IMC Performa Rev B3 (42!02!7204)

MOTION CONTROL ENGINEERING, INC.
11354 WHITE ROCK ROAD

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

Revision B.3
February 2002
Part # 42-02-7204 Rev. B.3 February 2002

TABLE OF CONTENTS
IMPORTANT NOTES & PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiii
ADDENDUMS
0.1 ADDS 260LF Emulator Setup, Wyse WY-325ES CRT Terminal Setup
and MC-MP2 Software Addendums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.4 Car Communication Control (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.4.1 COC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.5 Car Motion Control (CMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1.5.1 CMC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

1.5.2 CMC Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1.6 Car Power Control (CPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
1.6.1 CPC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20

1.6.2 CPC Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
1.7 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
1.7.1 LS-QUAD-2 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24

1.7.2 LS-QUIK Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
1.8 Load Weighing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
42-02-7204 TABLE OF CONTENTS • i

SECTION 2
INSTALLATION
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
2.2 General Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.2.1 Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

2.2.2 Hoist Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.2.3 Drive Isolation Transformer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.4 Velocity Feedback Transducer Mounting . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.4.1 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.4.2 Velocity Encoder (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.3 Hoistway Control Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.3.1 Perforated Steel Tape for the LS-QUAD-2 . . . . . . . . . . . . . . . . . . . . . . . 2-10

2.3.2 LS-QUIK-1 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.3.3 Hoistway Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.3.4 Hoistway Terminal Strips and Traveling Cables . . . . . . . . . . . . . . . . . . . 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-2 Landing System Box . . . . . . . . . . . . . . . 2-12
2.4.3 Magnetic Strips for the LS-QUAD-2 Landing System . . . . . . . . . . . . . . . 2-13
2.4.4 Leveling/Absolute Floor Encoding Vanes and Car Top
Wheel Driven Encoder for the LS-QUIK-1 . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
SECTION 3
START-UP
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 SCR Drive Input Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
ii • TABLE OF CONTENTS 42-02-7204

3.3 Installing and Using the CRT Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.1 Installing the CRT Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.2 Monochrome CRT Terminal Quick Setup . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.3.3 Color CRT Terminal Quick Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.3.4 Accessing the CRT Terminal Menu Screens . . . . . . . . . . . . . . . . . . . . . 3-11
3.3.5 Editing Controller Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.4 Verifying the Initial Parameter Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.4.1 Setting the Advanced Parameters to Their Default Values . . . . . . . . . . . 3-14
3.4.2 Pre-setting the Motor Field Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3.4.3 Pre–setting the Brake Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3.4.4 Pre-setting the Drive Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3.4.5 Saving the Default Values to all locations . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3.4.6 Verifying the Initial Pattern Parameter Values . . . . . . . . . . . . . . . . . . . . 3-15
3.4.7 Verifying the Remaining Parameter Values . . . . . . . . . . . . . . . . . . . . . . 3-18
3.4.8 Verifying the Tachometer/Velocity Encoder Parameter Values . . . . . . . . 3-18
3.4.9 Verifying the Offset Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.5 Calibrating the Motor Field Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.5.1 Verifying the Open Loop Standing Motor Field Voltage . . . . . . . . . . . . . 3-20
3.5.2 Performing the Motor Field Calibration Procedure . . . . . . . . . . . . . . . . . 3-20
3.5.3 Using the Default Motor Field Parameters . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.5.4 Adjusting the Motor Field Gains - Closed Loop . . . . . . . . . . . . . . . . . . . . 3-24
3.5.5 Pre-setting the Brake and Gain Parameters . . . . . . . . . . . . . . . . . . . . . . 3-25
3.6 Verifying the Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.6.1 Verifying the Safety Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.6.2 Verifying the Operation of the Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
3.7 Moving the Car on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.1 Verifying Brake Lift and Stable Zero Speed . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.1.1 If the Car Runs Away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.1.2 If the Brake Doesn’t Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.2 Beginning to Run the Car on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.7.2.1 If the Car Runs in the Wrong Direction . . . . . . . . . . . . . . . . . . . 3-30
3.7.2.2 If the Current Limit LED Turns ON . . . . . . . . . . . . . . . . . . . . . . . 3-30
3.7.2.3 If there is Oscillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3.7.3 Verifying Car Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3.7.4 Additional Adjustments and Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3.8 Preparation for Final Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
3.9 Calibrating the Brake Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
3.9.1 Verifying Brake Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

3.9.2 Using the Default Brake Voltage Parameters . . . . . . . . . . . . . . . . . . . . . 3-37
42-02-7204 TABLE OF CONTENTS • iii

SECTION 4
FINAL ADJUSTMENT
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 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.3.3 Verifying a One Floor Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4.4 Reaching Contract Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.4.1 Determine SAVL, Armature Voltage Limit . . . . . . . . . . . . . . . . . . . . . . . . 4-13

4.4.2 Determine SAIL, Armature Current Limit . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.4.3 Motor Field Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.4.4 Final Adjustments before Running at Contract Speed . . . . . . . . . . . . . . 4-15
4.4.5 Reduced Gains at Steady State Speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.5 Shaping the Velocity Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
4.5.1 The Velocity Profile Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.5.2 Velocity Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.5.3 Velocity Profile S-Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.5.4 Setting the Pattern Parameter Values . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.6 Adjusting Leveling and Final Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4.6.1 Final Approach to the Floor and Leveling . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.6.2 Final Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4.6.3 Releveling Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.6.4 Releveling Gain Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4.6.5 Adjusting Individual Floor Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4.6.6 Contract Speed Up And Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4.6.7 Ride Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4.7 Controlling Initial Start of Car Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4.7.1 Setting the Pre-Torque Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33

4.7.2 Adjustment of Initial Start Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
4.7.3 Additional Brake Adjustment Details for Gearless Equipment . . . . . . . . 4-35
4.8 Load Weigher Adjustment for Dispatching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4.8.1 Introduction and Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

4.8.2 Getting into Load Weigher Learn Mode . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4.8.3 Learning the Empty and Fully Loaded Car Values . . . . . . . . . . . . . . . . . 4-41
4.8.4 Adjusting the Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4.8.5 Diagnostic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
iv • TABLE OF CONTENTS 42-02-7204

4.9 Calibration and Verification of Safety Functions . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.9.1 Tach Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.9.2 Inspection/Leveling Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
4.9.3 Contract Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.9.4 Tach Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.9.5 Armature Overcurrent (Overload Protection) . . . . . . . . . . . . . . . . . . . . . 4-46
4.10 Learning The Normal (NTS) and Emergency ETS Limit Switches . . . . . . . . . . . . 4-48
4.10.1 Verifying Overspeed Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.10.2 Verifying Proper Deceleration using the Normal Terminal Switches . . . . 4-50
4.10.3 Verifying Proper Emergency Stop using Emergency Terminal Switches 4-53
4.11 Final Elevator Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4.11.1 Contract Speed Buffer Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.11.2 Governor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.11.3 Inspection/Leveling 150 FPM Overspeed Test . . . . . . . . . . . . . . . . . . . . 4-58
4.11.4 Normal Terminal Limit Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.11.5 Emergency Terminal Limit Switch Tests . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.12 Parameter Access Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
SECTION 5
ONBOARD DIAGNOSTICS
5.1 Enhanced On-Board 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.2.3 Adjusting the Elevator Timers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.2.4 Setting the Real Time Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.2.5 Alphanumeric Display - Viewing the MP Computer Variable Flags . . . . . 5-10
5.2.6 Resetting the MC-CGP Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.3 System Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.3.1 Programming the Communication Ports . . . . . . . . . . . . . . . . . . . . . . . . . 5-13

5.3.2 Viewing and Changing the Security Codes . . . . . . . . . . . . . . . . . . . . . . . 5-15
5.3.3 Hoistway Learn Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5.3.4 Setting MSK: Master Software Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.3.5 Setting the Software Options - Adjustable Control Variables . . . . . . . . . 5-17
5.3.6 Load Weigher Learn Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
42-02-7204 TABLE OF CONTENTS • v

5.4 Diagnostic Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5.4.1 Viewing the MC-MP Computer Variable Flags . . . . . . . . . . . . . . . . . . . . 5-19

5.4.2 Viewing the IMC-DDP-D Computer Variable Flags . . . . . . . . . . . . . . . . . 5-24
5.4.3 Viewing and Entering Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
5.5 SMB3(5) Unit Onboard Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
5.5.1 IMC-DCP Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26

5.5.2 Viewing the IMC-DCP Computer Variable Flags . . . . . . . . . . . . . . . . . . . 5-27
SECTION 6
TROUBLESHOOTING
6.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1 Normal Operation and Control Flowcharts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
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 . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.2.3 Computer Swing Panel Status and Diagnostic Indicators . . . . . . . . . . . . 6-15
6.2.4 IMC-SMB3(5) Unit Diagnostic Indicators . . . . . . . . . . . . . . . . . . . . . . . . 6-17
6.2.5 Status and Error Messages Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
6.3 Using the Special Events Calendar and Data Trap . . . . . . . . . . . . . . . . . . . . . . . 6-47
6.3.1 View Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-47

6.3.2 Clear Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46
6.3.3 Special Events - Configure by Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-48
6.3.4 Special Event Data Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49
6.3.5 Reporting Special Events to a Central Monitoring System (CMS) . . . . . . 6-53
6.4 Troubleshooting Car Operation Control (COC) . . . . . . . . . . . . . . . . . . . . . . . . . . 6-54
6.4.1 Door Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-54

6.4.2 Call Logic - Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-59
6.4.3 Troubleshooting the Call Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
6.4.4 Troubleshooting the Call Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-62
6.5 PC Board Quick References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-62
APPENDIX
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-4P Board or EPROMS . . . . . . . . . . . . . . . . . . . . A-3
vi • TABLE OF CONTENTS 42-02-7204

B.3 Replacing the IMC-DDP-D 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-2 Quad Pulser . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
Appendix D Inspection the LS-QUIK-1 Quad Pulser . . . . . . . . . . . . . . . . . . . . . . . . . A-10
Appendix E Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-11
Appendix G Replacing IMC-SMB3(5) Unit Components . . . . . . . . . . . . . . . . . . . . . . . A-13
G.1 Replacing the IMC-DCP Board, EPROMS or Microcontroller . . . . . . . . . A-13

G.2 Replacing the IMC-SPI Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-15
G.3 Replacing the Current Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-16
G.4 Replacing other IMC-SMB3(5) Components . . . . . . . . . . . . . . . . . . . . . . A-19
Appendix H Replacing System 12 SCR Drive Components . . . . . . . . . . . . . . . . . . . . A-23
H.1 Replacing Fuses (FL1 - FL6, FD1, FD2, FD3) . . . . . . . . . . . . . . . . . . . . A-23

H.2 Replacing Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25
H.3 Replacing SCRs and Diodes (SCR1 - SCR6, SCR7, SCR8, SCR9) . . . . A-29
H.4 Replacing PC Boards (SCR-LGA, SCR-LGD, SCR-PS, SN, DS, CC) . . A-32
Appendix K Flex-Talk Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-40
Appendix L Option SmartLINK for Car Operating Panel . . . . . . . . . . . . . . . . . . . . . . A-43
L.1 Product Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-43

L.2 Physical Layout and Functional Description . . . . . . . . . . . . . . . . . . . . . . A-44
L.3 Installing the MC-NIO and MC-NIO-X Boards . . . . . . . . . . . . . . . . . . . . . A-46
L.4 Network Self-Installation and Configuration . . . . . . . . . . . . . . . . . . . . . . A-53
L.5 Troubleshooting SmartLINK for COP . . . . . . . . . . . . . . . . . . . . . . . . . . . A-54
Appendix M K-Tech LW-KK2 Load Weigher Calibration . . . . . . . . . . . . . . . . . . . . . . A-61
M.0 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-61

M.1 Calibrating the K-Tech LW-KK2 Load Weigher . . . . . . . . . . . . . . . . . . . A-61
M.2 Troubleshooting the K-Tech Load Weigher . . . . . . . . . . . . . . . . . . . . . . A-66
Appendix N MCE Load Weigher Installation and Adjustment . . . . . . . . . . . . . . . . . . . A-68
N.1 Sensor Installation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-68

N.1.1 Installation Method #1 Overview (Preferred Method) . . . . . . . . . . A-69
N.1.2 Method #1 Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . A-71
42-02-7204 TABLE OF CONTENTS • vii

REFERENCE SECTION
Tables
Table R.1 General Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-3
Table R.2 Software Test Point Assignment Table . . . . . . . . . . . . . . . . . . . . . . . . . . . R-5
Table R.3 Motor Field Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-6
Table R.4 Brake Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-9
Table R.5 Pattern Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-12
Table R.6 Drive Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-17
Table R.7 Current Notch Filter Parameters Table . . . . . . . . . . . . . . . . . . . . . . . . . . R-22
Table R.8 Safety Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-23
Table R.9 Switch Parameters Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-26
Table R.10 Floor Heights Screen Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-27
Figures
Figure R.1 CRT Screen Menus Flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-1
Figure R.2 Main Menu screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-2
Figure R.3 Controller Parameters Menu (F1) screen . . . . . . . . . . . . . . . . . . . . . . . . . R-2
Figure R.4 General Parameters (Shift F1) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-3
Figure R.5 Motor Field Parameters (Shift F2) screen . . . . . . . . . . . . . . . . . . . . . . . . . R-6
Figure R.6 Brake Parameters (Shift F2) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-9
Figure R.7 Pattern Parameters (Shift F4) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . R-12
Figure R.8 Drive Parameters (Shift F5) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-17
Figure R.9 Safety Parameters (Shift F6) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-23
Figure R.10 Switches (Shift F7) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-25
Figure R.11 Floor Heights (Shift F8) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-27
Figure R.12 Modem Setup (F1,9) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-28
Figure R.13 Car Operations (F1, A) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-28
Figure R.14 Performance Reports Menu (F2) Screen . . . . . . . . . . . . . . . . . . . . . . . . . R-29
Figure R.15 Performance Reports (F2,1) - System Performance Graph screen . . . . . R-29
Figure R.16 Performance Reports (F2, 2) - Hall Call Distribution Table screen . . . . . R-30
Figure R.17 View Hoistway (F3) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-30
Figure R.18 Job Configuration (F6) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-31
Figure R.19 Job Configuration (F6) - Car Labels screen . . . . . . . . . . . . . . . . . . . . . . . R-31
Figure R.20 Job Configuration (F6) - Landing Labels screen . . . . . . . . . . . . . . . . . . . R-32
Figure R.21 Job Configuration (F6) - Fire Options screen . . . . . . . . . . . . . . . . . . . . . R-32
Figure R.22 Job Configuration (F6) - Other Options screen . . . . . . . . . . . . . . . . . . . . R-33
Figure R.23 Job Configuration (F6) - Com Ports screen . . . . . . . . . . . . . . . . . . . . . . R-33
Figure R.24 Special Events Calendar Menu ( F7) screen . . . . . . . . . . . . . . . . . . . . . . R-34
Figure R.25 Special Events Calendar (F7 - 1) or (F7 - F7) screen . . . . . . . . . . . . . . . R-34
Figure R.26 Special Events Calendar - Troubleshooting (F7, 1, Ctrl +T) screen . . . . . R-35
Figure R.27 Special Events Calendar - Configure by Type (F7, 3) (CMS) screen . . . . R-35
Figure R.28 Special Events Calendar - Configure by Type (F7, 3) (Data Trap) screen R-36
Figure R.29 Special Events - Data Trap (F7, 6) screen . . . . . . . . . . . . . . . . . . . . . . . . R-36
Figure R.30 CMS Com Port Setup (F7, 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-37
Figure R.31 Security Menu (F9) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-37
Figure R.32 Diagnostics Menu (F11) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-38
Figure R.33 Diagnostics - Network Status (F11, 1) screen . . . . . . . . . . . . . . . . . . . . . R-38
Figure R.34 Diagnostics - Sequence of Operation (F11, 6) screen . . . . . . . . . . . . . . . R-39
Figure R.35 Diagnostics - MP Input/Output (F11, 7) screen . . . . . . . . . . . . . . . . . . . . R-39
viii • TABLE OF CONTENTS 42-02-7204

TABLES
Table 3.1 Recommended Initial Values for Pattern Parameters . . . . . . . . . . . . . . . 3-16
Table 3.2 Initial Values for Pattern Parameters - Based on Contract Speed . . . . . . 3-17
Table 3.3 Motor Field Calibration Procedure Messages . . . . . . . . . . . . . . . . . . . . . 3-22
Table 3.4 Brake Calibration Procedure Messages . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Table 4.1 Placing Car on Learn Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Table 4.2 Absolute Floor Code Indicator Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Table 5.1 MC-MP Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Table 5.2 IMC-DDP-D Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Table 5.3 Timers and their Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Table 5.4 Clock Parameters and Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Table 5.5 Communication Port Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Table 5.6 Media Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Table 5.7 Device Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Table 5.8 Changing Floor Security Status and Security Code . . . . . . . . . . . . . . . . . 5-16
Table 5.9 Software Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Table 5.10 MC-MP Computer Variable Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Table 5.11 MC-MP Diagnostic Mode Addresses and Computer Variable Flags . . . . 5-22
Table 5.12 MC-MP Diagnostic Mode Rear Door Addresses and Computer Flags . . . 5-23
Table 5.13 IMC-DDP-D Diagnostic Mode Addresses and Computer Variable Flags . 5-24
Table 5.14 IMC-DCP Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Table 5.15 IMC-DCP Computer Variable Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Table 5.16 IMC-DCP Diagnostic Mode Addresses and Computer Variable Flags . . . 5-29
Table 6.1 View Hoistway (F3) Screen - CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Table 6.2 View Hoistway (F3) Screen - CAR OPERATION . . . . . . . . . . . . . . . . . . . 6-10
Table 6.3 View Hoistway (F3) Screen - SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Table 6.4 View Hoistway (F3) Screen - MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Table 6.5 View Hoistway (F3) Screen - POSITION . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Table 6.6 View Hoistway (F3) Screen - VELOCITY . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Table 6.7 View Hoistway (F3) Screen - FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Table 6.8 MC-MP Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Table 6.9 IMC-DDP-D Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Table 6.10 IMC-DCP Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Table 6.11 Status and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Table 6.12 Data Trap Trace Names (most commonly used) . . . . . . . . . . . . . . . . . . . 6-52
Table 6.13 Call Board Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
Table 6.14 Call Indicator Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-62
Table 6.15 Signals Processed by the IMC-MBX Mother Board . . . . . . . . . . . . . . . . . 6-73
Table 6.16 Signals Processed by the IMC-DCP Drive Control Processor Board . . . . 6-77
Table 6.17 Signals Processed by the IMC-SPI Board . . . . . . . . . . . . . . . . . . . . . . . . 6-80
Table L.1 SmartLink for Car Operating Panel - Principal Characteristics . . . . . . . . . A-43
Table L.2 Indicator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-51
Table L.3 Miniature Bayonet Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-51
Table L.4 Single Contact Bayonet Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-52
Table L.5 Double Contact Bayonet Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-52
Table L.6 Screw Base Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-52
Table L.7 PSB5 Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-52
Table L.8 Existing Traveler - Communication Cable Specification . . . . . . . . . . . . . . A-52
Table L.9 New Traveler - Communication Cable Specification . . . . . . . . . . . . . . . . A-53
Table L.10 Key Diagnostic Memory Addresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-60
42-02-7204 TABLE OF CONTENTS • ix

FIGURES
Figure 1.1 Controller Diagnostic and Adjustment Tools . . . . . . . . . . . . . . . . . . . . . . . 1-2

Figure 1.2 IMC Performa Controller Cabinet Layout (typical) . . . . . . . . . . . . . . . . . . . 1-3
Figure 1.3 System 12 SCR Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Figure 1.4 IMC-SMB3(5) Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Figure 1.5 IMC Performa Computer Swing Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Figure 1.6 Car Controller Functional Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Figure 1.7 MC-MP-1ES Main Processor Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Figure 1.8 HC-RB4-SCRI Main Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Figure 1.9 HC-PI/O Power Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Figure 1.10 HC-PIX Position Indicator Expander Board . . . . . . . . . . . . . . . . . . . . . . . 1-10
Figure 1.11 HC-CI/O Call Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Figure 1.12 HC-IOX Input/Output Expander Board . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Figure 1.13 MC-CGP-4P Communications Processor Board . . . . . . . . . . . . . . . . . . . 1-14
Figure 1.14 MC-RS Communications Interface Board . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Figure 1.15 IMC-DDP-D Digital Drive Processor Board . . . . . . . . . . . . . . . . . . . . . . . 1-15
Figure 1.16 IMC-MBX Mother Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Figure 1.17 IMC-DCP Drive Control Processor Board . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Figure 1.18 SCR-RIX Relay Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Figure 1.19 HC-ENCS Encoder Power Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Figure 1.20 SCR-PRI Power Relay Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Figure 1.21 IMC-SPI SCR Power Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
Figure 1.22 SCR-LGA SCR Drive Logic Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Figure 1.23 LS-QUAD-2 Car Top Control Box (Front and Back View) . . . . . . . . . . . . 1-24
Figure 1.24 Elevator with LS-QUAD-2 Landing System . . . . . . . . . . . . . . . . . . . . . . . 1-25
Figure 1.25 LS-QUIK Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Figure 1.26 LS-QUIK Car Top Control Box (front and rear view) . . . . . . . . . . . . . . . . 1-27
Figure 2.1 ESD - Electrostatic Sensitivity of PCBs . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2.2 Example of Typical Controller Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2.3 Typical Tachometer / Velocity Encoder Installation . . . . . . . . . . . . . . . . . . 2-8
Figure 2.4 Tachometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Figure 2.5 Velocity Encoder Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Figure 2.6 Position Pulser Shielded Cable Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 3.1 IMC Performa Controller Cabinet Layout . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Figure 3.2 System 12 SCR Drive Diagnostic Indicators . . . . . . . . . . . . . . . . . . . . . . . 3-5
Figure 3.3 Connecting the Terminal to the MC-RS, Communications Interface Board 3-7
Figure 3.4 CRT Terminal Main Menu (F4) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Figure 3.5 Controller Parameters Menu (F1) Screen . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Figure 3.6 General (Shift F1) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Figure 3.7 Editing TIME on the General (Shift F1 ) Screen . . . . . . . . . . . . . . . . . . . 3-13
Figure 3.8 General (Shift F1) screen with ODAP - Default Advanced Parameters
selected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Figure 3.9 Pattern (Shift F4) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Figure 3.10 Motor Field (Shift F2) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Figure 3.11 Motor Field (Shift F2) - Advanced View (U.S.) Screen . . . . . . . . . . . . . . . 3-23
Figure 3.12 Signal at the MFI Test Point on the IMC-DCP Board . . . . . . . . . . . . . . . . 3-24
Figure 3.13 HC-RB4-SCRI Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Figure 3.14 Brake (Shift F3) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Figure 4.1 LS-QUAD-2 Car Top Box Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Figure 4.2 LS-QUIK-1 Car Top Box Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Figure 4.3 Motor Field Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Figure 4.4 Reduced Gains at Contract Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
x • TABLE OF CONTENTS 42-02-7204

Figure 4.5 Velocity Profile Phases and Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Figure 4.6 Pattern (Shift F4) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Figure 4.7 Effect of Brake Drop Delay (TBDD) on the stop of car motion . . . . . . . . . 4-29
Figure 4.8 Releveling Gains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Figure 4.9 Initial / Normal Gains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Figure 4.10 Brake Timing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
Figure 4.11 Effect of Speed Pick Delay (TSPD) on the Start of Car Motion . . . . . . . . 4-38
Figure 4.12 Switches (Shift F7) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Figure 5.1 Computer Swing Panel, Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Figure 5.2 Computer Swing Panel (Back Plate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Figure 5.3 Diagnostic Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Figure 5.4 Viewing the flags at Address 20H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Figure 5.5 Viewing and Entering Hall & Car Calls via the EOD . . . . . . . . . . . . . . . . . 5-25
Figure 5.6 Computer Swing Panel (Diagnostic mode - Address switches) . . . . . . . . 5-27
Figure 6.1 Sequence of Operation for a Normal Run (F11,6) screen . . . . . . . . . . . . . 6-2
Figure 6.2 IMC-Performa Normal Operation Flowchart . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Figure 6.3 Motor Field Control Flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Figure 6.4 Brake Control Flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Figure 6.5 View Hoistway ( F3) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Figure 6.6 Special Events Calendar (F7, 1) Screen . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Figure 6.7 View Hoistway ( F3) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Figure 6.8 Computer Swing Panel, Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Figure 6.9 Legend for Table 6.11, Status and Error Messages . . . . . . . . . . . . . . . . . 6-18
Figure 610 Special Events Calendar (F7, 1) Screen . . . . . . . . . . . . . . . . . . . . . . . . . 6-47
Figure 6.11 Special Events Calendar - Configure by Type (F7, 3) Screen . . . . . . . . . 6-48
Figure 6.12 Special Events Calendar - Configure by Type (F7, 3) Screen with DT . . . 6-50
Figure 6.13 View Data Trap (F7, 6) Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
Figure 6.14 Special Events - Data Trap (F7, 6) Screen - 300 ms time segments . . . 6-52
Figure 6.15 CMS Com Port Setup (F7, 5) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-54
Figure 6.16 MP Input/Output (F11,7) screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-55
Figure 6.17 HC-PI/O Power Input/Output Board Quick Reference . . . . . . . . . . . . . . 6-57
Figure 6.18 HC-RB4-SCRI Relay Board Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58
Figure 6.19 HC-CI/O Call Input/Output Board Details . . . . . . . . . . . . . . . . . . . . . . . . . 6-60
Figure 6.10 MC-MP-1ES Main Processor Board Quick Reference . . . . . . . . . . . . . . . 6-63
Figure 6.21 MC-MP2 Main Processor Board Quick Reference . . . . . . . . . . . . . . . . . . 6-64
Figure 6.22 MC-CGP-4P Communication Processor Board Quick Reference . . . . . . 6-65
Figure 6.23 MC-RS Communication Processor Board Quick Reference . . . . . . . . . . 6-66
Figure 6.24 IMC-DDP-D Digital Drive Processor Board Quick Reference . . . . . . . . . . 6-67
Figure 6.25 SCR-RIX Relay Interface Board Quick Reference . . . . . . . . . . . . . . . . . . 6-69
Figure 6.26 SCR-ENCS Encoder Power Board Quick Reference . . . . . . . . . . . . . . . . 6-71
Figure 6.27 IMC-MBX Mother Board Quick Reference . . . . . . . . . . . . . . . . . . . . . . . . 6-72
Figure 6.28 IMC-DCP Drive Control Processor Board Quick Reference . . . . . . . . . . . 6-75
Figure 6.29 SCR-PRI Power Relay Interface Quick Reference . . . . . . . . . . . . . . . . . 6-78
Figure 6.30 IMC-SPI SCR Power Interface Board Quick Reference . . . . . . . . . . . . . . 6-79
Figure 6.31 SCR-LGA SCR Drive Logic Board Quick Reference . . . . . . . . . . . . . . . . 6-82
Figure 6.32 Standard Board Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-84
Figure A.1 Computer Swing Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Figure A.3 Computer Swing Panel Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Figure C.1 LS-QUAD-2 Enclosure (Top View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
Figure C.2 Attaching SB1 to LS-QUAD-2 Backplate . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
Figure C.3 Signal Comparison of DP1 and DP2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-9
Figure G.1 Replacing the IMC-DCP Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
Figure G.2 Replacing the IMC-SPI Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-15
42-02-7204 TABLE OF CONTENTS • xi

Figure G.3 SMB3(5) Current Sensor Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-17
Figure G.4 Replacing the Motor Field Current Sensor (IMC-SMB5 Unit) . . . . . . . . . . A-18
Figure G.5 IMC-SMB3(5) Component Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-19
Figure G.6 Replacing IMC-SMB3(5) Components . . . . . . . . . . . . . . . . . . . . . . . . . . . A-20
Figure G.7 IMC-SMB5 Diode Bridge / SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-22
Figure G.7 IMC-SMB5 Current Sensor and Diode Bridge / SCR Wiring . . . . . . . . . . A-22
Figure H.1 Replacing the Semiconductor Fuses (FL1 - FL6) . . . . . . . . . . . . . . . . . . A-23
Figure H.2 Replacing the 120VAC Fuses (FD1, FD2) . . . . . . . . . . . . . . . . . . . . . . . . A-24
Figure H.3 Replacing the Commutation Fuse (FD3) . . . . . . . . . . . . . . . . . . . . . . . . . A-25
Figure H.4 Auxiliary Contactor Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-26
Figure H.5 12-Pulse Drive Contactors (DSxxxx - C - AB)) . . . . . . . . . . . . . . . . . . . . . A-28
Figure H.6 Replacing the 12 Pulse Bridge SCRs (SCR1 - SCR6) . . . . . . . . . . . . . . . A-29
Figure H.7 Replacing SCR7, SCR8, SCR9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-30
Figure H.8 Replacing the Commutation SCR/Diode and Dual Diode . . . . . . . . . . . . A-31
Figure H.9 Replacing the SCR-LGA Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-32
Figure H.10 Replacing the SCR-LGA Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-33
Figure H.11 Replacing the SCR-SN Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-36
Figure H.12 Replacing the SCR-DS Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-37
Figure H.13 Replacing the SCR-CC-H/L Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-39
Figure K.1 TPI-FT Flex Talk Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-40
Figure K.2 Diagnostic Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-41
Figure K.3 Speaker Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-42
Figure L.1 SmartLINK for Car Operating Panel - Typical System . . . . . . . . . . . . . . . A-44
Figure L.2 MC-NC Neuron Controller Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-45
Figure L.3 MC-NIO Neuron Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-45
Figure L.4 MC-NIO-x Neuron Input/Output Extender Board . . . . . . . . . . . . . . . . . . . A-46
Figure L.5 Mounting Plate Dimensions for the MC-NIO and MC-NIO-x Boards . . . . A-47
Figure L.6 Mounting Option 1: Boards Stacked . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-48
Figure L.7 Mounting Option 2: Boards Placed End to End . . . . . . . . . . . . . . . . . . . . A-49
Figure L.8 Mounting Option 3: Boards Placed Side by Side . . . . . . . . . . . . . . . . . . . A-50
Figure L.9 MC-NC Board Quick Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-55
Figure L.10 MC-NIO Board Quick Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-57
Figure L.11 Diagnostic Switch Settings for Address 3000 Hex . . . . . . . . . . . . . . . . . . A-59
Figure M.1 Nyload (Blue) Control Box: LW3200-MC2 . . . . . . . . . . . . . . . . . . . . . . . . A-61
Figure M.2 Dual Sensor Single Averaged Analog Output . . . . . . . . . . . . . . . . . . . . . A-62
Figure M.3 K-Tech Amplifier Board Test and Adjustment Points . . . . . . . . . . . . . . . . A-63
Figure M.4 HC-KWB Buffer Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-65
Figure N.1 MCE Load Weigher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-68
Figure N.2 Center of Gravity vs Center of Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-69
Figure N.3 Sensing the Edges of the Floor (compensation for floor sag) . . . . . . . . . A-69
Figure N.4 Target Bracket and Sensor mounted on Support Assembly
and Car Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-70
Figure N.5 Alternate Mounting Location for Sensor and Tartet . . . . . . . . . . . . . . . . . A-70
Figure N.6 Typical Support Assembly for Target Bracket . . . . . . . . . . . . . . . . . . . . . A-71
Figure N.7 Wiring the HC-LWIP board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-72
xii • TABLE OF CONTENTS 42-02-7204

IMPORTANT NOTES & PRECAUTIONS
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 two weeks 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.
42-02-7204 PRECAUTIONS & NOTES • xiii

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 32 F to 104 F (0 to 40C).
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%.
xiv • PRECAUTIONS & NOTES 42-02-7204

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. Purchaser's rights under this warranty shall consist
solely of requiring 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 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 shall 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, CRTs, 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 provides with their product (refer to the warranty terms for such products in their
respective manual).
42-02-7204 PRECAUTIONS & NOTES • xv

ADDENDUM - ADDS 260LF EMULATOR SETUP
0.0 GENERAL INFORMATION

The ADDS 260LF Emulator setup addendum applies to the following:
MCE Part # Description

42-02-2204 IMC-AC (Release 4) Controller Manual
42-02-2207B IMC-AC (Release 3 Tulare - Baldor) Controller Manual
42-02-2207M IMC-AC (Release 3 Tulare - MagneTek) Controller Manual
42-02-6202 IMC-MG Controller Manual
42-02-7201 IMC-SCR (Release 4) Controller Manual
42-02-7204 IMC Performa Controller Manual
42-02-CP00 Computer Peripherals Manual
42-02-G003 M3 Group Supervisor Manual (IMC-MG only)
42-02-G004 M3 Group Supervisor Manual (Release 4)
0.1 CONTROLLER COM PORT SETTINGS
Swing Panel Controller - Refer to Programming the Communication Ports in Section 5 of

the Car Controller manual (Section 4 of the Group Supervisor manual) for instructions on
changing the controller Communication Port settings. For the ADDS 260LF Emulator, the COM
port Device option must be set to CRTMK.
PTC / PHC Controller - Refer to Peripheral Device in Section 5.4.9 Extra Features Menu
Options for instructions on changing the controller Communication Port settings. For the ADDS
260LF Emulator, the COLOR CRT option must be set to NO.
0-1
0.2 EMULATOR SETUP
With the Controller (MC-RS board) disconnected from the emulator hold down the Ctrl key and
press Scroll Lock to enter the setup mode. The F1 Screen comes up automatically. Press the
Print Screen key to access the Print Exec Screen. Using the right arrow key, move the cursor
right to highlight Default Terminal. Press Enter.
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 Print

Quick Genrl Displ Kybd Keys Ports Host Print Emul Tabs AnsBk Prog Exec
Parameters
Save Terminal Recall Terminal Default Terminal
Save Session Recall Session Default Session
Reset Terminal Rest Session Reset Ports
Clear Screen Default Session UDKs
Choices
Use Enter Key To Execute Action
Select
Enter/S-Enter : Next/Prev Choice Exit : Esc Key

: Parameter
The terminal will default with all required settings for a serial connection to MCE controllers. After the
unit has been defaulted, cursor position is highlighted, default choices are in bold. Verify the following
parameters, press the Pause/Break key to save the settings.
1. Press the F1 key. On the F1 Quick Menu verify the following Parameters.
Figure 0.1 F1 Quick Menu

Parameters
Emulation = Wyse-60 EIA Baud Rate = 19200 EIA Data Format = 8/1/N
Enhanced = Off Aux Baud Rate = 9600 Aux Data Format = 8/1/N
Comm Mode = Full Duplex Language = U.S. Sessions = One
Host/Printer = EIA/Para
Choices
ADDS-VP Wyse-60 Wyse-325 Wyse-50+ Wyse-350 PC-Term TVI-925
VT-300-7 VT-300-8 Intecolor VT-200-7 VT-200-8 VT-100 SCO Console
AT386
Select

: Parameter
0-2 ADDENDUM - ADDS 260LF EMULATOR SETUP

2. On the F2 Genrl Menu verify the following Parameters.
FIGURE 0.2 F2 Genrl Menu

Parameters
Emulation = Wyse-60 Enhanced = Off Auto Wrap = On
Auto Font Load = On Auto Page = Off Curs Dir = Left to Right
Auto Scroll = On Monitor Mode = Off Screen Saver = Off
Bell Volume = 03 Warning Bell = On Bell Length = 140 ms
Sessions = One
Choices
ADDS-VP Wyse-60 Wyse-325 Wyse-50+ Wyse-350 PC-Term TVI-925
VT-300-7 VT-300-8 Intecolor VT-200-7 VT-200-8 VT-100 SCO Console
AT386
Select

: Parameter
3 .
O n
t h e NOTE: The Screen Saver function will only blank the screen after the specified
F 3 time set if the emulator loses communication with the controller. Therefore, turn off
Displ the VGA monitor (and only the VGA monitor) when not in use. Screen Saver
Menu verify settings are Off, 2, 5,15 and 30 min.
the following
Parameters.
FIGURE 0.3 F3 Displ Menu

Parameters
Display Cursor = Off Cursor = Blink Block Auto Adjust Cursor = Off
Page Length = 42 Screen Length = 44 Lines Screen Video = Normal
Columns = 80 Scroll = Jump Width Change Clear = On
Speed = Fast Palette Number = Soft 1
Choices
Off ON
Select

: Parameter
ADDENDUM - ADDS 260LF EMULATOR SETUP 0-3

4. On the F4 Kybd Menu verify the following Parameters.
FIGURE 0.4 F4 Kybd Menu

Parameters
Language = U.S. Char Set = Multinational Code Page = CP 437
Key Mode = ASCII Keyclick = On Key Repeat = On
Key Rate = 20 cps Margin Bell = Off Key Lock = Caps
Caps Lock = Toggle Num Lock = Toggle
Choices
U.S. U.K. Danish Finnish French German Norwegian
Portuguese Spanish Swedish Dutch Belgian-Flemsh Fr-Canadian Italian
Latin-American Swiss-German Swiss-French
Select

: Parameter
5. On the F5 Keys Menu verify the following Parameters.
FIGURE 0.5 F5 Keys Menu

Parameter
Enter Key = < CR > Return Key = < CR > Backspace = < BS > / < DEL >
Alt Key = Funct Disconnect = Pause Desk Acc = Ctrl
Pound Key = U.S. Return Key Repeat = Off UDKs = User Dependent
Choices
< CR > < CR >< LF > < TAB >
Select

: Parameter

6. On the F6 Portsl Menu verify the following Parameters.
FIGURE 0.6 F6 Ports Menu

Parameters
EIA Baud Rate = 19200 EIA Data Format = 8/1/N EIA Parity Check = Off
Aux Baud Rate = 9600 Aux Data Format = 8/1/N Aux Parity Check = Off
EIA Xmt = No Protocol EIA Recv = Xany - Xoff ( XPC ) EIA Xmt Pace = Baud
Aux Xmt = Xon - Xoff Aux Recv = No Protocol Aux Xmt Pace = Baud
Choices
110 150 300 600 1200 1800 2000 2400 4800 9600
19200 38400 57600 76800 115200
Select

: Parameter
7. On the F7 Host Menu verify the following Parameters.
FIGURE 0.7 F7 Host Menu

Parameters
Comm Mode = Full Duplex Local = Off Null Suppress = On
Break = 250 ms Modem Control = Off Disconnect = 2 sec
Recv < CR > = < CR > Recv < DEL > = Ignore Send ACK = On
Alt Input Data = Off Send Line Term = < US > Send Block Term = < CR >
Choices
Full Duplex Half Duplex Full Block Half Block
Select

: Parameter

8. On the F8 Print Menu verify the following Parameters.
FIGURE 0.8 F8 Print Menu

Parameters
Prnt Line Term = < CR > < LF > Prnt Block Term = < CR > Secondary Recv = Off
Choices
< US > < CR > < LF >
Select

: Parameter
9. On the F9 Emul Menu verify the following Parameters.
FIGURE 0.9 F9 Emul Menu

Parameters
Attribute = Character Page Edit = Off WPRT Intensity = Normal
WPRT Reverse = Off WPRT Underline = Off WPRT Blink = Off
Display NV Labels = Off Save Labels = On Char Set = Multinational
Status Lines = Extended Fkey Speed = Normal WP-Graphics = On
Choices
Character Line Page
Select

: Parameter

10. On the F10 Tabs Menu verify the following Parameters.
FIGURE 0.10 F10 Tabs Menu

Parameters
Auto Init Tabs = Off Default Tabs
– 10
–20
–
30
–
40
–
50
–
60
.........................................................................
• • • • • •
...............................................................................
70 80 90 100 110 120
•
130
Choices
Off On
Select

: Parameter
11. On the F11 AnsBk Menu verify the following Parameters.
FIGURE 0.11 F11 AnsBk Menu

Parameters
Answerback Mode = Off Answerback Conceal
Answerback Message:
Bytes Remaining : 0542
Choices
Off On
Select

: Parameter

12. On the F12 Prog Menu verify the following Parameters.
FIGURE 0.12 F12 Prog Menu

Parameters
Key = F1 Program = F Key Key Dir = Host
Text:
Label: Bytes Remaining : 0542
Choices
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 F13 F14 F15 F16
Select

: Parameter
13. If not setting up a modem, but are setting up a parallel printer, goto step 17. If setting
up a modem, continue to step 14. Otherwise, press Esc key then Y key to save.
14. If setting up a modem, change the following highlighted settings when connecting with
a modem.
F6 Ports EIA Xmt = Xon - Xoff

EIA Recv = No Protocol

Parameters
EIA Xmt = Xon - Xoff EIA Recv = No Protocol EIA Xmt Pace = Baud
15. Change the following parameters when using line drivers, set EIA Baud Rate to 9600.

Parameters
EIA Xmt = No Protocol EIA Recv = Xon - Xoff ( XPC ) EIA Xmt Pace = Baud

16. If you are connecting a parallel printer go to Step 17. If you are not connecting a parallel
printer, press the Esc Key, then press Y to save.
17. Follow these instructions to connect a parallel printer. Go to the F12 Screen.
FIGURE 0.14 F12 Prog Screen

Parameters
Key = F1 Program = F Key Key Dir = Host
Text:
Label: Bytes Remaining : 0542
Choices
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12
Select

: Parameter
On the F12 Screen you can assign special programming to different keys. All data that is sent
to the printer with a Print Screen function will format in a basic 80-column mode. Print screen
features will not print screens wider than 80 columns without offsetting the format, making the
page difficult to read. Basic formatting also does not print the last 3 to 4 lines of information that
is on the screen. To improve the print function the following steps can be taken.
a. Cursor right one position until the Program = F Key is highlighted.

b. Press the Spacebar four times to change to =Edit Key.
c. Cursor Left one position until Key = TAB is highlighted.
d. Hold down the Shift key and press the Spacebar twice change to =Print.
e. Cursor down one time to the Text edit area. Press the Shift +Backspace
key to delete any text or characters before entering the following.
f. Type the following keys in the exact order as shown. Keys indicated with
a “+” require holding the first key listed and pressing the second one.
Ctrl+[ Shift+P Ctrl+M Ctrl+J

the text entered will look similar to this: P 7 8
g. Cursor up once. Cursor Right twice to highlight Key Dir, if not set to
=All, hold down the Shift key and press the Spacebar to change to
=All.
i. Press the Esc key and then the letter Y to save your changes.

0.3 AFTER THE CONTROLLER IS CONNECTED / FURTHER CHANGES
While viewing any of the MCE screens, press and hold the Ctrl key and then press the left
arrow. This brings up a menu for the desktop accessaries. Press F6 to change the palette
colors. This is to make it easier to differentiate when a flag is ON or OFF when viewing
diagnostics. Use the right and left arrow keys to adjust the foreground and background
colors. Use the up and down arrow keys to select the option you want to change colors on.
The color table chart below shows the default and MCE recommended colors for easy viewing.
The highlighted MCE Recommended settings are different from the default settings. When
finished, press Esc to exit the desk accessories.
Changes to these colors must be saved or will be lost when the unit is powered off. With the
Emulator disconnected from the controller, go into Setup mode by pressing Ctrl and Scroll
Lock, press the Pause/Break key to save the settings.
Color Table
Attributes Default Setting Fore/Back MCE Recommended Fore/Back
Normal Green / Black Light Gray / Black
Rev Black / Green Light Green / Blue
Int Yellow / Black Green / Black
Rev, Int Black / Yellow Black / Yellow
Und Light Red / Black Light Red / Black
Und, Rev Black / Light Red Black / Light Red
Und, Int Light Blue / Black Light Blue / Black
Und, Rev, Int Black / Light Blue Black / Light Blue
0.4 TROUBLESHOOTING
Symptom Cause Solution

Keyboard not responding to keys Possible locked If the upper left corner of the display
pressed. keyboard screen shows the word LOCK use the
following keystrokes to unlock the
keyboard: Shift+Scroll Lock
Screen displays message: “Transmit Emulator is connected to Turn off the emulator and wait 5 seconds.
condition EIA port XOFF To cancel controller when Do not attempt to make changes in the
type (Shift + CTRL + Tab)” attempting to save emulator setup while the emulator is
changes to the setup. connected to the controller. Turn the
emulator back on.

ADDENDUM - WYSE WY-325ES CRT TERMINAL SETUP
The Wyse WY-325ES CRT terminal setup addendum applies to the following:
MCE Part # Description

42-02-0041 MCE Training Seminar Manual
42-02-0043 IMC-SCR Training Seminar Manual
42-02-0051 Installation Seminar Manual
42-02-0052 Troubleshooting Seminar Manual
42-02-2204 IMC-AC (Release 4) Controller Manual
42-02-2207B IMC-AC (Release 3 Tulare - Baldor) Controller Manual
42-02-2207M IMC-AC (Release 3 - Tulare - MagneTek) Controller Manual
42-02-7200E IMC-SCR (Release 3 - Tulare) Controller Manual
42-02-7201 IMC-SCR (Release 4) Controller Manual
42-02-7204 IMC Performa Controller Manual
42-02-CP00 Computer Peripherals Manual
42-02-G002 M3 Group Supervisor Manual
42-02-G003 M3 Group Supervisor Manual (IMC-MG only)
42-02-G004 M3 Group Supervisor Manual (Release 4)
42-02-GUIDE IMC-Pocket Guide (Troubleshooting)
1.0 CONTROLLER COM PORT SETTINGS
Swing Panel Controller - Refer to Programming the Communication Ports in Section 5 of

the Car Controller manual (Section 4 of the Group Supervisor manual) for instructions on
changing the controller Communication Port settings. For the Wyse WY-325ES CRT terminal
the COM port Device option must be set to CRTMK.
PTC / PHC Controller - Refer to Peripheral Device in Section 5.4.9 Extra Features Menu
Options for instructions on changing the controller Communication Port settings. For the Wyse
WY-325ES CRT terminal the COLOR CRT option must be set to NO.
0.2 WYSE WY-325ES COLOR CRT TERMINAL SETUP

The CRT terminal has certain parameters which must be configured properly in order to
function with MCE controllers. Disconnect the CRT from the controller while setting these
parameters. In order to examine and/or modify these parameters, enter the CRT terminal
setup mode. Press and hold the Shift key while pressing the Select key.
TABLE 0.1 Setup Mode Keyboard Commands

KEY COMMAND FUNCTION
Arrow Keys Used to select an item on the menu.
Space Bar Press the space bar to change the setting
May 21, 2001 ADDENDUM - WYSE WY-325ES CRT TERMINAL SETUP • 0-11
WYSE WY-325ES COLOR CRT TERMINAL SETUP STEPS
Step 1 With the CRT disconnected form the controller, hold down Shift and press Select to put
the terminal into Setup mode. The select key is in the upper right corner of the
keyboard.
Step 2 From the Setup menu press the Enter key to Default all parameters (see
Figure 0.1).
FIGURE 0.1 Setup Parameters for Wyse WY-325ES CRT Terminal and Printer
Set the following parameters every time.
Setup Save?
(F1-F11 selects menu; ENTER sets defaults) (SPACE toggles)
No
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Disp Genrl Keybd Comm Attr Misc ANSI1 ANSI2 Tabs Ansbk Fkeys Exit
Step 3 From the Setup menu press “F2” to enter the General Menu (Figure 0.2). Use the
cursor keys to highlight Personality and press the Spacebar to change the option to
“Wyse 60.”
Step 4 Use the cursor keys to highlight Autoscrl and press the Spacebar to change the
option to “Off” (Figure 0.2).
FIGURE 0.2 Wyse WY-325ES Setup: F2 General Menu
Change: Use ARROWS and SPACE
Personality = Wyse 60 Enhance = On Status Line = On

Scrl = Jump Autoscrl = Off Wrap EOL = On
Rcv CR = CR Monitor = Off Recognize DEL = Off
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

0-12 • ADDENDUM - WYSE WY-325ES CRT TERMINAL SETUP

Step 5 Press “F1” to enter the Display Menu (Figure 0.3). Use the cursor keys to highlight
Lines and press the Spacebar to change the option to “42.” Use the cursor keys and
Spacebar to change Scrn Saver to “Off” and 80/132 Clr to “On.”
FIGURE 0.3 Wyse WY-325ES Setup: F1 Display Menu
Columns = 80 Cursor = Blink Line Scrn Saver = Off

Lines = 42 Display = Dark Char Cell = 10 x 16
Page = 1 x Lines Autopage = Off 80/132 Clr = On
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Step 6 Press “F4" to enter the COMM Menu (Figure 0.4). Use the cursor keys and Spacebar
to change Baud Rate to “19200” and Rcv Hndshk to “XON-XOFF/XPC.”
FIGURE 0.4 Wyse WY-325ES Setup: F4 COMM Menu
Baud Rate = 19200 Data/Parity = 8/None Stop Bits = 1

Rcv Hndshk = XON-XOFF/XPC Rcv Hndshk Level = 192 Xmt Hndshk = None
Comm = FDX Xmt Lim = None Host Port = Serial 1
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Step 7 Press “F5” to enter the Attribute Menu (Figure 0.5). Use the cursor keys and Spacebar
to change WPRT Intensity to “Normal” and Intensity Attribute to “Off.”
FIGURE 0.5 Wyse WY-325ES Setup: F5 Attribute Menu
Color Map = Reverse Intensity Attribute = Off Attribute = Char

WPRT Intensity = Normal WPRT Rev = Off WPRT Undrln = Off
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Step 8 Press “F6” to enter the Miscellaneous Menu (Figure 0.6). Use the cursor keys and
Spacebar to change Multiple Page to “Off.”
FIGURE 0.6 Wyse WY-325ES Setup: F6 Miscellaneous Menu
Ptr Baud Rate = 9600 Ptr Data/Parity = 8/None Ptr Stop Bits = 1
Printer = Parallel Nulls Suppress = On Blk End = US/CR
Border Color = {BLACK} Color Mode = Palette Multiple Page = Off
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12


Step 9 Press “F7” to enter the ANSI 1 Menu (Figure 0.7). Use the cursor keys and Spacebar
to change DEL to “BS/DEL.”
FIGURE 0.7 Wyse WY-325ES Setup: F7 ANSI 1 Menu
Char Set = Multinational Char Mode = Multinational ANSI ID = VT 100

Cursor Keys = Normal Keypad = Numeric DEL = BS/DEL
Feature Lock = Off Fkey Lock = Off Newline = Off
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Step 10 Press “F8” to enter the ANSI 2 Menu (Figure 0.8). Use the cursor keys and Spacebar
to change Print to “ALL.”
FIGURE 0.8 Wyse WY-325ES Setup: F8 ANSI 2 Menu
Print = All Print Area = Screen Print Term = None

Send = All Send Area = Screen Send Term = None
Xfer Term = EOS Auto Answerback = Off Keys = Typewriter
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Step 11 Press “F12” to return to the Setup menu and press Spacebar to change the save option
to “Yes.” Press “F12” to save the parameters and exit the Setup Menu.
The Wyse WY-325ES CRT has 10 color palettes numbered 0 to 9. To change the screen colors
hold down the CTRL key and press a number on the numeric keypad. The recommended color
palette is 9. Other palettes that work well are 1, 2, 3 and 8.
0.3 PRINTERS
Printers are typically used to create a hard copy of system parameters, controller screens, or
simple reports. MCE currently supports two Epson dot-matrix printers (Epson FX 85 and Epson
LQ 570) and their equivalents. For nicer looking reports with the printer of your choice, MCE
recommends using a PC connected to the controller. Central Monitoring System software or
WYSE emulation software may be used to print screens from the PC. Contact the sales
department at Motion Control Engineering for further information.
NOTE: The Wyse WY-325ES terminal is set up by default to work with a parallel
printer. A serial interface card on the printer is not required with this
CRT. This model of CRT supports any IBM PC compatible printer.
0.3.1 PARALLEL PRINTER INSTALLATION:
1. Verify that the CRT terminal is connected to the MCE controller through the rear port
labeled MAIN.
2. Verify that the printer's DIP switches are set correctly (refer to Table 0.2).
TABLE 0.2 Parallel Printer DIP Switch Settings

PRINTER EPSON FX 85 EPSON LQ 570
SETTING ON OFF ON OFF

DIP SW1 6, 7, 8 1, 2, 3, 4, 5 1, 2, 3, 4 5, 6, 7, 8
DIP SW2 1 2, 3, 4 1, 2, 3, 4
3. Connect the 25-pin male DB connector end of the parallel printer cable into the
PARALLEL port located in the rear of the CRT terminal. Connect other end of the
parallel printer cable into the Centronics connector in the rear of the printer. Use the
clips on the connector to secure the cable.
4. Feed the paper through the paper guide and line up the perforation with the top of the
print head. Refer to the printer manual for operation and proper care of the printer.
5. Plug the printer into a 120VAC outlet and turn on power to both the CRT terminal and
printer.
0.3.2 PRINTING SCREENS WITH THE WYSE WY-325ES TERMINAL:
To print the screen being viewed follow the steps below.
Step 1 Verify printer is connected to the CRT.
Step 2 Turn on the power to the printer and load it with paper.
Step 3 If the Num Lock light is on (upper right area of the keyboard) then press the Num Lock
key once, on the numeric keypad, to turn it off.
Step 4 Hold down the SHIFT and CTRL keys at the same time and momentarily press “.”
(Period key) on the numeric keypad.

ADDENDUM TO SWING PANEL TRACTION CONTROLLER
MANUALS FOR MC-MP2 SOFTWARE
This addendum describes additional capabilities and options added to the Car Operation
Control (COC) software for the MC-MP2 Main Processor board used on Swing Panel traction
controllers. These additions apply to MP2 Software version 8.00.0 or greater and are made to
Section 5, Onboard Diagnostics and Section 6, Troubleshooting the manuals listed below.
0.1 MANUALS AFFECTED
MCE PART NO. MANUAL NAME

42-02-2021 VFMC-1000 Series M (OL and CL)
42-02-2204 IMC-AC (Release 4)
42-02-3010 VVMC-1000 Series CL
42-02-4001 VVMC-1000 Series CL SCR
42-02-4021 VVMC-1000 SCR Series M
42-02-6202 IMC-MG
42-02-7201 IMC-SCR (Release 4)
42-02-7204 IMC Performa
42-02-G003 M3 Group Supervisor (IMC-MG only)
42-02-G004 M3 Group Supervisor (Release 4)
0.2 PASSCODE REQUESTED

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 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: 8.00.0 will scroll across the
alphanumeric display. If a passcode has been pre-programmed and the Passcode Requested
option has been activated, the message PASSCODE REQUESTED... 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 clear the passcode (to
activate the Passcode Requested option), the controller must first be placed in the System
Mode. To enter System Mode, set the switches as shown:
With the F7 switch in the ON (up) position, the alphanumeric display shows PASSWORD. A
password can be used to limit access to System Mode. Set the A1 - A8 switches to the
MC-MP2 SOFTWARE ADDENDUM 0-17

password value. If no password has been programmed for this job (which is normally the case),
set A1 - A8 to OFF (down).
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.
Press the S pushbutton for ½ 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. Placing the
F7 switch in the OFF (down) position also causes the Enhanced Onboard Diagnostics to exit
the System Mode.
0.2.1 SETTING THE PASSCODE
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.
0-18 ADDENDUM
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
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.
0.2.2 ACTIVATING THE PASSCODE REQUESTED OPTION
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 REQUESTED... is scrolled across the display and the car is only
allowed to run on Inspection operation.
0.3 NORMAL MODE DISPLAYS

The following new message is added to Table 5.1 MC-MP Status and Error Messages.
TABLE 5.1 MC-MP Status and Error Messages r = LED off q = LED blinking
Hex Diagnostic Indicators Mode Status / Error Message
09 Normal Passcode Requested
Section 5.2.5 Alphanumeric Display - Viewing the MP Internal Flags is changed as follows:
5.2.5 ALPHANUMERIC DISPLAY - VIEWING THE MP / MP2 INTERNAL FLAGS / INPUTS
This function is used to display the status of many of the input/output and internally generated
flags related to the MC-MP-1ES or MC-MP2 computer. To access these flags, set the switches
as shown.
MC-MP2 SOFTWARE ADDENDUM 0-19

MC-MP-1ES Flags - With the MC-MP-1ES software, after moving the F5 switch to the ON (up)
position, the alphanumeric display shows the last selected flag and status, in this case ALT
OFF. The first word (ALT) is the abbreviated name for the Alternate Service flag. The second
word (OFF) is the status of the flag. For a listing of these flags, see Table 5.10.
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 flag’s current status, ON or OFF, is displayed.
MC-MP2 Flags - With the MC-MP2 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.
Table 5.10 provides 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 flag’s
abbreviation and current status is displayed (0 = OFF, 1 = ON).
MC-MP2 Inputs - With the MC-MP2 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 plus A9 HC-PIO board inputs
• F5 plus A10 HC-RD board inputs
• F5 plus A11 HC-IOX / HC-I4O board inputs
• F5 plus A12 HC-CIO system 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).
0.4 TROUBLESHOOTING
The following message is added to the table titled Status and Error Messages.
TABLE 6.xx Status and Error Messages

Message Location Description and Troubleshooting Tips
This status indicates that the Passcode Requested option has been activated and that a
MP Message: passcode is required in order to run the car on any mode other than Inspection. Refer to the
Passcode
Requested HHHHGHHG instructions titled Setting the Passcode in Section 5.
(09)
0-20 ADDENDUM
SECTION 1
PRODUCT DESCRIPTION

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)
42-02-7204 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 MCE’s
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 MCE’s Central Monitoring System (CMS) software.
FIGURE 1.1 Controller Diagnostic and Adjustment Tools
MCE
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
MCE
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 42-02-7204

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.

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 and SCR-PRI Relay Interface
boards, is to provide safety functions, control the motor field and brake, and to interface with the
System 12 SCR Drive.

FIGURE 1.4 IMC-SMB3(5) Unit
IMC-MBX
Board
HC-CS
Boards

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-MP-1ES or MC-MP2, 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-MP (MP2)
Processor, inside the computer swing panel, and the input/output boards that connect in a
daisy-chained fashion (using ribbon cables) to the MC-MP (MP2) 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. The Main Relay board (HC-RB4-SCRI), 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 board.

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 such as
operation of the doors and response to hall and car call demands. This block also covers
special operations such as Inspection/Access, Fire Service, etc. Additional special operations
are provided as required per specifications.
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
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-MP-1ES or MC-MP2, Main Processor Board

• HC-RB4-SCRI, Main Relay 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-MP-1ES Main Processor Board
MC-MP-1ES or MC-MP2 Main Processor board - The Main Processor board is located within
the Computer 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 HC-RB4-SCRI Main Relay Board

Factory installed wire jumpers on the solder side
of the PC board
HC-RB4-SCRI Main Relay board - This board satisfies many of the code requirements for
relay contact redundancy and for normal terminal stopping devices. It also provides the
necessary circuitry for running the car on Inspection or Access operation. This board, in
conjunction with the HC-PI/O board, comprises the high voltage interface between the Main
Computer and the individual car logic functions such as door operation, direction outputs,
direction sensing, main safety circuits, leveling circuitry, etc.
There are typically 13 four-pole relays and terminals at the bottom of the board for field wiring.
Test pads surround each relay for ease of troubleshooting. This board, located in the upper
right corner of the controller cabinet, includes the INSPECTION ON/OFF switch, the inspection
car movement UP/DN switch and the TEST/NORM switch.

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.
FIGURE 1.10 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 1.11 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.
FIGURE 1.12 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 two boards: the 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.
Power Inputs - HC-PI/O board
Door signals - The HC-PI/O board receives the door-related signals, through the Main
Relay board (HC-RB4-SCRI). 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).
Landing system signals - The HC-PI/O board receives some of the signals generated
by the landing system, through the Main Relay board (HC-RB4-SCRI). The landing
system signals read by the COC module are the door zone, level up and level down
signals.
Operational mode signals - The HC-PI/O board receives a few of the operational and
safety mode signals, through the Main Relay board (HC-RB4-SCRI). 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).
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 HC-RB4-SCRI) 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
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.
Fire service operation signals - Two outputs associated with fire service operation are
generated on the HC-PI/O board, and are routed through the Main Relay board. The
fire warning indicator output generates the visual/audible signal in the elevator during
a fire phase I recall, and the in-car stop switch bypass output (CSB) is used for
rendering the in-car stop switch inoperative, also during a fire phase I recall.
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 Main Relay 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.
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:
MC-CGP-4P, Communication Processor Board

MC-RS, Communication Interface Board

FIGURE 1.13 MC-CGP-4P Communication Processor Board
MC-CGP-4P Communication Processor board - This board contains a very powerful 32-bit
embedded RISC microcontroller, and is sandwiched between the MC-MP-1ES or MC-MP2 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 1.14 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.

