the SC-BASE-D.

18. On the SC-BASE-D board, place the PFLT Bypass jumper in the OFF position
to enable the PLD ILO, ETS and contract overspeed fault functions.

19. Turn the MACHINE ROOM INSPECTION TRANSFER INSP/NORM switch on


the SC-SB2K board to NORM.

20. Since the normal and emergency terminal limit overspeed switches were
bypassed for the overspeed test, the safety processor in the IMC-DCP board
must relearn the speed for these switches. Complete the procedure outlined in
Section 4.10.

c. GOVERNOR AND COUNTERWEIGHT OVERSPEED TEST - The method for testing


a counterweight safety and governor is similar to 4.12.2 'b', except that the car is
oversped in the up direction.

4.12.3 INSPECTION/LEVELING 150 FPM OVERSPEED TEST

For this test, refer to Section 4.9.2.

4.12.4 NORMAL TERMINAL LIMIT SWITCH TESTS

For this test, refer to Section 4.10.2

4.12.5 EMERGENCY TERMINAL LIMIT SWITCH TEST

For this test, refer to Section 4.10.3.

4.12.6 EMERGENCY BRAKE TESTS

NOTE: Before performing the emergency brake tests please ensure that the
instruction manual supplied with the emergency brake has been
followed. Be aware that it is especially crucial that the brake shoes be
worn-in as described in the set up procedure supplied by Holister
Whitney.

NOTE: Once rope brake is installed the hoist ropes should run very close to
stationary brake pad. This way the moveable brake pad does not have
to pull the ropes over to the stationery pad to stop he car.

42-02-7205 FINAL ADJUSTMENT 4-61


4.12.7 ASCENDING CAR OVERSPEED TEST

1. Prevent the public from gaining access to the car.

2. First ensure that the emergency brake can support the weight of a fully loaded car.

3. Lift the governor cable and verify that the governor electrical overspeed contact opens
as required.

4 Place the empty car at the bottom of the hoistway.

5. Have a mechanic stand ready to use a hand tach to monitor car speed.

6. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board to bypass
the drive safety functions. Also place a jumper between 2KBP1 and 2KBP2 on
SC-BASE-D board and set system mode option ABYP = ON. This will bypass the
A17.1 - 2000 safety functions for 2 hours.

7. Use what ever method is appropriate to release the machine brake. Exercise extreme
caution.

8. As the car accelerates have the tachometer readings called out for every 100 fpm of car
speed.

9. As soon as the governor overspeed switch opens the emergency brake should drop
and stop the car.

10. Turn off power and allow the machine brake to set.

11. Ensure that the ropes are in the proper grooves of the sheave.

12. Turn On power and press and hold the reset for the emergency brake (SC-BASE-D).

13. Remove the jumper from terminals FBP1 and FBP2 on the SCR-RIX board and
remove the jumper from terminals 2KBP1 TO 2KBP2 on the SC-BASE-D board to once
again allow the safety functions to operate normally.

4.12.8 UNINTENDED CAR MOVEMENT TEST

1. Prevent the public from gaining access to the car.

2. First ensure that the emergency brake can support the weight of a fully loaded car.

3. Place the empty car at the bottom of the hoistway.

4. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board to bypass
the drive safety functions.

5. Open the car and hoistway doors and prevent the doors from closing.

6. Use what ever method is appropriate to release the machine brake. Exercise extreme
caution.

7. The car should start to drift away from the landing. As soon as the car is 6" away from
floor level the emergency brake should activate and stop the car.

8. Allow the machine brake to drop and the doors to close and lock.

4-62 FINAL ADJUSTMENT 42-02-7205


9. Turn OFF power and verify that all ropes are in the proper grooves of the sheave.

10. Turn ON power and press and hold the EMERGENCY BRAKE RESET pushbutton on
the SC-BASE-D board.

11. Remove the jumper from terminals FBP1 and FBP2 on the SCR-RIX board to once
again allow the safety functions to operate normally.

NOTE: Buffer, Governor and Limit Switch tests may cause the Load Weigher to
go out of calibration. Verify the calibration after all Final Inspection tests
have been performed (see Appendix N, MCE Load Weigher Installation
and Adjustment or the instruction manual supplied with the K-Tech
LW4202B Load Weigher).

WARNING: Before the elevator can be turned over to normal use, it is important
that no safety function/circuit is bypassed. The items to be checked
include, but are not limited to:
Verify that the hierarchy of the inspection inputs is correct. Car top
inspection must take priority over in car, hoistway access and machine room
inspection modes. In car must take precedence over hoistway access and
machine room inspection. Hoistway access must take priority over machine
room inspection.
No jumpers between terminals 2 and 16 or 18 (SC-SB2K).
No jumper between terminal 9 and 10 (SC-SB2K).
No jumper between terminal 9 and 12 (SC-SB2K).
No jumper between terminals 16 and 17 (SC-SB2K).
No jumper between terminals EBS1 and EBS2.
No jumper between 2 bus and terminal 36 (SC-SB2K).
No jumper between 2 bus and terminal 38 (SC-SB2K).
No jumper between EBS1 and EBS2.
Wire installed in panel mount terminal DCL.
Level Down LD field wire installed on terminal 25 (SC-SB2K).
INTB jumper plug on location NORM (SCR-RIX).
Pattern Scaling (PG) on the Pattern (Shift F5) screen set to 1.0.
All safety switches set to the OFF position.
No jumper between FBP1 and FBP2 (SCR-RIX).
No jumpers on R0 through R5 and PR terminals (SCR-RIX).
LEARN SWITCH on the IMC-DIO set to OFF.
C Remove 2KBP1 and 2KBP2 jumper on SC-BASE-D board.
On swing panel (System mode), set option LTAB and/or ABYP = OFF.
Set the PFLT Bypass Jumper to OFF.

42-02-7205 FINAL ADJUSTMENT 4-63


NOTE: If this is a local car, part of a group, it is necessary to set the cars
address for communication with the Group Supervisor. Initially the
address is defaulted to Car H. To change the Car Address, set CNID
Car Network ID, on the System (Shift F1) screen, to Car A, Car B or
Car C, etc.

Consult the M3 Group Supervisor Manual, MCE part # 42-02-G004 for


instructions regarding the following:

Installing the High Speed Communication Cable.


Balancing the High Speed Communication Cable and Verifying the
High Speed Serial Communication Link.

4.13 PARAMETER ACCESS PASSWORD


A password system has been included in IMC-SCR Controllers that prevents unauthorized
persons from changing controller parameters. Once activated, a valid password must be
entered in order to make changes to parameters. However, the parameter screens may still
be viewed.

SETTING THE PARAMETER ACCESS PASSWORD - From the Controller Parameters (F1)
screen, select Change Parameter Access Password (C). The screen will change to:

Change Parameter Access Password (F1, C)


Enter Current Password: (none)
Enter New Password:
Confirm New Password:

The password may be up to ten letters, numbers or characters. Type the new password and
press Enter. Asterisks (*) will be displayed in place of the new password. Confirm the new
password by typing it again and press Enter. If the password has been accepted the following
message will be displayed:

Password Successfully Changed.

If the passwords do not match, the following message is displayed:

New Password and Confirm Password mismatch

Repeat the process of entering and confirming the new password.

Once a password has been accepted, the parameter screens can be placed into VIEW ONLY
MODE by turning the CRT terminal OFF and then ON again. While in VIEW ONLY MODE,
parameters may not be edited.

ENABLE PARAMETER EDIT MODE - Once a password is accepted and the screen is placed
into VIEW ONLY MODE, it is necessary to enable the parameter edit mode in order to change
controller parameters. From the Controller Parameters (F1) screen, select Enable Parameter
Edit Mode (E). The screen will change to:

Parameter Access Password:

4-64 FINAL ADJUSTMENT 42-02-7205


Type the password and press Enter. Once accepted, controller parameters may be changed.
The screens will remain in the EDIT MODE until the CRT terminal is turned OFF or the
controller power is cycled OFF and ON.

CHANGING THE PARAMETER ACCESS PASSWORD - From the Controller Parameters (F1)
screen, select Change Parameter Access Password (C). The screen will change to:

Change Parameter Access Password (F1, C)


Enter Current Password:
Enter New Password:
Confirm New Password:

Type the current password and press Enter. Asterisks (*) will be displayed in place of the
password. Type the new password and press Enter. Confirm the new password by typing it
again and press Enter.

LOST OR FORGOTTEN PASSWORD - If you lose or forget the password, type a question
mark (?) and press Enter. The following will appear on the screen:

MCE Security Reference #: xx

xx is a number between 0 and 15, randomly generated.

Call MCE Technical Support and tell them the reference number. They will give you a
temporary password. Type in the temporary password and press Enter. If you make a mistake
while typing the temporary password, try again. Then choose a new password, enter it and
confirm it as described above.

42-02-7205 FINAL ADJUSTMENT 4-65


SECTION 5
ONBOARD DIAGNOSTICS

5.0 GENERAL INFORMATION

The IMC Performa controller includes user-friendly diagnostic tools that help the mechanic
install and service the equipment. The diagnostic tools include the CRT terminal, which is the
most useful troubleshooting tool as it has a special event calendar (F7 screen). Always start
with the CRT F7 screen before working with the other diagnostic tools. We also provide the
Computer Swing Panel's Enhanced Onboard Diagnostics (EOD) and the IMC-SMB3(5) Unit's
onboard diagnostics. The terminal provides easy-to-use menus for adjusting, servicing and
troubleshooting the controller. More information about setting up and using the CRT terminal
is available in Section 3, Start Up, Section 6, Troubleshooting, the Reference Section of this
manual and MCE's Computer Peripherals manual, part # 42-02-CP00. This section covers the
Computer Swing Panel's Enhanced On-Board Diagnostics (Sections 5.1 thru 5.4) and the
IMC-SMB3(5) Unit's diagnostics (Section 5.5).

5.1 ENHANCED ONBOARD DIAGNOSTICS (EOD) OVERVIEW


The Computer Swing Panel provides the Enhanced Onboard Diagnostics (EOD). A quick look
at the switches and LEDs provides an overview of the elevator and its functions. Once familiar
with the equipment, an elevator mechanic can understand the current operating conditions of
the elevator and diagnose a problem using the EOD. No external devices are required to view
the status of the elevator and see what the elevator control system is actually trying to do. The
Enhanced Onboard Diagnostics operate in three modes, Normal, System and Diagnostic. All
three modes are discussed in detail in this section.

5.1.1 DESCRIPTION OF EOD INDICATORS AND SWITCHES

The following is a description of the EOD indicators and switches (see Figure 5.1)

COMPUTER ON LED - The Computer ON LED, when it is ON continuously, indicates that the
MC-MP2 software system is functioning normally and is completing its program loop
successfully. If the Computer ON LED flashes ON and OFF, it means that the program is not
looping successfully. When this happens the SAFR2 relay is dropped and all further operation
is shut down. Make sure the EPROM chip is installed properly. Refer to Appendix A,
Disassembling the Computer Swing Panel and Appendix B, Changing PC Boards, EPROMS
or Microcontrollers.

COMPUTER RESET BUTTON - Pressing the Computer RESET button on the front of the
Swing Panel causes the MC-MP2-2K (Main Processor board) to reset. If the elevator is running,
resetting drops the SAFR1 and SAFR2 safety relays and brings the elevator to an immediate
stop. After release of the reset button, the elevator then proceeds to the nearest floor to correct
its position before responding to any calls. Existing call and PI information is lost when the
computer is reset.

Pressing the Computer RESET button turns the Computer ON light OFF and it will remain OFF
while the RESET button is depressed. The Computer ON LED turns back ON when the RESET
button is released. The Main Processor board is also equipped with a software system monitor
that drops relay SAFR2 if for any reason the software system fails to execute its program.

42-02-7205 ONBOARD DIAGNOSTICS 5-1


FIGURE 5.1 Computer Swing Panel, Front View

STATUS INDICATORS - (vertical LEDs on the front of the Swing Panel) - These lights indicate
the elevator's status. When these lights are ON, they mean the following:

Safety On - the safety circuit is closed.


Doors Locked - the door lock contacts are closed.
High Speed - speed and direction have been generated.
Independent Svc. - the elevator is on Independent Service.
Insp./Access - the elevator is on Hoistway Access, Car Top or Relay Panel
Inspection operation.
Fire Service - the elevator is on Fire Service operation.
Timed Out of Svc - the TOS timer has elapsed.
Motor Limit Timer - the Motor Limit Timer has elapsed.

DIAGNOSTIC INDICATORS - The eight horizontal diagnostic indicator lights (MP Diagnostic
Indicators) have two functions. When in Normal mode, they indicate the current status or error
condition (see Section 5.2.2) and when in Diagnostic mode, they indicate the contents of
computer memory (see Section 5.4.1).

ALPHANUMERIC DISPLAY - The eight character alphanumeric display is used to provide user
friendly interaction between the control equipment and the elevator mechanic by displaying
alphanumeric messages (see Section 5.2.1).

ADDRESS SWITCHES (A1 - A8) - These switches enable the mechanic to look at the memory
on the MC-MP2-2K Main Processor board (see Section 5.4.1) and IMC-DDP Digital Drive
Processor board (see Section 5.4.3). They are also used for entering calls into the system.
These switches are ON in the up position and OFF in the down position.

5-2 ONBOARD DIAGNOSTICS 42-02-7205


ADDRESS SWITCHES (A9 - A14) - These address switches are primarily used by MCE
personnel for troubleshooting purposes only.

DIAGNOSTIC ON/NORMAL SWITCH - This switch puts the system into Diagnostic mode in
the ON (up) position and in Normal mode in the NORM (down) position (see Section 5.4).

FUNCTION SWITCHES (F1 - F7) - These switches are used to access diagnostic information
for viewing and changing settings in the Normal and System modes of operation (see Sections
5.2 and 5.3).

PUSHBUTTONS - N AND S - These pushbuttons are used to scan through the choices
available and to make selections when viewing and changing settings.

DDP DIAGNOSTIC INDICATORS - (row of eight LEDs on the top of the Computer Swing
Panel) The DDP Diagnostic Indicators have two functions. When in Diagnostic mode, they
indicate the contents of the memory on the IMC-DDP-D board (see Section 5.4.3) and when
in Normal mode, they indicate the prevailing status or error message related to the IMC-DDP-D
Processor board (see Section 5.2.2).

DDP COMPUTER ON INDICATOR LIGHT - This light is located on the back of the Computer
Swing Panel (Figure 5.2). When ON continuously, the DDP Computer ON light indicates that
the IMC-DDP-D board is functioning normally and is completing its program loop successfully.
If the DDP Computer ON light flashes ON and OFF, it means that the program is not looping
successfully and the Processor board is malfunctioning. Check the EPROMs to make sure they
are installed properly. Refer to Appendix A, Disassembling the Computer Swing Panel and
Appendix B, Changing PC Boards, EPROMS or Microcontrollers.

DDP RESET BUTTON - Pressing the DDP RESET button, on the back of the Swing Panel,
causes the IMC-DDP-D Processor board to reset. It drops the rotating equipment voltages and
the brake, and opens the safety string.
Do not reset the IMC-DDP-D Processor
board while the car is in motion. _________________________________________
FIGURE 5.2 Computer Swing Panel (Back Plate)
Resetting the IMC-DDP-D, turns the
DDP Computer ON light OFF and it will
remain OFF while the DDP RESET
button is depressed. The IMC-DDP-D
Processor board is also equipped with
an auto reset feature that causes the
IMC-DDP-D board to go through the
reset process if, for any reason, the
program loop cannot be completed.
This prevents unnecessary trouble
calls if the problem has not caused
hardware damage. The auto reset
process causes the DDP Computer ON
light to turn OFF for a brief period while
the auto reset takes place.

CGP COMPUTER ON INDICATOR LIGHT - This light is located on the right side of the
Computer Swing Panel. When ON continuously, the MC-CGP ON light indicates that the
MC-CGP-4 Communication Processor board is functioning normally and is completing its
program loop successfully. The MC-CGP-4 board is equipped with an auto reset feature that
will cause the elevator to go through a resetting process if, for any reason, the program loop
cannot be completed.

42-02-7205 ONBOARD DIAGNOSTICS 5-3


5.2 NORMAL MODE (EOD)

The following is a description of the indicators and switches used in Normal mode, and the
settings which can be viewed and changed. Begin with all switches in the OFF (down) position
as shown in Figure 5.1. Specifically, the Diagnostic On/Norm and the F7 switches must be in
the down position. In the Normal Mode, the F2, F4 and F5 switches are used to access and set
the following:

F2 - Adjustment of Elevator Timers (see Section 5.2.3)


F4 - Setting the Real Time Clock (see Section 5.2.4)
F5 - Viewing the MP Computer Variable Flags (see Section 5.2.5)
F2 thru F7 - Resetting the MC-CGP parameters (see Section 5.2.6)

5.2.1 ALPHANUMERIC DISPLAY (DEFAULT DISPLAYS)

The alphanumeric display, on the front of the Computer Swing Panel (see Figure 5.1), is used
to communicate information in a user-friendly format. Upon power up, the message MP2
VERSION NUMBER X.XX.XX is scrolled. If the message PASSCODE REQUEST is then
scrolled on the display, refer to Section 5.3 8 Setting and Resetting the Passcode Option.

The alphanumeric display is used for a number of special diagnostic functions that are available
on the controller. Depending on the configuration of the control system, the available displays
include the following:

scrolling status and error messages


temperature (Celsius)
temperature (Fahrenheit)
measured load
trip counter
software versions
time of day

To scroll through the available displays (change what is currently being displayed on the
alphanumeric display), press and hold the N push-button.

STATUS AND ERROR MESSAGES - Status and error


messages are scrolled across the alphanumeric display. The NORMAL OP
message NORMAL OPERATION is scrolled when no other
status or error condition(s) exist. Table 6.10 provides a list of Standard Status and Error
messages and Table 6.11 provides descriptions and troubleshooting information. Table 6.12
provides a list of ASME A17.1-2000 status and error messages, including descriptions and
troubleshooting information.

Note that at any time, more than one status or error condition may exist. But the Alphanumeric
Display can show only one message at a time. The message considered to be of highest
priority will be displayed first. For example, if the car is on Independent Service and the safety
circuit is open, the display will scroll SAFETY CIRCUIT IS OPEN. Once the problem with the
safety circuit is corrected, the display will scroll the message INDEPENDENT SERVICE
OPERATION. When Independent Service is turned OFF, NORMAL OPERATION will again be
displayed.

5-4 ONBOARD DIAGNOSTICS 42-02-7205


TEMPERATURE (CELSIUS) - This mode displays the T M P = 4 5 C
temperature in degrees Celsius. This mode is available only
if the controller has been configured with the ability to connect
a temperature sensor. In the examples, 45C represents 45E T M P = - 1 5 C
Celsius and -15C represents -15E Celsius.

TEMPERATURE (FAHRENHEIT) - This mode displays the


temperature in degrees Fahrenheit. This mode is available T M P = 1 0 4 F
only if the controller has been configured with the ability to
connect a temperature sensor. In the examples, 104F T M P = - 2 7 F
represents 104E Fahrenheit and -27F represents -27E
Fahrenheit.

MEASURED LOAD - This feature is only available for


controllers that use an analog load sensing device (load
L W = 1 0 0 %
weigher). In the example on the right, the measured value is
100% of the learned value. If the load weigher learn process has not yet been successfully
performed, the measured load will not be displayed; the computer has no reference values from
which to calculate the load. Instead, the following status message will be displayed: LOAD
WEIGHER NOT YET LEARNED.

TRIP COUNTER - This mode provides the ability to view


and/or reset a six-figure trip counter. The trip counter records T = 0 0 2 0 0 0
the number of high speed runs made by the elevator since the
last time the counter was reset to zero. The example on the right indicates that the car has
made two thousand runs since the counter was last reset.

RESETTING THE TRIP COUNTER - The trip counter may be


reset to zero by pressing and holding the S pushbutton while T = 0 0 0 0 0 0
the trip counter is displayed. Once the S pushbutton is
pressed, the alphanumeric display will display CLEAR: 5, indicating that the counter will be
cleared in five seconds. If the button is held for five seconds, the timer will count down from five
to zero and the counter will be reset to zero. The five-second delay is provided to prevent an
accidental reset of the counter. Once cleared, the counter will display the value zero.

SOFTWARE VERSIONS - On local car controllers the version number of the MP Main
Processor and CGP Communication Processor software are displayed. The following
messages are scrolled across the alphanumeric display:

MP VERSION NUMBER: X.XX.XX (X.XX.XX is the version number)


CGP VERSION NUMBER: X.XX.XX (X.XX.XX is the version number)
DDP VERSION NUMBER: X.XX.XX (X.XX.XX is the version number)

TIME OF DAY - This mode displays the time of day in a


24-hour military format (hours, minutes and seconds). Refer 1 3 : 3 0 : 0 0
to Section 5.2.4 to change or adjust the time. The example
shown on the right represents the time 1:30 p.m.

42-02-7205 ONBOARD DIAGNOSTICS 5-5


5.2.2 DIAGNOSTIC INDICATORS

MP2 DIAGNOSTIC INDICATORS - The MP2 Diagnostic Indicators are located on the front of
the Computer Swing Panel. During normal operation these lights scan from right to left
(indicating that the MP program is looping properly) or flash ON and OFF to indicate an error
or status condition. If the car is connected to a Group Supervisor in a multi-car group system,
the lights will scan from right to left, then left to right, indicating proper communication between
the Car Controller and the Group Supervisor.

When a status or error condition exists, the Diagnostic Indicators flash one of several
messages depending on the software version (MP2 version number scrolls on boot up):
Software versions 8.02.00 or earlier flash the
MC-MP-1ES messages.
Software version 8.03.00 flashes CC Hex.
Software versions 8.04.00 or later flash 66 Hex.
Set the alphanumeric display to scroll the status
or error message. Refer to Table 6.10 MC-MP2 Scrolling Messages Lookup or find the
message in the Index and then refer to Table 6.11 Standard Status and Error Messages
for a description and troubleshooting information for the scrolling message.
ASME A17.1 - 2000 status and error conditions are
indicated by the diagnostic indicators flashing 55 Hex.
Set the alphanumeric display to scroll the status or
error message. Refer to Table 6.12 ASME A17.1 -
2000 Status and Error Messages for a description and
troubleshooting information for the scrolling message.

If the scrolling status or error message is not immediately displayed, press the N pushbutton
until the scrolling message appears (see Section 5.2.1 ALPHANUMERIC DISPLAY - STATUS
AND ERROR MESSAGES).

IMC-DDP DIAGNOSTIC INDICATORS - located on top of the Computer Swing Panel (see
Figure 5.1). In Normal Mode these indicators scan from right to left (indicating that the DDP
program is looping properly) or flash ON and OFF to indicate an error or status condition. When
troubleshooting, pay special attention to these indicators, as they will often point to the source
of the problem. Table 5.1 provides a complete listing of the IMC-DDP status and error
messages and Table 6.11 Standard Status and Error Messages, in the Troubleshooting
Section, provides a description and troubleshooting tips.

TABLE 5.1 IMC-DDP-D Status and Error Messages = LED off = LED blinking
Hex LEDs* MODE MEANING
Single LED scanning Normal Normal Operation, no errors or status messages
18 Normal SCR Drive not Ready
24 Normal Drive Control not Ready
42 Normal Pattern Generator not Ready
66 Normal Safety not Ready
99 Normal SMB Drive not Ready
C3 Normal Terminal Switches not Ready
* DDP Diagnostic Indicators on top of the Swing Panel

5-6 ONBOARD DIAGNOSTICS 42-02-7205


5.2.3 ADJUSTMENT OF THE ELEVATOR TIMERS

To view or adjust the elevator timing functions, set the switches as shown. When the F2 switch
is ON the timer settings are displayed and the values can be changed.

For example, when the F2 switch is turned ON, the display reads SDT 01S. SDT is the flag for
Short Door Dwell Timer. The number (01S) means that the Short Door Dwell Timer has been
set for 01 second. If the value had been in minutes, the last letter displayed would be M instead
of S. Pressing the N pushbutton (for next) advances the display to the next available
programmable timer. Constant pressure on the N pushbutton causes the display to scroll
through all the available programmable timers. Table 5.2 provides a listing of the programmable
timers and their ranges.

Once a programmable timer has been selected using the N pushbutton, the timer can be
adjusted to a desired value by using the S (for select) pushbutton. The adjustment range for
each timer is preset (see Table 5.2). Constant pressure on the S pushbutton increases the
timer value by one (second or minute) and causes the display to flash until the value reaches
the upper limit, at which point it automatically starts over from the lower limit. When the A1
switch is placed in the ON (Up) position, pressing the S pushbutton causes the timer value to
decrease. Release the S pushbutton when the desired value is displayed. When the S
pushbutton is released, the display flashes for three seconds. After the display stops flashing,
the new timer value has replaced the old value.

NOTE: Timers listed in Table 5.2 are not included if the corresponding
inputs/outputs/options are not available on your controller.

TABLE 5.2 Timers and their Ranges*


Timer Description Timer Range
ADAC ADA Car Call Door Dwell Timer. Provides the minimum door dwell time 01-120 seconds
when responding to a car call, as required by the ADA. This door dwell timer
is not shortened by the activation of a button or door reopening device.
ADAH ADA Hall Call Door Dwell Timer. Provides the minimum door dwell time 01-120 seconds
when responding to a hall call, as required by the ADA. This door dwell timer
is not shortened by the activation of a button or door reopening device.
ASTP Automatic Stop Door Dwell Timer. This timer defines the amount of time 01-30 seconds
the doors will stay open when the car has performed an automatic stop.
This timer will only appear if the controller software has been configured to
perform the auto stop function.
CCT Car Call Door Dwell Timer. This timer provides the door dwell time when 01-120 seconds
the car is responding to a car call.