1.5 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:
IMC-DDP-D, Digital Drive Processor Board

IMC-MBX, Mother Board
IMC-DCP, Drive Control Processor Board
SCR-RIX, Relay Interface Board
HC-ENCS, Encoder Supply Board
FIGURE 1.15 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.

FIGURE 1.16 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,
SCR-PRI, 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, SAF
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.

FIGURE 1.17 IMC-DCP Drive Control Processor Board
DSP
FPGA SAF

FIGURE 1.18 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 HC-RB4-SCRI and
SCR-PRI Relay boards, 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 1.19 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.

1.5.2 CMC INPUTS AND OUTPUTS
CMC INPUTS - The main signals received by the IMC-DDP-D Processor board are:
Quadrature signal - The SCR-RIX board receives the quadrature signal from the
encoder wheel (LS-QUIK-1) or from the hoistway transducer which reads the holes on
a perforated steel tape (LS-QUAD-2). 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.
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.
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.
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.
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.
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.
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.
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.
CMC OUTPUTS - The main signals generated by the IMC-DDP-D Processor board are:
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.
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

processor generates the signals to energize the RE and PT relays on the SCR-PRI
board. Enabling these relays provides power to the SMB3(5) Unit. This signal also
indicates that the drive is ready for motion (see Figure 6.2, Normal Operation
Flowchart).
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 (SAF, SAFB, SAFM, etc.), 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.
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:
SCR-PRI, Power Relay Interface Board

IMC-SPI, SCR Power Interface Board
System 12 SCR Drive
SCR-LGA, SCR Logic Board
SCR-LGD, SCR Display Board
FIGURE 1.20 SCR-PRI Power Relay Interface Board

SCR-PRI Power Relay Interface board - This board provides power to the brake and M
contactors of the System 12 SCR Drive, if direction and RE (run enable) signals are present.
Any failure in the drive will disable relays PT1, PT2, PT3 and MX on this board. The
IMC-DDP-D processor does a redundancy check on each of these relays.
FIGURE 1.21 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
Figure 6.28, IMC-SPI Quick Reference.

FIGURE 1.22 SCR-LGA SCR Drive Logic Board
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.

1.6.2 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
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, SCR-PRI
and IMC-SPI boards. MC-MP (MP2) control signals are routed through the HC-PI/O,
HC-RB4-SCRI, SCR-RIX, IMC-MBX and SCR-PRI boards.
AC Power - AC power is applied to terminals MP01 and MP02 of the IMC-SMB3(5) for
the motor field supply. The SCR-PRI board routes AC power to the IMC-SMB3(5) for
the brake field supply. The SCR-PRI also 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 on the SCR-PRI board will prepare
the potential relays PT1, PT2 and PT3 to engage. The direction signal supplied by the HC-RB4-
SCRI board completes the circuit to pick up the potential relays.
The subsequent picking of contactors M1 and M2 is monitored via auxiliary contacts that
provide voltage to relay MX. Finally, relays MX and PT1 provide AC voltage to the
IMC-SMB3(5) to allow the brake to pick. After the RE signal is received and the Speed Pick
Delay has elapsed, the IMC-DDP-D processor (pattern generator) begins to output the speed
profile (see Figure 6.2 Normal Operation Flowchart).
Once the Car arrives at the target floor, relays PT1, PT2, PT3, MX, M1 and M2 remain
energized for a period determined by the TRED, Run Enable Drop Delay parameter. This is to
allow the power components time to phase off all voltage and current prior to opening any
contacts.
Troubleshooting Power Components - There are test points and indicators on the critical
boards that allow the technician to view these signals.

1.7 LANDING SYSTEM
1.7.1 LS-QUAD-2 LANDING SYSTEM
The LS-QUAD-2 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 1.23 LS-QUAD-2 Car Top Control Box (Front and Back View)
The LS-QUAD-2 Landing System Control Box is designed to be mounted on the car top. Figure
1.24 shows the position of the steel tape and LS-QUAD-2 Landing System Control Box.

FIGURE 1.24 Elevator with LS-QUAD-2 Landing System

1.7.2 LS-QUIK LANDING SYSTEM
The LS-QUIK Landing System Control Box (Figure 1.25) 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 1.25 LS-QUIK Landing System

FIGURE 1.26 LS-QUIK 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 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.

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.

SECTION 2
INSTALLATION

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 32 to 104 Fahrenheit (0 to 40
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.
42-02-7204 INSTALLATION • 2-1

• Very high levels of radio frequency (RF) radiation from nearby sources should be
avoided. RFI may cause interference with the computers and other parts of the control
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.
• 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
• 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 42-02-7204

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.

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.
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.
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
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.
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).
Terminals for the door operator are on respective door boards or on separate
terminal blocks.
Several 1 and 2 bus terminals are provided in different locations.
Other terminals may be supplied on separate terminal blocks.
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."
2.2 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.
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.
FIGURE 2.3 Typical Tachometer / Velocity Encoder Installation
TYPICAL MOUNTING
BRACKET
VELOCITY
ENCODER
HOIST MOTOR
SHAFT
PHENOLIC
ISOLATOR
FLEXIBLE COUPLING
DN 4107 R0
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.

TABLE 2.1 Selecting the appropriate Velocity Feedback Transducer
Machine Velocity Feedback Shaft Brake Drum Sheave

Type Transducer Mounting 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
Do not connect shield to

splice wires tach, cable or to ground
TACH
TS SCR-RIX
BOARD
TC
Cable from tach
Cable from controller
Connect shield to COM
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.

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-2) or vanes (LS-QUIK-1) 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-2
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-1 LANDING SYSTEM
Refer to the drawings titled "LS-QUIK-1 Vane Encoding & Installation," "LS-QUIK-1 Landing
System Box and Encoder Platform Mounting," and "LS-QUIK-1 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-1 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.

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.
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-2 or LS-QUIK-1), magnetic strips on the steel tape (for the LS-QUAD-2),
leveling/absolute floor encoding vanes and encoder (for the LS-QUIK-1), 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 ¼"
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-2 or LS-QUIK-1 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-2 LANDING SYSTEM BOX
a. To install the steel tape into the tape guides on the LS-QUAD-2 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-2 (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-2
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.
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-2 LANDING SYSTEM
NOTE: The magnetic strips provided with the LS-QUAD-2 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 6 in length. The other lane consists of magnets (absolute floor position
encoding magnets) which are all multiples of 2½ in length (i.e., 2½, 5, 7½, 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-1
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-1 Vane Encoding & Installation" and "LS-QUIK-1
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.
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.

SECTION 3
START-UP
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.
42-02-7204 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 ground has a resistance of less than 100 ohms between the point to be
tested and the grounded controller cabinet.
FIGURE 3.1 IMC Performa Controller Cabinet Layout
3-2 • START-UP 42-02-7204

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 grounds on all the terminals on the HC-PI/O, HC-CI/O, SCR-RIX, and
HC-RB4-SCRI boards.
c. If a G.A.L. MOD door operator is provided, check for grounds 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 grounds.
d. Check for grounds 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.
42-02-7204 START-UP • 3-3

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.
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 HC-RB4-SCRI board, turn the TEST/NORM switch to TEST, and turn the
INSPECTION OFF/ON switch to ON. Temporarily, remove and insulate any wire in
HC-RB4-SCRI board terminal 59 and label it so that it may be reinstalled later. Install
a temporary jumper from panel mount terminal 2 to terminal 59 on the HC-RB4-SCRI
board to bypass the Cartop Inspection Switch.
WARNING: If the wire to HC-RB4-SCRI board terminal 59 is not removed (step

‘a’ above) and the jumper is installed between terminals 2 and 59,
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.
3-4 • START-UP 42-02-7204

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 fuses F4 and the door power fuses.
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 30 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 30 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 30 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 30 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 30 P.R. LED is still on.
42-02-7204 START-UP • 3-5

There is a remote possibility that if the Drive Isolation Transformer was mislabeled, after
having wires on X1, X2 and X3 in all three positions of rotation, the 30 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.
5. Check to see if the 30 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.
3.3 INSTALLING AND USING THE CRT TERMINAL

This section provides brief instructions for installing and using the CRT terminal. If more
detailed information is needed, refer to the MCE Computer Peripherals Manual.
3.3.1 INSTALLING THE CRT TERMINAL
a. The following cables are required for this installation:
• Power supply cable.

• Signal cable, six pin phone plug to 25 pin D connector.
• Keyboard cable, which may be attached to keyboard.
b. Verify that the power is OFF at the main disconnect and that the CRT terminal power
switch is OFF. Plug one end of the power supply cable into the CRT terminal power
receptacle on the back of the unit, and plug the other end into the three-pronged
grounded 120VAC outlet in the controller cabinet.
c. Plug the 25-pin end of the connecting cable into MAIN, MODEM or PORT A on the back
of the terminal (see Figure 3.3). Use the screws on the cable hood to secure the cable
to the terminal.
d. Plug the other end of the connecting cable into the COM 1 port on the MC-RS board
(the port closest to the ribbon cable ).
3-6 • START-UP 42-02-7204

e. If the CRT terminal is connected directly to the MC-RS board, the COM port switch on
the MC-RS board must be set to DCE. If the CRT terminal is connected to the MC-RS
board through a modem or line driver, the COM port switch must be set to DTE.
f. Restore power at the main disconnect and turn the CRT terminal power ON. The CRT
terminal power switch may remain ON at all times. The CRT terminal will be
automatically turned ON or OFF whenever the controller power is turned ON or OFF.
g. The CRT terminal 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 terminal screen continues to flash for more than one minute after initialization has
begun, or the display changes but is not readable, refer to Section 3.3.2, Monochrome
CRT Terminal Quick Setup or Section 3.3.3, Color CRT Terminal Quick Setup, or refer
to the Computer Peripherals Manual for proper terminal parameter settings. 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 Sections 3.3.2, 3.3.3 or the Computer Peripherals Manual.
FIGURE 3.3 Connecting the Terminal to the MC-RS, Communication Interface Board
3.3.2 MONOCHROME CRT TERMINAL QUICK SETUP
Step 1 Press Shift-Select to put the CRT terminal into Setup mode. (The Select key is in the upper
right corner of the keyboard).
Step 2 Press D to default the CRT terminal parameters. (You should see the message “Setup
Defaulted”).
42-02-7204 START-UP • 3-7

Step 3 Use the arrow keys to set the following General Setup parameters:
Link MC5 General Setup Ver 3.04 Up/Down arrow keys select a
Emulation Wyse 60 Auto Page Off parameter. Left/Right arrow
keys change a parameter’s
Enhancements Off Warning Bell Off
value.
Virtual Terminal Off Margin Bell Off
Scroll Style Jump Bell Sound 1
Quick-set
Auto Scroll On Block Terminator US/CR Set these
Auto Wrap On Send ACK On quick-set parameters. Consult
Received CR CR Monitor Mode Off the Computer Peripherals
Setup Defaulted manual for printer set-up
options.
Step 4 Press the F2 key to go to the Communications Setup screen.
Step 5 Use the arrow keys to set the following Communications Setup parameters:
Link MC5 Communications Setup Ver 3.04

Set Main Baud Rate to:
Main Baud 19200* Aux Baud 9600
* Car controller with MC-CGP For
board = 19,200 Main Data/Parity 8/None Aux Data/Parity 8/None
* Group or Car controller with Main Stop bits 1 Aux Stop Bits Off Press the right
MC-CPA board = 19,200 and left arrow
Main Rcv Hndsk XON/XOFF Aux Rcv Hndsk None
* Group controller with Main Xmt Hndsk None Aux Xmt Hndsk XON/XOFF keys to change
MC–CGP board = 19,200 these settings
* Line Driver = 9600 Main Rcv Level 50% Aux Rcv Level 50%
for your printer.
th
* Modem = 19,200 Ignore 8 bit Off Aux Port RS232
Comm Mode Full Duplex Aux Interface RS232 Choose either
Disconnect 2 Sec Printer Parallel Serial or Parallel.
Step 6 Press the F3 key to go to the Display Setup screen.
Step 7 Use the arrow keys to set the following Display Setup parameters:
Link MC5 Display Setup Ver 3.04 If CRT fails to work after performing the
quick setup or if you are unable to put
Columns 80 Background Dark
CRT into setup mode, try the following:
80/132 Clear On Attributes Char • Turn off the terminal power.
Lines 42 Wprt Intensity Normal • Remove the communication cable.
• Press and hold down the “G” key.
Pages 1xLines Wprt Reverse Off • Power up the CRT with the “G” key
Status Line Ext Wprt Underline Off depressed.
• Keep the “G” key pressed for about
Cursor Style Blink Line Refresh Rate 60Hz 5 seconds.
Cursor Off Pound Char US • Perform steps 1-9 except this time
program all the parameters (not just
Screen Saver 15 Min Auto Font Load On the quick-set ones).
3-8 • START-UP 42-02-7204

Step 8 If you have a printer, press F6 to go to the Function Keys Setup screen to make the print
screen key operational.
Press both the Link MC5 Function Keys Setup Ver 3.04 Use the
“Ctrl” and “Print numeric
screen” keys keypad
simultaneously to Direction Local “Enter” key
change sF1 and sPRINT = to toggle
F1 to sPRINT = “Remote”
and PRINT = to “Local”
PRINT =
Host is on Main Port F1 Gen F6 Fkeys

F2 F7 Tabs
Comm F8 Ansbk
CTRL+Key . Select Key
. . .. . .Erase Char F3 Disp F9 Exit
arrow keys . . Select Field HOME/F14 . Erase Field F4 Kbd
END/F13 . . . Default Keys ENTER . . .. . Change Dir F5 ANSI
Step 9 Press the S key to save your changes.
Step 10 Press F9 to exit the CRT terminal setup mode.
3.3.3 WYSE 350 CRT TERMINAL QUICK SETUP
Step 1 Press Select to put the terminal into Setup mode. The Select key is in the upper right corner
of the keyboard. If you can’t get the terminal into Setup mode, try powering the terminal ON
with the “Select” key held down until the screen comes up (about 5 seconds).
Press the left and right arrow keys to select items on the Menu Bar (top line).
Press the up and down arrow keys to select an item on a menu.
Press the space bar to change the setting
Step 2 From the Exit menu select “Default all” Set these quick-set parameters every time.
and press the Enter key. Press Y to
confirm this action. Set these if a Printer is attached.
Exit Screen Modes Display Attribute Port Keyboard
Exit setup Step 3 From the Screens menu, set
Exit setup and cancel the highlighted parameters as shown.
Exit setup and save Exit Screens Modes Display Attribute Port Keyboard
Restore last saved Width change clear On
Default all Screen Columns 80
Default user defined keys Screen data lines 50
page columns 132
Page lines 50/51
Page line multiplier 1
Number of pages 1
Number of sessions 1
Session display, split 1,Full
Power-on tab stops Off
Tab stops
42-02-7204 START-UP • 3-9

Step 4 From the Modes menu select “Personality” From the Personality sub-menu select
“Wyse 350."
Modes Display Attribute Port Keyboard Step 5 If you plan to use a printer, set
Feature lock Off “Enhance” and “Terminal mode” to the values
Controls mode Interprt shown (use the space bar to toggle).
Received CR CR Modes Display Attribute Port Keyboard
Received LF LF Feature lock Off
Block end US/CR Controls mode Interprt
Terminal mode 8 bit Received CR CR
Enhance On Personality Received LF LF
Null OK Off Link Mc70 Block end US/CR
Del OK Off VT320/VT221 Terminal mode 8 bit
Send ACK On VT100 Enhance On
Bell settings VT52 Null OK Off
Personality Intecolor 220 Del OK Off
Wyse 350 Send ACK On
TVI 950 Bell settings
Esprit III Personality
ADDS A2
TEK 4010/4014
Step 6 From the “Port” menu, select “Port A settings” and press Enter. Set the Transmit baud
rate as follows:
* IMC Performa Car controller with MC-CGP board = 19,200
* Group or Car controller with MC-CPA board = 19,200
* Group controller with MC–CGP board = 19,200
* Line Driver = 9600
* Modem = 19,200
Press Shift-Up arrow when done.

Modes Display Attribute Port Keyboard
Communications mode Full DPX Port A Settings
Port B Settings Online/local Online Transmit baud rate 19,200*
Baud Rate 9600** Trace Both Receive baud rate Rcv=Xmit
Data/stop/parity bits 8/1 None Port A settings Data/stop/parity bit 8/1None
Receive handshake Xon/Xoff Port B settings Receive Handshake Xon/Xoff
Transmit handshake Xon/Xoff Communication cartridge Transmit handshake Xon/Xoff
Transmit limit None session resources Transmit limit None
Break 250ms Break 250 ms
Modem control ASCII Interface RS-232C
Disconnect delay Off Modem control ASCII
Step 7 Do the following only if you plan to attach a printer to the terminal. From the “Port”
menu select “Port B settings” and press Enter. Set the highlighted Port B Settings as
shown. Press Shift-Up arrow when done.
** Printer port (Port B) : baud rate should always be 9600.
Step 8 Return to the Exit menu and select “Exit setup and save”. Press Enter and press Y for
yes.
3-10 • START-UP 42-02-7204

3.3.4 ACCESSING THE CRT TERMINAL MENU SCREENS
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. This menu can
be accessed from any other menu by pressing F4.
FIGURE 3.4 CRT Terminal Main Menu (F4) Screen
10/16/2000, 10:25:30 AM

Main Menu (F4)
F3 - View Hoistway
F5 - Initialize CRT
F9 - Security
F10 - Modem Hang Up
F11 - Diagnostics
dnID188
Press F1 to access the Controller Parameters Menu screen.
FIGURE 3.5 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
42-02-7204 START-UP • 3-11

3.3.5 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 3.6 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 3.6 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 3.7). 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.
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.
3-12 • START-UP 42-02-7204

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 3.7 Editing TIME on the General (Shift F1 ) Screen
2/22/1999, 10:25:30 AM, REC, F4=Main Menu
M nem onic of sele cted pa ram e ter

Selected param e ter Cu rren t 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
Param eter de finition an d/or
OPU U.S.
OPS USER in struction s for e diting.
ODAP OFF
ODP OFF Cu rren t value
OAD SAFETY
TFMT 12 HOUR
TIME 10:25:30 A TIM E is selecte d for e diting.
1. Type a new valu e
DFMT M/d/yyyy or P ress E nter to ed it selected ch aracters. U se A rrow s to
DATE 2/22/1999
se lect characters and typ e new value over old. Insert togg les
TP1 5 type-o ver an d insert m ode s. D elete key d eletes n ext character.
TP1S 00.00
TP2 9 Ho m e = far left, End = far right. Press Esc to cancel the edit.
TP2S 00.00 2. P ress E nter wh en ed itin g is com p le ted. T hen p ress S to save.
ARROWS: select, ENTER: Edits, S: Saves, CTRL-V: Toggles View
dnID191b
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.
The IMC-DCP board in the IMC-SMB3(5) Unit also has a switch labeled
EPROM WRITE PROTECT. This switch must be in the OFF position to
save parameters.
42-02-7204 START-UP • 3-13

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.
FIGURE 3.8 General (Shift F1) screen with ODP - Reset All Parameters selected
10/16/2000, 10:25:30 AM, F4=Main Menu
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
dnID191e
3-14 • START-UP 42-02-7204

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.
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 3.9), verify that the
parameter values are the same as those shown in Table 3.1.
42-02-7204 START-UP • 3-15

FIGURE 3.9 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

dnID198
TABLE 3.1 Recommended Initial Values for Pattern Parameters

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 X 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
X Set RPE to “0" if LS Quad landing system or “100" if LS Quick landing system (if mounted as recommended)
3-16 • START-UP 42-02-7204

On the Pattern (Shift F4) Screen - Advanced View (see Figure 3.9), 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

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/s³
JHS High Standard Jerk 06.00 06.00 06.00 06.00 05.00 ft/s³
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/s³
JHEP High Emergency Power Jerk 06.00 06.00 06.00 06.00 05.00 ft/s³
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/s³
JHC High Caution Jerk 06.00 06.00 06.00 06.00 05.00 ft/s³
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/s³
JHA1 High Alternate 1 Jerk 06.00 06.00 06.00 06.00 05.00 ft/s³
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/s³
JHA2 High Alternate 2 Jerk 06.00 06.00 06.00 06.00 05.00 ft/s³
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
42-02-7204 START-UP • 3-17

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

Tachometer.
On the Drive Parameters (Shift F5) screen set Speed Reference, OSR = TACH.
VELOCITY ENCODER SET-UP
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.
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 below)
CRPM Motor Rated RPM = xxxx (see below)
CCRR Coupling Rotational Ratio = xxxx (see below)
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
3-18 • START-UP 42-02-7204

Sheave/Brake Drum
Ratio of the sheave/brake Diameter
CCRR = drum diameter to the =
follower wheel diameter
k Encoder follower wheel
diameter r
Example: Sheave diameter = 32"
Follower wheel diameter = 3.25"
Motor RPM = 124
Encoder PPR = 4096
CTER = 4096
CRPM = 124
32
CCRR = = 9.85
k 3.25 r
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
42-02-7204 START-UP • 3-19

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.
3-20 • START-UP 42-02-7204

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 HC-RB4-SCRI board, place the INSPECTION switch in the ON 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 3.10). Then press S to save and Y for yes.
FIGURE 3.10 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
dnID192b
42-02-7204 START-UP • 3-21

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 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).
3-22 • START-UP 42-02-7204

TABLE 3.3 Motor Field Calibration Procedure Messages
MOTOR FIELD CALIBRATION PROCEDURE MESSAGES
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.

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.

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 Inspection switch in the ON position. Place the Inspection switch on the HC-RB4-SCRI board in the ON
position to continue the calibration.
Calibration process failed ! Press Q to quit.
Need to pick direction. Pick direction by holding the UP/DN switch on the HC-RB4-SCRI board in the UP or DN
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.
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 4F 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.
42-02-7204 START-UP • 3-23

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 3.11):
• 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
3.11 shows the Advanced View with the Motor Field parameters defaulted.
• Change MFFV Forcing Voltage = the desired forcing voltage.
FIGURE 3.11 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.)

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
MFFV 200 * MFI2 0.10 * MFV2 160 * MFT2 01.66
MFRV 140 * MFI3 0.10 * MFV3 140 * MFT3 02.49
MFSV 100 * MFI4 0.10 * MFV4 120 * MFT4 03.32
* MFI5 0.10 * MFV5 100 * MFT5 04.16
MFWB 010 * MFI6 0.10 * MFV6 080 * MFT6 04.99
MFWE 090 * MFI7 0.10 * MFV7 060 * MFT7 05.82
* 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
dnID192a
3.5.4 ADJUSTING THE MOTOR FIELD GAINS - CLOSED LOOP
For most installations the following default settings will provide satisfactory performance:
MFPG Proportional Error = 1.0.

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
3-24 • START-UP 42-02-7204

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

MFIG Integral Error = 3.0.
FIGURE 3.12 Signal at the MFI Test Point on the IMC-DCP Board
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
42-02-7204 START-UP • 3-25

the MFI response close to the desired response shown in Figure 3.12 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:
PG Pattern Scaling = 0.00 to prevent the drive from responding to any speed
signal.
GI Integral Error = 2.0
GP Proportional Error = 2.0
b. On the Safety (Shift F6) screen, set the following parameters:
SAVL Armature Voltage Limit = 100%

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)
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 59 on the HC-RB4-SCRI board (the end should be taped), and a
jumper is in place between terminals 2 and 59 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 4 and 8 on the HC-RB4-SCRI board to

override the gate switch and the door locks (see Figure 3.13). 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.
3-26 • START-UP 42-02-7204

FIGURE 3.13 HC-RB4-SCRI Board
b. 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.
NOTE: The following safety functions are not bypassed by the FBP1 to FBP2
jumper: 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).
3.6.2 VERIFYING THE OPERATION OF THE RELAYS
a. Turn power ON at the main disconnect. After forty (40) seconds, the following relays will
be energized: SAF (on the HC-RB4-SCRI board), SAFB, and SAFM (SAFX if present)
on the subplate.
• If no relays are picked, make sure fuse F4 is installed. Also verify 120VAC
between terminals 1 and 2 located on the subplate.
42-02-7204 START-UP • 3-27

• If the SAF relay on the HC-RB4-SCRI board is not energized, check the jumper
from terminals FBP1 and FBP2 on the SCR-RIX board (bypasses the drive
safety functions). Also, briefly connect a jumper between screw terminals 2 (on
the subplate) and 20 on the HC-RB4-SCRI board (bypasses the safety string).
If the SAF 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 SAF energizes.
• If the SAF 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 and SAF ON LEDs on the IMC-DCP board are solidly
lit. This will verify that the two independent 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.
b. With the INSPECTION ON/OFF switch in the ON position, move the INSPECTION
UP/DN switch on the HC-RB4-SCRI 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
SAF, U1, and U2................ on the HC-RB4-SCRI board
RE, PT1-PT3, MX.............. on the SCR-PRI board.
SAFB, SAFM, SAFX (if any) on the subplate
M1, M2............................... on the System 12 SCR Drive
If M1 and M2 are not energized, make sure that relays PT1, PT2, PT3 and SAFM are
picked, and the voltage between the FMC fuse (bottom of the fuse) and 1 bus is
120VAC.
c. Release the 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.
3.7 MOVING THE CAR ON INSPECTION

The following is a step by step procedure for verifying proper operation on Inspection.
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.
3-28 • START-UP 42-02-7204

b. Turn power ON at the main disconnect.
c. On the HC-RB4-SCRI board, turn the INSPECTION ON/OFF switch ON. Then press
and hold the 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 doesn’t 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:
1. swap the wires at terminals A+ and B+

2. swap the leads at terminals A - and B -
3.7.1.2 IF THE BRAKE DOESN’T LIFT - Check the following:
a. Verify that M1 and M2 are picked. If M1 and M2 are not picked:
• Verify that the RE relay LED on the SCR-PRI board is ON

• Verify that the RE - Run Enable LED on the IMC-DCP board is ON.
1. If both LEDs are 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 LED on the
SCR-PRI board is OFF:
• Check the RE triac on the SCR-RIX board.

• Check the connectors and wires from the SCR-RIX board to the
SCR-PRI board.
Note that the RE relay LED normally turns OFF approximately one second after the
direction relays U1 and U2 or D1 and D2 drop. The RE relay LED will turn ON only after
sufficient motor field has built up and direction relays U1 and U2 or D1 and D2 pick.
This is why, on Automatic operation where doors are operating, the motor field is at
42-02-7204 START-UP • 3-29

forcing voltage as the doors are closing and RE will turn ON without delay. On Relay
Panel 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. Measure the AC input voltage to the brake circuit between terminals BPI1 and
BPI2 on the SCR-PRI board 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 HC-RB4-SCRI 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 and
that relays PT1, PT2, PT3 and MX on the SCR-PRI board are energized.
• 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 HC-RB4-SCRI 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.
3.7.2 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 UP/DN switch on the HC-RB4-SCRI 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.
3-30 • START-UP 42-02-7204

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.
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.
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. If jiggling begins, decrease GP. While increasing GP, note a
narrowing of the difference between pattern and tach signals.
42-02-7204 START-UP • 3-31

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.
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 (Inspection UP/DN switch on the HC-RB4-SCRI
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.
3-32 • START-UP 42-02-7204

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 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.
g. 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.
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 8 on the
HC-RB4-SCRI board (overrides the gate switch and door locks).
c. Remove the previously installed temporary jumper wire from terminals 59 and 2
(bypasses the Cartop Inspection Switch).
d. Locate the wire for terminal 59 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 59. 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.
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.
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.
42-02-7204 START-UP • 3-33

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 6 and 7 on the
HC-RB4-SCRI board (or terminal 4 to GS if present). Refer to the job prints for
locations. Be sure to remove the jumper between terminals 6 and 7 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).
3.8 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 6 and 7 (the car
gate 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.
c. On the HC-RB4-SCRI 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
3-34 • START-UP 42-02-7204

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.
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 jumper on the SCR-RIX, the
range can be changed to 81V to 190V. To determine the correct position for the TVR
jumper, 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 plug to the 20-80 VDC position. If the voltage is
more than 8.00VDC (±0.10V), move the TVR jumper plug 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.
42-02-7204 START-UP • 3-35

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 Relay Panel 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 HC-RB4-
SCRI 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 terminal DCL
• wire removed from terminal 47 on the HC-RB4-SCRI board
• jumper from 2 bus to terminal 36 on the HC-RB4-SCRI 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. On the HC-RB4-SCRI board, place the INSPECTION switch in the ON position.
b. On the Brake (Shift F3) screen, set OBC Calibrate = ON by pressing the Space Bar
and press Enter (see Figure 3.14). Then press S to save and Y for yes.
c. 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.
d. 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.
e. 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).
3-36 • START-UP 42-02-7204

FIGURE 3.14 Brake (Shift F3) Screen
1/24/2000, 10:25:30 AM, F4=Main Menu
Brake (Shift F3) - Advanced View (U.S.)

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
dnID193
f. The following are messages that may be displayed as the brake calibration is performed
(see Table 3.4).
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.
42-02-7204 START-UP • 3-37

TABLE 3.4 Brake Calibration Procedure Messages
BRAKE CALIBRATION PROCEDURE MESSAGES
Status Messages
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.
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.
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.
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 Inspection switch in the ON position. Place the Inspection switch on the HC-RB4-SCRI board in the ON
Calibration process failed ! Press Q to quit.
Need to pick direction. Pick direction by holding the UP/DN switch on the HC-RB4-SCRI board in the UP or DN
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.
3.9.1 VERIFYING BRAKE VOLTAGES
a. Measure the AC input voltage to the brake circuit between terminals BPI1 and BPI2 on
the SCR-PRI board and verify that the voltage is the same as the one shown on
page - D of the job prints.
b. Place the UP/DN switch on the HC-RB4-SCRI 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 HC-RB4-SCRI 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.
3-38 • START-UP 42-02-7204

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 Safety String bypass jumper
between terminals 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.
42-02-7204 START-UP • 3-39

SECTION 4
FINAL ADJUSTMENT

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-1, 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-2 landing system or by counting the pulses from
the position encoder on the LS-QUIK-1 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.
The EEPROM Write Protect switch on the IMC-SMB3(5) Unit must be in

the OFF position while performing this procedure, so that the floor
heights can be saved to EEPROM.
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-1 landing
system. If the LS-QUAD-2 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 INSPECTION UP/DN switch on the HC-RB4-SCRI 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
42-02-7204 FINAL ADJUSTMENT • 4-1

toggles between 0 VDC and 50 VDC as the car moves (see Appendix C, Inspecting the
Quadrature Position Pulses on the LS-QUAD-2 or Appendix D, Inspecting the Quadrature
Position Pulses on the LS-QUIK-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 25X on the SCR-RIX 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 1.18). 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 8 and 12 on the HC-RB4-SCRI 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:
DZ Front Door Zone OFF

DZR Rear Door Zone OFF
LU Level Up ON
USD Up Slowdown ON
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-2 or the LS-QUIK-1
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. Verify that the Write Protect switch on the IMC-SMB3(5) Unit is in the OFF position.
4-2 • FINAL ADJUSTMENT 42-02-7204

f. 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.
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 ½ 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 Diagnostic Indicators on the Swing
Panel will flash the code for the error that is causing the LRN ERR message. In case
of an error indication, refer to Section 6.2, Status and Error Messages.
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 INSPECTION UP/DN switch on the HC-RB4-SCRI 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. If you
have a very long hoistway, an alternative to holding the UP/DN switch is to temporarily
pull the wire out of terminal 59 (relays IN1, IN2 not picked) and jumper terminal 32 to
terminal 34 to run the car up.
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 8 to 10 (bypasses the Up Normal Limit)
on the HC-RB4-SCRI 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.
j. Turn the power OFF at the main disconnect and reconnect the “level down” wire to
terminal 25X on the SCR-RIX board.
k. Remove any jumpers between panel mount terminals 2 and 16 (also 8 and 12 on the
HC-RB4-SCRI board, if present). Reinstall the wire on terminal 59, if you removed it.
Also remove the jumper between terminals 32 and 34 (if installed). 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 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-2 landing system are
centered within ±0.5" (12.7 mm) of the floor (see Figure 4.1). On the LS-QUIK-1 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 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 (bright blue or bold). You can also observe the LU, DZ and LD relays
on the HC-RB4-SCRI 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 HC-RB4-SCRI 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).

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

• Test the LS-QUIK-1 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 as high as 200%.
d. Next, on the HC-RB4-SCRI board, turn the TEST/NORM switch to TEST and turn the
INSPECTION ON/OFF switch to the OFF 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
• wire removed from terminal 47 on the HC-RB4-SCRI board
• jumper from 2 bus to panel mount terminal EPI (if present)
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.
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-2, LS-QUAD-2R (see Figure 4.1) or LS-QUIK-1 (see Figure 4.2) landing
system car top box. The leveling sensors on the LS-QUAD-2 and 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-1 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 INSPECTION

OFF/ON switch in the ON position to prevent the car from moving.
FIGURE 4.1 LS-QUAD-2 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-2 and LS-QUIK-1 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-2. On the
LS-QUIK-1, 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.
FIGURE 4.2 LS-QUIK-1 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-2, 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-2
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-2 with
respect to the steel tape. The horizontal movement built into the LS-QUAD-2 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.
4.3.2 INITIATING A ONE FLOOR RUN
The car should now be at a floor with the DZ relay ON, and the LU and LD 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.
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:
Safety ON - safety string is made up.

• Doors Locked ON - all doors are locked.
• Insp./Access OFF - not on Inspection operation.
Fire Service OFF - not on Fire service operation (120VAC on terminal 38 on the
HC-RB4-SCRI board).
a. If the LEDs are in the above state and the car still does not move, verify that the
direction relays U1, U2, (or D1, D2), and H on the HC-RB4-SCRI board and relay RE
on the SCR-PRI 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). 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.
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 HC-RB4-SCRI 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 IMC-SMB3(5) Unit has already gone
through the learning process on a simulator. The LEARN process must be
performed at your site.
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).
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
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 Independent
Service, the Independent Service 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 HC-RB4-SCRI board in the NORM position, to allow
other active messages to be displayed.
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 LU or LD 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 LU (LD) picks
at the end of the run and holding the jumper on until the opposite leveling relay LD (LU)
picks. Then release the jumper, which will allow releveling. 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. Toggle the
INSPECTION ON/OFF switch on the HC-RB4-SCRI 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. Don’t spend a lot of time
here working on the brake, just be sure the brake does not stall the armature on a
relevel.
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 LD relay to see if it is still
energized. If it is, move the Down Normal Limit Switch (terminal 8 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 the LU relay is still
energized. If so, move the Up Normal Limit Switch (terminal 8 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 drive’s maximum
output voltage listed on the SCR-LGA board header. Set DAI Rated SCR Drive
Armature Current equal to the SCR drive’s 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-
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.

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 on the SCR-PRI board 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

monitor the car’s 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

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:

GRP = GP times 0.5
GRI = GI times 0.5
GRD = 0.00
GRGD = 1 Second
GRGT = 0.5 Second
NOTE: NEVER SET GRP OR GRI BELOW 1.5

The reduced gain parameters GRP, GRI, GRGD and GRGT are located on the Drive
(Shift F5)screen - Advanced View and are defined as follows:
OGR Reduced Gain (ON/OFF) - This option enables the implementation of

Reduced Gains.
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
½ 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.
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 ½ 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.
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.
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.

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).
² 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.
³ 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

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.
µ 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.
¹ 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

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 the Earthquake input (EQI) 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

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.
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

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,

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 A2aution Velocity, JLC
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 3.1, and 3.2.
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.

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
by removing the front cover. The location of TP3 is shown in Figure 6.29, 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 Inspection ON/OFF switch on the HC-RB4-SCRI board is placed in the
ON position) and direction is picked (the Inspection UP/DN switch on the HC-RB4-SCRI
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
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
• 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 input (EQI) is 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
'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-
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-2 and
LS-QUIK-1 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-2. The distance from the LU switch to
the DZ1 switch must be the same as from LD to DZ2 on the LS-
QUIK-1. 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.
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.) Don’t 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 manufacturer’s
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.
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. Toggle the
INSPECTION ON/OFF switch on the HC-RB4-SCRI 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 HC-RB4-SCRI board is energized, connect a jumper between
terminals 18 and 26 to hold the LU relay energized until the LD relay also is energized.
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. 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 relay on the HC-RB4-SCRI board is energized, connect a
jumper between terminals 18 and 25 to hold the LD relay energized until the LU relay
also is energized. 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 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 don’t have this problem you may proceed to Section 4.6.5.
FIGURE 4.8 Releveling Gains
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.
OIGR = ON, to activate the Initial Relevel Gains

GIRP Initial Relevel Proportional Error = 2 times GP
GIRI Initial Relevel Integral Error = 2 times GI
On the Brake (Shift F3) Screen:
Verify that BRV = 80% of BPV.

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-2
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.

4.6.6 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.

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 Figure 6.29 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

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 shouldn’t 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

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:
GIP = 2 times GP
GII = 2 times GI
GID = 2 times GD (GID is normally zero. If GD was zero, leave it at zero)
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.

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 INSPECTION ON/OFF

switch on the HC-RB4-SCRI 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:
TBPD Pick Delay = 0.00

TBWD Weakening Delay = 0.00
TBRD Repick Delay = 0.00
3. Set BPV Pick Voltage and BHV Hold Voltage to ½ 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.

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.

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 crosshead deflection load weigher, 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.
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 four load thresholds are:
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.
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.
HLW (Heavy load weigher threshold): This threshold value is used to define the load
value at which hall calls should be bypassed.
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. This operation is overridden by Fire Service operation.
Learn Modes - Due to the dynamics of the physical elevator system, a process must be
performed to allow the load weighing system to learn the reference values of the empty car and
fully loaded car weights at each floor. This is necessary because the position of the car in the
hoistway will cause the perceived load at the crosshead to change (crosshead deflection load
weigher). Examples of the causes for load variance include:
• The position of the traveling cable will present a varying load (a changing proportion of
the traveling cable hanging directly beneath the car).
• The position of the compensation cables will present a varying load (a changing
proportion of the compensation cable hanging directly beneath the car). Note that the
compensation cables are intended to equalize the load at the motor sheave, not at the
crosshead.
• Variances in the alignment of the hoistway guide rails will present varying amounts of
resistance to elevator movement. An added amount of resistance or friction may result
in an increased perceived load at the crosshead.
The values learned for the empty car and full car at a particular floor are used to calculate the
load when the car is positioned at that floor.
The Learn Process - The learn process consists of three functions:
Learning the measured load value for an empty car at each landing.
Learning the measured load value for a fully loaded car at each landing.
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.
4.8.2 GETTING INTO LOAD WEIGHER LEARN MODE
a. 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.
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 was specified, set switches A1 - A8 to
the password value).
4. Press and hold the S push-button until the computer responds with the message
*SYSTEM* on the alphanumeric display.
b. 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:
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”.
CAR NOT READY TO LEARN - Verify that the car has been placed on
Independent Service.
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. 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:
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.
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.
ADJUST THE LOAD WEIGHER THRESHOLDS? PRESS S TO CONFIRM -

Press the S push-button to adjust the load threshold values.

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.
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.
Once initiated, 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 learn process.
1. When the S push-button is pressed, the car will automatically close its doors
and commence the operation described earlier. During this process, the doors
will remain closed when the car stops at each landing. The car will not respond
to car call or hall call demand during this process. The computer will display the
scrolling message: “LEARNING EMPTY CAR VALUES...PRESS N TO
ABORT...”.
2. 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.
4. The computer will then display the message: “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...”.

b. Using a car call, call the car to the floor where the test weights are located. 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 this learn
process. 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...”.
1. The learn process may be aborted by pressing the N push-button any time
during the process.
2. 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.
3. 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%
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.

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)

4.9 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 car’s 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 Safety (Shift F6) 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 car’s 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 car’s
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).

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 Inspection switch to OFF and
set the TEST/NORM switch on the HC-RB4-SCRI 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:
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.
The message CONTRACT OVERSPEED will be logged in the Special Events Calendar
(F7 - 1) screen.
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

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 HC-RB4-SCRI 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 INSPECTION ON/OFF switch on the HC-RB4-SCRI
board ON. 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
9 elapsed
> threshold
9 Fault = LOC Fault
k current
(averaged)
(SLRI)
r 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.

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.

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 HC-RB4-SCRI 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.

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.
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 building’s size.
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.
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
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
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..
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. There are two
ways to accomplish this test. First perform steps a and b and then perform the procedure
appropriate for your building’s size.
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 and temporarily wiring UETS to UNT1 and
DETS to DNT1.
b. Relearn the Emergency Terminal Slowdown switches and return DS to its original value.
PROCEDURE FOR BUILDINGS WITH FOUR STORIES OR LESS
a. 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.
b. 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).
c. Remove all jumpers and reinstall all of the UNTx and DNTx wires that were removed
in step (a) above.
d. 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 wire UETS to UNT1 and 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.
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.

4.11 FINAL ELEVATOR INSPECTION
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.
4.11.1 CONTRACT SPEED BUFFER TESTS
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.
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.
1. Set the INSPECTION ON/OFF switch on the HC-RB4-SCRI to ON.
2. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board.
This will bypass the drive safety functions.
3. Connect a jumper between terminals 2 and 18 on the HC-RB4-SCRI board.

This will bypass the Safety Switches.
4. Connect a jumper between terminals 15B and 16 on the controller subplate.

This will bypass the buffer switches.

This will bypass the Down Normal Limit.
6. Turn the LRN SWITCH on the IMC-DCP board to ON. This will bypass
overspeed detection at the terminal landing.
7. 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.
8. Verify that PG Pattern Scaling = 1.0, on the Drive (Shift F5) screen.
9. After recording the original value for AIN Inspection Acceleration, on the Pattern
(Shift F4) screen, set AIN = 1.00.

10. Make sure there is enough hoistway for the car to reach contract speed. Move
the car down at contract speed by using the UP/DOWN direction switch on
HC-RB4-SCRI 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 UP/DOWN direction switch to move the
car away from the buffer. Remove the jumpers connecting terminals 2 and 18,
15B and 16 and 8 and 12. The car should be able to run on Inspection normally.
11. Return AIN Inspection Acceleration, on the Pattern (Shift F4) screen, to the
originally recorded value.
12. 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 INSPECTION ON/OFF switch on the HC-RB4-SCRI board to ON.
2. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board.
This will bypass the drive safety functions.

This will bypass the Safety Switches.
4. Place a jumper between terminals 15B and 16 on the controller subplate. This
will bypass the buffer switches.

This will bypass the Up Normal Limit.
set before each buffer test. Note: This parameter produces a high speed pattern
Therefore, repeating the buffer test requires setting parameter OBT = ON again.
8. Verify that PG Pattern Scaling =1.00, on the Drive (Shift F5) screen.
10. Move the car up at contract speed by using the UP/DOWN direction switch on
HC-RB4-SCRI 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 UP/ DOWN direction switch to move the
counterweight away from the buffer. Remove the jumpers between terminals 2
and 18, 15B and 16 and 8 and 10. The car should be able to run on Inspection
normally.
recorded value.
12. 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.
13. 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.
4.11.2 GOVERNOR TESTS
a. GOVERNOR ELECTRICAL OVERSPEED SWITCH TEST
1. Verify that the INSPECTION ON/OFF switch on the HC-RB4-SCRI board is ON.
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 INSPECTION ON/OFF switch on the HC-RB4-SCRI board OFF.
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. Connect a jumper between terminals FBP1 and FBP2 on the SCR-RIX board
to bypass the drive safety functions.
3. Connect a jumper between terminal 15 on the HC-RB4-SCRI board and terminal

2 to bypass the governor overspeed switch.
4. In order to observe loss of traction (when the safety mechanism sets) connect
a jumper between terminals 16 and 17 to bypass the safety plank (SOS)
switch.
5. Turn the INSPECTION ON/OFF switch on the HC-RB4-SCRI board ON.
set before each test. Note: This parameter produces a high speed pattern

Therefore, repeating the test requires setting parameter OBT = ON again.
8. Set PG Pattern Scaling = 1.4, on the Drive (Shift F5) screen.
10. Make sure there is enough hoistway for the car to exceed contract speed. Move
the car down by using the UP/DOWN direction switch on HC-RB4-SCRI board.
Run the car down until the mechanical safety device operates.
11. Using procedures applicable to the equipment, reset the governor overspeed
switch, and the car safety device.
originally recorded value.
13. Set PG Pattern Scaling = 1.0, on the Drive (Shift F5) screen.
14. Remove the jumper from terminals 2 and 15 on the HC-RB4-SCRI board
which bypasses the governor overspeed switch.
15. Remove the jumper from terminals 16 and 17 which bypasses the safety
plank (SOS) switch.
16. 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.
17. Turn the INSPECTION ON/OFF switch on the HC-RB4-SCRI board OFF.
18. 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 4.11.2 'b', except that the car is
oversped in the up direction.
4.11.3 INSPECTION/LEVELING 150 FPM OVERSPEED TEST
For this test, refer to Section 4.9.2.
4.11.4 NORMAL TERMINAL LIMIT SWITCH TESTS
For this test, refer to Section 4.10.2
4.11.5 EMERGENCY TERMINAL LIMIT SWITCH TEST
For this test, refer to Section 4.10.3.

NOTE: Buffer, Governor and Limit Switch tests may cause the Load Weigher
to go out of calibration. Verify the calibration of the ZERO ADJUST
trimpot (1.0 VDC - empty car at the bottom floor) after all Final
Inspection tests have been performed.
WARNING: Before the elevator can be turned over to normal use, it is

important that no safety circuit is bypassed. The items to be
checked include, but are not limited to:
• No jumpers between terminals 2 and 16 or 18 (HC-RB4-SCRI).

• No jumper between terminal 8 and 10 (HC-RB4-SCRI).
• No jumper between terminal 8 and 12 (HC-RB4-SCRI).
• No jumper between 2 bus and terminal 36 (HC-RB4-SCRI).
• No jumper between 2 bus and terminal 38 (HC-RB4-SCRI).
• Level Down LD field wire installed on terminal 25 (HC-RB4-SCRI).
• Wire connected to panel mount terminal DCL.
• INTB jumper plug on location NORM (SCR-RIX).
• PG Pattern Scaling = 1.0, on the Drive (Shift F5) screen.
• 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).
• LRN SWITCH on the IMC-DCP set to OFF.
NOTE: If this is a local car, part of a group, it is necessary to set the car’s
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, Section 2.4.4.

• Balancing the High Speed Communication Cable and Verifying the
High Speed Serial Communication Link, Section 3.9.
4.12 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:
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.

SECTION 5
ONBOARD DIAGNOSTICS
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, 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-MP-1ES or MC-MP2 Main Processor board 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 and the Main Processor board is malfunctioning. Check the
EPROM chip to make sure it 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-MP-1ES or MC-MP2 (Main Processor board), MC-CGP-4P
(Communication Processor board) and the IMC-DDP-D (Digital Drive Processor board) to reset.
If the elevator is running, resetting drops the safety relay and brings the elevator to an
immediate stop. The elevator then goes to the closest 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 MC-MP (MP2) Main Processor board is also equipped with an auto
reset feature that causes the elevator to go through a resetting process if, for any reason, the
program loop cannot be completed. The computer will automatically reset and go back to
normal operation, if the interference has not caused hardware damage, thereby preventing
unnecessary trouble calls.
42-02-7204 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-MP (MP2) Main Processor board (see Section 5.4.1) and IMC-DDP Digital Drive
Processor board (see Section 5.4.2). They are also used for entering calls into the system (see
Section 5.4.3). These switches are ON in the up position and OFF in the down position.
5-2 • ONBOARD DIAGNOSTICS 42-02-7204

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 5.4.2) 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.

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 is used to communicate information in a user-friendly format. The

display is used in a number of special diagnostic functions that are available on the controller.
If none of the special diagnostic functions have been selected, the alphanumeric display will
generate a default display, which provides a variety of information, depending upon the
configuration of the control system. Available displays include the following: time of day,
temperature (Celsius), temperature (Fahrenheit), measured load and trip counter. To scroll
through the available displays (change what is currently being displayed on the alphanumeric
display), press and hold the N pushbutton.
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.
TEMPERATURE (CELSIUS) - This mode displays the

temperature in degrees Celsius. This mode is available only T M P = 4 5 C
if the controller has been configured with the ability to connect
a temperature sensor. In the examples, 45C represents 45 T M P = - 1 5 C
Celsius and -15C represents -15 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 104 Fahrenheit and -27F represents -27
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 IS: x.xx (x.xx is the version number)

CGP VERSION NUMBER IS: x.xx (x.xx is the version number)
DDP VERSION NUMBER IS: x.xx (x.xx is the version number)
5.2.2 DIAGNOSTIC INDICATORS
The 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 troubleshooting, pay special attention to these indicators. The Diagnostic Indicators flash
ON and OFF to indicate a status or error message which often points to the source of a
problem. Table 5.1 provides a complete listing of the MC-MP Status and Error Messages, and
Tables 6.11, in the Troubleshooting Section, provides a description of the cause and
recommended troubleshooting tips.
Note that at any moment, more than one error or status condition may exist, but the Diagnostic
Indicators can display 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
string is open, all the lights will flash, indicating that the safety string is open. Once the problem
with the safety string is corrected, the Diagnostic Indicators will flash the message for
Independent Service. When Independent Service is turned OFF, the Diagnostic Indicators will
scan normally.

TABLE 5.1 MC-MP Status and Error Messages H = LED off G = LED blinking
Single LED scanning Normal Normal Operation - no errors or messages
01 HHHHHHHG Normal Earthquake Normal Operation
03 HHHHHHGG Normal Attendant Service Operation
07 HHHHHGGG Normal Hall Call Bus Fuse Blown
0F HHHHGGGG Normal Car Call Bus Fuse Blown
11 HHHGHHHG Normal Governor Switch Open
12 HHHGHHGH Normal Drive Temperature sensor fault (not used for Performa)
13 HHHGHHGG Learn Car Not at Bottom Landing (setup error)
14 HHHGHGHH Learn Car Not On Level Up (setup error)
15 HHHGHGHG Learn Car Not On Inspection (setup error)
16 HHHGHGGH Learn Car Not Below Door Zone (setup error)
17 HHHGHGGG Learn Level Down On (setup error)
18 HHHGGHHH Normal Photo Eye Failure (Front) or Photo Eye Failure (Rear)
1F HHHGGGGG Normal Timed Out of Service
20 HHGHHHHH Learn Loss of IN during Learn (setup error)
22 HHGHHHGH Learn No Response from Pattern Generator (setup error)
22 HHGHHHGH Normal Hoistway Safety Device Open
23 HHGHHHGG Learn PG error, Loss of UP direction (setup error)
24 HHGHHGHH Normal Car is Overloaded
29 HHGHGHHG Learn Both Leveling Switches are ON (setup error)
32 HHGGHHGH Normal Drive fault 1 (in Table 6.11 see: Excessive Heat in SMB Unit or
Excessive Heat in System 12)
33 HHGGHHGG Normal Brake Pick Failure
3C HHGGGGHH Normal Level Down
3F HHGGGGGG Normal Door Open and Locked
42 HGHHHHGH Normal Pattern Generator Not Ready
44 HGHHHGHH Normal Car Safety Device Open
71 HGGGHHHG Normal Test Mode Operation
72 HGGGHHGH Normal Drive fault 2 (in Table 6.11 see: Loss of Position Feedback,
Parity Sensor Failure (Floor Code), Read Sensor Failure (Floor Code),
Pattern Door Zone Failure, Position Error at DETS,
Position Error at DNTx, Position Error at UETS or Position Error at UNTx)
7E HGGGGGGH Normal Security
7F HGGGGGGG Normal Independent Service
80 GHHHHHHH Normal Inspection
82 GHHHHHGH Normal Door lock Contact Failure
83 GHHHHHGG Normal Door Open Limit Failure
84 GHHHHGHH Normal Gate Switch Failure
85 GHHHHGHG Normal Gate Switch Relay Redundancy Failure
86 GHHHHGGH Normal Door Lock Relay Redundancy Failure
88 GHHHGHHH Normal In-car stop Switch
C0 GGHHHHHH Normal Fire Service Phase 2
C1 GGHHHHHG Normal Door Lock Failure
C2 GGHHHHGH Normal Door Close Protection
C3 GGHHHHGG Normal Level Up
C9 GGHHGHHG Normal Leveling Sensor Redundancy Failure
CA GGHHGHGH Normal Landing System Redundancy Failure
CB GGHHGHGG Normal Contactor Proofing Redundancy Failure
CC GGHHGGHH Normal Direction Relay Redundancy Failure
CD GGHHGGHG Normal Inspection/Leveling Overspeed Failure (not used for Performa)
CF GGHHGGGG Normal Elevator Shutdown or Power Transfer
DB GGHGGHGG Normal Bottom Floor Demand or Top Floor Demand.
E0 GGGHHHHH Normal Fire Service Main
E1 GGGHHHHG Normal Emergency Power
E2 GGGHHHGH Normal MG Shutdown Operation/Shutdown Switch
E3 GGGHHHGG Normal Car to Lobby

TABLE 5.1 MC-MP Status and Error Messages H = LED off G = LED blinking
E4 GGGHHGHH Normal Priority/VIP Service Phase 1
E5 GGGHHGHG Normal Priority/VIP Service Phase 2
E7 GGGHHGGG Normal Heavy Load
E8 GGGHGHHH Normal Light Load
F0 GGGGHHHH Normal Fire Service Alternate
F1 GGGGHHHG Normal Hospital Service
F2 GGGGHHGH Normal Hospital Service Phase 2
F3 GGGGHHGG Normal Door Zone Sensor Failure (active state)
F4 GGGGHGHH Normal Leveling Sensor Failure (active state)
F5 GGGGHGHG Normal Leveling Sensor Failure (inactive state)
F7 GGGGHGGG Normal Emergency Power Shutdown
F8 GGGGGHHH Normal Motor Limit Timer (in Table 6.11 see: MLT - Excessive PI Correction,
MLT - Excessive Releveling at Floor, MLT - Motor Limit Timer (LI),
MLT - Motor Limit timer (INT) or MLT - Timer Expired)
F9 GGGGGHHG Normal MLT - Drive Forced
FA GGGGGHGH Normal IMC Sub-System Error
FC GGGGGGHH Normal Earthquake
FD GGGGGGHG Normal MLT - Failed to Leave Floor
FE GGGGGGGH Normal Both USD and DSD are Open
FF GGGGGGGG Normal Safety Relay Circuit Open
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 5.2 provides a complete listing of the IMC-DDP-D Status and Error
Messages and Table 6.11, in the Troubleshooting Section, provides a description of the cause
and recommend troubleshooting tips.
TABLE 5.2 IMC-DDP-D Status and Error Messages H = LED off G = LED blinking
Hex LEDs* MODE MEANING
Single LED scanningNormal Normal Operation, no errors or status messages
18 HHHGGHHH Normal SCR Drive not Ready
24 HHGHHGHH Normal Drive Control not Ready
42 HGHHHHGH Normal Pattern Generator not Ready
66 HGGHHGGH Normal Safety not Ready
99 GHHGGHHG Normal SMB Drive not Ready
C3 GGHHHHGG Normal Terminal Switches not Ready
* DDP Diagnostic Indicators on top of the Swing Panel

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 5.3 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 5.3). 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 5.3 are not included if the corresponding
inputs/outputs/options are not available on your controller.
TABLE 5.3 Timers and their Ranges*

Timer Description Timer Range
ADAC ADA Car Call Door Dwell Timer. This timer provides the minimum door 01-16 seconds
dwell time 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. This timer provides the minimum door 01-16 seconds
dwell time 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.

TABLE 5.3 Timers and their Ranges*
Timer Description Timer Range
CCT Car Call Door Dwell Timer. This timer provides the door dwell time when 01-16 seconds
the car is responding to a car call.
DHLD Door Hold Timer. This timer defines the amount of time the doors will stay 01-120 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 01-16 seconds
the car is responding to a hall call.
HOS2 In-car Hospital Service Timer. This timer defines the amount of time that the 01-90 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 01-16 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”).
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 01-120 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 - 90 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).
SEPT Mechanical Safe Edge Protection Timer. This timer defines the amount of 01-120 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).
SDT Short Door Dwell Timer. This timer defines the door dwell time that will be 01-16 seconds
provided when a door reopening device has been activated.
TOS Timed Out of Service Timer. This timer is used to determine that a car has 15-60 seconds
been prevented from responding to a car or hall call demand. Once this timer
elapses, the car’s “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.

5.2.4 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-1ES or MC-MP2 board.
Turning the F4 switch ON causes the alphanumeric display to show the current year. Table 5.4
lists all the adjustable clock parameters and their adjustment ranges.
TABLE 5.4 Clock Parameters and Ranges

Parameter Range
YEAR 00 - 99
MONTH 01 - 12
DAY MON. - SUN.
DATE 01 - 31
HOUR 00 - 23
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-MP (MP2) computer. To access these flags, set the switches as shown.

After moving the F5 switch to the ON position, the alphanumeric display shows the last selected
flag and status, in this case ALT OFF. The first word (ALT) is the abbreviated name for the
Alternate Service flag. The second word (OFF) is the status of the flag. For a listing of these
flags, see Table 5.10.
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 flag’s current status, ON or OFF, is displayed.
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.

5.3 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.
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 ½ 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.

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)

F2 - Internal use only
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)
5.3.1 PROGRAMMING THE COMMUNICATION PORTS
The communication ports are field programmable through the Computer Swing Panel's
Enhanced Onboard Diagnostics (EOD). Section 3.3.1, 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 ½ 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 5.5 and 5.6) 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 5.5 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 5.5) and
release N when 2M is displayed. Then press the S pushbutton to scroll through the Media Menu
(see Table 5.6). Release S when the desired media is displayed. After selecting the desired
media, press N to again scroll through the Communication Port Menu.

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 5.7).
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 5.5 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
3M COM Port 3 Media
4M COM Port 4 Media
SAVE?N/S Save the changes? N for no or continue, S for save
TABLE 5.6 Media Menu

NONE NO MEDIA - Select when removing a computer terminal from a port.
SCBL SERIAL CABLE - Select when setting up a CRT/terminal with a keyboard.
LDRV LINE DRIVER - Used when setting up a CRT at a distance over 40 feet.
MODM MODEM - Select when attaching a modem to a computer.
TABLE 5.7 Device Menu

NONE No device
CRTMK CRT with keyboard (Link MC5, Wyse-325ES)
CRTM CRT without keyboard (Link MC5, Wyse-325ES)
PC Personal computer with CMS / MSD
PCGD Personal computer graphic display (no longer used)
CRTCK CRT with keyboard (Link MC-70, Wyse-350)
CRTC CRT without keyboard (Link MC-70, Wyse-350)

5.3.2 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 5.8, Changing Floor Security Status and Security Code, describes the steps
required to view and change a floor’s 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.

TABLE 5.8 Changing the Floor Security Status and Security Code
Switch Explanation Alphanumeric Display
Step 1 To begin, display the 1st floor’s 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 floor’s security status Example: 1 SCRD
Press N Steps to the next floor’s 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 floor’s security status displayed, For floor 2, the first character in the
press S. The first character of the floor’s 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 floor’s 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.
5.3.3 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 Diagnostic Indicators, on the front of the Computer
Swing Panel, will flash to indicate any setup errors (see Table 5.1, “Learn Mode”).
5.3.4 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 User’s Guide, MCE Part # 42-02-S024.
5.3.5 SETTING THE SOFTWARE OPTIONS - ADJUSTABLE CONTROL VARIABLES
Table 5.9 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 5.9 lists the
variables in alphabetic order, not in the order in which they are displayed on the controller.
TABLE 5.9 Software Options

9$5,$%/( 1$0( '(),1,7,21
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). Instead the car
Parking Floor #2 will park at the second alternate parking floor specified by the landing stored in this
variable.

TABLE 5.9 Software Options
9$5,$%/( 1$0( '(),1,7,21
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.
CSAR CSA Redundancy Check When ON, CSA redundancy checking logic is invoked. When OFF, the LSR, CNP and
Option UDF inputs are ignored, and CSA redundancy checking logic is not performed.
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.
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 those controllers which have been designed with a “rope
while releveling (high stretch relevel” relay (RSR), which actively manipulates the “dead zone” perceived by the
speed while not in “dead controller. Enabling this option will allow the controller to initiate a run while the car is still
zone”) in the “releveling 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 car’s 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 MCE’s 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
controller’s Adjustable Control Variable ( KCE) ON or OFF. Changing the KCE setting in
the individual car’s 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.
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.
MFR Main Fire Floor Recall Determines the designated recall floor for main Fire Service operation.
MSAF Mechanical Safety Edge Determines if the car has a Mechanical Safety Edge. This option must be turned 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.

5.3.6 LOAD WEIGHER LEARN OPERATION
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.
5.4 DIAGNOSTIC MODE (EOD)

In the Diagnostic Mode, the A1 thru A8 switches allow access to the MC-MP 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)
5.4.1 VIEWING THE MC-MP COMPUTER VARIABLE FLAGS
The A1-A8 switches enable an elevator mechanic to view the status of the MC-MP 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 5.11). The MC-MP
Computer Variable Flags at addresses 20H thru 2FH may also be viewed using the CRT

terminal's Diagnostic Menu (F11, 7) MP Input/Output screen (see Section 6.4, Troubleshooting
Car Operation Control (COC).
FIGURE 5.4 Viewing the flags at Address 20H (from Table 5.11)
MC-MP-1ES BOARD DIAGNOSTIC MODE 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
20 DOLM PHE DZ DOL DBC SE GEU GED
DNmd 010
In this example, address 20 has been selected LED Flag Description

(see Table 5.11). 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 5.10. Check 4 DBC Door close button input
the Diagnostic Indicators on the front of the
3 SE Safety edge input
Swing Panel. If an LED is ON, it means that flag
is ON. For example, if Diagnostic Indicator #6 is 2 GEU Gong enable up output
ON, this means the Door Zone Input (DZ) is ON. 1 GED Gong enable down output
Table 5.10 provides a listing of the MC-MP (MP2) Computer Variable flags and the abbreviation
assigned to each flag. Tables 5.11 and 5.12 show the memory address locations for the flags.
Access a flag’s address by setting the A1 - A8 switches as shown in Table 5.11. 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 5.11 shows the abbreviations for the flags in the columns »
thru Â (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-MP 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.

TABLE 5.10 MC-MP Computer Variable Flags
ABREV FULL NAME ABREV FULL NAME
ALT Alternate Service GED Gong Enable Down Output
ATS Attendant Service Input GEU Gong Enable Up Output
ATSF Attendant Service Function H High Speed Output
BFD Bottom Floor Demand HCDX Hall Call Disconnect
CAC Car Above Counterweight HCR Hall Call Reject
CBC Car Below Counterweight HCT Hall Call Door Time
CC Car Call HLD Hold Input Fire Phase II
CCA Car Call Above HLI Heavy Load Input
CCB Car Call Below HLW Heavy Load Weigher
CCD Car Call Disconnect HML Home Landing Select Input
CCT Car Call Door Time HSEL Hospital Emergency Select
CD Car Done IN Inspection or Access Input
CODE 3 Third Bit in Absolute PI Code IND Independent Service Input
CSAF Computer safe INT Intermediate Speed Input
CSB Car Stop Switch Bypass Output ISR In Service and Ready
CTL Car to Lobby Input ISRT In Service Truly
CTLF Car to Lobby Function Flag ISV In Service
CWI Counterweight Input LD Level Down Input
CWIL Counterweight Input Latch LFP Lower Floor Parking
DBC Door Button Close Input LLI Light Load Input
DC Down Call LLW Light Load Weigher
DCA Down Call Above LOT Lobby Door Time
DCB Down Call Below LU Level Up Input
DCC Door Close Complete MGR Motor Generator Run Output
DCF Door Close Function Output MLT Motor Limit Timer
DCLC Door Closed Contact Input NSI Non-Stop Input
DCP Door Closed Power Output NUDG Nudging Output
DDP Down Direction Preference PFG Passing Floor Gong
DELSIM Delta Simulation PHE Photo Eye Input
DHO Door Hold Open PK Parking
DLK Door Lock Input PSTX Preliminary Stepping Function Complete
DMD Demand Down PTR Permission To Run (from Supervisor)
DMU Demand Up PTS Permission To Start (from Supervisor)
DNDO Down Direction Output PUSD Earthquake Power Up Shut Down
DNI Down Direction Input REL Releveling Output
DNS Down Direction Sense Input RUN Run
DOF Door Open Function Output SAF Safety String Input
DOI Door Open Intent SD Supervisory Down
DOL Door Open Limit Input SDA Down Direction Arrow Output
DOLM Door Open Limit Memory SDT Short Door Time
DSD Down Slow Down Input SE Safety Edge Input
DSH Door Shortening (Car Call Button Pushed) SLV Slaved
DSHT Door Shortening (Final) STC Stepping Complete
DZ Door Zone Input STD Step Down Input
DZORDZ Door Zone or Rear Door Zone STU Step Up Input
ECRN Emergency Power Running Car SU Supervisory Up
EDS Earthquake Direction Switch SUA Up Direction Arrow Output
EPI Emergency Power Input TFD Top Floor Demand
EPR Emergency Power Return Function TOS Timed Out of Service
EPS Emergency Power Select Input UC Up Call
EQA Earthquake Function Active UCA Up Call Above
EQI Earthquake Input UCB Up Call Below
EQIND Earthquake Indicator Output UDP Up Direction Preference
EQN Earthquake Normal UFP Upper Floor Parking
ESTE Earthquake Stop Time Elapsed UPDO Up Direction Output
FCS Fire Phase II Input UPI Up Direction Input
FRA Alternate Fire Phase I Input UPS Up Direction Sense Input
FRC Fire Phase II USD Up Slow Down Input
FRM Fire Service Phase I YRQ Wye Request
FRS Fire Phase I Input YSIM Wye Simulation
FWI Fire Warning Indicator Output

TABLE 5.11 MC-MP Diagnostic Mode Addresses and Computer Variable Flags
MC-MP-1ES BOARD DIAGNOSTIC MODE ADDRESSES AND VARIABLE FLAGS
Address
Diagnostic On
(Hex)
F1 A8.......A5 A4.......A1
8 7 6 5 4 3 2 1
21 DC UC CC DHO DOI
22 DCF DCP DOF LOT HCT CCT SDT
23 HSEL CSB DCC NUDG DSHT
24 INT/ 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
31
32 CAC CBC CWI EDS ESTE EQN PUSD
32** CAC CBC CWI EQA EDS ESTE EQN PUSD
33 CWIL
** Use these flags for a car that is part of a multi-car group. DNmd 001

TABLE 5.12 MC-MP Diagnostic Mode Rear Door Addresses and Computer Variable Flags
MC-MP-1ES DIAGNOSTIC MODE REAR DOOR ADDRESSES AND VARIABLE FLAGS
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 011
DOOR CLOSED LIMIT (DCL) AND REAR DOOR CLOSED LIMIT (DCLR) FLAGS
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 = high, LED OFF = low).
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.

DCLR INPUT - (all software) - The memory flag for DCLR is at external memory address
0003 Hex, Diagnostic Indicator #6. Set the switches as shown.
5.4.2 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 5.13 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
(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 High Down Up Outer Leveling Door
Profile Speed Direction Direction Leveling
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
Comm
0B Monitor
* for IMC Performa controllers DNmd 024

5.4.3 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
show current calls
Â Á À ¿ ¾ ½ ¼ »

Hall Call Hall Call Hall Call Hall Call Car Call Car Call
Call type UP UP DOWN DOWN Rear Front
Rear Front Rear 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.

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.
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
5.15 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 5.14 IMC-DCP Messages H = Indicator OFF G = Indicator blinking

IMC-SMB3(5)
Hex Status / Error Message
01 HHHHHHHG Parameter Checksum
02 HHHHHHGH Switch Checksum
03 HHHHHHGG EEPROM Write Protection Switch Fault
04 HHHHHGHH EEPROM Write Failure
05 HHHHHGHG QPRAM Critical Data Com. Error
06 HHHHHGGH QPRAM Data Com. Error
07 HHHHHGGG Tachometer Error
08 HHHHGHHH Tachometer Failure
09 HHHHGHHG Tachometer Saturation
0A HHHHGHGH Pre-RE Current Command Failure
0B HHHHGHGG Current Command Failure
0C HHHHGGHH Current Error
0D HHHHGGHG Current Fault
0E HHHHGGGH NTS High Speed Fault
0F HHHHGGGG NTS Low Speed Fault
10 HHHGHHHH LEARN Switch Time Out Fault
11 HHHGHHHG Auto Offset Adjustment Failure
12 HHHGHHGH Auto Calibration Failure
15 HHHGHGHG DDP Run Enable Fault
16 HHHGHGGH SEC Transfer Failure
17 HHHGHGGG Power Up Mode

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 5.15 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 5.16
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)

TABLE 5.15 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

TABLE 5.16 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
(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

SECTION 6
TROUBLESHOOTING

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) 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 (MP) Diagnostic Indicators, DDP Diagnostic Indicators or the IMC-SMB3(5) Unit's
Diagnostic Indicators. Table 6.11, 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 and flashing diagnostic indicator messages,
with a reference to Table 6.11, Status and Error Messages, for the full description.
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
controller’s memory and the status of these memory locations can be viewed using the
Computer Swing Panel Diagnostic Indicators, 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 table and look-up tables for the F3 screen Section 6.2
FAULT flags, MC-MP, IMC- DDP and IMC-SMB3(5) messages.
How to use the Special Events Calendar and Data Recorder, and setup Section 6.3
for reporting emergency messages to a PC running CMS software.
Troubleshooting Car Operation Control (COC), Door Logic, Call Logic, Section 6.4
and Quick References for the HC-PI/O and HC-CI/O boards.
PC Board Quick References Section 6.5
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 6.6 describe the flags and indicators on the F3 screen, except for the FAULT flags
which are described in Table 6.11.
42-02-7204 TROUBLESHOOTING • 6-1

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 5.10, 6.1 or 6.7 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 42-02-7204

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

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

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

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 (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

FIGURE 6.5 View Hoistway (F3) Screen
12/23/1999, 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
7
072'01.22"
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
6
FLT NPR PGU SDO 060'00.30" 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, PAGE UP, PAGE DN: Select Floor, ENTER KEY: Enter Car Call
dnID205
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.

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 MP 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-MP-x processor will not drop direction. This signal, along with the INT signal, are the only
IMC-DDP-D processor signals that prevent the MC-MP-x 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.

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 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.
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 PT relays (PT1-PT3) or RE relay on the SCR-PRI board; or bad 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).

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.

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)
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.

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, 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.

6.2.2 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 6.4 and a
description and recommend troubleshooting actions can be found in Table 6.11, Status and
Error Messages.
FIGURE 6.7 View Hoistway (F3) Screen
12/23/1999, 10:25:30 AM, F4= Main Menu

P-Mode: Idle
P-Type: Process A
IN

DSD DLK STP OLM LI
7
072'01.22"
6
FLT NPR PGU SDO 060'00.30" MACHINE
CAL Armature: 000 Volts
FAULT 048'01.38" 5 000 Amps
PFF OLP EPS CWF PPC
024'01.54" 3
NLS LLF
dnID205
NOTE: Table 6.11, 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 message by name in
Table 6.11.

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 MX and PT1 Redundancy Failure MCF Motor Field Calibration Failure
CNPM PT2 and PT3 Redundancy Failure 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 Error (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 Error (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 Error 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

6.2.3 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.
The Diagnostic Indicators (horizontal row of eight LEDs) flash status and error messages from
the MC-MP-1ES or MC-MP2 Main Processor. The DDP Diagnostic Indicators flash status and
error messages from the IMC-DDP-D Processor. Refer to Tables 6.8, MC-MP Status and Error
Messages, and Table 6.9, IMC-DDP-D Status and Error Messages to find the message being
flashed on the Diagnostic Indicators and/or DDP Diagnostic Indicators. Then look for the
message by name in Table 6.11, Status and Error Messages.
FIGURE 6.8 Computer Swing Panel, Front View
Single LED scanning Normal Normal Operation - no errors or messages
01 rrrrrrrq Normal Earthquake Normal Operation
03 rrrrrrqq Normal Attendant Service Operation
07 rrrrrqqq Normal Hall Call Bus Fuse Blown
0F rrrrqqqq Normal Car Call Bus Fuse Blown
11 rrrqrrrq Normal Governor Switch Open
12 rrrqrrqr Normal Drive Temperature sensor fault (not used for Performa)
13 rrrqrrqq Learn Car Not at Bottom Landing (setup error)
14 rrrqrqrr Learn Car Not On Level Up (setup error)
15 rrrqrqrq Learn Car Not On Inspection (setup error)
16 rrrqrqqr Learn Car Not Below Door Zone (setup error)
17 rrrqrqqq Learn Level Down On (setup error)
18 rrrqqrrr Normal Photo Eye Failure (Front) or Photo Eye Failure (Rear)
1F rrrqqqqq Normal Timed Out of Service

20 rrqrrrrr Learn Loss of IN during Learn (setup error)
22 rrqrrrqr Learn No Response from Pattern Generator (setup error)
22 rrqrrrqr Normal Hoistway Safety Device Open
23 rrqrrrqq Learn PG error, Loss of UP direction (setup error)
24 rrqrrqrr Normal Car is Overloaded
29 rrqrqrrq Learn Both Leveling Switches are ON (setup error)
32 rrqqrrqr Normal Drive fault 1 (in Table 6.11 see: Excessive Heat in SMB Unit or
Excessive Heat in System 12)
33 rrqqrrqq Normal Brake Pick Failure
3C rrqqqqrr Normal Level Down
3F rrqqqqqq Normal Door Open and Locked
42 rqrrrrqr Normal Pattern Generator Not Ready
44 rqrrrqrr Normal Car Safety Device Open
71 rqqqrrrq Normal Test Mode Operation
72 rqqqrrqr Normal Drive fault 2 (in Table 6.11 see: Loss of Position Feedback,
Parity Sensor Failure (Floor Code), Read Sensor Failure (Floor Code),
Pattern Door Zone Failure, Position Error at DETS,
Position Error at DNTx, Position Error at UETS or Position Error at UNTx)
7E rqqqqqqr Normal Security
7F rqqqqqqq Normal Independent Service
80 qrrrrrrr Normal Inspection
82 qrrrrrqr Normal Door lock Contact Failure
83 qrrrrrqq Normal Door Open Limit Failure
84 qrrrrqrr Normal Gate Switch Failure
85 qrrrrqrq Normal Gate Switch Relay Redundancy Failure
86 qrrrrqqr Normal Door Lock Relay Redundancy Failure
88 qrrrqrrr Normal In-car stop Switch
C0 qqrrrrrr Normal Fire Service Phase 2
C1 qqrrrrrq Normal Door Lock Failure
C2 qqrrrrqr Normal Door Close Protection
C3 qqrrrrqq Normal Level Up
C9 qqrrqrrq Normal Leveling Sensor Redundancy Failure
CA qqrrqrqr Normal Landing System Redundancy Failure
CB qqrrqrqq Normal Contactor Proofing Redundancy Failure
CC qqrrqqrr Normal Direction Relay Redundancy Failure
CD qqrrqqrq Normal Inspection/Leveling Overspeed Failure (not used for Performa)
CF qqrrqqqq Normal Elevator Shutdown or Power Transfer
DB qqrqqrqq Normal Bottom Floor Demand or Top Floor Demand.
E0 qqqrrrrr Normal Fire Service Main
E1 qqqrrrrq Normal Emergency Power
E2 qqqrrrqr Normal MG Shutdown Operation/Shutdown Switch
E3 qqqrrrqq Normal Car to Lobby
E4 qqqrrqrr Normal Priority/VIP Service Phase 1
E5 qqqrrqrq Normal Priority/VIP Service Phase 2
E7 qqqrrqqq Normal Heavy Load
E8 qqqrqrrr Normal Light Load
F0 qqqqrrrr Normal Fire Service Alternate
F1 qqqqrrrq Normal Hospital Service
F2 qqqqrrqr Normal Hospital Service Phase 2
F3 qqqqrrqq Normal Door Zone Sensor Failure (active state)
F4 qqqqrqrr Normal Leveling Sensor Failure (active state)
F5 qqqqrqrq Normal Leveling Sensor Failure (inactive state)
F7 qqqqrqqq Normal Emergency Power Shutdown
F8 qqqqqrrr Normal Motor Limit Timer (in Table 6.11 see: MLT - Excessive PI Correction,
MLT - Excessive Releveling at Floor, MLT - Motor Limit Timer (LI),
MLT - Motor Limit timer (INT) or MLT - Timer Expired)
F9 qqqqqrrq Normal MLT - Drive Forced
FA qqqqqrqr Normal IMC Sub-System Error

FC qqqqqqrr Normal Earthquake
FD qqqqqqrq Normal MLT - Failed to Leave Floor
FE qqqqqqqr Normal Both USD and DSD are Open
FF qqqqqqqq Normal Safety Relay Circuit Open
TABLE 6.9 IMC-DDP-D Status and Error Messages r = LED off q = LED blinking
DDP Diagnostic
Hex Mode Status / Error Message
Indicators*
Single LED scanning Normal Normal Operation, no errors or status messages
18 rrrqqrrr Normal SCR Drive Not Ready
24 rrqrrqrr Normal Drive Control Not Ready
42 rqrrrrqr Normal Pattern Generator Not Ready
66 rqqrrqqr Normal Safety Not Ready
99 qrrqqrrq Normal SMB Drive Not Ready
C3 qqrrrrqq 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
6.10 lists the IMC-DCP Messages, and
Table 6.11 provides a description and
recommended troubleshooting actions
to be taken.
NOTE: Table 6.11, 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
6.10, 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 6.10 IMC-DCP Messages r = Indicator OFF q = Indicator blinking
IMC-SMB3(5)
Hex Status / Error Message
01 rrrrrrrq Checksum Error - Control
02 rrrrrrqr Checksum Error - Terminal
03 rrrrrrqq EEPROM Protection Switch Active - Control
04 rrrrrqrr EEPROM Write Failure - Control
05 rrrrrqrq QPRAM Communication Failure - Control
06 rrrrrqqr QPRAM Data Com. Error
07 rrrrrqqq Tach/Encoder Error
08 rrrrqrrr Tach/Encoder Failure
09 rrrrqrrq Tach Feedback Saturation
0A rrrrqrqr Excessive Current Command without RE
0B rrrrqrqq Excessive Current Command with RE
0C rrrrqqrr Insufficient Armature Current
0D rrrrqqrq Excessive Armature Current
0E rrrrqqqr Velocity Error at DNTx - Upper Limit or Velocity Error at UNTx - Upper Limit
0F rrrrqqqq Velocity Error at DNTx - Lower Limit or Velocity Error at UNTx - Lower Limit
10 rrrqrrrr LEARN Switch Timeout - Terminal
11 rrrqrrrq Auto Offset Calibration Failure
12 rrrqrrqr Auto Calibration Failure
15 rrrqrqrq Run Enable Inactive - Drive
16 rrrqrqqr SEC Transfer Failure
17 rrrqrqqq Power Up Mode
6.2.5 STATUS AND ERROR MESSAGES TABLE
Table 6.11, 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 or CAR OPERATION section
• Computer Swing Panel (MP) Diagnostic Indicators
• Computer Swing Panel DDP Diagnostic Indicators
• IMC-SMB3(5) Unit Diagnostic Indicators
FIGURE 6.9 Legend for Table 6.11, Status and Error Messages
Status / Error Message Name

This fault is bypassed by a Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX board
The fault is flashed as shown on the IMC-SMB3(5) Unit's Diagnostic Indicators (DCP board) [
The message is logged to the Special Events Calendar Fault Log
The OCF flag, on the View Hoistway (F3) Screen, indicates the status of this fault

SEC F3 Flag: Automatic calibration of input, output, current sensor and current loop integrator offsets
OCF were not completed successfully.
Check the positions of jumpers J8, J9 and J10 on the SCR-LGA board. (See Figure
DCP Message:
Auto Offset
Calibration Failure
6.31 for correct jumper settings. )
Check for a defective or disconnected:
(11)
1. Phone cable or jack.
Bypassed with 2. IMC-DCP board (See Appendix B for board replacement instructions).
FBJ: YES 3. SCR-LGA board (See Appendix B for board replacement instructions).
[ MC-MP and IMC-DDP Diagnostic Indicator messages are also shown in this area of the table.

TABLE 6.11 Status and Error Messages
SEC F3 Flag: This fault indicates that the 6 feed wires to the M-contactors at the bottom of the System 12
ACP 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.
MP Message: Check if the SCR Drive Diagnostic Indicators: WYE PR, DELTA PR, or 30 PR are on. If
AC Phase GGGGGHHG any of these LEDs are on, refer to section 3.2.4 in the manual for instructions on how to
Failure (F9) correctly connect the 6 feed wires.
If the SCR Drive Diagnostic Indicators are not on, check for a defective or disconnected:
Bypassed with 1. 32-pin ribbon cable between the SCR-LGA and IMC-MBX boards.
FBJ: NO 2. SCR-LGA board (See Appendix H for board replacement instructions).
3. IMC-MBX board.
4. System 12 SCR Drive.
SEC F3 Flag: This status indicates that the alarm bell pushbutton was pressed when the car was not moving
Alarm - No Car AlmNoMv (ABI).
Movement
SEC F3 Flag: This status indicates that the alarm bell pushbutton was pressed when the car was not in door
Alarm - No Door AlmNoDz zone (ABIZ).
Zone
F3 Flag: This status indicates that the load weigher is detecting a minimal load in the car; therefore anti-
Anti-Nuisance AntiNui nuisance logic is in effect allowing only a few car calls to be registered.
Operation
F3 Flag: This status indicates that the attendant service input (ATS) is activated. Attendant service is
AttnSrv maintained as long as the ATS input is activate, and there are no “emergency service” (e.g., fire
Attendant service) demands.
Service MP Message:
HHHHHHGG Check the status of the ATS input. When the car is in Attendant Service operation the input
Operation should be high.
(03)
SEC Not available with this software release.

DCP Message:
Auto Calibration HHHGHHGH
Failure (12)
Bypassed with
FBJ: YES
F3 Flag:
Automatic AutoOps
Operation
SEC F3 Flag: This fault indicates that the automatic calibration of input, output, current sensor and current
OCF 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 Figure 6.31 for
Auto Offset DCP Message: correct jumper settings).
Calibration HHHGHHHG Check for a defective or disconnected:
Failure (11) 1. Phone cable or jack connecting the IMC-MBX board and the SCR Drive.
Bypassed with 2. IMC-DCP board (See Appendix G for board replacement instructions).
FBJ: YES 3. SCR-LGA board (See Appendix H for board replacement instructions).
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.
Both Leveling
MP Message: Position the car below the bottom landing.
Switches are ON
HHGHGHHG Make sure nothing is wired to terminals #25 and #26 on the HC-RB4-x board.
(Learn Mode
(29) Check the voltages on terminals #25 and #26 on the HC-RB4-x board. Terminal #25 should
Setup Error) be low and #26 should be high.
SEC 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.
MP Message:
Inspect both limit switches and associated wiring.
Both USD and GGGGGGGH Measure voltages at relay board terminals 11 (USD) and 13 (DSD). Reference the job prints
DSD Are Open and verify measured voltages against the status of the limit switches.
(FE)
If voltages are appropriate, possible causes may be a defective:
1. 47Kohm resistors on top of the main relay board, HC-RB4-x (for USD/DSD inputs).
2. C2 ribbon cable between HC-RB4-x and HC-PI/O boards.
3. Input circuit on the HC-PI/O board.

SEC F3 Flag: This status is generated either when the established PI value corresponds to the top terminal
BflrDem 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
Bottom Floor
the car is placed back into automatic operation).
Demand
Troubleshooting:
MP Message: If the floor encoding is invalid, the car should move to one of the terminal landings to
GGHGGHGG establish car position.
(DB) If the floor encoding is not 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 valid, 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, HC-RB4-x.
2. C2 ribbon cable between HC-RB4-x and HC-PI/O boards.
3. HC-PI/O board.
4. Short circuit on HC-RB4-x board.
SEC F3 Flag: Not available with this software release.
BCF
Brake
Calibration
Failure
Bypassed with
FBJ: YES
SEC F3 Flag: This fault indicates that the system detected Brake Current Feedback after the brake was
BF dropped. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts
to run.
MP Message: If there is any measured brake current feedback on test point BI on the IMC-DCP or IMC-SPI
Brake Current GGGGGHHG boards after the brake has dropped, then look for a faulty:
Not OFF (F9) 1. Brake current sensor (HC-CS board for brake).
Bypassed with 2. Diode bridge (DBB) inside the IMC-SMB3(5) Unit.
FBJ: NO 3. IGBT transistor in the IMC-SMB3(5) Unit.
SEC 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
Brake Enable
fault if encountered 4 times within 7 attempts to run.
Failure
Bypassed with
FBJ: NO
SEC F3 Flag: This fault indicates that after enabling the brake, the Drive process detected a Brake Current
BF 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.
Re-calibrate the Brake by setting OBC=ON--Brake (Shift F3) screen–and saving the
parameter.
Verify the voltage between terminals AC1 and AC2 on the IMC-SMB3(5) Unit
MP Message:
Pick direction, then check for Brake Input Voltage at terminals BPO1 and BPO2 on the SCR-
GGGGGHHG PRI board. If there is no voltage at BPO1 and BPO2 then verify that:
1. SAFB is not picked.
(F9)
2. The direction relays, on the HC-RB4-SCRI board, are not picked (contact failure).
Brake Failure Verify that:
1. PT1, MX, and RE on the SCR-PRI are not picked.
2. FB1 or FB2 fuses have not cleared.
3. There is no trigger signal for brake voltage at test point BT on the IMC-MBX board.
Bypassed with Check for a defective:
FBJ: YES 1. Brake current sensor inside the IMC-SMB3(5) Unit.
2. Bad diode bridge (DBB) inside the IMC-SMB3(5) Unit.
3. IGBT inside the IMC-SMB3(5) Unit.
4. Resistors RB1 and RB2.

SEC F3 Flag: This fault indicates that the Brake IGBT or related circuitry has failed. The Brake current did not
BF 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:
MP Message: 1. Brake IGBT on the IMC-SPI board. Verify/set BPV Pick Voltage greater than BHV Hold
Brake IGBT GGGGGHHG Voltage. Pick direction on Inspection and verify that the brake transitions from pick
Failure (F9) voltage to hold voltage.
Check for part failure or discontinuity in the wiring of the following parts:
Bypassed with 1. DBB Diode Bridge.
FBJ: NO 2. RB resistor as labeled in the job prints.
3. CB capacitor as labeled in the job prints.
4. Resistors RB1 and RB2.
SEC F3 Flag: This event indicates that the Brake output circuit on the IMC-DCP board has failed.
BOF Check for a defective:
Brake Output IMC-DCP board (See Appendix G for board replacement instructions).
Circuit Failure
Bypassed with
FBJ: NO
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.
MP Message: Check the brake pick switch for proper operation (the contact should open when the brake is
Brake Pick
Failure
HHGGHHGG fully picked).
(33) Check the status of the BPS input. It should be low.
SEC 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 (F2CC) in the controller.
MP Message: Check the wires that go to the Car Call Power inputs (labeled PS1/PS2/PS3) on the HC-
Car Call Bus
Fuse Blown
HHHHGGGG CI/O board(s) in the controller.
(0F) 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.
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.
MP Message:
For a discrete OLW input: check the status of the OLW input (wired to a load weigher
Car is
Overloaded
HHGHHGHH 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 MP Onboard
(24)
Diagnostics. Determine if the value displayed (percentage) is appropriate relative to the load
in the car. If the analog load weigher has drifted, recalibrate the system.
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.
Car Not at
MP Message: Position the car at the bottom landing.
Bottom Landing
(Learn Mode
HHHGHHGG Check the Down Slow Limit switch. The switch contacts should be open when the car is at
(13) the bottom landing.
Setup Error) Check the DSD input status. It should be low.
This status indicates that the car is not positioned below the door zone, or the door zone sensor
Car Not Below is faulty, or the Door Zone input (DZ) is faulty.
Door Zone MP Message: Position the car below the bottom of the landing door zone.
(Learn Mode HHHGHGGH Check for a faulty door zone sensor.
Setup Error) (16) Check the DZ input status. It should be low.
This status indicates that the car is not on Inspection operation, or the Inspection input (IN) is
Car Not On faulty.
Inspection MP Message:
HHHGHGHG Place the car on relay panel Inspection.
(Learn Mode
(15)
Check the IN input status. It should be low.
Setup Error)
This status indicates that the car is not positioned below the bottom landing, or the Level Up
Car Not On sensor or input (LU) is faulty.
MP Message: Position the car below the bottom landing.
Level Up (Learn
Mode Setup
HHHGHGHH Check for faulty level up sensor.
Error)
(14) Check the LU input status. It should be high.

SEC This fault indicates that the car was shut down because it was delayed from leaving the landing
Car Out of for a predetermined time (default 5 minutes) after it timed out of service. The doors were locked
Service with when the timer elapsed.
Doors Locked 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.
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.
Car Out of
Service without
Suspect an obstruction that has kept the doors from closing, thus preventing the car from
leaving.
Doors Locked
Verify zero volts at controller terminal #8, on the HC-RB4-x board.
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.
SEC F3 Flag: This fault indicates that one or more of the car safety circuit devices is open (e.g., emergency
SftyOpn 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
Car Safety MP Message:
Device Open HGHHHGHH SAFC input.
Check the applicable car safety devices. Refer to controller wiring prints for applicable
(44)
devices.
This status indicates that the Car To Lobby input (CTL) has been activated.
MP Message:
Check the status of the CTL input. It should be high.
Car to Lobby GGGHHHGG
(E3)
SEC F3 Flag: This fault indicates that the Brake parameters saved into memory on the EEPROM chips on the
BPC 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-
Checksum Error DDP Quick Reference Card for jumper location).
- Brake 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
Bypassed with (U15) in its socket.
FBJ: NO 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).
SEC F3 Flag: This fault indicates that the Control process parameters saved into memory on the EEPROM
CPC 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
DCP Message: clears automatically if the failure is corrected.
Checksum Error
- Control
HHHHHHHG To clear this error, re-save the parameters on the Drive (Shift F5) and Safety (Shift F6)
(01) screens.
Bypassed with If problem persists, replace the IMC-DCP board. The problem lies in a defective EEPROM,
FBJ: YES or component on the IMC-DCP board. (See Appendix G for board replacement instructions).
SEC F3 Flag: This fault indicates that the Drive parameters saved into memory on the EEPROM chips on the
DPC 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. This fault triggers a Drive Fault 2, which clears
- Drive To clear this error, re-save the parameters on the Drive (Shift F5) screen.
instructions).

SEC F3 Flag: This fault indicates that the Floor Height parameters saved into memory on the EEPROM chips
FPC 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
- Floor Height To clear this error, re-save the parameters on the Floor Heights (Shift F8) screen.
instructions).
SEC F3 Flag: This fault indicates that the Motor Field parameters saved into memory on the EEPROM chips
MPC 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
- Motor Field To clear this error, re-save the parameters on the Motor Field (Shift F2) screen.
instructions).
SEC F3 Flag: This fault indicates that the Pattern parameters saved into memory on the EEPROM chips on
PPC 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
- Profile To clear this error, re-save the parameters on the Pattern (Shift F4) screen.
instructions).
SEC F3 Flag: This fault indicates that the Safety parameters saved into memory on the EEPROM chips on the
SPC 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
Checksum Error automatically if the failure is corrected.
- Safety To clear this error, re-save the parameters on the Pattern (Shift F4), Safety (Shift F6) and
Switches (F7) 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).
SEC F3 Flag: This fault indicates that the Normal Terminal Limit Switch data saved into memory on the
NPC 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.
Checksum Error
DDP Quick Reference Card for jumper location).
- Switch
To clear this error, re-save the parameters on the Switches (F7) screens.
EEPROM, or component on the IMC-DDP-D board.
SEC F3 Flag: This fault indicates that the Terminal Limit Switch data saved into memory on the EEPROM
TPC 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
DCP Message:
Checksum Error
- Terminal
HHHHHHGH clears automatically if the failure is corrected.
To clear this error, re-save the parameters on the General (Shift F1) screen.
(02)
If problem persists, replace the IMC-DCP board. The problem lies in a defective EEPROM,
Bypassed with or component on the IMC-DCP board. (See Appendix G for board replacement instructions).
FBJ: YES
SEC This fault indicates that the controller was unsuccessful in transmitting an emergency event to
CMS Emergency
one of the CMS stations specified by the user. This fault only affects controllers that have the
Dial Out
CMS option and are connected via a dial-up telephone modem.
Unsuccessful

SEC This fault indicates that the car was previously communicating with the Group Supervisor but is
now unable to communicate.
Communication Verify that the RS-422 communication cable is not removed from the Car’s MC-RS board.
Loss Verify the jumpers on all of the controllers’ MC-RS boards.
Check the Network Status (F11,1) screen (less than 100% success rate indicates errors).
Check for a defective MC-RS board on any of the controllers.
SEC 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
Contactor
MP Message: CNPM input remains high after the car has stopped.
Proofing
Redundancy
GGHHGHGG This failure is logged in conjunction with one of the three redundancy failures: M Contactor
(CB) Redundancy Failure, MX & PT1 Redundancy Failure, or PT2 & PT3 Redundancy Failure.
Failure Look for troubleshooting tips in the description of these specific redundancy failures.
SEC F3 Flag: This fault indicates that, during normal operation, the car speed exceeded contract speed by the
COS SCO percentage, Contract Overspeed parameter on the Safety (Shift F6) screen. The car speed
is monitored by the safety processor.
Verify, on inspection, that the car speed (N-speed and S-speed on the F3 screen) 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.
Contract
Then verify that the car is not overspeeding on a high speed normal run.
Overspeed
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.
Bypassed with Check that enough armature voltage is fed back to the system by verifying that the car is
FBJ: YES 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.
SEC This fault indicates that one of the direction relays appears to have failed in the picked state.
Direction Relay The computer has detected that the Direction Pilot input (UDF) is high without a direction output.
Redundancy
MP Message:
GGHHGGHH Ensure that, when the car is not in motion, the UDF input is low.
Failure (CC)
If UDF is high, replace the relays up stream of the UDF terminal.
SEC This fault indicates that the doors were unable to close in typically 60 seconds.
Check door lock contacts for proper closure and conductivity.
Door Close MP Message: Check individual doors and door tracks for physical obstructions.
Protection GGHHHHGH Verify that the Door Close Limit contact functions properly.
(C2) Check for a faulty Door Lock Sensor input (DLS) or Door Close Limit input (DCL).
Check the DC relay and triacs DCF and DCP on the HC-PI/O board.
SEC This fault indicates that a door lock contact appears to have failed in the closed state. The
computer compares the state of the landing Door Lock Sensor input (DLS or DLSR) with the
state of the Door Close Limit input (DCL). If DLS or DLSR remains high after the doors have
MP Message: opened (DCL=1), this failure will be declared. (It appears that the door lock contact is shunted or
Door Lock
GHHHHHGH has remained closed).
Contact Failure
(82) Measure the voltage on the DLS or DLSR input, with doors open.
If voltage exists on DLS or DLSR while the doors are open, trace the source of the voltage.
If no voltage exists on the DLS or DLSR, suspect faulty DLS or DLSR input circuit. Check
the HC-IOX and HC-I4O boards.
SEC This fault indicates that the doors have closed, DCL = 0 (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.
MP Message:
If no Retiring Cam is used, verify that the door lock contacts are closed to provide power to
Door Lock
Failure
GGHHHHHG the door lock input (DLK = 1).
If the Retiring Cam option is set:
(C1)
1. Verify that the Retiring Cam relay is activated (DCP=1, DCL=0 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 proper operation of the Retiring Cam circuitry and mechanism.
SEC 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).
Door Lock Relay MP Message: If the RDLS or RDLSR input is high and the doors are open, then a door lock relay has failed
Redundancy GHHHHGGH to drop.
Failure (86) 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.

SEC This fault indicates that a door open limit contact appears to have failed in the open state. This
means that the Door Open Limit input (DOL or DOLR) is low--indicating an open door--while the
Gate Switch (GS) or Door Lock Sensor (DLS) inputs are high--indicating a closed and locked
MP Message: door.
Door Open Limit
Failure
GHHHHHGG Verify that, with the doors closed, there is power on the Door Open Limit input (DOL or
(83) DOLR). DOL or DOLR must be high when DLS and/or GS is high.
Check the wire, in the controller, to terminal #36 on HC-RB4-x to verify DOL.
If there is a rear door, check terminal #36R on the HC-RDRB board to verify DOL.
SEC 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 #8 (DLK), on the HC-RB4-x board.
MP Message: If voltage exists, determine source of voltage (there should be no voltage on terminal 8 if
Doors Open And HHGGGGGG doors are open and car is not leveling).
Locked (3F) If the doors are closed, check the voltage on terminal #36 (DOL), on the HC-RB4-x 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 HC-RB4-x and HC-PI/O boards.
F3 Flag: This fault indicates that the Door Zone input (DZ) is active during a run. Probable causes are:
DZS faulty 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
MP Message: board or HC-PI/O board).
Door Zone
Sensor Failure GGGGHHGG Check the operation of the door zone sensors and associated wiring (place the car on
(F3) 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).
F3 Flag: This fault indicates that a DNTx switch velocity error occurred and an alternate pattern profile
Down Normal DTV was applied.
Terminal Trip See Velocity Error at DNTx for troubleshooting tips.
Velocity
F3 Flag: This fault indicates that the DETS switch was tripped. The system will be shut down.
Down Safety
DSV See Velocity Error at DETS for troubleshooting tips.
Trip Velocity
F3 Flag: Not available with this software release.

DCF
Drive Calibration
Failure
This fault indicates that the Drive Control process (on the DCP processor) on the IMC-DCP
board is not ready to move the car.
DDP Message: This message is displayed to indicate a general problem with the IMC-DCP board. See the
Drive Control
Not Ready
HHGHHGHH Special Event Calendar or the F3 screen for specific information on the fault that has
(24) occurred.
This fault may be cleared by pushing the RESET button on the SMB3(5) Drive Unit.
SEC F3 Flag: This fault indicates that there is either more than 18 volts across the dynamic braking resistor or
DBF 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
MP Message:
Dynamic Brake GGGGGHHG 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
Activated (F9)
Overcurrent fault), then it can be an indication of a defective:
1. Dynamic brake SCR. Check connections to RDB.
Bypassed with 2. SCR-LGA board (See Appendix H for board replacement instructions).
FBJ: NO Because the fault is passed through the SMB(3)5 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.

SEC F3 Flag: This fault indicates that one or both of the earthquake inputs (EQI, CWI) is high. The
Eqactv appropriate code-mandated earthquake operation is applied, for ANSI and California Earthquake
Operation the car is brought to a floor and then shut down.
MP Message: The elevator may be returned to normal service by means of momentary reset button on the
Earthquake GGGGGGHH earthquake board (HC-EQ2). This should be done by authorized personnel, after it has been
(FC) 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).
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. (EQI is high, CWI is low; used for ANSI
Earthquake MP Message: earthquake operation only.) Otherwise, the car remains shut down.
Normal HHHHHHHG The elevator may be returned to normal service by pressing the RESET button on the
Operation (01) earthquake board (HC-EQ2). 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 EQI input.
SEC F3 Flag: This event indicates that the Control Processor is trying to save parameters to permanent
CWP memory while the EEPROM Write Protection Switch on the IMC-SMB3(5) Unit is in the ON
EEPROM position.
Protection
DCP Message:
HHHHHHGG Set the switch to the OFF position.
Switch Active -
(03)
Control
Bypassed with
FBJ: YES
SEC F3 Flag: This event indicates that the Safety Processor is trying to save parameters to permanent
EEPROM
SWP memory while the EEPROM Write Protection Switch on the IMC-SMB3(5) Unit is in the ON
Protection
position.
Switch Active - Set the switch to the OFF position.
Safety
SEC F3 Flag: This event indicates that the Control Processor failed to write to the EEPROM on the IMC-DCP
CWF board.
DCP Message:
This fault may require replacing the IMC-DCP board in the IMC-SMB3(5) Unit. (See
EEPROM Write
Failure - Control
HHHHHGHH Appendix G for board replacement instructions).
(04)
Bypassed with
FBJ: YES
SEC F3 Flag: This event indicates that the Safety Processor failed to write to the EEPROM on the IMC-DCP
EEPROM Write SWF board.
Failure - Safety This fault may require replacing the IMC-DCP board in the IMC-SMB3(5) Unit. (See
Appendix G for board replacement instructions).
This status indicates that either the Elevator Shutdown input (ESS) has been activated or the
Elevator Power Transfer input (PTI) has been activated. The car is stopped at the next available floor and
MP Message: then shut down.
Shutdown or
Power Transfer
GGHHGGGG Verify that the status of the computer inputs (ESS) and (PTI) is appropriate relative to the
(CF) status of the switch or contact that feeds each input.
SEC F3 Flag: This event indicates that the system is on Emergency Power operation. The Emergency Power
EmrgPwr 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
MP Message: terminal (this terminal is generally found in the group supervisor controller in multi-group
Emergency GGGHHHHG applications).
Power (E1) 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 car’s HC-IOX board.

SEC The car is shutdown during Emergency Power Operation when the controller is unable to
Emergency communicate with the Group Supervisor. When the Group Supervisor is unable to coordinate
MP Message:
Power
Shutdown
GGGGHGGG 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.
(F7)
SEC F3 Flag: This event indicates that the IMC-DCP processor detected armature feedback current exceeding
FCF 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.
DCP Message:
HHHHGGHG 1. Interpole feedback (if any).
2. Filter capacitors such as described in the job prints on the SCR page.
Excessive (0D)
3. Any component in the loop feedback from the SCR drive out to the motor and back to
Armature
the SCR drive.
Current
Verify that the drive header’s current and voltage values--on the SCR-LGA board (U81)–are
at least equal to the motor’s rated values.
Re-calibrate the system offsets by setting OSOA=ON.
Bypassed with If re-calibrating the offsets does not correct the fault, check for a defective:
FBJ: NO 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.
SEC F3 Flag: This fault indicates that the IMC-SMB3(5) Unit detected a current command output greater than
CCF 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.
Excessive
DCP Message: Verify the failure by looking at test point DCC of the IMC-DCP board prior to the engagement
Current
Command
HHHHGHGH of the main contactors of the SCR Drive. (Hint : 3 volts on the test point indicates 100% of
(0A) commanded current).
without RE Verify the standard control gains GP, GI, GEC parameters are set on the Drive (Shift F5)
Bypassed with page, re-calibrate the system offsets by setting OSOA=ON and re-save all the parameter
FBJ: YES pages.
SEC F3 Flag: This fault indicates that the IMC-SMB3(5) Unit detected a current command output greater than
CCF 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
Excessive DCP Message: of the main contactors of the SCR drive. (Hint: 3 volts on the test point indicates 100% of
Current HHHHGHGG commanded current).
Command (0B) Re-calibrate the system offsets by setting OSOA=ON--on the Drive (Shift F5) page.
with RE If re-calibrating the offsets does not correct the fault, check for a defective:
Bypassed with 1. Phone cable or jack connecting the IMC-MBX board and the SCR Drive.
FBJ: NO 2. Ribbon cable connecting the SCR Drive to the IMC-SMB3(5) Unit.
4. SCR-LGA board (See Appendix H for board replacement instructions).
SEC F3 Flag: This fault indicates that the DC loop current has exceeded the reference value by a very large
LOC amount (refer to Section 4.9.5, parameters SLRI and SLFT).
Verify that the brake is completely lifting.
Excessive DC If the load in the car has exceeded full load the fault can be remedied by calibrating SLRI
Loop Current 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
Bypassed with bypass jumper between FBP1 and FBP2 on the SCR-RIX board.
FBJ: YES
SEC F3 Flag: This fault indicates that the temperature inside the IMC-SMB3(5) Unit has exceeded 180F. If
HITD the HITD flag comes ON, the computer will attempt to bring the car to the nearest floor before
shutting down.
MP Message:
The fan inside the IMC-SMB3(5) turns ON when the temperature exceeds 120 F, check for
Excessive Heat
in SMB Unit
HHHGHHGH a defective fan.
The ambient temperature has exceeded specifications.
(12)
The thermostat that generates this fault can be defective. Check the integrity of the normally
Bypassed with open heat sensor contact.
FBJ: YES There is a bad board in the SMB3(5) Unit. (See Appendix G for board replacement
instructions).

SEC F3 Flag: This fault indicates that either the ambient temperature has exceeded 160F or there is a bad or
HITS failing SCR. If the fault occurs, the computer will attempt to bring the car to the nearest floor
before shutting down.
MP Message: The ambient temperature has exceeded specifications.
Excessive Heat
HHHGHHGH There is a bad or failing SCR.
in System 12
(12) 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
Bypassed with contacts of the heat sensors located on the heat sink, behind the bus bar, between the top
FBJ: YES left SCRs, and below the SCR-DS board.
SEC This fault indicates that while the car was traveling past a floor, on normal operation, the IMC-
DDP-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. This fault triggers a Drive Fault 2, which will automatically reset when the problem
is corrected.
Verify the on and off voltages of OLM signal 93, and 94 (off = 0VDC, on = 46-55VDC).
Verify that 93 and 94 are not reversed.
Check for Delta OLM at fault floor.
Turn off OLM position error detection by setting ODOC=ON, on the Pattern (Shift F4) page.
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.
Excessive
1. Car Top selection.
Position Error
2. SCR-RIX board.
at OLM 3. IMC-MBX board.
4. IMC-DDP-D board (See Appendix B for board replacement instructions).
If the car does not run normally, check the following:
1. Verify the on and off voltages of the quadrature signal 95, 96 (off = 0VDC,on = 46-
55VDC). (See Appendix C for further instructions).
Bypassed with
2. Check for bad floor codes.
FBJ: YES
Check the positioning of the floor magnets to the edge of the steel tape (on LS-QUAD-2).
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:
1. Connect a cathode ray oscilloscope to 95 and 96.
2. Run the car at high speed.
3. Watch for noise or irregularities on the signals.
F3 Flag: This fault indicates an excessive variation between feedback speed and landing system based
EPS speed.
Check DP1 and DP2 (terminals 95 and 96 on the SCR-RIX board) to verify the landing
Excessive system quadrature signal.
Speed Position Verify that the Tach/Velocity Encoder Scaling parameter, GTC on the Drive (Shift F5)
Error 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.
SEC F3 Flag: This event indicates that the Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX
FBLT board has been in place for over two hours. During Inspection operation the timer is disabled so
Fault Bypass the car can be run on Inspection indefinitely.
Timeout - Drive To clear this fault, toggle the Inspection switch or remove the jumper.
Bypassed with
FBJ: NO
SEC F3 Flag: This event indicates that the Fault Bypass Jumper between FBP1 and FBP2 on the SCR-RIX
FBLT board has been in place for over two hours. This fault will not allow the car to make a normal
Fault Bypass run. During Inspection operation the timer is disabled so the car can be run on Inspection
Timeout - Safety indefinitely.
Bypassed with To clear this fault, toggle the Inspection switch or remove the jumper.
FBJ: NO
SEC F3 Flag: This event indicates that the system is on Fire Recall Operation (Fire Service Phase I), using the
AltFir1 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).
MP Message:
Fire Service
GGGGHHHH Inspect the fire sensors (especially the main floor sensor) and the Fire Phase I switch wiring.
Alternate For some fire codes including ANSI, the Fire Phase I switch must be turned to the BYPASS
(F0)
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
jumpered to terminal #38 on the HC-RB4-x.

SEC F3 Flag: This event indicates that the system is on Fire Recall Operation (Fire Service Phase I), using the
MnFire1 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
MP Message: ANSI, the Fire Phase I switch must be turned to the BYPASS position and then back to OFF
Fire Service GGGHHHHH to clear the fire service status if activated by a smoke sensor.
Main (E0) If this is a group system and the Group Supervisor has yet to be installed, make sure the 2-
bus is jumpered to terminal #38 on the HC-RB4-x.
If this installation must comply with the requirements of the 1998 Addendum to the ASME
A17.1-1996 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 FRMR and FRHTW inputs on the HC-IOX boards in each simplex or local car
controller are jumpered to the 2/2F bus, as applicable.
SEC F3 Flag: This event indicates that the car is on In-car Fireman’s Service (Fire Phase 2). The in-car fire
FirePh2 service switch has been placed in the on (FCS) or hold (HLD) position.
Fire Service MP Message:
Inspect the phase 2 switch and wiring. In most fire jurisdictions, the car must be returned to
Phase 2 GGHHHHHH 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.
(C0)
SEC This fault indicates that a car gate contact failed to open when the car doors opened. The
computer checks the gate switch contact input (GS or GSR) against the door close limit input
(DCL). If the gate switch contact remains closed (GS=1 or GSR=1) while the door is open
(DCL=1) the fault is logged. Such a state would indicate that the gate switch contact has been
MP Message:
Gate Switch
Failure
GHHHHGHH shunted, or a contact or associated wiring is faulty.
Verify that, with the doors open, there is no power on the GS input (GS must be low when
(84)
DCL is high).
If no voltage exists on the GS input, suspect a faulty GS input circuit (HC-IOX or HC-I4O
board).
If there is a rear door perform the same tests for the GSR input.
SEC This fault indicates that a car gate switch relay failed to release when the doors opened.
Verify that, with the car gate open, there is no power on the RGS input (or RGSR, if rear
Gate Switch doors).
MP Message:
Relay
GHHHHGHG If the RGS input is high, suspect a stuck or welded gate switch relay.
Redundancy
(85)
Verify that the gate switch relay(s) operates properly.
Failure If no voltage appears on the RGS (or RGSR) input, suspect a faulty RGS (or RGSR) input
circuit.
SEC F3 Flag: This fault indicates that the governor switch is open. This error is generated when the safety
SftyOpn string input (SAF) is low, and the safety circuit has been opened “upstream” of the GOV input.
Governor Switch MP Message:
Check the governor overspeed switch.
Open HHHGHHHG
(11)
SEC 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.
MP Message: Check the Hall Call Bus fuse in the controller.
Hall Call Bus
Fuse Blown
HHHHHGGG Check the wires that go to the Hall Call Power inputs on the HC-CI/O board(s) in the
(07) controller.
Check for proper installation of the call board “jumper plug” on the HC-CI/O board(s).
F3 Flag: This status indicates that the load weigher is detecting a significant load in the car so hall calls
Byp-HLW will be bypasses.
Hall Call Bypass
Operation
SEC This fault indicates that the process monitoring circuit failed to receive an acknowledgment
Hardware signal from the Control process. It is possible that the Control process is executing slower than
Process Monitor intended.
Failure - Control Bypassed with May be a defective IMC-DCP board. (See Appendix G for board replacement instructions).
FBJ: YES
Hardware signal from the Drive process. It is possible that the Drive processor is executing slower than
Failure - Drive Bypassed with May be a defective IMC-DDP-D board. (See Appendix B for board replacement instructions).
FBJ: NO

Hardware signal from the Safety process. It is possible that the Safety processor is executing slower than
Failure - Safety Bypassed with May be a defective IMC-DCP board. (See Appendix G for board replacement instructions).
FBJ: NO
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,
MP Message: and determine if the status of the input is appropriate relative to the load in the car.
Heavy Load GGGHHGGG For an analog load weigher: Check the perceived load percentage using the MP Onboard
(E7) Diagnostics. Determine if the value displayed (percentage) is appropriate relative to the load
in the car. If the analog load weigher has drifted, recalibrate the system.
SEC F3 Flag: This fault indicates that one or more of the Hoistway Safety Circuit Devices is open (e.g., pit stop
SftyOpn 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
Hoistway Safety MP Message:
Device Open HHGHHHGH SAFH input.
Check the applicable items (e.g., pit stop switch, car and cwt buffers switches, up/down final
(22)
limit switches). Refer to the specific controller wiring prints for applicable devices.
SEC 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
MP Message: the in-car Hospital Service switch (HOSP input).
Hospital Service GGGGHHHG Verify that the status of the in-car hospital switch computer input (HOSP) is appropriate
(F1) relative to the status of the key-switch.
This status indicates that the car has answered a hospital emergency call or the in car hospital
emergency key switch has been activated (HOSP is high).
MP Message: The car has been placed on in-car Hospital Emergency Service. The car will remain in this
Hospital Service
GGGGHHGH mode until the in-car Hospital Service key-switch is turned off.
Phase 2
(F2) Verify that the status of the in-car hospital switch computer input (HOSP) is appropriate
relative to the status of the key-switch.
This fault is displayed during Motor Field and Brake calibration.

To clear the fault, run the car on Inspection and then return to Normal operation.
MP Message:
IMC Sub-System
GGGGGHGH This fault can also be an indication of a General Drive Error.
Error
(FA) Refer to the F3 Screen and/or the Special Events Calendar to determine the specific error.
SEC This fault indicates that the in-car stop switch has opened the safety circuit.
MP Message:
Check the status of the in-car emergency stop switch and associated wiring.
In-car Stop
Switch
GHHHGHHH
(88)
SEC This event indicates that the System is on Swing operation or the Inconspicuous Riser is
Inconspicuous functional.
Riser Check Swing Car Operation.
Inspect the SWG switch on the controller.
SEC F3 Flag: This event indicates that the Independent Service switch has been turned on, or the
IndSrv TEST/NORMAL switch on the Relay board is in the TEST position.
Check the Independent Service switch.
Independent MP Message:
HGGGGGGG Inspect the TEST/NORMAL switch on the Relay board on the controller.
Service
(7F)
Check the wiring to the relay board (HC-RB4-x) terminal #49.
SEC F3 Flag: This event indicates that the hoistway access, car top inspection or relay panel inspection switch
InspAcc is ON or the hoistway and/or car-door bypass switch is on bypass. The Inspection input (IN) is
low.
Inspection
MP Message:
GHHHHHHH Check all of the inspection switches and associated wiring.
(80)
Check the wiring to the relay board (HC-RB4-x) terminal #59.

SEC F3 Flag: This fault indicates that, during an Inspection run, the car exceeded the speed determined by the
IOS 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.
Inspection
Overspeed
Verify, on inspection, that the car speed (N-speed and S-speed on F3) is relatively close to
the Pattern velocity and less than the SILO parameter on Safety (Shift F6) screen.
Bypassed with If the car overspeeds, adjust GTC on the Drive (Shift F5) screen so that the car travels at the
FBJ: YES commanded speed (pattern velocity).
Verify that the PG=1.0, Pattern Scaling on the Drive (Shift F5) screen.
SEC F3 Flag: This fault indicates that the System 12 SCR Drive detected excessive armature current (367% of
IOC drive header rating). This fault triggers a MLT - Drive Forced fault if it is encountered 4 times
within 7 normal runs.
MP Message: This fault could be caused by:
Instantaneous
Overcurrent
GGGGGHHG 1. The main supply being shut off during regeneration.
(F9) 2. A clipped door lock (DLK).
Bypassed with 3. A problem during motor hookup.
FBJ: NO 4. Failure of an SCR inside the System 12 SCR Drive.
F3 Flag: This fault indicates that an insufficient armature feedback current has been detected by the IMC-
SEC FCF 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.
1. 26 pin ribbon cable connection between the SCR-LGA board and the IMC-MBX board
inside the IMC-SMB3(5) Unit.
2. Drive Header on the SCR-LGA Board.
Insufficient Monitor the Up and Down direction inputs on the SCR-LGA board (at the bottom of R14 for
Armature DCP Message: the down direction and R22 for the up direction). If there is a momentary drop in the direction
Current HHHHGGHH 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
(0C)
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
Bypassed with performed.
FBJ: NO 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.