42-02-7205 ONBOARD DIAGNOSTICS 5-7


TABLE 5.2 Timers and their Ranges*
Timer Description Timer Range
DRBZ Door Buzzer Timer. This timer indicates the length of time that the door 0-30 seconds
buzzer output should be active before door closing is initiated.
DHLD Door Hold Timer. This timer defines the amount of time the doors will stay 01-240 seconds
open when the door hold button is pressed. This timer will only appear if the
controller has been configured with a door hold button (DHLD input).
FLO Fan and Light Output Timer. This timer defines the amount of time that the 01-25 minutes
fan and light output (FLO) will keep the car fan and lights operative in the
absence of demand on the car. This timer will only appear if the controller has
been configured with a fan and light output (FLO output).
HCT Hall Call Door Dwell Timer. This timer provides the door dwell time when 01-120 seconds
the car is responding to a hall call.
HOS2 In-car Hospital Service Timer. This timer defines the amount of time that the 01-120 seconds
car will remain at a floor in response to a hospital emergency call. If the timer
elapses before the car is placed into in-car hospital service, the car will
revert back to normal operation. This timer will only appear if the controller
has been configured with hospital emergency service.
IDLE Idle Demand Timer. This timer defines the amount of time that will pass 01-60 minutes
before an idle car is automatically moved to the next floor. This feature is
useful in applications where it is desirable to lubricate the bearings and/or
exercise the brake mechanism periodically to prevent friction at initial car
movement. This timer may be turned OFF to disable this function.
LOT Lobby Call Door Dwell Timer. This timer provides the door dwell time when 01-120 seconds
the car is responding to either a car call or a hall call at the lobby landing (as
specified by the adjustable control variable LBBY).
MBWR Motor Blower Output. This timer defines the amount of time that the Motor 01 - 26 minutes
Blower output (MBWR) stays on after the car has stopped running.
MGT Motor Generator Shut Down Timer. This timer defines the amount of time 01-10 minutes
that will pass before the motor generator is turned off on a car that is idle.
PHEB Photo Eye Bypass Timer. This timer defines the amount of time that will 10-240 seconds
pass before an active optical door reopening device is ignored and/or
nudging is activated. The computer monitors the PHE input for continuous
activation and, should the PHE input remain active for the amount of time
defined by the PHEB timer, the PHE input is ignored and/or nudging
operation invoked (depending upon the controller configuration).
PRIS In-car Priority Service Phase II Timer. This timer defines the amount of time 01-120 seconds
that the car will remain at a floor in response to a Priority Service call. If the
timer elapses before the car is placed into In-car Priority Service, the car will
revert back to normal operation. This timer will only appear if the controller
has been configured with In-car Priority Service.
PRKD Parking Delay Timer. This timer represents the amount of time that will pass 01-120 seconds
before an idle car will park at the specified parking floor (if applicable).
SDT Short Door Dwell Timer. This timer defines the door dwell time that will be 01-120 seconds
provided when a door reopening device has been activated.
SEPT Mechanical Safe Edge Protection Timer. This timer defines the amount of 01-240 seconds
time that will pass before an active mechanical safe edge is ignored and/or
nudging is activated. If a mechanical safe edge is used (as specified by the
adjustable control variable MSAF), the computer monitors the SE input for
continuous activation and, should the SE input remain active for the amount
of time defined by the SEPT timer, the SE input is ignored and/or nudging
operation invoked (if applicable).
TOS Timed Out of Service Timer. This timer is used to determine that a car has 15-240 seconds
been prevented from responding to a car or hall call demand. Once this timer
elapses, the cars in service status is removed to allow hall calls assigned to
the car, to be reassigned to another car.
*Some timers are not included if the corresponding inputs/outputs/options are not programmed.

5-8 ONBOARD DIAGNOSTICS 42-02-7205


5.2.4 SETTING THE REAL TIME CLOCK

To adjust the real time clock, set the switches as shown. The F4 function switch is used to
access the clock parameters located on the MC-MP-2-2K board.

Turning the F4 switch ON causes the alphanumeric display to show the current year. Table 5.3
lists all the adjustable clock parameters and their adjustment ranges.

TABLE 5.3 Clock Parameters and Ranges


Parameter Range Parameter Range
YEAR 00 - 99 DATE 01 - 31
MONTH 01 - 12 HOUR 00 - 23
DAY MON. - SUN. MIN (MINUTE) 00 - 59

Press the N pushbutton to select the next parameter. Constant pressure on the N pushbutton
causes the display to scroll through all of the real time clock parameters. Once a parameter has
been selected, the value can be changed by pressing the S pushbutton. Constant pressure on
the S pushbutton increases the value by one, until the value reaches the upper limit, at which
point it automatically starts over from the lower limit. Release the S pushbutton when the
desired value is displayed. The new value is saved immediately. Return the F4 switch to the
OFF (down) position to exit the clock parameter adjustment menu.

5.2.5 ALPHANUMERIC DISPLAY - VIEWING THE MP COMPUTER VARIABLE FLAGS

This function is used to display the status of many of the input/output and internally generated
flags related to the MC-MP2-2K computer. To access these flags, set the switches as shown.

MC-MP2-2K Flags - With the MC-MP2-2K software, after moving the F5 switch to the ON
position, the alphanumeric display scrolls the message FLAGS STATUS... and then displays
abbreviation and status of the first available flag beginning with the letter A.

To access the MC-MP2-2K flags, set the switches as shown.

42-02-7205 ONBOARD DIAGNOSTICS 5-9


Tables 5.9 and 5.11 provide a listing of the available flags. To select a flag, press the N
pushbutton until the first letter of the flag displayed is the same as the first letter of the desired
flag. Release the N pushbutton and press the S pushbutton until the desired flag is displayed.
The flags abbreviation and current status is displayed (0 = OFF, 1 = ON).

MC-MP2-2K Inputs - With the MC-MP2-2K software the status of many system inputs may be
viewed on the alphanumeric display. To view the inputs, the F5 switch plus various additional
switches must be placed in the ON (up) position as follows:

F5, A9 HC-PIO board inputs


F5, A10 HC-RD board inputs
F5, A9, A10 HC-IOX / HC-I4O board inputs
F5, A11 HC-CIO board inputs
F5, A9, A11 MC-NC board inputs
F5, A10, A11 SC-SB2K board inputs
F5, A9, A10, A11 SC-BASE board inputs
F5, A9, A10, A11, A12 SC-HDIO board inputs

Press the N pushbutton to scroll through the inputs available for this job. They are displayed
in the order they are arranged on the board. The abbreviation and status of each input is
displayed (0 = OFF, 1 = ON).

5.2.6 RESETTING THE MC-CGP PARAMETERS

When an MC-CGP-4(8) Communication Board or EPROM are changed, or when the CRT
terminal screens display erroneous data, it may be necessary to reset the CGP parameters to
their default values. This can be done using the CRT terminal or via the Computer Swing Panel.

Using the CRT terminal - The CRT terminal connected to the local car controller may be used
to reset the CGP parameters using ODPC Reset CGP Parameters on the General (Shift F1)
screen.

Using the Computer Swing Panel - The CGP parameters can be reset to their default values
using the Computer Swing Panel. Set the toggle switches as shown, then press and hold both
the N and S pushbuttons in at the same time for about five seconds.

5-10 ONBOARD DIAGNOSTICS 42-02-7205


5.3 SYSTEM MODE (EOD)
The System Mode provides a level of security (if programmed) so that an unauthorized person
cannot modify or change the system parameters either intentionally or by mistake. To enter the
System Mode, set the switches as shown.

FIGURE 5.2 Swing Panel Settings for System Mode

With the F7 switch in the ON position, the alphanumeric display shows PASSWORD. Set the
A1 - A8 switches to the password value. If no password has been programmed for this job
(which is normally the case), set A1 - A8 to OFF (down).

Press the S pushbutton for 1 second. The alphanumeric display changes to SYSTEM. While
in System Mode, the group of eight vertical status LEDs scan from bottom to top indicating that
System Mode is active. If no function switch is moved or pushbutton is pressed for a period of
two minutes, the computer will automatically exit from System Mode and go into the Normal
Mode of operation. Placing the F7 switch in the OFF (down) position also causes the EOD to
exit the System Mode.

42-02-7205 ONBOARD DIAGNOSTICS 5-11


In System Mode, the Function Keys are used to access and set the following system
parameters:

F1 - Communication Port Settings (see Section 5.3.1)


F3 - Security Codes (see Section 5.3.2)
F4 - Hoistway Learn Operation (see Section 5.3.3)
F5 - MSK: Master Software Key (Simplex only) (see Section 5.3.4)
F6 - Software Options - adjustable control variables (see Section 5.3.5)
F7 - Turns System Mode ON and OFF
Diagnostic On/Norm - Load Weigher Learn Operation (see Section 5.3.6)
A8 - Activate Passcode Request Option (not on all controllers)

5.3.1 PROGRAMMING THE COMMUNICATION PORTS

The communication ports are field programmable through the Computer Swing Panel's
Enhanced Onboard Diagnostics (EOD). Section 3.3 Installing the CRT Terminal, covers
connecting a terminal to a COM Port on the MC-RS board and set-up of the terminal.

The communication ports were programmed (at the factory) for the original hardware, based
on customer-provided information. It may be necessary to reprogram a communication port
when changing from a monochrome to a color CRT, adding a lobby CRT or CRT with keyboard
or adding a modem.

The new hardware will not work correctly until the communication port is reprogrammed. To
reconfigure the communication port, enter the System Mode as described at the beginning of
Section 5.3 and set the switches as shown.

When the F1 switch is placed in the ON (up) position, the alphanumeric display shows the
following scrolling message: COMPORT MENU PRESS S TO START. Press the S pushbutton
for second and the display will show the current setting for the first item on the COM port
menu, in this case 1M=SCBL. The 1M stands for COM Port 1 Media and SCBL stands for
Serial Cable (see Tables 5.4 and 5.5) To change a communication port setting, press the N
pushbutton to scroll through the Communication Port Menu until the desired item is shown on
the alphanumeric display. Table 5.4 lists the items on the COM port menu.

CHANGING THE MEDIA SETTING - To change the media setting for COM Port #2, press the
N pushbutton to scroll through the items on the Communication Port Menu (see Table 5.4) and
release N when 2M is displayed. Then press the S pushbutton to scroll through the Media Menu
(see Table 5.5). Release S when the desired media is displayed. After selecting the desired
media, press N to again scroll through the Communication Port Menu.

5-12 ONBOARD DIAGNOSTICS 42-02-7205


CHANGING THE DEVICE SETTING - To change the device setting for COM Port #2, press
the N pushbutton to scroll through the Communication Port Menu and release N when 2D is
displayed. Then press the S pushbutton to scroll through the Device Menu (see Table 5.6).
Release S when the desired device is displayed. After selecting the desired device, press N to
again scroll through the Communication Port Menu.

SAVING THE CHANGES - When you have finished making changes, press the N pushbutton
until, SAVE?N/S is displayed. Pressing S will save the changes and SAVED... will be displayed.
If N is pressed, the program will continue to scroll through the Communication Port Menu. To
exit the Communication Port Menu, place the F1 switch in the OFF (down) position. If you exit
the Communication Port Menu without choosing SAVE?N/S and pressing S, any changes made
to settings will be ignored.

TABLE 5.4 Communication Port Menu

EOD Display Description


NO COM No COM port option has been enabled
1M COM Port 1 Media
1D COM Port 1 Device
2M COM Port 2 Media
2D COM Port 2 Device
3M COM Port 3 Media
3D COM Port 3 Device
4M COM Port 4 Media
4D COM Port 4 Device
SAVE?N/S Save the changes? N for no or continue, S for save

TABLE 5.5 Media Menu

EOD Display Description


NONE No Media - the port is not being used
SCBL Serial Cable - direct connection to a CRT terminal or terminal emulator
Line Driver - connection to a CRT terminal or terminal emulator at a distance of
LDRV
over 40 feet using a line driver
MODM Modem - phone line connection to a Personal Computer using modems

TABLE 5.6 Device Menu

EOD Display Description


NONE No Device - the port is not being used
Use for these terminals or emulators with keyboard (Link MC5,
CRTMK
Wyse WY-325ES, Esprit 250C Emulator or ADDS 260LF Emulator)
Use for these terminals or emulators without keyboard (Link MC5,
CRTM
Wyse WY-325ES, Esprit 250C Emulator or ADDS 260LF Emulator)
PC Personal Computer with CMS / MSD
PCGD Personal Computer Graphic Display (no longer used)
CRTCK Use for these terminals with keyboard (Link MC-70, Wyse WY-370)
CRTC Use for these terminals without keyboard (Link MC-70, Wyse WY-370)

42-02-7205 ONBOARD DIAGNOSTICS 5-13


5.3.2 ASME A17.1 - 2000 Bypass Function

To allow the car to run during construction and adjustment of the controller, we need to bypass
several of the code required functions. Two modes of ANSI Bypass are available;

One mode is for inspection operation only and provides for the bypass of the ANSI fault
monitoring for an indefinite amount of time. Three steps are required to turn on this
option.

Another mode is for use on automatic operation and provides for two hours of bypass
operation. Three steps are necessary to invoke this mode as well.

For bypass with unlimited time in Inspection mode:


1. Place a jumper between 2KBP1 and 2KBP2 on the SC-BASE-D board.
2. Place the MACHINE ROOM INSPECTION TRANSFER switch on the SC-SB2K board
to the INSP position.
3. Enter system mode (F7 switch up, press and hold S button for 1 second).
4. Access Software option LTAB (F6 switch up, press N button to scroll to LTAB = OFF).
5. Change LTAB = ON (press S button)

For bypass for 2 hours in Automatic Operation:


1. Place a jumper between 2KBP1 and 2KBP2 on the SC-BASE-D board.
2. Place the TEST/NORM switch on TEST on the SC-SB2K board.
3. Enter system mode (F7 switch up, press and hold S button for 1 second).
4. Access Software option ABYP (F6 switch up, press N button to scroll to ABYP = OFF).
5. Change ABYP = ON (press S button)

Please exercise extreme caution when the 2000 bypass function has been invoked. Note
that, regardless of this bypass function, the emergency brake still functions.

NOTE: The SC-BASE boards 2KBP1/2 jumper must also be activated


(jumped) to bypass the A17.1 - 2000 faults.

5-14 ONBOARD DIAGNOSTICS 42-02-7205


5.3.3 VIEWING AND CHANGING THE SECURITY CODES

For jobs with the MCE SECURITY, either Basic Security or Basic Security with CRT Option, this
function allows the security codes to be viewed or changed. If the job does not have MCE
SECURITY, the alphanumeric display will show NOT USED.

With MCE's Basic Security, the Building Security Input (BSI) is used to turn security ON and
OFF. Refer to the job prints to find the BSI input. When Security is ON, all car calls are
screened by the computer and become registered only if: (1) the call is to a floor that is not a
secured floor, or (2) the floor is a secured floor and its Security Code is correctly entered within
10 seconds.

With MCE's Basic Security with CRT Option, additional programming options are available via
the CRT terminal. Refer to MCE's Elevator Security User's Guide, part # 42-02-S024, for
additional information and programming instructions. For both Basic Security and Basic
Security with CRT Option, the security codes for each floor are programmed as described
below.

The Security Codes are viewed and changed using the Computer Swing Panel. To view and
change the security codes, place the F3 Switch in the On or up position while in "System"
mode. Not all elevator systems are equipped with the SECURITY option. If the system does
not have Basic Security, the Alphanumeric Display will show NOT USED when the F3 switch
is turned On.

The security code for each floor may consist of from one to eight characters, where each
character is one of the floor buttons found in the elevator car. Each floor may have a different
length code. Table 5.7, Changing Floor Security Status and Security Code, describes the steps
required to view and change a floors security code. A floor cannot be Secured unless a
Security Code has been programed.

The Appendix, Security Information and Operation in the Elevator Security User's Guide,
provides instructions for elevator passengers who will be using the elevator while Security is
ON. Space has been provided for listing the security codes for each floor.

42-02-7205 ONBOARD DIAGNOSTICS 5-15


TABLE 5.7 Changing the Floor Security Status and Security Code
Switch Explanation Alphanumeric Display
Step 1 To begin, display the 1st floors status Example: B NSCR

F3 switch While in the System mode, turn function B = basement


ON (up) switch F3 ON (up). NSCR = not secured

Step 2 To display another floors security status Example: 1 SCRD

Press N Steps to the next floors security status. 1 = floor #1


Press N again for the next floor, etc. SCRD = secured

Step 3 To select a floor to view or change a code Example: 2 1=3

Press S With the floors security status displayed, For floor 2, the first character in the
press S. The first character of the floors code is 3.
security code is then displayed.

Step 4 To change a code character


Example : 2 1=5
Press S Steps through the available code
For floor 2, the first security character
characters. When the desired character
is now 5.
is displayed, go to Step 5.

Step 5 To display the next code character Example 1: 2 2=4

Press N Steps to the next character in the code. For floor 2, the second character in
To change more characters, repeat the code is 4.
steps 4 and 5.
Example 2: 2 1=END
The last character of a code must be the
word END if the code is less than eight For floor 2, the first character in the
characters long. security code is the word END. Floor
2 is unsecured.

Step 6 To end and save Example : 2 NSCR

Press N If END is chosen as a code character or


if this is the eighth character, when N is If END was chosen for first character,
pressed the computer saves the code this floor has no security code and is
and displays the current floors security unsecured. Using END for any other
status. To view or change the code for character just ends that code, but the
another floor, return to step 2. floor is still secured.

To exit System mode Example: 11:04:27


F3 and F7
switches
Every security code must end with the The time displayed
OFF, down
word END or be 8 characters long. If not,
position
the processor remains in System mode.

5-16 ONBOARD DIAGNOSTICS 42-02-7205


5.3.4 HOISTWAY LEARN OPERATION

Since the IMC Performa traction controller operates under the assumption that its computer
knows the exact floor and car position in the hoistway, the IMC Performa processors must learn
the building before an attempt is made to run the car in any way other than Inspection
operation. This section describes how to put the system on Learn operation. For details on
performing the learn operation see Section 4.1, Learning the Building Floor Heights.
To place the car on Learn operation, log into System Mode as described at the beginning of
Section 5.3 and then place the F4 switch in the ON (up) position. Once on Learn operation, the
alphanumeric display, the Diagnostic Indicators on the front of the Swing Panel, and the DDP
Diagnostic Indicators on the top of the Swing Panel, display specific messages as described
below. The rest of the indicators and switches are not used in this mode.

Alphanumeric Display - While on Learn operation, the alphanumeric display indicates the
Learn operation status by displaying the following messages:

LRN ERR - learn error


LN READY - learn ready
LEARNING - learning
LEARNED - learn complete

Diagnostic Indicators - When LEARNING appears on the alphanumeric display, the DDP
Diagnostic Indicators on the top of the Computer Swing Panel will flash to indicate that the
IMC-DDP-D computer is on a learn run. The Alphanumeric Diaplay, on the front of the
Computer Swing Panel, will scroll any setup error messages (see Table 6.10, Learn Mode).

5.3.5 SETTING MSK: MASTER SOFTWARE KEY

On a simplex car, the Master Software Key is used in conjunction with the Basic Security with
CRT Option or Access Control for Elevators (ACE) Security. To view or change MSK, log into
System Mode as described at the beginning of Section 5.3 and then place the F5 switch in the
ON (up) position. If this is not a simplex car or if this job does not have the Basic Security with
CRT Option or ACE Security enabled, the alphanumeric display will show NOT USED.
Additional information about the Master Software Key (MSK) can be found in the Elevator
Security Users Guide, MCE Part # 42-02-S024.

5.3.6 SETTING THE SOFTWARE OPTIONS - ADJUSTABLE CONTROL VARIABLES

Table 5.8 provides a listing of the software options - adjustable control variables. Not all of the
options are available on all controllers. To view or set the adjustable control variables, log into
System Mode as described at the beginning of Section 5.3 and place the F6 switch in the ON
(up) position.

The first available variable will be shown on the display. Press the S pushbutton to change the
setting. Press the N pushbutton to scroll to the next available variable. Table 5.8 lists the
variables in alphabetic order, not in the order in which they are displayed on the controller.

42-02-7205 ONBOARD DIAGNOSTICS 5-17


TABLE 5.8 Software Options
VARIABLE NAME DEFINITION
ABYP A17.1 - 2000 Bypass Allows the car to run without A17.1 - 2000 (monitor for 2 hours).
AFR Alternate Fire Floor Recall Determines the designated recall floor for alternate Fire Service Operation.
AFR2 Second Alternate Fire Determines the designated recall floor for the second alternate Fire Service operation
Floor Recall (Detroit Fire code).
AGNG Alternate Gong Option Causes an arrival lantern to be illuminated whenever the car's doors are open at a non-
lobby landing. In the absence of actual call demand, the direction selected is a reflection
of the car's last direction of travel. If the car is located at a terminal landing, the
appropriate lantern will be illuminated.
APP1 Alternate Primary (lower) When ON, the car will no longer park at the original parking floor (PPF). Instead the car
Parking Floor will park at the first alternate parking floor specified by the landing stored in this variable.
APP2 Alternate Primary (lower) When ON, the car will no longer park at the original parking floor (PPF). The car will park
Parking Floor #2 at the second alternate parking floor specified by the landing stored in this variable.
CCBC Cancel Car Call Behind If ON, and if the car has a direction arrow (SUA/SDA), no car calls can be registered
Car Option behind the car's current position. For example, if a car is at the fifth floor, moving down,
then no car calls can be registered for any floors above the fifth floor.
CNID Car Network ID The Car Network ID identifies each local car controller to the Group Supervisor for
communication purposes. With the latest MP Software versions, this parameter may now
be set using this software variable, as well as via the CRT terminal.
CPPB Constant/Momentary This option, when turned OFF, will disable photo eye/safety edge bypass logic for cars
Pressure Photo that are on Independent Service, Attendant Service, Hospital Service Phase 2, and any
Eye/Safety Edge Bypass other non-automatic door closing conditions (CPCLOSE, MPCLOSE, etc.).
DCFL Door Close Front Latch Maintains the Door Close Function on the front doors continuously as long as a door open
command is absent.
DCRL Door Close Rear Latch Maintains the Door Close Function on the rear doors continuously as long as a door open
command is absent.
DDOP Double Ding on Down When ON, the gong output dings twice for down direction travel and once for up direction
Option travel. If OFF, the gong output will only ding once for both up and down direction of travel.
DDPO Door Lock Direction Causes the car to hold its direction preference until the doors are closed. When OFF, the
Preference Option car will be allowed to change direction preference with the doors open (when the hall call
door time elapses).
DGNG Door Lock Gong Option Determines when the arrival gong outputs are activated. The arrival gong outputs are
activated after the doors begin to open. When OFF, the arrival gong outputs are activated
when the car steps into the floor. This option should be OFF when hall mounted arrival
fixtures are used and turned ON when car-riding arrival fixtures are used.
DOFL Door Open Front Latch Maintains the Door Open Function on the front doors continuously as long as a door close
command is absent.
DORL Door Open Rear Latch Maintains the Door Open Function on the rear doors continuously as long as a door close
command is absent.
FTLF Failure to Leave the Floor The value set in this option determines the maximum number of times H (High speed)
may pick consecutively at the same landing before the car is shutdown with an MLT fault.
Set this option to OFF to disable the shutdown due to this fault.
HNDZ Initiate high speed run This option is only available on controllers which have a rope stretch relevel relay (RSR),
while releveling (high which actively manipulates the dead zone perceived by the controller. Enabling this
speed while not in dead option will allow the controller to initiate a run while the car is still in the releveling zone
zone) (it will not have to relevel to dead zone before initiating a high speed run). The run is
initiated only if the doors are locked and a car call has been registered.
HREO Reopen doors with hall If enabled, this option will allow the activation of a hall call button to cause a cars doors
button to reopen (if in the process of closing). If the option is turned OFF, the doors will not
reopen if the doors are closing and a car call has been registered for that car.
KCE Keyboard Control of MCEs Elevator Central Monitoring System software, CMS for Windows, allows
Elevators monitoring of elevators and control of certain elevator functions using a PC. The CMS
option, KCE can be enabled or disabled at the local car or group level by turning the
controllers Adjustable Control Variable ( KCE) ON or OFF. Changing the KCE setting in
the individual cars controller affects only that car. Changing the KCE setting in the Group
controller affects all of the cars in that group. Consult the CMS for Windows manual for
additional information.
LBBY Lobby Floor Determines the location of the lobby floor for a simplex car and for a local car (part of a
group system) when the car is operating independently of the Group Supervisor (i.e., Fire
Service) or if there is a loss of communication with the Group Supervisor.
LGNG Lobby Alternate Gong Causes an arrival lantern to be illuminated whenever the car's doors are open at the lobby
Option landing. In the absence of actual call demand, the up direction lantern will be illuminated.

5-18 ONBOARD DIAGNOSTICS 42-02-7205


TABLE 5.8 Software Options
VARIABLE NAME DEFINITION
LLCC Light Load Call Cancel When the light load input (LLI) is ON, this variable sets the threshold above which an
additional car call will cause all previous calls to be canceled with the exception of the last
call entered in the system.
LTAB A17.1 - 2000 Bypass Allows the car to run on inspection without A17.1 - 2000.
MFR Main Fire Floor Recall Determines the designated recall floor for main Fire Service operation.
MSAF Mechanical Safety Edge Must be ON if the car has Mechanical Safety Edge, otherwise it should be OFF, as when
an infrared detector is used.
NPRE No Pre-opening Option When ON, prevents pre-opening of the doors on an approach to any landing. When OFF,
the doors will start to open as soon as the car is 3" (76 mm) from level at the target floor.
PECC Anti-nuisance Call Cancel Sets the threshold for the number of car call stops without an interruption of the photo
eye. If no photo eye interruption is detected when the car answers the fourth car call, the
controller will cancel any additional car calls registered in the system. This function is
normally referred to as anti-nuisance.
PHEP Photo Eye Protection When this variable is set to ON, it will prevent the photo eye from ever being bypassed
except on Fire Service. When set to OFF, this option will enable the stuck photo eye
protection logic and the photo eye will be bypassed after the car times out of service. This
option must be turned ON for all jobs that use the PHE input for the door hold key switch.
PPF Primary (lower) Parking Determines where the car will park in the absence of call demand. In group systems, this
Floor variable only takes affect when the car is operating independently of the group supervisor
or if there is a loss of communication with the Group Supervisor.
RCCD Reversal CCD Option When ON, all registered car calls are canceled when the car reverses direction.

5.3.7 LOAD WEIGHER LEARN OPERATION (CALIBRATION)

Some IMC Performa controllers use a load weigher to determine the load in the car, as a
percentage of full load, for the purpose of performing certain dispatching functions such as anti-
nuisance call canceling, hall call bypass when fully loaded, and overloaded car detection. The
Load Weigher Learn Operation is used to calibrate the load weigher. While in the SYSTEM
MODE, the Diagnostic On/Norm switch is used to enter the Load Weigher Learn Mode.
Section 4.8, Load Weigher Adjustment for Dispatching, provides a complete description of the
dispatching options and the load weigher learn operation.

5.3.8 SETTING AND RESETTING THE PASSCODE OPTION (NOT ALL CONTROLLERS)

The Passcode Request option can be used to require that a passcode be entered in order to
run the car on any mode of operation other than Inspection. If a passcode has not been pre-
programmed for the controller, the Passcode Requested option is not available and will not
appear.

Upon power up, the message MP2 VERSION NUMBER: 8.00.00 will scroll across the
alphanumeric display. If a passcode has been pre-programmed and the Passcode Requested
option has been activated, the message PASSCODE REQUEST... is then scrolled. This means
a passcode is required in order to run the elevator on any mode other than Inspection.

In order to set the passcode (to run the car on Normal operation) or reset the passcode (to
disallow Normal Operation and run on Inspection only), the controller must first be placed in the
System Mode.

NOTE: PASSWORD is not the same as PASSCODE. The PASSWORD is used


to limit access to System Mode. The PASSCODE, when activated, requires
that a passcode be set in order to run on any mode other than Inspection.

With the F7 switch up, press the S pushbutton for 1 second. The alphanumeric display changes
u
to SYSTEM . u
42-02-7205 ONBOARD DIAGNOSTICS 5-19
While in System Mode, the group of eight vertical status LEDs scan from bottom to top
indicating that System Mode is active. If no function switch is moved or pushbutton is pressed
for a period of two minutes, the computer will automatically exit from System Mode. Placing the
F7 switch in the OFF (down) position also causes the Enhanced Onboard Diagnostics to exit
the System Mode.

5.3.8.1 SETTING THE PASSCODE (to run the car on Normal operation) - Once in System
Mode, place the A8 switch in the ON (up) position as shown.

The message PRESS -S- TO SET PASSCODE OR -N- TO CLEAR PASSCODE... will scroll
across the display. Press the S pushbutton. The message CODE 1 = 0 is displayed.

The passcode consists of eight alphanumeric characters. The display indicates the value of
code character #1. Press the S pushbutton to change the value. Press the N pushbutton to
select the next passcode character. When the A1 switch is ON (up) the display will decrement
when either N or S are pressed.

When the eighth passcode character is displayed, pressing the N pushbutton causes the
display to change to SAVE? N/S. Press N continue setting / changing the passcode. Press S
to save the passcode. If the passcode is set correctly the display will show SAVED.... If the
passcode is not set correctly the message INVALID PASSCODE. PRESS N TO CONTINUE

5-20 ONBOARD DIAGNOSTICS 42-02-7205


is scrolled across the display. Pressing N causes CODE1= (x) to be displayed so that the
passcode can be corrected.

Once the passcode is set correctly and saved, exit System Mode by placing the F7 and A8
switches in the OFF (down) position. The car can then be run on Normal operation.

5.3.8.2 ACTIVATING THE PASSCODE REQUESTED OPTION (Disallows normal operation,


run on inspection only)

The Passcode Requested option can be re-activated by clearing the valid passcode setting. To
clear the passcode, enter System Mode as described in Section 0.1 and place the A8 switch
in the ON (up) position. Press the N pushbutton while the message PRESS -S- TO SET
PASSCODE OR -N- TO CLEAR PASSCODE... is being scrolled. The display changes to
CLEARED. Exit System mode by placing the F7 and A8 switches in the OFF (down) position.
The message PASSCODE REQUEST... is scrolled across the display and the car is only
allowed to run on Inspection operation.

5.4 DIAGNOSTIC MODE (EOD)


In the Diagnostic Mode, the A1 thru A8 switches allow access to the MC-MP2 and IMC-DDP
computer memory locations. The Diagnostic Indicators and DDP Diagnostic Indicators show
the status (ON or OFF) of the flags at those locations (refer to Figure 5.3). To access
Diagnostic mode, set the switches as shown.

FIGURE 5.3 Diagnostic Mode (EOD)

42-02-7205 ONBOARD DIAGNOSTICS 5-21


5.4.1 VIEWING THE MC-MP2-2K COMPUTER VARIABLE FLAGS

The A1-A8 switches enable an elevator mechanic to view the status of the MC-MP2-2K
Computer Variable flags when troubleshooting a problem. Figure 5.4 describes the procedure
for viewing the computer flags, in this case at address 20H (selected from Table 5.10). The
MC-MP2-2K Computer Variable Flags at addresses 20H thru 2FH may also be viewed using
the CRT terminal's Diagnostic Menu (F11, 7) MP2 Input/Output screen (see Section 6.4,
Troubleshooting Car Operation Control (COC).

FIGURE 5.4 Viewing the flags at Address 20H (from Table 5.10)

In this example, address 20 has been selected LED Flag Description


(see Table 5.10). The Diagnostic On/Norm switch 8 DOLM Door open limit memory flag
and the A6 switch are ON (up); all other 'A' 7 PHE Photo eye input
switches are OFF (down). The display reads
ADD.20H. The flags that can be viewed from this 6 DZ Door zone input
address are listed on the right. A complete list of 5 DOL Door open limit input
these flags can be found in Table 5.9. Check the 4 DBC Door close button input
Diagnostic Indicators on the front of the Swing
3 SE Safety edge input
Panel. If an LED is ON, it means that flag is ON.
For example, if Diagnostic Indicator #6 is ON, this 2 GEU Gong enable up output
means the Door Zone Input (DZ) is ON. 1 GED Gong enable down output

Table 5.9 provides a listing of the MC-MP2-2K Computer Variable flags and the abbreviation
assigned to each flag. Tables 5.10 and 5.13 show the memory address locations for the flags.
Access a flags address by setting the A1 - A8 switches as shown in Table 5.10. The
Alphanumeric Display shows the addresses selected. Once an address has been selected, the
diagnostic indicators, on the front of the Swing Panel, show the status of the flags at that
computer memory address. Table 5.10 shows the abbreviations for the flags in the columns
thru (corresponding to indicators 1 thru 8) in the each row.

ALTERNATE ADDRESS SELECTION METHOD - There is an alternate way of selecting the


computer memory address, without using the A1-A8 switches. To do so, regardless of the
position of A1-A8 switches, press the N pushbutton. The alphanumeric display automatically
reads ADD. 20H, which is the first diagnostic address for the MC-MP2-2K Computer flags. The
Diagnostic Indicators display the contents of the address. Constant pressure on the N
pushbutton automatically increases the address shown on the alphanumeric display, and the
state of the indicator lights changes respectively. Once the address reaches 33H, it
automatically goes back to 20H. Releasing the N pushbutton holds the last address displayed
on the alphanumeric display for an additional three seconds before changing the display to
reflect the address selected by the A1-A8 switches.

5-22 ONBOARD DIAGNOSTICS 42-02-7205


TABLE 5.9 MC-MP2 Computer Variable Flags
ABBREV FULL NAME ABBREV FULL NAME
ADAC ADA Car Call Timer FRA Alternate Fire Phase I Input
ADACR Rear ADA Car Call Timer FRC Fire Phase II
ADAH ADA Hall Call Timer FRM Fire Service Phase I
ADAHR Rear ADA Hall Call Timer FRS Fire Phase I Input
ALT Alternate Service FWI Fire Warning Indicator Output
ATS Attendant Service Input GED Gong Enable Down Output
ATSF Attendant Service Function GEU Gong Enable Up Output
BFD Bottom Floor Demand H High Speed Output
CAC Car Above Counterweight HCDX Hall Call Disconnect
CBC Car Below Counterweight HCR Hall Call Reject
CC Car Call HCT Hall Call Door Time
CCA Car Call Above HLD Hold Input Fire Phase II
CCB Car Call Below HLI Heavy Load Input
CCD Car Call Disconnect HLW Heavy Load Weigher
CCT Car Call Door Time HML Home Landing Select Input
CD Car Done HSEL Hospital Emergency Select
CODE 3 Third Bit in Absolute PI Code IN Inspection or Access Input
CSAF Computer safe IND Independent Service Input
CSB Car Stop Switch Bypass Output INT Intermediate Speed Input
CTL Car to Lobby Input ISR In Service and Ready
CTLF Car to Lobby Function Flag ISRT In Service Truly
CWI Counterweight Input ISV In Service
CWIL Counterweight Input Latch LD Level Down Input
DBC Door Button Close Input LFP Lower Floor Parking
DC Down Call LLI Light Load Input
DCA Down Call Above LLW Light Load Weigher
DCB Down Call Below LOT Lobby Door Time
DCC Door Close Complete LU Level Up Input
DCF Door Close Function Output MGR Motor Generator Run Output
DCL Door Close Limit MLT Motor Limit Timer
DCLR Rear Door Close Limit NSI Non-Stop Input
DCLC Door Closed Contact NUDG Nudging Output
DCLCR Rear Door Closed Contact PFG Passing Floor Gong
DCP Door Closed Power Output PHE Photo Eye Input
DDP Down Direction Preference PK Parking
DELSIM Delta Simulation PSTX Preliminary Stepping Function Complete
DHO Door Hold Open PTR Permission To Run (from Supervisor)
DLK Door Lock Input PTS Permission To Start (from Supervisor)
DMD Demand Down PUSD Earthquake Power Up Shut Down
DMU Demand Up REL Releveling Output
DNDO Down Direction Output RUN Run
DNI Down Direction Input SAF Safety String Input
DNS Down Direction Sense Input SD Supervisory Down
DOF Door Open Function Output SDA Down Direction Arrow Output
DOI Door Open Intent SDT Short Door Time
DOL Door Open Limit Input SE Safety Edge Input
DOLM Door Open Limit Memory SLV Slaved
DPM Door Position Monitor STC Stepping Complete
DPMR Rear Door Position Monitor STD Step Down Input
DSD Down Slow Down Input STU Step Up Input
DSH Door Shortening (Car Call Button Pushed) SU Supervisory Up
DSHT Door Shortening (Final) SUA Up Direction Arrow Output
DZ Door Zone Input TFD Top Floor Demand
DZORDZ Door Zone or Rear Door Zone TOS Timed Out of Service
ECRN Emergency Power Running Car UC Up Call
EDS Earthquake Direction Switch UCA Up Call Above
EPI Emergency Power Input UCB Up Call Below
EPR Emergency Power Return Function UDP Up Direction Preference
EPS Emergency Power Select Input UFP Upper Floor Parking
EQA Earthquake Function Active UPDO Up Direction Output
EQI Earthquake Input UPI Up Direction Input
EQIND Earthquake Indicator Output UPS Up Direction Sense Input
EQN Earthquake Normal USD Up Slow Down Input
ESTE Earthquake Stop Time Elapsed YRQ Wye Request
FCS Fire Phase II Input YSIM Wye Simulation

42-02-7205 ONBOARD DIAGNOSTICS 5-23


TABLE 5.10 MC-MP2 Diagnostic Mode Addresses and Computer Variable Flags

MC-MP(2) DIAGNOSTIC MODE ADDRESSES AND COMPUTER VARIABLE FLAGS


Computer Toggle Switches Diagnostic Indicators
Memory LED On = variable flag is On or Active
Address
Diagnostic On
(Hex)
F1 A8.......A5 A4.......A1 8 7 6 5 4 3 2 1
20 DOLM PHE DZ DOL DBC SE GEU GED

21 DC UC CC DHO DOI

22 DCF DCP DOF LOT HCT CCT SDT

23 HSEL CSB DCC NUDG DSHT

INT/
24 FRA FCS FRS DNS UPS STD STU
DCLC

25 HLW HLI FWI

26 LFP UFP

DEL
27 EQI IND IN YSIM
SIM
DZO
28 LLW DLK PK LLI
RDZ

29 DNDO LD DDP UPDO LU UDP

2A DMD DCB UCB CCB DMU DCA UCA CCA

2B TOS MLT PSTX MGR H REL DSH RUN

2C STC SAF HCR HCDX CCD ISV ISRT

2D FRM FRC

2E SD SDA DSD BFD SU SUA USD TFD

2F* HLD EQA ATSF ECRN CD EPR

2F HLD EPI EPR SLV ISR YRQ PTR PTS

30 EPS EPI HML ALT

32* CAC CBC CWI EDS ESTE EQN PUSD

32 CAC CBC CWI EQA EDS ESTE EQN PUSD

33 CWIL

3B** DCLR DCL

3F** ADAHR ADACR ADAH ADAC

48** DPMR DCLCR DPM DCLC

* Simpex Ver. 3.59 or earlier software ** MC-MP2 Ver. 8.0 of later software. DNmd 033

5-24 ONBOARD DIAGNOSTICS 42-02-7205


TABLE 5.11 ASME A17.1 - 2000 Variable and Flag Descriptions
2BI 2 Bus Input HDBR Hoistway Car Door Rear Bypass Switch - Bypass
Position
2KBP ANSI 2000 Bypass Input HDR Hoistway Door Rear
ACCI Inspection Access ILO1 Overspeed - Inspection / Leveling, Pld #1
ASI Assigned ILO2 Overspeed - Inspection / Leveling, Pld #2
ASI1 Assigned IMEM Inspection Memory
ASI2 Assigned INCTI Inspection Car Top
ASI3 Assigned INDN Inspection Down Input
ASI4 Assigned INICI Inspection in Car
ASI5 Assigned INMR Inspection Machine Room
ASI6 Assigned INUP Inspection up Input
ASI7 Assigned MB Motor / Brake Output
ASI8 Assigned MPSAF Main Processor Safety Output
CD Car Door Closed ONE 2 Indicates Switching from Eb1 to Eb2
TWO
CDB Car Door Bypass Switch - Bypass Position RACC1 Redundancy Access Inspection Relay #1
CDBO Car Door Bypass Switch - off Position RACC2 Redundancy Access Inspection Relay #2
CDBR Car Door Rear Bypass Switch - Bypass Position RBK Redundancy Brake Relay
CDR Car Door Rear RCD Redundancy Car Door Closed Relay
COS1B Overspeed - Contract, Pld #1 RCDR Redundancy Car Door Rear
COS2 Overspeed - Contract, Pld #2 RCHDT Redundancy Car / Hoistway Door Timed Relay
CT Cycle Test Output RCTIC Redundancy Car Top/ in Car Inspection
CTDIF Cycle Test - Dp Differential RDN Redundancy down Relay
CTOS Cycle Test - Overspeed RDZ Redundancy Door Zone Relay
CWI Counterweight Input RDZR Redundancy Door Zone Rear Auxiliary
DCBOR Car Door Rear Bypass Switch - off Position RDZX Redundancy Door Zone Auxiliary
DETS Down Emergency Terminal Switch REB1 Emergency Brake Relay #1
DNDIR Down Direction Detected REB2 Emergency Brake Relay #2
DNL Down Normal Limit REI Run Enable Input
DZRX Door Zone Rear Auxiliary RESBYP Redundancy Emergency Stop Switch Bypass Relay
DZX Door Zone Auxiliary RFR Redundancy Fault Reset
EB1 Redundancy Emergency Brake Relay #1 RFRM Redundancy Fault Reset Memory
EB2 Redundancy Emergency Brake Relay #2 RGOV Redundancy Governor Relay
EBR Emergency Brake Reset RH Redundancy High Speed Relay
EBRM RHD Redundancy Hoistway Door Closed Relay
EDS Earthquake Direction Switch RHDB Redundancy Hoistway Door Bypass
EQIND Earthquake Indicator RHDBR Redundancy Hoistway Door Bypass Rear
EQL Earthquake Latch RHDR Redundancy Hoistway Door Rear
EQLED Earthquake Light RIN1 Redundancy Inspection Relay #1
EQR Earthquake Reset Switch RIN2 Redundancy Inspection Relay #2
EQRM Earthquake Memory Switch RLULD Redundancy Level up / Level Down Relays
ESBYP Emergency Stop Switch Bypass RMR Redundancy Motor Relay
ETS1 Overspeed - Emergency Terminal Switch, Pld #1 RSAFR Redundancy Safety Relay Input
ETS2 Overspeed - Emergency Terminal Switch, Pld #2 RTBAB Redundancy Top / Bottom Access Buttons Relay
FCCC Fire Phase 2 - Car Call Cancel RUP Redundancy up Relay
FCOFF Fire Phase 2 Switch - off Position RUPM Redundancy up Relay Memory
FIR1 Fire Phase 1 Active - Main or Alternate SAFC Safety Circuit Car
FRBYP Fire Phase 1 Switch - Bypass Position SAFH Safety Circuit Hoistway
FRSA Fire Phase 1 - Mr / Htw Sensor - Alternate Recall SSI Seismic Switch Input
FRSM Fire Phase 1 - Mr / Htw Sensor - Main Recall STOP Stop Switch Input

42-02-7205 ONBOARD DIAGNOSTICS 5-25


FWL Fire Warning Light TEST Test Input
GOV Governor Switch Input TWO 2 Indicates Switching from Eb2 to Eb1
ONE
HD Hoistway Door Closed UETS Up Emergency Terminal Switch
HDB Hoistway Door Bypass Switch - Bypass Position UNL Up Normal Limit
HDBO Hoistway Door Bypass Switch - Off Position UPDIR Up Direction Detected
HDBOR Hoistway Car Door Rear Bypass Switch -Off Postion

TABLE 5.12 MC-MP2 ASME - 2000 Flags and Variables [F2, A9, A10 and A11 must also be ON (up)]
ADDR Switch Setting LED8 LED7 LED6 LED5 LED4 LED3 LED2 LED1
A1 - A8

0700H 2 BI M MPSAF STOP SAFC SAFH GOV RSAFR 2 BI

0701H TEST INDN INUP RIN2 RIN1 INMR INICI INCTI

0702H IN M RTBAB RACC2 RACC1 ACCI RCTIC


TRUE
0703H EQL EQRM EQLED EQIND SSI CWI EQR EDS

0704H HDBO HDB CDBO CDB RHD RCD HD CD

0705H FIR1 FWL FRSA FRSM FRBYP FCCC FCOFF

0706H CTDIF CTOS ILO2 ETS2 COS2 ILO1 ETS1 COS1

0707H RESBYP ESBYP RMR RBK RPT REI MB

0708H TWO 2 ONE 2 EB2 EB1 EBRM EBR REB2 REB1


ONE TWO
0709H DNDIR UPDIR CTPLD1 RUPM RDN RUP DNL UNL

070AH RFR RFRM A2KBP CT RCT RH RLULD RDZ

070BH HDBOR HDBR CDBOR CDBR RHDR RCDR HDR CDR

070CH DETS1 UETS1 RHDBR RHDB RDZR DZRX RDZX DZX

070DH ASI8 ASI7 RUDX2 FUDX1 ASI4 DETS2 UETS2 PFLT

5-26 ONBOARD DIAGNOSTICS 42-02-7205


TABLE 5.13 MC-MP2 Diagnostic Mode Rear Door Addresses and Computer Variable Flags

MC-MP2 DIAGNOSTIC MODE REAR DOOR ADDRESSES AND VARIABLE FLAGS


Computer Toggle Switches Diagnostic Indicators
Memory LED On = variable flag is On or Active
Address
Diagnostic On
(Hex)
F1 A8.......A5 A4.......A1
8 7 6 5 4 3 2 1
10 DOLMR PHER DZR DOLR DBCR SER GEUR GEDR

11 DCR UCR CCR DHOR DOIR

12 DCFR DCPR DOFR LOTR HCTR CCTR SDTR

13 DCCR NUDGR DSHTR

DNmd 032

5.4.2 VIEWING EXTERNAL MEMORY (EXAMPLE: DOOR CLOSED LIMIT DCL(DPM) FLAG)

DCL INPUT - LOCAL TRACTION (MPOLTM software) - The memory flag for DCL is at
external memory address 0268 Hex, Diagnostic Indicator #2. Set the switches as shown.

Switch F2 selects external memory. Switches A13 and A14 select the first digit (0), A9 thru A12
select the second digit (2), A5 thru A8 select the third digit (6) and A1 thru A4 select the last
digit of the address (8). The Alphanumeric Display indicates that external memory address
0268 Hex is selected (DA.0268H). Diagnostic Indicator #2 shows the status of the DCL input,
LED ON = logic low (0), LED OFF = logic high (1).
FYI: the status of DPM (door position monitor) should be inverted from DCL.

DCL INPUT - SIMPLEX TRACTION (MPODT software) - The memory flag for DCL is at
external memory address 0049 Hex, Diagnostic Indicator #2. Set the switches as shown.

42-02-7205 ONBOARD DIAGNOSTICS 5-27


EXAMPLE: REAR DOOR CLOSED LIMIT (DCLR) FLAG

DCLR INPUT - (all software) - The memory flag for DCLR is at external memory address
0003 Hex, Diagnostic Indicator #6. Set the switches as shown.

5.4.3 VIEWING THE IMC-DDP-D COMPUTER VARIABLE FLAGS

The A1-A8 switches also allow an elevator mechanic to view the status of the IMC-DDP-D
Computer Variable flags when troubleshooting a problem. The method used to select the
computer address is the same as in 5.4.1, however, the DDP addresses start at 00H and the
status of the DDP computer memory addresses are shown on the DDP Diagnostic Indicators
on top of the Computer Swing Panel (see Figure 5.3). Table 5.14 shows the memory addresses
for the IMC-DDP-D flags.

TABLE 5.14 IMC-DDP-D Diagnostic Mode Addresses and Computer Variable Flags
IMC-DDP-D DIAGNOSTIC MODE ADDRESSES AND COMPUTER VARIABLE FLAGS*
Computer Toggle Switches DDP Diagnostic Indicators
Memory Top of Swing Pannel LED On = variable flag is On or Active
Address Diagnostic On
(Hex)
F1 A8.......A5 A4.......A1 8 7 6 5 4 3 2 1
00 RD PR R5 R4 R3 R2 R1 R0

01 Start Floor

02 Stop Floor

03 Step Floor

04 Active Task

05 Pending Task

06 Profile Type Profile Set Profile Curve

Profile High Down Up


07 Step Speed Direction Direction Profile Phase
(STP) (H/88) (DN/87) (UP/85)
Profile Profile Speed Direction Direction Leveling Leveling
High Down Up Outer Door
08 Step Zone
Band
(STP) (H/88) (DN/87) (UP/85) (OLM) (LEV) (DZ)
Distance Velocity INT Level Level Floor Leveling Door
09 Inhibit Inhibit
Speed
Bypass Bypass
Lock (LEV) Zone
(LI) (INT) (MP) (PG) (DZ)
Profile Profile Profile Profile Profile Profile Profile Profile
0A Active Enabled Updated Verified Request Ready Fault Bypass

ASME Comm
0B Monitor
2000

* for IMC Performa controllers DNmd 024 R1

5-28 ONBOARD DIAGNOSTICS 42-02-7205


5.4.4 VIEWING AND ENTERING CALLS

This function allows the user to view all the calls registered per floor, and to enter calls as
desired, without using the CRT terminal's F3 screen. To view or enter calls, set the switches
as shown.

FIGURE 5.5 Viewing and Entering Hall & Car Calls via the EOD

Diagnostic Indicators
Diagnostic Indicators
show current calls
Call type , Hall Call
UP
Rear
Hall Call
UP
Front
Hall Call Hall Call
DOWN DOWN
Rear Front
Car Call
Rear
Car Call
Front

To register calls, turn A8 A7 A6 A5 A4 A3 A2 A1


the address switch
ON and press S Address Switches

VIEWING CALLS - With the F4 switch in the ON position, the alphanumeric display shows
FLOOR 01 and the Diagnostic Indicators light up with the calls that have been registered. The
format for the call indication is shown in Figure 5.5. To advance the floor number press the N
pushbutton. The Diagnostic Indicator LEDs will show the calls entered at the floor shown in the
alphanumeric display. When the top floor number is displayed, pressing N will cause the display
to cycle to the bottom floor.

ENTERING CALLS - To enter calls, select the desired floor as described above. Use the A1-A8
switches to select the type of call to enter (see Figure 5.5). For example, set the A1 switch up
to register a front car call. Then press and hold the S pushbutton until the call has been
registered. Notes: (1) A call type which does not exist in the system cannot be entered, and (2)
if this car is part of a group, only car calls can be entered.

42-02-7205 ONBOARD DIAGNOSTICS 5-29


5.5 IMC-SMB3(5) UNIT ONBOARD DIAGNOSTICS
The Diagnostic Indicators, eight vertical
LEDs, on the IMC-SMB3(5) Unit, have
two functions. When the controller is in
the Diagnostic Mode the IMC-
SMB3(5) Unit's Diagnostic Indicators
show the status of the IMC-DCP
board's memory locations. When the
controller is in the Normal Mode, with
the Computer Swing Panel's Diagnostic
On/Norm switch in the Norm position,
the IMC-SMB3(5) Unit's Diagnostic
Indicators display messages related to
the IMC-DCP processor (Table 5.15).

When the IMC-DCP processor is IMC-SMB3


looping, with no messages to display, Diagnostic
the Diagnostic Indicators will scan from Indicators
top to bottom. When a message is
being displayed, some of the Diagnostic
Indicators will flash ON and OFF. Table
5.16 lists the IMC-DCP Messages.
Table 6.11, in the Troubleshooting
Section, provides a definition and
recommended troubleshooting tips.

5.5.1 IMC-DCP MESSAGES

TABLE 5.15 IMC-DCP Messages = Indicator OFF = Indicator blinking


IMC-SMB3(5)
Hex Status / Error Message
Diagnostic Indicators
01 Parameter Checksum
02 Switch Checksum
03 EEPROM Write Protection Switch Fault
04 EEPROM Write Failure
05 QPRAM Critical Data Com. Error
06 QPRAM Data Com. Error
07 Tachometer Error
08 Tachometer Failure
09 Tachometer Saturation
0A Pre-RE Current Command Failure
0B Current Command Failure
0C Current Error
0D Current Fault
0E NTS High Speed Fault
0F NTS Low Speed Fault
10 LEARN Switch Time Out Fault
11 Auto Offset Adjustment Failure
12 Auto Calibration Failure
15 DDP Run Enable Fault
16 SEC Transfer Failure
17 Power Up Mode

5-30 ONBOARD DIAGNOSTICS 42-02-7205


5.5.2 VIEWING THE IMC-DCP COMPUTER VARIABLE FLAGS

When the controller is in the Diagnostic Mode, with the Computer Swing Panel's Diagnostic
On/Norm switch in the Diagnostic On (up) position, the IMC-SMB3(5) Unit's Diagnostic
Indicators show the status of the IMC-DCP board's memory locations. Table 5.16 provides a
list of IMC-DCP board Computer Variable Flags and their locations. The memory locations are
selected using the address switches on the Computer Swing Panel (see Figure 5.6). Table 5.17
shows the switch positions necessary to select the addresses and also the computer variable
flags indicated by each IMC-SMB3(5) Diagnostic Indicator.