SEC F3 Flag: This fault indicates that the motor field current did not reach 80% of the forcing value(MFFV).
IMF 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.
MP Message:
Insufficient GGGGGHGH If the car runs, then re-calibrate the motor field and set OMFO=CLOSED.
Forcing MF (FA)
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
Bypassed with the measured MFI also changes. If MFI does not change, one of the following is defective:
FBJ: YES 1. Motor Field current sensor.
2. IMC-SPI board.
SEC This fault indicates that one of the landing system sensors or associated relays has
malfunctioned. A Landing System Redundancy Failure will be declared if the LSR input remains
Landing System MP Message: high throughout a run.
Redundancy GGHHGHGH Verify proper operation of the Door Zone (DZ), Level Up (LU) and Level Down (LD) relays
Failure (CA) while the car is moving in the hoistway.
The LSR signal must go low at least once during a run.
SEC F3 Flag: This fault indicates that the INTB jumper on the SCR-RIX board is in the LRN position.
IBJ Move the INTB jumper to the NORM position.
Learn Bypass If the IBJ flag is highlighted on the F3 screen, there may be a problem with the input circuit.
Fault Verify that when the car is on Inspection the INS flag on the F3 screen is highlighted and the
Bypassed with IN input is low.
FBJ: NO
SEC F3 Flag: This fault indicates that the LRN SWITCH on the IMC-SMB3(5) Unit has been active for more
SLS than10 minutes on Normal operation. This fault triggers a Drive Fault 2, which automatically
Learn Switch
clears when the switch is turned off.
Timeout - Safety
Toggle the LRN SWITCH or the Inspection switch to clear the fault.
SEC F3 Flag: This fault indicates that the LRN SWITCH on the IMC-SMB3(5) Unit has been active for more
NLS than 10 minutes on Normal operation.
Learn Switch DCP Message:
Toggle the LRN SWITCH or the Inspection switch to clear the fault.
Timeout - HHHGHHHH
Terminal (10)
Bypassed with
FBJ: YES
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.
MP Message: Inspect the LD switch or sensor on the landing system and the placement of the landing
Level Down HHGGGGHH system vane or magnet for that floor.
(3C)
This status indicates that the Level Down (LD) input is on during the learn process.
Level Down ON MP Message:
Verify that the INTB jumper on the SCR-RIX board is in the LRN position.
(Learn Mode HHHGHGGG Verify that the LD input (normally connected to panel terminal #25X) is disconnected.
Setup Error) (17)
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.
MP Message:
Level Up GGHHHHGG Inspect the LU switch or sensor on the landing system and the placement of the landing
system vane or magnet for that floor.
(C3)
SEC F3 Flag: This fault indicates that the leveling speed has exceeded SILO, Inspection/Leveling Overspeed
LOS parameter on the Safety (Shift F6) screen, while the car was leveling into a destination floor.
Leveling This fault is detected when the selector engaged the LU or LD vane while not on Inspection.
Overspeed Verify that the leveling relays (LU and LD) are working correctly.
Bypassed with Verify the integrity of the LEV signal.
FBJ: YES

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).
Troubleshooting tips:
Check operation of the leveling sensors and associated wiring.
1. Place car on inspection.
MP Message: 2. Put the INTB jumper on the SCR-RIX board in the LRN position.
Leveling Sensor
Failure (Active
GGGGHGHH 3. Move above and below a landing, noting the transitions in the leveling signal(s) coming
(F4) from the landing system.
State)
Verify that the computer diagnostic display of LU and LD on the F3 screen matches the state
of the sensor signals at terminals 25 and 26 (or 25X and 26X) on the main relay 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 LU and LD relay coils (e.g., H, INT). Check that such contacts close properly
when appropriate.
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.
1. Place car on inspection.
Leveling Sensor MP Message:
Failure (Inactive GGGGHGHG 2. Put the INTB jumper on the SCR-RIX board in the LRN position.
3. Move above and below a landing, noting the transitions in the leveling signal(s) coming
State) (F5)
from the landing system.
Verify that the computer diagnostic display of LU and LD on the F3 screen matches the state
of the sensor signals at terminals 25 and 26 (or 25X and 26X) on the main relay board.
Put the INTB jumper on the SCR-RIX board back in the NORM position.
SEC 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
MP Message: Troubleshooting Tips:
Leveling Sensor
Redundancy GGHHGHHG Verify that the computer diagnostic display of LU and LD on the F3 screen matches the state
(C9) of the sensor signals at terminals 25 and 26 (or 25X and 26X) on the main relay board.
Failure
Check for a LU or LD input circuit failure by looking for defective:
1. 47kohm resistor on top of the main relay board, HC-RB4-x.
2. C2 ribbon cable.
3. HC-PI/O board input circuit.
4. Inputs at terminals 25 and 26 on the HC-RB4-x board (or 25X and 26X).
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.
MP Message:
Response is only required if the anti-nuisance function (cancellation of car calls) appears to
Light Load GGGHGHHH 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
(E8)
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. If the analog load weigher has drifted, recalibrate the system.
SEC F3 Flag: This fault indicates that the direction input (UP or DN) from the HC-RB4-SCRI, through the SCR-
LOD RIX, to the IMC-DDP-D computer has been lost prior to reaching the Dead Zone of the
destination floor, during a normal run.
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.
Loss of If the Drive Enable LED is flickering and/or the H-speed relay is chattering on the HC-RB4-x
Direction board, check for a resistive door lock, which causes a sagging 2 bus. Either clean the door
locks or add an RC network to burn off the residue (1f cap + two parallel 47 2 W res.).
Bypassed with 1. Ribbon cable between the SCR-RIX and IMC-MBX boards.
FBJ: NO 2. SCR-RIX board by verifying inputs 85 (UP) and 87(DN) on the IDC connectors (located
on the right-hand side of the board).
This status indicates that the car was taken off of Inspection operation during the learn process.
Loss of IN
MP Message:
Place the car on relay panel Inspection and perform the learn process again.
During Learn
(Learn Mode
HHGHHHHH
(20)
Setup Error)

SEC F3 Flag: The IMC-DDP-D computer has lost signals DP1/DP2 from the car top landing system while the
LOP 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 = 46-55VDC).
(See Appendix C for further instructions).
MP Message: Check for dirty optical components if using a LS-QUAD-2 landing system.
Loss of Position HGGGHHGH Check all connections between terminals 95/DP1 and 96/DP2 on the landing system and
Feedback (72) terminals 95 and 96 on the controller (screw terminals, shielded cable, and optical sensors
on LS-QUAD-2). Check encoder connections for LS-QUIK-1.
Bypassed with Check for a defective:
FBJ: NO 1. SCR-RIX board.
2. IMC-MBX board.
3. EEPROM on the IMC-DDP board. (See Appendix B for replacement instructions.)
SEC This fault indicates that the Door Lock input was lost while the car was traveling through the
hoistway.
Lost Door Lock
Check door lock adjustment to prevent clipping of door lock mechanism when car passes a
floor.
During Run
If logged with another fault, this event may be a side effect of the other fault.
Check for a resistive door lock, which causes a sagging 2 bus. Either clean the door locks or
add an RC network to burn off the residue (1f cap + two parallel 47 2 W res.).
F3 Flag: This fault indicates that the AC line voltage to the System 12 SCR Drive has dropped to 80%-
LLC 95% of the rated value and the car will run at reduced speed (Caution profile).
Low Line
Voltage Caution
See System 12 Low Line Voltage for troubleshooting tips.
SEC F3 Flag: This fault indicates that either the semiconductor fuse (Gould # A50P-250, Littlefuse # L50S-
CFF 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.
MP Message: Check the primary voltage on each of the primary terminals of the Drive Isolation
M Contactor or GGHHGHGG Transformer.
Fuse Failure (CB) Check for:
1. Harsh motor control adjustment. Look and listen for vibration and humming from the
motor.
Bypassed with 2. Motor mechanical defect such as interpole (partially shorted).
FBJ: NO 3. Unbalanced current sharing. Set an oscilloscope to 2msec/div, 500mv/div, AC coupling.
Verify that the 12 pulses have equal amplitudes and period.
4. Defective M1 or M2 contact.
5. Open semiconductor fuse.
SEC F3 Flag: This fault indicates that, before enabling RE, the IMC-DDP-D detected that the MR input voltage-
MR -on the SCR-RIX board– was less than 60VAC (normally 120 VAC).
M Contactor Check the:
Redundancy 1. Normally closed auxiliary contacts of the M contactors inside the System 12 SCR Drive.
Failure 2. F2D fuse.
Bypassed with
FBJ: YES
This status indicates that the car is on MG Shutdown Operation or that another Shutdown Switch
is activated. The MGS input is high see job prints to determine what switch is connected to the
MG Shutdown input. This shutdown will bring the car to the lobby first then shut down the car.
MP Message:
Operation/
GGGHHHGH Check the status of the Motor Generator Shutdown Switch input.
Shutdown
(E2) Verify that the status of the computer input (MGS) is appropriate relative to the status of the
Switch switch or contact that feeds the input (see job prints).
SEC F3 Flag: This fault indicates that a Motor Limit Timer fault was generated due to persistent system and
MLT drive faults. The system is shut down due to 4 drive related faults within 7 normal runs.
MLT - Drive MP Message:
A special event calendar message which details the root cause of this fault should be logged
Forced GGGGGHHG in the event calendar. Refer to the event calendar and the specific troubleshooting
suggestions that are associated with the event.
(F9)
SEC F3 Flag: This fault indicates that the logical PI value (obtained from the landing system) and the floor
MLT encoding are inconsistent.
MLT - Excessive MP Message:
Call MCE for troubleshooting.
PI Correction GGGGGHHH
(F8)

SEC F3 Flag: This fault indicates that the car has releveled 25 times at the same floor.
MLT Check the brake releveling motor adjustment (BRV on the Brake (Shift F3) screen.
MLT - Excessive MP Message:
If the job is using a sleeve bearing motor, turn the Idle option ON. (See Table 5.3, Timers
Releveling at GGGGGHHH and their Ranges, in the manual for details on the Idle option).
Floor (F8)
SEC F3 Flag: This fault is generated when the controller has picked high speed a number of times but failed to
MLT leave the floor. The number of tries allowed is a field-programmable value, programmed through
the MC-MP-x enhanced on-board diagnostics (“System Mode”).
MLT - Failed to MP Message:
GGGGGGHG The field adjustable option FTLF in the MP's EOD may be used to turn the option OFF or to
Leave Floor change the number of times H picks before shutdown.
(FD)
Check for an intermittent Door Lock.
SEC F3 Flag: The motor limit timer has elapsed before the car has completed its movement. This condition
MLT can occur because the MC-MP 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
MP Message: system's failure to respond to a 120 VAC direction signal appearing on terminals 85(up) or 87
MLT - Timer
GGGGGHHH (down) on the HC-RB4-SCRI Relay board.
Expired
(F8) 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.
SEC F3 Flag: Not available with this software release.

MCF
Motor Field
Calibration
Failure
Bypassed with
FBJ: YES
SEC F3 Flag: This fault indicates that the Motor Field Current Feedback is less than 50% of the commanded
MFF 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=ON–Motor Field (Shift F2) page–and saving
MP Message: the parameter.
Motor Field GGGGGHHG Check for no motor field supply voltage (AC) at terminals MPO1 and MPO2 on the IMC-
Failure (F9) SMB3(5) Unit, and Transformer.
FM1 or FM2 fuses may have cleared.
Bypassed with Check for no triggering signal for motor field at test point MFT on the IMC-MBX board.
FBJ: NO 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.
SEC F3 Flag: The motor limit timer has elapsed before the car completed its movement. This fault is logged
MLT 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.
Motor Limit MP Message:
GGGGGHHH Check the Special Event Calendar for the additional MLT - XXX fault information and
Timer troubleshoot that specific type of MLT.
(F8)
SEC F3 Flag: This fault indicates that the intermediate speed flag (INT) was active when the Motor Limit Timer
MLT elapsed. This fault is logged with an explanation of the type MLT, which is in the form “MLT -
XXX”.
MP Message: Verify that the INT relay is dropped( on the SCR-RIX board) and the MP status flag for INT is
Motor Limit
Timer (INT)
GGGGGHHH low, once the car drops below the speed set by the VLI parameter, on the Pattern (Shift F4)
(F8) 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.
SEC F3 Flag: This fault indicates that the level inhibit flag (LI), controlled by the DLI parameter, was active
MLT when the Motor Limit Timer elapsed. This fault is logged with an explanation of the type MLT,
Motor Limit which is in the form “MLT - XXX”.
Timer (LI)
MP Message:
GGGGGHHH To clear the condition, the car can be placed momentarily on Inspection.
(F8)

SEC F3 Flag: This fault indicates that the level inhibit flag (LI) and the intermediate speed flag (INT) were
MLT active when the Motor Limit Timer elapsed. This fault is logged with an explanation of the type
Motor Limit MLT, which is in the form “MLT - XXX”.
Timer (LI & INT)
MP Message:
GGGGGHHH To clear the condition, the car can be placed momentarily on Inspection.
(F8)
SEC F3 Flag: This fault indicates that there is a failure in the normally closed contacts of PT1 and MX on the
CNPB 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
MX & PT1 MP Message:
Redundancy GGHHGHGG failed normally closed contacts. Replace the relays to correct the error. Do not attempt to
“dress” the contacts.
(CB)
Failure
Check for no brake input voltage at terminals BPI1 and BPI2 on the SCR-PRI board.
Bypassed with SAFB is not picked.
FBJ: YES Verify that brake fuses FB1 and FB2 have not cleared.
Verify that PT1 and MX relay contacts dropped out after previous run.
SEC F3 Flag: This fault indicates that the System 12 SCR Drive has not activated the Drive ON (DRO) status
DRO 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
No Response for a bad door lock.
Run Request 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
Bypassed with problem is coming from the SMB3(5) unit. If the voltage at Pin 1, U14 is stuck low, then the
FBJ: YES 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.
This status indicates faulty communication of status information between the MC-MP and the
No Response IMC-DDP-D boards.
from Pattern MP Message: Verify that the boards in the Swing Panel are looping.
Generator HHGHHHGH Reconnect the three boards in the Swing Panel (MC-MP-x, MC-CGP-4P, and IMC-DDP-D).
(Learn Mode (22) Check for a defective board in the Swing Panel.
Setup Error)
SEC F3 Flag: This fault indicates the presence of a DC voltage between armature terminals A1 and A2 in
LVN excess of 0.7 volts 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.
Non-zero
Armature
1. Phone cable and jack that connects the IMC-MBX board and the SCR Drive.
Voltage
2. 26-pin ribbon cable.
Bypassed with 3. SCR-LGA board (See Appendix H for board replacement instructions).
FBJ: NO 4. IMC-MBX board.
5. SCR Drive.
F3 Flag: Nudging has been activated and the doors will close at reduced speed.
Nudging Nudging
F3 Flag: This fault indicates that the pattern profile was modified to accommodate the error seen at the
OLP OLM distance (12" [305 mm] from the floor). If the error is too great, the elevator will be allowed
Outer Leveling
to pass the floor and stop at the next available landing.
Pattern Modified
Refer to Position Error at OLM for troubleshooting tips.
F3 Flag: This status indicates that the car is not available for normal passenger service.
OutServ
Out of Service

SEC This fault indicates that the Safety processor has detected that both direction inputs (UP and
DN) were active while the car was moving.
Overspeed with Check voltages for UP and DN directions on the HC-RB4 and SCR-RIX boards, refer to job
Both Directions prints for locations (terminal 85 = up, 87 = down).
Bypassed with Check for a defective IMC-MBX board.
FBJ: NO
SEC F3 Flag: This fault indicates that the state of the PR signal is invalid in reference to the states of the R0,
PRS 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
Parity Sensor MP Message:
Failure (Floor HGGGHHGH 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
Code) (72) (Shift F4) page.
Bypassed with 1. SCR-RIX board.
SEC 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
MP Message: encountered 4 times within 7 attempts to run.
Pattern Detected
Overspeed
GGGGGHHG Check for failing quadrature signal feedback coming from the encoder or LS-QUAD.
(F9) Check for a defective Tach/Encoder.
Bypassed with Check the integrity of the Motor armature, interpole (if any), and fields.
FBJ: NO To avoid this fault while performing an overspeed test, use OBT Buffer Test.
SEC 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
MP Message: floor, DZP and RD should be active while LEV is inactive.
Pattern Door
Zone Failure
HGGGHHGH If this event is logged but the DZ flag on the F3 screen is on and DZP flag is off, then the
(72) landing system DZ is good.
Check for IMC-DDP-D I/O error, by checking for a defective:
Bypassed with 1. HC-RB4 board.
FBJ: NO 2. SCR-RIX board.
3. IMC-MBX board.
This fault indicates that PGU, DSR, EPR, and/or SPR status signals were not active and the IBJ
fault flag was active.
MP Message:
HGHHHHGH Check for active status signals on PGU, DSR, EPR and SPR.
Pattern (42)
Check for the IBJ fault flag.
Generator Not
Ready DDP Message:
HGHHHHGH
(42)
SEC F3 Flag: This event indicates that the system was unable to fit the Pattern Profile with the specified
PFF parameters. This fault triggers a Drive Fault 2, which automatically clears if the problem is
corrected. The car will not run until the problem is corrected.
Check the top portion of the Pattern (Shift F4) page for details on this fault. The Pattern
Profile Fit Failure could occur for one or more of the 6 types of profiles: standard (STD),
caution (CTN), earthquake (EQ), alternate 1 (AUX1), emergency power (PWR) and alternate
MP Message: 2 (AUX2).
Pattern Profile
GGGGGHGH 1. Determine the type of error by reading the word next to each profile. The options are:
(FA) Valid, Link, Speed, and Height.
Fit Failure 2. If the profile is Valid, then that profile is ok and does not have a profile fitting problem.
3. If the profile has a Link error, set JLx=JHx (x = S, EQ, EP, C, A1, or A2, for example if
the Standard profile has a link error then set JLS=JHS).
Bypassed with 4. If the profile has a Speed error, increase the jerk rates (JLx and JHx) and decrease the
FBJ: NO acceleration (Ax) and deceleration (Dx).
5. If the profile has a Height error, verify that the Floor Height parameter (DRH) on the
Pattern (Shift F4) page is correct. Then increase the jerk rates (JLx and JHx) and
decrease the acceleration (Ax) and deceleration (Dx).

This status indicates that the up direction was lost during the Learn Operation.
Check for UP direction at terminal 10 on the HC-RB Main Relay Board and at the computer
PG Error, Loss input (UP).
MP Message:
of UP Direction
HHGHHHGG If the error occurs at the top, the UP Normal is too close to the top landing.
(Learn Mode
(23) If the UP direction input is correct but the computer input is not, the IMC-DCP board may be
Setup Error) faulty. Verify the connections between the Swing Panel, SI2 drive and the IMC-RI board.
SEC F3 Flag: This fault indicates that the phase lock loop circuit PLL LED is ON in the SCR-LGA and that the
PLL System 12 SCR Drive was unable to lock onto the incoming line frequency. The PLL LED is
normally on for a few seconds during power up. This fault is only logged when the car is moving.
This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
In most cases, the failure is the result of a bad emergency-power-generator phase. In that
MP Message: case, please make sure that the emergency-power-generator line frequency is within +-4 hz
Phase Lock GGGGGHHG of 60Hz.
Loop Failure (F9) When the fault occurs, verify that no other red LEDs on the System 12 SCR Drive are on. If
there are other lit LEDs, there may be a missing or improperly installed phase.
If no other LEDs are ON, then remove power from the controller, wait a few seconds, then
Bypassed with reapply power.
FBJ: NO If the PLL LED does not turn off it may be due to a:
1. Continuous reset from the IMC-SMB3(5) Unit.
2. Defective SCR-LGA board (See Appendix H for board replacement instructions).
SEC This fault indicates that the phase lock loop circuit PLL LED is ON in the SCR-LGA and that the
System 12 SCR Drive was unable to lock onto the incoming line frequency. The PLL LED is
Phase Lock normally on for a few seconds during power up. This warning is only logged while the car is not
Loop Warning moving.
Bypassed with See Phase Lock Loop Failure for troubleshooting tips.
FBJ: NO
SEC This fault indicates that the front-door, photo-eye input (PHE) was activated during a run.
Check for abnormal blockage of the optical device.
Photo-Eye
MP Message:
HHHGGHHH Check for a failure of the device itself, or of the photo-eye input (PHE) circuit.
Failure (Front)
(18)
Ensure that the safety edge has power.
SEC This fault indicates that the rear-door, photo-eye input (PHER) was activated during a run.
Check for abnormal blockage of the optical device.
Photo-Eye
MP Message:
HHHGGHHH Check for a failure of the device itself, or of the photo-eye input (PHER) circuit.
Failure (Rear)
(18)
Ensure that the safety edge has power.
SEC This fault indicates that the DETS switch opened prematurely or did not open at the learned
position. This fault triggers a Drive Fault 2, which automatically clears if the failure is corrected.
The learning process must be completed initially or any time modifications are made to the
location of DETS (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit
MP Message: Switches).
Position Error at HGGGHHGH Physically check the integrity of the switch.
DETS (72) If the switch is functioning properly, then increase the Position Margin parameter on the
Switches (Shift F7) page to allow a greater error before a position error is detected.
Bypassed with If there is a faulty input, check for a defective:
FBJ: YES 1. SCR-RIX board.
2. IMC-MBX board.

SEC F3 Flag: This fault indicates that the DNTx switch opened prematurely or it did not open at the expected
DTP learned position. The car will run at correction speed in the down direction or at normal speed in
the up direction. This fault triggers a Drive Fault 2, which automatically clears if the failure is
corrected.
MP Message: location of one of the DNTx switches (see Section 4.10, Learning the Normal (NTS) and
Position Error at HGGGHHGH Emergency (ETS) Limit Switches).
(72) Physically check the integrity of the switch.
DNTx
If the switch is functioning properly, then increase the Position Margin parameter on the
Bypassed with If this fault occurs while approaching a terminal landing, only on one floor runs, perform the
FBJ: YES Floor Height Learn procedure described in Section 4.1.2.
If there is a faulty input, check for a defective:
1. SCR-RIX board.
2. IMC-MBX board.
SEC F3 Flag: This fault indicates that while the car was traveling past a floor, on normal operation, the IMC-
OLD DDP-D computer detected a 30" (6" if destination landing) or more difference between the actual
Position Error at and learned distance to the floor. This condition is detected by the OLM sensor at 12" (305 mm)
OLM from the floor. The car will run normally and will try to correct the OLM error if ODOC=OFF on
the Pattern (Shift F4) page.
Bypassed with See Excessive Position Error at OLM for troubleshooting tips.
FBJ: YES
SEC This fault indicates that the UETS switch opened prematurely or it did not open at the learned
position. This fault triggers a Drive Fault 2, which automatically clears if the failure is corrected.
location of UETS (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit
MP Message: Switches).
Position Error at HGGGHHGH Physically check the integrity of the switch.
UETS (72) If the switch is functioning properly, then increase the Position Margin parameter on the
Bypassed with If there is a faulty input, check for a defective:
FBJ: YES 1. SCR-RIX board.
2. IMC-MBX board.
SEC F3 Flag: This fault indicates that the UNTx switch opened prematurely or it did not open at the expected
UTP learned position. The car will run at correction speed in up direction or at normal speed in the
down direction. This fault triggers a Drive Fault 2, which clears automatically if the failure is
corrected.
MP Message: location of the one of the UNTx switches (see Section 4.10, Learning the Normal (NTS) and
Position Error at HGGGHHGH Emergency (ETS) Limit Switches).
(72) Physically check the integrity of the switch.
UNTx
If the switch is functioning properly, then increase the Position Margin parameter on the
Bypassed with If this fault occurs while approaching a terminal landing, only on one floor runs, perform the
FBJ: YES Floor Height Learn procedure described in Section 4.1.2.
If there is a faulty input, check for a defective:
1. SCR-RIX board.
2. IMC-MBX board.
SEC F3 Flag: This fault indicates that the position quadrature signals 95/DP1 and 96/DP2 are reversed (while
QPR the elevator is traveling in the correct direction). The elevator will travel at correction speed until
Position it reaches the next landing and then it will no longer run until the problem is fixed. This fault
Feedback triggers a Drive Fault 2, which must be manually reset.
Reversed Swapping the wires at terminals 95 and 96 on the SCR-RIX board will resolve this problem.
Bypassed with Check the ON and OFF voltages of the DP1/DP2 (OFF < 1VDC, ON = 46-55VDC).
FBJ: NO
SEC This event indicates that the entire controller lost power or was manually reset. This event is
logged when the MC-CGP-4P board loses power or is reset while running.
Power Down
This status indicate that the DCP board is being initialized.

DCP Message:
Power Up Mode HHHGHGGG
(17)

This status indicates that a Priority/VIP Service momentary call switch was activated at any
floor.
MP Message: The car has been assigned a Priority/VIP Service call. The car can be removed from
Priority/VIP
Service Phase 1
GGGHHGHH Priority/VIP Service by toggling (On-Off) the in-car Priority/VIP Service key-switch. The car
(E4) should automatically return to normal service after a pre-determined period of time (typically
60 seconds) if the in-car switch is not activated.
This status indicates that the car has answered a Priority/VIP call or the in car Priority/VIP
Service key switch has been activated (PRIS is high).
MP Message:
Priority/VIP
Service Phase 2
GGGHHGHG
(E5)
SEC F3 Flag: This fault indicates that there is a failure in the normally closed contacts of PT2 and PT3 on the
CNPM SCR-PRI board.
Verify the CNPM output on the SCR-PRI board. The output should be above 100VAC before
the RE relay is picked and should drop to zero volts after RE picks. Incorrect voltages
PT2 & PT3 MP Message:
Redundancy GGHHGHGG normally indicate failed normally closed contacts. Replace the relays to correct the error. Do
not attempt to “dress” the contacts.
(CB)
Failure
Check for no brake input voltage at terminals MI1 and MI2 on the SCR-PRI board.
Bypassed with SAFM is not picked
FBJ: YES Verify that brake fuse FMC have not cleared
Verify that PT2 and PT3 relay contacts dropped out after previous run.
SEC F3 Flag: The IMC-DDP-D processor is not updating the pattern data for the Control processor. This fault
CQF triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
QPRAM DCP Message:
Communication HHHHHGHG 1. Ribbon cable that connects the IMC-DDP-D and IMC-MBX boards.
Failure - Control (05)
Bypassed with 4. IMC-MBX board.
FBJ: YES
SEC F3 Flag: The IMC-DDP-D processor is unable to read the Motor Field Feedback data from the IMC-DCP
DQF board. This fault triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to
run.
QPRAM
Communication
1. Ribbon cable that connects the IMC-DDP-D and IMC-MBX boards.
Failure - Drive
Bypassed with 3. IMC-DDP-D board (See Appendix B for board replacement instructions).
QPRAM PQF
Communication
Failure - Pattern

QPRAM SQF
Communication
Failure -Safety
SEC F3 Flag: This fault indicates that the IMC-DCP board has lost communication with the IMC-DDP-D board.
CQF Check for a defective:
QPRAM 1. Ribbon cable that connects the IMC-DDP-D and IMC-MBX boards.
DCP Message:
Communication
Warning -
HHHHHGGH 2. IMC-DCP board (See Appendix G for board replacement instructions).
(06)
Control 4. IMC-MBX board.
Bypassed with
FBJ: YES
SEC F3 Flag: The IMC-DDP-D board has lost communication with the IMC-DCP board in the IMC-SMB3(5)
DQF Unit.
QPRAM Check for a defective:
Communication 1. Ribbon cable that connects the IMC-DDP-D and IMC-MBX boards.
Warning - Drive 2. IMC-DCP board (See Appendix G for board replacement instructions).
Bypassed with 3. IMC-DDP-D board (See Appendix B for board replacement instructions).
FBJ: YES 4. IMC-MBX board.

SEC F3 Flag: This fault indicates that the elevator has stopped (LEV is inactive and DZ is active) and that the
RDS pattern generator is not receiving the RD signal (refer to the Status Flag Description Table (6.1)
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.
This event may be logged due to another drive fault. Check the Special Events Calendar for
a drive fault that occurred at the same time as the Read Sensor Failure and troubleshoot
MP Message:
Read Sensor HGGGHHGH that fault first.
This event could occur if LU or LD fails in the direction of travel and therefore the car stops
Failure (72)
short of the destination landing.
(Floor Code)
If there is no RD signal on the SCR-RIX board, then verify that the RD signal is coming from
the landing system (check the RD output).
Bypassed with If there is an RD signal on the SCR-RIX board, then it may be a defective:
FBJ: NO 1. Ribbon Cable connecting the SCR-RIX board to the IMC-MBX board.
2. Ribbon Cable connecting the IMC-MBX board to the swing panel.
3. SCR-RIX board.
4. IMC-MBX board.
SEC This event indicates that the car has traveled through the Dead Zone on an approach to the
floor, and has had to relevel.
The drive must be properly adjusted to track the velocity profile from the IMC-DDP-D
Releveling computer using GP, GI, and GEC parameters on the Drive (Shift F5) page.
Changing one or more of the following parameters can also help: decrease DS, increase the
Final Leveling Distance (DFL), and/or decrease the Final Leveling Velocity (VFL), Approach
Jerk (JA) and/or Flare Jerk (JF).
SEC F3 Flag: This event indicates that car rollback was detected. The car will continue to run under normal
RBK operation.
If a load weigher circuit is installed, check the load weigher circuit and adjustments.
Rollback
If pre-torque is being used, check for:
1. Too much loop current offset (check TP3 on the SCR-LGA board). Check the DCC offset
Detected
on the IMC-DCP board.
Bypassed with 2. Too much speed pick delay (TSPD > 0.5).
FBJ: NO 3. LW+ / LW- =1.00VDC (on the SCR-RIX board) when the car is empty at the bottom of
the hoistway. If not 1.00VDC, re-calibrate the load weigher.
SEC This fault indicates that the Group Supervisor was previously communicating with one or more
local cars but is now unable to communicate with any cars.
RS-422 Network
Verify that the RS-422 communication cable is not removed from the Group's MC-RS board.
Down
Verify the jumpers on all of the controllers' MC-RS boards.
Check for a defective MC-RS board on any of the controllers.
SEC This event indicates that the Group Supervisor has recovered from an RS-422 Network Down
RS-422 Network event.
OK
SEC This fault indicates that Run Enable is not active when DDP processor RE is on and DCP
Run Enable processor RE is on. This failure prevents a normal run.
Failure - Check for a defective:
Hardware 1. IMC-MBX board.
Bypassed with 2. IMC-DCP board (See Appendix G for board replacement instructions).
FBJ: NO
SEC This fault indicates that the DCP processor failed to receive Run Enable from the DDP
Run Enable processor within 12 seconds after the Run Enable signal was generated. This failure prevents a
Inactive - normal run.
Control Bypassed with Check for a defective IMC-DCP board. (See Appendix G for board replacement instructions).
FBJ: NO
SEC This fault indicates that the Control processor has detected that the Drive process (IMC-DDP-D)
has not activated RE, within 10 seconds after direction was picked. This failure prevents a
DCP Message: normal run.
Run Enable HHHGHGHG Check for a defective:
Inactive - Drive (15) 1. IMC-MBX board.
Bypassed with
FBJ: YES
This fault indicates that the Safety process 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
DDP Message: Special Event Calendar or the F3 screen for specific information on the nature of the fault
Safety Not
HGGHHGGH that has occurred.
Ready
(66) This fault may be cleared by pushing the RESET button on the SMB3(5) Drive Unit.

SEC F3 Flag: This fault indicates that a contact in the safety relay circuit is open. This message is generated
SftyOpn when the safety string input (SAF) is low and all safety devices through the in-car stop switch
are closed (STOP=1). This indicates that a device “below” terminal #20 has opened.
Safety Relay MP Message:
GGGGGGGG Refer to the job prints to determine all components that make up the safety relay circuit
Circuit Open (between terminal 20 and the CSAF output device).
(FF)
Check each of these devices to determine the cause of the fault.
SEC This fault indicates that the READY input signal from the SCR-LGA board is not active. This fault
triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
DDP Message:
This error can be cleared by pressing the RESET push-button on the IMC-SMB3(5) Unit.
SCR Drive Not HHHGGHHH Any one of the following faults, ACP, SPSF, PLL, DBF and IOC, can cause the SCR Drive
Ready to fail. Check the Special Event Calendar to find out which fault occurred then use the
Ready (18)
Special Event Description and troubleshooting table for information on how to correct the
Bypassed with fault.
FBJ: NO
This fault indicates that the IMC-DCP board was unable to transfer Special Event Calendar data
to the MC-CGP-4P board through the IMC-DDP-D board.
DCP Message:
SEC Transfer
HHHGHGGH Call MCE for troubleshooting tips.
Failure
(16)
SEC This event indicates that the secured car call button has been pressed, and the controller is
awaiting proper security code to be entered through the car call buttons. A 10-second period of
MP Message: time is allowed to enter the correct code.
Security HGGGGGGH Enter floor pass code with car call buttons on COP.
(7E) See Section 5.3.2 or the Elevator Security Users Guide for instructions on how to program or
change security pass codes.
This fault indicates that the Drive Control process on the IMC-DDP-D board is not ready to move
the car.
DDP Message: This message is displayed to indicate a general problem with the IMC-DDP-D board. See
SMB Drive Not
Ready
GHHGGHHG the Special Event Calendar or the F3 screen for specific information on the nature of the
(99) fault that has occurred.
This fault may be cleared by pushing the RESET button on the IMC-DDP-D board.
F3 Flag: One of the voltages (+5V, +15V or -15V) from the Power Supply to the IMC-SMB3(5) Unit has
SEC DPSF dropped below 95% of rated value. This fault triggers a MLT - Drive Forced fault if encountered 4
times within 7 attempts to run.
MP Message: Check the voltages at the Power Supply, the IMC-MBX board and the IMC-SPI board.
SMB Unit Power
Supply Failure
GGGGGHHG
(F9)
Bypassed with
FBJ: NO
SEC This event indicates that the DCP processor on the IMC-DCP board was reset.
Sub-System
Reset - Control
Processor
SEC This event indicates that the DDP processor was reset.
Sub-System
Reset - Drive
Processor
Sub-System SEC This event indicates that the MP processor was reset.
Reset -
Operation
Processor
SEC This event indicates that the Safety processor on the IMC-DCP board was reset.
Sub-System
Reset - Safety
Processor
SEC This event indicates that all the system processors were reset.
Sub-System(s)
Reset

F3 Flag: This status indicates that the car is operating as a swing car, independently from the Group
SwngOpr Supervisor. This car should be servicing a riser of hall calls dedicated to that car.
Swing Car
Operation
SEC This event indicates that the car is sitting on the edge of a leveling sensor causing the leveling
Synchronization signal to flicker on and off.
- End of Run Increase the dead zone distance by moving the LU and LD sensors away from the DZ
sensor(s).
SEC This event indicates that the car is sitting on the edge of a leveling sensor causing the leveling
Synchronization signal to flicker on and off.
- Start of Run Increase the dead zone distance by moving the LU and LD sensors away from the DZ
sensor(s).
SEC F3 Flag: This fault indicates that the AC line voltage to the System 12 SCR Drive has dropped below 95%
LLF of the SCR-LGA header value. This failure prevents a normal run.
System 12 Low Verify that the voltage into the primary of the Drive Isolation Transformer is not sagging.
Line Voltage Check the header rating (U81 on the SCR-LGA board) against the incoming voltage on the
Bypassed with isolation transformer secondary.
FBJ: NO
SEC F3 Flag: This event indicates that power supplies to the System 12 SCR Drive (+5, -5, +15, -15) are
SPSF insufficient. Triggers a MLT - Drive Forced fault if encountered 4 times within 7 attempts to run.
Check all of the supply voltages on the SCR-PS board.
System 12 MP Message: Check the F2D fuse.
Power Supply GGGGGHHG Verify that the voltages inside the SCR Drive are within 1% (use test points on the top right
Failure (F9) hand side of the SCR-LGA board).
If the voltages are correct, check for a defective:
Bypassed with 1. 26 conductor round cable connector located on the IMC-MBX board.
FBJ: NO 2. SCR-LGA board (See Appendix H for board replacement instructions).
SEC This event indicates that the Communication processor detected that all the individual system
System Power processors successfully powered up. If one or more processors fail to successfully power up,
Up/Reset then this event will be replaced by one or more Sub-System Reset events detailing which
individual processors successfully powered up.
SEC F3 Flag: This fault indicates that the difference between the intended speed (pattern) and the speed
TE feedback signal (tachometer/encoder/synthetic tach) has exceeded the Maximum Speed Error
allowed, STE on the Safety (Shift F6) screen. This fault triggers a MLT - Drive Forced fault if
encountered four times within seven attempts to run. If intermittent, increase STE.
DCP Message: Verify that the tachometer input is connected properly to the SCR-RIX board (encoder -
Tach/Encoder HHHHHGGG HC-ENCS board) .
Error (07) Check for a faulty tachometer or encoder.
Check for disabled speed command (pattern) due to an unsafe operation.
Bypassed with Verify the armature voltage.
FBJ: YES Verify the brake voltage.
Verify that the brake is lifting properly.
SEC F3 Flag: This fault indicates that the difference between the synthetic tachometer signal (generated from
TF the armature feedback voltage and current) and the external speed feedback signal
(tachometer/encoder) has exceeded the tolerance value of 4 volts (40% of contract speed). The
synthetic tachometer signal can be adjusted using SVSC and SISC parameters on the Safety
(Shift F6) screen, 10VDC at contract speed. The error between these two signals can be
accessed through the software test points on the IMC-DCP board.
DCP Message: Verify the armature voltage.
Tach/Encoder
HHHHGHHH Check for a grounded armature.
(08) Check for excessive armature overshoot on the F3 screen.
Failure
Check for incorrect adjustment of SVSC and SISC parameters on the Safety (Shift F6)
screen. These parameters should be adjusted so that the speed signal provides 10VDC at
contract speed.
Bypassed with Ensure that the tachometer/encoder input is connected to the SCR-RIX board (encoder -
FBJ: YES HC-ENCS board).
Check for a faulty tachometer or encoder.
Ensure that the 26 conductor cable between the IMC-MBX and SCR-LGA boards is
connected properly.

SEC F3 Flag: This fault indicates that the voltage at test point TACH on the IMC-SMB3(5) Unit has exceeded
TS the maximum voltage of ±10.0VDC.
Adjust the TACH CAL (R116) trimpot on the IMC-DCP board.
DCP Message: Verify that the correct tachometer is being used .
Tach Feedback
Saturation
HHHHGHHG Verify that jumper TVR on the SCR-RIX board is in the correct position.
(09) Adjust the TACH trimpot on the IMC-SMB3(5) Unit. The resistance of this trimpot must be
Bypassed with about 32Kohms for 60VDC/1000RPM tachometer.
FBJ: NO Verify that Pattern Scaling, PG=1.00 on the Drive (Shift F5) screen.
SEC F3 Flag: This fault indicates that the car is stopped--there is no direction and RE is off--but the tach
TA voltage (Tach/Encoder Velocity on the F3 screen) exceeds 15 ft/min.
Re-calibrate the System Offset Adjustment by setting OSOA=ON on the Drive (Shift F5)
Tach/Encoder page.
Speed Not Off Check for a defective:
1. SCR-RIX board.
Bypassed with 2. IMC-MBX board.
FBJ: NO 3. IMC-DCP board (See Appendix G for board replacement instructions).
This fault indicates that the Terminal Switches process (on the DCP processor) on the IMC-DCP
board is not ready to move the car.
Terminal DDP Message: This message is displayed to indicate a general problem with the IMC-DCP board. See the
Switches Not GGHHHHGG Special Event Calendar or the F3 screen for terminal switch related failures.
Ready (C3) This fault may be cleared by pushing the RESET button on the SMB3(5) Drive Unit.
This status indicates that the TEST/NORM switch on the HC-RB4-SCRI board is in the TEST
position.
MP Message:
Test Mode HGGGHHHG Check the TEST/NORM switch on the HC-RB4-SCRI board.
Operation (71)
SEC F3 Flag: This fault indicates that the car has been delayed (direction arrow established - SUA/SDA). In
TOS most cases, the car is delayed at a floor because the doors are prevented from closing. When
the timed out of service (TOS) status is generated, the car is removed from hall call service until
MP Message: it is allowed to leave the landing.
Timed Out of
Service HHHGGGGG The timer is used to take the car out of service when the car is held excessively. Typically
(1F) this occurs when the doors are held open by continuous activation of the photo-eye, a call
button, or another reopening device. The TOS timer is a field-adjustable timer, which can be
lengthened or shortened to suit the specific installation (via the MP diagnostics).
SEC The photo-eye was on longer than the predetermined time (default 60 seconds).
Timed Photo- Check for an abnormal blockage of the optical device.
Eye Failure Check for a failure of the device itself, or of the photo-eye input (PHE or PHER) circuit.
SEC F3 Flag: This status is generated either when the established PI value corresponds to the bottom terminal
TflrDem landing, but the Down Slow Limit Switch is closed or when a valid PI value can not be found. A
top-floor demand is generated to move the car away from the landing to establish 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
MP Message: Down Slow Limit Switch is closed).
GGHGGHGG The car was placed on Inspection (the computer does not attempt to maintain the PI value
(DB) while the car is being moved in a “manual” fashion ( Top Floor Demand is declared when the
Top Floor
car is placed back into automatic operation).
Demand
If no floor encoding exists, car should move to one of the terminal landings to establish car
position.
If floor encoding exists and the car is level at a landing, check the floor encoding magnets or
vanes (perhaps a valid code cannot be read).
If floor encoding does not exist, check the terminal limit switches and associated wiring.
Verify the input circuits for USD and DSD by looking at:
1. 47Kohm resistors on top of the HC-RB4-x.
2. C2 ribbon cable on top of the HC-RB4-x.
3. HC-PI/O board.
4. Short circuit on relay board.

F3 Flag: This fault indicates that an UNTx switch velocity error occurred and an alternate pattern was
Up Normal UTV applied.
Terminal Trip See Velocity Error at UNTx for troubleshooting tips.
Velocity
F3 Flag: This fault indicates that the UETS switch was tripped. The system will be shut down.
Up Safety Trip
USV See Velocity Error at UETS for troubleshooting tips.
Velocity
SEC F3 Flag: This fault indicates that as the car approached a terminal landing, the Safety processor detected
DEF a higher than learned velocity when the contact opened on the DETS switch. The car will make a
correction run in the opposite direction of the failed switch until it reaches a valid floor. If the valid
floor is a false floor then the car will make a normal run to the next valid floor opposite the
direction of the failed switch.
parameters on the Pattern (Shift F4) page or to the location of the DETS switch (see
Velocity Error Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
at DETS If there are velocity fluctuations as the car approaches a terminal landing, the learn process
should be repeated several times and the learned velocities recorded in each case.
If the velocity varies by more than 5%, limit switches and roller guides should be checked.
Verify the operation of the DETS switch.
Bypassed with Verify that the SAF ON LED on the SMB3(5) Unit is not blinking.
FBJ: NO Verify that the learned values for the DETS switch on the Switches (Shift F5) screen are
reasonable.
Verify that the DETS input on the SCR-RIX board is connected.
SEC F3 Flag: This fault indicates that as the car approached a terminal landing the IMC-DCP (Safety
DNL processor) detected a car speed greater than the learned velocity at the time the contact opened
on one of the DNTx switches (DNTx or contacts on the TM switch).
Velocity Error DCP Message: parameters on the Pattern (Shift F4) page or to the location of one of the DNTx switches
at DNTx - HHHHGGGG (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
Lower Limit (OF) If there are velocity fluctuations as the car approaches a terminal landing, the learn process
Bypassed with If the velocity varies more than 5%, limit switches and roller guides should be checked.
FBJ: YES If the switch is functioning properly, then increase the Lower Limit parameter on the
Switches (Shift F7) page to allow a greater error before a velocity error is detected.
SEC F3 Flag: This fault indicates that as the car approached a terminal landing, the IMC-DCP (Safety
DNH processor) detected a car speed greater than the learned high trip speed when one of the DNTx
switches opened.
Velocity Error DCP Message: The learning process must be completed initially or any time modifications are made to the
at DNTx - HHHHGGGH parameters on the Pattern (Shift F4) page or to the location of one of the DNTx switches
Upper Limit (0E) (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
Physically check the integrity of the switch.
Bypassed with If the switch is functioning properly, then increase the Upper Limit parameter on the
FBJ: YES Switches (Shift F7) page to allow a greater error before a velocity error is detected.
SEC F3 Flag: This fault indicates that as the car approached a terminal landing, the Safety processor detected
UEF a higher than learned velocity at the time the contact opened on the UETS switch. The car will
make a correction run in the opposite direction of the failed switch until it reaches a valid floor. If
the valid floor is a false floor then the car will make a normal run to the next valid floor opposite
the direction of the failed switch.
parameters on the Pattern (Shift F4) page or to the location of the UETS switch (see
Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
Velocity Error
at UETS
If there are velocity fluctuations as the car approaches a terminal landing, the learn process
If the velocity varies by more than 5%, limit switches and roller guides should be checked.
Verify the operation of the UETS switch.
Bypassed with Verify that the SAF ON LED on the IMCSMB3(5) Unit is not blinking.
FBJ: NO Verify that the learned values for the UETS switch on the Switches (Shift F5) screen are
reasonable.
Verify that the UETS input on the SCR-RIX board is connected. If not this error may be
activated.

SEC F3 Flag: This fault indicates that as the car approached a terminal landing the IMC-DCP (Safety
UNL processor) detected a car speed greater than the learned velocity at the time the contact opened
on one of the UNTx switches.
Velocity Error DCP Message: parameters on the Pattern (Shift F4) page or to the location of one of the UNTx switches
at UNTx - HHHHGGGG (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
Lower Limit (OF) If there are velocity fluctuations as the car approaches a terminal landing, the learn process
Bypassed with If the velocity varies by more than 5%, limit switches and roller guides should be checked.
FBJ: YES If the switch is functioning properly, then increase the Lower Limit parameter on the
Switches (Shift F7) page to allow a greater error before a velocity error is detected.
SEC F3 Flag: This fault indicates that as the car approached a terminal landing, the IMC-DCP (Safety
UNH processor) detected car speed greater than the learned high trip speed when one of the UNTx
switches opened.
Velocity Error DCP Message: The learning process must be completed initially or any time modifications are made to the
at UNTx - HHHHGGGH parameters on the Pattern (Shift F4) page or to the location of one of the UNTx switches
Upper Limit (0E) (see Section 4.10, Learning the Normal (NTS) and Emergency (ETS) Limit Switches).
Physically check the integrity of the switch.
Bypassed with If the switch is functioning properly, then increase the Upper Limit parameter on the
FBJ: YES Switches (Shift F7) page to allow a greater error before a velocity error is detected.

6.3 USING THE SPECIAL EVENTS CALENDAR AND DATA TRAP
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 Fault Log is accessed from the Special Events Calendar Menu.
Press the F7 key while the Main Menu is displayed.
6.3.1 VIEW FAULT LOG
From the Special Events Calendar Menu (F7) screen press 1 or F7 to display the events logged
to the Special Events Calendar (Figure 6.10). 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.
FIGURE 6.10 Special Events Calendar (F7 - 1) screen
7/13/2000, 10:25:30 AM, F4=Main Menu

Direction : NONE Command : 0000 Armature : 000 Armature : 000.00
High Speed : OFF Tach/Enc : 0000 Motor Fld : 020 Command : 000.00
Start Floor : B Terminal : N/A Brake : 000
Stop Floor : B Safety : N/A
Step Floor : B Pattern : N/A SENSOR (volts) POSITION (ft)
Switch : B Motor Fld : 00.01 Absolute : 000'00.00"
PI : B Brake : 00.00
Event Code : 0x13 ( Drive )
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

2/14/2000 10:05:28 AM Motor Field Failure
2/15/2000 10:07:37 AM In Car Stop Switch
2:36:18 PM Position Error at DNT1
2/16/2000 2:36:20 PM Brake Output Circuit Failure
4:26:44 AM Lost Door Lock During Run

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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 Crtl + T (see Figure R.26). Table 6.11 lists the faults or events
which are recorded, including a description and recommended troubleshooting actions.
6.3.2 CLEAR FAULT LOG
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 of all events.
6.3.3 SPECIAL EVENTS - CONFIGURE BY TYPE
In order to aid in troubleshooting, the list of events which are logged to the Special Events
Calendar can be configured based on the event type.
While in the Special Event Calendar Menu (F7) screen is displayed, press the 3 key to access
the Special Events - Configure by Type (F7, 3) screen (see Figure 6.11). The Log column
controls which events are logged to the Special Events Calendar Fault Log. Place an 'X' in this
column if you want the event type listed in the selected row to be logged to the Special Events
Calendar. When the Event Description is highlighted, a more in depth description of the event
type is displayed above the column headings.
FIGURE 6.11 Special Events - Configure by Type (F7, 3) Screen
5/7/1999, 10:25:30, F4= Main Menu
Special Events - Configure by Type (F7, 3)

The Log column controls which events are logged to the Special Events
Calendar. Place an X in the Log column to have events of the type specified
by the selected row logged to the Special Events Calendar. Events with a
"." in the Log column will not be logged.
Log CMS Process Event Description 1 of 100
X . Drive AC Phase Failure
X . Control Auto Calibration Error
X . Control Auto Offset Adjustment Error
X . Communication Balanced
X X Operation Both USD And DSD Are Open
X . Operation Bottom Floor Demand
X . Drive Brake Calibration Failure
X . Drive Brake Current Not Off
X . Drive Brake Failure
X . Drive Brake IGBT Failure
X . Drive Brake Output Circuit Failure
X . Communication Bus Fuse Blown (2F)
X X Operation Car Call Bus Fuse Blown
X X Operation Car Out of Service with Doors Locked
X X Operation Car Out of Service without Doors Locked
X X Operation Car Safety Device Open
X . Pattern Checksum Error - Brake
X . Control Checksum Error - Control
X . Pattern Checksum Error - Drive
X . Pattern Checksum Error - Floor Height
ARROWS: Select, ENTER KEY: Edit, S: Saves
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6.3.4 SPECIAL EVENT DATA TRAP
To aid in troubleshooting, the Data Trap allows the user to view the status of the controller
during the six second period prior to a specific Special Event. The data trap continually records
the status of over 350 controller parameters, at 30ms intervals, in a buffer on the IMC-DDP
board. The buffer holds six seconds of data. While the data trap is recording, REC is displayed
on the top line of all of the CRT terminal screens. The Data Trap stops recording when it is
triggered by a Special Event. Recording is restarted by selecting Restart Data Trap from the
Special Events Calendar Menu (F7, 7).
Any of the Special Events can be designated to trigger the data trap. Selection of the Special
Event(s) that will trigger the data trap is accomplished using the Configure by Type selection
(F7, 3) from the Special Events Calendar Menu (see Figure 6.12). Special Events with an 'x'
in the 'DT' column will trigger the data trap.
FIGURE 6.12 Special Events - Configure by Type (F7, 3) Screen with DT selected
11/15/2000, 10:25:30, REC, F4= Main Menu

The DT column controls which events will trigger the Data Trap. The Data
Trap continually collects data from the controller. At any point in time, it
will contain the state of various inputs, outputs and internal flags from the
controller for the past several seconds. When a DT event occurs, the Data Trap
is stopped and the user can view the conditions that led up to the event. Once
a DT event occurs, the Data Trap remains stopped until manually reset. This
option is only available if the Log column has an X in it.
Log DT Process Event Description 1 of 175
X X Drive AC Phase Failure
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When the data trap is triggered by a Special Event, recording stops, and the data is transferred
to the MC-CGP-4P board for display. Transfer of the data can take up to two minutes,
therefore, the display screen has a field that shows Percent Samples Loaded from DDP. All of
the data has been transferred when this field shows 100% (see Figure 6.13). The date, time
and Special Event that triggered the Data Trap are shown under the screen's title.

FIGURE 6.13 View Data Trap (F7,6) Screen
RE C is displayed wh en the data trap is record in g.
W hen trigg ered by a S pecial E vent, W hen trigg ered by a S pecial E vent, recording
the da ta is tran sfered to the M C -C G P stops an d the d ata from the six se cond period
for displa y. This can take up to tw o preceeding th e trigg ering event is saved. U se
m inutes. All of th e data has been "R estart Data Trap" (F7, 7) to restart the
transfered w h en 100% is displa yed. recording.
12/3/1999, 10:25:30 AM, REC, F4= Main Menu
The d ate, tim e and S pecial Event that

Special Events - Data Trap (F7, 6) triggered th e data trap, causing it to
12/3/1999 10:15:23 AM LEVELING OVERSPEED stop re cording .
Percent Samples Loaded from DDP: 100%

Param eter value six -6.000s -4.800s -3.600s -2.400s -1.200s 0s
Trace Name +---------+---------+---------+---------+--------- Tim e L in e - 0s is the
seconds b efore the V
Special Even t occurred. C=Speed 000.19 000.00 000.00 000.97 004.76 point w hen the d ata
trap w as triggered by
P=Command Velocity 000.21 000.00 000.00 001.64 005.24 a Special Event. T he
S=Safety Velocity 000.42 000.00 000.00 000.82 004.78 recorded da ta is
displayed to the left
C=Terminal Velocity 000.00 000.00 000.00 000.87 004.82 in five tim e se gm en ts.
S=UP/85
Use the left/right a rrow s
S=LEV and ho m e/e nd to se le ct
D=UP/85 a point on the tim e line,
then u se the + /- keys to
Cursor - use up and P=UP zoom in or out o n that
dow n arrow keys to D=LEV/E14 portion of the tim e line.
select for editing. There are six segm e nt
(off) State = O F F State = O N sizes: 1.2sec, 600m s,
(off) m eans no trace +---------+---------+---------+---------+---------
-6.000s -4.800s -3.600s -2.400s -1.200s 0s
^ 300m s, 150m s, 60m s
and 30 m s.
is sele cted to vie w .
Type the name of the trace you wish to view and then press ENTER -- or use the
PAGE UP and PAGE DOWN keys to scroll through all the available traces.
Help m essag e for
selected T race Nam e.
ARROWS/HOME/END: Move Cursor PGUP/PGDN: Change Trace
+/-: Zoom IN/Out, Ctrl-P: Print, Ctrl-R: Reload
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Up to ten parameters (Trace Name) can be viewed at the same time. For some parameters,
the numeric values of the parameter are displayed, i.e., Speed and Command Velocity. For
other parameters, the state, ON and OFF, are displayed, i.e., UP/85 and LEV. The thin line
represents the OFF state and the thick line represents the ON state. Where (off) is shown, no
trace name has been selected for viewing. To change the Trace Name setting, move the cursor
(reverse video bar) to the desired line using the up and down arrow keys. Then use Page Up
and Page Down to scroll through the available trace names, or press Enter, type the desired
trace name and press Enter again. A list of the most commonly used trace names is provided
in Table 6.12.
The data samples are taken every 30ms. When the time line is set to the widest range, the full
six seconds of data is displayed. The numeric values displayed are the values at the beginning
of the time segment shown on the time line. For a state display, if the state is changing and the
time segment is too large to show the changing state, an 'X' is shown on the line. It is possible
to zoom in, make the time segment smaller, to better see the changes. Use the left and right
arrow keys and the home and end keys to position the carrot cursor on the time line at the
desired point, then use the '+' and '-' keys to zoom in and out on that portion of the time line.
There are six time segment sizes, 1.2 second, 600ms, 300ms, 150ms, 60ms and 30ms.
Figure 6.14 shows a zoom-in to 300ms time segments on the -1.230 second portion of the time
line.

FIGURE 6.14 Special Events - Data Trap (F7, 6) Screen - 300ms time segments
12/3/1999, 10:25:30 AM, REC, F4= Main Menu
Special Events - Data Trap (F7, 6)

300m s se gm en ts, zoom ed-in 12/3/1999 10:15:23 AM LEVELING OVERSPEED
on -1.230 se co nds on the
tim e line. Percent Samples Loaded from DDP: 100%
-1.830s -1.530s -1.230s -930ms -630mss -330ms
Trace Name +---------+---------+---------+---------+---------
V
C=Speed 002.83 003.74 004.66 004.04 000.03
P=Command Velocity 003.35 004.25 005.15 000.00 000.00
S=Safety Velocity 002.83 003.75 004.71 005.26 003.46
C=Terminal Velocity 002.85 003.83 004.72 005.23 003.47
S=UP/85
S=LEV
D=UP/85
P=UP
D=LEV/E14
(off)
-1.830s -1.530s
^
+---------+---------+---------+---------+---------
-1.230s -930ms -630ms -330ms

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TABLE 6.12 Data Trap Trace Names (most commonly used)
C = Control D = Drive P = Pattern S = Safety O = Operation
Numerical Values DDP Inputs SAF Inputs (DCP) MP Flags MP Flags

C=Armature Feedback Current D=ACP S=DETS O=DELSIM O=ISV
C=Armature Feedback Voltage D=BTF S=DN/87 O=DHO O=LD
C=Command Error D=CFF S=FLT RELAY O=DIN O=LEF
C=Current Sensor Offset D=CNPB S=FLTB O=DLK O=LFP
C=Current Integrator Offset D=CNPM S=INS/E31 O=DLKS O=LLI
C=Input Offset D=CNT/DISCNT S=LEV O=DMD O=LLW
C=Load Weigher D=DBF S=LRN O=DMU O=LOT
C=Output Offset D=DET S=UETS O=DNDO O=LU
C=Speed D=DN/87 S=UP/85 O=DNS O=LWCE
C=Synthetic Speed D=DNT1 O=DOB O=MGR
C=Terminal Velocity D=DNT2 DSP Inputs (DCP) O=DOF O=MLT
D=Brake Command Voltage D=DNT3 C=ADC BUSY O=DOI O=NDGBPS
D=Brake Command Current D=DNT4 C=CNT/DISCNT O=DOL O=NDS
D=Brake Feedback Voltage D=DNT5 C=DETS O=DOLM O=NUDG
D=Brake Feedback Current D=DRO C=DN/87 O=DPD O=NYDS
D=Command Current D=DZ/27 C=DNT1 O=DPR O=PHE
D=Motor Command Current D=EQ C=DNT2 O=DSD O=PK
D=Motor Feedback Voltage D=FLT RELAY C=DNT3 O=DSH O=PSTX
D=Motor Feedback Current FDBK C=DNT4 O=DSHT O=REAR
D=Motor Feedback Weakening D=FLTB C=DNT5 O=DZ O=REL
D=Motor Command Voltage D=H/88 C=DRO O=DZORDZ O=RUN
P=Absolute Position D=HIT C=FLT RELAY FDBK O=ECC O=SAF
P=Command Velocity D=HITD C=FLTB O=ECRN,YR O=SCE
P=Feedback Position D=INS/E31 C=INS/E31 Q O=SD
P=Pattern Velocity D=INTB C=LEV/E14 O=EPR,PTS O=SDA
P=Raw Position D=IOC C=LRN O=EQA,EPR O=SDT
P=Relative Position D=LEV/E14 C=SCR READY O=EQI O=SP2
S=Safety Velocity D=LRN C=UETS O=FCS O=SQH
D=LVN C=UNT1 O=FCSM O=STC
DDP Status D=MB PSF C=UNT2 O=FDC O=STCP/STEP,DZP
P=Active D=OLM C=UNT3 O=FRA O=STD
P=Bypass D=PLL C=UNT4 O=FRAS O=STU
P=Command Phase D=PR C=UNT5 O=FRC O=SU
P=Command Type D=PSF C=UP/85 O=FRM O=SUA
P=Command Set D=R0 O=FRS O=TEMPB
P=Command Curve D=R1 MP Flags O=FRSS O=TFA
P=Distance Lock D=R2 O=ATSF,SLV O=FWI O=TFD
P=Enabled D=R3 O=BFD O=GED O=THO,ISR
P=Fault D=R4 O=CC O=GEU O=THOTRN,EPI
P=Floor Number D=R5 O=CCA O=GHT O=TOS
P=INT D=RD O=CCB O=GTDE O=UC
P=Ready D=RE FDBK O=CCCI/RECMB O=GTUE O=UCA
P=Request D=SCR READY O=CCD O=H O=UCB
P=Start Floor D=UET O=CCH O=HCDX O=UDP
P=Step Floor D=UNT1 O=CCT O=HCR O=UFP
P=Stop Floor D=UNT2 O=CD,PTR O=HCT O=UFQ
P=Updated D=UNT3 O=CSB O=HD O=UPD
P=Velocity Lock D=UNT4 O=DBC O=HDLYE O=UPDO
P=Verified D=UNT5 O=DC O=HLD/NYCC O=UPS
D=UP/85 O=DCA O=HLI O=USD
DDP Outputs O=DCB O=HLW O=XREL
D=DRE O=DCC O=HSEL O=YSIM
D=FLT RELAY O=DCFN O=IN
D=INT O=DCP O=INCF
D=LWZ O=DDF O=IND
D=RE O=DDP O=INT/DCLC
D=SCR_RESET O=ISRT

6.3.5 REPORTING SPECIAL EVENTS TO A CENTRAL MONITORING SYSTEM (CMS)
IMC Performa controllers can be programmed to call a computer at a remote location when
specific events, logged to the Special Events Calendar, occur. The specific events which will
cause the controller to report the event are programmed from the Configure by Type (F7,3)
screen (see Figure 6.11).
If the controller is equipped with CMS, place an 'X' in the CMS column if you want the controller
to call a remote PC running CMS, Central Monitoring System for Windows software to report
this type of event. In order to place an 'X' in the CMS column, there must also be an 'X' in the
Log column for that type of event.
CMS COM PORT SETUP
The CMS Com Port Setup (F7, 5) screen is used to set the com ports to be used to transmit
emergency information to a remote PC running CMS. From the Special Events Calendar Menu
(F7) screen press 5 to display the CMS Com Port Setup screen (see Figure 6.15).
FIGURE 6.15 CMS Com Port Setup (F7, 5) Screen
12/28/1999, 10:25:30, F4= Main Menu
CMS Com Port Setup (F7, 5)
Emergency Transmission Switch: YES

Maximum Number of Attempts: 4
Com Device Media Transimit Emergencies on This Port?
--- ------ ----- ---------------------------------
1 CRTxK SCBL ---
2 CRTxK MODM ---
3 CMS SCBL YES
4 CMS MODM YES
Phone Dial Number

----- ---- ---------------------------
1 YES 555-5555
2 NO 666-6666
3 NO
4 NO
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Emergency Transmission Switch - Set to ON to transmit emergency messages to a remote

PC running CMS software.
Maximum Number of Attempts - Set to the number of times the system should attempt to
send each emergency message via modem to a remote PC running CMS software. If all
attempts fail, the system will stop sending after this number of tries until a new CMS connection
is established or another Emergency Event occurs.