FIGURE 5.6 Computer Swing Panel (Diagnostic mode - Address switches)

42-02-7205 ONBOARD DIAGNOSTICS 5-31


TABLE 5.16 IMC-DCP Diagnostic Mode Computer Variable Flags

IMC-DCP Computer Variable Flags


Select the address using the Computer Swing Panel Address switches,
view the flag using the SMB3(5) Diagnostic Indicators
Flag Definition Addr LED Flag Definition Addr LED

BRE Brake Enable Status 01 8 NLS Learn Switch Fault 84 7


CAL Calibration Active Status 04 1 NPC Switch Check Fault 84 8
CCE Current Command Error 04 7 NPR NTS Processor Ready 82 1
CFLT Control Process FLT Status 07 1 NR Normal Run Status 06 6
CPC Control Process Parameter Checksum Error 04 3 NTH NTS Fault High 84 5
CPE Control Process Run Enable Status 01 2 NTL NTS Fault Low 84 6
CPR Control Process Ready Status 01 1 NVRD NTS Saved Real Time Data 85 2
CQF Control Process QPRAM Communication Failure 07 7 OCF Offset Adjustment Failure 08 4
CQFC Control Process QPRAM Critical Data 07 8 PGE Pattern generator Enable Status 02 2
Communication Failure
CREF Control Process Run Enable Fault 08 5 PGR Pattern generator Ready Status 02 1
CSF Current Sensor Failure 07 5 PIDS PID Output Saturation 09 8
CWF Control Process EEPROM Write Fault 08 2 PRUD Pre-run Parameter Update Status 04 6
CWP Control Process EEPROM Write Protection 08 1 PUA Parameter Update Active Status 04 2
Switch Fault
DCF Drive Calibration Failure 08 3 PUM Pre-run Updated MDAC Status 04 5
DCP Door Close Power Status 05 1 PUS Power Up / Reset Status 04 8
DFLT Drive FLT Output Status 02 4 PWRF Power Up/ Rest Failure 08 7
DLRNC Learn Completed in the Down direction 83 3 REL Relevel Status 05 7
DN Down Direction Status 03 2 RFLT Repick FLT relay Status 0C 5
DNPRE Do Not Pick Run Enable Status 04 4 RGA Reduced Gain Active Status 09 2
DSE Drive Process Run Enable Status 01 4 SASG Stop Anti-Spotting Gain 09 3
DZP Dead Zone (Pattern) 05 6 SDRE SCR Drive Enable Status 01 6
ECC Excessive Current Command 07 6 SDR SCR Drive Ready Status 01 5
EDIR Encoder Direction (0 - DN and 1- UP) 0B 3 SDRO SCR Drive ON Status 01 7
EEPSW EEPROM Write Protection Switch Status 03 6 SNEE Save NTS to EEPROM 85 1
ENCF Encoder Error 0B 8 SPR Safety Process Ready Status 02 8
FLTB FLT Bypass Jumper Status 03 7 SSD System Shutdown 01 3
H High Speed Status 05 5 SSR Steady Speed Run Status 06 5
IAG Initial Adaptive Gain Calculated Status 09 1 TE Tach Error 07 2
INS Inspection Input Status 03 4 TF Tach Failure 07 3
LRNC Learn Completed 83 1 TRXF SEC Transfer Failure 08 8
MPRF MPR Output Status 08 6 TS Tach Saturation 07 4
MPRFLT MP request to Repick FLT relay Status 0C 6 TST Test Mode Status 05 2
NENCF Encoder FPGA Error 86 1 ULRNC Learn Completed in the Up Direction 83 2
NLRN Learn Switch 82 4 UP Up Direction Status 03 1

5-32 ONBOARD DIAGNOSTICS 42-02-7205


TABLE 5.17 IMC-DCP Board Diagnostic Mode Addresses and Variable Flags

IMC-DCP BOARD DIAGNOSTIC MODE ADDRESSES AND VARIABLE FLAGS*


Computer Computer Swing Panel SMB3(5) Unit Diagnostic Indicators
Memory Switches Front of SMB3(5) Unit LED On = variable flag is On or Active
Address Diagnostic On
(Hex)
F1 A8.......A5 A4.......A1 8 7 6 5 4 3 2 1
00 Task Number
01 BRE SDRO SDRE SDR DSE SSD CPE CPR

02 SPR DFLT PGE PGR

03 FLTB EEPSW INS DN UP

04 PUS CCE PRUD PUM DNPRE CPC PUA CAL

05 REL DZP H TST DCP

06 NR SSR Phase Number

07 CQFC CQF ECC CSF TS TF TE CFLT

08 TRXF PWRF MPRF CREF OCF DCF CWF CWP

09 PIDS SASG RGA IAG

0A System Gain Code


0B ENCF EDIR Encoder State

0C MPRFLT RFLT Fault Count

80 UNT5 UNT4 UNT3 UNT2 UNT1

81 DNT5 DNT4 DNT3 DNT2 DNT1

82 NLRN NPR

83 DLRNC ULRNC LRNC

84 NPC NLS NTL NTH Tripped Switch

85 NVRD SNEE

86 NENCF

88

* for IMC Performa controllers DNmd 023

42-02-7205 ONBOARD DIAGNOSTICS 5-33


SECTION 6
TROUBLESHOOTING

6.0 GENERAL INFORMATION


IMC Performa controllers have features designed to speed up the troubleshooting process. The
CONTROL and FAULT flags on the View Hoistway (F3) screen and the messages in the
Special Events Calendar Fault Log (F7 - 1 is the most important tool!) provide the most useful
information. Often the controller will indicate the nature of the problem in the form of a Special
Events Calendar message, the status of CONTROL and FAULT flags on the F3 screen,
flashing Computer Swing Panel (MP2) Diagnostic Indicators, DDP Diagnostic Indicators or the
IMC-SMB3(5) Unit's Diagnostic Indicators. Table 6.11, Standard Status and Error Messages,
provides a complete listing of these messages, a description and recommended corrective
actions to be taken. Tables 6.7, 6.8, 6.9 and 6.10 provide a look-up for the flags, flashing
messages and scrolling messages, with a reference to Table 6.11, Standard Status and Error
Messages and Table 6.12 ASME A17.1-2000 Status and Error Messages, for the full
description and troubleshooting tips.

The Computer Swing Panel Enhanced Onboard Diagnostics (EOD), the IMC-SMB3(5) Unit's
Onboard Diagnostics and the CRT terminal Diagnostics, described in Section 5, can provide
additional troubleshooting information. Troubleshooting often involves determining the status
of specific inputs, outputs or computer variable flags. This information is stored in the
controllers memory and the status of these memory locations can be viewed using the
Computer Swing Panel Diagnostic Indicators and Alphanumeric Display, as described in
Section 5, and/or the View Hoistway (F3) screen.

The Troubleshooting section is arranged as follows:

Troubleshooting Topic: Go to:


Normal Operation Flowchart, Motor Field Control Flowchart, Brake Section 6.1
Control Flowchart, Speed Feedback and Control Flowchart and the View
Hoistway (F3) screen CONTROL flag descriptions.
Status and Error Messages tables -Table 6.11 Standard Status and Error Section 6.2
Messages and Table 6.12 ASME A17.1-2000 Status and Error Messages,
including a description plus troubleshooting tips. Also, look-up tables for
the F3 screen FAULT flags, MC-MP2-2K, IMC- DDP and IMC-SMB3(5)
messages.
How to use the Special Events Calendar Fault Log, Data Recorder, and Section 6.3
CMS software setup for reporting emergency messages.
Using the Diagnostics Screens Section 6.4
Troubleshooting Car Operation Control (COC), Door Logic, Call Logic, Section 6.5
and Quick References for the HC-PI/O and HC-CI/O boards.
PC Board Quick References Section 6.6
ASME A17.1 - 2000 Fault Troubleshooting Tables Section 6.7
Using the MLT Data Trap Section 6.8

42-02-7205 TROUBLESHOOTING 6-1


6.1 NORMAL OPERATION AND CONTROL FLOWCHARTS
The normal operational flow for the IMC Performa controller is shown in Figure 6.2. Figures 6.3
and 6.4 are process control flowcharts for the Motor Field, Brake and Speed Loop. The flags
mentioned in the flow charts are found on the View Hoistway (F3) screen (Figure 6.5). Tables
6.1 thru 6.7 describe the flags and indicators on the F3 screen.

The normal operational flow can be viewed on the Sequence of Operation For A Normal Run
(F11, 6) screen (Figure 6.1). This screen gives a realtime display of the IMC Performa
Sequence of Normal Operation flags which are required to initiate a normal run. The flags on
this screen will highlight from left-to-right, top-to-bottom as the conditions are met to run the
car. If a flag is not valid the display will not highlight the flag and the bottom of the screen will
say Unable to begin a normal run, system is waiting for XXX . If the car is on Inspection or any
other type of operation which does not have a normal profile, this information will be invalid.

If the car is expected to move under normal operation and the screen shows that a flag is not
highlighting, it means that an error has occurred at this particular flag. For example, if a car call
is entered and the car is not moving, it may be that SMF flag is not highlighted on the F11 - 6
screen. This indicates that the system is not achieving Sufficient Motor Field and therefore
cannot initiate a normal run. As another example, if the DOI/DOIR flag does not highlight, the
system thinks that there is Door Open Intent such as when the Photo Eye input is activated,
and the system will prevent the car from leaving the floor.

Refer to Tables 5.9 (MC-MP2-2K Computer Variable Flags), 6.1 (F3 Screen Status) or 6.7
(Hoistway Screen Faults) and Figure 6.2 for flag definitions. Flags in the format XXX_OFF have
the same definition as flag XXX except that the system expects the flags to be OFF in order
to initiate a normal run.

FIGURE 6.1 Sequence of Operation for a Normal Run (F11, 6) screen

9/18/2000, 10:25:30 AM, F4=Main Menu

Sequence of Operation For A Normal Run

MPC_OFF BPC_OFF DPC_OFF PPC_OFF FPC_OFF NPC_OFF


PFF_OFF PGF_OFF LEV_OFF RDS_OFF PRS_OFF IBJ_OFF
DZP PGR MLT_OFF SPR NPR CPR
DSR SDR RDY SAF DLK IMF_OFF
CNPB_OFF CNPM_OFF DMU/DMD USD/DSD MPLEV_OFF DZORDZ
DOL/DOLR DOI/DOIR ORR ORG H_MP SU/SD
IN_OFF UP/DN IOS_OFF UPDO/DNDO PGU MR_OFF
LVN_OFF CPC_OFF SPC_OFF TPC_OFF CAL_OFF FBLT_OFF
RNF_OFF SMF CPE DSE RNE DSO
SDO BRE PGE PGO ON

Unable to begin a normal run, system is waiting for DPC_OFF

dnID266

6-2 TROUBLESHOOTING 42-02-7205


FIGURE 6.2 IMC Performa Normal Operation Flowchart

IMC Performa Normal Operation


Text in italics are component names Flags on the Hoistway View (F3) Screen
PGR: Pattern Generator Ready
PGR = ON SPR = ON DSR = ON
MLT: Motor Limit Timer
IMC-DDP NPR = ON IMC-SMB3(5)
SPR: Safety Processor Ready
CPR = ON NPR: Normal Terminal Processor Ready
Drive Forced IMC-DCP SDR = ON CPR: Control Processor Ready
MLT = OFF System 12 DSR: IMC-SMB3(5) Digital Drive Ready
SDR: System 12 SCR Drive Ready

Drive Forced Shutdown = OFF

RDY = ON
RDY: System Ready
IMC-DDP

LEV: Is the car still Leveling?


These are all MC-MP functions
DCL: Are the Doors Closed?
DLK: Are the Doors Locked?
LEV = OFF DCL = OFF DLK = ON
DZ: Is the car in Door Zone?
DOI: Door Open Intent - intention of the
DZ = ON DOI = OFF SAF = ON computer to have the doors open.
SAF: Safety String made up?

Hall or Car Call demand

ORR = ON ORR: Operational Run Request - the MC-MP is requesting


MC-MP permission, from the IMC-DDP, to run the car.

ORG = ON ORG: Operational Run Granted - permission to run the car


IMC-DDP has been granted by the IMC-DDP.

Direction & Speed


Relays H (High Speed) and U1/U2 (Up) or
MC-MP & HC-P/IO
D1/D2 (Down), on the HC-RB4 board, pick.
HC-RB4 & SCR-RIX

Continued
on next page

42-02-7205 TROUBLESHOOTING 6-3


Continued

Flags on the Hoistway View (F3)


PGU = ON LVN = OFF SDR = ON Screen
IMC-DDP Varm < 0.7VDC System 12
PGU: Pattern Generator Updated.
Param eter Checksum s CNPB: Contactor Proof Brake pilots.
CNPB = OFF IMC-DCP Memory CNPM: Contactor Proof M1& M2 pilots.
Relays PT1 & MX1
IMC-DDP Memory MR: Contactor Redundancy M1& M2.
Param eter Checksum s: Re-save screen
CNPM = OFF
CAL = OFF LVN: Loop Voltage not zero.
Relays PT2 & PT3 SDR: System 12 SCR Drive Ready.
Calibration Inactive
CAL: Calibration active.
MR = OFF
FBLT = OFF FBLT: Fault Bypass Lim it: 2 hours (pins
Contactors M1 & M2
FBP1 & FBP2 FBP1 & FBP2 on SCR-RIX board)

SMF = ON SMF: Sufficient Motor Field - Motor Field current has


RNF = ON IMC-SMB3(5) reached 80% of Forcing current.

RNF: Run Enable CPE = ON


Failure - If any of CPE: Control Process Enable m ust be active.
IMC-DCP
these conditions are
not as shown, the
RNF flag will be ON. DSE = ON
DSE: IMC-SMB3(5) Digital Drive Enable m ust be active.
IMC-DDP

RNE = ON RNE: System Run Enable Output is generated


SCR-RIX & SCR-PRI at this point.

DSO = ON DSO: Drive On - the drive is ready for m otion to be


IMC-DDP & IMC-MBX initiated.

No response for run request TBPD TBPD: Brake Pick Delay


M1 & M2
on the Special Event Calendar
Contactors
Indicates that these contactors BRE = ON BRE: Brake Enable
Pick
have failed.

Brake Picks

SDO = ON SDO: SCR Drive ON - TSPD: Speed Pick Delay - Coordinates


TSPD
SCR Drive At this point the picking the brake with the start of car m otion.
Engages System 12 SCR Drive
provides power to control
PGE = ON PGE: Pattern Generator Enable
the elevator.

PGO = ON PGO: Pattern Generator ON

Pattern Output

ON = ON

Car Accelerates

6-4 TROUBLESHOOTING 42-02-7205


FIGURE 6.3 Motor Field Control Flowchart

Motor Field

RE = OFF AC Input
Supply Voltage MP01 MP02

Direction to PG = ON
AC signal reference for ASCM
Motor Field Trigger MBX Board

Door Close Power


(HC-PI/O)
(MC-MP)
MFPG

Motor _
Control +
vs
Field Current
Command _
' + 3
MFT
(MBX Board)
Timer
(MBX Board)
Speed
(DDP)
_
+
MFI > 80% MCI ? MFIG
No MFI DCP
Board
Yes
IMF
ADC
SMF (DCP Board)

MFSI SPI
(SPI Board) Board
Used to
generate
RE
LEM
Current
Sensor SCR
(HC-CS) Motor Field
RE = Run Enable
PG = Pattern Generator
MFI = Motor Field Current
MCI = Motor Current Command
MFT = Motor Field Trigger
ADC = Analog to Digital Converter
SMF = Sufficient Motor Field
MFSI = Motor Field Sensing Current
IMF = Insufficient Motor Field

42-02-7205 TROUBLESHOOTING 6-5


FIGURE 6.4 Brake Control Flowchart

Brake

FLT dropped or Yes


Immediate brake drop
DRO fault

No
Direction to PG = ON
+ AC Voltage
RE = ON Input BP01 BP02
(SCR-PRI)
+
No CNPB fault AC Signal
(SCR-PRI) Reference ACSB
for Brake

INS or Brake Current


NOT releveling or Command BFT Timer
H (DCP) (MBX Board) (MBX Board)

Brake Safety + DCP


Monitor 3 (IMC-DCP) Board
(BFI) _

ADC
SPI
Board
BFI

IGBT
Transistor
LEM Current
(SMBX)
Sensor
(HC-CS)
Brake Coil

DRO = SCR Drive On INS = Inspection


FLT = Fault Relay H = High Speed
PG = Pattern Generator BFT = Brake Field Trigger
RE = Run Enable BFI = Brake Field Current
CNPB = Brake Contactor Proofing

6-6 TROUBLESHOOTING 42-02-7205


FIGURE 6.5 View Hoistway (F3) Screen

2/8/2005, 10:25:30 AM, F4= Main Menu


CONTROL CAR OPERATION
D-Mode: Drive Ready AutoOps InServ
P-Mode: Idle
P-Type: Process A
IN
RD PR R5 R4 R3 R2 R1 R0

PLRN UPS UP LU INS EQ 084'00.14" 8 SAFETY


SLRN USD H DZ DZR DZP S-Speed: 0000 fpm
NLRN DNS DN LD LEV INT N-Speed: 0000 fpm
DSD DLK STP OLM LI
072'01.22" 7
DFLT SDR RDY DSE ON UET UT5 UT4 UT3 UT2 UT1
CFLT CPR ORR RNE BRE PGF DET DT5 DT4 DT3 DT2 DT1
SFLT DSR ORG PGE RNF
FLT NPR PGU SDO 060'00.30" 6 MACHINE
SPR CPE DSO Motor Field: 120 Volts
PGR SMF PGO FBJ Brake: 000 Volts
CAL Armature: 000 Volts
FAULT 048'01.38" 5
000 Amps
RDS LOP LOD SWP MPC SPC Command: 000 Amps
PRS QPR IBJ SWF BPC NPC
DZS OLD RBK CWP DPC CPC 036'02.46" 4 STP1: 00.00 STP2: 00.00
PFF OLP EPS CWF PPC
UTP UTV USV FPC POSITION
DTP DTV DSV TPC Relative: 084'00.14"
024'01.54" 3
FBLT IMF TA PLL MCF UEF Absolute: 084'00.06"
CNPB MFF TE CFF BCF DEF Delta OLM: 000'00.00"
CNPM BF TF DRO DCF UNH VELOCITY
HITS BOF TS ACP OCF UNL 012'00.15" 2
HITD LOC COS DBF CQF DNH Pattern: 0000 fpm
SPSF CCF IOS IOC DQF DNL Tach/Encdr: 0000 fpm
DPSF FCF LOS LVN SQF Motor: 0000 rpm
SLS MR PQF LLC 000'00.00" > < 1 OLM: 0180 fpm
NLS LLF

ARROWS/PGUP/PGDN: Select Floor, ENTER Front Car Call, R: Rear Car Call
dnAI205

TABLE 6.1 View Hoistway (F3) Screen - CONTROL

OPERATION MODE
D - Mode : Drive Mode - System Ready, Auto Calibration, System Shutdown, System On or System Not Ready.
P - Mode : Pattern Mode - Idle, User Download, Switches Upload, Floors Upload, Motor Upload, Brake Upload, Start, Learn, Standard
Inspect, Max Speed Inspect, Alternate Inspect, Reduced Inspect, Emergency, Terminal, Correct, Relevel, Standard,
Alternate 1, Caution, Reduced Power, Earthquake, Alternate 2, Stop, Pattern Events, Drive Events or Data Trap Events.
See Section 4.5.2, Velocity Profiles and Section 4.5.4, Setting the Pattern Parameter Values for more information.
P - Type : Pattern Type - Process = calculating values. Phase 0 thru 9 = Velocity Profile Phase 0 thru 9 (see Section 4.5.1, Velocity
Profile Phases). Tiny, Small, Compact, Large or Huge = the Velocity S-Curve type, (see Section 4.5.3, Velocity Profile
S-Curves).

STATUS FLAGS
BRE Brake Enable - Indicates that the command has been provided by the IMC-DDP-D processor to lift the brake. To generate
this flag the IMC-DDP-D processor must have already generated DSR - DDP Process Ready, SMF - Sufficient Motor Field and
RNE - Run Enable output.
CAL Calibration - Indicates that a Calibration process is active.
CFLT Control FLT status - When not active, indicates a fault detected by the IMC-DCP (Control) processor - FLT relay dropped.
CPE Control Process Enable - Indicates the status of Run Enable on the Control process (DCP board). This becomes active after
receiving direction input if no faults exists in the Control Process.
CPR Control Process Ready - Indicates that the Control Process (DCP board) is ready.
DFLT DDP FLT status - When not active, indicates that a fault has been detected by the IMC-DDP-D processor - FLT relay
dropped.
DLK Door Lock input - Indicates that the doors are locked.

42-02-7205 TROUBLESHOOTING 6-7


TABLE 6.1 View Hoistway (F3) Screen - CONTROL
DN Down Direction -Indicates that the IMC-DDP-D processor has received a request for motion. The H input signal must be active
prior to or simultaneous with the activation of the DN signal in order for the pattern generator to execute a normal run profile.
DNS Down Direction Sense input - Indicates that the hardware has enabled down direction (DNS input is high).
DSD Down Slow Down input - Indicates that the car is approaching the bottom terminal landing (Down Slowdown Switch is open,
DSD input is low).
DSE DDP Enabled - Indicates the status of Run Enable flag on the IMC-DDP-D board. This is turned ON after receiving the
direction command and a successful verification of the contactor proof inputs (CNPB and CNPM). This flag shows that the
potential (PT) relays are working properly, motor field is above 80% of forcing, there are no drive parameter checksum errors,
and the input voltages for the brake coil are at full strength.
DSO Drive ON - Indicates that the IMC-SMB3(5) Unit is ready for motion to be initiated.
DSR DDP Process Ready - Indicates that the IMC-DDP-D processor does not have any pending fault conditions.

DZ Door Zone - Indicates that the elevator is level with the floor or within 3" [76 mm] of the floor.
DZP Floor Level - Indicates that the elevator is level with the floor. Without this signal, the PGU status signal never activates.

DZR Door Zone Rear input - Indicates that the elevator is level with the floor, or within 3" of the floor, with respect to the rear
opening doors.
EQ Pattern Generator Earthquake -Indicates that the pattern generator has received an earthquake input signal. This signal is
required by the pattern generator to execute an earthquake run profile.
FBJ Fault Bypass Jumper - Indicates the status of the Fault bypass jumper (FBP1 & PBP2 on the SCR-RIX board).
FLT System FLT output status - When not active, indicates that the fault relay has been dropped. If CFLT, DFLT, SFLT are
active, and the FLT relay is not picked, check the FLT triac on the SCR-RIX board.
H High Speed - Indicates that the IMC-DDP-D processor should execute a normal run profile with the activation of the UP or
DN signal.
INS Pattern Generator Inspection - Indicates that the pattern generator has received an inspection input signal. This signal is
required by the pattern generator to execute an inspection run profile.
INT Intermediate Speed - Indicates that the MP2 processor should not drop direction. This signal, along with the LI signal, is the
only IMC-DDP-D processor signal that prevents the MC-MP-x processor from dropping direction after the H signal is
deactivated. The signal is user programmable via VLI, Leveling Inhibit Speed on the Pattern (Shift F4) screen. Problems may
arise if VLI is set to a velocity greater than VEQ, Earthquake Velocity.
LD Level Down -Indicates that the LD sensor is on the DZ magnet (or vane) and that the elevator is above the floor (within 6" [152
mm] for LS-QUAD-2 or 12" [305 mm] for LS-QUIK-1).
LEV Leveling - Indicates that the LU or LD sensor is on the DZ magnet (or vane) and that the elevator is not level with the floor.
Under normal circumstances, the LU or LD signal will generate a relevel into the floor. Under normal operation, a relevel may
be the result of a narrow Dead Zone or poor adjustment of the pattern /drive parameters.
LI Level Inhibit - Indicates that the MC-MP2-2K processor will not drop direction. This signal, along with the INT signal, are the
only IMC-DDP-D processor signals that prevent the MC-MP2-2K processor from dropping direction after the H (High speed)
signal is deactivated. The signal is user programmable via DLI, Leveling Inhibit Distance on the Pattern (Shift F4) screen. This
programmed distance is enforced by the program unless an unusual circumstance arises (i.e. the IMC-DDP-D processor loses
the quadrature signal, a request to stop is issued, etc.). In addition, if DLI is set to a distance that is too large, the elevator may
stop one floor short of the desired destination floor if the preceding floor is a short floor.
LU Level Up - Indicates that the LU sensor is on the DZ magnet (or vane) and that the elevator is below the floor (within 6" [152
mm] LS-QUAD-2 or 12" [305 mm] for LS-QUIK-1).
NLRN Normal Terminal Learn - Indicates that the Normal terminal processor is on Learn operation. It learns the velocity at the UNTx
& DNTx switches.
NPR Normal Terminal Process Ready - Indicates that the Normal Terminal Process is ready.

OLM Outer Level Marker - Indicates that the elevator is within 12" [305 mm] of a floor. The signal is used to determine whether
there is a problem with the quadrature pulser signals by comparing the traveled distance with a value determined from the
learned floor heights. The difference between these two calculations, represented by Delta OLM in the Position window on the
F3 screen, should be less than 0.75" on any run.
ON System ON - Indicates that PGO, DSO and SDO are active.
ORG Operation Run Granted - Indicates that the pattern generator has suspended all other tasks and is waiting for the Main
Processor to generate all signals to initiate a normal run profile. This signal must be active for the pattern generator to create
a normal run profile. This status signal will be deactivated if the PGR and/or ORR status signal is not active. No other profile
requires this signal to be active.
ORR Operation Run Request - Indicates that the Main Processor is requesting the pattern generator to ready itself to generate
a normal run profile. This signal must be active for the pattern generator to create a normal run profile. No other profile requires
this signal to be active.