Com, Device, Media - These are the current communication port settings. These settings are
programmed using the Computer Swing Panel as described in Section 5.4.1, Programming the
Communication Ports. The Device must be set to CMS for transmitting emergency messages
to a PC running CMS software.
NOTE: If Media = MODM (or MODM1 / MODM2), additional setup may be required
using the Modem Setup (F1, 9) screen. The default settings will work for
most standard modems.
Transmit Emergencies on this Port? - Set to YES to transmit emergency messages on this
port.
Phone, Dial, Number - Set Dial to YES and enter the phone number(s) to be dialed to send
emergency messages via a modem. The phone number(s) will only be dialed if at least one
com port is programmed for Device = CMS and Media = MODM (or MODM1 / MODM2) and
Transmit Emergencies on This Port = YES.
6.4 TROUBLESHOOTING CAR OPERATION CONTROL (COC)

Usually, a malfunction is due to a faulty input or output signal. Inputs are signals generated
outside the controller cabinet that connect to terminals inside the cabinet, and are subsequently
read by the computer during its input scan. Outputs are signals generated by the computer that
energize relays or turn on indicators during the computer's normal output scan. Since an
incorrect input or output can cause a system malfunction, tracing these signals to find the
source of the problem is essential. Read the example problem on the next page to become
familiar with signals generated in the system.
6.4.1 DOOR LOGIC
As complex as it is, the door logic basically answers one simple question; should the doors be
open? The computer looks at certain inputs and then calls upon specific logic to answer this
question. All of the inputs and flags generated by the specific logic are available for viewing
through the EOD. When troubleshooting a door problem, inspecting the action and sequence
of these flags and inputs is important. The status of these logic flags will generally point toward
the root of the problem. Once the computer has determined the answer to the door status
question, the appropriate outputs are turned ON or OFF, so the doors are in the desired state.
The computer looks at the following inputs:

• DBC - Door Close Button input
• DCLC - Door Closed Contacts input (Retiring Cam only)
• DLK - Door Locks input
• SE - Safety Edge input
• DOL - Door Open Limit input
• DZ - Door Zone input
• PHE - Photo Eye input
The computer generates the following outputs:

• DCF - Door Close Function output
• DCP - Door Close Power output
• DOF - Door Open Function output
• NUDG - Nudging output

TRACING SIGNALS IN THE CONTROLLER
The following example shows how an input signal can be traced from its source (field wire) to
its destination inside the computer (EOD). Monitor the Door Zone (DZ) flag. The door flags can
be viewed on the MP Input/output (F11,7) screen (see Figure 6.16). The DZ flag can also be
monitored using the Computer Swing Panel Diagnostic Indicators as described in Section 5.4.1,
Viewing the MC-MP Computer Variable Flags. Moving the car in the hoistway should cause this
light to turn ON/OFF, whenever the car goes through a floor. If the LED (flag) does not turn
ON/OFF, the following could be causing the problem.
1. Defective Door Zone sensor.

2. Incorrect hoistway wiring.
3. Faulty termination of hoistway wiring to the (DZ) terminal inside the controller.
4. Defect on the HC-RB4-SCRI or HC-PI/O board.
NOTE: If this installation has rear doors and at least one floor where both
openings exist, look up the rear door zone flag (DZR). Turn the
Diagnostic On/ Norm and the A5 switches ON (up). All other switches
are down. Diagnostic Indicator 6 shows the status of the DZR flag.
FIGURE 6.16 MP Input/Output (F11,7) screen
7/19/2000, 10:25:30 AM, F4=Main Menu
MP Diagnostic Input/Output Flags

21 DC UC CC DHO DOI
22 DCF DCP DOF LOT HTC CCT SDT
24 INT FRA FCS FRS DNS UPS STD STU
25 HLW HLI FWI
26 LFP UFP
27 EQI IND IN DEL YSIM
28 LLW DLK DZORDZ PK LLI
2D FRM FRC
dnID265
First, determine whether the problem is inside or outside the controller. With a voltmeter, probe
the Door Zone terminal (27). This terminal is in Area 3 of the job prints. Moving the car in the
hoistway should cause the voltmeter to read 120VAC when the car is in the door zone. If when
the car passes through the door zone the voltmeter does not read 120VAC the problem is
external to the controller (see items 1, 2, and 3 above). If the voltmeter does read 120VAC

when the car passes through the door zone the problem is internal to the controller (see item
4 above). The job prints show the DZ signal goes to the right hand side of the DZ relay to a 47K
1W resistor, to pin 8 of connector C2 on the HC-RB4 Relay board, and then to pin 8 of
connector C2 on the HC-PI/O board.
Figures 6.17 and 6.18 show the HC-PI/O and HC-RB4-SCRI boards and the location of the DZ
signal in the controller. Notice that if terminal 27 is powered, approximately 120VAC will be
present at the bottom of the 47K 1W resistor corresponding to DZ. The top of the same resistor
should read about 5VAC with respect to COM.
The HC-RB4-SCRI board has test pads on the front of the board which surround every relay
and connector. Relays IN2 and SAF each have a legend that indicates which pad corresponds
to which contact or its coil on this board. To be sure that the input from terminal 27 is making
its way to the relay coil, probe the test pad on the lower right hand side of the DZ relay.
It is not necessary to remove the relay or get to the back of the HC-RB4-SCRI board to trace
signals on the board. Signals can be traced on the HC-PI/O board. If the signal gets to the
HC-PI/O board but does not get to the computer, it is safe to assume that the problem is on the
HC-PI/O board.
Important computer-generated logic flags:

• CCT - Car Call Time flag
• DOI - Door Open Intent flag
• DSH - Door Shortening (Intermediate) flag
• DSHT - Door Shortening (Final) flag
• HCT - Hall Call Time flag
• LOT - Lobby Time flag
• SDT - Short Door Time flag
Using the logic flags listed above, the computer makes a decision regarding the doors. The
Door Open Intent flag's (DOI) status reflects the computer's decision. If the computer
recognizes the necessity of either opening the doors or keeping the doors open, this flag will
come ON. This flag can be found using the EOD. When viewing this flag, the corresponding
Diagnostic Indicator will turn ON when the computer decides that the doors should be open.
The DOI flag is a useful flag to inspect when troubleshooting door problems. Remember if DOI
is ON, it will turn the DOF output ON which should pick the DO relay. The door should stay
open until the DOL (Door Open Limit) turns OFF. The absence of DOL will turn the DOF output
OFF. DOI will remain ON for the door dwell time (CCT, HCT, etc.). When DOI turns OFF, the
DCF output turns ON and the DC relay will close the car doors. The signal that turns the DCF
output OFF is DLK (Doors Locked) or possibly DCLC if the car has a retiring cam. After the
doors are locked there is approximately a two-second delay before the DCF output turns OFF.
If there is a demand for the car (as is evidenced by the DMU or DMD flags being on) and if the
DOI flag is not ON, then the DCP (Door Close Power) output will be turned ON regardless of
the position of the door. The DCP output is used to provide door closing power while the car
runs through the hoistway for those door operators requiring it, such as those made by the
G.A.L. corporation.
The door logic provides protection timers for the door equipment for both open and closed
functions. If the doors get stuck because the door interlock keeper failed to lift high enough to
clear the door interlock during the opening cycle, then the doors cannot complete opening,
which could damage the door motor. The Door Open Protection Timer will eventually stop trying
to open the doors and the car will then go on to the next call. Similarly, if the doors do not close
all the way, the computer recycles the doors at a programmed interval in an attempt to clear
the problem.

FIGURE 6.17 HC-PI/O Power Input/Output Board Quick Reference
42-QR-HC-PCI/O Rev. 1 HC-PI/O QUICK REFERENCE CARD (Board 3)

Connector C2
INPUT PIN
SAF 1
DBC 2
SE/DOB 3
PHE 4
DOL 5
STU 6
STD 7
DZ 8
IN 9
IND 10
UPS 11
DNS 12
LU 13
LD 14
USD 15
DSD 16
DLK 17
FRS 18
FCS 19
FRA 20
SPARE 1 21
SPARE 2 22
Connector C1
OUTPUT PIN
SST/MGR 1
FWI 2,4
SPARE 2 input 3
SPARE 1 input 5
NUDG 6
Lamp Common 7
CSAF 8
SUB/REL 9,11
DCP 10
DCF 12
Stop SW Out 13,15
DOF 14
UPDO 16
DNDO 18
Stop SW Source 17,19
H 20

FIGURE 6.18 HC-RB4-SCRI Relay Board Details
The computer basically looks for a reason to open the doors. If a valid reason to open the doors
is not found, or if conditions are detected that prohibit the opening of the doors, the logic will
close the doors (reset, or turn DOI OFF). To open the doors, the car must be in a door zone
and not running at high or intermediate speed. Once the car has settled into a proper position
to open the doors, a condition must exist that indicates that the doors should be open. Some
of these conditions are listed below:
• Call demand at the current landing (or a call has just been canceled)
• Safety Edge/Door Open Button (DOB) input
• Emergency/Independent Service conditions
• Photo Eye input
When a call is canceled, one of the following door time flags should be turned ON: CCT, HCT,
or LOT. When one of the reopening devices (SE or DOB) is active, the SDT flag is turned ON.
When an Emergency or Independent Service condition exists, the presence of the particular
condition will cause the DOI flag to be set. Some of these conditions include: Fire Service,
Emergency Power operation, Independent Service, Attendant Service, etc.
Once the state of the computer flags has been determined, inspect the high voltage hardware
to see if the appropriate functions are being carried out. For example, if the doors are closed
and the DOI flag is set, the doors should be opening (the DO relay picked). If the doors are
open and the DOI flag is cleared (turned OFF), the doors should be closing (the DC relay
picked).
It is vital to determine whether or not the control system is doing what its logic determines it
should be doing. If the control system is doing what the logic intended it to do, then it is
important to determine how the logic came to its conclusions. If the control system is not doing
what the logic intended it to do, then it is important to determine what is preventing the desired
function from being carried out. The diagnostics on the Computer Swing Panel and/or the CRT
can help determine which situation is present. The output flags will show which outputs the
computer is attempting to turn ON/OFF. Compare the flags with what is actually happening in
the high voltage hardware.

6.4.2 CALL LOGIC - NORMAL OPERATION
NOTE: If the controller is equipt with the SmartLink for Car Operating
Panel option, see Appendix L, Option SmartLink for Car
Operating Panel, for troubleshooting information.
Calls are input to the system by grounding the appropriate call input, as labeled on the Call
Input/Output board (Figure 6.19, HC-CI/O Call Input/Output Board Quick Reference). The act
of physically grounding the call input terminal turns on the corresponding LED on the Call
board. Recognition and acceptance of the call by the computer will cause the indicator to
remain lit on the board. Cancellation of the call turns the indicator off. The single input/output
terminal on the Call board accepts call inputs from the call fixture push-buttons, and also serves
as the output terminal illuminating the call fixtures to indicate registration of a call. This means
that the field wiring is identical to that used for a standard relay controller.
The computer may intentionally block call registration. When the computer prevents car call
registration, it turns ON the Car Call Disconnect flag (CCD) for that car. Inspection of this flag
in the diagnostics (ADDR 2C, Diagnostic Indicator #3) will tell if the computer is preventing the
acceptance of calls. If the CCD flag is ON, the reason for this condition must be discovered.
CCD condition is caused by: Fire Service, motor limit timer elapsed, bottom or top floor
demand, etc.
A corresponding flag exists for hall call registration prevention. The computer may detect
conditions that prevent hall calls from registering, and set the Hall Call Disconnect Flag
(HCDX). This is a system flag (as opposed to a per car flag) but is available for viewing in the
diagnostic display along with each car's operating flags. There are many reasons for the
computer to reject hall call registration: Fire service, a hall call bus problem, no available cars
in service to respond to hall calls, etc.
If a call circuit becomes damaged or simply stuck on as the result of a stuck push-button, the
elevator will release itself from the stuck call automatically. If the push-button remains stuck,
the car will stop at the floor each time it passes. Again, the computer will release itself
automatically, thereby allowing continued service in the building.

FIGURE 6.19 HC-CI/O Call Input/Output Board Quick Reference
42-QR-HC-CI/O Rev. 2 HC-CI/O QUICK REFERENCE CARD (BOARD 2)
Call Power Terminals Bottom most CallTerminal*
Call Label Strip*

If a call board is
replaced, remove
the Call Label Strip
and transfer it to
the new board
Jumper Plug
If a call board is
replaced, the jumper
plug must be
transferred to the
new board and the
notch orientation
must stay the same
Bottom most
Resistor Fuse*
Bottom most
Triac*
Watch out for
polarity when
replacing
* The Triacs,
Resistor Fuses
and Call Terminals
are layed out in the
same sequence as
shown on the Call
Label.

6.4.3 TROUBLESHOOTING THE CALL CIRCUITS
If there is a problem with a call, first disconnect the field wire or wires from that call terminal to
determine if the problem is on the board or in the hoistway wiring or fixtures. Disconnect the
calls by unplugging the terminals, or removing individual wires. If the individual field wire is
disconnected, lightly tighten the screw terminal since it may not make contact if an attempt is
made to ground the terminal using a jumper when the screw on the terminal is loose.
NOTE: Call terminal voltage must be 85% of call supply voltage.

Example: If supply is 100VAC, terminal voltage may be 85VAC
to 100VAC. 80VAC is insufficient.
TABLE 6.13 Call Board Troubleshooting

Problem Recommended steps to resolve the problem
Call Terminal Voltage 1. Turn OFF the power and remove the resistor fuse associated with that
is insufficient terminal.
2. Turn ON the power and check terminal voltage again.
3. If no voltage is present on the terminal:
a. Check the jumper plug (header) on the HC-CI/O Call board. The
jumper plug socket is located on the right hand side near the call
indicators. If a Call board is replaced, this jumper plug must be
transferred to the new board and stay in the same board position
(more than one Call board on the controller).
b. Verify that the correct incoming power is on terminals marked PS1,
PS2 and PS3. NOTE: Power will exist on at least one and possibly
more of these terminals.
Call LED is ON even 1. Reset the computer (Computer Reset pushbutton on Swing Panel).
though the field wire is 2. Run the car to the nearest landing to reset PI.
removed 3. It may be necessary to reset the computer in the Group Supervisor in order
to reset a latched hall call.
4. If the call does not cancel under these conditions--replace the call board
Cannot register a hall To discover whether the problem is with the call board or the field wiring:
call at the call board 1. First remove the resistor fuse and disconnect the field wire(s).
2. Verify that the HCDD, Hall Call Disconnect Computer Variable Flag is OFF
(Address 2C, LED 6).
3. Verify that there is proper voltage on the call terminal.
4. Register a call by shorting the call terminal to terminal 1 or GND and verify
with EOD as described in Section 5.4.3, Viewing and Entering Calls (the
call registered light on the call board may not work correctly).
5. If the call does not register under these conditions--replace the call board.
6. If the call circuit works with field wires removed, before connecting wires,
jumper the wire(s) to ground or terminal 1 and press the call pushbutton. If
a fuse blows, there is a field wiring problem. If connecting the call wires
causes a problem, the call board may be damaged.
Call remains latched Remove the associated resistor fuse. If call cancels, replace the bad resistor
even though the car fuse.
arrives at that landing

6.4.4 TROUBLESHOOTING THE CALL INDICATORS
When working correctly, a call indicator glows brightly when a call is registered and glows dimly
or not at all when a call is not registered.
NOTE: Before troubleshooting the call indicators, ensure that the call
circuit is working correctly, the field wires are connected and the
resistor fuses are plugged in. If the board is arranged for neon (or
LED) indicators (HC-CI/O -N board), the board indicators are not
affected by the fixture bulbs.
TABLE 6.14 Call Indicator Troubleshooting

Problem Recommended steps to resolve the problem
With a call registered, the Call Incandescent bulb in the fixture for the call is burned out or missing.
Indicator is dimly lit (Call Board is Replace the bulb.
HC-CI/O)
Indicator glows bright whether or Bad triac or triac driver transistor. Check triac with power OFF and
not there is a call registered field wire removed. Failed triac usually measures a short circuit from
the metal back (collector) to terminal 1. If board is not in system,
measure short between metal back and pad area around mounting
hole. Be careful, the metal back of the triac is connected to AC when
power is ON. NOTE: bottom triac corresponds to bottom terminal.
6.5 PC BOARD QUICK REFERENCES

This section contains a quick reference for the PC boards found in the typical IMC Performa
controller. They are as follows:
• MC-MP-1ES Main Processor Board Quick Reference . . . . . . . . . . . . . . . . Figure 6.20

• MC-MP2 Main Processor Board Quick Reference . . . . . . . . . . . . . . . . Figure 6.21
• HC-PI/O Power Input/Output Board Quick Reference . Figure 6.17 in Section 6.4.1
• HC-CI/O Call Input/Output Board Quick Reference . . . Figure 6.19 in Section 6.4.2
• MC-CGP-4 Communication Processor Board Quick Reference . . . . . . . Figure 6.22
• MC-RS Communication Interface Board Quick Reference . . . . . . . . Figure 6.23
• IMC-DDP-D Digital Drive Processor Board Quick Reference . . . . . . . . . . Figure 6.24
• SCR-RIX Relay Interface Board Quick Reference . . . . . . . . . . . . . . . . Figure 6.25
• SCR-ENCS Encoder Power Board Quick Reference . . . . . . . . . . . . . . . . Figure 6.26
• IMC-MBX Mother Board for IMC-SMB3(5) Unit Quick Reference . . . . . Figure 6.27
• IMC-DCP Drive Control Processor Board Quick Reference . . . . . . . . . Figure 6.28
• IMC-PRI Power Relay Interface Board Quick Reference . . . . . . . . . . . Figure 6.29
• IMC-SPI SCR Power Interface Board Quick Reference . . . . . . . . . . . Figure 6.30
• SCR-LGA SCR Logic Board Quick Reference . . . . . . . . . . . . . . . . . . . Figure 6.31
• Standard Board Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 6.32

FIGURE 6.20 MC-MP-1ES Main Processor Board Quick Reference
42-QR-MC-MP-IES Rev. 1 MC-MP-1ES QUICK REFERENCE
JUMPER TYPICAL SETTING DESCRIPTION
A = 27C512 or 27C256 EPROM

J3 A
B = 27C128 EPROM
A = 27C512 EPROM
J4 A
B = 27C256 or 27C128 EPROM
N/C = Car Controller

J5 see Description
ON = M3 Group Supervisor
J6 N/C Jumper not loaded
A = 32K X 8 RAM, M5M525610-LP or HY62256ALP-10

J7 A
B = 8K X 8 RAM, TC5564 or AM99C88
A = 32K X 8 RAM, M5M525610-LP or HY62256ALP-10

J8 A
B = 8K X 8 RAM, TC5564 or AM99C88

FIGURE 6.21 MC-MP2 Main Processor Board Quick Reference
42-02-MC-MP2 Rev. 1 MC-MP2 QUICK REFERENCE
JUMPER TYPICAL SETTING DESCRIPTION
N/C or A = Car Controller

JP5 see Description
A (pins 1 & 2) = M3 Group Supervisor
JP6 N/C Jumper not loaded
A = 27C020 or MC27C2001 EPROM

JP9 A
B = 27C512, 27C010 or MC27C1001EPROM
JP10 N/C Jumper not loaded
JP11 A A = SRAM A16 Bank select enabled, B = Bank select disabled
JP12 A A = ROM A17 Bank select enabled, B = Bank select disabled
JP13 A A = ROM A16 Bank select enabled, B = Bank select disabled

FIGURE 6.22 MC-CGP-4 Communication Processor Board Quick Reference
42-QR-MC-CGP Rev. 2 MC-CGP-x QUICK REFERENCE
JUMPER TABLE
CGP-4
JUMPER CGP
CGP-8 DESCRIPTION
JP1 A A Communication Clock Rate: set to A if JP4 = B, set to B if JP3 = A or B or if JP4 = A.

Master Clock Rate: ON = Enabled, N/C = Disabled. Set to ON if JP4 = B.
JP2 ON ON
Set to N/C if JP3 = A or B or if JP4 = A.
JP3 N/C N/C Communication Clock: A = 16 Mhz, B = 4 Mhz (if JP3 = A or B, JP4 must = N/C).
JP4 B B Communication Clock: A = 8 Mhz, B = 2 Mhz (if JP4 = A or B, JP3 must = N/C).
This jumper relates to the I/O Bus Connector (J5), which is currently not used.
JP5 B B
I/O Connector J5 Pin 38 function: A = i960 Interrupt INT3# input, B = IO_CS1# output.
JP6 B B EPROM Size (27Cxxx): set to A for xxx = 512, set to B for xxx = 010, 020, 040 or 080.
JP7 A A Off Board Reset Signal: A = Enabled, B = Disabled.
JP8 B A or hard EPROM Size (27Cxxx): set to A for xxx = 010, 020, 040 or 080, set to B for xxx = 512.
wired
JP9 B B EPROM or Flash Memory: A = Flash, B = EPROM.
JP10 B B EPROM or Flash Memory: A = Flash, B = EPROM.
JP11 A B or hard SRAM Size (68xxx): set to A for 1Mb SRAM, set to B for 4Mb SRAM.
wired

FIGURE 6.23 MC-RS Communication Interface Board Quick Reference
42-QR-MC-RS Rev.2 MC-RS QUICK REFERENCE CARD

MC-RS COM Port Toggle Switches
Port Switch Setting Cable Connects to
DCE CRT Terminal or PC
DTE Line Driver or Modem
OR
OR
Jumper Setting Description
JP3 Car Setting for car controllers (Simplex or Local).
Group Setting for Group controller. Only the Group MC-RS board should be set to Group.
JP4 B Set to B on all MC-RS boards

FIGURE 6.24 IMC-DDP-D Digital Drive Processor Board Quick Reference
42-QR-IMC-DDP Rev. 1 IMC-DDP QUICK REFERENCE CARD page 1 of 2
IMC Performa DDP Status / Error Messages H = LED off G = LED blinking
DDP Diagnostic
Hex MODE MEANING
Indicators*
Single LED scanning Normal Normal Operation, no errors or status messages
18 HHHGGHHH Normal SCR Drive not Ready

24 HHGHHGHH Normal Drive Control not Ready
42 HGHHHHGH Normal Pattern Generator not Ready
66 HGGHHGGH Normal Safety not Ready
99 GHHGGHHG Normal SMB Unit not Ready
C3 GGHHHHGG Normal Terminal Switches not Ready
* DDP Diagnostic Indicators on top of the Computer Swing Panel

FIGURE 6.24 IMC-DDP-D Digital Drive Processor Board Quick Reference
JUMPERS
NOTE: NC = No Pins Connected, ON = Pins Connected, N/A = not applicable
JUMPER IMC-DDP IMC-DDP-B IMC-DDP-D REASON
IMC-DDP-C
JP1 NC NC NC Future use - Flash EPROM
JP2 A NC NC EPROM: U5 & U6 27C512 (64K) = A 27C010 (128K) = NC
27C020 (256K) or 27C040 (512) = B
JP3 A A A RAM: U7 - U10 less than 2 Megabit = A 2 Megabit of larger = B
JP4 NC NC NC Future use - Large EPROMS
JP5 B B B RAM: U7 - U10 28 PINS= A 32 PINS= B
JP6 B B B EPROM: U5 & U6 27C256 (32K) = A 27C512 (64K) or larger = B
JP7 NC NC NC Future use - Flash EPROM
JP8 B B A Timer/External Clock freq: 4MHz = B 8MHz = A
JP9 NC NC NC RAM: U7 - U10 less than 4 Megabit = NC 4 Megabit or larger = YES
JP10 A A A External Clock source: From Timer=B From OSC = A
JP11 ON ON ON INT2 Interrupt from timer: Enable = ON Disable = NC
JP12 ON ON ON INT1 Interrupt from timer: Enable = ON Disable = NC
JP13 B B B EEPROM: U15 X28C256 (32K) or larger = A
X28C64 (8K) or smaller = B
JP14 A A B EEPROM: U15 X28C16 (2K) or smaller = A
X28C64 (8K) or larger = B
JP15 A A A EXTERNAL BUS: Yes = A No = B
JP16 A A A RESET: From CPA board = A On board only = B
JP17 NC NC NC External BUS signal: INT3 input = B IO_CS1 output = A
JP18 NC NC NC DDP RESET Output to CPA board:
Enable = YES Disable = NC
JP19 NC NC NC INT3: Enable from CPA board = YES
Disable from CPA board = NC
S2 N/A N/A A EEPROM write protect: Write Enable = A Write Disable = B

FIGURE 6.25 SCR-RIX Relay Interface Board Quick Reference
42-QR-SCR-RIX Rev 3 SCR-RIX QUICK REFERENCE BOARD 55
Measured Voltage On Input Dropping Resistors (for “ON” State)

Resistor Input VAC VAC Resistor Input VAC VAC
R5 RDBP 3.7 120 R14 LEV(E14) 3.7 120
R6 INTB 3.7 120 R15 DZ (27) 3.7 120
R7 MR 3.7 120 R16 EQ 3.7 120
R8 DN (87) 3.7 120 R17 FBP1 120 3.7
R9 UP (85) 3.7 120 R18 CNPM 3.7 120
R12 H (88) 3.7 120 R19 CNPB 3.7 120
R13 INS (E31) 3.7 120 ( ) = INPUT DESIGNATION ON THE BOARD
INDICATORS
RD - Landing System Read Sensor
PR - Landing System Parity Sensor
Rx - Landing System Rx Floor Code Sensor (x = 0 thru 5)
DETS - Down Emergency Terminal Limit Switch
UETS - Up Emergency Terminal Limit Switch
UNTx - Up Normal Terminal Switch x (x = 1 thru 5)
DNTx - Down Normal Terminal Switch x (x = 1 thru 5)
JUMPERS
JP1 - TVR (20-80VDC / 81-120VDC) = Tach input voltage (TS - TC) range.
JP2 - TVR (20-80VDC / 81-120VDC) = Tach input voltage (TS - TC) range.
JP3 - INTB (NORM/LRN) = “NORM”
FBP1 to FBP2 - Fault Bypass - Bypasses Drive Faults when FBP1 is connected by wire jumper to FBP2.

42-QR-SCR-RIX Rev 3 SCR-RIX QUICK REFERENCE Board 55
RELAYS
LWZ - Load Weigher Zero adjust - goes low to zero (1.0VDC) Loadweigher output.
INT - Intermediate Speed - stays picked until the car speed is less than VLI, Leveling Inhibit Speed
parameter, typically 145 fpm.
LE - Leveling Enable
FLT - Fault Relay - drops out under the command of the DDP, SAF or DCP software
TRIACS
Q1 - LWZ (Load Weigher zero adjust)
Q2 - INT (Intermediate Speed)
Q3 - RE (Run Enable)
Q4 - FLT (Fault Relay)
IDC CONNECT TERMINALS

MR - M Contactor Redundancy input
2 - 2 Bus
1 - 1 Bus
85 - Up Direction input
87 - Down Direction input
CNPM - PT2 & PT3 Redundancy input
CNPB - MX & PT1 Redundancy input
RE - Run Enable output to the SCR-PRI board
FLT4 - FLT contact for Brake/M Contactor power feed
88 - High Speed input (H)
E31 - Inspection input (INS)
E14 - Leveling input (LEV)
27 - Door Zone input (DZ)
EQ - Earthquake input
E33 - N/C
E32 - LE relay ground feed
FLT1 - Fault contact for the Safety String (SAF relay)
FLT2 - Fault contact for the Safety String (SAF relay)
FLT3 - FLT contact for Brake/M Contactor power feed.
25 - Level Down output (LD)
26 - Level Up output (LU)
SCREW TERMINALS
TC - Tachometer Common
TS - Tachometer Signal
COM - Shield
RD - Landing System Read Sensor
PR - Landing System Parity Sensor
Rx - Landing System Rx Floor Code Sensor (x = 0 thru 5)
93 - Up Outer Leveling Marker (UOLM)
94 - Down Outer Leveling Marker (DOLM)
95 - Quadrature pulse 1 input
96 - Quadrature pulse 2 input
LW+ - Load Weigher + input
LW- - Load Weigher - input
DETS - Down Emergency Terminal Limit Switch
UETS - Up Emergency Terminal Limit Switch
UNTx - Up Normal Terminal Switch x (x = 1 thru 5)
DNTx - Down Normal Terminal Switch x (x = 1 thru 5)
25X - Level Down input (LD) from the Landing system.
26X - Level Up input (LU) from the Landing system.
LWZ - Auto-zero output to the Load Weigher unit
2 - 2 Bus
1 - 1 Bus

FIGURE 6.26 HC-ENCS Encoder Power Board Quick Reference
42-QR-HC-ENCS Rev 1 HC-ENCS QUICK REFERENCE
J1 Terminals
Z+ - N/C
Z- - N/C
B+ - Square wave pulses from the Encoder (0 - 12V)
B- - Square wave pulses from the Encoder (0 - 12V)
A+ - Square wave pulses from the Encoder (0 - 12V)
A- - Square wave pulses from the Encoder (0 - 12V)
VEC - Common
VE+ - +12 VDC to the Encoder

FIGURE 6.27 IMC-MBX Mother Board Quick Reference
42-QR-IMC-MBX Rev 1 IMC-MBX QUICK REFERENCE BOARD 54
INDICATORS
U6 - Alphanumeric Display
OLM - Indicates the transition through the
Outer Leveling marker. The signal
occurs 1 ft. (305mm) before a floor.
DP1 - Indicates the transition of the
Channel A quadrature signal from
the car top landing system.
DP2 - Indicates the transition of the
Channel B quadrature signal from
the car top landing system.
DDP ON - Indicates that the IMC-DDP-D
Processor is looping.
TEST POINTS
TP1 - Outer Leveling Marker (OLM)
TP8 - Width of MF trigger signal
TP9 - +5 VDC
TP10 - Ground (COM)
TP11 - +15 VDC
TP12 - -15 VDC
ACSB - AC zero crossing signal for the
Brake (60 Hz Square Wave)
ACSM - AC zero crossing signal for the
Motor Field (60 Hz Square Wave)
BT - Brake trigger signal
DP1 - Not loaded, use Test Point DP1 on
the IMC-DCP board.
DP2 - Not loaded, use Test Point DP2 on
the IMC-DCP board.
MFT - Motor Field Triggering Signal - a
burst of three to six pulses. Voltage
varies from 0 to +15 VDC. These
pulses are varied to obtain the
desired motor field voltage.
MFT (3 to 6 30 s pulses)
13V
ACSM
-13V
16.66ms
Signal at Test Points MFT and ACSM to

COM (TP10)
ACSB
13V
BT
5V
-13V
16.66ms
Signal at Test Points BT and ACSB to COM

(TP10) when the car is running.

TABLE 6.15 Signals Processed by the IMC-MBX Mother Board
Signals Processed by the IMC-MBX Board From To

93 Up Outer Leveling Marker (UOLM) RIX DDP
94 Down Outer Leveling Marker (DOLM) RIX DDP
95 Quadrature pulse 1 input RIX DCP, DDP
96 Quadrature pulse 2 input RIX DCP, DDP
ACP AC Phasing SCR DCP
ACSB AC zero crossing reference signal from the Motor Field SPI->DCP MBX
ACSM AC zero crossing reference signal from the Brake SPI->DCP MBX
AI Armature feedback current SCR DDP
AV Armature voltage from the System 12 SCR Drive SCR DDP
BT Brake trigger MBX->DCP SPI
BTF Brake trigger fault DCP DDP
CFF Contactor or Fuse Failure SCR DDP
CNPB MX & PT1 Redundancy input RIX DDP
CNPM PT2 & PT3 Redundancy input RIX DDP
CNT/DIS Continuous/Discontinuous loop current SCR DDP
DBF Dynamic Brake Fault SCR DDP
DCC Current command to the System 12 SCR Drive DCP DDP
DETS Down Emergency Terminal Limit Switch RIX DCP, DDP
DFLT Drive Fault DDP SPI
DN Down Direction RIX DCP, DDP
DNTx Down Normal Terminal Limit Switch x (x = 1 thru 5) RIX DCP, DDP
DRE System 12 SCR Drive enable signal DDP SCR
DRO System 12 SCR Drive ON SCR DDP
DRV-Reset IMC-SMB3(5) drive reset DCP DDP
DZ Door Zone RIX DDP
EE_WR_STA EEPROM write status DCP DDP
EQ Earthquake input RIX DDP
FLT Fault Relay (DSP | ETS | DDP) DCP RIX
FLTB Fault Bypass RIX DCP, DDP
H High Speed RIX DDP
HITD IMC-SMB3(5) high temperature fault (1850 F) SPI->DCP DDP
0
HITS System 12 SCR high temperature fault (160 F) SCR DDP
INS Inspection operation RIX DCP, DDP
INT Intermediate speed DDP RIX
INTB Intermediate bypass RIX DDP
IOC Instantaneous Over Current SCR DDP

TABLE 6.15 Signals Processed by the IMC-MBX Mother Board
Signals Processed by the IMC-MBX Board From To

LE Leveling Enable DDP RIX
LEV Leveling RIX DCP, DDP
LRN Learn switch DCP DDP
LVN Loop voltage non-zero SCR DDP
LW+ Load Weigher + input RIX DDP
LW- Load Weigher - input RIX DDP
LWZ Load weigher zero adjust DDP RIX
MB-PSF Power supply fault in the monitoring circuit of MBX board MBX DCP, DDP
MFF Motor Field failure DDP SPI
MFSAT Motor Field saturated DDP SPI
MFT Motor Field trigger MBX->DCP SPI
MFW Motor Field weakening commanded from the System 12 SCR DDP
SCR Drive
MR M Contactor Redundancy input RIX DDP
PLL Phase Lock Loop Fault SCR DDP
PR Landing System Parity Sensor RIX DDP
PSF System 12 SCR Drive power supply fault SCR DDP
PTA Pre-Torque DCP SCR
QA Indicates the transition of the Channel A quadrature signal ENCS DCP
from the hoist motor encoder
QB Indicates the transition of the Channel B quadrature signal ENCS DCP
QZ Marker pulse indicating one encoder revolution ENCS DCP
RD Landing System Read Sensor RIX DDP
RE Run enable output DCP & DDP SPI, RIX
READY System 12 SCR Drive ready SCR DDP
RST to SCR Reset faults on System 12 SCR Drive DDP SCR
Rx Landing System Floor Code Sensor x (x = 0 thru 5) RIX DDP
TC Tachometer Signal RIX DDP
TS Tachometer Common RIX DDP
UETS Up Emergency Terminal Limit Switch RIX DCP, DDP
UNTx Up Normal Terminal Limit Switch x (x = 1 thru 5) RIX DCP, DDP
UP Up direction RIX DCP, DDP

FIGURE 6.28 IMC-DCP Drive Control Processor Board Quick Reference
42-QR-IMC-DCP IMC-DCP QUICK REFERENCE
DCP RESET
+5V
DGND
JP1
S4 -
EEPROM
WRITE
PROTECT
DP2
ENC-Z
+15V
-15v
DRV RST
BT
DP1
MFW
AI
BI
PTA
QA
VREF QB
RE
TFL
AV
VR+5 LEARN
SWITCH
LW
VR-5 MFI
AIF
T - TACH
DCC
STP1
STP2
AGND
TACH CAL
LW CMR
DN 3856 R1

FIGURE 6.28 IMC-DCP Drive Control Processor Board Quick Reference
42-QR-IMC-DCP IMC-DCP QUICK REFERENCE

Italics indicate board label where different from cover label
INDICATORS
DCP DIAGNOSTIC LEDS - (1 thru 8) D35 THRU D42
DSP ON - DSP/ON Indicates that the Digital Signal Processor is looping.
SAF ON - SAF/ON Indicates that the Safety Processor is looping.
ENCA - QA Indicates the transition of the Channel A quadrature signal from the hoist motor velocity encoder.
ENCB - QB Indicates the transition of the Channel B quadrature signal from the hoist motor velocity encoder.
RE - Run Enable
SFLT - The Safety processor has detected one or more faults and has tripped the FLT relay.
LEARN - The IMC-SMB3(5) Unit has been placed on Learn Operation to learn the terminal switches (LEARN SWITCH is ON)
TEST POINTS
+5 - +5 VDC from the Power Supply
+15 - +15 VDC from the Power Supply
-15 - -15 VDC from the Power Supply
AGND - Analog Ground
AI - Armature current from the System 12 SCR Drive (± 1.8 VDC at rated armature current).
AIF - Filtered armature current - smoothed AI (± 1.8 VDC at rated armature current).
AV - Armature voltage from the System 12 SCR Drive (± 8 VDC).
BI - Brake current (maximum 8 VDC).
BT - Trigger signal for the Brake power device.
DCC - Current command to the System 12 SCR Drive (± 3 VDC).
DGND - Digital Ground
DP1 - Quadrature pulse 1 from the Landing System (input 95) (0 to 5 VDC).
DP2 - Quadrature pulse 2 from the Landing System (input 96) (0 to 5 VDC 50% duty cycle, 900 out of phase from DP1).
ENC-Z - not used
LW - Load Weigher (+ 10 VDC maximum).
MFI - Motor Field Current: (± 8 VDC maximum).
MFW - Motor Field Weakening command from the System 12 SCR Drive.
QA - Indicates the transition of the Channel A quadrature signal from the hoist motor encoder (+5 V = ON, 0 V = OFF).
QB - Indicates the transition of the Channel B quadrature signal from the hoist motor encoder (+5 V = ON, 0 V = OFF).
STP1 - Software Test Point 1 - Signal is determined by the TP1, Test Point 1 parameter (See Tables R.1 and R.2)
STP2 - Software Test Point 2 - Signal is determined by the TP2, Test Point 2 parameter (See Tables R.1 and R.2)
TACH - T - Tachometer - Tachometer input after scaling (± 8 VDC).
TFL - Filtered Tachometer input (filtered T)
VR+5 - +5 VDC supply for D/A.
VR-5 - -5 VDC supply for D/A.
PTA - Pre-Torque (maximum 10 VDC).
JUMPER SETTINGS
JP1 = B - Part of the reset circuit on the board
SWITCHES
LEARN SWITCH - LEARN - Places the IMC-SMB3(5) Unit in the Learn Mode when in the ON position.
DRV RST - Resets drive faults.
EPROM WRITE PROTECT - S4 - Prevents data from being written to the EPROM on the IMC-DCP board when in the ON position.
DCP RESET - Resets the Safety Processor and Digital Signal Processor on the IMC-DCP board..
TRIMPOTS
DVR - not loaded
DGA - not loaded
VREF - Voltage Reference (FACTORY ADJUSTMENT - DO NOT ADJUST)
LW CMR - Common Mode Voltage Adjustment for the Load Weigher input.
TACH CAL - TACH - Tachometer Calibration (turn clockwise to reduce car speed).
EEPROMS AND MICROPROCESSORS

U1 - DCPxSD1.100 - Drive Control Processor EPROM
U25 - DCPxSM25.100 - Safety Processor

U54 - DCPxSDE54.100 - Encoder

TABLE 6.16 Signals Processed by the IMC-DCP Drive Control Processor Board
Signals Processed by the IMC-DCP Board From To

95 Quadrature pulse 1 input RIX, MBX DCP, DDP
96 Quadrature pulse 2 input RIX, MBX DCP, DDP
AI Armature current from the System 12 SCR Drive SCR, MBX DCP
AV Armature voltage from the System 12 SCR Drive SCR, MBX DCP
B1 Brake Voltage output (-) SPI MBX, DDP
B2 Brake Voltage output (+) SPI MBX, DDP
BI Brake feedback current SPI DCP, MBX
BTO Trigger signal for the Brake power device MBX SPI
CNT/DIS Continuous/Discontinuous loop current SCR DCP
DCC Current command to the System 12 SCR Drive DCP MBX, SCR
DETS Down Emergency Terminal Limit Switch RIX, MBX DCP, DDP
DN Down Direction RIX, MBX DCP, DDP
DNTx Down Normal Terminal Limit Switch x (x=1 thru 5) RIX, MBX DCP, DDP
FLTB Fault Bypass RIX, MBX DCP, DDP
INS Inspection operation RIX, MBX DCP, DDP
LEARN IMC_SMB3(5) learn operation RIX, MBX DCP, DDP
LEV Leveling RIX, MBX DCP, DDP
LW+ Load Weigher + input RIX, MBX DCP
LW- Load Weigher - input RIX, MBX DCP
MF1 Motor Field output (-) SPI MBX, DDP
MF2 Reference signal for gate and Motor Field output (+) SPI MBX, DDP
MFI Motor Field current SPI MBX, DDP
MFW Motor Field weakening commanded from the System 12 SCR, MBX DCP
SCR Drive
PTA Pre-Torque DCP MBX, SCR
QA Indicates the transition of the Channel A quadrature signal ENCS DCP
QB Indicates the transition of the Channel B quadrature signal ENCS DCP
QZ Marker pulse indicating one encoder revolution ENCS DCP
TC Tachometer Signal RIX, MBX DCP
TS Tachometer Common RIX, MBX DCP
UETS Up Emergency Terminal Limit Switch RIX, MBX DCP, DDP
UNTx Up Normal Terminal Limit Switch x (x=1 thru 5) RIX, MBX DCP, DDP
UP Up direction RIX, MBX DCP, DDP

FIGURE 6.29 SCR-PRI Power Relay Interface Board Quick Reference
42-QR-SCR-PRI-ENH Rev. 1 SCR-PRI-ENH QUICK REFERENCE Board 42
IDC TERMINAL DESCRIPTION

4 4 bus 120VAC
MX Routed to terminal MX on System 12 drive via N.O. M aux contacts
M M and MX are connected via N.O. M aux contacts. When made up, the MX relay picks.
1 1 bus, ground connection for relays MX, PT1, PT2 and PT3.
2 2 bus, 120VAC power for relay RE.
CNPM Power supplied by relay PT2 and PT3 N.O. contacts, and then routed to the SCR-RI /
SCR-RIX board for read by the IMC-DDP-x computer.
CNPB Power supplied by relay PT1 and MX N.O. contacts, and then routed to the SCR-RI /
SCR-RIX board for read by the IMC-DDP-x computer
RE Routed to RE IDC connector on SCR-RI / SCR-RIX. The SCR-RI / SCR-RIX board
provides ground to the RE relay subject to FLT N.O. contacts.
FLT4 This connection provides power to relays PT1, PT2, and PT3 subject to an active
direction output from the MP and the FLT relay must be energized.
MO1 Output AC voltage to M contactor coils.
MO2 Output AC voltage to M contactor coils.
MI1 Input AC voltage for the M contactor coils.
MI2 Input AC voltage for the M contactor coils.
PHOENIX DESCRIPTION
TERMINAL
BPO1 Output AC voltage to brake circuit on SI2 / S25 / SMB3(5) unit.
BPO2 Output AC voltage to brake circuit on SI2 / S25 / SMB3(5) unit.
BPI1 Input AC voltage for the brake circuit.
BPI2 Input AC voltage for the brake circuit.

FIGURE 6.30 IMC-SPI SCR Power Interface Board Quick Reference
42-QR-IMC-SPI Rev. 1 IMC-SPI QUICK REFERENCE
MTS
MFG1
MF2
MFG2
MF1
BTS
BT1
DFLT
MFSAT BT2
MFF
-15V
+15V
ACSM
ACSB
BI
MFI
COM

INDICATORS
DFLT - DRIVE FAULT - When not active, indicates a fault was detected by the IMC-DDP-D
processor - FLT relay dropped.
MFSAF - MOTOR FIELD SATURATED - This LED will turn ON momentarily at the beginning and end
of the run as the Motor Field transitions to forcing voltage. This is not an indication of a
problem or failure.
MFF - MOTOR FIELD FAILURE -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.
TEST POINTS
-15 V - 15 VDC from Power Supply

+15 V +15 VDC from Power Supply
ACSB AC zero crossing reference signal for the Brake (see signal below)
ACSM AC zero crossing reference signal for the Motor Field
BI Brake current feedback. To calculate Brake current multiply BI test point value times (3.54 for
BR2A) or (1.18 for BR2B). NOTE: BI test point on the IMC-SPI board is aprox. 10% higher than
on the IMC-DCP board.
BT1 Brake trigger (gate)
BT2 Brake trigger (emitter)
BTS Brake Trigger Supply, +15 VDC
COM Ground reference
MF1 Motor Field output (-). Same signal should be found at MF1 and MF2A or MF2B on terminal for
Drive unit.
MFG1 & MFG2 (3 to 6 30 s pulses
13V
MF2 Reference signal for gate and Motor Field output ACSM
(+) i.e. place scope probe on MFG1 or MFG2 and
probe gnd on MF2.
MFG1 SCR Gate 1 Signal (trigger signal) for the Motor 0
Field. Place scope probe gnd on MF2.
MFG2 SCR Gate 2 Signal (trigger signal) for the Motor
Field. Place scope probe gnd on MF2.
-13V
16.66ms
MFI Motor Field current feedback. To calculate MF Current, multiply MF1 test point value times
(4.32 for MF2A) (1.44 for MF2B) NOTE: MFI test point on the IMC-SPI board is aprox. 10%
higher than on the IMC-DCP board.
MTS Motor Field Trigger Supply, +15 VDC

TABLE 6.17 Signals Processed by the IMC-SPI Board
Signals Processed by the IMC-SPI Board From Origin

AC1 120 VAC supply (-) SMB3(5)
AC2 120 VAC supply (+) SMB3(5)
ACSB AC zero crossing reference signal from the Brake SPI BPO1, BPO2
ACSM AC zero crossing reference signal from the Motor Field SPI MPO1, MPO2
BI Brake feedback current SPI BIS
BIS Brake feedback current from sensor SPI CS
BPO1 AC voltage input for the brake coil SMB3(5)
BPO2 AC voltage input for the brake coil SMB3(5)
BT1 Brake Trigger (gate) SPI
BT2 Brake Trigger (emitter) SPI
BTS Brake trigger supply SPI AC1, AC2
DFLT Drive Fault DCP MBX, DDP
HITD IMC-SMB3(5) high temperature fault SMB3(5)
MF1 Motor Field output (-) SPI
MF2 Reference signal for gate and Motor Field output (+) SPI
MFF Motor Field failure DCP MBX, DDP
MFI Motor Field feedback current SPI MFIS
MFIS Motor Field feedback current from sensor SPI CS
MFSAT Motor Field saturated DCP MBX, DDP
MFT Motor Field triggering DCP MBX
MPO1 AC voltage input for the motor field SMB3(5)
MPO2 AC voltage input for the motor field SMB3(5)
MTS Motor Field trigger supply SPI AC1, AC2
RE Run enable output to the IMC-PRI board DCP MBX

FIGURE 6.31 SCR-LGA SCR Drive Logic Board Quick Reference
42-QR-SCR-LGA Rev. 2 SCR-LGA QUICK REFERENCE
INDICATORS (SCR-LGD and SCR-LGA boards)

UP DIRECTION -Indicates that the up direction is selected, and up direction relays (U1 and U2) are activated.
DOWN DIRECTION -Indicates that the down direction is selected, and down direction relays (D1 and D2) are activated.
DRIVE READY -Indicates that there is no fault in the System 12 SCR Drive.
DRIVE ON -Indicates that the System 12 SCR Drive is producing torque output and is enabled.
CURRENT LIMIT -Indicates that the car has reached either current or voltage limit set by the SCR Drive header and Software
(parameters SAIL and SAVL).
LOW LINE - WYE SECONDARY - Indicates that the voltage at the Wye connection of the Drive Isolation Transformer
Secondary is below 30% of the rated value.
LOW LINE - DELTA SECONDARY - Indicates that the voltage at the Delta connection of the Drive Isolation Transformer
Secondary is below 30% of the rated value.
WYE P.R - Indicates that the phase relationship of the Wye connection (Y1, Y2, Y3) to the System 12 is incorrect.
DELTA P.R. - Indicates that the phase relationship of the Delta connection (X1, X2, X3) to the System 12 is incorrect.
300 P.R. - Indicates that phase relationship between the Wye and Delta connections to the SCR Drive is incorrect.
CONTACTOR OR HIGH CURRENT FUSE FAILURE - Indicates that the M contactor is not picked, or that one or more of the High
Current fuses is open when the drive is enabled.
PLL NO LOCK - (SCR-LGA) Indicates the PLL circuit has a problem of synchronization with the AC line from the Delta connection.

42-QR-SCR-LGA Rev. 2 SCR-LGA QUICK REFERENCE
TEST POINTS
FA = Firing Angle - '+' = not firing, '-' = firing (-6VDC = maximum output).
IZO = Integrator Reset Status - Used to adjust the zero offset for the Current Loop Integrator or the Voltage Loop Integrator.
TP1 = Armature Differential -The Armature voltage of the Hoist Motor is equal to: TPI volts x 100.
TP2 = Armature Voltage (scaled) -10VDC is equal to 100% of the Drive Armature Voltage rating. The actual armature voltage is
equal to: Drive Voltage Rating x Voltage at TP2 ÷ 10 volts.
TP3 = Armature Current (scaled) - Measured in volts. 1.8 volts is equal to 100% of the Drive Armature Current Rating. The
actual armature current is equal to Drive Current Rating x Voltage at TP3 ÷ 1.8 volts.
TP3F = Pure DC Armature Current - 1.8 volts = 100% of Drive Current rating.
TP4 = Line Frequency -The waveform at the test point is a sine wave with a frequency equal to line frequency (50Hz or better).
TP5 = Direction of Current Flow - Indicates the direction of the armature current flow. A high voltage (+15VDC) indicates that
the direction of current flow is from A2 to A1. Low voltage (0VDC) indicates that the current goes from A1 to A2 when the
drive is enabled. When the drive is disabled, this test point indicates the previous direction of the armature current flow.
TP6 = Current Loop Integrator Output - 0.0VDC when the Drive is disabled. The voltage at this test point should not drift when
the Pattern Gain Adjust (PG) is equal to 0 and the Drive is enabled.
TP17 = Burst Enable -720 Hz square wave with on-time of 300 sec. ±10%
TP18 = Total Current Command - measured in volts.
TP19 = Fault Bus - 15VDC = normal, 0VDC = fault condition in the SCR Drive.
TP20 = Drive Reset 0.0VDC = normal (Ready is ON), -15.0VDC = when the Drive is been reset.
JUMPER SETTINGS
IMC
JUMPER IMC-SCR DESCRIPTION
Performa
JP1 N/C N/C (Header U81) Function not used.
JP2 N/C N/C (Header U81) Function not used.
JP3 B B (Header U81) B = Current Loop selected
JP4 N/A N/A (Header U81) Jumper deleted on SCR-LGA
A = Current Loop Damping. This is only affected if JP2 position B is selected and MDAC
gain must be set differently from 0. If JP2 is not selected, JP5 can be set to either A or B.
JP5 B B
B = Voltage Loop Damping . This is only affected if JP2 position A is selected and Gain must
be set differently from 0. If JP2 is not selected, JP5 can be set to either A or B.
ON = Continuous/Discontinuous Detection circuit selected. Set to ON for IMC-SCR Release
JP6 ON ON 3 and IMC Performa.
N/C = Continuous/Discontinuous Detection circuit not selected.
JP7 A A A = Low gain for current loop. B = High gain for current loop.
ON = Auto-tune for Current Loop Offset selected. Use CLOSED setting for IMC Performa
JP8 N/C ON only. JP8 and JP 9 must be set the same.
N/C = Auto-tune for Current Loop Offset not selected. Use for IMC-SCR (non-Performa).
JP9 N/C ON See description for JP8.
ON = Auto-tune for Current Sensor Offset selected. Use CLOSED setting for IMC Performa
JP10 N/C ON only.
N/C = Auto-tune for Current Sensor Offset not selected. Use for IMC-SCR (non-Performa)
A = Current balancing selected for more current in WYE.
JP11 A A
B = Current balancing selected for more current in DELTA.
N/C = Normal operation. Always use N/C setting for IMC Performa.
JP12 N/C N/C ON = Use this setting only with non-Performa controllers configured to run under Emergency
Power.
A = Current balancing selected for more current in WYE.
JP13 A A
B = Current balancing selected for more current in DELTA.
JP14 N/C N/C N/C = 60 Hz AC. ON = 50 Hz AC.
JP15 B A A = IMC Performa. B = IMC-SCR (non-Performa).
A = IMC Performa
JP16 B A
B = IMC-SCR (non-Performa)
A = IMC Performa. Loss of power at the Emergency Power Input (EPI) causes a trigger
signal to enable the Emergency contactor which reduces the PLL feedback gain so that the
JP17 B A PLL circuit can tolerate frequency shift for faster response.
B = IMC-SCR (non-Performa)

FIGURE 6.32 Standard Board Layout

APPENDIX A
DISASSEMBLING THE COMPUTER SWING PANEL
FIGURE A.1 Computer Swing Panel With FIGURE A.2 Computer Swing Panel Without
Boards (Top View) Boards (Top View)
FIGURE A.3 Computer Swing Panel Boards FIGURE A.4 Computer Swing Panel
Boards(Snapped Together) (Unsnapped)
MCE Technical Support may advise an installer to remove a circuit board for troubleshooting
reasons. If so, remove the thumbscrew holding the Swing Panel to the bracket on the back
plate. Lower the Computer Swing Panel so that it faces down.
With the back of the Computer Swing Panel facing up, loosen and remove the four nuts
securing the back cover plate. This may require the use of a 11/32 nut driver.
CAUTION: Components on the PC boards can be damaged by ESD.

Install a grounding strap on your wrist and connect it to
ground before handling the PC boards.
Disconnect the 60 pin ribbon cable from the connector on the IMC-MBX board in the
IMC-SMB3(5) Digital Drive. Disconnect the 20 pin ribbon cables from the HC-PIO and MC-RS
boards.
Remove the circuit boards from the Computer Swing Panel. Put the nuts back on the bolts for
safekeeping.
Unsnap the boards from each other and replace/repair the boards as necessary.
42-02-7204 APPENDIX A - DISASSEMBLING THE COMPUTER SWING PANEL • A-1

APPENDIX B
CHANGING PC BOARDS, EPROMS OR
MICROCONTROLLERS
With directions from MCE Technical Support, a PC board, EPROMs or Microcontroller may
need to be reinstalled in the field. Great care should be taken when changing any of these
items. The EPROM stores the computer program, the microcontroller both stores and executes
the program and all three are subject to damage by ESD (see CAUTION). These instructions
should be followed step-by-step.

Install a grounding strap on your wrist and connect it to
B.1 REPLACING THE MAIN PROCESSOR BOARD OR EPROM

Normally the microprocessor on the Main Processor board is not replaced in the field.
Sometimes the EPROM is replaced to upgrade the program and occasionally the complete
board must be replaced due to a component failure.
Replacing the EPROM - The EPROM for the MC-MP-1ES board is labeled S-MP-xx-1. The
EPROM for the MC-MP2 board is labeled S-MP2-xx-1. The “xx” represents the controller type.
If the new EPROM has the same job number as the old EPROM, the user settings for timers
and adjustable control variables, etc., are retained. Any new timers or variables added to the
new EPROM will be set to their default values.
If the job number on the new EPROM is different from the job number on the old EPROM, all
of the timers and variables will be set to their default values. The user settings should be
documented before the old EPROM is removed so that they can be re-entered when the new
EPROM is installed.
Replacing the Main Processor board - The user settings for timer and adjustable control
variables are stored in battery backed RAM on the Main Processor board. If the new board was
previously installed in another car controller, the user settings from that car will be retained. If
the new board is a replacement from MCE, all of the user programmable values will be set to
their default values. Therefore, the current user settings should be documented before the old
board is removed so that they can be re-entered when the new board is installed. The following
is a list of the user settings:
Elevator Timers (see Section 5.2.3)

Real Time Clock (see Section 5.2.4)
Communication Ports (see Section 5.3.1)
Security Codes (see Section 5.3.2)
Master Software Key (MSK) (see Section 5.3.4)
Software Options - Adjustable Control Variables (see Section 5.3.5)
Learned values for the Load Weigher - if a load weigher is used for dispatching, the
Load Weigher Learn Operation must be performed (see Section 5.3.6)
A-2 • APPENDIX B - CHANGING PC BOARDS, EPROMS OR MICROCONTROLLERS 42-02-7204

Replacement Procedure
1. Document the current settings for the items listed above.
2. Turn power OFF at the main disconnect and verify that no lights are operating on the
microprocessor panel. Install a grounding strap on your wrist and connect it to ground
before handling the PC boards.
3. Remove the Main Processor board (MC-MP-1ESor MC-MP2) from the Swing Panel.
Refer to Appendix A for instructions on unloading the boards from the Swing Panel. If
you are replacing the PC board, proceed to step 6 below (refer to figure 6.18 or 6.19
for proper jumper settings).
4. Using a small, thin-bladed screwdriver, place the tip between the EPROM chip and its
socket, not between the socket and the board (see Figure 6.18 or 6.19). Gently pry the
existing EPROM out from the socket. Do this very slowly, taking care not to bend the
leads. If they become bent, straighten them carefully with needlenose pliers.
5. Place the new EPROM lightly (do not plug it in yet) into the socket and check to see that
all pins are aligned with their corresponding holes in the socket. Also make sure that the
notch on the end of the EPROM is correctly aligned with the notch on the socket (the
orientation of the notch should also correspond to the notches on all of the other chips
on the board). Now push the EPROM firmly into the socket and make sure that none
of the pins are bent during the insertion. Inspect the EPROM to make sure that no pins
are bent outward or under the EPROM.
6. Reassemble the Swing Panel assembly and close the Swing Panel. Refer to the
instructions in Appendix A.
7. Turn power ON at the main disconnect. Verify the proper operation of all boards by
inspecting the diagnostic indicators and Computer ON LEDs on the individual processor
boards.
If the Computer ON LEDs are not illuminated on all three boards, the EPROMs
may not have been installed properly. Repeat the above steps 2 through 7.
8. Re-enter the user settings documented in step 1 above.
B.2 REPLACING THE MC-CGP-4 BOARD OR EPROMS

Sometimes the EPROMs are replaced to upgrade the program to a new software version and
occasionally the complete board must be replaced for a software upgrade or a component
failure.
Replacing the EPROMs - The EPROMs for the MC-CGP-4 board are labeled S-CGP-PXC-1
and S-CGP-PXC-2.
• EPROMs with the same software version number will not cause the loss of user data.
Follow steps 2 thru 7 in the Replacement Procedure below.
• EPROMs with a new software version number will result in loss of user data. Follow the
entire Replacement Procedure below.
42-02-7204 APPENDIX B - CHANGING PC BOARDS, EPROMS OR MICROCONTROLLERS • A-3

Replacing the MC-CGP-4 board - The user settings for the items listed below are stored in
battery backed RAM on the MC-CGP-4 board. If the new board was previously installed in
another car controller, the user settings from that car will be retained. Follow the entire
Replacement Procedure below when using a board from another car controller which has
different settings from those of the car being replaced or when installing a board from MCE.
NOTE: The Fault Log, Data Trap, and Performance Reports will all be lost and can not be
recovered.
1. Document the current settings for the items listed below.

M3 Group Parameters or Car ID parameter CNID on F1 -1 screen for local cars
only
Security - timer tables, security configurations, passenger names and access
codes (simplex car and group only)
Special Events Calendar Menu options Configure by Type, Configure by
Controller, and CMS Com Port Setup (if available)
Job Configuration data used for display - job name, car label and landing labels
3. Remove the MC-CGP-4 board from the Swing Panel. Refer to Appendix A for
instructions on unloading the boards from the Swing Panel. If you are replacing the PC
board, proceed to step 6 below (refer to Figure 6.10 for proper jumper settings).
4. The two EPROMs on the MC-CGP-4 board are labeled ROM1-U17 and ROM2-U18
(see Figure 6.10) Using a small, thin-bladed screwdriver, place the tip between the
EPROM chip and its socket, not between the socket and the board. Gently pry the
existing EPROMs out from the socket. Do this very slowly, taking care not to bend the
leads. If they become bent, straighten them carefully with a needlenose pliers.
5. Place the new EPROMs lightly (do not plug it in yet) into the sockets and check to see
that all pins are aligned with their corresponding holes in the socket. Also make sure
that the notch on the end of the EPROM is correctly aligned with the notch on the
socket (the orientation of the notch should also correspond to the notches on all of the
other chips on the board). Now push the EPROMs firmly into the socket and make sure
that none of the pins are bent during the insertion. Inspect the EPROMs to make sure
that no pins are bent outward or under the EPROM.
boards.
If the Computer ON LEDs are not illuminated on all three boards, the EPROMs
may not have been installed properly. Repeat the above steps 2 through 7.
Verify that the group controller is communicating with the cars by looking at the
LEDs in the front of the group swing panel.

8. Set ODPC=ON, on the General F1-1 screen, and save the parameter.
B.3 REPLACING THE IMC-DDP-x BOARD OR EPROMS

failure.
Replacing the EPROMs - The EPROMs for the IMC-DDP-x board are labeled S-DDP-PSD-1
and S-DDP-PSD-2. Replacing EPROMs will not cause the loss of user data. The user data is
located on the U15 chip. Follow steps 2 thru 7 in the Replacement Procedure below.
Replacing the IMC-DDP-x board - The user settings for the parameters are stored in
EEPROM on the IMC-DDP-x board. If the new board was previously installed in another car
controller, the user settings from that car will be retained. Follow the entire Replacement
Procedure below when using a board from another car controller which has different settings
from those of the car being replaced or when installing a board from MCE.
General (Shift F1) screen

Motor Field Standard view screen (Shift F2)
Brake Standard view (Shift F3) screen
Pattern (Shift F4) screen
Drive (Shift F5) screen
Safety (Shift F6) screen
Limit Switches (Shift F7) screen, values of position margins only.
Floor Heights (Shift F8) screen
3. Remove the IMC-DDP-x board from the Swing Panel. Refer to Appendix A for
instructions on unloading the boards from the Swing Panel. If you are replacing the PC
board, proceed to step 6 below (refer to Figure 6.19, IMC-DDP-x Digital Drive
Processor Board Quick Reference, for proper jumper settings).
4. The two EPROMs on the IMC-DDP-x board are labeled EPROM 1 - U6 and EPROM 2
- U5 (see Figure 6.13) Using a small, thin-bladed screwdriver, place the tip between the
5. Place the new EPROMs lightly (do not plug in) into the sockets and check to see that

on the board). Now push the EPROMs firmly into the socket and make sure that none
of the pins are bent.
boards.
If the DDP reset LED is blinking, the EPROMs may not have been installed
properly. Repeat the above steps 2 through 7.
8. To initialized the new board or parameters set ODP=ON on the General (Shift F1)
screen to default all parameters.
9. Re-enter the user settings (except Switch Position Margins) documented in step 1
above.
10. Re-calibrate the system offsets by setting OSOA=ON on the Drive (Shift F5) screen and
waiting until the “Status:” section at the top of the screen is blank then set OSOA=OFF
and save.
11. Also re-calibrate the Motor Field and Brake as described in sections 3.5.2 Performing
the Motor Field Calibration Procedure and 3.9 Calibrating the Brake Voltages.
12. The NTS and ETS Limit Switch values must be re-learned as described in Section 4.10.
Then reenter the Switch Position Margin values documented in step 1.
B.4 REPLACING THE EPROM ON THE SMARTLINK MC-NC / MC-NIO BOARD

With directions from MCE Technical Support, an EPROM may need to be reinstalled in the
field. Great care should be taken as printed circuit (PC) boards and integrated circuits (ICs),
such as an EPROM, are subject to damage by ESD (see CAUTION). These instructions
should be followed step-by-step.

Wear an ESD grounding strap on your wrist and connect it to
Identification of the EPROMs - The EPROM for the MC-NC board is labeled S-NC-C (see
Figure L.9, MC-NC Board Quick Reference). The EPROM for the MC-NIO board is labeled
S-NIO-C (see Figure L.10, MC-NIO Board Quick Reference).
1. Turn controller power OFF and verify that no lights are operating on the processor
boards. Wear an ESD grounding strap on your wrist and connect it to ground before
handling the PC boards.
2. Using a small, thin-bladed screwdriver, place the tip between the EPROM chip and its
socket (not between the socket and the board). Gently pry the existing EPROM out
from the socket. Do this very slowly, taking care not to bend the leads.

3. Position the new EPROM into the socket (do not plug it in yet) and check to see that all
pins are aligned with their corresponding holes in the socket. Also make sure that the
notch orientation of all the ICs on the board are the same). Once these checks have
been made, push the EPROM slowly, evenly and firmly into the socket and make sure
that the pins are not bent during the insertion. Inspect the EPROM for pins bent
outward or under the EPROM and correct any bent pins found.
4. Disconnect Network cable NETA and NETB. Turn power ON. Verify the proper
operation of the board by inspecting the diagnostic indicators (COMPUTER ON and
SERVICE LEDs) on the respective processor boards:
MC-NC Board - If installed properly, the COMPUTER ON LED will be ON continuously

and the SERVICE LED will be OFF, plus both will blink together approximately once
every 10 seconds. This pattern repeats continuously. If the EPROM has been installed
incorrectly, both the Computer ON and the SERVICE LEDs will blink simultaneously
once per second. A similar pattern is observed if no EPROM is installed. Repeat the
above steps 1 through 3. Check for notch orientation and look for bent pins.
MC-NIO Board - If properly installed, the SERVICE LED should not illuminate and the
COMPUTER ON LED should stay ON continuously. If the SERVICE LED stays
illuminated, the EPROM may not be installed properly. Repeat the above steps 1
through 3. Check for notch orientation and look for bent pins.

APPENDIX C
INSPECTING THE LS-QUAD-2 QUAD PULSER
If the Outer Leveling Distance Error (OLD) or quad pulser relation (QPR) flag are highlighted
on the F3 screen, follow the steps below.
1. Using a multi-meter, measure the voltage with reference to the 1 Bus on terminals 95
and 96 on the SCR-RI board.
On Voltage: 52 ± 5VDC
Off Voltage: 0 to 1VDC (preferably 0.5V or less)
2. If any of these voltages are out of the above range, find the error by performing the
same voltage measurement inside the LS-QUAD-2 box. Terminals 95 and 96 are
located on HC-DFLS board.
3. Check tape guide assembly distances against the drawing in Figure C.1. Make sure that
all distances are within the ranges given in the drawing. If the sensors are too close to
the running surface of the tape, add a washer between the subplate and the brass
spacers for the HC-SB1 assembly. See Figure C.2. If all the dimensions are correct and
the proper voltage cannot be achieved, contact the factory.
4. Using an oscilloscope, connect the probes from channels 1 and 2 to test points DP1
and DP2 with reference to test point COM on the IMC-DCP board. Observe the pulses
while running the car in either direction at a constant speed of about 50 fpm (.25 m/s).
The signals should have approximately a 50% duty cycle and should be 90 degrees out-
of-phase as shown in Figure C.3.
FIGURE C.1 LS-QUAD-2 Enclosure (Top View) FIGURE C.2 Attaching SB1 to LS-QUAD-2
Backplate
A-8 • APPENDIX C - INSPECTING THE LS-QUAD-2 QUAD PULSER 42-02-7204

The MINIMUM time between any two adjacent transitions of DP1 and DP2 must be at least
18% of one cycle.
NOTE: 90 degrees is equal to 25% of one cycle.
If the OLD flag is still highlighted on the F3 screen and steps 1-4 have been followed, contact
MCE Technical Support.
FIGURE C.3 Signal Comparison of DP1 and DP2
42-02-7204 APPENDIX C - INSPECTING THE LS-QUAD-2 QUAD PULSER • A-9

APPENDIX D
INSPECTING THE LS-QUIK-1 QUAD PULSER
STEP 1: QUADRATURE VOLTAGE MEASUREMENT
A. Using a multi-meter, make the following measurements:
DP1 & DP2 (terminals 95 & 96 respectively, inside the controller).
ON VOLTAGE: 52 ±5VDC with respect to ground (1 bus)

OFF VOLTAGE: 0 to 1VDC (preferably 0.5V or less) with respect
to ground (1 bus)
If any of these voltages are out of tolerance:
1. Perform the same voltage measurement inside the LS-QUIK-1

box. Terminals 95 & 96 are located on HC-DFLS board.
STEP 2: QUADRATURE SIGNAL COMPARISON
A. If an oscilloscope is available, connect channel 1 and 2 to the DP1 and

DP2 test points on the IMC-DCP board. Observe the pulses while
running the car in either direction at a constant speed of about 50 fpm
(.25 m/s). The signals should have approximately a 50% duty cycle and
should be 90 degrees out-of-phase (see Figure C.3).
The MINIMUM time between any two adjacent transitions of DP1 & DP2
must be 18% of one cycle.
NOTE: 90 degrees is equal to 25% of one cycle.
A-10 • APPENDIX D - INSPECTING THE LS-QUICK-1 QUAD PULSER 42-02-7204

APPENDIX E
NOMENCLATURE
NOMENCLATURE
Motion Control Engineering, Inc.
F:\DOCS\Nmcltr1Shipping.frm Effective Date: 11/27/00 Approved By: Engineering Manager Page 1 of 2
# PC BOARD DESCRIPTION
1 HC-RB4 Traction Controller Main Relay Board
1 HC-RBH Hydraulic Controller Main Relay Board
2 HC-CI/O Non Programmable Controller Call I/O Board
2 HC-CI/O-E Programmable Controller Call I/O Expander Board
3 HC-PI/O Non Programmable Controller Power I/O Board (Car A) Å
3 HC-PCI/O Programmable Controller Power And Call I/O Board
4 HC-PI/O Non Programmable Controller Power I/O Board (Car B) Å
6 HC-TAB Traction Adapter Board
7 HC-RDRB Rear Door Relay Board
8 HC-RD Rear Door Logic Board (Car A) Å
9 HC-RD Rear Door Logic Board (Car B)
10 HC-DB-MOD Front G.A.L. MOD Door Interface Board
11 HC-DB-MOD-R Rear G.A.L. MOD Door Interface Board
12 HC-DPS Door Power Supply Board
13 HC-PIX Position Indicator Expander Board (Car A) Å
14 HC-PIX Position Indicator Expander Board (Car B)
15 HC-SRT Suicide Relay Timing Board
16 HC-SCR SCR Interface Board
17 HC-EQ Earthquake Board
18 HC-IOX I/O(8 Input / 8 Output) Expander Board (Car A) Å
19 HC-IOX I/O(8 Input / 8 Output) Expander Board (Car B)
20 HC-IOX Additional I/O(8 Input / 8 Output) Expander Board (Car A) Å
21 HC-IOX Additional I/O(8 Input / 8 Output) Expander Board (Car B)
26 HC-DYNA Dynalift Interface Board
27 MC-ACFR AC Feedback Relay Board
28 IMC-GIO General Turbo DF I/O Board
29 IMC-RB Turbo DF Relay Board
30 HC-DB-MOM/H Front G.A.L. MOM/MOH Door Interface Board
31 HC-DB-MOM/H-R Rear G.A.L. MOM/MOH Door Interface Board
32 HC-OA Output Adapter Board
33 IMC-RI M/G Relay Interface Board
34 IMC-PRI M/G Power Relay Interface Board
35 IMC-DIO Digital I/O Board
36 IMC-DAS Data Acquisition Board
37 HC-I4O I/O(16 Input /4 Output) Expander Board (Car A) Å
38 HC-I4O I/O(16 Input /4 Output) Expander Board (Car B)
39 HC-I4O Additional I/O(16 Input / 4 Output) Expander Board (Car A) Å
40 HC-I4O Additional I/O(16 Input /4 Output) Expander Board (Car B)
41 SCR-RI SCR/AC Relay Interface Board
42 SCR-PRI SCR/AC Power Relay Interface Board
43 HC-LB Lock Bypass Board
44 HC-GB Gong Board
45 HC-GB Additional Gong Board
46 HC-SIB Selectable Input Buffer Board (Car A) Å
47 HC-SIB Selectable Input Buffer Board (Car B)
48 HC-RT Relay Tester Board
49 IMC-ACIB AC Baldor Interface Board
50 HC-DPS-MOM/H Front G.A.L. MOM/MOH Door Interface and Power Supply Board
51 HC-ACI AC Drive Interface Board
52 HC-ACIF AC Flux Vector Interface Board
42-02-7204 APPENDIX E - NOMENCLATURE • A-11

# PC BOARD DESCRIPTION
53 HC-DPS-MOM/H-R Rear G.A.L. MOM/MOH Interface and Power Supply Board
54 IMC-MBX IMC Enhanced Motherboard
55 SCR-RIX SCR Relay Interface Extension Board
56 HC-HBF A.S.M.E. Front Door Lock Bypass Board
57 HC-HBFR A.S.M.E Front and Rear Door Lock Bypass Board
58 IMC-ACIM AC MagneTek Interface Board
59 HC-TACH-MG Tach Adjust Board for VVMC-MG Controller
60 HC-TACH-SCR Tach Adjust Board for VVMC-SCR Controller
Å Individual group cars use board numbers for car A only
A-12 • APPENDIX E - NOMENCLATURE 42-02-7204

APPENDIX G
REPLACING IMC-SMB3(5) UNIT COMPONENTS
G.1 REPLACING THE IMC-DCP BOARD OR EPROMS

failure.
Replacing the EPROMs - The EPROMs for the IMC-DCP board are labeled S-DCP-A-1 thru
S-DCP-A-4. Replacing EPROMs will not cause the loss of user data. Follow steps 2 thru 7 in
the Replacement Procedure below.
Replacing the IMC-DCP board - The user settings for the parameters are stored in EEPROM
on the IMC-DCP board. If the new board was previously installed in another car controller, the
user settings from that car will be retained. Follow the entire Replacement Procedure below
when using a board from another car controller which has different settings from those of the
car being replaced or when installing a board from MCE.
RPE and VS on the Pattern (Shift F4)

Drive (Shift F5) screen
Safety (Shift F6) screen
Switch (Shift F7) position margin values.
3. Remove the left side cover from the IMC-SMB3(5) Unit. Remove the IMC-DCP board.
If you are using an analog tach, please record the resistance value of the trimpot TACH
on the old IMC-DCP board by measuring from the back of the board and set the trimpot
of the new board to the same resistance. Or adjust the new trimpot as explained in
section 3.7.3 Verifying Car Speed.
4. Install the new board. If the new board already has EPROMS in sockets U1 thru U4 with
the same software version # and the Safety Processor chip in U25 is properly installed
proceed to step 6 below (refer to Figure 6.26, IMC-DCP Drive Control Processor Board
Quick Reference, for proper jumper settings). If U25 does not exist and you can not
remove the chip from the old board please call MCE. Otherwise follow steps 4 and 5 to
remove the EPROMS from the old IMC-DCP board and place them in the new board.
5. The four EPROMs on the IMC-DCP board are labeled EPROM 1 - U1 thru EPROM 4
- U4 (see Figure 6.26) Using a small, thin-bladed screwdriver, place the tip between the
42-02-7204 APPENDIX G - REPLACING IMC-SMB3(5) UNIT COMPONENTS • A-13

FIGURE G.1 Replacing the IMC-DCP Board
6. Place the new EPROMs lightly (do not plug in) into the sockets and check to see that
on the board). Now push the EPROMs firmly into the socket and make sure that none
of the pins are bent.
7. Make sure the ribbon cables to the IMC-SPI board and the phone cable to the System
12 Drive are reconnected. Install the cover on the IMC-SMB3(5) Unit.
8. Turn power ON at the main disconnect. Observe that the DSP ON and SAF ON LEDs
turn ON solidly.
If the DSP ON and/or SAF ON LEDs are blinking repeat steps 2 thru 7.
10. Set OSOA=ON, on Drive (Shift F5) screen and save. Wait a few seconds for the
system to finish performing the offset calibrations as shown on the top of the page next
to “Status:.” Then save OSOA back to OFF.
11. Finally, relearn the NTS and ETS Limit Switch values as described in Section 4.10. After
the learn is complete reenter the Switch position margin values that were recorded in
step 1. Then run the car to verify that it is running well.
A-14 • APPENDIX G - REPLACING IMC-SMB3(5) UNIT COMPONENTS 42-02-7204

G.2 REPLACING THE IMC-SPI BOARD
1. Turn the power OFF at the main disconnect and verify that no lights or LEDs are
operating on the board. Install a grounding strap on your wrist and connect it to ground
before handling the PC board.
2. Remove the right side cover from the IMC-SMB3(5) Unit.
FIGURE G.2 Replacing the IMC-SPI Board

3. Remove the IDC connector (wires BT1, BT2) from the IMC-SPI board. Then
immediately use a small piece of 18 gauge wire to short out the IDC connector (short
across wires BT1 and BT2.
WARNING: The Brake IGBT may be damaged if the IDC connector (wires
BT1, BT2) is left disconnected from the IMC-SPI board, even
without applying power. Use a small piece of 18 gauge wire
to short out the IDC connector (wires BT1, BT2) while it is
disconnected from the IMC-SPI board.
4. Remove the ribbon cable connectors from the jacks on the IMC-SPI board. Remove all
other IDC connectors from the jacks on the IMC-SPI board (the wires are labeled, but
it may be helpful to label the connectors and jacks with a felt tip pen).
5. Remove the six screws holding the IMC-SPI board in place and remove the board.
6. Install the new IMC-SPI board and reinstall the six hold down screws. Reinstall the ten
IDC connectors in the appropriate jacks. Reinstall the IMC-DCP board ribbon cable
plugs. Reinstall the cover.
1. Reapply power to the system. Observe the four character alphanumeric display
and verify that the TEST and PASS messages appear and that the DSP ON and
SAF ON LEDs turn ON solidly.
G.3 REPLACING THE CURRENT SENSORS

G.3.1 REPLACING THE BRAKE CURRENT SENSOR ON THE IMC-SMB3 (5) UNIT
The procedure for replacing the Brake Sensor Board (CS-BR) is the same for both the
IMC-SMB3 and IMC-SMB5 Units. The replacement procedure is as follows:
1. Turn OFF the power at the main disconnect. Remove the right side cover from the IMC-
SMB3(5) Unit.
2. Remove the IDC connector and the sensor wire lugs (wires BR2, BR2A) from their
respective terminals (see Figure G.3).
3. Remove the screws holding down the sensor board (CS-BR) and remove the sensor
board (see Figure G.5).
4. Remove the sensor wires from the old sensor and install them on the new sensor as
shown in Figure G.3 (Detail A and B).
5. Install the sensor board and hold down screws (torque to 10-15 IN-LB.). Install the
sensor wire lugs on the appropriate terminals (see Figure G.3). Torque the screws on
terminals BR2A and BR2B to 18-20 IN-LB. Torque the screw on the Chopper IGBT
(BR) to 27-29 IN-LB. Apply Glyptol (PN 13-03-0003) to all screw heads. Install the IDC
connector.
6. Install the cover and turn ON the power. Verify that the TEST and PASS messages
appear and that the DSP ON and SAF ON LEDs turn ON solidly.
7. Calibrate the brake voltages as described in Section 3.9.

G.3.2 REPLACING THE MOTOR FIELD CURRENT SENSOR ON THE IMC-SMB3 UNIT
1. Turn OFF the power at the main disconnect. Remove the right side cover from the
IMC-SMB3 Unit.
2. Remove the IDC connector and the sensor wire lugs (wires MF2, MF2A) from their
respective terminals (see Figure G.3).
3. Remove the screws holding down the sensor board (CS-MF) and remove the sensor
4. Remove the sensor wires from the old sensor and install them on the new sensor as
shown in Figure G.3 (Detail C and D).
sensor wire lugs on the appropriate terminals (see Figure G.3) Torque the screws on
terminals MP2A and MP2B to 18-20 IN-LB. Apply Glyptol (PN 13-03-0003) to all screw
heads. Install the IDC connector.
FIGURE G.3 IMC-SMB3 Current Sensor Wiring
BR3 BR2ABR2B BR1 BP02 BP01 MF2BMF2A MF1 MP02 MP01 AC2 AC1

7. Calibrate the motor field voltages as described in Section 3.5.
G.3.2 REPLACING THE MOTOR FIELD CURRENT SENSOR ON THE IMC-SMB5 UNIT
IMC-SMB5 Unit.
2. Remove the IDC connector and the sensor wire lugs (wire MF2A) from their respective
terminals (see Figure G.4).
3. Remove the screws holding down the sensor board (CS-MF) and remove the sensor
4. Remove the sensor wire from the old sensor and install it on the new sensor as shown
in Figure G.4 (Detail A).
sensor wire lugs on the appropriate terminals (see Figure G.4) Torque the screws on
both ends of wire MF2A to 43-48 IN-LB and apply Glyptol (PN 13-03-0003) to all
screws. Install the IDC connector.
7. Calibrate the motor field voltages as described in Section 3.5.
FIGURE G.4 Replacing the Motor Field Current Sensor (IMC-SMB5 Unit)

G.4 REPLACING OTHER IMC-SMB3(5) COMPONENTS
G.4.1 REPLACING THE BRAKE IGBT (BR) ON THE IMC-SMB3 (5) UNIT
WARNING: Keep the conductive foam on pins 4 and 5 of the IGBT until
it is time to plug in the female disconnects (wires BT1, BT2).
The IGBT can be damaged if these pins are left open.
IMC-SMB3(5) Unit.
2. Remove the female disconnects (wires BT1, BT2) and the wire lugs (wires BR2A, DC-,
BR3) from their respective terminals on the Brake IGBT (see Figure G.5).
3. Remove the screws holding down the Brake IGBT (BR) and remove it (Figure G.6).
4. Install the new Brake IGBT, keeping the conductive foam in place (for proper mounting
position see Figure G.6 - Note) and hold down screws (torque to 20-25 IN-LB.).
Remove the conductive foam and install the wire lugs and female disconnects on the
appropriate terminals (see Figure G.5) Torque the screws to 27-29 IN-LB and apply
Glyptol (PN 13-03-0003) to all screws.
FIGURE G.5 IMC-SMB3 (5) Component Wiring
+ AC 1 2 3
4 6
AC - 8
BR3 BR2ABR2B BR1 BP02 BP01 MF2BMF2A MF1 MP02 MP01 AC2 AC1

FIGURE G.6 Replacing IMC-SMB3(5) Components

G.4.2 REPLACING THE DIODE BRIDGE (DBB) ON THE IMC-SMB3 (5) UNIT
IMC-SMB3(5) Unit.
2. Remove the female disconnects for wires DC-, BR1, BP01 and BP02 from the terminals
on the Diode Bridge (DBB).
3. Remove the screw holding down the Diode Bridge and remove it (Figure G.6).
4. Install the new Diode Bridge and hold down screws (torque to 15-19 IN-LB. and apply
Glyptol (PN 13-03-0003) to the screw). Reinstall the female disconnects (see Figure
G.5). Connect wires BP01 and BP02 to the AC terminals. Connect wire DC- to the '-'
terminal. Connect wire BR1 to the '+' terminal.
G.4.3 REPLACING THE DIODE BRIDGE / SCR (MF) ON THE IMC-SMB3 UNIT
IMC-SMB3 Unit.
2. Remove the female disconnects for wires MF1, MF2, MF2A, MP01, MP02, MFG1 and
MFG2 from the terminals on the Diode Bridge / SCR (MF) (see Figure G.5).
3. Remove the screws holding down the Diode Bridge / SCR and remove it (Figure G.6).
4. Install the new Diode Bridge / SCR and hold down screws (torque to 18-22 IN-LB. and
apply Glyptol (PN 13-03-0003) to the screws). Reinstall the female disconnects (see
Figure G.5). Connect wire MFG1 to terminal #1. Connect wires MF2 and MF2A to
terminal #2. Connect wire MFG2 to terminal #3. Connect wire MP01 to terminal #4.
Connect wire MP02 to terminal #6. Connect wire MF1 to terminal #8.
G.4.4 REPLACING THE DIODE BRIDGE / SCR (MF) ON THE IMC-SMB5 UNIT
IMC-SMB5 Unit.
2. Remove the female disconnects and wire lugs for wires MF1, MF2, MF2A, MP01,
MP02, MFG1 and MFG2 from the terminals on the Diode Bridge/SCR (see Figure G.8).
3. Remove the screws holding down the Diode Bridge/SCR and remove it (Figure G.7).
4. Install the new Diode Bridge/SCR and hold down screws (torque to 26-30 IN-LB. and).
Reinstall the female disconnects and wire lugs (see Figure G.8). Connect wire MFG1
to terminal #1. Connect wire MFG2 to terminal #2. Connect wires MF2 and MF2A to
terminal A+. Connect wire MF1 to terminal B-. Connect wire MP02 to terminal C¯.
Connect wire MP01 to terminal E¯. Apply Glyptol (PN 13-03-0003) to all screws.

FIGURE G.7 IMC-SMB5 Diode Bridge / SCR
FIGURE G.8 IMC-SMB5 Current Sensor and Diode Bridge / SCR Wiring

APPENDIX H
REPLACING SYSTEM 12 SCR DRIVE COMPONENTS
H.1 REPLACING FUSES
The 12-pulse drive has a total of 9 fuses. Of the 9 fuses, 6 are semiconductor fuses (FL1 -
FL6) that are on each input line terminal for a 6 phase transformer. The 6 semiconductor fuses
(FL1 - FL6) are located above the contactors, but under the drive cover. The 12-Pulse Drive
also has 2 fuses (FD1, FD2) that are used to protect the 120VAC line. FD1 and FD2 are
located on the left side of the controller in panel mounted fuse holders. There is also a fuse
(FD3) that protects the commutation circuit. FD3 is located near the top of the drive under the
cover. The fuse rating on the 12-Pulse Drive has been calculated for the best protection. DO
NOT replace the fuses with a higher rated fuse than the ones specified in this manual. NEVER
bypass a fuse with a direct short.
FIGURE H.1 Replacing the Semiconductor Fuses
42-02-7204 APPENDIX H - REPLACING SYSTEM 12 COMPONENTS • A-23

H.1.1 REPLACING THE SEMICONDUCTOR FUSES (FL1 - FL6)
The semiconductor fuses (FL1 - FL6) are rated at 200 Amps 500 Volts. Before removing
and/or replacing a fuse, ensure that all power is OFF The cover of the 12–Pulse SCR Drive
must be removed to gain access to the semiconductor fuses.
PARTS LIST FOR SEMICONDUCTOR FUSES

ITEM (DESCRIPTION) MCE PART # UNIT
Semiconductor Fuse (fuse 500VAC 250 Amp) 17-02-0032 Each
1. Remove the screw of the damaged and/or blown fuses. There are two screws that hold
the fuse in place on each semiconductor fuse (see Figure H.1). Ensure that during the
removal of the screws, no loose parts (bolts, screws, and washers) fall into the drive.
2. Install the replacement semiconductor fuse and insert one of the mounting screws to
hold the semiconductor fuse in place. Insert the final screw and hand tighten the
screws down.
3. On the SCR side of the fuse, torque the screw to 22-30 IN-LB. On the Contactor side
of the fuse, torque the screw to 140-150 IN-LB. Ensure that no loose parts are left in
the 12–Pulse Drive enclosure.
H.1.2 REPLACING THE 120VAC FUSES (FD1, FD2)
The FD1 fuse is used to protect the power FIGURE H.2 120VAC Fuses (FD1, FD2)
supply and the trigger transformer in the
12–Pulse Drive enclosure. FD2 is the fuse
used to protect the two fans in the 12-Pulse
Drive enclosure. These fuses are 1 Amp
250VAC Slow Blow. Do not use a fuse with a
different rating. The fuses are located on the
left side of the 12-Pulse Drive enclosure.
1. Press in and turn the cap counter

clockwise to remove the fuse. Ensure
that the fuse is damaged and/or blown.
If the fuse is functional and/or good,
then reinstall the fuse and consult your
manual for other possible failures.
2. If the fuse is bad, then replace the

fuse. Continual failure of the fuse
indicates an additional fault. Consult
Table 6.11 “System 12 Power Supply Failure” and check the Special Events Calendar
for any other messages that may apply.
PARTS LIST FOR 120VAC FUSE (FD1, FD2)

FD1 & FD2 Fuse (fuse 250VAC 1 Amp) MDQ type 17-02-0100 Each
Fuse Holder (Fuse Holder Panel Mount) 17-03-0005 Each
A-24 • APPENDIX H - REPLACING SYSTEM 12 COMPONENTS 42-02-7204

H.1.3 REPLACING THE COMMUTATION FUSE (FD3)
The Commutation Fuse (FD3) is used to FIGURE H.3 Commutation Fuse (FD3)
protect the commutation circuit. The cover of
the drive must be removed to gain access to
the fuse. FD3 is located on the top of the drive
above the swing tray. The fuse is a KLKD type
rated at 30 Amps DC at 600VAC. Do not use
a fuse that has a different rating.
1. Remove the fuse using a fuse puller.

After the fuse is removed, check to see
if the fuse is damaged and/or blown. If
the fuse is functional and/or good, then
reinstall the fuse and consult the
Special Events Calendar for other
possible failures.
2. Replace the fuse with a functional one.

If the fuse continues to fail, then consult
the Special Events Calendar for other
possible faults.
PARTS LIST FOR COMMUTATION FUSE (FD3)

FD3 Fuse (fuse 600VAC 30 Amp) KLKD type 17-02-0095 Each
Fuse Block (Fuse block 600V 30 Amp) 17-03-0013 Each
Screw (8-32 x 3/8 KEP Screw) 19-01-0012 Each
H.2 REPLACING CONTACTORS
The 12-Pulse Drive has two main contactors in the enclosure. The two contactors are located
at the bottom of the 12-Pulse Drive enclosure. The far left contactor is used to terminate the
Delta phases (X1, X2, X3) from the 6 phase transformer. The far right contactor is used to
terminate the Wye phases (Y1, Y2, Y3) from the 6 phase transformer.
H.2.1. REPLACING AUXILIARY CONTACTORS
There are two auxiliary contactors on each main contactor. The auxiliary contacts open or
close 120VAC lines when the main contactor is picked. The auxiliary contactors are attached
to the right and left side of the contactor. Ensure that the wire is marked with an identification
before removing the wire. It is VERY IMPORTANT that the wires terminate at the correct
terminal. Before conducting any maintenance on the 12-Pulse Drive, ensure that all power
going into the drive is OFF. Be sure that the power supplying the Drive Isolation Transformer
is OFF at the main disconnect.
1. Mark and remove all wires going into and out of the auxiliary contactor in a manner so
that the appropriate wire will go to the correct terminal on the new auxiliary contactor
(see Figure H.4). Note: The wiring of the auxiliary terminals is very important.

FIGURE H.4 Auxiliary Contactor Detail
2. With a screw driver, loosen the two screws on the right and left side of the auxiliary
contactor.
3. Remove the auxiliary contactor by pulling out and away from the main contactor.
4. Install the replacement auxiliary contactor. Make sure that the auxiliary contactor pin is
inserted into the body of the main contactor (see Figure H.4).
5. Install the mounting screws on each side of the auxiliary contactor (torque to 4 IN LBS.).
6. Install the wires that go to the auxiliary contactor to the correct terminals. Note: Load
the outer most terminals first.
PARTS LIST FOR CONTACTORS

Contactor (Contactor for SCR Drive) 35-12-0001 Kit
Terminal Lug Kit (Lug Kit for Contactor set) 35-14-0001 Kit (3 sets)
Auxiliary Contactor 35-14-0002 EA
Contactor Coil 35-14-0003 EA
Contacts 35-15-0001 KT

H.2.2. REPLACING A CONTACTOR COIL
NOTE: The coil of the contactor is in a position that would make it

difficult to replace. To replace the coil on a contactor, the
contactor must first be removed (see Section 2.1 d).
1. Remove the coil by pressing up on the red tab provided and pull out.
2. Insert the coil into the slot provided on the contactor. Ensure that the coil is locked in
place.
H.2.3 REPLACING CONTACTOR INTERNAL CONTACTS
1. Remove the cover.
a. With a screw driver, loosen the two screws on the cover (located near the
contactor terminals on the top left hand side and the bottom right hand side).
b. Remove the cover by pulling out. If the cover does not come off, continue to
loosen the two screws mentioned above.
2. Remove the top contacts by lifting the metal bracket up and then removing the contact.
3. To Install the top contacts, perform step #2 above in reverse.
a. With a screw driver, lift the metal bracket up.
b. While lifting the metal bracket up, insert the contact at an angle, then lay it flat
and lower the metal bracket.
4. Remove the bottom contacts by using a metric 3mm Allen wrench to remove the
mounting screw. This will loosen the contact allowing it to be removed.
5. Installation of the bottom contacts can be done by inserting the contact in the contactor
and then inserting the mounting screw. The screw should be tightened with a metric
3mm Allen wrench.
6. Install the cover when all the necessary modifications have been completed. The
mounting screws for the cover should be torqued to 30-35 LB-IN.
H.2.4 REPLACING THE CONTACTORS
1. Remove all semiconductor fuses that are attached to the contactor that is being
removed (refer to Section H.1.1 Replacing the Semiconductor Fuses).
2. Remove and label all wires that connect to the contactor and its auxiliaries. Note that
the wiring of the contactor and its auxiliaries are very important.
3. Loosen the four mounting bolts that hold the contactor (see Figure H.5). Remove the
contactor.
4. To install the new contactor, line up the mounting bolts with the hex spacers and make
sure that the bolts go through the holes in the contactor and the hex spacers (see
Figure H.5). Then torque the bolts to 110 - 120 LB-IN.

FIGURE H.5 12-Pulse Drive Contactors (Dsxxxx - C - AB)
5. Install all the wires to the correct terminals. It is important that the wires are connected
to the correct terminal.
6. Refer to Section H.1.1 for information on how to reinstall the fuses.

H.3 REPLACING SCR's AND DIODE DEVICES
The SCR devices are located on or near the heatsinks in the drive. There are 6 SCR devices
(12 Pulse Bridge) on the heatsink located in the middle of the drive. Three SCR devices
(Direction Bridge and Dynamic Braking) are located on the top-most heatsink in the drive. Just
below the top-most heatsink in the drive is a combination SCR/Diode device and a dual Diode
device.
H.3.1. REPLACING THE 12 PULSE BRIDGE SCRs (SCR1 - SCR6)
Removal of one or more SCR involves removing some wires and components. Before
removing a wire, ensure that the wire is marked so that it can be reconnected to the correct
terminal. Proper torquing is also very important.
PARTS LIST FOR SCR’s AND DIODE DEVICES

SCR (162 Amp 1600V SCR Pack) 33-03-0011 Each
Heatsink Gasket (Heatsink Gasket, SCR 162 Amp) 41-06-0021 Each
Standoff (M6 x 16MM Standoff) 41-04-0036 Each
Split Washer (1/4" Split Washer) 19-04-0013 Each
Mach. Screw (1/4-20 x 3/4" Mach. Screw) 19-01-0065 Each
Thermal Compound Spray Non-Silicone 13-01-0020 A/R
1. Remove the semiconductor fuse that is FIGURE H.6 12 Pulse Bridge (SCR1 - SCR6)
attached to the SCR device being
replaced.
2. Remove bus bars G and H.
3. Loosen and remove the screws in

terminals 2 and 3 (the terminal number
is on top near the left side of the SCR
pack) on SCR1 - SCR6.
4. Remove bus bars A and B and the

wires that connect to them (from the
SCR-SN board).
5. Remove the mounting screws and the

leads that go to the Firing board (SCR-
DS)
6. Remove the Heatsink Gasket (see

Figure H.6).
7. Clean the surface of the heatsink where

the SCR device is to be placed. There
can't be any foreign matter between the
SCR and the heatsink.

8. Install the SCR device, Heatsink Gasket, and mounting screws. Torque the mounting
screws down to 40-48 IN-LB.
9. Transfer and/or install the Standoff (M6 x 16MM, 41-04-0036) and the Split Washer
(1/4", 19-04-0013). Torque the Standoff down to 22-30 IN-LB. Note: over-torquing will
damage the Standoff.
10. Reinstall bus bars A and B and the wires that connect to them.
11. Torque the screws down to 40-48 IN-LB. Ensure that the shaft of the ring lug stays
over the bus bar that it is attached too. The ring lug can't touch the other bus bar. To
maintain clearance, the ring lug can't pass the edge of the bus bar.
12. Reinstall the semiconductor fuses and bus bars G and H.
H.3.2. REPLACING THE DIRECTION BRIDGE (SCR7, SCR8) AND DYNAMIC BRAKING (SCR9)
To replace an SCR, it may be necessary to loosen and/or remove some parts to gain access
to the SCR. When removing extra parts, be sure to reinstall them securely. Ensure that all
power is OFF at the main disconnect.
1. Remove the bolts on terminals 1, 2 and FIGURE H.7 SCR7, SCR8, SCR9
3 on the SCR being replaced. Place
the bus bars that connect to the SCR in
a position that will not obstruct the
removal and installation of the SCR. It
may be necessary to loosen other bus
bar mounting bolts.
2. Remove the SCR(see Figure H.7).
3. Clean the area where the SCR will be

placed. Spray a thin layer (.001 approx.)
of Thermal compound to the component
surface contact area.
4. Install the SCR. Torque the mounting

screws to 22–30 IN-LB.
5. Reconnect all the wires and bus bars to

the correct terminals. Torque bolts 1, 2,
and 3 on the SCR to 106–132 IN-LB.
PARTS LIST FOR DIRECTION BRIDGE AND DYNAMIC BRAKING

SCR (330 Amp 1200V SCR Pack) 33-03-0021 Each
Thermal Compound Spray - Non Silicone 13-01-0020 A/R
Mach. Screw (10-32 x 3/4" Mach. Screw) 19-01-0022 Each
Split Lock Washer (#10) 19-04-0012 Each
Flat washer (#10) 19-04-0005 Each

H.3.4 COMMUTATION SCR/DIODE AND DUAL DIODE DEVICE REPLACEMENT
To gain access to the Commutation SCR/Diode and the Dual Diode Device, the SCR–DS board
must be partially removed. It is suggested that the connections on the bottom of the board
remain connected except for the mounting screws (see Figure H.8).
PARTS LIST FOR COMMUTATION SCR/DIODE AND DUAL DIODE DEVICE

Thyristor Diode (95 Amp 1400V ) 33-03-0018 Each
Thermstrate 41-06-0030 Each
SCR Mounting Plate 40-02-0084 Each
Dual Diode Pack (105 Amp 1500V Diode/Diode) 33-03-0014 Each
Star Lock Washer (#10 Star Lock Washer) 19-04-0018 Each
FIGURE H.8 Replacing the Commutation SCR/Diode and Dual Diode

1. The SCR-DS board is directly over the Commutation SCR. This means that the
SCR-DS board must be moved into a position that will not interfere with the removal or
installation of the commutation SCR. Refer to Section H.4.5 Replacing the SCR-DS
board.
2. Label all the wires that are connected to the device being removed. Remove the wires.
3. Remove the device and clean the surface of the SCR mounting plate. Install the new
device (see Figure H.8). Torque the mounting screws to 22-30 IN-LB. Note the
orientation of the device.
4. Install all the wires to the correct terminal. Torque the terminal screws to 22-30 IN-LB.
5. Reinstall the SCR-DS board (refer to Section H.4.5, Replacing the SCR-DS board).
H.4 REPLACING PC BOARDS
There are a total of 6 boards (SCR-LGD, SCR-LGA, SCR-PS, SCR-SN, SCR-DS and SCR-CC)
on the System 12 SCR Drive. During the replacement of some of the boards, other parts may
require removal. Ensure that all power is OFF at the main disconnect before removing boards.
H.4.1 REPLACING THE SCR-LGD LOGIC DISPLAY BOARD
The SCR-LGD board is used to display the status of the System 12, 12-Pulse Drive.
PARTS LIST FOR SCR-LGD

SCR-LGD (SCR Drive Display Board) SCR-LGD Each
Standoff (8-32 x 3/8" F/F Standoff) 41-04-0037 Each
Kep Screw (8-32 x 3/8 Kep Screw) 19-01-0012 Each
1. Remove the two mounting screws from FIGURE H.9 Replacing the SCR-LGD
the SCR-LGD board. Board
2. Disconnect the ribbon cable from J10

on the SCR-LGA board and remove
the SCR-LGD board.
3. Install the SCR-LGD board and torque

the mounting screws to 15-20 LB-IN.
4. Connect the ribbon cable on the

SCR-LGD board to J10 on the SCR-
LGA board.

H.4.2. REPLACING THE SCR-LGA SCR LOGIC BOARD
When replacing the SCR-LGA board, the SCR-LGD board must be transferred from the old
SCR-LGA board to the new board (see Section H.4.1). This is best done when both boards are
not attached to the drive. The transfer includes the installation of the Standoffs needed to hold
the SCR-LGD. The standoffs are loaded from the back side of the SCR-LGA board.
FIGURE H.10 Replacing the SCR-LGA Board
PARTS LIST FOR SCR-LGA

SCR-LGA (SCR Drive Logic Board) SCR-LGA Each
1. Remove all the connectors that connect to the board (J1-J10 and Ground wire of the
26 conductor ribbon cable located on the board's bottom right corner mounting screw).

2. Remove the mounting screws and then the board. Ensure that no loose parts fall into
the drive.
3. Install the new board and torque the mounting screws to 15-20 LB-IN (see Figure H.10).
4. Install all the connectors back on the board (J1-J10 and the Ground wire of the 26
conductor ribbon cable under the board's bottom right corner mounting screw). Ensure
that the bottom right corner mounting screw is torqued to 15-20 LB-IN.
H.4.3 REPLACING THE SCR-PS BOARD (only)
The SCR-PS board generates DC power to supply the SCR-LGA board. Ensure that the new
SCR-PS board is generating the correct DC voltage before connecting it to the SCR-LGA
board.
PARTS LIST FOR SCR-PS

SCR-PS (SCR Drive Power Supply Board) SCR-PS Each
1. Disconnect the ribbon cable from J9 on the SCR-LGA board and remove the 6 position
IDC from J1 on the SCR-PS board (see Figure H.10).
2. Remove the mounting screws and remove the board.
3. Install the board and torque the screws to 15-20 LB-IN.
4. Connect the ribbon cable from the SCR-PS board to J9 on the SCR-LGA board.
Reconnect the 6 position IDC to J1 on the SCR-PS board.
5. Test the SCR-PS board for the correct voltage:
a. Disconnect the ribbon cable from J9 on the SCR-LGA board.
b. Turn ON power to the enclosure at the main disconnect. Ensure that the
controller is on Inspection.
c. Using a DC voltage meter, verify the voltages (+5V, -5V, +15V and -15V) on the
test points on the SCR-PS board. If the voltages are not within ±1% of the
correct value, adjust the following on the SCR-PS board: R16 for +5V, R2 for
-5V, R13 for +15V, or R5 for -15V.
d. Turn power OFF at the main disconnect. Reconnect the ribbon cable to J9 on
the SCR-LGA board and turn ON power at the main disconnect. If you are
unable to get the desired voltage, then refer to the manual for other possible
faults.

H.4.4 REPLACING THE SCR-SN BOARD
Removal of the SCR-SN board requires that a few wires be removed. Label the wires to ensure
that they are reconnected to the correct terminals. The right angle copper brackets and the
insulator on the SCR-SN board must be transferred to the new board. The transfer of the
copper brackets and the insulator is best done when both boards are not attached to the drive.
The swing tray that holds the SCR-LGA and the SCR-PS board must be removed to make it
simpler to remove the SCR-SN board. Do not disconnect the boards from the tray; remove the
tray with the board on it.
PARTS LIST FOR SCR-SN

SCR-SN (SCR Drive Snubber Board) SCR-SN Each
Insulator (Insulator for the SCR-SN board) 41-06-0017 Each
M6 Mach. Screw (M6 x 16MM Mach. Screw) 35-74-A5FT Set (30 EA.)
Kep Screw (8-32 x 3/8" Kep Screw) 19-01-0012 Each
Flat Washer (#8 Flat Washer) 19-04-0004 Each
Kep Nut (8-32 Kep Nut) 19-02-0005 Each
Angle Bracket (Copper Angle Bracket Bus Bar) 35-30-0009 Each
1. Remove the semiconductor fuses and the ribbon cable from J2 on the SCR-LGA board.
2. Disconnect the wires that are attached to terminals 2 and 3 on SCR1 thru 6 in the drive.
3. Remove the three mounting screws on top of the SCR-SN board and remove the board.
Transfer the Angle Brackets (35-30-0009) to the new board. Lightly tighten the screws.
4. Install the new SCR-SN board and install the mounting screws (19-01-0012) and Flat
Washer (19-04-0004). Torque the mounting screws to 15-20 IN-LB.
5. Connect the wires as indicated below. Torque the M6 Mach. Screws to 40-48 IN-LB
(see Figure H.11). Ensure that the ring lug doesn't cross the outer limits of the bus bar.
To ensure that the proper clearance is met, the space between bus bars A and B must
be maintained.
Note: The terminal number is on the top left side of SCR pack near the terminal.
• Wire that comes out of E1 to SCR1 terminal 2
6. Install the semiconductor fuses (see Section H.1.1 Replacing the Semiconductor Fuses)
and tighten the screws that attach the copper bracket to the SCR-SN board.
7. Reinstall the swing tray that holds the SCR-LGA and SCR-PS board.

FIGURE H.11 Replacing the SCR-SN Board
H.4.5 REPLACING THE SCR-DS BOARD
SCR-DS Rev. 4-4 and up is used in the Dsxxxx - C - AB drive. The SCR-DS board contains the
SCR firing leads that attach to the SCR devices. Handle these wires with care. In some cases,
the SCR-DS board does not require complete removal. A partial removal consists of removing
all of the items stated below except the Cathode and Gate connectors on the bottom of the
SCR-DS board, the 6 phase wires, and the A2 wire.
PARTS LIST FOR SCR-DS

SCR-DS (SCR Drive Driver/Snubber Board) SCR-DS Each
Kep Screw (8-32 x 3/8" Kep Screw) 19-01-0012 Each
Current Sensor (70 Amp board mounted) 38-01-0502 Each

FIGURE H.12 Replacing the SCR-DS Board
1. Remove bus bars G and H from the drive.

2. Remove the top four mounting screws on the SCR-DS board.
3. Disconnect the 12 AWG wire that terminates on terminal block A2L. This will loosen
the wire that runs through the current sensor on the SCR-DS board.
4. Remove the Cathode/Gate leads from SCR7-SCR9.
5. Disconnect the 6 phase wires on the contactors that connect to the SCR-DS board.
6. Remove the snubber wires that are connected to terminals 2 or 3 on SCR7-SCR9 (The
terminal number is on the top left side of the device).
7. Remove all IDC connectors from the SCR-DS board.
8. Remove the wires from J1 on the DS board and remove the wire on the A2 terminal.
9. Loosen the three lower/bottom mounting screws of the SCR-DS board.
10. Remove the board and place it in a position that will not interfere.
Installation:
1. Run the 12 AWG wire back through the current sensor (M1) on the SCR-DS board (see
Figure H.12) and back into the terminal block A2L. Torque the terminal block to 18-20
IN-LB. Before the wire is torqued, the board should be in position for mounting.

2. Install the SCR-DS back into its original position. Note that all the bottom notches
should line up with their corresponding mounting screw.
3. Reconnect all the IDCs that go to the board (J1-J7, J9-J16).
4. Reinstall all the wires that connect to J1 on the SCR-DS board. Install the wire that
goes to terminal A2L.
5. Connect the 6 phase wires to the correct contactor terminal.
a. Run wire A to the terminal below X1 screw terminal on the Contactor.
b. Run wire B to the terminal below X2 screw terminal on the Contactor.
c. Run wire C to the terminal below X3 screw terminal on the Contactor.
d. Run wire A' to the terminal below Y1 screw terminal on the Contactor.
e. Run wire B' to the terminal below Y2 screw terminal on the Contactor.
f. Run wire C' to the terminal below Y3 screw terminal on the Contactor.
6. Install the top mounting screws of the SCR-DS board and torque all the mounting
screws to 15-20 IN-LB.
7. Reconnect all the snubber wires (E1 - E3 and E5) to the correct position above the bus
bar (E1 to SCR7-2, E2 to SCR7-3, E3 to SCR8-2, and E5 to SCR9-2) and torque them
down to 40 - 48 IN-LB.
8. Install bus bars G and H.
H.4.6 REPLACING THE SCR-CC H/L BOARD
To gain access to the SCR-CC-H/L board, the SCR-DS board must be removed. The wires
that are disconnected should be labeled so that they can be reconnected to the correct
terminal. There are three studs (X1, A, AX) on the board that should be torqued with care.
PARTS LIST FOR SCR-CC H/L

SCR-CC-L (commutation Board Low Voltage) SCR-CC-L Each
SCR-CC-H (Commutation Board High Voltage) SCR-CC-H Each
1. Disconnect and label the wires on the studs (X1, A, AK) and J1 on the SCR-CC-H/L
board.
2. Remove the mounting screws and board.
3. Install the new SCR-CC board and torque the mounting screws to 15-20 IN-LB (see
Figure H.13).
4. Install all the wires that connect to J1.
5. Reinstall the wires that connect to the studs (X1, A, AK) on the board. Torque the nuts
to 22-30 IN-LB.
6. Reinstall the SCR-DS board.

FIGURE H.13 Replacing the SCR-CC H/L Board

APPENDIX K
FLEX-TALK OPTION
NOTE: The following is a listing of diagnostic tools available on a

controller if the Flex-Talk option is provided.
Use this appendix in conjunction with the manual. The appendix provides information regarding
the diagnostics and volume adjustments for the TPI-FT, and the TPI-FTR options on the
Flex-Talk unit.
K.1 INTRODUCTION AND THEORY OF OPERATION

The Flex-Talk board is designed for use on any MCE controller to provide flexibility in audio
announcement. The ability to add a recording option (RC UNIT) that allows the user to
customize the elevator announcement is available on the TPI-FTR. The TPI-FT, or the
TPI-FTR boards are installed inside the controller and hooked up to the last board of the daisy
chain. The TPI-FT, and TPI-FTR receive such needed information as door status, nudging, PI,
etc. from the MCE bus. A +5V power supply runs the digital circuitry, and a -/+15V supply
operates the analog circuitry of the speaker. There are eight LED’s used for diagnostic
purposes in conjunction with the dip switches. The input and output connectors (J1 and J2) are
used for the MCE bus; however, it is unlikely that the output will be used, as the Flex-Talk board
is typically the last in the daisy chain, the exception being a duplex where there are two
Flex-Talk boards.
FIGURE K.1 TPI-FT Flex-Talk Board
A-40 • APPENDIX K - FLEX TALK OPTION 42-02-7204

K.2 DIAGNOSTICS
The six switches on the dip switch package are used for diagnostics purposes. There are eight
LED’s (D2 through D9) also, for displaying diagnostics information. These LED’s are used in
conjunction with the dip switch package (see below). For self-test, turn on switch S2 of the dip
switch set. The unit will announce each of the floor messages, the direction, nudging, and the
fire service messages (the special messages are not included in the self test). This test does
not require the connection of the MCE bus.
FIGURE K.2 Diagnostic Table
DIP SWITCHES DIAGNOSTIC LEDS MNEM.
S2 S3 S4 S5 S6 D2 D3 D4 D5 D6 D7 D8 D9
1 0 0 0 0 SELF TEST
0 0 0 0 0 UP DOWN NUDG DOOR MAIN SAF ALT HOSP MODSW

FIRE FIRE
0 1 0 0 0 PIs DISPLAYED IN BINARY ( 00 = BOTTOM) PIN
0 0 1 0 0 X EM3A EM2A EM1A DORA GDA GUA PIA MAW
0 1 1 0 0 PIs DISPLAYED IN BINARY ( 00 = BOTTOM) IPR_3
0 0 0 1 0 SEC. HLW EMP X X X X X SMAW1

FLR
0 1 0 1 0 STOP OVS LOBM X X X X X SMAW2

SW
0 0 1 1 0 X X EMP X X X X X EMPWI
N
0 1 1 1 0 UP DOWN NUDG DLK FRS SAF FRA HOSP ITR-1
0 0 0 0 1 PI0 PI1 PI2 PI3 PI4 CSE HLW EPR ITR-2
0 1 0 0 1 PI5 X DOPLFR X X H OR ATALT ATMN ITR-3

(NOT)
STC
Dip switches: - switches S2, S3, S4, S5, and S6 are used to select which flags on the TPI are to be
displayed.
- switch S2 is used for the self test.
- switch S1 is current not used.
- 0 = switch is “Off”, 1 = switch is “On”
D2 thru D9: diagnostic LEDs located on the processor board. Lit LEDs indicate that one of the flags
listed below D2 thru D9 on the above chart are read as active.
Example: if all switches are off, D4 & D6 are turned on, then nudging and main fire
service flags are on.
42-02-7204 APPENDIX K - FLEX TALK OPTION • A-41

K.3 VOLUME CONTROL
The trimpots R32 and R33 adjust the main and alternate volume. The main volume adjustment
(R32) controls the floor announcements (such as “First Floor”). The alternate volume (R33)
controls all other announcements (such as “going up”). Turning either trimpot fully
counterclockwise gives maximum volume. The adjustments are easily made with diagnostics
switch S2-ON. This will activate the messages and allow the time necessary to adjust volume.
These two trimpots do not affect any music volume that may be connected on J8. Music
volume is set external of this unit.
K.4 TROUBLESHOOTING
If there are no audio messages, then:

• The speaker may not be connected on J9.
• The +/-15V supply on connector J7 may not be present.
• Relay U39 may be defective.
• U38 (audio power op-amp) may be defective.
• U5 (program EPROM), U7 or U8 (digitized voice EPROM) may be defective.
• A volume control trimpot may be defective or turned fully clockwise.
If the message, “Please allow the doors to close” is heard when nudging:
• The photo eye used to detect objects in the door path may be blocked.
• The photo eye may be dirty, or defective.
K.5 PERIPHERAL EQUIPMENT

Square recessed mount 6 1/4" by 6 1/4" by 4 1/4" deep (manufacturer Model # 198-4).
Square surface mount 7" by 7" by 4 1/4" deep (manufacturer Model # SE 198-4).
Circular recessed mount 6 1/8" by 4 1/4" deep without lip (manufacturer Model # 94-4).
7" round by 4 1/4" deep (including lip).
7 3/8" in diameter with circular grill.
FIGURE K.3 Speaker Dimensions
A-42 • APPENDIX K - FLEX TALK OPTION 42-02-7204

APPENDIX L
OPTION SMARTLINK FOR CAR OPERATING PANEL
L.0 GENERAL INFORMATION

This Appendix applies to MCE Controllers with the following boards and software versions:
MC-NC Software Version 2.00, and MC-NIO Software Version 2.00. SmartLink Serial
Communication for Car Call Signals is an option for MCE controllers. It links the Car
Operating Panel (COP) signals to the car controller in the machine room using serial
communication techniques. This option reduces the wiring from the COP to the car controller;
thus, reducing the installation time and labor cost. The serial link is based on state-of-the-art
LonWorks® networking technology. A four-wire link carries the signals and power from the
COP to the car controller. If the SmartLink for COP option is on this controller, reference this
Appendix Figure L.1 for controller and board layout. Otherwise, use the controller manual
information only.
TABLE L.1 SmartLink for Car Operating Panel - Principal Characteristics
PRINCIPAL CHARACTERISTICS
Number of Wires 4 (2 for data and 2 for power)
Power on serial link 24 VDC
Number of I/Os on one COP board 24 inputs, 24 outputs
Communication protocol LonTalk® (based on OSI 7-layer networking protocol)
Controller characteristics Available for M3 Group System car controllers
L.1 PRODUCT DESCRIPTION

SmartLink Serial Communication for Car Call Signals provides a serial communication link
between the car controller and the Car Operating Panel (COP). Other than the input/output
interface between the controller and the COP, there are no changes to the existing controller.
The functionality of the controller is not affected.
L.1.1 CAR CONTROLLER NODE
The car controller node (MC-NC board) is the main node of the network. It provides the
input/output interface between the car controller computer (MC-MP or MC-MP2 board) and the
COP. It contains the Neuron® processor which implements the seven layers of the LonTalk®
communication protocol for receiving and sending signals, as network data packets, to and
from the COP. It also implements the application level routines to serially transfer these signal
values to the car controller computer.
L.1.2 CAR OPERATING PANEL (COP) NODE
The function of the COP node (MC-NIO board) is to transfer COP signal values to and from the
car controller node as network packets. The COP signals, such as call buttons, door close
button, call lockouts, etc., are sent serially to the car controller node via the LonWorks®
network. Similarly, signals such as call button lights, indicators, etc., are received from the car
controller node.
42-02-7204 APPENDIX L – SMARTLINK FOR CAR OPERATING PANEL • A-43

L.2 PHYSICAL LAYOUT AND FUNCTIONAL DESCRIPTION
Figure L.1 shows the typical connection between the controller node and the COP node. The
physical layout and hardware are described below.
FIGURE L.1 SmartLink for Car Operating Panel - Typical System
L.2.1 CAR CONTROLLER NODE
The car controller node consists of the MC-NC Neuron Controller board (see Figure L.2) which,
for most controllers, replaces the HC-CI/O Call Input/Output board and is physically located
where the HC-CI/O board would otherwise be. The MC-NC board provides the interface
between the car controller's Main Processor (MC-MP or MC-MP2 board) and the MC-NIO board
in the COP. The car call push-button inputs and other input signals from the COP are received
serially via the LonWorks® network and are processed by the MC-NC board and then sent
serially to the car controller's Main Processor board via a 20-conductor ribbon cable.
Information from the car controller's Main Processor board is received serially by the MC-NC
board, formatted into data packets, and sent to the COP via the LonWorks® network.
A-44 • APPENDIX L – SMARTLINK FOR CAR OPERATING PANEL 42-02-7204

FIGURE L.2 MC-NC Neuron Controller Board
L.2.2 CAR OPERATING PANEL (COP) NODE
The COP node consists of the MC-NIO Neuron Input/Output board (see Figure L.3) and, if
required, one or more MC-NIO-X Neuron Input/Output Extender board(s) (see Figure L.4). The
COP board(s) are physically located either in the COP itself or on the car top. The MC-NIO
board has two major functional blocks, the input/output interface and the LonWorks® network
interface.
The MC-NIO board monitors the state of the car call push-buttons (ON/OFF) and activates call
acknowledgment outputs. It also acquires other inputs from the COP switches and buttons and
activates other COP outputs. The MC-NIO board can handle 24 inputs and 24 outputs. The
MC-NIO-X board is used for additional inputs and outputs and is responsible for the input/output
interface only. It does not contain the network interface electronics.
FIGURE L.3 MC-NIO Neuron Input/Output Board

FIGURE L.4 MC-NIO-X Neuron Input/Output Extender Board
L.3 INSTALLING THE MC-NIO & MC-NIO-X BOARDS

MCE’s SmartLink Serial Communication for Car Call Signals option is simple and easy to install.
A communication cable is required to connect the MC-NC board (located in the elevator
controller) to the MC-NIO board, mounted in the Elevator’s Car Operating Panel (COP). As an
alternative, the COP board(s) may be located in a metal box on the car top and wired to the
COP.
The MC-NIO board is the ‘NEURON INPUT/OUTPUT’ board. All car call buttons as well as all
car call acknowledge lights are connected to this board. The MC-NIO-X board is the ‘NEURON
INPUT/OUTPUT EXPANDER’ board. It is also located in the COP and used in conjunction with
the MC-NIO board for providing additional I/O. The MC-NIO-X board is used when more inputs
or outputs are required than the MC-NIO board can provide. The MC-NIO-X board is the same
as the MC-NIO board except that fewer components are loaded. The MC-NIO-X board is
connected to the MC-NIO board through a 26-conductor ribbon cable. The MC-NIO board
connector J11 connects to the MC-NIO-X board at connector J2. Additional MC-NIO-X boards,
if needed, can be connected in a cascade fashion to connector J11 of the MC-NIO-X board.
L.3.1 MOUNTING THE BOARDS IN THE COP
MOUNTING ONE BOARD - If the job requires only one board, the MC-NIO can be mounted
anywhere in the COP such that the connectors are easily accessible and the board does not
obstruct any fixture in the COP. The MC-NIO board is supplied with a mounting plate. The
dimensions are shown in Figure L.5.
MOUNTING MORE THAN ONE BOARD - If the job requires the expander MC-NIO-X board(s),
they can be mounted in the following three ways. The MC-NIO-X board is also supplied with a
mounting plate.
Option 1 - The boards can be stacked one on top of another (see Figure L.6). Make sure that
the total height of the boards stacked together does not exceed the available height for
mounting the boards in the COP.
Option 2 - The boards can be placed end to end with connector J11 of one board facing
connector J2 of the other board (see Figure L.7). In this case, the height requirement will be
that of a single board and the I/O connectors on all the boards will be on the same side. Since
the boards are mounted lengthwise in this option, make sure that the COP has enough free
space lengthwise.