6-8 TROUBLESHOOTING 42-02-7205


TABLE 6.1 View Hoistway (F3) Screen - CONTROL
PGE Pattern Generator Enable - Indicates a pattern enable signal from the IMC-SMB3(5) Unit. PGE is delayed by TSPD, Speed
Pick Delay time from DSO, Drive ON.
PGF Pattern Generator Failure - Indicates that PG has detected a fault which will prevent making a normal run.
PGO Pattern Generator ON - Indicates that the pattern generator is generating a profile. This signal must be active for the pattern
generator to create a normal run profile. This status signal will be deactivated if the DSO status signal is not active.
PGR Pattern Generator Ready - Indicates that the pattern generator is ready to execute a normal run profile when requested. This
signal must be active for the pattern generator to create a normal run profile. No other profile requires this signal to be active.
PGU Pattern Generator Updated - Indicates that the pattern generator has calculated all the pattern profiles from the current floor.
This is the first in a chain of status signals that must be active for the pattern generator to create a normal run profile. The
following faults will deactivate this status signal: MPC, BPC, DPC, PPC, FPC, TPC, SPC, NPC, CPC plus the following states:
DZ = OFF, DZP = OFF, LEV = ON, RD = OFF, INS = ON, UP = ON, DN = ON, TACH/ENCODER > 15fpm.
PLRN Pattern Learn - Indicates that the pattern generator is on Learn operation. This signal is required by the pattern generator to
execute a learn run profile and to learn the building floor heights.
PR Parity - Used to validate the floor code at each landing. Since even parity is used, an odd number of binary floor code signals
(R0 through R5) will be active if PR is active. If this signal is inactive, the elevator is not level with the floor, the floor code
requires the PR signal to be inactive (an even number of binary floor code signals are active), or the PR magnet has fallen off
of the perforated steel tape (or VS-1L failure on LS-QUIK-1).
R(x) Binary Floor Code - Determines the binary floor code for each floor. A comparison of the actual physical location of the
elevator and the binary floor code generated for the floor will determine if one of the Rx signals is in error. Please note that the
binary floor code is referenced only to the floors that the elevator can service. In addition, the code starts with a value of one
(bottom floor code = R0 + PR).
RD Read - Indicates that a valid floor code can be read. If the signal is inactive, the elevator is not at a floor, the dead zone of the
landing system is too wide, the dead zone of the landing system is not symmetrical around the DZ sensor, or the DZ magnet
has fallen off of the perforated steel tape (LS-QUAD) or a VS-1L sensor failure (LS-QUIK-1).
RDY System Ready -Indicates that PGR, SPR, CPR, NPR and DSR are active. This signal must be active to create a normal run.
RNE Run Enable output - Indicates the status of Run Enable on the Control process and the IMC-DDP-D processor. This is turned
ON after receiving the direction command and a successful verification of the contactor proof inputs (CNPB and CNPM). This
flag shows that relays MX and BK are working properly, motor field is above 80% of forcing, there are no drive parameter
checksum errors, and the input voltages for the brake coil are at full strength.
RNF Run Enable Failure - Indicates that the contactor proof inputs (CNPB and CNPM) or M contactor inside the System 12 SCR
Drive has failed and the car will not be allowed to make a normal run. Failure of the CNPB or CNPM inputs may be caused by
malfunctioning BK, MX or RE relay or open brake fuses (FB1, and FB2). Check fuse FMC for M contactor failure. Check M
contactors inside the System 12 SCR Drive.
SDO SCR Drive ON - Indicates that the System 12 SCR Drive has engaged and is ready for motion to be initiated.
SDR SCR Drive Ready - Indicates that the System 12 SCR Drive is ready. This flag is identical to the green LED located on the SCR
Drive called DRIVE READY. If this flag is not ON, the system will not run. If the flag is OFF but the green DRIVE READY LED
on the SCR Drive is ON, verify that the 60-pin connector between the Computer Swing Panel and the IMC-MBX board inside
the IMC-SMB3(5) Unit is properly connected. Also verify that the 26-conductor round cable going from the left edge of the IMC-
MBX board is connected to the System 12 SCR-LGA circuit board (J5).
SFLT Safety FLT status - When not active, indicates that a fault has been detected by the Safety processor - FLT relay dropped.
SLRN Safety Learn - Indicates that the safety processor is on Learn operation. It learns the velocity at the terminal switches UETS
& DETS.
SMF Sufficient Motor Field - Indicates that there is adequate motor field voltage (80% of forcing voltage) to make a normal run.
Failure to achieve adequate motor field voltage will not activate Run Enable (DSE) .
SPR Safety Process Ready - Indicates that the Safety Processor is ready.

STP Stepping signal -Indicates that the pattern generator is at a point along the normal run profile where a determination has to
be made to begin a deceleration to a floor or to continue to another floor. In order to stop at the correct floor, the H signal must
deactivate before the STP signal deactivates. If this does not occur, the pattern generator will travel to at least the next available
floor. For example, in order to generate a three floor run, the H signal should not deactivate until the third STP signal was
generated.
UP Up Direction - Indicates that the IMC-DDP-D processor has received a request for motion. The H input signal must be active
prior to or simultaneous with the activation of the UP signal in order for the pattern generator to execute a normal run profile.
UPS Up Direction Sense input - Indicates that the hardware has enabled up direction (UPS input is high).

USD Up Slow Down input - Indicates that the car is approaching the top terminal landing (Up Slow Down switch is open, USD input
is low).

42-02-7205 TROUBLESHOOTING 6-9


TABLE 6.2 View Hoistway (F3) Screen - CAR OPERATION
The flags appear only when the car condition exists.
AlmNoDZ Alarm - No Door Zone
AlmNoMv Alarm - No Car Movement
AltFir1 Fire Service Alternate
AntiNui Anti-Nuisance Operation
AttnSrv Attendant Service Operation
AutoOps Automatic Operation
BflrDem Bottom Floor Demand
Byp-HLW Hall Call Bypass Operation
EmrgPwr Emergency Power
Eqactv Earthquake
FirePh2 Fire Service Phase 2
HospEmr Hospital Service
IndSrv Independent Service
InServ In Service
InspAcc Inspection
MLT MLT - Timer Expired
MnFire1 Fire Service Main
Nudging Nudging
OutServ Out of Service
SftyOpn Car Safety Device Open or Hoistway Safety Device Open or Governor Switch Open or Safety Relay Circuit Open
SwngOpr Swing Car Operation
TflrDem Top Floor Demand
TOS Timed Out of Service

TABLE 6.3 View Hoistway (F3) Screen - SAFETY


S-Speed: Safety Processor Speed - Displays the current car velocity determined by the Safety processor.
N-Speed: Normal terminal car Speed - Displays the current car velocity determined by the normal terminal process. This velocity
is the same as displayed on the alphanumeric display on the IMC-SMB3(5) Unit. When a fault condition is detected,
however, a code representing the fault and the velocity at which the fault occurred is displayed.
UET Up Emergency Terminal Switch - Indicates that the emergency terminal switch contact is closed. The switch opens as
the car approaches the top terminal landing.
UT(x) Up Terminal Switch (x) - Indicates that the normal terminal switch contact is closed. The switch opens as the car
approaches the top terminal landing.
DET Down Emergency Terminal Switch - Indicates that the emergency terminal switch contact is closed. The switch opens
as the car approaches the bottom terminal landing.
DT(x) Down Terminal Switch (x) Indicates that the normal emergency terminal switch contact is closed. The switch opens as
the car approaches the bottom terminal landing.

TABLE 6.4 View Hoistway (F3) Screen - MACHINE


Motor Field: Displays the motor field voltage. The displayed voltage is derived from the feedback voltage between terminals MF1 and
MF2. If the motor field voltage is in closed loop, the accuracy of this display is dependant upon proper calibration using
the auto-tuning by setting OMFC, Calibrate on the Motor Field (Shift F2) screen = ON.
Brake: Displays the brake coil voltage. The voltage is calculated from the current in the brake coil and the brake coil
resistance provided on the Brake (Shift F3) screen. Its accuracy is dependent upon the proper calibration of CBF,
Calibration Factor on the Brake (Shift F3) screen.
Armature: (Volts) Displays the armature voltage. The displayed voltage is the actual voltage between armature terminals A1
and A2. However, the accuracy of the value is dependant on entering the correct data for DAV, Rated SCR Drive
Armature Voltage on the Drive (Shift F5) screen.
(Amps) Displays the armature output current. This value is controlled via DAI, Rated SCR Drive Armature Current on
the Drive (Shift F5) screen.
Command: Displays the requested armature current value from the System 12 SCR Drive. This value is controlled via DAI,
Rated SCR Drive Armature Current on the Drive (Shift F5) screen.

6-10 TROUBLESHOOTING 42-02-7205


TABLE 6.5 View Hoistway (F3) Screen - POSITION
Relative: Reflects the distance traveled to reach the destination floor from the starting floor. This value is always positive and
should reflect the difference in height between the floors. The difference based upon the learned floor heights should
correlate with this value. This count value is stored with the drop of direction; the elevator will continue to travel a bit
further before it comes to a complete stop.
Absolute: Reflects the position of the elevator as referenced from the bottom landing. When the elevator comes to a complete stop,
and the floor code of the destination floor is determined, the absolute distance displayed will be obtained from the learned
floor heights. This is done to eliminate the accumulation of count errors as the elevator travels within the hoistway. Please
note that the initial distance displayed upon power-up may be invalid if the elevator is not at a floor. Once the car moves
to a floor, the correct value for the distance will be displayed. This value increases as the elevator travels up and
decreases when the car travels down. If this is not the case, the quadrature pulser signals (95 and 96 on the SCR-RIX
board) may be reversed.
Delta OLM: Reflects the error in distance between actual and learned floor distance obtained from the quadrature pulser signals when
the OLM signal is activated at a floor. The OLM signal is used by the pattern generator to correct its distance feedback
in order to stop correctly at the destination floor.

TABLE 6.6 View Hoistway (F3) Screen - VELOCITY


Pattern: Reflects the commanded velocity based upon user parameters and the floor height distance between the start and
destination floor.
Tach/Encdr: Reflects the actual elevator velocity. Its accuracy is dependent upon proper calibration of GTC, Tach/Velocity Encoder
Scaling on the Drive (Shift F5) screen. The correlation between elevator velocity and tachometer voltage or velocity
encoder frequency, as entered by the adjuster, must be correct for proper display.
Motor: Reflects the actual hoist motor rpm. Its accuracy is dependent upon proper calibration of CTER, Tach/Velocity Encoder
Resolution and CPRM, Rated Motor RPM on the Drive (Shift F5) screen.
OLM: Reflects the elevator velocity as seen by the quadrature pulser when the OLM signal is activated at a floor.

6.2 STATUS AND ERROR MESSAGES


There are six locations where status and error messages are reported. They are:

The Special Events Calendar Fault Log (Section 6.2.1)


The View Hoistway (F3) screen (Section 6.2.2)
The Computer Swing Panel Status Indicators (Section 6.2.3)
The Computer Swing Panel (MP) Diagnostic Indicators (Section 6.2.3))
The Computer Swing Panel DDP Diagnostic Indicators (Section 6.2.3)
The IMC-SMB3(5) Unit's Diagnostic Indicators (Section 6.2.4)
The Computer Swing Panel Alphanumeric Display (6.2.5)

6.2.1 SPECIAL EVENTS CALENDAR FAULT LOG

The Special Events Calendar can document the most recent 250 important fault conditions or
events and display them in chronological order. The data displayed includes the type of event
or fault, the date and time the fault/event occurred, the date and time the fault/event was
corrected, as well as other information about the status of the elevator when the fault or event
occurred.

The Special Events Calendar is accessed from the Special Events Calendar Menu. Press the
F7 key while the Main Menu is displayed (see Figure 6.6).

View Fault Log (F7, 1 or F7) - From the Special Events Calendar Menu (F7) screen press 1
or F7 to display the events logged to the Special Events Calendar (Figure 6.6). This screen
makes it possible to examine the documented faults and events. The latest 14 faults and events
are displayed in the bottom half of the screen, including the date and time the event occurred.

42-02-7205 TROUBLESHOOTING 6-11


FIGURE 6.6 Special Events Calendar (F7 - 1) screen

2/15/2000, 10:25:30 AM, F4=Main Menu

Special Events Calendar (F7, F7)

STATUS SPEED (ft/Mmin) VOLTAGE (volts) CURRENT (amps)


Direction : N/A Command : N/A Armature : N/A Armature : N/A
High Speed : N/A tach/Enc : N/A Motor Fld : N/A Command : N/A
Start Floor : N/A Terminal : N/A Brake : N/A
Stop Floor : N/A Safety : N/A
Step Floor : N/A Pattern : N/A SENSOR (volts) POSITION (ft)
Switch : N/A Motor Fld : N/A Absolute : N/A
PI : N/A Brake : N/A
Event Code : 0x01 ( Communication )
This event indicates that the entire controller lost power or was manually
reset. This event is logged when the MC-CGP-4P board looses power or is reset
while running.

DATE TIME DESCRIPTION


2/13/2000 10:05:28 AM Power Down
10:07:37 AM In Car Stop Switch
2/14/2000 2:36:18 PM Position Error at DNT1
2:36:20 PM Brake Output Circuit Failure
2/15/2000 4:26:44 AM Lost Door Lock During Run

ARROWS: Move Cursor, HOME: Oldest, END: Newest, CTRL-T: Troubleshoot


dnID208

When this screen is first displayed, the most recent event is displayed at the bottom of the
screen. Use the Up / Down Arrow keys to scroll one event at a time, the Page Up / Page
Down keys to scroll a page at a time, or the Home / End key to scroll to event 1 or 250.

As each event is selected (reverse video), the description of the event and any other logged
data is displayed in the top half of the screen. Additional troubleshooting information for each
event can be displayed by pressing Ctrl + T.

NOTE: Table 6.11, Standard Status and Error Messages, lists all of the
events which can be recorded in the Special Events Calendar
Fault Log, with a description of the event and the recommended
troubleshooting actions to be taken.

Clear Fault Log (F7, 2) - While in the Special Event Calendar Menu (F7) screen is displayed,
if the 2 key is pressed, the message Delete All Events? (Y/N) is displayed. Press Y to
clear the Special Events Calendar Fault Log of all events.

6-12 TROUBLESHOOTING 42-02-7205


6.2.2 VIEW HOISTWAY (F3) SCREEN FAULT FLAGS

The View Hoistway (F3) screen provides a wealth of information about the status of the IMC
Performa controller. Most of the flags and indicators on this screen are described in
Section 6.1. The flags in the FAULT section of the F3 screen are listed in Table 6.7 and a
description and recommend troubleshooting actions can be found in Table 6.11, Standard
Status and Error Messages.

FIGURE 6.7 View Hoistway (F3) Screen

2/8/2005, 10:25:30 AM, F4= Main Menu


CONTROL CAR OPERATION
D-Mode: Drive Ready AutoOps InServ
P-Mode: Idle
P-Type: Process A
IN
RD PR R5 R4 R3 R2 R1 R0

PLRN UPS UP LU INS EQ 084'00.14" 8 SAFETY


SLRN USD H DZ DZR DZP S-Speed: 0000 fpm
NLRN DNS DN LD LEV INT N-Speed: 0000 fpm
DSD DLK STP OLM LI
072'01.22" 7
DFLT SDR RDY DSE ON UET UT5 UT4 UT3 UT2 UT1
CFLT CPR ORR RNE BRE PGF DET DT5 DT4 DT3 DT2 DT1
SFLT DSR ORG PGE RNF
FLT NPR PGU SDO 060'00.30" 6 MACHINE
SPR CPE DSO Motor Field: 120 Volts
PGR SMF PGO FBJ Brake: 000 Volts
CAL Armature: 000 Volts
FAULT 048'01.38" 5
000 Amps
RDS LOP LOD SWP MPC SPC Command: 000 Amps
PRS QPR IBJ SWF BPC NPC
DZS OLD RBK CWP DPC CPC 036'02.46" 4 STP1: 00.00 STP2: 00.00
PFF OLP EPS CWF PPC
UTP UTV USV FPC POSITION
DTP DTV DSV TPC Relative: 084'00.14"
024'01.54" 3
FBLT IMF TA PLL MCF UEF Absolute: 084'00.06"
CNPB MFF TE CFF BCF DEF Delta OLM: 000'00.00"
CNPM BF TF DRO DCF UNH VELOCITY
HITS BOF TS ACP OCF UNL 012'00.15" 2
HITD LOC COS DBF CQF DNH Pattern: 0000 fpm
SPSF CCF IOS IOC DQF DNL Tach/Encdr: 0000 fpm
DPSF FCF LOS LVN SQF Motor: 0000 rpm
SLS MR PQF LLC 000'00.00" > < 1 OLM: 0180 fpm
NLS LLF

ARROWS/PGUP/PGDN: Select Floor, ENTER Front Car Call, R: Rear Car Call
dnAI205

NOTE: Table 6.11, Standard Status and Error Messages, provides a


description of the fault flags shown in the FAULT section of the F3
screen, including recommended troubleshooting actions to be
taken. Refer to Table 6.7, Hoistway View (F3) Screen - FAULT to
find the desired flag, then look for the fault by the Special Event
Message name in Table 6.11.

42-02-7205 TROUBLESHOOTING 6-13


TABLE 6.7 View Hoistway (F3) Screen - FAULT
Flag Fault Message Flag Fault Message
ACP AC Phase Failure LLC Low Line Voltage Caution
BF Brake Failure LLF System 12 Low Line Voltage
BOF Brake Output Circuit Failure LOC Excessive DC Loop Current
BPC Checksum Error - Brake LOD Loss of Direction
CCF Excessive Current Command without RE, LOP Loss of Position Feedback
Excessive Current Command with RE LOS Leveling Overspeed
CFF M Contactor or Fuse Failure LVN Non-zero Armature Voltage
CNPB Contactor Proofing M MCF Motor Field Calibration Failure
CNPM Contactor Proofing M MFF Motor Field Failure
COS Contract Overspeed MPC Checksum Error - Motor Field
CPC Checksum Error - Control MR M Contactor Redundancy Failure
CQF QPRAM Communication Warning - Control or NLS Learn Switch Timeout - Terminal
QPRAM Communication Failure - Control
NPC Checksum Error - Switch
CWF EEPROM Write Failure - Control
OCF Auto Offset Calibration Failure
CWP EEPROM Protection Switch Active - Control
OLD Position Error at OLM
DBF Dynamic Brake Activated
OLP Outer Leveling Pattern Modified
DCF Drive Calibration Failure
PFF Pattern Profile Fit Failure
DEF Velocity Error at DETS
PLL Phase Lock Loop Failure
DNH Velocity Error at DNTx - Upper Limit
PPC Checksum Error - Pattern
DNL Velocity Error at DNTx - Lower Limit
PQF QPRAM Communication Failure - Pattern
DPC Checksum Error - Drive
PRS Parity Sensor Failure (Floor Code)
DPSF SMB Unit Power Supply Failure
QPR Quad Feedback Reversed
DQF QPRAM Communication Warning - Drive or
RBK Rollback Detected
QPRAM Communication Failure - Driver
DRO No Response for Run Request RDS Read Sensor Failure (Floor Code)
DSV Down Safety Trip Velocity SLS Learn Switch Timeout - Safety
DTP Position Error at DNTx SPC Checksum Error - Safety
DTV Down Normal Terminal Trip Velocity SPSF System 12 Power Supply Failure
DZS Door Zone Sensor Failure SQF QPRAM Communication Failure - Safety
EPS Excessive Position Speed Error SWF EEPROM Write Failure - Safety
FBLT Fault Bypass Timeout SWP EEPROM Protection Switch Active - Safety
FCF Insufficient Armature Current or TA Tach/ Encoder Speed Not Off
Excessive Armature Current TE Tach/Encoder Error
FPC Checksum Error - Floor Height TF Tach/Encoder Failure
HITD Excessive Heat in SMB Unit TPC Checksum Error - Terminal
HITS Excessive Heat in System 12 TS Tach Feedback Saturation
IBJ Learn Bypass Fault UEF Velocity Error at UETS
IMF Insufficient Forcing MF UNH Velocity Error at UNTx - Upper Limit
IOC Instantaneous Overcurrent UNL Velocity Error at UNTx - Lower Limit
IOS Inspection Overspeed USV Up Safety Trip Velocity
UTP Position Error at UNTx
UTV Up Normal Terminal Trip Velocity

6-14 TROUBLESHOOTING 42-02-7205


6.2.3 COMPUTER SWING PANEL STATUS AND DIAGNOSTIC INDICATORS

The Computer Swing Panel has three sets of eight indicators that can provide status and error
information (Figure 6.8). The Status Indicators (vertical row or eight LEDs) provide information
on the current status of the controller.

FIGURE 6.8 Computer Swing Panel, Front View

MC-MP2 DIAGNOSTIC INDICATORS - During normal operation these lights scan from right
to left (indicating that the MP2 program is looping properly) or flash ON and OFF to indicate a
status or error condition. If the car is connected to a Group Supervisor in a multi-car group
system, the lights will scan from right to left, then left to right, indicating proper communication
between the Car Controller and the Group Supervisor.

When a status or error condition exists, the Diagnostic Indicators flash one of several
messages depending on the software version (MP2 version number scrolls on boot up):
Software versions 8.02.00 or earlier flash the
MC-MP-1ES messages.
Software version 8.03.00 flashes CC Hex.
Software versions 8.04.00 or later flash 66 Hex. Set
the alphanumeric display to scroll the status or error
message. Refer to Table 6.11 Standard Status and Error Messages for a description and
troubleshooting information for the scrolling message.
ASME A17.1 - 2000 status and error conditions are
indicated by the diagnostic indicators flashing 55 Hex. Set
the alphanumeric display to scroll the status or error
message. Refer to Table 6.12 ASME A17.1 - 2000 Status
and Error Messages for a description and troubleshooting
information for the scrolling message.

42-02-7205 TROUBLESHOOTING 6-15


MC-MP2 ALPHANUMERIC DISPLAY - If the scrolling status or error message is not displayed
when the Diagnostic Indicators flash, press the N pushbutton until the scrolling message
appears (see Section 5.2.1 ALPHANUMERIC DISPLAY - STATUS AND ERROR MESSAGES).
You can lookup the scrolling message in the index and then refer to Table 6.11 Standard
Status and Error Messages or Table 6.12 ASME A17.1 - 2000 Status and Error Messages for
a description and troubleshooting information, or you can find the scrolling message in Table
6.0 MC-MP2 Scrolling Messages Lookup and then find the associated Message in Table 6.11
or 6.12.

DDP DIAGNOSTIC INDICATORS - located on top of the Computer Swing Panel. In Normal
Mode these indicators scan from right to left (indicating that the DDP program is looping
properly) or flash ON and OFF to indicate an error or status condition. When troubleshooting,
pay special attention to these indicators, as they will often point to the source of the problem.
Table 6.8 provides a complete listing of the IMC-DDP status and error messages and Table
6.11 provides a description and troubleshooting tips.

TABLE 6.8 IMC-DDP-D Status and Error Messages = LED off = LED blinking
DDP Diagnostic
Hex Mode Status / Error Message
Indicators*
Single LED scanning Normal Normal Operation, no errors or status messages
18 Normal SCR Drive Not Ready
24 Normal Drive Control Not Ready
42 Normal Pattern Generator Not Ready
66 Normal Safety Not Ready
99 Normal SMB Drive Not Ready
C3 Normal Terminal Switches Not Ready
* DDP Diagnostic Indicators on top of the Computer Swing Panel

6.2.4 IMC-SMB3(5) UNIT DIAGNOSTIC INDICATORS

The Diagnostic Indicators, eight vertical


LEDs, on the IMC-SMB3(5) Unit, have
two functions. When the controller is in
the Diagnostic Mode the IMC-SMB3(5)
Unit's Diagnostic Indicators show the
status of the IMC DCP board's memory
locations. When the controller is in the
Normal Mode, with the Computer
Swing Panel's Diagnostic On/Norm
switch in the Norm position, the IMC-
SMB3(5) Unit's Diagnostic Indicators
display messages related to the IMC-
DCP processor.

When the IMC-DCP processor is IMC-SMB3


looping, with no messages to display, Diagnostic
the Diagnostic Indicators will scan from Indicators
top to bottom. When a message is
being displayed, some of the Diagnostic
Indicators will flash ON and OFF. Table
6.9 lists the IMC-DCP Messages, and
Table 6.11 provides a description and
recommended troubleshooting actions
to be taken.

6-16 TROUBLESHOOTING 42-02-7205


NOTE: Table 6.11, Standard Status and Error Messages, provides a description of
the IMC-SMB3(5) Status and Error Messages, including recommended
troubleshooting actions to be taken. Refer to Table 6.9, IMC-DCP
Messages to find the message indicated by the IMC-SMB3(5) Diagnostic
Indicators, then look for the fault message by name in Table 6.11.

TABLE 6.9 IMC-DCP Messages = Indicator OFF = Indicator blinking


IMC-SMB3(5)
Hex Status / Error Message
Diagnostic Indicators
01 Checksum Error - Control
02 Checksum Error - Terminal
03 EEPROM Protection Switch Active - Control
04 EEPROM Write Failure - Control
05 QPRAM Communication Failure - Control
06 QPRAM Data Com. Error
07 Tach/Encoder Error
08 Tach/Encoder Failure
09 Tach Feedback Saturation
0A Excessive Current Command without RE
0B Excessive Current Command with RE
0C Insufficient Armature Current
0D Excessive Armature Current
0E Velocity Error at DNTx - Upper Limit or Velocity Error at UNTx - Upper Limit
0F Velocity Error at DNTx - Lower Limit or Velocity Error at UNTx - Lower Limit
10 LEARN Switch Timeout - Terminal
11 Auto Offset Calibration Failure
12 Auto Calibration Failure
15 Run Enable Inactive - Drive
16 SEC Transfer Failure
17 Power Up Mode

42-02-7205 TROUBLESHOOTING 6-17


6.2.5 ALPHANUMERIC DISPLAY - STATUS AND ERROR MESSAGES

Status and error messages are scrolled across the alphanumeric display. Table 6.10 provides
a list of standard status and error messages and their associated Special Event Message
names. A description and troubleshooting information for the scrolling message is listed in
Table 6.11 under the Special Event Message name. Table 6.12 provides a list of ASME
A17.1-2000 status and error messages, including descriptions and troubleshooting information.

TABLE 6.10 MC-MP2 Scrolling Messages Lookup


Scrolling Message Event Message (see Table 6.10)
2ND LANDING AUX. ACCESS FAULT (non ASME-2000 only) 2nd Landing Aux. Access Fault
ATTENDANT SERVICE OPERATION Attendant Service Operation
AUX. INSPECTION ACCESS FAULT (non ASME-2000 only) Aux. Inspection Access Fault
BOTH LEVELING SWITCHES ARE ON (SETUP ERROR), LEARN MODE Both Leveling Switches are ON (Learn Mode Setup
(IMC only) Error)
BOTH USD AND DSD INPUTS ARE ACTIVE Both USD and DSD are Open
BOTTOM FLOOR OR TOP FLOOR DEMAND Bottom Floor Demand, Top Floor Demand
BOTTOM LANDING AUX. ACCESS FAULT (non ASME-2000 only) Bottom Landing Aux. Access Fault
BRAKE PICK FAILURE (Traction only) Brake Pick Failure
CAR CALL BUS IS DISCONNECTED Car Call Bus Fuse Blown
CAR IN TEST MODE Test Mode Operation
CAR NOT AT BOTTOM LANDING (SETUP ERROR), LEARN MODE (IMC only) Car not at Bottom Landing (Learn Mode Setup Error)
CAR NOT BELOW DOOR ZONE (SETUP ERROR), LEARN MODE (IMC only) Car Not Below Door Zone (Learn Mode Setup Error)
CAR NOT ON INSPECTION (SETUP ERROR), LEARN MODE (IMC only) Car Not On Inspection (Learn Mode Setup Error)
CAR NOT ON LEVEL DOWN (SETUP ERROR), LEARN MODE (IMC only) Level Down ON (Learn Mode Setup Error)
CAR NOT ON LEVEL UP (SETUP ERROR), LEARN MODE (IMC only) Car Not On Level Up (Learn Mode Setup Error)
CAR SAFETY DEVICE OPEN Car Safety Device Open
CAR TO LOBBY OPERATION Car To Lobby
CONTACTOR PROOFING REDUNDANCY FAILURE Contactor Proofing M
Contactor Proofing Redundancy Failure
MX and PT1 Redundancy Failure
PT2 & PT3 Redundancy Failure
DIRECTION RELAY REDUNDANCY FAILURE Direction Relay Redundancy Failure
DOL AND DLK BOTH ACTIVE Doors Open and Locked
DOOR CLOSE FAILURE Door Close Protection
DOOR LOCK FAILURE Door Lock Failure
DOOR LOCK SWITCH FAILURE Door Lock Contact Failure
DOOR OPEN LIMIT FAILURE Door Open Limit Failure
DOOR ZONE SENSOR FAILURE Door Zone Sensor Failure - On position
DOOR ZONE SENSOR FAILURE - OFF POSITION Door Zone Sensor Failure - Off position
DPM REDUNDANCY FAULT DPM Redundancy Fault
DPMR REDUNDANCY FAULT DPMR Redundancy Fault
DRIVE FAILED TO RESPOND Drive Failed to Respond
DRIVE FAULT 2 (IMC only) Loss of Position Feedback
Parity Sensor Failure (Floor Code)
Pattern Door Zone Failure
Position Error at DETS
Position Error at DNTx
Position Error at UETS
Position Error at UNTx
Read Sensor Failure (Floor Code)
DRIVE FORCED MOTOR LIMIT TIMER (Traction only) Brake Failure
Brake IGBT Failure
MLT - Drive Forced
MLT-Drive Forced (ALT)
Pattern Detected Overspeed
DRIVE TEMPERATURE SENSOR FAULT (IMC Traction only) Drive Temperature Sensor Fault
EARTHQUAKE OPERATION (Traction only) Earthquake
EARTHQUAKE - REDUCED SPEED OPERATION (Traction only) Earthquake Normal Operation
ELEVATOR SHUTDOWN SWITCH OR POWER TRANSFER INPUT ACTIVE Elevator Shutdown or Power Transfer
EMERGENCY POWER OPERATION Emergency Power
EMERGENCY POWER SHUTDOWN Emergency Power Shutdown

6-18 TROUBLESHOOTING 42-02-7205


TABLE 6.10 MC-MP2 Scrolling Messages Lookup
Scrolling Message Event Message (see Table 6.10)
EMERGENCY STOP INPUT 1 ACTIVATED Emergency Stop Input 1 Activated
EMERGENCY STOP INPUT 2 ACTIVATED Emergency Stop Input 2 Activated
ENTER SECURITY CODE Security
EXCESSIVE HEAT IN SMB UNIT (IMC Performa only) Excessive Heat in SMB Unit
EXCESSIVE HEAT IN SYSTEM 12 (IMC-SCR and IMC Performa only) Excessive Heat in System 12
FAILURE TO LEAVE THE FLOOR MLT - Failed to Leave Floor
FIRE SERVICE PHASE 1 - ALTERNATE Fire Service Alternate
FIRE SERVICE PHASE 1 - MAIN Fire Service Main
FIRE SERVICE PHASE 2 Fire Service Phase 2
FLT RELAY DROPPED FLT Relay Dropped
FRONT DOOR IS LOCKED BUT NOT FULLY CLOSED Doors Locked but not fully Closed - Front
GATE SWITCH FAILURE (non ASME-2000 only) Gate Switch Failure
GOVERNOR SWITCH OPEN (Traction only) Governor Switch Open
HALL CALL BUS IS DISCONNECTED Hall Call Bus Fuse Blown
HEAVY LOAD WEIGHER CONDITION Heavy Load
HOISTWAY SAFETY DEVICE OPEN Hoistway Safety Device Open
HOSPITAL PHASE 1 OPERATION Hospital Service
HOSPITAL PHASE 2 OPERATION Hospital Service Phase 2
IMC SUB-SYSTEM NOT READY (IMC only) IMC Sub-System Error
IN CAR STOP SWITCH ACTIVATED In-car Stop Switch
INDEPENDENT SERVICE OPERATION Independent Service
INSPECTION / LEVELING OVERSPEED FAILURE (IMC Traction only) Inspection/ Leveling Overspeed
INSPECTION OPERATION Inspection
LANDING SYSTEM REDUNDANCY FAILURE (non ASME-2000 only) Landing System Redundancy Failure
LEVELING DOWN Level Down
LEVELING SENSOR FAILED - OFF POSITION Leveling Sensor Failure (Inactive State)
LEVELING SENSOR FAILED - ON POSITION Leveling Sensor Failure (Active State)
LEVELING SENSOR FAILURE Leveling Sensor Redundancy Failure
LEVELING UP Level Up
LIGHT LOAD WEIGHER CONDITION Light Load
LOSS OF INSPECTION DURING LEARN MODE (IMC only) Loss of IN During Learn (Learn Mode Setup Error)
MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED MLT - Excessive PI Correction (Traction)
MLT - Excessive Releveling at Floor-
MLT - Timer Expired
Motor Limit Timer (Traction)
Motor Limit Timer (INT) (Traction)
Motor Limit Timer (LI) (IMC Traction)
Motor Limit Timer (LI & INT) (IMC Traction)
External Motor Limit Timer (Hydro)
Low Oil Switch (Hydro)
NO RESPONSE FROM PATTERN GENERATOR (SETUP ERROR), LEARN No Response from Pattern Generator (Learn Mode
MODE (IMC only) Setup Error)
NORMAL OPERATION
OVERLOAD CONDITION Car is Overloaded
PASSCODE REQUEST Passcode Requested
PG NOT READY (IMC Traction only) Pattern Generator not Ready
PHOTO EYE FAILURE Photo-Eye Failure (Front), Photo-Eye Failure (Rear)
PRESSURE SWITCH ACTIVATED (Hydro only) Pressure Switch Activated
PRE-TEST MODE Pre-test Mode
PRIORITY / VIP SERVICE - PHASE 1 Priority/VIP Service Phase 1
PRIORITY / VIP SERVICE - PHASE 2 Priority/VIP Service Phase 2
REAR DOOR IS LOCKED BUT NOT FULLY CLOSED Doors Locked but not fully Closed - Rear
REDUNDANCY DOOR LOCK RELAY FAILURE Door Lock Relay Redundancy Failure
REDUNDANCY GATE SWITCH FAILURE (non ASME-2000 only) Gate Switch Relay Redundancy Failure
SAFETY CIRCUIT IS OPEN Safety Relay Circuit Open
SHUTDOWN OPERATION MG Shutdown Operation/Shutdown Switch
TIME OUT OF SERVICE Timed Out of Service
VALVE LIMIT TIMER ELAPSED (Hydro only) Valve Limit Timer Elapsed
VISCOSITY CONTROL FUNCTION ACTIVE (Hydro only) Viscosity Control Function
3-1-05

42-02-7205 TROUBLESHOOTING 6-19


6.2.6 STANDARD STATUS AND ERROR MESSAGES TABLE

Table 6.11, Standard Status and Error Messages provides a listing of the status and error
messages from the following:

Special Events Calendar Fault Log


View Hoistway (F3) Screen - FAULT section
View Hoistway (F3) Screen - CAR OPERATION section
Computer Swing Panel Alphanumeric Display - MP Scrolling Messages (see also Table
6.12 ASME A17.1 - 2000 Status and Error Messages)
Computer Swing Panel DDP Diagnostic Indicators
IMC-SMB3(5) Unit Diagnostic Indicators

FIGURE 6.9 Legend for Table 6.11, Standard Status and Error Messages

TABLE 6.11 Standard Status and Error Messages


Special Event Message SEC F3 Flag MP Scrolling Message FBJ
AC Phase Failure SEC ACP DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the 6 feed wires to the M-contactors at the bottom of the System 12 SCR Drive are incorrectly connected.
When incorrectly connected, the 30 degree phase angle between the X and Y inputs is lost. This fault triggers a MLT - Drive Forced
fault if it is encountered 4 times within 7 normal runs.
Check if the SCR Drive Diagnostic Indicators: WYE PR, DELTA PR, or 30E PR are on. If any of these LEDs are on, refer to Section
3.4.6 in the manual for instructions on how to correctly connect the 6 feed wires.
If the SCR Drive Diagnostic Indicators are not on, check for a defective or disconnected:
32-pin ribbon cable between the SCR-LGA and IMC-MBX boards.
SCR-LGA board (See Appendix H for board replacement instructions).
IMC-MBX board.
System 12 SCR Drive.
Alarm - No Car Movement SEC AlmNoMv
This status indicates that the alarm bell pushbutton was pressed when the car was not moving (ABI).
Alarm - No Door Zone SEC AlmNoDz
This status indicates that the alarm bell pushbutton was pressed when the car was not in door zone (ABIZ).
Anti-Nuisance Operation AntiNui
This status indicates that the load weigher is detecting a minimal load in the car; therefore anti-nuisance logic is in effect allowing only
a few car calls to be registered.
Attendant Service Operation AttnSrv ATTENDANT SERVICE OPERATION
This status indicates that the attendant service input (ATS) is activated. Attendant service is maintained as long as the ATS input is
activated, and there are no emergency service (e.g., fire service) demands.
Check the status of the ATS input. When the car is in Attendant Service operation the input should be high.

6-20 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Auto Calibration Failure SEC YES
Not available with this software release.
Auto Offset Calibration Failure SEC OCF YES
This fault indicates that the automatic calibration of input, output, current sensor and current loop integrator offsets were not completed
successfully. This failure prevents a normal run.
Check the positions of jumpers J8, J9 and J10 on the SCR-LGA board (see SCR-LGA Quick Reference for correct jumper settings).
Check for a defective or disconnected:
1. Phone cable or jack connecting the IMC-MBX board and the SCR Drive.
2. IMC-DCP board (See Appendix G for board replacement instructions).
3. SCR-LGA board (See Appendix H for board replacement instructions).
Automatic Operation AutoOps
This status indicates that the car is running on Automatic Operation.
BK Redundancy Failure CNPB CONTACTOR PROOFING REDUNDANCY FAULT YES
This fault indicates that there is a failure in the normally closed contacts of brake relay BK.
Verify that relays BK is releasing at the end of a run. The voltage at IDC connections labeled CNPB (on SCR-RIX) and RBK
(SC-HDIO) should be above 100VAC when the car is at a floor and 0VAC when the car is moving. Incorrect voltages normally
indicate failed NC contacts. Replace relay BK to correct the fault.
Both Leveling Switches are ON (Learn Mode BOTH LEVELING SWITCHES ARE ON (SETUP ERROR),
Setup Error) LEARN MODE
This fault indicates a faulty leveling sensor or leveling input (LU or LD).
Make sure the INTB Jumper on the SCR-RIX board is in the LRN positon.
Position the car below the bottom landing.
Make sure nothing is wired to terminals #25 and #26 on the SC-SB2K board.
Check the voltages on terminals #25 and #26 on the SC-SB2K board. Terminal #25 should be low and #26 should be high.
Both USD and DSD Are Open SEC BOTH USD AND DSD INPUTS ARE ACTIVE
This fault indicates that the Up Slow Limit Switch (USD input) and Down Slow Limit Switch (DSD input) are simultaneously open. This
usually indicates a problem with one of the terminal landing limit switches. The MP detects this condition when USD=0, DSD=0,
DLK=1.
Inspect both limit switches and associated wiring.
Measure voltages at relay board terminals 11 (USD) and 13 (DSD). Reference the job prints and verify measured voltages against
the status of the limit switches.
If voltages are appropriate, possible causes may be a defective:
47Kohm resistors on top of the main relay board, SC-SB2K (for USD/DSD inputs).
C2 ribbon cable between SC-SB2K and HC-PI/O boards.
Input circuit on the HC-PI/O board.
Bottom Floor Demand SEC BflrDem BOTTOM FLOOR OR TOP FLOOR DEMAND
This status is generated either when the established PI value corresponds to the top terminal landing, but the Up Slow Limit Switch is
closed or when a valid PI value can not be found. A Bottom Floor Demand is generated to move the car away from the landing and
establish a car position. Possible causes are:
The COMPUTER RESET button was pressed.
Initial Power-up.
The state of the limit switch contacts do not correspond to the current PI value (example: the car is in door zone and the PI value
corresponds to the bottom terminal landing, but the Down Slow Limit Switch is closed).
The car was placed on Inspection (the computer does not attempt to maintain the PI value while the car is being moved in a
manual fashion; Bottom Floor Demand is declared when the car is placed back into automatic operation).
Troubleshooting:
If the floor encoding is invalid, the car should move to one of the terminal landings to establish car position.
If the floor encoding is valid and the car is level at a landing, check the floor encoding magnets or vanes (perhaps a valid code
cannot be read).
If the floor encoding is invalid, check the terminal limit switches and associated wiring.
Verify that the input circuits for USD and DSD are not failing by checking for defective:
1. 47Kohm resistors on top of the main relay board, SC-SB2K.
2. C2 ribbon cable between SC-SB2K and HC-PI/O boards.
3. HC-PI/O board.
4. Short circuit on SC-SB2K board.
Brake Calibration Failure SEC YES
Not available with this software release.

42-02-7205 TROUBLESHOOTING 6-21


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Brake Current Not OFF SEC BF DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the system detected Brake Current Feedback after the brake was dropped. This fault triggers a MLT - Drive
Forced fault if encountered 4 times within 7 attempts to run.
If there is any measured brake current feedback on test point BI on the IMC-DCP or IMC-SPI boards after the brake has dropped,
then look for a faulty:
1. Brake current sensor (HC-CS board for brake).
2. Diode bridge (DBB) inside the IMC-SMB3(5) Unit.
3. IGBT transistor in the IMC-SMB3(5) Unit.
Brake Enable Failure SEC NO
This fault indicates that the system is ready to run (direction is picked and RE is enabled), but brake enable (BRE) has not come on
within 5 seconds. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
Brake Failure SEC BF DRIVE FORCED MOTOR LIMIT TIMER YES
This fault indicates that after enabling the brake, the Drive process detected a Brake Current Feedback that was much lower than the
desired Brake Current. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
Verify that the brake coil resistance and brake input voltage on the Brake (Shift F3) screen match those of the brake.
Re-calibrate the Brake by adjusting the CBV parameter on the Brake (Shifte F3) screen.
Verify the voltage between terminals AC1 and AC2 on the IMC-Sxx Unit
Pick direction, then check for Brake Input Voltage at terminals BPO1 and BPO2 on the IMC-Sxx Unit. If there is no voltage at BPO1
and BPO2 then verify that:
MX, BK and RE are picked.
The direction relays, on the SC-SB2K board, are not picked (contact failure).
Verify that:
MX, and RE are not picked.
FB1 or FB2 fuses have not cleared.
There is a trigger signal for brake voltage at test point BT on the IMC-MBX board.
Check for a defective:
Brake current sensor inside the IMC-Sxx Unit.
Bad diode bridge (DBB) inside the IMC-Sxx Unit.
Failure of brake IGBT inside the IMC-Sxx Unit.
Open resistors RB1 and RB2.
Brake IGBT Failure SEC BF DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the Brake IGBT or related circuitry has failed. The Brake current did not drop after run enable was dropped.
This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
Check for a defective:
1. Brake IGBT on the IMC-SPI board. Verify/set BPV Pick Voltage greater than BHV Hold Voltage. Pick direction on Inspection
and verify that the brake transitions from pick voltage to hold voltage.
Check for part failure or discontinuity in the wiring of the following parts:
DBB Diode Bridge.
RB resistor as labeled in the job prints.
CB capacitor as labeled in the job prints.
Resistors RB1 and RB2.
Brake Output Circuit Failure SEC BOF NO
This fault indicates that the brake output circuit has failed. Check for a defective:
Brake IGBT.
Flywheel diode in the brake output circuit.
IMC-GPA board.
Resistors RB1 and RB2.
Brake Pick Failure BRAKE PICK FAILURE
This fault indicates that the Brake Pick Sensor (BPS) input was high (indicating the brake was not fully picking) during three
consecutive runs. The car is shut down.
Check the brake pick switch for proper operation (the contact should open when the brake is fully picked).
Check the status of the BPS input. It should be low.
Car Call Bus Fuse Blown SEC CAR CALL BUS IS DISCONNECTED
This fault indicates that there is no power to the car call circuits on the HC-CI/O board(s). A problem may exist with the Car Call Bus
fuse (F2CC) or the car call common wiring (bus 2CC).
Check the Car Call Bus fuse (F4) in the controller.
Check the wires that go to the Car Call Power inputs (labeled PS1/PS2/PS3) on the HC-CI/O board(s) in the controller.
Check for the proper installation of the call board jumper plug on the HC-CI/O board(s). Look at the notch on the chip and match it
up according to the notch orientation label on the HC-CI/O board.

6-22 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Car is Overloaded OVERLOAD CONDITION
This status indicates that the Overload input (OLW) is activated, or the perceived load in the car has exceeded the threshold value set
for an overload condition.
For a discrete OLW input: check the status of the OLW input (wired to a load weigher contact), and determine if the status of the
input is appropriate relative to the load in the car.
For an analog load weigher: check the perceived load percentage using the on-board diagnostic station. Determine if the value
displayed (percentage) is appropriate relative to the load in the car.
Car Not at Bottom Landing CAR NOT AT BOTTOM LANDING (SETUP ERROR),
(Learn Mode Setup Error) LEARN MODE
This status indicates that the car is not positioned at the bottom landing, the Down Slow Limit switch is faulty, or Down Slowdown input
(DSD) is faulty.
Position the car at the bottom landing.
Check the Down Slow Limit switch. The switch contacts should be open when the car is at the bottom landing.
Check the DSD input status. It should be low.
Car Not Below Door Zone CAR NOT BELOW DOOR ZONE (SETUP ERROR),
(Learn Mode Setup Error) LEARN MODE
This status indicates that the car is not positioned below the door zone, or the door zone sensor is faulty, or the Door Zone input (DZ)
is faulty.
Position the car below the bottom of the landing door zone.
Check for a faulty door zone sensor.
Check the DZ input status. It should be low.
Car Not On Inspection CAR NOT ON INSPECTION (SETUP ERROR), LEARN
(Learn Mode Setup Error) MODE
This status indicates that the car is not on Inspection operation, or the Inspection input (IN) is faulty.
Place the car on relay panel Inspection.
Check the IN input status. It should be low.
Car Not On Level Up (Learn Mode Setup CAR NOT ON LEVEL UP
Error) (SETUP ERROR), LEARN MODE
This status indicates that the car is not positioned below the bottom landing, or the Level Up sensor or input (LU) is faulty.
Position the car below the bottom landing.
Check for faulty level up sensor.
Check the LU input status. It should be high.
Car Out of Service with Doors Locked SEC
This fault indicates that the car was shut down because it was delayed from leaving the landing for a predetermined time (default 5
minutes) after it timed out of service. The doors were locked when the timer elapsed.
Correct the problem that caused the car to time out of service. Refer to the Special Event Calendar for the event name, then
troubleshoot that event.
Car Out of Service without Doors Locked SEC
This fault indicates that the car was shut down because it was delayed from leaving the landing for a predetermined time (default 5
minutes) after it timed out of service. Doors were not locked when the timer elapsed.
Suspect an obstruction that has kept the doors from closing, thus preventing the car from leaving.
Verify that controller terminal #9, on the SC-SB2K board, for zero voltage.
Correct the problem that caused the car to time out of service. Refer to the Special Event Calendar for the event name, then
troubleshoot that event.
Car Safety Device Open SEC SftyOpn CAR SAFETY DEVICE OPEN
This fault indicates that one or more of the car safety circuit devices is open (e.g., emergency exit contact, safety clamp switch, car-top
emergency stop switch). This error is generated when the safety string input (SAF) is low, and the safety circuit has been opened
upstream of the SAFC input.
Check the applicable car safety devices. Refer to controller wiring prints for applicable devices.
Car to Lobby Operation CAR TO LOBBY OPERATION
This status indicates that the Car To Lobby input (CTL) has been activated.
Check the status of the CTL input. It should be high.
Car Top Inspection SEC
The Car Top Inspection switch has been activated.

42-02-7205 TROUBLESHOOTING 6-23


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Checksum Error - Brake SEC BPC NO
This fault indicates that the Brake parameters saved into memory on the EEPROM chips on the IMC-DDP-C(D) board are invalid. The
pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive Fault
2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card for
jumper location).
To clear this error, re -save the parameters on the Brake (Shift F3) - Advanced View screen.
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board. (See Appendix B for board replacement instructions).
Checksum Error - Control SEC CPC NO
This fault indicates that the Control process parameters saved into memory on the EEPROM chips on the IMC-DCP board are invalid.
The pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive
Fault 2, which clears automatically if the failure is corrected.
To clear this error, re-save the parameters on the Drive (Shift F5) and Safety (Shift F6) screens.
If problem persists, replace the IMC-DCP board. The problem lies in a defective EEPROM, or component on the IMC-DCP board.
(See Appendix G for board replacement instructions).
Checksum Error - Drive SEC DPC NO
This fault indicates that the Drive parameters saved into memory on the EEPROM chips on the IMC-DDP-C(D) board are invalid. The
pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. This fault triggers a
Drive Fault 2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card
for jumper location).
To clear this error, re-save the parameters on the Drive (Shift F5) screen.
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board. (See Appendix B for board replacement instructions).
Checksum Error - Floor Height SEC FPC NO
This fault indicates that the Floor Height parameters saved into memory on the EEPROM chips on the IMC-DDP-C(D) board are
invalid. The pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a
Drive Fault 2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card for
jumper location).
To clear this error, re-save the parameters on the Floor Heights (Shift F8) screen.
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board. (See Appendix B for board replacement instructions).
Checksum Error - Motor Field SEC MPC NO
This fault indicates that the Motor Field parameters saved into memory on the EEPROM chips on the IMC-DDP-C(D) board are invalid.
The pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive
Fault 2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card for
jumper location).
To clear this error, re-save the parameters on the Motor Field (Shift F2) screen.
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board. (See Appendix B for board replacement instructions).
Checksum Error - Profile SEC PPC NO
This fault indicates that the Pattern parameters saved into memory on the EEPROM chips on the IMC-DDP-D board are invalid. The
pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive Fault
2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper on the IMC-DDP-D board is in the 'A' position (see IMC-DDP Quick Reference Card for jumper
location).
To clear this error, re-save the parameters on the Pattern (Shift F4) screen.
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-D board. The problem lies in a defective EEPROM, or component on the IMC-DDP-D
board. (See Appendix B for board replacement instructions).

6-24 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Checksum Error - Safety SEC SPC
This fault indicates that the Safety parameters saved into memory on the EEPROM chips on the IMC-DDP-C(D) board are invalid. The
pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive Fault
2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card for
jumper location).
To clear this error, re-save the parameters on the Pattern (Shift F4) and Safety (Shift F6).
If re-saving the parameters fails to correct the problem, remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board. (See Appendix B for board replacement instructions).
Checksum Error - Switch SEC NPC NO
This fault indicates that the Normal Terminal Limit Switch data saved into memory on the EEPROM chips on the IMC-DDP-C(D) board
are invalid. The pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active.
Triggers a Drive Fault 2, which clears automatically if the failure is corrected.
Verify that the S2 Switch/Jumper, only available on IMC-DDP-D board, is in the 'A' position (see IMC-DDP Quick Reference Card for
jumper location).
Remove and reinsert the EEPROM (U15) in its socket.
If problem persists, replace the IMC-DDP-C(D) board. The problem lies in a defective EEPROM, or component on the IMC-DDP-
C(D) board.
Checksum Error - Terminal SEC TPC YES
This fault indicates that the Terminal Limit Switch data saved into memory on the EEPROM chips on the IMC-DCP board are invalid.
The pattern generator will not execute a normal profile run and RE will not be enabled if a checksum error is active. Triggers a Drive
Fault 2, which clears automatically if the failure is corrected.
To clear this error, re-save the parameters on the General (Shift F1) screen.
If problem persists, replace the IMC-DCP board. The problem lies in a defective EEPROM, or component on the IMC-DCP board.
(See Appendix G for board replacement instructions).
CMS Emergency Dial Out Unsuccessful SEC
This fault indicates that the controller was unsuccessful in transmitting an emergency event to one of the CMS stations specified by the
user. This fault only affects controllers that have the CMS option and are connected via a dial-up telephone modem.
Communication Loss SEC
This fault indicates that the car was previously communicating with the Group Supervisor but is now unable to communicate.
Verify that the RS-422 communication cable is not removed from the Cars MC-RS board.
Verify the jumpers on all of the controllers MC-RS boards.
Check for a defective MC-RS board on any of the controllers.
Contactor Proofing M CNPM YES
This fault indicates that there is a failure in the normally closed contacts of M12, M1 or M2 contactors.
Verify the voltage at normally closed contact #4 of relay M12 is above 100VAC before the RE relay is picked and should drop to
zero volts after RE picks. Incorrect voltages normally indicate failed normally closed contacts. Replace the relay to correct the error.
Do not attempt to dress the contacts.
Also note that the voltage supplied to M12 comes from SCR drive contactors M1 and M2.
The above mentioned circuitry is fed by the 2D bus, fuse F2D may have cleared.
Contactor Proofing Redundancy Failure SEC CONTACTOR PROOFING REDUNDANCY FAULT
This fault indicates that one (or more) of the main power contactors has not dropped out properly after the car stopped moving. The
computer generates this error when either the CNPB or CNPM input remains high after the car has stopped.
This failure is only logged on the Group CRT and will occur in conjunction with one of the three local redundancy failures: M
Contactor Redundancy Failure, M12 Redundancy Failure, or BK Redundancy Failure.
Verify that the CNPM input is high when the car is not in motion.
Look for troubleshooting tips in the description of these specific redundancy failures.
Contract Overspeed SEC COS YES
This fault indicates that, during normal operation, the car speed was greater than 107% of contract speed. The car speed is monitored
by the safety processor.
Verify, on inspection, that the car speed is relatively close to the Pattern velocity. Pattern velocity during inspection is determined
by the VINL and VINH parameters on the Pattern (Shift F4) screen.
Then verify that the car is not overspeeding on a high speed normal run.
If the car overspeeds, adjust GTC on the Drive (Shift F5) screen so that the car travels at the commanded speed (Pattern velocity).
Verify that the PG parameter, Pattern Scaling on the Drive (Shift F5) screen = 1.0.
Check that enough armature voltage is fed back to the system by verifying that the car is traveling at contract speed with rated
armature voltage. (Hint : Reducing the Motor Field Running Voltage, MFRV, lowers the armature voltage).
If the car speed cannot be adjusted, then the car is most likely overspeeding due to a bad tachometer or velocity encoder.