Option 3 - The boards can be placed side by side, with the I/O connectors facing the opposite
sides and the non-I/O connector side of the two boards facing each other (see Figure L.8). This
option can be used if the COP is wide enough to place two boards side by side.
Any combination of the above three options can be used to best suit the COP length, width,
height and the wiring requirements.
NOTE: The MCE part number for the Mounting Plate is 40-02-0074
FIGURE L.5 Mounting Plate Dimensions for Mounting the MC-NIO and MC-NIO-X boards

FIGURE L.6 Mounting Option 1: Boards Stacked

FIGURE L.7 Mounting Option 2: Boards Placed End to End

FIGURE L.8 Mounting Option 3: Boards Placed Side By Side

L.3.2 COP INPUT/OUTPUT WIRING
The outputs of the MC-NIO, MC-NIO-X boards are of the “open-collector” type. The bulbs are
turned ON when the output terminal is grounded, therefore, the common side of bulbs is
connected to the +V terminal (J4) on the MC-NIO and MC-NIO-X boards.
The inputs are internally pulled up to the +V voltage and become activated when grounded,
therefore, the common of all the switches is connected to the COM terminal (J4) on the MC-NIO
and MC-NIO-X board.
The MC-NIO board is provided with an additional ‘COM’ terminal (J4) which is to be connected
to the car or cartop. This will provide a common to the Car. Refer to the job prints for details
of the connections.
L.3.2.1 TESTING THE CONNECTIONS
To locally test the connections to the buttons and indicators, power must be supplied with the
Network disconnected. To test inputs and outputs after the connections are made, put the
MC-NIO board into test mode. To do this, disconnect NETA or NETB and then momentarily
short the reset pins. This will cause the inputs of the MC-NIO and MC-NIO-X (if available)
boards to turn on its corresponding outputs (i.e., I1 turns on O1 ..... I24 turns on O24). Inputs
are activated by grounding them. Test all the outputs by grounding the corresponding inputs.
Confirm the wire connections with this test.
L.3.2.2 ACCEPTABLE BULBS FOR USE WITH MC-NIO AND MC-NIO-X BOARDS
In the following tables, the shaded row indicates the preferred lamp for this application.
TABLE L.2 Indicator Specification

INDICATOR SPECIFICATION
MAXIMUM CURRENT WATTAGE EACH
INDICATOR TYPE VOLTAGE
EACH OUTPUT OUTPUT
Incandescent Lamp 28V 0.3 Amps 6 Watts
Solid State LED 28V (lamp must have 0.3 Amps 6 Watts
built-in resistor)
Neon Lamp Not applicable
Electronic Buzzer/Chime 28V 0.3 Amps 6 Watts
Mechanical Buzzer/Chime Not Applicable
TABLE L.3 Miniature Bayonet Bulbs

MINIATURE BAYONET BASE
LAMP REFERENCE # * VOLTAGE CURRENT
1495 28V 0.30A (MORE BRIGHT)
1873 28V 0.20A
1864, 313, 456, 356 28V 0.17A
1820 28V 0.10A
757, 265 28V 0.08A
1829 28V 0.07A
1819, 28MB 28V 0.04A
1843 28V 0.022A (LESS BRIGHT)

TABLE L.4 Single Contact Bayonet Bulbs
SINGLE CONTACT BAYONET BASE
1251 28V 0.23A
456 28V 0.17A
TABLE L.5 Double Contact Bayonet Bulbs

DOUBLE CONTACT BAYONET BASE
6S6DC/30V 30V 0.23A
TABLE L.6 Screw Base Bulbs

CANDELABRA, SCREW BASE
6S6/30V 30V 6 WATTS (MORE BRIGHT)
28RC 28V 1.1 WATTS (LESS BRIGHT)
TABLE L.7 PSB5 Bulbs

SLIDE BASE - TYPE 5 (PSB5)
28PSB 28V 0.04A
* Note: Bulb shapes vary within a given base style and some may not fit within your fixture.
L.3.3 TRAVELER CABLE
For proper operation the specification of this cable must be, at a minimum, the following:
TABLE L.8 Existing Traveler-Communication Cable Specification

EXISTING TRAVELER-COMMUNICATION CABLE SPECIFICATION
For NETA and NETB connections For +V and Com
Shielded Twisted Pair (16-22 AWG) See Job Prints - page 1
(Shield grounded in controller)
When the opportunity exists for a new traveler cable, the following specifications are
recommended.

TABLE L.9 New Traveler-Communication Cable Specification
NEW TRAVELER-COMMUNICATION CABLE SPECIFICATION
For NETA and NETB connections For +V and Com
Single twisted pair (one of the following) See Job Prints - page 1
Belden # 85102 (or equivalent)
L.3.3 NODE IDENTIFICATION JUMPERS
A future option will allow multiple MC-NIO boards to be connected to the LonWorks® network
where multiple COPs exist. Each MC-NIO board has several jumpers located on it. Three of
the jumpers are for identifying the board when more than one is used. These identifying jumper
positions are listed in Figure L.10 MC-NIO Board Quick Reference.
L.3.4 BULB INTENSITY
The COP node (MC-NIO board) has an intensity control for incandescent bulbs and solid state
LEDs. The intensity adjustment trimpot is located at the edge of the board near the 26-pin
ribbon cable connector. It is a single turn trimpot which, when turned fully counterclockwise,
reduces the intensity by approximately 50%. When turned fully clockwise the intensity is 100%
(full voltage applied at output terminals). In addition, two jumpers control which lamps are
affected by the intensity trimpot. Jumper position and affected outputs are listed in Figure L.10
MC-NIO Board Quick Reference. Acceptable bulb types are listed in Tables 0.2 thru 0.7. If two
COPs are connected in parallel, bulbs cannot exceed three watts each.
L.3.5 PERIPHERAL DEVICES
Output devices connected to the MC-NIO board must be “Positive Common Bus” type devices.
The voltage rating must be 24VDC. Devices can include digital PI’s, electronic arrival chimes,
lanterns, and electronic buzzers.
L.3.6 COMMUNICATION TERMINATION
The shield of the twisted pair SmartLink communication cable must be connected to the “COM”
terminal (J5) only on the MC-NC board in the car controller (located in the machine room). Do
NOT connect the shield on the MC-NIO board.
The serial link is a 78 Kbit per second data link which should be terminated at both ends of the
communication cable, both in the machine room and in the COP or car top box. Termination
at the car controller end, on the MC-NC board, is integrated into the design. Termination at the
COP end, on the MC-NIO board, is accomplished by placing a shunt on jumper JP1 (factory
installed).
L.4 NETWORK SELF-INSTALLATION AND CONFIGURATION
NOTE: Previous software versions required that the installer perform a

“network installation process” before the serial communication
link would function. MC-NC software version 2.00 includes an
enhancement which eliminates the need for such a process.

After all electrical connections have been made, network communication should be established
approximately 10 seconds after system power-up.
L.4.1 NETWORK COMMUNICATION
The diagnostic LED SPD2 on the MC-NC board indicates network activity/status.
If the SPD2 LED on the MC-NC board blinks at an approximate rate of twice per second,
network communication has been established.
If the LED is solidly ON or OFF, the network communication is not established. Check the
network wire connections to NETA and NETB.
Diagnostic address 3017H contains a communication error counter(see Section L.5.4).

Normally all diagnostic LEDs displayed at this address should be OFF on the computer swing
panel. If the counters are increasing rapidly (once every 10 seconds), the communication is not
stable, check for proper wiring and shielding.
L.5 TROUBLESHOOTING SMARTLINK FOR COP

The Diagnostic Indicators on the MC-NC and MC-NIO boards and on the Computer Swing
Panel assist in troubleshooting the SmartLink Serial Communication for Car Call Signals. The
SmartLink for Car Calls option requires two additional boards, the MC-NC Neuron Controller
board (in the car controller) and MC-NIO, Neuron Input/Output board (in the COP or on top of
the car). Both of these boards have a processor on them and run independent software
programs.
L.5.1 TROUBLESHOOTING THE MC-NC BOARD
Begin by examining the indicators and jumpers on the MC-NC board (see Figure L.9, MC-NC
Quick Reference).
L.5.1.1 COMPUTER ON LED
Upon power-up the “Computer On” LED on the MC-NC board should be solidly ON. If this LED
is OFF or blinking, verify that the EPROM is installed properly and that all the ribbon cable
connections are secure. Verify that the voltage at the +5V test point (located near ribbon cable
connector J2) is between 4.75V and 5.1V.
L.5.1.2 COMMUNICATION WITH THE MAIN COMPUTER
The diagnostic LED SPD1 on the MC-NC board indicates communication activity with the Main
computer (MC-MP/MC-MP2). If this LED is solidly ON, it means that the MC-NC and the Main
Computer are not communicating. Verify that the ribbon cable is connected properly to J2.
Proper communication is indicated by the SPD1 LED blinking at a rate of approximately 20
times/second.
L.5.1.3 NETWORK COMMUNICATION
The network communication status is indicated by diagnostic LED SPD2 on the MC-NC board.
If this LED is solidly ON, it means that the network communication is not established. Verify that
the network wires are connected properly to NETA and NETB on the connector.
To confirm that the network communication is established properly, check the SPD2 LED on
the MC-NC board. It should be blinking at a rate of twice a second. If the SPD2 LED on the

MC-NC board is either ON or OFF, network communication is not established. Check the
network communication counters in the diagnostic buffer address 3017H (see Section L.5.4).
If these counters are increasing rapidly (once every 10 seconds), the communication is not
stable. Verify proper wiring and shielding of the network cable as shown in the Job prints.
FIGURE L.9 MC-NC Board Quick Reference
MC-NC QUICK REFERENCE Software Ver. 2.00 or higher
RESET AND SERVICE TEST PINS

"Reset" test pins reset the board and the board program when shorted together.
"Service" test pins send the node information on the network when shorted together.
MC-NC Diagnostic Indicators
LED Computer On Service SPD1 SPD2

Board not functioning. Normal. The Possible faulty ribbon If normal blinking does
Check +5V. If no +5V, normal state of cable at J2, connector J2, not occur (as described
OFF
check ribbon cable this LED is OFF. or MC-NC board. below), check NETA
connection at J2. and NETB connections.
Normal. Computer Verify proper MC-NC unsuccessful in MC-NC unsuccessful in
functioning properly. installation of communicating with MC- communicating with MC-
ON EPROM. If MP. Possible software NIO. Check NETA and
installed properly, configuration error (MP). NETB connections.
replace board.
If Computer On LED Verify EPROM Normal. When Normal. Indicates
blinks continuously version. If V2.00 accompanied by SPD2 communication between
(approx. once per or higher, replace blinking, there is the MC-NC and the MC-
Blinking
second), verify proper board. communication. SPD1 NIO (blinks approx.
installation of EPROM. blinks very rapidly under twice per second).
normal conditions.

L.5.2 TROUBLESHOOTING THE MC-NIO BOARD
Begin by examining the indicators and jumpers on the MC-NIO board (see Figure L.10, MC-
NIO Quick Reference).
L.5.2.1 COMPUTER ON LED
Upon power-up the “Computer ON” LED on the MC-NIO board should be solidly ON. If the LED
is OFF or is flashing, verify that the EPROM is installed properly and the voltage on the +V pin
of connector J3 is between 12V and 28V and that the voltage at the +5V test point is between
4.75 and 5.15V.
L.5.2.2 NETWORK COMMUNICATION
The network communication status is indicated by diagnostic LED SPD2 on both the MC-NC
and the MC-NIO boards. If this LED is solidly ON, it means that the network communication
is not established (see the diagnostic indicator table on the MC-NIO QR card).
L.5.2.3 BULB INTENSITY CONTROL
If the bulbs do not come on or if varying the intensity trimpot has no effect on the bulb intensity
check jumpers JP6 and JP7 (see Figure L.10, MC-NIO Quick Reference ). If the jumpers are
installed correctly and the bulb intensity still does not work, replace the MC-NIO board.
L.5.2.4 MC-NIO & MC-NIO-X OUTPUTS
Testing During Installation - To test inputs and outputs during installation, put the MC-NIO
board into test mode. To do this, ensure that the board has power at the +V to COM terminals
at connector J3, then disconnect the NETA wire and momentarily short the reset pins. This will
cause the inputs of the MC-NIO and MC-NIO-X (if available) boards to turn ON its
corresponding outputs (i.e., I1 turns on O1 ..... I24 turns on O24). Inputs are activated by
grounding them. Test all the outputs.
Output Fails During Operation - If a previously working output fails, check the output device
and wiring. If the device is functional, and the wiring correct, swap the corresponding driver
chip with another driver chip (U17 to U22) to check for a failed driver. If problem remains,
replace the board.

FIGURE L.10 MC-NIO Board Quick Reference
MC-NIO QUICK REFERENCE Software Ver. 2.00 or higher
Jumper Settings (* Denotes factory setting)
NODE IDENTIFICATION OUTPUT INTENSITY CONTROL JUMPERS

JUMPERS R18 adjusts intensity when Enabled
JP2 JP3 JP4 JUMPER POSITION DESCRIPTION
1st Board* ON ON ON A Intensity Enabled Outputs 01 to 08

JP6
2nd Board OFF ON ON B* Intensity Disabled Outputs 01 to 08
3rd Board ON OFF ON A* Intensity Enabled Outputs 09 to 024
JP7
4th Board OFF OFF ON B Intensity Disabled Outputs 09 to 024
5th Board ON ON OFF TERMINATION JUMPER
7th Board OFF ON OFF JP1 ON* ON = terminated, OFF = not terminated
6th Board ON OFF OFF EPROM SIZE JUMPER
8th Board OFF OFF OFF JP5 ON* ON = 27C256, 27C512, 27C010. OFF = 27C020
MC-NIO Diagnostic Indicators
LED Computer On Service SPD1 SPD2 SPD3

Board not Normal. The SPD1 lights This LED should SPD3 lights
OFF functioning. Check normal state of this whenever any input flash whenever a whenever the
+5V and +24V LED is OFF. is activated. If button/switch is input/output circuits
SPD1 does not light activated or are being
Normal. Computer Verify proper when a button is deactivated. read/written. This
functioning installation of pushed, check the LED should blink
ON properly. EPROM. If button/switch very quickly (this is
installed properly, “common.” the normal state of
replace board. SPD3). Check
EPROM and +5V if
Computer not Verify EPROM SPD3 is off
functioning. Verify version. If V2.00 or continuously.
Blinking
proper installation higher, replace
of EPROM. board.

L.5.3 SYSTEM TROUBLESHOOTING
GENERAL The serial link is a method of transferring input status (buttons and switches) and
output status (indicators) between the car operating panel and the elevator controller. A non-
operational serial link would generally result in the complete failure in the transfer of this
information. When troubleshooting a problem that you believe might be attributed to a failure
of the serial link, bear in mind that the serial link is simply an I/O system. For example, the
inability to register a car call from the car operating panel may be due to reasons other than the
serial link. Whenever possible, separate the issues (divide and conquer) through creative
means (e.g., try to register car calls via the group or local CRT to determine if car calls can be
registered at all).
A few examples are given below, with commentaries that serve to illustrate the concepts
discussed above.
Problem: Car call buttons do not illuminate when pressed, and the calls do not latch.
Pushing a car call button should always result in the illumination of the indicator for that button.
If the car call indicators do not light when the respective buttons are pushed, a failure of the
serial link should be investigated. Special attention should be paid to the serial bus wiring (the
wires that make up the serial link), especially when this behavior applies to all of the car call
buttons (not just a select few). Follow the instructions in the “General Troubleshooting Steps”
section below.
Problem: Car calls do latch, and a number of car calls can be registered, but after awhile all the
calls cancel simultaneously. The car stops at the next landing and does not open its doors.
Because the car calls can, in fact, be registered through the car operating panel, and because
the car call indicators do function properly, the problem described may not be related to the
serial link. Cancellation of the car calls may be a result of something unrelated to the serial link
(e.g., anti-nuisance logic), so it is important to keep an open mind (don’t assume that the serial
link is the cause for canceling the car calls). Check the job prints for inputs that are being
transferred through the serial link. There may be an input transferred through the serial link
that may cause car cancellation should an intermittent problem with the input signal exist. For
example, “flickering” of the independent service input will generally result in car call cancellation
(it is typical to initially cancel all car calls whenever an off-to-on transition of independent
service is detected).
Problem: When pressed, the call buttons illuminate, but then extinguish. The call does not
latch.
Discussion: This may or may not be a problem with the serial link. During conditions in which
car calls are not allowed to latch by the controller main processor, this behavior is expected.
Follow the “General Troubleshooting Steps” outlined below.
GENERAL TROUBLESHOOTING STEPS
Step 1 Determine if car calls can, in fact, be registered. On many products this can be
accomplished via a system CRT Terminal (connected to either the elevator controller
or a Group Supervisor). If a CRT is not available, car calls can be latched via the
elevator controller’s swing panel. Section 5 of the controller’s installation manual

provides details regarding this process. If car calls cannot be registered, the problem
may not be with the serial link at all.
Step 2 Determine if the serial link is communicating reliably. This is done by activating the
independent service switch in the COP (if one exists; if one does not exist, go to Step
2A). Make sure that the independent service status is not being established through
any other means (i.e., the Test switch, or some other independent service switch not
wired through the serial link). Verify the car is on independent service. If a helper is
available (with communications) verify that the independent service indicator on the
swing panel’s vertical LEDs toggles on and off corresponding to the activation and
deactivation of the switch in the COP. Check to see that the indicator does not
“flicker” when the independent service switch is left in the ON position.
Step 2A If an independent service switch does not exist in the COP, activate the door close
button. If the doors appear to respond to this button, it is very likely that the serial link
is performing properly. It may be worthwhile to verify that the communication link is
solid by referencing the swing panel diagnostics (address 20H). As an example, an
assistant can observe the DBC flag in the diagnostics while the door close button is
being pressed continuously in the COP. The DBC flag should illuminate solidly while
constant pressure is placed on the door close button. Refer to the Controller Manual
for additional swing panel diagnostic information.
Step 3 If Step 2 indicates that the serial communication is not established, all network wiring
should be double-checked. “Network wiring” refers to the wires that connect the
MC-NC board (in the controller) to the MC-NIO board (in the COP). These wires
should be checked for continuity and for connection to the proper respective terminals
on each board. [Note: A subsequent step in the troubleshooting process will call for
the inspection of diagnostic indicators on the MC-NIO board. Accordingly, it is
suggested that access to the MC-NIO board be maintained at this time.]
Step 4 Once all wiring has been verified (both in the controller and in the COP) observe the
diagnostic LEDs on both the MC-NC board and the MC-NIO board. Figures 0.9
“MC-NC Quick Reference” and 0.10 “MC-NIO Quick Reference” provide information
regarding the interpretation of these LEDs.
L.5.4 COMPUTER SWING PANEL DIAGNOSTICS
The contents of serial link related computer memory flags can be viewed on the Computer
Swing Panel's Diagnostic Indicators. MCE Technical Support personnel may request that you
access this information while troubleshooting. The memory flags for serial link data begin at
address 3000 hex. Set the switches as shown in Figure L.11 to access address 3000 hex.
FIGURE L.11 Diagnostic Switch Settings for Address 3000 HEX

Switches A13 and A14 select the first two digits of the address (30) with A9 thru A12 OFF
(down) and A13 and A14 ON (up). Switches A1 thru A8 select the last two digits of the address
(00) with A1 thru A8 OFF (down). The Alphanumeric Display indicates that address 3000 hex
is selected (DA.3000H). The Diagnostic Indicators show the status of the computer memory
flags at this location (LED ON = 1, LED OFF = 0).
Software Version Verification for the MC-NC: Address 03000H displays the major version
number on the diagnostic indicators. Address 03001H displays the minor version number. See
example below.
Example:
Car call inputs from the MC-NC board to the MC-MP board, and car call latched outputs from
the MC-MP board may be viewed in the following addresses and are useful troubleshooting
tools.
TABLE L.10 Key Diagnostic Memory Addresses

Alpha- Switch Setting Diagnostic Indicators LED Designation
numeric A14 - A9 A8 - A1
Display
3017H Displays the count of failed LEDs should be OFF.

attempts for MC-NC
communication.
3040H Displays the car call inputs LEDs correspond to the first eight
from the MC-NIO board. floors. Subsequent floor calls are
viewed at address 3041, 3042 etc.
3080H Displays the car call LEDs correspond to the first eight
registration outputs from floors. Subsequent floor calls are
the Main controller. viewed at address 3081, 3082 etc.

APPENDIX M
K-TECH LW-KK2 LOAD WEIGHER CALIBRATION
M.0 DESCRIPTION
The load weighing system, part # LW-KK2 as manufactured for MCE by K-Tech, consists of
a load sensor(s) and control box (most systems use two sensors). The sensor(s) are mounted
to the crosshead and measure deflection as the elevator is loaded. The control box contains
a power supply, amplifier modules, and an interface or buffer board for processing the load
weigher signal to be sent to the elevator controller.
NOTE: The K-Tech Load Weighing system should be installed

according to the installation instructions provided with the Load
Weigher. Improper installation is the most frequent cause of
poor performance.
M.1 CALIBRATING THE K-TECH LW-KK2 LOAD WEIGHER

The K-Tech LW-KK2 assembly is shown open in Figure M.1, with the two amplifiers and buffer
board identified. Signals from the two amplifier boards are averaged at the buffer board (see
Figure M.2). If you have a single sensor system, amplifier 2 is not included.
FIGURE M.1 Nyload (Blue) Control Box: LW3200-MC2
42-02-7204 APPENDIX M - K-TECH LW-KK2 LOAD WEIGHER CALIBRATION • A-61

FIGURE M.2 Dual Sensor Single Averaged Analog Output
The HC-LWB board is designed by MCE to buffer the load weigher signals by generating a
differential output that can be sent to terminals LW+ and LW- on the SCR-RIX board through
the traveler cable. These two wires do not have to be shielded.
NOTE: Before performing the sensor calibration and load compensation

adjustments, all drive parameters (with the exception of safety
calibration) must be adjusted so that reasonably satisfactory
operation has been achieved.
The following adjustments refer to the Amplifier board(s), Part #PCBELA-04 Rev E (see
Figure M.3). The DVM (digital voltmeter) used in this section should be able to read down to
+/-1 millivolt, or better, +/-0.5 millivolt. The calibration procedure involves first setting the output
voltage to 0 to 8 volts and then later offsetting this to 1 to 9 volts to match the controller’s
required input. The green and yellow LEDs are not used in this setup.
Note that each step must performed for both amplifier boards in a two-sensor setup. To avoid
interaction between the two amplifier boards, the test leads must be connected to the isolation
resistor as shown in Figure M.3, or the amplifier boards must be disconnected from the buffer
board.
M.1.1 CALIBRATING THE SENSOR ADJUST TRIMPOT
a. Bring the empty elevator car to the lowest floor in the hoistway, usually the lobby, and
position the car so that the car top can be accessed from the floor above. If the floor
above is a blind zone, the Alternate Methods must be used.
b. Apply power to the K-Tech unit. The RED LED should turn ON. Give the system 5 to
10 minutes warm up and stabilize before adjustment.
c. Connect (clip) the RED or positive meter lead to test point T3 (signal) and the BLACK
meter lead to test point T5 (ground), see Figure M.3. Set the meter to the millivolt (mV)
range. If you can make the adjustment while standing off of the car top, proceed to step
'd', otherwise go to SENSOR ADJUST (Alternate Method).
d. Adjust the SENSOR ADJUST pot until the meter reads 0 ± 1mV, otherwise go to the
alternate procedure. If you cannot adjust the amplifier to 0 ± 1mV, see Section M.2,
Troubleshooting the K-Tech Load Weigher, Check Point #1.
e. Observe the meter reading at T3. Put some weight (200 lbs.) in the car, or step onto the
car top. If the meter reading goes negative, verify/set the INVERT/NON-INVERT switch
to the NON-INVERT position. If the meter reading goes positive, verify/set the
INVERT/NON-INVERT switch to the INVERT position. This switch will NOT change the
A-62 • APPENDIX M - K-TECH LW-KK2 LOAD WEIGHER CALIBRATION 42-02-7204

meter reading at T3, but will invert the output at test point T4. Test point T4 must go
positive with added weight.
FIGURE M.3 K-Tech Amplifier Board Test and Adjustment Points
f. Repeat steps 'c' and 'd' for amplifier 2. Note that it is possible that one amplifier could
be set to INVERT and the other to NON-INVERT. You may then proceed to Section
M.1.2, Calibration of the Zero Adjust Trimpot (Empty Car).
SENSOR ADJUST (Alternate Method) - This procedure is used if it is not possible to make
the adjustment while standing off of the car top.
a. Connect (clip) the RED or positive meter lead to test point T3 (signal) and the BLACK
meter lead to test point T5 (ground), see Figure M.3. Set the meter to the millivolt (mV)
range. Adjust the SENSOR ADJUST pot until the meter reads 0 ± 1mV while standing
on the car. We will compensate for your weight in the next step.
b. Step off of the car. The meter reading should go in the positive direction* between 5
and 20 mV (typical) depending on the gain setting and crosshead sensitivity to weight
changes. Lets assume that the meter reading changed to +7mV. Step back onto the
car in the same location and orientation as before and adjust the SENSOR ADJUST pot
until the meter reads -7mV ± 1mV.
* If the meter reading goes in the negative direction when you step off of the car,
perform the sensor calibration as above but with opposite polarities. Lets assume that
the meter reading changed to -7mV. Step back onto the car in the same location and
orientation as before and adjust the SENSOR ADJUST pot until the meter reads +7mV
± 1mV.

c. Step off of the car again and observe the meter reading. It should now be within 0 ±
1mV. If you cannot adjust the sensor to within 0 ± 1mV consult Section M.2,
Troubleshooting, Check Point 1.
d. Observe the meter reading at T3. Put some weight (200 lbs.) in the car, or step on the
car. If the meter reading goes negative, verify/set the INVERT/NON-INVERT switch to
the NON-INVERT position. If the meter reading goes positive, verify/set the
INVERT/NON-INVERT switch to the INVERT position. This switch will NOT change the
meter reading at T3, but will invert the output at test point T4. Test point T4 must go
positive with added weight.
M.1.2 CALIBRATING THE ZERO ADJUST TRIMPOT (EMPTY CAR)
a. The EMPTY car should still be at or near the bottom landing. Connect (clip) the RED
meter lead to the resistor on amplifier 1 as shown in Figure M.3. and the BLACK meter
lead to test point T5 (ground) on the K-Tech amplifier board. Ensure that the GAIN
SELECT switches are set to the lowest setting. Set the meter to read 10-20V at full
scale. If you can make the adjustment while standing off of the car top, proceed to step
'b', otherwise go to the Alternate Method.
b. Adjust the ZERO ADJUST pot until the meter reads 0 ±0.025 volts. You may then
proceed to Section M.1.3, Calibration of The Gain Adjust Trimpot (Full Load). If you
cannot obtain this reading consult Section M.2, Troubleshooting the K-Tech Load
Weigher, Check Points 2, 3 and 4.
ZERO ADJUST (Alternate Method) - This procedure is used if it is not possible to make the
adjustment while standing off of the car top.
a. Adjust the ZERO ADJUST pot until the meter reads 1.0 ±0.05V while standing on the
car. We will compensate for your weight in the next step. Ignore the green LED next to
the trimpot.
b. Step off of the car. The meter reading should go down. Observe the change in
voltage. Lets say that the reading goes down to 0.25V. Calculate the amount of
change, 1.0 - 0.25 = .75V.
c. Step back on the car and adjust the ZERO ADJUST pot until the meter reading is equal
to the amount of change, 0.75V.
f. Step off of the car again and observe the meter. It should now read 0 ±0.025 volts. If
you cannot obtain this reading consult Section M.2, Troubleshooting the K-Tech Load
weigher, Check Points 2,3, and 4.
M.1.3 CALIBRATION OF THE GAIN ADJUST TRIMPOT (FULL LOAD)
a. Place a FULL load in the center of the car, or equally distributed in the car and run the
car to the top landing. Connect (clip) the RED meter lead to the resistor as shown in
Figure M.3 and the BLACK meter lead to test point T5 (ground) on the K-Tech amplifier
board. Set the meter to read 10-20V at full scale.
b. Adjust the GAIN ADJUST trimpot on the amplifier board until the meter reading is 8.0
±0.025 volts, or the maximum output achievable. The MCE controller can work with as
little as 5.0 VDC. If you cannot make this adjustment while standing off of the car top,

compensate for your weight as in Sections M.1.1 and M.1.2.
c. Next, go back and adjust the ZERO ADJUST pot until the meter reading is 9.0 ±0.1
volts. If you cannot make this adjustment while standing off of the car as in Sections
M.1.1 and M.1.2. The meter reading should now be a maximum voltage of 9.0 ±0.1
VDC with full weight in the car at the top landing and 1.0 ±0.1 VDC with no weight in the
car at the bottom level (which will be verified in step 'e'). If the maximum output in step
'b' was less than 8.0 VDC, adjust the ZERO ADJUST pot up 1.0 V from the maximum
reading achieved. If the output does not reach at least 5.0 volts, consult Section M.2,
Troubleshooting the K-Tech Load weigher, Check Point 5.
d. Repeat steps 'b' and 'c' for amplifier 2.

FIGURE M.4 HC-LWB Buffer Board
e. With the full load at the top of the hoistway
and with no one on the car top, verify that the
output of the HC-LWB board (terminals LW+
and LW-) inside the K-Tech control box is 9.0
±0.2 volts. Also check the wiring from the load
weigher to the controller by verifying that the
input to the SCR-RIX board (terminals LW+
and LW-) is the same as the output of the
HC-LWB board.
f. Check the installation and calibration settings
by verifying that the voltage on the amplifier
board resistors is 1.0 ±0.1 VDC with the car
empty at the bottom floor. If the reading is not
1.0 ±0.1 VDC with the car empty at the bottom
floor, see Section M.2, Troubleshooting the
K-Tech Load Weigher, Check Points 6 and 7.
This completes the calibration of the K-Tech Load

Weigher.
If at any point, you have questions, call K-Tech’s Technical Support at:
860-489-9399 or 800-993-9399
NOTE: A properly installed Nyload system is reliable and repeatable over

time. However, due to mechanical settling and/or elevator frame
variations, periodic re-zeroing of the system may be necessary. It
is recommended that the system zero be checked and reset
once/month to once/quarter to maintain original settings. This
readjustment should not require weights when performed and
can be done manually by adjusting the ZERO ADJUST control at
the bottom floor with no weight in the car as described in
Section M.1.

M.2 TROUBLESHOOTING THE K-TECH LOAD WEIGHER
SENSOR ADJUSTMENT TROUBLESHOOTING
CHECK POINT POSSIBLE CAUSE SOLUTION
1. Sensor Zero at T3 does Elevator car is not Send car to lowest level
not adjust to 0V +/-1.0mv at the lowest level
Crosshead surface If the sensor is unbolted and then can be zeroed,

may not be flat resurface (grind smooth) the crosshead, de-bur the
holes and re-bolt the sensor.
2. Empty Load Zero at Sensor Zero (T3) is Readjust Sensor Zero (T3)
output isolation resistor out of adjustment
does not adjust to
0+/-0.05V Gain Adjust is set NOTE: Gain Adjust pot on Amplifier bd. is factory
too high set at approximately 2/3 of maximum, or 16 turns
CW. Turn Gain pot 1 to 2 turns CCW.
Gain Select dip Make sure that the GAIN select DIP switches are
switches are set to the lowest gain (see to Figure M.3).
improperly set
3. Empty Load Zero at Sensor Zero (T3) is Readjust Sensor Zero (T3)
output isolation resistor out of adjustment
Zero Adjust pot has no
affect on output (output Gain adjust is set Turn Gain adjust pot CW 2 to 4 turns, then try Zero
stuck at 0.00) too low pot again. Repeat one more time if necessary.
4. Output voltage at the Sensor connector is Verify that the sensor connector is fastened
output isolation resistor loose securely into the sensor connector housing on the
does not respond to any amplifier board(s).
adjustment
Power connector is Verify that the power connector is fastened
loose securely into the power connector housing on the
amplifier board(s)
5. Full Load Adjustment at Stiff crosshead The MCE controller can work with as little as 5VDC
output isolation resistor for full load. If the maximum output achievable at
does not adjust to full the lowest GAIN switch settings is less than 5VDC,
scale (9.0 VDC) for max try changing the sensor location or moving it to the
weight other C channel.
6. Buffer Board Output Sensor may be Remount the sensor (at the lowest level). NOTE:
Check at T4 output is bowed or not allow unit to settle for “mechanical creep” one to
drifting mounted at the two hours before completing the adjustments.
NOTE: drifting can occur lowest level
when rails are flexed by
adjacent elevators
traveling by (in proximity Change sensor location on the crosshead or switch
to) the setup elevator. to the other crosshead for more linear reaction with
Also the reading “up” will respect to weight inside the car.
tend to be lower than the
“down” reading at a floor
due to friction

SENSOR ADJUSTMENT TROUBLESHOOTING
CHECK POINT POSSIBLE CAUSE SOLUTION
7. Buffer Board Output Varying mechanical NOTE: the following are dependent on the elevator
Check unexpected (bending and and should only be attempted only after all other
reading at Lobby or is not twisting) forces as remedies.
repeatable at specific the car moves 1) Check rails for alignment. Poorly aligned rails
locations in the hatchway can cause the car to drag resulting in pull on
under the same the cables and erratic/non-repeatable
conditions deflection of the crosshead.
2) Tighten all car frame nuts and bolts. An
elevator car that is not plumb can cause errors
due to deflection.
3) If the output offset has suddenly changed, the
sensor may have been disturbed by changes
in the crosshead (not related to weight). See
Maintenance Note in the Pre-Installation
Checklist for periodic re-zeroing.

APPENDIX N
MCE LOAD WEIGHER INSTALLATION AND
ADJUSTMENT
N.0 GENERAL INFORMATION
The MCE Load Weigher is designed for use with isolated platform elevator cars. The
accuracy of the load weigher is dependent on the condition of the rubber isolation pads. If
they are old, cracked or hard, the performance of the load weigher can be very poor.
Similarly, if the wrong pad material is used, the deflection (with load) can be excessive or
insufficient. Be sure to verify the performance of the pads with the test in Section N.1.2 step
8.
N.1 SENSOR INSTALLATION METHODS

Method #1 New or replacement installation with target bracket near the middle bottom of
the floor, as in Figure N.3 (preferred method).
Method #2 Replacement installations re-using the original load weigher location for
target bracket near the center of top of cab or under the floor (see Section
N.1.3).
Method #3 Sensor and amplifier on the top of the car (predisposes sensor and amplifier
to damage and adjustment problems – see limitations in Section N.1.4).
CAUTION: Increasing the weight in the car must always increase clearance between
the proximity sensor and the target for proper operation.
FIGURE N.1 MCE Load Weigher
A-68 • APPENDIX N - MCE LOAD WEIGHER INSTALLATION AND ADJUSTMENT 42-02-7204

N.1.1 INSTALLATION METHOD #1 OVERVIEW (PREFERRED METHOD)
When installing – remember that the car is supported near the center of gravity. The center
of gravity may be offset towards the front of the car to compensate for the door operator
weight, unless the car has both front and rear doors (see Figure N.2). Install the target
bracket as close to the center of the floor as possible.
FIGURE N.2 Center of Gravity vs Center of Floor
To measure the compression of the rubber pads and not the sagging of the floor – attach a
structural piece such as a 1 ½ “ by 1 ½” angle to the outside edges of the floor (see Figure
N.3).
FIGURE N.3 Sensing the Edges of the Floor (compensation for floor sag)
42-02-7204 APPENDIX N - MCE LOAD WEIGHER INSTALLATION AND ADJUSTMENT • A-69

FIGURE N.4 Target Bracket and Sensor mounted on Support Assembly and Car frame
NOTE: The position sensed is where the support assembly for the target bracket is
attached to the floor, NOT where the sensor is located. In Figure N.4 the attachment point
for the target bracket support assembly is toward the rear of the car, therefore the sense
position is toward the rear of the car.
If the distance between where the target bracket attaches to the floor and the center of the
floor is greater than 20% of distance “A” (see Figure N.2), an alternate mounting method
may produce better results.
Example: If distance “A” is 10'
Then 20% of 10' is 2'
Therefore, if the target bracket attaches to floor more than 2' from the center
of the channel, an alternate method of mounting is suggested (see Figure
N.5).
FIGURE N.5 Alternate Mounting Location for Sensor and Target

FIGURE N.6 Typical Support Assembly for Target Bracket
N.1.2 METHOD #1 INSTALLATION INSTRUCTIONS
1. MAKE THE SUPPORT ASSEMBLY
a. Cut a piece of 1 ¼" x 1 ¼" or 1 ½" x 1 ½" steel angle to span the width of the
floor as shown in Figure N.3 and Figure N.6.
b. Cut 2 more short 2" lengths of angle to attach the long piece as close as
possible to the outer edge of the floor. When attaching the angles together,
provide a 3/8" clearance to allow for floor sagging (see Figure N.6).
2. MOUNT THE TARGET BRACKET ON THE SUPPORT ASSEMBLY
a. Bolt the two-piece target bracket in the middle of the support assembly so
that the slots allow movement of the target for alignment (see Figure N.6).
3. MOUNT THE SUPPORT ASSEMBLY
a. The support assembly attaches to the bottom of the floor of the isolated
platform as close to the outside edge as possible, preferably attaching
between the two channels comprising part of the safety plank (see Figure
N.4). Hold the support assembly for the proper 1/4" spacing between the
target bracket and the channel shown in Figure N.4 where the sensor will be
mounted and mark the holes to drill for the support assembly to attach to the
floor. Be sure to leave room for the sensor and mounting bracket.
b. Drill the holes and mount the support assembly.
c. Verify the 1/4" space set in step 3a is still 1/4" or within 1/8" to 3/4" after
mounting.
4. MOUNT THE PROXIMITY SENSOR
a. Mount the proximity sensor and bracket on the channel closest to the front of
the car. Center the sensor over the target with about 1/16" (or less) space
between the target and sensor (see Figure N.4).

5. MOUNT THE AMPLIFIER BOX
a. Mount the amplifier box under the car so that the 6 foot sensor cable can
wire directly to the HC-LWIP board inside the amplifier box (preferably no
splicing). Try to mount the box so it is accessible from the front of the car,
thus eliminating the need to go into the pit to gain access. The box may be
mounted upside down or on its side so long as the test points are accessible.
b. Install ½" flexible conduit from the sensor to the amplifier box (use the
knockouts on the box for conduit connection.
c. Install another flexible conduit from the amplifier box to a junction where
Controller terminals 1 and 2 (120VAC), as well as LW+, LW- sensor wires
feed through the traveler cable to the machine room. Grounding the amplifier
box is recommended, ground according to local electrical codes.
6. CONNECT THE WIRING
a. Connect proximity sensor wires to HC-LWIP board terminals (see Figure

N.7).
For Square D/Telemechanique Sensor Part # XSP-H08362 the color coding
is as follows:
Brown sensor wire to +24V terminal
Black sensor wire to SIG terminal
Blue sensor wire to SCOM terminal
b. Connect terminals 1, 2, LW+ and LW- from the controller to the terminals of
the same name on the HC-LWIP board. NOTE: A #18 wire pair is sufficient
for LW+ and LW- (shielding is not required).
FIGURE N.7 Wiring the HC-LWIP board
7. ADJUST THE AMPLIFIER
a. For adjusting the sensor amplifier the following conditions must first be met:
• Power to the controller
• The car is on Inspection operation
• The brake is already adjusted to hold 125% of full load
• The elevator is positioned level with the floor and with doors open so
test weights may be added and removed.

b. With car empty, adjust the clearance between sensor and target so that
0.3VDC to 1VDC is on test points SIG to SCOM. This is a sensitive
apparatus, so hold the target while loosening the adjustment bolts of the
target, make the adjustment, and tighten the bolts.
c. Remove all personnel from the pit (in case the car moves when fully loaded)
and put 100% of load in the car.
d. Adjust the sensor Gain trimpot on the amplifier board fully clockwise (re-
entering the pit if necessary) and check that LESS THAN 14VDC is on test
points LW+ and LW-. Then adjust the Gain trimpot for no more than 8VDC
on LW+ and LW- and no less than 4VDC (8VDC recommended).
8. VERIFY THE PERFORMANCE
a. Check the voltages measured from SIG to SCOM with the following loads.
This information is used to verify the rubber pad compression for the isolation
platform. Document the data below.
Load in pounds Volts across SIG to SCOM Voltage increase

No load (1)
1/4 of full load (2) (2)-(1)
½ of full load (3) (3)-(2)
3/4 of full load (4) (4)-(3)
Full load (5) (5)-(4)
The variation between voltage increase entries should be linear. If voltage

increase is more than 25% different from the entry just above it, check the
following:
• Condition of rubber pad
• Voltage variance when weight is in center of car vs on edge of car
(sagging problem)
b. For future maintenance, measure the voltage between Controller terminals

LW+ and LW- with the car empty. Then compute the following:
Empty car voltage between SIG and SCOM on the amplifier board
=K
Empty car voltage between terminals LW+ and LW- on controller
For future maintenance, record the K value here K = .
9. ADJUST THE CONTROLLER PARAMETERS
The load weigher is now installed and properly adjusted; however, the parameter
adjustments for the load weigher must be completed (see Section 4.7.1, Setting the
Pre-Torque Parameters and Section 4.8, Load Weigher Adjustment for Dispatching).
10. RECOMMEND MAINTENANCE
Once a month check the voltage set in step 7b. It should be within .3V and 1.0VDC
when the car is empty. This voltage may be checked in the machine room at the

controller terminals LW+ and LW-; however, the voltage reading at LW+ and LW-
must be multiplied by K above. If the measured voltage times K is between 0.3 and
1.0VDC no adjustment is necessary. If the voltage is outside the 0.3 to 1.0VDC
range – adjust the target bracket as explained in 7b.
Periodic checks of the voltage increase (table 8a) will help diagnose when rubber
pads are losing compression consistency.
N.1.3 INSTALLATION METHOD # 2
Re-using pre-existing holes or brackets to mount sensor and target.
When using supports created for other load weighers, be sure to arrange sensor and target
so that increasing the weight in the car increases the clearance between the proximity
sensor and the target.
Always use the target bracket for the target as it will flex slightly and not damage the sensor
during any rebound while doing a buffer test, etc.
If the voltage between SIG and SCOM varies depending on where the weight is in the car –
use the preferred method.
N.1.4 INSTALLATION METHOD # 3
A very simple approach. Mount the sensor and amplifier on the top of the car. This has the
advantage of being the most convenient location, both for installation and for any later
adjustment. Unfortunately, there are several disadvantages to this approach.
The first disadvantage is that the sensor and target bracket are usually more exposed to
accidental physical damage, which is critical, since the system depends on precise
clearances between the sensor and target.
Second, since the inclination of most installers would be to mount the target directly to the
top of the cab, the extra weight of an elevator adjuster on the cartop often creates problems
during adjustment or if they happen to be riding there temporarily during normal operation,
especially since the top of the cab is not as structurally rigid as the floor.
NOTE: If locating the load weigher on the cartop is necessary, a better result
can be obtained by making up a target bracket assembly similar to
Figure N.6 and attaching it to the edges of the elevator cab, which will
make it not sensitive to the bending of the top of the elevator cab.
Then mount the sensor so it is supported by the crosshead. This can
give a very good result, but requires real mechanical expertise on the
part of the installer.
CAUTION: In any case of mounting the sensor and amplifier on top of the car,
be sure to arrange the sensor and target bracket so that increasing
the weight in the car increases the clearance between the proximity
sensor and the target.

FIGURE R.1 CRT Screen Menus Flowchart
Main Menu (F4)
F1 - Controller Parameters Controller Parameters (F1)

1 - General
F3 - View Hoistway
2 - Motor Field
3 - Brake
F5 - Initialize CRT
4 - Pattern
5 - Drive
6 - Safety
F9 - Security
7 - Switches
F10 - Modem Hang Up
8 - Floor Heights
F11 - Diagnostics
9 - Modem Setup
A - Car Operations
C - Change Parameter Access Password
E - Enable Parameter Edit Mode
Special Events Calendar Menu (F7)
F7 or 1 - View Events
2 - Clear All Events
3 - Configure by Type
4 - Configure by Controller
5 - CMS Com Port Setup
Security Menu (F9)
1 - Security Configuration Menu

2 - Passenger Information Menu
3 - Report Generation Menu
4 - Change Security Menu Password
Diagnostics Menu
1 - Network Status
2 - Serial Hall Call
3 - Memory Dump
4 - Task Info for CGP
5 - Resource Usage
dnID220
NOTE: Generally the CRT screens shown in this section are the Advanced
View screens. Press Crtl + V to toggle between the Standard View
and Advanced View screens. The Advanced parameters are
displayed only on the Advanced View screens and are preceded by
an asterisk (*).
NOTE: The following pages contain drawings of the IMC Performa CRT
screens. The values shown are for reference only and should not
be used for programming.
42-02-7204 REFERENCE • R-1

FIGURE R.2 Main Menu screen
10/16/2000, 10:25:30 AM

Main Menu (F4)
F3 - View Hoistway
F5 - Initialize CRT
F9 - Security
F10 - Modem Hang Up
F11 - Diagnostics
dnID188
FIGURE R.3 Controller Parameters Menu (F1) screen
7/12/2000, 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
C - Change Parameter Access Password
E - Enable Parameter Edit Mode
dnID189
R-2 • REFERENCE 42-02-7204

FIGURE R.4 General Parameters (Shift F1) screen
8/21/2000, 10:25:30 AM, F4=Main Menu
CNID Car Network ID Car-A

The Car Network ID identifies this controller to the Group Supervisor.
CNID CAR-A PRNT NONE

OPU U.S. DCOM NONE
OPS USER ICOM NONE
ODAP OFF
ODP OFF
OAD SAFETY
ODPC OFF
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
dnID191
TABLE R.1 General Parameters Defined
Controller Parameters

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
CAR- The Car Network ID identifies this controller to the Group
CNID - Car Network ID CAR -H CAR-L
A Supervisor.
OPU selects parameter units for the user interface. Example:

OPU - Parameter Units
U.S. U.S. METRIC to read speed in fpm, select OPU=U.S., and to read speed in
(U.S. / METRIC)
m/s set OPU=METRIC.
OPS - Profile Set Not available with this software release.
CAUTION ! Setting ODAP to ON and saving will set the
Advanced Parameters to their default values. After saving
ODAP - Reset Advanced
is complete, ODAP will reset itself to the OFF position. NOTE:
Parameters OFF ON OFF
Advanced Parameters are preceded by an asterisk (*) and
(ON/OFF)
displayed only in the Advanced View. Press CTRL-V to toggle
between Standard and Advanced view at any time.
CAUTION ! Setting ODP to ON and saving will reset ALL
ODP - Reset All
(standard and advanced) Parameters to their default
Parameters OFF ON OFF
values. After saving is complete, ODP will reset itself to the
(ON/OFF)
OFF position.
OAD selects the source of the speed value that is displayed on
the IMC-SMB3(5) unit's alphanumeric display. DRIVE = Speed
OAD - Alphanumeric
Display X
SAFETY X X Feedback Signal (INT/TACH/ENC), SAFETY = DP1/95,
TERMINAL = DP2/96).
X (DRIVE / SAFETY / TERMINAL / PATTERN)
42-02-7204 REFERENCE • R-3

TABLE R.1 General Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
ODPC resets non-drive parameters to their default values.
Depending on the type of controller, this may include: car
ODPC - Reset CGP labels, PI labels, comport/modem settings, passenger security
OFF ON OFF
Parameters info, passwords, dispatcher settings, special event logs, and
performance data. It does NOT affect drive settings. After
saving is complete, ODPC will reset itself to the OFF position.
TFMT - Time Display 12 Choose the Time Format you wish the CRT to display at the
12 Hour 24 Hour
Format Hour top of the screen. Options are 12 or 24 hour displays.
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'
TIME - Current Time or 'P' is typed then the time is assumed to be in 24 hour format.
NOTE: For multi-car groups, the current time must be
entered on the Group Supervisor.
Choose the Date Format you wish the CRT to display at the top
DFMT - Date Display
Format
M/d/yyyy XX XX of the screen and on any generated reports. XX(M/d/yyyy,
M/d/yy, MM/dd/yy, MM/dd/yyyy, yy/MM/dd, dd-MMM-yy)
Enter the current month, date and year in the format
MM/DD/YYYY. Even if the parameter DFMT specifies a
different display format for date values (e.g. dd-MMM-yy), you
DATE - Today’s Date
must always use the format MM/DD/YYYY when entering dates
from the keyboard. NOTE: For multi-car groups, the date
must be entered at the Group Supervisor.
TP1 allows monitoring of a selected data signal, internal to the

computer, at test point STP1 on the IMC-DCP board. The
TP1 - Test Point 1 5 1 51 value can be viewed on many of the parameter screens and on
the View Hoistway (F3) screen. See Table R.2--in the manual--
for a list of possible assignments to these test points.
TP1S scales the output of TP1, similar to the v/div adjustment
TP1S - Test Point 1
01.00 00.00 25.00 on an oscilloscope. Example: TP1S = 00.50 means 1 volt on
Scale
STP1 represents a 2.0 volt signal.
TP2 allows monitoring of a selected data signal, internal to the
computer, at test point STP2 on the IMC-DCP board. These
TP2 - Test Point 2 9 1 51 values can be viewed on many of the parameter screens and
on the View Hoistway (F3) screen. See Table R.2--in the
manual--for a list of possible assignments to these test points.
TP2S scales the output of TP2, similar to the v/div adjustment
TP2S - Test Point 2
01.00 00.00 25.00 on an oscilloscope. Example: TP2S = 02.00 means 1 volt on
Scale
STP2 represents a 0.5 volt signal.
Specify the type of printer that is connected to the CRT and to

be used for printing reports and screen captures. If no printer
PRNT - Printer Attached
to CRT
NONE N N is attached, select NONE. If the printer you're using does not
appear on the list of supported printers then chose Generic.
N NONE / GENERIC / DESKJET
Specifies the comport to be used for serial communication with
a non-MCE drive (Baldor, MagneTek, etc.) on car controllers
DCOM - Drive Comport NONE NN NN via MC-RS comports. Set to NONE for an MCE System 12
drive. NOTE: set comport “switch” to DCE for Baldor Drive and
DTE for MagneTek Drive. NN COM1 - COM4 / NONE.
Normally this should be set to NONE. It is used only for
ICOM - IDS Comport NONE NN NN systems which are to be monitored via the non-MCE “Lift-Net”
software from Integrated Display Systems (IDS). NOTE: Set
Comport “switch to DCE for IDS. NN COM1 - COM4 / NONE
R-4 • REFERENCE 42-02-7204

TABLE R.2 Software Test Point Assignment Table (see TP1/TP2 in Table R.1)
TP1 / TP2 DESCRIPTION (signal at STP1/STP2 on the IMC-DCP board)
1 Pattern input from PG with gain
2 Interpolated pattern value
3 Smoothed pattern with FRP frequency filter
4 Directionalized pattern command (+ = DN, - = UP)
5 Slew rate limited (PADL) and filtered (FPP) pattern.
6 Tachometer input from the A/D input (- = DN, + = UP)
7 Encoder speed signal from the encoder (- = DN, + = UP)
8 Synthesized speed from armature current and voltage (- = DN, + = UP)
9 Filtered (FTE) speed feedback signal
10 Difference between synthesized speed and speed feedback
11 Armature voltage feedback from the A/D converter
12 Low pass filtered (FAVL) armature voltage signal
13 High pass filtered (FAVH) armature voltage signal
14 Armature feedback with gain (GVDI) for current loop
15 Armature feedback with gain (GVDS) for speed loop
16 Armature current feedback from the A/D converter (2.5V = rated armature current)
17 Low pass filtered (FAIL) armature current signal
18 High pass filtered (FAIH) armature current signal
19 Armature feedback with gain (GIDI) for current loop
20 Acceleration value from the PG
21 Smoothed (filter FRP) acceleration value
22 Acceleration with gain (GEC) - error compensation
23 Proportional gain applied
24 Integral gain applied
25 Differential gain applied
26 Proportional gain block output
27 Integral gain block output
28 Differential gain block output
29 PID output
30 Difference between the command (pattern) and speed feedback
31 Current command signal from the speed loop
32 Current command after applying notch filter (DCC)
33 Load weigher input from the A/D converter
34 Load weigher value with balance adjustment (GBAL)
35 Pre-torque output signal
36 Pre-torque plus error compensation signal
37 Total current command to the System 12 SCR Drive (Command on F3 screen)
38 MF voltage feedback input from the A/D converter
39 Filtered MF voltage feedback
40 MF current feedback input from the A/D converter
41 Filtered MF current feedback
42 MF weakening command from the A/D converter
43 Filtered MF weakening command
44 Brake voltage feedback input from the A/D converter
45 Filtered brake voltage feedback signal
46 Brake current feedback input from the A/D converter
47 Filtered brake current feedback signal
42-02-7204 REFERENCE • R-5

FIGURE R.5 Motor Field Parameters (Shift F2) screen
1/24/2000, 10:25:30 AM, F4=Main Menu
Motor Field (Shift F2) - Advanced View (U.S.)

MFI 0.41 MFV: 48 MFT: 5.38 STP1: 0.00 STP2: 0.00
OMFO Operation (OPEN/CLOSED) OPEN
OMFO selects open-loop or closed-loop Motor Field Operation. Closed-loop
uses current feedback to control the Motor Field, while open-loop uses
internal references. Use CLOSED option to achieve consistent operation.
WARNING-Perform OMFC Calibrate prior to setting OMFO = CLOSED.
OMFO CLOSED * MFI0 1.66 * MFV0 201 * MFT0 00.44
OMFC OFF * MFI1 1.48 * MFV1 182 * MFT1 01.53
* MFI2 1.26 * MFV2 157 * MFT2 02.36
MFFV 125 * MFI3 1.14 * MFV3 138 * MFT3 02.94
MFRV 100 * MFI4 0.96 * MFV4 119 * MFT4 03.39
MFSV 050 * MFI5 0.84 * MFV5 099 * MFT5 03.96
* MFI6 0.63 * MFV6 077 * MFT6 04.48
MFWB 010 * MFI7 0.48 * MFV7 057 * MFT7 05.05
MFWE 070 * MFI8 0.34 * MFV8 039 * MFT8 05.63
* MFI9 0.17 * MFV9 019 * MFT9 06.27
* CMFF 121.13
MFPG 01.00
MFIG 03.00
MFFD 00.00
TP1 5
TP2 9
dnID192c
TABLE R.3 Motor Field Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 DESCRIPTION
OMFO selects open-loop or closed-loop Motor Field Operation.
Closed-loop uses current feedback to control the Motor Field,
OMFO - Operation
OPEN OPEN CLOSED while open-loop uses internal references. Use CLOSED option
(OPEN/CLOSED)
to achieve consistent operation. WARNING ! Perform OMFC
Calibration prior to setting OMFO = CLOSED.
When OMFC = ON, the system performs the Motor Field
OMFC - Calibrate Calibration. If OMFC = DEFAULT, the Motor Field Voltages are
(ON/OFF/ OFF X X set to their default values based on MFFV, Forcing Voltage.
DEFAULT) WARNING ! Perform OMFC Calibration prior to setting
OMFO = CLOSED. X (ON / OFF / DEFAULT)
Enter the desired forcing Motor Field Voltage from the job print
MFFV - Forcing Voltage 050 025 500 volts
or the motor used on this job.
Enter the Motor Field Running Voltage required for operating
MFRV - Running Voltage 050 010 500 volts at rated RPM, approximately 70% of MFFV. This voltage
determines the rated armature voltage at contract speed.
Enter the desired Motor Field Standing Voltage, approximately
MFSV - Standing Voltage 025 010 500 volts 50% of MFFV. Lower MFSV values result in cooler motor field
poles.
R-6 • REFERENCE 42-02-7204


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 DESCRIPTION
During acceleration, MFWB is the point on the pattern where
MFWB - Weakening the Motor Field starts to weaken. When the commanded speed
Threshold - 010 000 069 % reaches the set MFWB value, MFFV starts to drop to MFRV.
Beginning During deceleration, MFWB is the point on the pattern where
Motor Field reaches MFFV.
During acceleration, MFWE is the point on the pattern where
the Motor Field completes weakening. When the commanded
MFWE - Weakening
090 030 100 % speed reaches the set MFWE value, MFRV is attained. During
Threshold - End
deceleration, MFWE is the point on the pattern where the
Motor Field will start to build back up to MFFV.
CAUTION! CMFF is automatically set during Motor Field

Calibration. Do not adjust CMFF unless instructed to do so
by an MCE representative. The MF Voltage is displayed on
*CMFF - Calibration factor 001.00 0.10 2500.00 the F3 screen and can be measured between terminals MF1
and MF2. The actual MF voltage should equal the requested
voltage ± 5%, i.e., when the motor is standing, the MF voltage
should be equal to MFSV.
MFPG controls the response of the Motor Field Voltage.

Increasing this gain provides faster response and tighter
MFPG - Proportional Error 01.00 00.00 50.00 regulation, but high values may cause oscillations and
instability in the Motor Field. Set OMFO=CLOSED to use this
parameter.
Set MFPG first and then adjust MFIG to reduce the
accumulated error between the desired and actual Motor Field
MFIG - Integral Error 03.00 00.00 50.00
Voltage. Higher values may cause oscillation. Set OMFO =
CLOSED to use this parameter.
MFFD determines the delay between when the door begins to

MFFD - Forcing Voltage close and the start of forcing Motor Field. This may help reduce
00.00 00.00 05.00 sec
Delay heating of the Motor Field by minimizing the amount of time the
Motor Field Voltage is at MFFV.
TP1 - Test Point 1 5 1 51 See Tables R.1 and R.2.

CAUTION! These parameters are set by the Motor Field Calibration process, do not modify these parameters unless
instructed to do so by an MCE representative.
MFI0 is the measured voltage feedback that represents the
*MFI0 - Calibration
0.10 0.00 9.99 volts Motor Field Current when 90 - 100% of the maximum voltage
Current - Index 0
is output to the Motor Field (see Caution above).
*MFI1 - Calibration
0.10 0.00 9.99 volts Motor Field Current when 80 - 90% of the maximum voltage is
Current - Index 1
output to the Motor Field (see Caution above).
*MFI2 - Calibration
Current - Index 2
*MFI3 - Calibration
Current - Index 3
*MFI4 - Calibration
Current - Index 4
*MFI5 - Calibration
Current - Index 5
*MFI6 - Calibration
Current - Index 6
42-02-7204 REFERENCE • R-7


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 DESCRIPTION
*MFI7 - Calibration
.0.10 0.00 9.99 volts Motor Field Current when 20 - 30% of the maximum voltage is
Current - Index 7
*MFI8 - Calibration
Current - Index 8
*MFI9 - Calibration
Current - Index 9
*MFV0 - Calibration MFV0 is the voltage output to the Motor Field during
500 000 500 volts
Voltage - Index 0 calibration, 90-100% of the max. voltage (see Caution above).
400 000 500 volts
Voltage - Index 1 calibration, 80 - 90% of the max. voltage (see Caution above).
300 000 500 volts
250 000 500 volts
200 000 500 volts
150 000 500 volts
100 000 500 volts
075 000 500 volts
050 000 500 volts
025 000 500 volts
*MFT0 - Calibration MFT0 is the trigger time required to output 90 - 100% of the
00.44 00.00 99.99 msec
Trigger - Index 0 maximum voltage to the Motor Field (see Caution above).
00.83 00.00 99.99 msec
01.66 00.00 99.99 msec
*MFT3 - Calibration MFT3 is the trigger time required to output 60 -70% of the
02.49 00.00 99.99 msec
03.32 00.00 99.99 msec
Trigger - Index 4 maximum voltage to the Motor Field. (see Caution above).
04.16 00.00 99.99 msec
04.99 00.00 99.99 msec
05.82 00.00 99.99 msec
06.84 00.00 99.99 msec
07.48 00.00 99.99 msec
R-8 • REFERENCE 42-02-7204

FIGURE R.6 Brake Parameters (Shift F3) screen
1/24/2000, 10:25:30 AM, F4=Main Menu
Brake (Shift F3) - Advanced View (U.S.)