42-02-7205 TROUBLESHOOTING 6-25


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Correction Run
This status indicates that the car is on normal operation and running at correction speed to the nearest landing.
Direction Relay Redundancy Failure SEC DIRECTION RELAY REDUNDANCY FAILURE
This fault indicates that one of the direction relays appears to have failed in the picked state. The computer has detected that the
Direction Pilot input (UDF) is high without a direction output.
Ensure that, when the car is not in motion, the UDF input is low.
Door Close Protection SEC DOOR CLOSE FAILURE
This fault indicates that the doors were unable to close in typically 60 seconds.
Check door lock contacts for proper closure and conductivity.
Check individual doors and door tracks for physical obstructions.
Verify that the Door Close Limit contact functions properly.
Check for a faulty hoistway or car door contact (HD or CD) or Door Close Limit input (DCL) or Door Position Monitor (DPM).
Door Lock Contact Failure SEC DOOR LOCK SWITCH FAILURE
This fault indicates that a door lock contact appears to have failed in the closed state. The computer compares the state of the
hoistway Door Lock contact input (HD or HDR) with the state of the Door Close Position Monitor (DPM). If HD, CD, HDR or CDR
remain high after the doors have opened (DPM=1), this failure will be declared. (It appears that the door lock contact is shunted or has
remained closed).
Measure the voltage on the CD, HD, CDR or HDR input, with doors open.
If voltage exists on any of these while the doors are open, trace the source of the voltage.
If no voltage exists on any of these, suspect faulty DPM or DPMR input circuit. Check the HC-IOX and HC-I4O boards.
Door Lock Failure SEC DOOR LOCK FAILURE
This fault indicates that the doors have closed, DPM = 1 (or DCLC = 1 if retiring cam), a demand exists for the car to move (DCP = 1),
but the doors did not lock (DLK = 0) within 80 seconds with the door close power output (DCP) turned on.
If no Retiring Cam is used, verify that the door lock contacts are closed to provide power to the door lock input (DLK = 1).
If the Retiring Cam option is set:
1. Verify that the Retiring Cam relay is activated (DCP=1, DPM=1 or DCLC=1) and the doors are locked (DLK=1).
2. Momentarily place the car on Inspection to reset the Door Lock Failure.
3. Verify the proper operation of the Retiring Cam circuitry and mechanism.
Door Lock Relay Redundancy Failure SEC REDUNDANCY DOOR LOCK RELAY FAILURE
This fault indicates that one of the door lock relays has failed to drop out.
Verify that, with the hoistway doors open, there is no power on the Door Lock Sensor Relay input (RDLS or RDLSR, if the car has
rear doors).
If the RDLS or RDLSR input is high and the doors are open, then a door lock relay has failed to drop.
Verify that the door lock relay(s) operates properly.
If no voltage appears on the RDLS (or RDLSR) input, suspect a faulty RDLS (or RDLSR) input circuit. Replace the HC-IOX and/or
HC-I4O boards.
Door Open Limit Failure SEC DOOR OPEN LIMIT FAILURE
This fault indicates that a door open limit contact appears to have failed in the open state. This means the Door Open Limit input (DOL
or DOLR) is low--indicating an open door--while the car door (CD) or hoistway door (HD) inputs are high--indicating a closed and
locked door.
Verify that, with the doors closed, there is power on the Door Open Limit input (DOL or DOLR). DOL or DOLR must be high when
HD and/or CD is high.
Check the wire, in the controller, to terminal #36 on SC-SB2K to verify DOL.
If there is a rear door, check terminal #36 on the rear door board to verify DOL.
Door Open Protection SEC
This fault indicates that the doors were unable to open in typically 12 seconds.
Check door lock contacts for proper closure and conductivity.
Check individual doors and door tracks for physical obstructions.
Verify that the Door Open Limit contact functions properly.
Doors Locked but not fully Closed - Front FRONT DOOR IS LOCKED BUT NOT FULLY CLOSED
This fault indicates that the Door Lock input (DLK) was high (doors locked ) and the Door Closed Limit input (DCL) was high (doors not
fully closed). DCL should be low when doors are locked.
Determine the state of the doors.
If the doors are closed, check the voltage on the DCL input terminal. If the voltage is high, adjust the Door Closed Limit switch so
the switch opens prior to DLK.
Check for a faulty door close limit contact or associated wiring.

6-26 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Doors Locked but not fully Closed - Rear REAR DOOR IS LOCKED BUT NOT FULLY CLOSED
This fault indicates the Door Lock input (DLK) was high (doors locked) and Door Closed Limit Rear input (DCLR) was high (doors not
fully closed). DCLR must be low when doors are locked.
Determine the state of the doors.
If the doors are closed, check the voltage on the DCLR input terminal. If the voltage is high, adjust Rear Door Closed Limit switch so
the switch opens prior to DLK.
Check for a faulty door close limit contact or associated wiring.
Doors Open And Locked SEC DOL AND DLK BOTH ACTIVE
This fault indicates that the Door Open Limit input (DOL) was low while the Door Lock input (DLK) was high. The leveling inputs (LU
and LD) must also be low to log this fault.
Determine the state of the doors.
If the doors are open, check the voltage on terminal #9 (DLK), on the SC-SB2K board.
If voltage exists, determine source of voltage (there should be no voltage on terminal 9 if doors are open and car is not leveling).
If the doors are closed, check the voltage on terminal #36 (DOL), on the SC-SB2K board. The voltage should be high.
If voltage does not exist, check for faulty door open limit contact (contact should be closed if doors are not fully open) or associated
wiring.
If voltages are appropriate, suspect faulty input circuit (either DLK or DOL input circuit). Check the 47Kohm resistors on the SC-
SB2K and HC-PI/O boards.
Door Zone Sensor Failure DZS DOOR ZONE SENSOR FAILURE
(active state)
This fault indicates that the Door Zone input (DZ) did not deactivate during the run. Probable causes are: shorted door zone sensor or
associated circuitry (within the landing system assembly); faulty wiring from the landing system to the controller; or a faulty computer
input circuit (main relay board or HC-PI/O board).
Check the operation of the door zone sensors and associated wiring (place the car on inspection, move the car away from the floor,
noting the transitions in the door zone signal(s) coming from the landing system).
Verify that the computer diagnostic display of DZ (or DZ rear) matches the state of the sensor signals at the main relay board (or
rear door relay board).
Down Normal Terminal Trip Velocity DTV
This fault indicates that a DNTx switch velocity error occurred and an alternate pattern profile was applied.
See Velocity Error at DNTx for troubleshooting tips.
Down Safety Trip Velocity DSV
This fault indicates that the DETS switch was tripped. The system will be shut down.
See Velocity Error at DETS for troubleshooting tips.
Drive Calibration Failure DCF
Not available with this software release.
Drive Control Not Ready
This fault indicates that the Drive Control process (on the DCP processor) on the IMC-DCP board is not ready to move the car.
This message is displayed to indicate a general problem with the IMC-DCP board. See the Special Event Calendar or the F3 screen
for specific information on the fault that has occurred.
This fault may be cleared by pushing the RESET button on the SMB3(5) Drive Unit.
Dynamic Brake Activated SEC DBF DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that there is either more than 18 volts across the dynamic braking resistor or Dynamic Brake input (RDB) from the
SCR Drive is active. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
If this fault occurs with no other SCR Drive faults in the Special Event Calendar, then it is likely that a different failure such as an AC
Phase Failure has occurred. However, the actual failure did not log because it occurred too quickly to be latched.
Otherwise, if this fault occurs with other SCR drive faults (such as an Instantaneous Overcurrent fault), then it can be an indication
of a defective:
Dynamic brake SCR. Check connections to RDB.
SCR-LGA board (See Appendix H for board replacement instructions).
Because the fault is passed through the IMC-SMBx Unit, take into consideration a failure of the IMC-MBX board and/or the cable
that connects it to the SCR drive.
Verify the continuity of RDB and the armature connections.

42-02-7205 TROUBLESHOOTING 6-27


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Earthquake SEC Eqactv EARTHQUAKE OPERATION
This fault indicates that one or both of the earthquake inputs (SSI, CWI) are low. The appropriate code-mandated earthquake
operation is applied, for ASME and California Earthquake Operation the car is brought to a floor and then shut down.
The elevator may be returned to normal service by means of momentary pressure on the Earthquake reset button on the SC-BASE-
D board. This should be done by authorized personnel, after it has been determined that it is safe to do so.
Should the system remain in this mode of operation after the reset button has been pressed, check the status of the earthquake
sensing devices (seismic switch or counterweight derailment device).
Earthquake Normal Operation EARTHQUAKE - REDUCED SPEED OPERATION
This status allows the car to run after an Earthquake fault. To run at reduced speed on Earthquake Normal Operation the Earthquake
fault timer must expire and the counterweight must not be derailed during the earthquake. (CWI or SSI is low; used for ASME
earthquake operation only.) Otherwise, the car remains shut down.
The elevator may be returned to normal service by pressing the EARTHQUAKE RESET button on the SC-BASE-D board. This
should be done by authorized personnel, after it has been determined that it is safe to do so.
Should the system remain in this mode of operation after the RESET button has been pressed, check the status of the CWI and
SSI inputs.
EEPROM Protection Switch Active - Control SEC CWP YES
This event indicates that the Control Processor is trying to save parameters to permanent memory while the EEPROM Write Protection
Switch on the IMC-SMB3(5) Unit is in the ON position.
Set the switch to the OFF position.
EEPROM Protection Switch Active - Safety SEC SWP
This event indicates that the Safety Processor is trying to save parameters to permanent memory while the EEPROM Write Protection
Switch on the IMC-SMB3(5) Unit is in the ON position.
Set the switch to the OFF position.
EEPROM Write Failure - Control SEC CWF YES
This event indicates that the Control Processor failed to write to the EEPROM on the IMC-DCP board.
This fault may require replacing the IMC-DCP board in the IMC-SMB3(5) Unit. (See Appendix G for board replacement instructions).
EEPROM Write Failure - Safety SEC SWF
This event indicates that the Safety Processor failed to write to the EEPROM on the IMC-DCP board.
This fault may require replacing the IMC-DCP board in the IMC-SMB3(5) Unit. (See Appendix G for board replacement instructions).
Elevator Shutdown or Power Transfer ELEVATOR SHUTDOWN SWITCH OR POWER
TRANSFER INPUT ACTIVE
This status indicates that either the Elevator Shutdown input (ESS) has been activated or the Power Transfer input (PTI) has been
activated. The car is stopped at the next available floor and then shut down.
Verify that the status of the computer inputs (ESS) and (PTI) is appropriate relative to the status of the switch or contact that feeds
the input.
Emergency Brake Activated SEC
The Emergency Brake has been activated.
Emergency Power SEC EmrgPwr EMERGENCY POWER OPERATION
This event indicates that the system is on Emergency Power operation. The Emergency Power input (EPI) is low, which indicates that
the system is being powered by an emergency-power generator.
If system is not running on an emergency-power generator, check the voltage on the EPI terminal (this terminal is generally found in
the group supervisor controller in multi-group applications).
If voltage does not exist on EPI, check contact and associated wires that feed the EPI input.
If voltage does exist on the EPI terminal, suspect faulty EPI input circuitry (HC-IOX or HC-I4O board). [Note: In some applications,
the EPI input resides in the individual elevator controller. Refer to specific job prints for details.]
If this is a group system with emergency power, and the Group Supervisor has yet to be installed, place a jumper from the 2 bus to
the EPI input on each local cars HC-IOX board. Remove the jumper when the Group Supervisor is installed.
Emergency Power Shutdown SEC EMERGENCY POWER SHUTDOWN
This status indicates that the car is shutdown during Emergency Power Operation when the controller is unable to communicate with
the Group Supervisor. When the Group Supervisor is unable to coordinate running the elevators on Emergency Power, this shutdown
occurs in order to prevent the cars from running all at the same time and possibly overloading the generator.
Emergency Stop Input 1 Activated EMERGENCY STOP INPUT 1 ACTIVATED
This message is displayed when the Emergency Stop Input 1 (ESTP1) goes high.
Emergency Stop Input 2 Activated EMERGENCY STOP INPUT 2 ACTIVATED
This message is displayed when the Emergency Stop Input 2 (ESTP2) goes high.

6-28 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Excessive Armature Current SEC FCF NO
This event indicates that the IMC-DCP processor detected armature feedback current exceeding 200% of rated armature current within
250 milliseconds after RE was picked. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
The armature current is being monitored through TP3 on the SCR-LGA board. Run the car on inspection while looking at the
armature current display versus the commanded current on the F3 screen. Verify that both values are close to each other.
Check the following external connections to the system for component failures or discontinuity.
1. Interpole feedback (if any).
2. Filter capacitors such as described in the job prints on the SCR page.
3. Any component in the loop feedback from the SCR drive out to the motor and back to the SCR drive.
Verify that the drive headers current and voltage values--on the SCR-LGA board (U81)are at least equal to the motors rated
values.
Re-calibrate the system offsets by setting OSOA=ON.
If re-calibrating the offsets does not correct the fault, check for a defective:
1. Phone cable or jack connecting the IMC-MBX board and the SCR Drive.
2. Ribbon cable that connects the SCR Drive to the IMC-SMB3(5) Unit.
3. SCR-LGA board (See Appendix H for board replacement instructions).
4. IMC-MBX board.
5. IMC-DCP board (See Appendix G for board replacement instructions).
6. SCR Drive.
Excessive Current Command without RE SEC CCF YES
This fault indicates that the IMC-SMB3(5) Unit detected a current command output greater than 200mV before enabling the RE (Run
Enable) relay and after the drive was enabled. When this fault occurs the car is not allowed to run.
Verify the failure by looking at test point DCC of the IMC-DCP board prior to the engagement of the main contactors of the SCR
Drive. (Hint : 3 volts on the test point indicates 100% of commanded current).
Verify the standard control gains GP, GI, GEC parameters are set on the Drive (Shift F5) page, re-calibrate the system offsets by
setting OSOA=ON and re-save all the parameter pages.
Excessive Current Command with RE SEC CCF NO
This fault indicates that the IMC-SMB3(5) Unit detected a current command output greater than 7VDC within 300 ms after enabling the
RE (Run Enable) relay and the drive was enabled. When this fault occurs the FLT relay is dropped and the car is not allowed to run.
Verify the failure by looking at test point DCC of the IMC-DCP board prior to the engagement of the main contactors of the SCR
drive. (Hint: 3 volts on the test point indicates 100% of commanded current).
Re-calibrate the system offsets by setting OSOA=ON--on the Drive (Shift F5) page.
If re-calibrating the offsets does not correct the fault, check for a defective:
Phone cable or jack connecting the IMC-MBX board and the SCR Drive.
Ribbon cable connecting the SCR Drive to the IMC-SMB3(5) Unit.
IMC-DCP board (See Appendix G for board replacement instructions).
SCR-LGA board (See Appendix H for board replacement instructions).
Excessive DC Loop Current SEC LOC YES
This fault indicates that the DC loop current has exceeded the reference value by a very large amount (refer to Section 4.9.5,
parameters SLRI and SLFT).
Verify that the brake is completely lifting.
If the load in the car has exceeded full load the fault can be remedied by calibrating SLRI and SLFT on the Safety (Shift F6) screen.
If the car is needed during installation, set parameter SLRI to the correct value and set SLFT to 30 seconds or more, or use a safety
bypass jumper between FBP1 and FBP2 on the SCR-RIX board.
Excessive Heat in SMB Unit SEC HITD EXCESSIVE HEAT IN SMB UNIT YES
This fault indicates that the temperature inside the IMC-SMB3(5) Unit has exceeded 180EF. If the HITD flag comes ON, the computer
will attempt to bring the car to the nearest floor before shutting down.
The fan inside the IMC-SMB3(5) turns ON when the temperature exceeds 120E F, check for a defective fan.
The ambient temperature has exceeded specifications.
The thermostat that generates this fault can be defective. Check the integrity of the normally open heat sensor contact.
There is a bad board in the SMB3(5) Unit. (See Appendix G for board replacement instructions).
Excessive Heat in System 12 SEC HITS EXCESSIVE HEAT IN SYSTEM 12 YES
This fault indicates that either the ambient temperature has exceeded 160EF or there is a bad or failing SCR. If the fault occurs, the
computer will attempt to bring the car to the nearest floor before shutting down.
The ambient temperature has exceeded specifications.
There is a bad or failing SCR.
The thermostat that generates this fault can be defective. There are two heat sensors in the SCR Drive, one on each of the heat
sinks. Check the integrity of the normally closed contacts of the heat sensors located on the heat sink, behind the bus bar, between
the top left SCRs and below the SCR-DS board.

42-02-7205 TROUBLESHOOTING 6-29


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Excessive Position Error at OLM SEC YES
This fault indicates that while the car was traveling past a floor, on normal operation, the IMC-DDP-C(D) computer detected a 30" (6" if
destination landing) or more difference between the actual and learned distance to the floor. This condition is detected by the OLM
sensor at 12" (305 mm) from the floor.
Verify the on and off voltages of OLM signal 93, and 94 (off = 0VDC, on = 45-55VDC).
Verify that 93 and 94 are not reversed.
Check for Delta OLM at fault floor.
Disconnect the OLM signal. See if elevator can make a normal run.
If the car runs normally, the problem is with the external OLM signal. Trace the OLM signal through the following components.
Car Top selection.
SCR-RIX board.
IMC-MBX board (observe OLM indication).
IMC-DDP-C(D) board (See Appendix B for board replacement instructions).
If the car does not run normally, check the following on SCR-RIX board terminals:
Verify the on and off voltages of the quadrature signal 95, 96 (off = 0VDC,on = 40-55VDC). (See Appendix C for further
instructions).
Check for bad floor codes.
Check the positioning of the floor magnets to the edge of the steel tape (on LS-QUAD-2R).
The DP1 and DP2 quadrature signals must be routed through shielded cable from the car top to where the signal enters the SCR-
RIX board. To verify a noise free quadrature signal:
Connect an oscilloscope to 95 (CHA)and 96 (CHB) w.r.t. common or ground.
Run the car at high speed.
Watch for noise, irregularities or drop out of the signals.
Excessive Speed Position Error EPS
This fault indicates an excessive variation between feedback speed and landing system based speed.
Check DP1 and DP2 (terminals 95 and 96 on the SCR-RIX board) to verify the landing system quadrature signal.
Verify that the Tach/Velocity Encoder Scaling parameter, GTC on the Drive (Shift F5) screen, is adjusted so the car is running at the
desired speed.
If a tachometer is being used, verify the proper operation of the tach and all related circuitry.
If a velocity encoder is being used, verify the proper operation of the encoder and all related circuitry.
Fault Bypass Timeout FBLT NO
This event indicates that the Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX board has been in place for over two
hours. During Inspection operation the timer is disabled so the car can be run on Inspection indefinitely.
To clear this fault, toggle the MACHINE ROOM INSPECTION TRANSFER switch or remove the jumper.
Fault Bypass Timeout - Drive SEC FBLT NO
This event indicates that the Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX board has been in place for over two
hours. During Inspection operation the timer is disabled so the car can be run on Inspection indefinitely.
To clear this fault, toggle the MACHINE ROOM INSPECTION TRANSFER switch or remove the jumper.
Fault Bypass Timeout - Safety SEC FBLT NO
This event indicates that the Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX board has been in place for over two
hours. During Inspection operation the timer is disabled so the car can be run on Inspection indefinitely.
To clear this fault, toggle the MACHINE ROOM INSPECTION TRANSFER switch or remove the jumper.
Fire Service Alternate SEC AltFir1 FIRE SERVICE PHASE 1 - ALTERNATE
This event indicates that the system is on Fire Recall Operation (Fire Service Phase I), using the alternate fire recall floor. This recall
is generally initiated by the activation of a smoke detector at the main fire recall floor. In some applications, an alternate fire recall
switch may be specified (FRAON input).
Inspect the fire sensors (especially the main floor sensor) and the Fire Phase I switch wiring. For some fire codes including ASME,
the Fire Phase I switch must be turned to the BYPASS position and then back to OFF to clear the fire service status, if activated by
a smoke sensor.
If this is a group installation and the group has yet to be installed, make sure the 2-bus is connected to terminal #38 on the SC-
SB2K. Remove the jumper when Fire Service wiring is complete.

6-30 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Fire Service Main SEC MnFire1 FIRE SERVICE PHASE 1 - MAIN
This event indicates that the system is on Fire Recall Operation (Fire Service Phase I), using the main fire recall floor. This recall is
generally initiated by the activation of a smoke detector at a landing other than the main fire recall floor. Fire recall operation to the
main floor can also be initiated by the activation of the fire recall switch (input FRON or FRON2).
Inspect the fire sensors and the Fire Phase I switch wiring. For some fire codes including ASME, the Fire Phase I switch must be
turned to the RESET position and then back to OFF to clear the fire service status if activated by a smoke sensor.
If this is a group installation and the group has yet to be installed, make sure the 2-bus is connected to terminal #38 on the
SC-SB2K.
If this installation must comply with the requirements of ASME A17.1-2000 or later code, and the machine room and hoistway
sensors have not yet been installed, or if this is a group system and the Group Supervisor has yet to be installed, make sure the
FRSM and FRSA inputs on the HC-IOX boards in each simplex or local car controller are connected to the 2/2F bus, as applicable.
Fire Service Phase 2 SEC FirePh2 FIRE SERVICE PHASE 2
This event indicates that the car is on In-car Firemans Service (Fire Phase 2). The in-car fire service switch has been placed in the on
(FCS) or hold (HLD) position.
Inspect the phase 2 switch and wiring. In most fire jurisdictions, the car must be returned to the fire floor at which Fire Phase 2 was
activated, the doors must be fully open, and the phase 2 switch must be turned OFF to remove the elevator from Fire Phase 2
operation.
FLT Relay Dropped FLT RELAY DROPPED
The FLT relay is dropped as a result of one or more of many possible fault conditions.
Check the Event Calendar to determine what has caused the FLT Relay Dropped message. Then look up that message or
messages in this table to determine the appropriate troubleshooting and/or corrective action.
Governor Switch Open SEC SftyOpn GOVERNOR SWITCH OPEN
This fault indicates that the governor switch is open. This error is generated when the safety string input (SAF) is low, and the safety
circuit has been opened upstream of the GOV input.
Check the governor overspeed switch.
Hall Call Bus Fuse Blown SEC HALL CALL BUS IS DISCONNECTED
This fault indicates that there is no power to the hall call circuits on the HC-CI/O board(s). A problem may exist with the Hall Call Bus
fuse or the hall call common wiring.
Check the Hall Call Bus fuse in the controller.
Check the wires that go to the Hall Call Power inputs on the HC-CI/O board(s) in the controller.
Check for proper installation of the call board jumper plug on the HC-CI/O board(s).
Hall Call Bypass Operation Byp-HLW
This status indicates that the load weigher is detecting a significant load in the car so hall calls will be bypassed.
Hardware Process Monitor Failure - Control SEC YES
This fault indicates that the process monitoring circuit failed to receive an acknowledgment signal from the Control process. It is
possible that the Control process is executing slower than intended.
May be a defective IMC-DCP board. (See Appendix G for board replacement instructions).
Hardware Process Monitor Failure - Drive SEC NO
This fault indicates that the process monitoring circuit failed to receive an acknowledgment signal from the Drive process. It is possible
that the Drive processor is executing slower than intended.
May be a defective IMC-DDP-D board. (See Appendix B for board replacement instructions).
Hardware Process Monitor Failure - Safety SEC NO
This fault indicates that the process monitoring circuit failed to receive an acknowledgment signal from the Safety process. It is
possible that the Safety processor is executing slower than intended.
May be a defective IMC-DCP board. (See Appendix G for board replacement instructions).
Heavy Load HEAVY LOAD WEIGHER CONDITION
This status indicates that the Heavy Load (HLI) input has been high.
For a discrete HLI input (wired to a load weigher contact): Check the status of the HLI input, and determine if the status of the input
is appropriate relative to the load in the car.
For an analog load weigher: Check the perceived load percentage using the on-board diagnostic station. Determine if the value
displayed (percentage) is appropriate relative to the load in the car.
Hoistway Safety Device Open SEC SftyOpn HOISTWAY SAFETY DEVICE OPEN
This fault indicates that one or more of the Hoistway Safety Circuit Devices is open (e.g., pit stop switch, car and cwt buffers switches,
up/down final limit switches). This error is generated when the safety string input (SAF) is low, and the safety circuit has been opened
upstream of the SAFH input.
Check the applicable items (e.g., pit stop switch, car and cwt buffers switches, up/down final limit switches). Refer to the specific
controller wiring prints for applicable devices.

42-02-7205 TROUBLESHOOTING 6-31


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Hospital Service SEC HOSPITAL PHASE 1 OPERATION
This status indicates that the car was placed on Hospital Service.
Hospital Service can be initiated by the registration of a hospital call, or by the activation of the in-car Hospital Service switch
(HOSP input).
Verify that the status of the in-car hospital switch computer input (HOSP) is appropriate relative to the status of the key-switch.
Hospital Service Phase 2 SEC HOSPITAL PHASE 2 OPERATION
This status indicates that the car has answered a hospital emergency call or the in car hospital emergency key switch has been
activated (HOSP2 is high).
The car has been placed on in-car Hospital Emergency Service. The car will remain in this mode until the in-car Hospital Service
key-switch is turned off.
Verify that the status of the in-car hospital switch computer input (HOSP2) is appropriate relative to the status of the key-switch.
IMC Sub-System Error IMC SUB-SYSTEM NOT READY
This fault is an indication of a General Drive Error.
Refer to the F3 Screen and/or the Special Events Calendar to determine the specific error.
In-car Stop Switch SEC SftyOpn IN CAR STOP SWITCH ACTIVATED
This fault indicates that the in-car stop switch has opened the safety circuit.
Check the status of the in-car emergency stop switch and associated wiring.
Inconspicuous Riser SEC
This event indicates that the System is on Swing operation or the Inconspicuous Riser is functional.
Check Swing Car Operation.
Inspect the SWG switch on the controller.
Independent Service SEC IndSrv INDEPENDENT SERVICE OPERATION
This event indicates that the Independent Service switch has been turned on, or the TEST/NORMAL switch on the Relay board is in
the TEST position.
Check the Independent Service switch.
Inspect the TEST/NORMAL switch on the Relay board on the controller.
Check the wiring to the relay board (SC-SB2K) terminal #49.
Inspection SEC InspAcc INSPECTION OPERATION
This event indicates that the hoistway access, car top inspection or relay panel MACHINE ROOM INSPECTION TRANSFER switch is
on INSP or the hoistway and/or car-door bypass switch is on bypass. The Inspection input (IN) is low.
Check all of the inspection switches and associated wiring.
Check the wiring to the relay board (SC-SB2K) terminals ACCN, INCTI, INICN and ACCI .
Inspection/ Leveling Overspeed SEC
This fault indicates that the car has exceeded the inspection/leveling overspeed parameter (MILO) when the car is moving on
inspection operation, or while in leveling.
Check for proper operation of the velocity transducer (tachometer or velocity encoder).
Check for proper adjustment of tachometer scaling (GTC) and pattern gain (PG).
Also check for a proper quadrature signal waveform (look for signal noise, or a fluctuating signal during steady state speed).
Inspection Overspeed SEC IOS YES
This fault indicates that, during an Inspection run, the car overspeeded while passing over the LU or LD vane of the destination floor.
The overspeed value is determined by SILO, Inspection/Leveling Overspeed parameter on the Safety (Shift F6) screen.
If there is an intermittent IOS fault, there could be a loose E31/INS connection on the SCR-RIX.
Verify, on inspection, that the car speed is relatively close to the Pattern velocity and less than the SILO parameter on Safety (Shift
F6) screen.
If the car overspeeds, adjust GTC on the Drive (Shift F5) screen so that the car travels at the commanded speed (pattern velocity).
Verify that the PG=1.0, Pattern Scaling on the Drive (Shift F5) screen.
Instantaneous Overcurrent SEC IOC DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the System 12 SCR Drive detected excessive armature current (367% of drive header rating). This fault
triggers a MLT - Drive Forced fault if it is encountered 4 times within 7 normal runs.
This fault could be caused by:
The main supply being shut off during regeneration.
A clipped door lock (CD or HD. . . Rear doors? Then check: CDR or HDR).
A problem during motor hookup.
Failure of an SCR inside the System 12 SCR Drive.

6-32 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Insufficient Armature Current SEC FCF NO
This fault indicates that an insufficient armature feedback current has been detected by the IMC-DCP processor. This fault is
generated if the requested current is at least 20% of the rated armature current yet the detected feedback remains below 10% of the
rated armature current. The fault will automatically reset four times within seven runs.
Make sure SAIL and SAVL parameters on the Safety (Shift F6) page are properly adjusted. (See section 3.5.5 of the manual for
adjustment instructions).
Check the 3 wires terminated at terminal A2L to ensure that they are all tightened. Any loose wire can lead to a wrong current
measurement or insufficient Armature Current.
If the failure occurs while the car is running at high speed, adjust the Motor Field so that the armature voltage is within rated motor
armature voltage.
Verify the connection of the current sensor on the SCR-LGA board (J4).
Check for a properly connected and functional phone cable between the SCR-LGA board and the SMB3(5) Unit.
Check for a defective:
2. 26 pin ribbon cable connection between the SCR-LGA board and the IMC-MBX board inside the IMC-SMB3(5) Unit.
3. Drive Header on the SCR-LGA Board.
Monitor the Up and Down direction inputs on the SCR-LGA board (at the bottom of R14 for the down direction and R22 for the up
direction). If there is a momentary drop in the direction signal before the run is completed, use the jumper approach to determine
which portion of the safety circuit is failing. Check the job prints to determine what terminals on the HC-RB4-x board contribute to
the safety string and jumper terminals to eliminate them from the safety string. WARNING! The car must be on Independent
Service before this test is performed.
If the failure persists from the beginning of the run, make sure the current signal on TP3 (on the SCR-LGA board) is not dropping
out before DCC. If the signal does drop out, replace the SCR Drive.
If the failure occurs consistently in one direction, check the offsets of the system (including DCC on the SMB3(5) Unit and across
R336 on the SCR-LGA board). Replace the SCR Drive, if the current sensor offset is greater than 20mv per 100 Ohms at R336 at
room temperature. For example, if R336 is 125 Ohms, the current sensor offset should not exceed 25mv. (R336 is the third resistor
from the left on the Drive Header--U81 on the SCR-LGA board).
Set an oscilloscope to 2 msec/div, 500mV/div, AC coupling. Measure the current feedback at TP3 to ensure that 12 pulses are
present within 16.68 msec (60 Hz). A missing pulse will lead to Insufficient Armature Current. First replace the SCR-LGA board. If
the problem persists, replace the SCR Drive.
Insufficient Forcing MF SEC IMF YES
This fault indicates that the motor field current did not reach 80% of the forcing value(MFFV). Failure to achieve 80% of MFFV will
prevent activation of Brake Enable (BRE), Run Enable (RE), and Drive ON (DRO), which prevents a normal run.
Calibration of the Motor Field may have failed. Attempt to run the car on open loop, by setting OMFO=OPEN on the Motor Field
(Shift F2) page.
If the car runs, then re-calibrate the motor field and set OMFO=CLOSED.
If the fault persists, there may be a defective Motor Field current sensor. Measure MFI (on the IMC-DCP board) at the current Motor
Field Standing Voltage value, MFSV on the Motor Field (Shift F2) page. Then change the value of MFSV, save the parameter and
verify that the measured MFI also changes. If MFI does not change, one of the following is defective:
1. Motor Field current sensor.
2. IMC-SPI board.
3. IMC-DCP board (See Appendix G for board replacement instructions).
Learn Bypass Fault SEC IBJ NO
This fault indicates that the INTB jumper on the SCR-RIX board is in the LRN position.
Move the INTB jumper to the NORM position.
If the IBJ flag is highlighted on the F3 screen, there may be a problem with the input circuit.
Verify that when the car is on Inspection the INS flag on the F3 screen is highlighted and the IN input is low.
Learn Switch Timeout - Safety SEC SLS
This fault indicates that the LRN SWITCH on the IMC-SMB3(5) Unit has been active for more than10 minutes on Normal operation.
This fault triggers a Drive Fault 2, which automatically clears when the switch is turned off.
Toggle the LRN SWITCH or the Inspection switch to clear the fault.
Learn Switch Timeout - Terminal SEC NLS YES
This fault indicates that the LRN SWITCH on the IMC-SMB3(5) Unit has been active for more than 10 minutes on Normal operation.
Toggle the LRN SWITCH or the Inspection switch to clear the fault.
Level Down LEVELING DOWN
This status is normally on when the car is just above a floor. If the car is level with the floor and this message appears, it is usually the
result of a switch or sensor problem.
Inspect the LD switch or sensor on the landing system and the placement of the landing system vane or magnet for that floor.

42-02-7205 TROUBLESHOOTING 6-33


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Level Down ON (Learn Mode Setup Error) CAR NOT ON LEVEL DOWN (SETUP ERROR), LEARN
MODE
This status indicates that the Level Down (LD) input is on during the learn process.
Verify that the INTB jumper on the SCR-RIX board is in the LRN position.
Verify that the LD input (terminal #25 on the SC-SB2K board) is disconnected.
Level Up LEVELING UP
This status is normally on when the car is just below a floor. If the car is level with the floor and this message appears, it is usually the
result of a switch or sensor problem.
Inspect the LU switch or sensor on the landing system and the placement of the landing system vane or magnet for that floor.
Leveling Overspeed SEC LOS YES
This fault indicates that the leveling speed has exceeded SILO, Inspection/Leveling Overspeed parameter on the Safety (Shift F6)
screen, while the car was leveling into a destination floor. This fault is detected when the selector engaged the LU or LD vane.
Verify that the leveling relays (LU1, LU2, LD1 and LD2) are working correctly.
Loose connection of E14 (LEV on the SCR-RIX board) can cause an intermittent LOS fault.
Leveling Sensor Failure (Active State) LEVELING SENSOR FAILED - ON POSITION
This fault indicates that the MP detected a LU or LD input that is stuck in the active state. Computer input circuit (main relay board or
HC-PI/O board).
Check operation of the leveling sensors and associated wiring.
Place car on inspection.
Put the INTB jumper on the SCR-RIX board in the LRN position.
Move above and below a landing, noting the transitions in the leveling signal(s) coming from the landing system.
Verify that the computer diagnostic display (F3 screen or ADDR 29H bits 3 & 7) of LU and LD matches the state of the sensor
signals at terminals 25 and 26 on the SC-SB2K board.
Put the INTB jumper on the SCR-RIX board back in the NORM position.
Check also the operation of any contacts that may be placed at the low side (the 1-bus side) of the LU1/2 and LD1/2 relay coils
(e.g., H, INT). Check that such contacts close properly when appropriate.
Leveling Sensor Failure (Inactive State) LEVELING SENSOR FAILED - OFF POSITION
This fault indicates that the MP detected a LU or LD input that is stuck in the inactive state.
Check operation of the leveling sensors and associated wiring.
Place car on inspection.
Put the INTB jumper on the SCR-RIX board in the LRN position.
Move above and below a landing, noting the transitions in the leveling signal(s) coming from the landing system.
Verify that the computer diagnostic display of LU and LD matches the state of the sensor signals at the main relay board SC-SB2K.
Put the INTB jumper on the SCR-RIX board back in the NORM position.
Leveling Sensor Redundancy Failure SEC LEVELING SENSOR FAILURE
This fault indicates that one of the LU or LD sensors appears to have failed.
The MP has observed one of the following faults:
One of the leveling inputs was active continuously throughout a floor-to-floor run
The appropriate leveling input was not seen prior to the arrival of the car at a door zone
Verify the proper operation of the leveling sensor signals when moving the car in the hoistway.
Check for a LU or LD input circuit failure by looking for defective:
47kohm resistor on top of the main relay board, SC-SB2K.
C2 ribbon cable.
HC-PI/O board input circuit.
Inputs at terminals 25 and 26 on the SC-SB2K board.
Light Load LIGHT LOAD WEIGHER CONDITION
This status indicates that the Light Load Weighing (LLI) input is activated. The Light Load error message is generated whenever the
load inside the car is less than the threshold specified to activate Anti-Nuisance operation, and car calls are registered.
Response is only required if the anti-nuisance function (cancellation of car calls) appears to activate even when the car is loaded to
a value above the threshold load value.
For a discrete (LLI) input (wired to a load weigher contact): check the status of the (LLI) input and determine if the status is
appropriate relative to the load in the car.
For an Analog Load Weigher: check the perceived load percentage using the on-board diagnostic station. Determine if the
percentage displayed is appropriate relative to the load in the car.

6-34 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Loss of Direction SEC LOD NO
This fault indicates that, during a normal run, the direction input (UP or DN) from the SC-SB2K, through the SCR-RIX, to the IMC-DDP-C(D)
computer has been lost prior to reaching the Dead Zone of the destination floor.
Look for a Drive Fault, in the Special Event Calendar, that dropped the fault relay. If one occurred at approximately the same time as
the Loss of Direction fault then the LOD is most likely a side effect of the Drive Fault.
If the Door Lock signal is lost during a run, check for a clipped door lock.
If the Drive Enable LED is flickering and/or the H-speed relay is chattering on the SC-SB2K board, check for a resistive door lock, which
causes a sagging 2 bus. Either clean the door locks or add a RC network to burn off the residue.
Check for a defective:
Ribbon cable between the SCR-RIX and IMC-MB boards.
SCR-RIX board by verifying inputs 85 (UP) and 87(DN) on the IDC connectors (located on the right-hand side of the board).
IMC-MBX board
IMC-DDP-C(D) board (See Appendix B for board replacement instructions).
Loss of IN During Learn LOSS OF INSPECTION DURING LEARN MODE
(Learn Mode Setup Error)
This status indicates that the car was taken off of Inspection operation during the learn process.
Place the car on relay panel Inspection and perform the learn process again.
Loss of Position Feedback SEC LOP DRIVE FAULT 2 NO
The IMC-DDP-C(D) computer has lost signals DP1/DP2 from the car top landing system while the car was making a normal run. This fault
triggers a Drive Fault 2, which must be manually reset.
Verify the on and off voltages of the quadrature signal 95, 96 (off = 0VDC, on = 40-55VDC). (See Appendix C for further instructions).
Check for dirty optical components if using a LS-QUAD-2R landing system.
Check all connections between terminals 95/DP1 and 96/DP2 on the landing system and panel mount terminals 95 and 96 on the
controller (screw terminals, shielded cable, and optical sensors on LS-QUAD-2R). Check encoder connections for LS-QUIK-1R.
Verify the value of RPE Position Encoder Resolution (see Table R.5).
Check for a defective:
1. SCR-RIX board.
2. IMC-MBX board.
3. EEPROM on the IMC-DDP board. (See Appendix B for replacement instructions.)
Lost Door Lock During Run SEC
This fault indicates that the Door Lock input was lost while the car was traveling through the hoistway.
Check door lock adjustment to prevent clipping of door lock mechanism when car passes a floor.
If logged with another fault, this event may be a side effect of the other fault.
Low Line Voltage Caution LLC
This fault is generated whenever the isolation transformer secondary voltage (at SCR drive) is less then 95% of rated drive header
voltage (or DAV parameter). When thi sfault is generated the controller will execute a Caution Run (VC parameters are invoked) as
defined by the caution pattern parameters (jerk, accel, deccel, etc.).
M Contactor or Fuse Failure SEC CFF CONTACTOR PROOFING REDUNDANCY FAILURE NO
This fault indicates that either the semiconductor fuse (Gould # A50P-250, Littlefuse # L50S-250, Bussman fuse # FWH-250A) has
blown or one or more of the 6 contacts within the two contactors has failed. Another possibility could be that one of the 6 secondary
wires of the Drive Isolation Transformer have significantly loosened making an open circuit. This fault is detected only when RE is
active.
Check the primary voltage on each of the primary terminals of the Drive Isolation Transformer. Check for:
Harsh motor control adjustment. Look and listen for vibration and humming from the motor.
Motor mechanical defect such as interpole (partially shorted).
Unbalanced current sharing. Set an oscilloscope to 2msec/div, 500mv/div, AC coupling. Verify that the 12 pulses have equal
amplitudes and period.
Defective M1 or M2 contact.
Open semiconductor fuse.
M Contactor Redundancy Failure SEC MR YES
This fault indicates that (1) before enabling RE, the IMC-DDP-C(D) detected that the MR input voltage--on the SCR-RIX board was
less than 60VAC (normally 120 VAC) or (2) after RE was enabled, the MR voltage was not zero (0 VAC). Check the:
Normally closed auxiliary contacts of the M contactors inside the System 12 SCR Drive.
F2D fuse.

42-02-7205 TROUBLESHOOTING 6-35


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
MG Shutdown Operation/ Shutdown Switch SHUTDOWN OPERATION
This status indicates that the car is on MG Shutdown Operation or that another Shutdown Switch is activated. If the MGS input is high
see job prints to determine what switch is connected to the input. This shutdown will bring the car to the lobby first then shut down the
car.
Check the status of the Motor Generator Shutdown Switch input.
Verify that the status of the computer input (MGS) is appropriate relative to the status of the switch or contact that feeds the input
(see job prints).
MLT - Drive Forced SEC MLT DRIVE FORCED MOTOR LIMIT TIMER
This fault indicates that a Motor Limit Timer fault was generated due to persistent system and drive faults. The system is shut down
due to 4 drive related faults within 7 normal runs.
A special event calendar message which details the root cause of this fault should be logged in the event calendar. Refer to the
event calendar and the specific troubleshooting suggestions that are associated with the event.
To clear the MLT fault, put the car on Inspection and press the Drive Reset button on the IMC-DAS (IMC-DCP) board.
MLT - Drive Forced (ALT) SEC MLT DRIVE FORCED MOTOR LIMIT TIMER
See MLT - Drive Forced.
MLT - Excessive PI Correction SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
This fault indicates that the logical PI value (obtained from the landing system) and the floor encoding are inconsistent.
Call MCE for troubleshooting.
To clear the condition, the car can be placed momentarily on Inspection.
MLT - Excessive Releveling at Floor SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
This fault indicates that the car has releveled 25 times at the same floor.
Check the brake releveling motor adjustment.
If the job is using a sleeve bearing motor, turn the Idle option ON. (See Table 5.3, Timers and their Ranges, in the manual for
details on the Idle option).
To clear the condition, the car can be placed momentarily on Inspection.
MLT - Failed to Leave Floor SEC MLT FAILURE TO LEAVE THE FLOOR
This fault is generated when the controller has picked high speed a number of times but failed to leave the floor. The number of tries
allowed is a field-programmable value, programmed through the MC-MP2 enhanced on-board diagnostics (System Mode).
The field adjustable option FTLF in the MP2's EOD may be used to turn the option OFF or to change the number of times H picks
before shutdown.
Check for an intermittent Door Lock.
To clear the condition, the car can be placed momentarily on Inspection.
MLT - Timer Expired SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
The motor limit timer has elapsed before the car has completed its movement. This condition can occur because the MC-MP2
computer receives a direction sensing (UPS or DNS) input for a sufficient amount of time to cause the MLT timer to elapse. This
usually happens due to the system's failure to respond to a 120 VAC direction signal appearing on terminals 85(up) or 87 (down) on
the SC-SB2K Relay board.
Check Up and Down Sense inputs.
If the OLM, DZ, or LEV input signal is stuck on during a correction run, the car may not be able to reach the next landing before the
Motor Limit Timer elapses. Check these input signals.
To clear the condition, the car can be placed momentarily on Inspection.
Motor Field Calibration Failure SEC MCF YES
Not available with this software release
Motor Field Failure SEC MFF DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the Motor Field Current Feedback is less than 50% of the commanded Motor Field Current. This fault triggers a
MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
Re-calibrate the Motor Field by setting OMFC=ONMotor Field (Shift F2) pageand saving the parameter.
Check for no motor field supply voltage (AC) at terminals MPO1 and MPO2 on the IMC-SMB3(5) Unit, and Transformer.
FM1 or FM2 fuses may have cleared.
Check for no triggering signal for motor field at test point MFT on the IMC-MBX board.
Check for no voltage between terminals AC1 and AC2 on the IMC-SMB3(5) Unit.
Check for faulty motor field current sensor (no output at MFI) on the HC-CS board inside the IMC-SMB3(5) Unit.
Motor Limit Timer SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
The motor limit timer has elapsed before the car completed its movement. This fault is logged with an explanation of the type MLT,
which is in the form MLT - XXX.
To clear the condition, the car can be placed momentarily on Inspection.
Check the Special Event Calendar for the additional MLT - XXX fault information and troubleshoot that specific type of MLT.

6-36 TROUBLESHOOTING 42-02-7205


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Motor Limit Timer (INT) SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
This fault indicates that the intermediate speed flag (INT) was active when the Motor Limit Timer elapsed. This fault is logged with an
explanation of the type MLT, which is in the form MLT - XXX.
Verify that the INT relay is dropped( on the SCR-RIX board) and the MP status flag for INT is low, once the car drops below the
speed set by the MINT parameter, on the Pattern (Shift F4) page.
To clear the condition, the car can be placed momentarily on Inspection.
Check the Special Event Calendar for the additional MLT - XXX fault information and troubleshoot that specific type of MLT.
Motor Limit Timer (LI) SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
This fault indicates that the level inhibit flag (LI), controlled by the MLI parameter, was active when the Motor Limit Timer elapsed. This
fault is logged with an explanation of the type MLT, which is in the form MLT - XXX. To clear the condition, the car can be placed
momentarily on Inspection.
Check the Special Event Calendar for the additional MLT - XXX fault information and troubleshoot that specific type of MLT.
Motor Limit Timer (LI & INT) SEC MLT MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED
This fault indicates that the level inhibit flag (LI) and the intermediate speed flag (INT) were active when the Motor Limit Timer elapsed.
This fault is logged with an explanation of the type MLT, which is in the form MLT - XXX.
To clear the condition, the car can be placed momentarily on Inspection.
Check the Special Event Calendar for the additional MLT - XXX fault information and troubleshoot that specific type of MLT.
MX & PT1 Redundancy Failure SEC CNPB CONTACTOR PROOFING REDUNDANCY FAULT YES
This fault indicates that there is a failure in the normally closed contacts of PT1 and MX on the SCR-PRI board.
Verify the CNPB output on the SCR-PRI board. The output should be above 100VAC when the car is at a floor and 0VAC when the
car is moving. Incorrect voltages normally indicate failed normally closed contacts. Replace the relays to correct the error. Do not
attempt to dress the contacts.
Check for no brake input voltage at terminals BPI1 and BPI2 on the SCR-PRI board.
SAFB is not picked.
Verify that brake fuses FB1 and FB2 have not cleared.
Verify that PT1 and MX relay contacts dropped out after previous run.
No Response for Run Request SEC DRO YES
This fault indicates that the System 12 SCR Drive has not activated the Drive ON (DRO) status within 200ms after receiving the three
signals necessary to initiate a run (Direction, Run Enable (RE) and M contactors picked). This failure prevents a normal run.
Verify that the normally open auxiliary contacts of the M Contactor are functioning properly. These are located between the T1-
terminals M and MX.
Verify that the direction inputs (85 and 87 on the terminal strip on the SCR Drive) are good by ensuring that the signals are toggling
high to low or low to high when a direction is picked and dropped.
Verify that the yellow LED on the SCR Drive is not flickering. This failure can be the result of a bad door lock.
It is also possible for an ETS (Emergency Terminal switch) fault to cause this failure.
Check for a stuck reset signal from the SMB3(5) unit.
Verify that the System 12 SCR Drive is receiving the run enable status from the IMC-SMB3(5). If the voltage at the bottom of R51
on the SCR-LGA board is stuck low, then the problem is coming from the SMB3(5) unit. If the voltage at Pin 1, U14 is stuck low,
then the problem is on the SCR-LGA board.
If these signals are failing, check for a defective:
1. Phone cable or jack that connects the IMC-MBX board and the SCR Drive.
2. 26-pin ribbon cable.
3. IMC-MBX board.
No Response from Pattern Generator (Learn HOISTWAY SAFETY DEVICE OPEN
Mode Setup Error) (SETUP ERROR), LEARN MODE
This status indicates faulty communication of status information between the MC-MP2 and the IMC-DDP-C(D) boards.
Verify that the boards in the Swing Panel are looping.
Reconnect the three boards in the Swing Panel (MC-MP2, MC-CGP-4, and IMC-DDP-C(D)).
Check for a defective board in the Swing Panel. (See Appendix B for board replacement instructions).
Non-zero Armature Voltage SEC LVN NO
This fault indicates the presence of a DC voltage between armature terminals A1 and A2 in excess of 0.7VDC before RE relay is
enabled. This failure prevents a normal run.
Verify that test point TP1 on the SCR-LGA board is 0.0mv when there is no direction. If not, adjust the R2 trimpot.
Check for a defective:
Phone cable and jack (JP4) that connects the IMC-DCP board and the SCR Drive.
26-pin ribbon cable.
SCR-LGA board (See Appendix H for board replacement instructions).
IMC-MBX board.
SCR Drive.

42-02-7205 TROUBLESHOOTING 6-37


TABLE 6.11 Standard Status and Error Messages
Special Event Message SEC F3 Flag MP Scrolling Message FBJ
Nudging Nudging
This status indicates that the door nudging operation has commenced. Doors will be closed with reduced speed and torque as required
by code.
Outer Leveling Pattern Modified OLP
This fault indicates that the pattern profile was modified to accommodate the error seen at the OLM distance (12" [305 mm] from the
floor). If the error is too great, the elevator will be allowed to pass the floor and stop at the next available landing.
Refer to Excessive Position Error at OLM for troubleshooting tips.
Out of Service OutServ
This status indicates that the car is not available for normal passenger service.
Overspeed with Both Directions SEC NO
This fault indicates that the Safety processor has detected that both direction inputs (UP and DN) were active while the car was
moving.
Check voltages for UP and DN directions on the HC-RB4 and SCR-RIX boards, refer to job prints for locations (terminal 85 = up, 87
= down).
Check for a defective IMC-MBX board.
Parity Sensor Failure (Floor Code) SEC PRS NO
This fault indicates that the state of the PR signal is invalid in reference to the states of the R0, R1, R2, R3, R4, and R5 (refer to PR
control status and Table 4.2, Absolute Floor Code Indicator Listing for more information). This fault triggers a Drive Fault 2, which
clears automatically when the problem is corrected. If this fault occurs at a false floor, an entrapment may occur.
RD and DZ signals should be active, LEV should be inactive, and the parity bit should only be active if an odd number of bits R0-R5
are on.
Verify that the floor code is not greater than the floor number parameter, NF on the Pattern (Shift F4) page.
Check for a defective:
SCR-RIX board.
IMC-MBX board.
IMC-DDP-C(D) board (See Appendix B for board replacement instructions).
Passcode Requested PASSCODE REQUEST No
The Passcode Requested option can be used to require that a passcode be entered in order to run the car on any mode of operation
other then Inspection. See Section 5.3.8 for more information.
Pattern Detected Overspeed SEC DRIVE FORCED MOTOR LIMIT TIMER NO
This fault indicates that the synthesized velocity from position encoder (DP1 and DP2) exceeded 115% of contract speed or the error
between the synthesized velocity and tachometer (velocity encoder) signal exceeded 50% of contract speed. This fault triggers a MLT -
Drive Forced fault if encountered 4 times within 7 attempts to run. Pattern Detected Overspeed also logs in the Special Events
Calendar if the Tach/Encoder (or synthetic) speed exceeds 200 fpm while running on Inspection.
Check for a failing quadrature signal feedback coming from the encoder or LS-QUAD-2R.
Check for a defective Tach/Encoder.
Check the integrity of the Motor armature, interpole (if any), and fields.
To avoid this fault while performing an overspeed test, use OBT Buffer Test.
Pattern Door Zone Failure SEC DRIVE FAULT 2 NO
This fault indicates that the DZP input (DZ / #27 on the SCR-RIX board) was not active while the elevator was stopped with RD active
and LEV inactive. This fault triggers a Drive Fault 2, which automatically clears if the problem is corrected.
Verify that the status of DZP, RD, and LEV are correct. When the elevator is stopped at a floor, DZP and RD should be active while
LEV is inactive.
If this event is logged but the DZ flag on the F3 screen is on and DZP flag is off, then the landing system DZ is good.
Check for IMC-DDP-D I/O error, by checking for a defective:
1. HC-RB4 board.
2. SCR-RIX board.
3. IMC-MBX board.
Pattern Generator Not Ready PG NOT READY
This fault indicates that PGU, DSR, EPR, and/or SPR status signals were not active and the IBJ fault flag was active.
Check for active status signals on PGU, DSR, EPR and SPR.
Check for the IBJ fault flag.

6-38 TROUBLESHOOTING