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
dnID193
TABLE R.4 Brake Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
Brake Calibration is preformed when OBC = ON. If
OBC = DEFAULT, the Brake Voltages are set to their default
OBC - Calibrate
(ON/OFF/ OFF X X values based on BPV, Brake Pick Voltage. WARNING! The
adjuster must ensure that the car runs under control and
DEFAULT)
is stable before Brake Calibration is attempted.
X(ON / OFF / DEFAULT)
Enter the desired Brake Pick Voltage from the job print or the
BPV - Pick Voltage 025 005 500 volts
Brake used on this job.
After the Brake picks and the TBHD timer expires, the Brake
BHV - Hold Voltage 025 005 500 volts Voltage will change from BPV to BHV. Set BHV = BPV, if not
used. This is the brake “cooling” voltage.
BRV is the desired releveling Brake Voltage. This voltage must
be sufficient to reduce Brake pressure so the car can relevel
BRV - Relevel Voltage 025 005 500 volts under the brake. On gearless machines, it is important to
partially reduce Brake pressure. Hence, BRV should be less
than BPV, usually about 50%.
BWV - Weakening BWV is used to smoothly pick the Brake when there is rollback.
025 000 500 volts
Voltage Set BWV = BPV, if not used.
TBPD is the delay between when the Drive is enabled for a run
TBPD - Pick Delay 0.00 0.00 2.00 sec
and when the Brake Voltage is set to BPV.
42-02-7204 REFERENCE • R-9


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
TBHD determines how long Brake Voltage remains at BPV,
TBHD - Hold Delay 2.00 0.00 5.00 sec Pick Voltage, before BHV, Hold Voltage, is applied. The timer
starts after repick delay (TBRD) expires.
The Brake is not dropped for a short period of time, after a run
is completed in order to allow the system to stop completely.
TBDD - Drop Delay 0.00 0.00 1.00 sec
WARNING! Possibility of losing control of the car at the
end of the run if TBDD and BRLD exceed TRED!
TBWD determines how long Brake Voltage remains at BPV,
Pick Voltage, before BWV, Weakening Voltage, is applied.
TBWD - Weakening Delay 0.00 0.00 2.00 sec
This timer starts after pick delay (TBPD) expires. If there is no
rollback, set TBWD = 0.00.
TBRD determines how long Brake Voltage remains at BWV,
Weakening Voltage, before BPV is reapplied. This timer starts
TBRD - Repick Delay 0.00 0.00 2.00 sec
after weakening delay (TBWD) expires. If there is no rollback,
set TBRD = 0.00.
TSPD determines the time between when the brake voltage is
applied and the pattern is applied to the system. This delay
TSPD - Speed Pick Delay 0.00 0.00 2.00 sec allows coordination of acceleration with the picking of brake.
Adjust this parameter for minimum rollback without
accelerating through the brake.
TRED determines at what time the Run Enable relay is
dropped after direction is removed. WARNING! Possibility of
TRED - Run Enable 1.10 0.00 1.20 sec
losing control of the car at the end of the run if TBDD and
BRLD exceed TRED!
A larger Voltage Decay Time will lead to a more gradual brake
BRLD - Voltage Decay
0.00 0.00 1.00 sec drop. WARNING! Possibility of losing control of the car at
Time
the end of the run if TBDD and BRLD exceed TRED!

CAUTION! These parameters are set by the Brake Calibration process, do not modify these parameters unless instructed to
do so by an MCE representative.
BI0 is the measured voltage feedback that represents the
*BI0 - Calibration
0.40 0.00 9.99 volts Brake Current when 90 - 100% of the maximum voltage is
Current - Index 0
output to the Brake Coil (see Caution above).
*BI1 - Calibration
Current - Index 1
*BI2 - Calibration
Current - Index 2
*BI3 - Calibration
Current - Index 3
*BI4 - Calibration
Current - Index 4
*BI5 - Calibration
Current - Index 5
*BI6 - Calibration
Current - Index 6
*BI7 - Calibration
Current - Index 7
R-10 • REFERENCE 42-02-7204


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
*BI8 - Calibration
Current - Index 8
*BI9 - Calibration
0.40 0.00 9.99 volts Brake Current when 0 - 10% of the maximum voltage is output
Current - Index 9
to the Brake Coil (see Caution above).
*BV0 - Calibration BV0 is the voltage output to the Brake Coil during calibration,
500 000 500 volts
Voltage - Index 0 90 - 100% of the maximum voltage (see Caution above).
400 000 500 volts
300 000 500 volts
250 000 500 volts
200 000 500 volts
150 000 500 volts
100 000 500 volts
075 000 500 volts
050 000 500 volts
025 000 500 volts
*BT0 - Calibration BT0 is the trigger time required to output 90 - 100% of the
00.44 00.00 99.99 msec
Trigger - Index 0 maximum voltage to the Brake Coil (see Caution above).
00.83 00.00 99.99 msec
01.66 00.00 99.99 msec
02.49 00.00 99.99 msec
03.32 00.00 99.99 msec
Trigger - Index 4 maximum voltage to the Brake Coil. (see Caution above).
04.16 00.00 99.99 msec
04.99 00.00 99.99 msec
05.82 00.00 99.99 msec
06.84 00.00 99.99 msec
07.48 00.00 99.99 msec
42-02-7204 REFERENCE • R-11

FIGURE R.7 Pattern Parameters (Shift F4) screen
10/17/2000, 10:25:30 AM, F4=Main Menu

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.
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

dnID198
Velocity Profiles Valid all of the pattern parameters for this velocity profile have values that mathematically fit into the
STD = Standard velocity profile curve. All velocity profiles must be valid for the car to run.
Link Link Error - there is mathematical problem with an S-Curve transition for this velocity profile.
EQ = Earthquake Verify the V(x) Velocity parameter and the Floor Heights (see Section 4.1.2, Floor Height Learn
PWR = Emergency Power Procedure). If the error persists, set the JL(x) Low Jerk parameter = the JH(x) High Jerk
parameter. Then decrease the Low Jerk parameter to a value just above where the error occurs.
CTN = Caution
Speed Speed Error - the velocity profile cannot mathematically fit the curve without exceeding V(x) the
ALT1 = Alternate One maximum velocity specified for this profile. Verify V(x) and the Floor Heights. If the error persists,
ALT2 = Alternate Two increase the Jerk parameters and/or decrease the Acceleration/ Deceleration parameters.
Height Height Error - the velocity profile cannot mathematically fit the curve without exceeding DRH,
(see Section 4.5.2, Auto-Fit Reference Height (if greater than the minimum floor height), or the minimum floor height.
Velocity Profiles). Verify V(x) and the Floor Heights. If the error persists, increase the Jerk parameters and/or
decrease the Acceleration/ Deceleration parameters.
TABLE R.5 Pattern Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
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 - Profile Auto-Fit
OFF ON OFF OPA=OFF, the velocity profile will be generated using the
(ON/OFF)
programmed parameter values. However, the software will
modify the acceleration if the floor height is shorter than the
nominal height, DRH.
R-12 • REFERENCE 42-02-7204


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
When a type of performance profile has been selected (SLOW,
OPT - Profile Type USER N N MODERATE or FAST) commonly used pattern values for a
normal run will replace your standard parameters (see Section
4.5.4 ‘c’). N (USER, SLOW, MODERATE, FAST)
If ORI = ON, Reduced Inspection Speed is applied when the
ORI - Reduced
Inspection \
INACTIVE \ \ selected switch (NTSx or ETS) is open. If OR I= INACTIVE,
VINH (Inspection Speed -High) is used. See Section 4.5.2 'i',
Inspection Profile. \ (INACTIVE / NTSx / ETS)
If ODOC = OFF, position errors detected at each landing via
ODOC - Disable Outer
the OLM (Outer Level Marker) will be corrected by modifying
Level Marker OFF ON OFF
the velocity profile. If ODOC = ON, position errors will be
Correction
displayed but not corrected.
When the distance to the destination floor is less than DLI and
*DLI - Leveling Inhibit 06.00 03.00 12.00 in the INT relay is dropped, the MP will begin evaluating H, LD,
Distance 0.153 0.076 0.305 m LU, and DZ signals to determine when the car should
physically stop.
When the car speed drops below VLI, the INT relay is dropped.
This speed and DLI are used by the MP to verify that the car is
*VLI - Leveling Inhibit 100 025 150 ft/min not over-speeding when it approaches a destination floor. If the
Speed 0.508 0.127 0.762 m/s car is over-speeding, then the car is allowed to pass the
destination floor and stop at the next available floor. VLI <= [
VEQ - (5 fpm)]. NOTE: 5 fpm = 0.0254 m/s
*DRSR - Rope Stretch 00.00 00.00 03.00 in When the car is a distance greater than DRSR away from the
Relevel 0.000 0.000 0.076 m door zone, the car will relevel into the floor.
DTC is the maximum compensation distance used for a one-
floor run to ensure that the leveling distance is equivalent to
*DTC - Tracking
00.00 -12.00 12.00 in that of a multi-floor run that reaches contract speed, VS. If DTC
Compensation
0.000 -0.305 0.305 m is positive, the leveling distance for a one-floor run is
Distance
increased. If DTC is negative, the leveling distance for a one-
floor run is decreased.
DRH is the minimum height that the velocity profile parameters
(except the JLx’s) on the pattern (Shift F4) screen must fit.
DRH - Auto-Fit
8'0.0" 5'0.0" 25'0.0" ft,in However, if DRH is less than the shortest floor height, the
Reference Height
pattern generator ignores DRH and ensures that the velocity
profile parameters fit the shortest floor height.
RPE indicates number of pulses per revolution (ppr) that the
RPE - Position encoder landing system position encoder generates. For LS-QUAD
000.0 000.0 512.0 ppr
Resolution landing systems, set RPE=000.0 ppr; and for LS-QUIK, enter
the ppr of the encoder (normally 100).
Enter the number of valid landings. Include false floors as valid
NF - Number of Floors 2 2 63
landings.
As JI increases, the profile transitions more quickly from

06.00 01.00 15.00 ft/s3
JI - Initial Jerk starting to maximum acceleration (profile phase 1). JI is used
1.829 0.305 4.572 m/s3
in all velocity profiles (STD, EQ, PWR, CTN, ALT1 and ALT2).
As JF increases, the profile transitions more quickly from
02.00 01.00 15.00 ft/s3
JF - Flare Jerk maximum to approach deceleration (profile phase 7). JF is
0.610 0.305 4.572 m/s3
used in all velocity profiles(STD, EQ, PWR, CTN, ALT1, ALT2).
As JA increases, the profile transitions more quickly from
02.00 01.00 15.00 ft/s3
JA - Approach Jerk approach to leveling deceleration (profile phase 8). JA is used
0.610 0.305 4.572 m/s3
in all velocity profiles (STD, EQ, PWR, CTN, ALT1 and ALT2).
AI determines the starting acceleration for phase 1 of the
2 velocity profile. Increasing this value allows the car to leave the
*AI - Initial 00.10 00.00 01.00 ft/s
floor more quickly without changing JI. AI is used to
Acceleration 0.030 0.000 0.305 m/s2
compensate for sluggish rotating parts. AI is used in all velocity
profiles (STD, EQ, PWR, CTN, ALT1 and ALT2).
VFL - Final Leveling 004 000 015 ft/min VFL determines the velocity at which the elevator will level into
Velocity 0.020 0.000 0.076 m/s the floor.
42-02-7204 REFERENCE • R-13


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DFL - Final Leveling 00.35 00.00 06.00 in DFL determines the stabilized leveling distance the elevator will
Distance 0.009 0.000 0.152 m travel before arriving at the destination floor.
VS determines the maximum speed that the elevator can attain

500 0050 2500 ft/min
VS - Contract Velocity when the hoist motor is rotating at rated rpm. VS is used in
02.54 0.254 12.70 m/s
phase 4 of the Standard (STD) velocity profile.
JLS is used when the car velocity is able to reach VS. JLS
3 determines how quickly the profile transitions from maximum
JLS - Low Standard 03.00 01.00 15.00 ft/s
to zero acceleration and zero to maximum deceleration. These
Jerk 0.914 0.305 4.572 m/s3
transitions occur in phases 3 and 5 of the Standard (STD)
velocity profile.
JHS is used when the car velocity is not able to reach VS. JHS
determines how quickly the profile transitions from maximum
JHS - High Standard 06.00 01.00 15.00 ft/s3
to zero acceleration and zero to maximum deceleration. These
Jerk 1.829 0.305 4.572 m/s3
transitions occur in phases 3 and 5 of the Standard (STD)
velocity profile.
AS determines the maximum acceleration that the system will
AS - Standard 04.00 01.00 10.00 ft/s2
attain. AS is applied during phase 2 of the Standard (STD)
velocity profile.
DS determines the maximum deceleration that the system will
DS - Standard 04.00 01.00 10.00 ft/s2
attain. DS is applied during phase 6 of the Standard (STD)
Deceleration 1.219 0.305 3.048 m/s2
velocity profile.
DAS - Standard
02.00 00.00 10.00 ft/s2 DAS determines the deceleration rate at which the system will
Approach
0.610 0.000 3.048 m/s2 transition from JF, Flare Jerk, to JA, Approach Jerk.
Deceleration
VEQ determines the maximum velocity for the Earthquake

VEQ - Earthquake 150 050 150 ft/min (EQ) velocity profile. This profile is generated when EQI is
Velocity 0.762 0.254 0.762 m/s activated. VLI <= [ VEQ - (5 fpm)].
NOTE: 5 fpm = 0.0254 m/s.
JLEQ is used when car velocity is able to reach VEQ. JLEQ
JLEQ - Low Earthquake 03.00 01.00 15.00 ft/s
to zero acceleration and from zero to maximum deceleration.
Jerk 0.914 0.305 4.572 m/s3
These transitions correlate with phases 3 and 5 of the
Earthquake (EQ) velocity profile.
JHEQ is used when car velocity is not able to reach VEQ.
JHEQ determines how quickly the profile transitions from
JHEQ - High Earthquake 06.00 01.00 15.00 ft/s3
maximum to zero acceleration and from zero to maximum
Jerk 1.829 0.305 4.572 m/s3
deceleration. These transitions correlate with phases 3 and 5
of the Earthquake (EQ) velocity profile.
AEQ determines the maximum acceleration of the system
AEQ - Earthquake 04.00 01.00 10.00 ft/s2
during Earthquake operation. AEQ is applied during phase 2 of
the Earthquake (EQ) velocity profile.
DEQ determines the maximum deceleration of the system
DEQ - Earthquake 04.00 01.00 10.00 ft/s2
during Earthquake operation. DEQ is applied during phase 6 of
the Earthquake (EQ) velocity profile.
DAEQ - Earthquake
02.00 00.00 10.00 ft/s2 DAEQ determines the deceleration rate at which the system
Approach
0.610 0.000 3.048 m/s2 will transition from JF, Flare Jerk, to JA, Approach Jerk.
Deceleration
VEP determines the maximum velocity for the Emergency

VEP - Emergency 0499 0050 2500 ft/min
Power (PWR) velocity profile. This profile is generated when
Power Velocity 02.53 0.254 12.70 m/s
the EPI is activated.
JLEP is used when car velocity is able to reach VEP. JLEP
JLEP - Low Emergency 03.00 01.00 15.00 ft/s
Power Jerk 0.914 0.305 4.572 m/s3
Emergency Power (PWR) velocity profile.
R-14 • REFERENCE 42-02-7204


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JHEP is used when car velocity is not able to reach VEP.
Determines how quickly the profile transitions from maximum
JHEP - High Emergency 06.00 01.00 15.00 ft/s3
Power Jerk 1.829 0.305 4.572 m/s3
Emergency Power (PWR) velocity profile.
AEP - Emergency AEP determines the maximum acceleration of the system
02.00 00.00 10.00 ft/s2
Power during Emergency Power operation. AEP is applied during
0.610 0.000 3.048 m/s2
Acceleration phase 2 of the Emergency Power (PWR) velocity profile.
DEP - Emergency DEP determines the maximum deceleration of the system
04.00 01.00 10.00 ft/s2
Power during Emergency Power operation. DEP is applied during
1.219 0.305 3.048 m/s2
Deceleration phase 6 of the Emergency Power (PWR) velocity profile.
DAEP - Emergency
04.00 01.00 10.00 ft/s2 DAEP determines the deceleration rate at which the system
Power Approach
1.219 0.305 3.048 m/s2 will transition from JF, Flare Jerk, to JA, Approach Jerk.
Deceleration
VC determines the maximum velocity for the Caution (CTN)

velocity profile. This profile is generated when the AC line
0400 0050 2000 ft/min
VC - Caution Velocity voltage to the System 12 SCR Drive drops below 95% of the
02.03 0.254 10.16 m/s
armature voltage header value (LLC fault flag on the F3 screen
will be ON).
JLC is used when car velocity is able to reach VC. JLC
03.00 01.00 15.00 ft/s
JLC - Low Caution Jerk to zero acceleration and from zero to maximum deceleration.
0.914 0.305 4.572 m/s3
These transitions correlate with phases 3 and 5 of the Caution
(CTN) velocity profile.
JHC is used when car velocity is not able to reach VC. JHC
06.00 01.00 15.00 ft/s3
JHC - High Caution Jerk to zero acceleration and from zero to maximum deceleration.
1.829 0.305 4.572 m/s3
These transitions correlate with phases 3 and 5 of the Caution
AC determines the maximum acceleration of the system during
AC - Caution 04.00 01.00 10.00 ft/s2
Caution operation. VC is applied during phase 2 of the Caution
DC determines the maximum deceleration of the system during
DC - Caution 04.00 01.00 10.00 ft/s2
Caution operation. DC is applied during phase 6 of the Caution
DAC - Caution
02.00 01.00 10.00 ft/s2 DAC determines the deceleration rate at which the system will
Approach
Deceleration
VA1 determines the maximum velocity for Alternate One

VA1 - Alternate 1 0499 0050 2500 ft/min
(ALT1) velocity profile. This profile is generated when the ASP1
Velocity 02.53 0.254 12.70 m/s
input is activated.
JLA1 is used when car velocity is able to reach VA1. JLA1
JLA1 - Low Alternate 1 03.00 01.00 15.00 ft/s
Jerk 0.914 0.305 4.572 m/s3
These transitions correlate with phases 3 and 5 of the Alternate
One (ALT1) velocity profile.
JHA1 is used when car velocity is not able to reach VA1. JHA1
JHA1 - High Alternate 1 06.00 01.00 15.00 ft/s3
Jerk 1.829 0.305 4.572 m/s3
One (ALT1) velocity profile.
AA1 determines the maximum acceleration of the system
AA1 - Alternate 1 04.00 01.00 10.00 ft/s2
during Alternate One velocity profile operation. AA1 is applied
during phase 2 of the Alternate One (ALT1) velocity profile.
DA1 determines the maximum deceleration of the system
DA1 - Alternate 1 04.00 01.00 10.00 ft/s2
during Alternate One velocity profile operation. DA1 is applied
during phase 6 of the Alternate One (ALT1) velocity profile.
42-02-7204 REFERENCE • R-15


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DAA1 - Alternate 1 2
02.00 00.00 10.00 ft/s DAA1 determines the deceleration rate at which the system will
Approach
Deceleration
VA2 determines the maximum velocity for Alternate Two

VA2 - Alternate 2 0499 0050 2500 ft/min
(ALT2) velocity profile. This profile is generated when the ASP2
Velocity 02.53 0.254 12.70 m/s
input is activated.
JLA2 is used when car velocity is able to reach VA2. JLA2
JLA2 - Low Alternate 2 03.00 01.00 15.00 ft/s
Jerk 0.914 0.305 4.572 m/s3
Two (ALT2) velocity profile.
JHA2 is used when car velocity is not able to reach VA2. JHA2
JHA2 - High Alternate 2 06.00 01.00 15.00 ft/s
Jerk 1.829 0.305 4.572 m/s3
Two (ALT2) velocity profile.
AA2 determines the maximum acceleration of the system
AA2 - Alternate 2 04.00 01.00 10.00 ft/s2
during Alternate Two velocity profile operation. AA2 is applied
during phase 2 of the Alternate Two (ALT2) velocity profile.
DA2 determines the maximum deceleration of the system
DA2 - Alternate 2 04.00 01.00 10.00 ft/s2
during Alternate Two velocity profile operation. DA2 is applied
during phase 6 of the Alternate Two (ALT2) velocity profile.
DAA2 - Alternate 2
04.00 01.00 10.00 ft/s2 DAA2 determines the deceleration rate at which the system will
Approach
Deceleration
VRL determines the velocity at which the elevator will relevel

006 001 15 ft/min
VRL - Relevel Velocity into the floor. Releveling occurs when direction is enabled with
0.031 0.005 0.076 m/s
a leveling input active (LU or LD).
VCR determines the velocity for the Correction profile. This
VCR - Correction 050 015 150 ft/min
profile brings the elevator to the next valid floor from a starting
Velocity 0.254 0.076 0.762 m/s
position between floors.
ACR - Correction ACR determines the acceleration/deceleration rate of the
02.00 01.00 10.00 ft/s2
Acceleration/ Correction profile filter. ACR determines how gently the pattern
0.610 0.305 3.048 m/s2
Deceleration transitions between correction and leveling velocity.
FCR limits the jerk rate allowed during a Correction run. FCR
*FCR - Correction
00.50 00.10 02.00 Hz determines how quickly the profile transitions from maximum
Smoothing
VINL - Inspection 050 001 150 ft/min VINL is only invoked if the ORI option is set to either NTSx or
Velocity - Low 0.254 0.005 0.762 m/s ETS or the Inspection Low Speed (INSL) input is activated.
VINH determines the maximum velocity for the Inspection
VINH - Inspection 050 001 150 ft/min
profile. The Inspection profile is generated when the car is on
Velocity - High 0.254 0.005 0.762 m/s
inspection and direction is picked.
AIN determines the acceleration rate for the Inspection profile.
AIN - Inspection 02.00 01.00 10.00 ft/s2
AIN determines how gently the pattern transitions between
zero speed and VINx.
FIN limits the jerk rate allowed during an Inspection run. FIN
*FIN - Inspection
00.50 00.10 02.00 Hz determines how quickly the profile transitions from maximum
Smoothing
VLR determines the velocity used when the hoistway is

035 015 150 ft/min
VLR - Learn Velocity learned. NOTE: During the learning process, the car slows
0.178 0.076 0.762 m/s
down to leveling velocity when traveling across leveling target.
ALR - Learn ALR determines the acceleration/deceleration rate of the Learn
02.00 01.00 10.00 ft/s2
Acceleration/ profile. ALR determines how gently the pattern transitions
0.610 0.305 3.048 m/s2
Deceleration between leveling and learn velocity.
FLR limits the jerk rate allowed during a learn run. FLR
*FLR - Learn Smoothing 00.50 00.10 02.00 Hz determines how quickly the profile transitions from maximum
R-16 • REFERENCE 42-02-7204

FIGURE R.8 Drive Parameters (Shift F5) screen
8/21/2000, 10:25:30 AM, REC, F4=Main Menu
Drive (Shift F5) - Advanced View (U.S.)
Status: STP1: 0.00 STP2: 0.00

DCIO: 0.000 DCOO: 0.000 DCISO: 0.000 DCIIO: 0.000 ACLV: 240 (VAC)
OSR Speed Reference (TACH/ENC/INT) TACH
Set OET = TACH when the speed feedback device is a tachometer. Set OET = ENC
when the device is a velocity encoder. Set OSR = INT when the internally
synthesized feedback signal is used.
OSR TACH GTC 1.000 GD 00.00 * GT 000.00

OEP FWD CTER 00050 * GIP 04.00 * GTPC 000.00
OGI OFF CRPM 1150 * GII 02.00 * GBAL 004.50
OGR OFF CCRR 01.00 * GID 00.00 * FRP 005.00
OGF OFF * GRS 01.00 * GIGT 00.00 * FPP 010.00
OGIR OFF * GES 00.00 * GFI 02.00 * FTE 050.00
OSOA OFF DAV 240 * GRP 01.00 * FPL 005.00
OIOA OFF DAI 075 * GRI 01.00 * FDL 002.00
OECA OFF * CISO 1.04 * GRD 00.00 * FDH 002.00
* OISA OFF * CIIO 1.28 * GRGD 01.00 * FAVL 050.00
* OLWA OFF * CZCO 0.00 * GRGT 02.00 * FAVH 001.50
* OCOA OFF * CIO 0.000 * GIRP 04.00 * FAIL 050.00
* OSLA OFF * COO 0.000 * GIRI 02.00 * FAIH 001.50
OCT OFF GEC 00.50 * GIRD 00.00 * FNP1 010.00
OTE OFF GVDS 00.10 GCP 01.00 * FNP2 050.00
* OCNF OFF * GVDI 00.00 GCI 01.00 * FNP3 000.33
OLLM OFF * GIDI 00.00 GCDP 01.00
PG 1.000 GP 04.00 GCDI 01.00 TP1 5
GI 02.00 * GCD 00.00 TP2 9
dnID199
DCIO: Delta Input Offset DCIO, DCOO, DCISO and DCIIO indicate the difference between the system offset
DCOO: Delta Output Offset parameters (CIO, COO, CISO and CIIO) and the actual offset values detected during
DCISO: Delta Current Sensor Offset calibration. These values are calculated when the system offsets are calibrated (when
DCIIO: Delta Current Loop Integrator Offset OSOA, OIOA or OCOA are turned ON and then back to OFF, or once every 15
minutes if the calibration parameter is left ON). If the difference in the detected offset
and the offset parameter value is significant, the detected offset value is saved as the
offset parameter value, and the delta value becomes zero.
ACLV: AC Line Voltage
STP1, STP2: Software Test Points on the IMC-DCP Board - signal depends on the setting in TP1 and TP2 (see Table R.2)
TABLE R.6 Drive Parameters Defined

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Set OSR = TACH, when the speed feedback device is a
OSR - Speed Reference
X TACH X X tachometer. Set OSR = ENC, when the device is a velocity
encoder. Set OSR = INT when the internally synthesized
feedback signal is used. X(TACH / ENC / INT)
OEP allows the encoder signal polarity (which determines
rotational direction) to be changed. When OEP = FWD, Signal
OEP - Encoder Polarity FWD FWD REV
A leads Signal B in the up direction. When OEP = REV, Signal
B leads Signal A in the up direction.
Set OGI = ON to activate GIP, GII, and GID. These parameters
OGI - Initial Gain OFF ON OFF can then be adjusted to minimize rollback by applying higher
gains at the start of motion.
42-02-7204 REFERENCE • R-17


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Set OGR = ON to activate GRP, GRI, GRD, GRGT, and
GRGD. These parameters are used to reduce gains GP, GI,
OGR - Reduced Gain OFF ON OFF
and GD to correct oscillation that occurs at steady state speed
but not during acceleration and deceleration.
Set OGF = ON to activate GFI. GFI is used in Phases 7 and 8
OGF - Flare Gain OFF ON OFF of the pattern to minimize the “spotting” (hesitation before
stopping) problem.
Set OGIR = ON to activate GIRP, GIRI, and GIRD. These
OGIR - Initial Relevel parameters are used for gearless machines--with problems
OFF ON OFF
Gain releveling into the floor--to apply higher gains during relevel
operation.
Set OSOA = ON to calibrate both input/output and current-
loop offsets (CIO, COO, CISO, CIIO). This adjusts the
OSOA - System Offset
OFF ON OFF integrator and current sensor offsets on the SCR System 12
Adjust
Drive and the input/output offsets on the SMB3(5) Drive.
After calibration is completed, set OSOA back to OFF.
Set OIOA = ON to periodically calibrate input/output offsets on
OIOA - Input/Output
OFF ON OFF the SMB3(5) Drive (CIO and COO). To perform the calibration
Offset Adjust
once, set OIOA back to OFF after calibration is completed.
Set OECA = ON to calibrate the gain GEC. Please refer to the
manual for details of operation or follow the steps in this portion
OECA - Error
of screen. This parameter will automatically be set back to OFF
Compensation OFF ON OFF
when the calibration is complete. NOTE: The controller must
Adjust
be on Test Mode and NOT on Inspection to save OECA =
ON.
Set OISA = ON to perform the Internal Tach parameter
calibration (SVSC and SISC) on Safety screen. Please refer to
the manual for details of operation or follow the steps in this
*OISA - Internal Speed
OFF ON OFF portion of screen. This parameter will automatically be set
Adjust
back to OFF when the calibration is complete. NOTE: The
controller must be on Test Mode and NOT on Inspection to
save OISA = ON.
Set OLWA = ON to zero the K-Tech Load Weigher offset
automatically when the car is at the bottom landing with no
*OLWA - Load Weigher
OFF ON OFF load. This option should be left on to keep the K-Tech Load
Zero Adjust
Weigher calibrated. This option is only available with MP
version 7.26 and above.
Set OCOA = ON to periodically calibrate the current sensor
*OCOA - Current Sensor offset on the SCR System 12 Drive (CISO). If you only want to
OFF ON OFF
Offset Adjust perform the calibration once set OCOA back to OFF after
calibration is completed.
Set OSLA = ON to calibrate the gains GP and GI. Please refer
to manual for details of operation or follow the steps in this
*OSLA - Speed Loop Auto portion of screen. This parameter will automatically be set back
OFF ON OFF
- Adjust to OFF when the calibration is complete. NOTE: The
controller must be on Inspection, OGI=OFF, and OTE=OFF
to save OSLA = ON.
Set OCT = ON to set up for the Current Loop Test. WARNING!
*OCT - Current Loop
OFF ON OFF Do not perform this test unless instructed to do so by an
Test
MCE representative.
OTE - Pre-Torque Set OTE = ON to activate GT, GTPC, and GBAL. These
OFF ON OFF
Enable parameters are used to adjust the pre-torque output.
OCNF - Current Notch Set OCNF = ON to activate FNP1, FNP2, and FNP3. These
OFF ON OFF
Filter parameters are used to adjust the Current Notch Filter.
R-18 • REFERENCE 42-02-7204


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When OLLM = ON, the system monitors the line voltage to the
SCR System 12 Drive (SCR-LGA board required). If the line
*OLLM - Low Line Voltage
OFF ON OFF voltage drops to 85-95% of the rated line voltage, the car will
Monitor
run at the Caution (CTN) profile. If the line voltage drops below
85% of the rated line voltage, then the car will no longer run.
PG is used to scale the velocity profile. If PG = 0.000, the car
will not move and zero pattern command is output. If PG =
PG - Pattern Scaling 1.000 0.000 1.500 1.000, the drive will follow the idealized velocity profile.
WARNING ! This gain must be set to 1.0 after all
adjustments are completed.
GTC - Tach/Velocity Increase GTC to reduce car speed. Set PG = 1.000 when
1.000 0.000 5.000
Encoder Scaling calibrating this value.
CTER - Tach/Velocity If OSR = TACH, then CTER is the voltage generated by the
Encoder 0060 0010 15000 V/k:ppr tachometer rotating at 1000 rpm. If OSR = ENC, then CTER is
Resolution the pulses per revolution(ppr) generated by the encoder.
CRPM - Motor Rated RPM 1150 0010 2000 rpm Set CRPM to the Rated Motor RPM at contract speed.
If the car uses an encoder that is mounted on the sheave or
CCRR - Coupling brake drum, set CCRR to the ratio of the sheave (or brake
01.00 01.00 50.00
Rotational Ratio drum) diameter to the encoder wheel diameter. Otherwise, set
CCRR = 1.0, if the velocity encoder is directly coupled.
01.00 00.00 50.00 ft/sec2 GRS determines the deceleration from leveling/releveling to
*GRS - Rate Limited Stop
0.305 0.000 15.24 m/s2 zero speed when the elevator stops normally at a floor.
GES determines the amount of reverse pulse applied to the
current command to end a run, which enables an Electric Stop.
*GES - Electric Stop 00.00 00.00 50.00 If GES = 0.00, then there is no affect on the current command.
CAUTION ! If GRS is less than 5 ft/s2, then this parameter
may not be effective. [NOTE: 1.0 ft/s2 = 0.305 m/s2 ]
Set DAV to the rated armature voltage for the SCR System 12
DAV - Rated SCR Drive Drive, found on the job prints. Example: If the SCR Drive
240 050 600 volts
Armature Voltage header on the SCR-LGA board is HDR2014, the armature
voltage = 200 volts.
Set DAI to the rated armature current for SCR System 12
DAI - Rated SCR Drive Drive, found on the job prints. Example: If the SCR Drive
180 050 375 amps
Armature Current header on the SCR-LGA board is HDR2014, the armature
current = 140 amps.
Adjust CISO to nullify the Current Sensor Offset in the SCR
*CISO - Current Sensor System 12 Drive. The nullified offset can be verified at TP3 on
1.00 0.00 2.54
Offset the SCR-LGA board. CISO is also automatically adjusted when
OCOA or OSOA = ON.
Adjust CIIO to nullify the Current Loop Integrator Offset in the
*CIIO - Current Loop
1.00 0.00 2.54 SCR System 12 Drive. CIIO is also automatically adjusted
Integrator Offset
when OCOA or OSOA = ON.
*CZCO - Zero Current
0.00 0.00 2.54 Not available in this software release.
Crossing Offset
Adjust CIO to nullify the Input Offset. CIO is also automatically
*CIO - Input Offset 0.000 -0.500 0.500
adjusted when OSOA = ON.
Adjust COO to nullify the Output Offset. The nullified offset can
*COO - Output Offset 0.000 -0.449 0.449 be verified at DCC on the DCP board. COO is also
automatically adjusted when OIOA or OSOA = ON.
Increasing GEC provides better tracking speed regulation,
GEC - Error however if the value is too high, oscillation may occur. GEC
00.25 00.00 02.00
Compensation can also be adjusted to help the “spotting” problem. This is the
key parameter to IMC-SCR’s ability to track accurately.
GVDS can be increased to remove oscillation by providing
GVDS - Armature Voltage
voltage dampening for the velocity loop. However, excessive
Dampening - 00.10 00.00 50.00
values may impact the performance of the system. This
Speed Loop
parameter must be adjusted after GP and GI are tuned.
42-02-7204 REFERENCE • R-19


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Usually GVDI = 00.00. GVDI can be increased to remove
*GVDI - Armature Voltage
oscillation by providing voltage dampening for the current loop.
Dampening - 00.00 00.00 50.00
However, GVDS is more effective in removing oscillation and
Current Loop
should be adjusted first.
Usually GIDI = 00.00. GIDI can be increased to remove
*GIDI - Armature Current
oscillation by providing current dampening for the current loop.
Dampening - 00.00 00.00 50.00
However, GVDS is more effective in removing oscillation and
Current Loop
should be adjusted first.
GP can be increased to provide faster response and tighter
GP - Proportional Error 02.00 00.00 50.00 speed regulation. However, excessive values may result in
oscillation and instability.
GI adjusts the accumulated error between the Pattern and
Tach/ Encoder. Adjust GI after GP. GI can be increased to
GI - Integral Error 02.00 00.00 50.00 reduce steady speed error and improve tracking. However,
excessive values may result in oscillation, speed overshoot,
and/or instability.
Usually, GD = 0.0. Set GD after GP and GI. GD is a very

GD - Differential Error 00.00 00.00 50.00 sensitive parameter and even minor increases in its value may
impact the car’s approach to a floor.
If there is no rollback, GIP = GP. If there is rollback, set OGI =
GIP - Initial Proportional
02.00 GP 50.00 ON and GIP > GP. GIP gradually decreases to GP after GIGT
Error
time.
If there is no rollback ,GII = GI. If there is rollback, set OGI =
*GII - Initial Integral
02.00 GI 50.00 ON and GII > GI. GII gradually decreases to GI value after
Error
GIGT time.
Usually, GID = 0.0. If there is no rollback GID = GD. If there is
*GID - Initial Differential
00.00 GD 50.00 rollback, set OGI = ON and GID > GD. GID gradually
Error
decreases to GD value after GIGT time.
When OGI (Initial Gain option) = ON, GIGT is the transition
*GIGT - Initial Gain
00.25 00.00 03.00 sec time from initial gains (GIP, GII, GID) to normal gains (GP, GI,
Transition Time
GD). GIGT normally = 0.25.
*GFI - Flare Integral Set OGF = ON and increase GFI until “spotting” is minimized.
02.00 00.00 50.00
Error GFI GI.
Set OGR = ON and GRP GP. GRP is applied after steady
*GRP - Reduced speed is reached and GRGD has elapsed. GP decreases to
02.00 00.25 GP
Proportional Error GRP over GRGT time. When the car begins to slow down,
GRP will increase to GP over half of GRGT.
Set OGR = ON and GRI GI. GRI is applied after steady
*GRI - Reduced Integral speed is reached and GRGD has elapsed. GI decreases to
02.00 00.25 GI
Error GRI over GRGT time. When the car begins to slow down, GRI
will increase to GI over half GRGT.
Set OGR = ON and GRD GD. GRD is applied after steady
*GRD - Reduced speed is reached and GRGD has elapsed. GD decreases to
00.00 00.00 GD
Differential Error GRD over GRGT time. When the car begins to slow down,
GRD will increase to GD over half GRGT.
GRGD is the delay at steady speed before reduced gain is
*GRGD - Reduced Gain
01.00 00.00 04.00 sec applied. Increase GRGD when speed overshoot occurs in order
Delay
to allow the speed to stabilize.
Normally, GRGT= 0.50 to 1.00 sec. GP, GI, and GD are
*GRGT - Reduced Gain
01.00 00.00 04.00 sec reduced to GRP, GRI, GRD over GRGT, and GRP, GRI, and
Transition Time
GRD are increased to GP, GI, and GD in half GRGT.
If the car has problems releveling into the floor, set OGIR = ON
*GIRP - Initial Relevel
02.00 GP 99.00 and GIRP GP. After the car stabilizes at leveling speed,
Proportional Error
GIRP decreases to GP.
R-20 • REFERENCE 42-02-7204


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
If the car has problems releveling into the floor, set OGIR = ON
*GIRI - Initial Relevel and GIRI GI. Adjust GIRI after GIRP. After the car stabilizes
02.00 GI 99.00
Integral Error at leveling speed, GIRI decreases to GI. Excessive values may
cause oscillation.
Usually GIRD = 00.00. If the car has problems releveling into
*GIRD - Initial Relevel the floor, set OGIR = ON and GIRD GD. Adjust GIRD after
00.00 GD 50.00
Differential Error GIRI. After the car stabilizes at leveling speed, GIRD
decreases to GD.
Increase GCP to provide faster current response from the SCR
GCP - Current Loop
01.00 00.00 02.54 System 12 Drive. However, excessive gain can introduce
Proportional Error
oscillation in the system.
Increase GCI to provide tighter current control. However,
GCI - Current Loop
01.00 00.00 02.54 excessively high gains can cause overshoot or oscillation, and
Integral Error
excessively low gains can cause a sloppy current response.
GCDP is applied to the current loop when the output current is
GCDP - Discontinuous close to zero. Jumper JP6 on the SCR-LGA board must be ON
Current Loop 01.00 00.00 02.54 for this parameter to be activated. For higher power drives, a
Proportional Error setting greater than 1.5 may cause blown fuses (FL1 - FL6) in
the System 12 SCR Drive.
GCDI is applied to the current loop when the output current is
GCDI - Discontinuous close to zero. Jumper JP6 on the SCR-LGA board must be ON
Current Loop 01.00 00.00 02.54 for this parameter to be activated. For higher power drives, a
Integral Error setting greater than 1.5 may cause blown fuses (FL1 - FL6) in
the System 12 SCR Drive.
GCD dampens any oscillation caused by the velocity loop. This
*GCD - Current Loop adjustment will only be effective with specific jumper settings
00.00 00.00 02.54
Dampening on the SCR-LGA board. To use this parameter, consult MCE
Technical Support.
GT is only effective if OTE = ON. GT controls the amount of

output voltage from the pre-torque function. Increasing this
*GT - Pre-Torque Gain 000.00 00.00 050.00
gain applies more voltage at takeoff and compensates for any
rollback at the start of a run (only if a load weigher is installed).
*GTPC - Pre-Torque
GTPC is only effective if OTE = ON. GTPC controls the pre-
Position 000.00 -05.00 005.00
torque output voltage based on car position.
Compensation
*GBAL - Pre-Torque GBAL is only effective if OTE = ON. GBAL is adjusted to
004.50 00.00 010.00
Balance ensure no rollback of a balanced car at the top of the hoistway.
*FRP - Raw Pattern 010.00 00.10 099.00 Hz FRP determines the raw pattern (desired speed) smoothing.
*FPP - Processed
015.00 00.10 099.00 Hz FPP determines the processed pattern signal smoothing.
Pattern
*FTE - Velocity FTE determines the TACH/ENC signal smoothing. The
050.00 00.10 199.00 Hz
Encoder/Tach recommended range for this parameter is 50 to 75 Hz.
FPL controls the responsiveness of GP gain. A higher value for
*FPL - Proportional -
005.00 00.10 099.00 Hz FPL results in GP responding more rapidly to changes in car
Low Pass
velocity.
*FDL - Differential - Low Decreasing FDL prevents higher frequency signals from going
002.00 00.10 025.00 Hz
Pass through the filter. FDL is only active if GD is nonzero.
*FDH - Differential - High Increasing FDH prevents lower frequency signals from going
002.00 00.00 025.00 Hz
Pass through the filter. FDH is only active if GD is nonzero.
FAVL determines how much variation will be allowed in the
*FAVL - Armature Voltage
050.00 00.10 299.00 Hz signal received from the armature voltage. The recommended
- Low Pass
range for this parameter is 40 to 99 Hz.
FAVH determines how much of the DC component will be
removed from the armature feedback voltage before this signal
FAVH - Armature Voltage
002.00 00.10 100.00 Hz is used in the velocity loop calculation. Increasing this value
- High Pass
reduces the dampening effect on the system (GVDS and GVDI
become less effective).
42-02-7204 REFERENCE • R-21


'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
*FAIL - Armature Current
050.00 00.10 299.00 Hz FAIL determines the armature current signal smoothing.
- Low Pass
FAIH determines how much of the DC component will be
removed from the armature feedback current before this signal
*FAIH - Armature Current
001.50 00.10 100.00 Hz is used in the velocity loop calculation. Increasing this value
- High Pass
reduces the dampening effect on the system (GIDI becomes
less effective).
*FNP1 - Current Notch
010.00 00.00 100.00 Notch filter depth. See Table R.7 for notch filter values.
Parameter 1
*FNP2 - Current Notch
050.00 00.00 100.00 Notch filter bandwidth. See Table R.7 for notch filter values.
Parameter 2
*FNP3 - Current Notch Notch filter center frequency. See Table R.7 for notch filter
000.33 00.00 010.00
Parameter 3 values.
TABLE R.7 Current Notch Filter Parameters Table

The Current Notch Filter parameters are used to remove a specific oscillation in the system.
To enable the Current Notch Filter, OCNF, Current Notch Filter (ON/OFF) must be set to ON.
It is possible to select different combinations of these parameters and get the same notch
frequency, but normally only FNP3 is changed to remove the offending frequency.
Oscillation CURRENT NOTCH FILTER Oscillation CURRENT NOTCH FILTER
Frequency PARAMETERS Frequency PARAMETERS
(Hz) (Hz)
FNP1 FNP2 FNP3 FNP1 FNP2 FNP3
5.1 10.0 50.0 0.70 14.1 10.0 50.0 0.09

5.9 10.0 50.0 0.50 14.9 10.0 50.0 0.08
7.7 10.0 50.0 0.30 15.9 10.0 50.0 0.07
8.4 10.0 50.0 0.25 17.2 10.0 50.0 0.06
9.4 10.0 50.0 0.20 18.8 10.0 50.0 0.05
9.9 10.0 50.0 0.18 21.1 10.0 50.0 0.04
10.5 10.0 50.0 0.16 24.3 10.0 50.0 0.03
11.3 10.0 50.0 0.14 29.7 10.0 50.0 0.02
12.2 10.0 50.0 0.12 41.8 10.0 50.0 0.01
13.3 10.0 50.0 0.10
R-22 • REFERENCE 42-02-7204

FIGURE R.9 Safety Parameters (Shift F6) screen
1/26/2000, 10:25:30 AM, F4=Main Menu
Safety (Shift F6) - Advanced View (U.S.)
OBT Buffer Test (ON/OFF) OFF

When OBT = ON, it automatically turns OFF after one run is completed. OBT
allows a Contract Speed Buffer Test to be performed with most of the safety
circuit bypassed. The car operates at contract speed on Inspection
operation.
OBT OFF * FSAV 002.00
* FSAI 000.50
STE 025
SVSC 01.40
SISC 00.00
SAVL 100
SAIL 160
SLRI 180
SLFT 30.00
SILO 150
SCO 107
STER 07.00
STSS 01.00
PADL 07.00
TP1 5
TP2 9
dnID196
TABLE R.8 Safety Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
When OBT = ON, it automatically turns OFF after one run is
completed. OBT allows a Contract Speed Buffer Test to be
OBT - Buffer Test OFF ON OFF
performed with most of the safety circuit bypassed. The car
operates at contract speed on Inspection operation.
STE adjusts amount of error permitted between voltage from

TACH/ ENC and pattern voltage. When STE=100%, a 10VDC
STE - Maximum Speed error is allowed between the TACH/ENC and pattern voltages.
025 000 100 %
Error If excessive error is detected, TE flag will be highlighted on the
F3 screen, and the FLT relay is dropped if the fault bypass
jumper is not connected.
SVSC, in conjunction with SISC, creates a car speed signal
SVSC - Synthetic Speed
independent of TACH, which is compared with the feedback
Voltage 01.39 00.00 10.00
velocity to identify a TACH Failure. Increasing SVSC results in
Calibration
more armature voltage to the synthetic speed signal.
SISC - Synthetic Speed SISC compensates for loop circuit loss in creating the internal
Current 00.00 00.00 10.00 speed signal from the armature current. Increasing this gain
Calibration results in more DC loop current to the synthetic speed signal.
42-02-7204 REFERENCE • R-23

TABLE R.8 Safety Parameters Defined

'()$8/7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
SAVL determines the armature voltage limit. A value of 100%
SAVL - Armature Voltage will allow rated armature voltage, and a lower value will limit it
100 000 100 %
Limit to less than the rated value. (See job prints for SCR Voltage
and Current ratings).
SAIL should not exceed 275%. SAIL determines armature
current limit. SAIL should be set such that with full load, the
SAIL - Armature Current
160 000 332 % CURRENT LIMIT LED on the System 12 SCR Drive will not
Limit
illuminate when the car is accelerating up or decelerating
down.
SLRI - LOC Rated SLRI determines the threshold current used for Loop Over
Current (rated 180 010 375 amps Current Safety monitoring. SLRI should equal full load current
motor FLA) of the hoist motor.
SLFT determines the amount of time the elevator will be
SLFT - LOC Fault Time
30.00 00.00 60.00 sec allowed to run before generating a fault when the machine
(@twice LOC)
draws 200% of SLRI.
SILO - Inspection / SILO determines the overspeed threshold during inspection or
150 025 150 ft/min
Leveling releveling operation. If the car speed exceeds SILO--during
5.075 0.127 5.075 m/s
Overspeed inspection or releveling operation, then the car will shut down.
SCO is used to determine the overspeed threshold during a
SCO - Contract normal run as a percentage of contract speed. If the car speed
107 102 108 %
Overspeed exceeds SCO percentage of contract speed--during a normal
run, then the car will shut down.
STER - Terminal/
07.00 01.14 25.00 ft/s2 STER determines the deceleration rate for a
Emergency
2.134 0.347 7.620 m/s2 Terminal/Emergency profile.
Slowdown Rate
STSS - Terminal
STSS limits the jerk rate allowed during a transition to/from the
Slowdown 01.00 00.10 05.00 hz
deceleration rate--as specified by STDR.
Smoothing
PADL determines maximum rate of change in the pattern
PADL - Pattern Accel/ 07.00 00.00 25.00 ft/min2 signal. This value establishes the emergency deceleration rate.
Decel Limiter 0.035 0.000 0.127 m/s2 A higher value will slow the car down faster in an emergency
situation. PADL > STER > AS and DS.

FSAV, in conjunction with FSAI, creates a synthetic speed

*FSAV - Synthetic signal independent of the TACH. Increasing FSAV results in
Armature Voltage 2 00.00 100 more armature voltage to the synthetic speed signal. This
- Low Pass parameter is used to adjust the car velocity feedback when
OSR=INT.
FSAI compensates for loop circuit loss in creating the synthetic
*FSAI - Synthetic speed signal from the armature current. Increasing FSAI
Armature Current 0.5 0.0 100 results in more DC loop current to the synthetic speed signal.
- Low Pass This parameter is used to adjust the car velocity feedback
when OSR = INT.
R-24 • REFERENCE 42-02-7204

FIGURE R.10 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" 002'06.00" 022'01.96"
UNT2 028'05.97" 002'06.00" 025'03.47"
UNT3 000'00.00" 002'06.00" 026'09.00"
UNT4 000'00.00" 002'06.00" 028'00.27"
UNT5 000'00.00" 002'06.00" 028'10.13"
UETS 025'06.52" 002'06.00" 029'08.63"
DNT1 011'11.27" 002'06.00" 032'07.92"
DNT2 006'00.26" 002'06.00" 033'10.09"
DNT3 000'00.00" 002'06.00" 000'00.00"
DNT4 000'00.00" 002'06.00" 000'00.00"
DNT5 000'00.00" 002'06.00" 000'00.00"
DETS 009'08.77" 002'06.00" 000'00.00"

dnID204
The distances at the top of the Switches screen indicate the position of the car when it decelerated
through the listed percentage of Contract Velocity (VS). If the car does not reach a particular percentage
of Contract Velocity, i.e. 100%, then there will be no recorded distance for the 100% deceleration
transition. These values may be useful for placement of the Normal and Emergency Terminal switches.
42-02-7204 REFERENCE • R-25

TABLE R.9 Switch Parameters Defined
!" # # Screen
35(6(7 9$/8( 86(5
!#%#$ 9$/8( 5$1*( $'- 81,7 '(6&5,37,21
Switch The Learned Velocity is the car's velocity at the time each
UNTx - Learned Velocity Normal Terminal and Emergency Terminal switch was
UETS - Learned Velocity ft/min activated during the learn procedure described in Section 4.10,
DNTx - Learned Velocity Learning the Normal (NTS) and Emergency (ETS) Limit
DETS - Learned Velocity Switches.
Unless a bypass jumper is connected between FBP1 and
FBP2 on the SCR-RIX board, when the car's velocity exceeds
a Normal Terminal switch's Lower Limit Velocity at the time the
switch is activated, a controlled slowdown is initiated. The
Switch
default value is:
UNTx - Lower Limit Velocity
0000 0000 2000 ft/min • Learned Velocity plus 5% for Contract Speeds of 500
DNTx - Lower Limit Velocity
ft/min or more.
• Learned Velocity plus 12% for Contract Speeds of 150
ft/min or less.
• Learned Velocity plus between 5% and 12% for Contract
Speeds between 150 and 500 ft/min.
Unless a bypass jumper is connected between FBP1 and
FBP2 on the SCR-RIX board, when the car's velocity exceeds
a Normal Terminal or Emergency Terminal switch's Upper
Limit Velocity at the time the switch is activated, an Emergency
Switch slowdown is initiated. The default value is:
UNTx - Upper Limit Velocity • Learned Velocity plus 10% for Contract Speeds 500 ft/min
UETS - Upper Limit Velocity 0000 0000 2000 ft/min or greater.
DNTx - Upper Limit Velocity • Learned Velocity plus 24% for Contract Speeds of 150
DETS - Upper Limit Velocity ft/min or less.
• Learned Velocity plus between 10% and 24% for Contract
Speeds between 150 and 500 ft/min.
The Upper Limit Velocity for UETS and DETS may not exceed
95% of Contract Speed.
Switch
UNTx - Runtime Velocity The Runtime Velocity is the car's velocity the last time each
UETS - Runtime Velocity ft/min Normal Terminal and Emergency Terminal switch was
DNTx - Runtime Velocity activated during a normal run.
DETS - Runtime Velocity
Switch The Learned Position is the car's position at the time each
UNTx - Learned Position Normal Terminal and Emergency Terminal switch was
UETS - Learned Position ft, in activated during the learn procedure described in Section 4.10,
DNTx - Learned Position Learning the Normal (NTS) and Emergency (ETS) Limit
DETS - Learned Position Switches.
Switch If the car's position exceeds a switch's Learned Position by the
UNTx - Position Margin Position Margin (plus or minus) at the time the Normal
UETS - Position Margin X X X ft, in Terminal or Emergency Terminal switch is activated, an
DNTx - Position Margin immediate slowdown is initiated.
DETS - Position Margin X (Preset= 002'06.00", Min = 000'00.00", Max = 999'99.99")
Switch
UNTx - Runtime Position The Runtime Position is the car's position the last time each
UETS - Runtime Position ft, in Normal Terminal and Emergency Terminal switch was
DNTx - Runtime Position activated during a normal run.
DETS - Runtime Position
R-26 • REFERENCE 42-02-7204

FIGURE R.11 Floor Heights (Shift F8) screen
2/11/1999, 10:25:30 AM, REC, F4=Main Menu
Floor Heights (Shift F8) - Advanced View (U.S.)
Abs Position: -000'00.18" Start: 1 Stop: 1 Step: 1

Floor Position: 000'00.00" Delta Position: 000'00.00"
1 Floor Height. 000'00.00"
This is the selected floor's height.
1 000'00.00"
2 012'00.15"
3 024'01.54"
4 036'02.46"
5 048'01.38"
6 060'00.30"
7 072'01.22"
8 084'00.14"
dnID202
TABLE R.10 Floor Heights Screen Defined
$%" & & '"
!#%#$ '(6&5,37,21
Abs Position: The Abs Position is the distance from the bottom landing to the car's current location of the elevator.
Start: Start is the floor from which the elevator started.
Stop: Stop is the floor at which the elevator stopped.
Step: Step is the last floor passed by the elevator.
Floor Position: Floor Position is the distance from the bottom landing to the last floor passed by the elevator.
Delta Position: Delta Position is the difference between the learned and actual position.
x - Floor height for Floor height for landing 'x' is the distance from the bottom landing to landing 'x', determined during the
landing 'x' learn process.
42-02-7204 REFERENCE • R-27

FIGURE R.12 Modem Setup (F1, 9) screen
4/22/1999, 10:25:30, F4= Main Menu
Modem Setup (F1, 7)

Modem (MODM)
Description: Generic
Connect Wait Time: 90 seconds
Redial Wait Time: 30 seconds
Initialization 1: ATH0&F&D0&K4E0V1S0=2
Initialization 2:
Extra Modem (MODM1)

Initialization 2:
Extra Modem (MODM2)

Initialization 2:
dnID236
FIGURE R.13 Car Operations (F1, A) screen
12/20/2000, 10:25:30 AM, F4= Main Menu
Car Operations (F1, A)
Adjustable Car Timers
CAR # -------------> A
Short Door Time...... 1 Sec

Car Call Time........ 2 Sec
Hall Call Time...... 4 Sec
Lobby Open Time...... 6 Sec
MG Shutdown Time. . . OFF Min
Timed Out of Service. 40 Sec
Calculated Car Times
CAR # -------------> A
Door Open Time...... 1.4 Sec

Door Close Time...... 2.1 Sec
Deceleration Time... 4.0 Sec
Through Time........ 1.7 Sec
ARROWS: Select, +,-: Edits, S: Saves
dnID241
R-28 • REFERENCE 42-02-7204

FIGURE R.14 Performance Reports Menu (F2) screen
4/7/1999, 10:25:30 AM, F4=Main Menu
Performance Reports Menu (F2)
1 - System Performance Graph

2 - Hall Call Distribution Table
3 - Clear Reports
dnID224
FIGURE R.15 Performance Reports (F2, 1) - System Performance Graph screen
4/14/1999, 10:25:30 AM, F4=Main Menu
System Performance Graph (F2,1)

Average Daily
Wait Average Hall Call Waiting Time
Time Data for: 4/14/1999 Average
= Up = Down 12.9
30
25
20.1 11.1 18.1

19.3 19.9 10.9 20.2 21.2 0.0
20 10.5 17.1 19.0
S
E 10.2
C 5.9 16.1
O 15 15.0 14.0
10.2 12.3
N 13.3
D
S 10.3
10.0 5.1
6.0 8.9
10 8.1
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0
#UP 0 0 0 0 0 0 64 151 255 127 33 20 24 11 239 179 8 0 0 0 0 0 0 0 1111
#DN 0 0 0 0 0 0 248 100 25 76 243 180 245 60 44 62 255 253 0 0 0 0 0 0 1800
12A 1A 2A 3A 4A 5A 6A 7A 8A 9A 10A 11A 12P 1P 2P 3P 4P 5P 6P 7P 8P 9P 10P 11P

HOUR OF DAY
LEFT/RIGHT ARRPWS: Change Day, UP/DOWN ARROWS: Rescale Graph, R KEY: Refresh Data
dnID230
42-02-7204 REFERENCE • R-29

FIGURE R.16 Hall Call Distribution Table (F2, 2) screen
4/14/1999, 10:25:30 AM,F4=Main Menu
Hall Call Distribution Table (F2,2)

Up Call Wait Time Down Call Wait Time
0- 16- 31- 46- 61- 76-91+ Total 0- 16- 31- 46- 61- 76- 91+ Total Total
Flr 15 30 45 60 75 90 Sec Up 15 30 45 60 75 90 SEC Down Up+Dn
6 5 ... ... ... ... ... ... 5 7 ... ... ... ... ... ... 5 12
5 7 ... ... ... ... ... ... 7 9 ... ... ... ... ... ... 7 16
4 12 2 1 ... ... ... ... 15 18 3 2 ... ... ... ... 12 33
3 9 ... ... ... ... ... ... 9 9 ... ... ... ... ... ... 9 18
2 3 ... ... ... ... ... ... 3 11 ... ... ... ... ... ... 3 14
1 8 ... ... ... ... ... ... 8 6 ... ... ... ... ... ... 8 14
B 2 ... ... ... ... ... ... 2 4 ... ... ... ... ... ... 2 6
Tot 46 2 1 ... ... ... ... 49 64 3 2 ... ... ... ... 69 118
% 94 4 2 ... ... ... ... 100 93 5 2 ... ... ... ... 100 100
Car: A B C D E F G H Average
% Time In Group: 100 100 100 100 100 100 100 25 95%
Selected Hour: 11AM

+/-: Change Hour, UP/DOWN ARROWS: View Additional Floors
dnID231
FIGURE R.17 View Hoistway (F3) screen
12/23/1999, 10:25:30 AM, F4= Main Menu

P-Mode: Idle
P-Type: Process A
IN

DSD DLK STP OLM LI 7
072'01.22"
FLT NPR PGU SDO 060'00.30" 6 MACHINE
CAL 5 Armature: 000 Volts
FAULT 048'01.38" 000 Amps
PFF OLP EPS CWF PPC
024'01.54" 3
NLS LLF
dnID205
R-30 • REFERENCE 42-02-7204

FIGURE R.18 Job Configuration (F6) screen
5/26/1999, 10:25:30, F4=Main Menu
Job Configuration Summary

Job Number 96-10840, 1st Local Car in Group, 6 Landings
NAME 11TH AND L STREET
CAR LABELS
LANDING PROPERTIES
FIRE OPTIONS
OTHER OPTIONS
COM PORTS
dnID234a
FIGURE R.19 Job Configuration (F6) - Car Labels screen
5/26/1999, 10:25:30, F4=Main Menu

CAR LABELS Set Car Labels

LANDING PROPERTIES
Car # Car Label
FIRE OPTIONS
OTHER OPTIONS 1 A
COM PORTS
dnID234b
42-02-7204 REFERENCE • R-31

FIGURE R.20 Job Configuration (F6) - Landing Properties screen
5/26/1999, 10:25:30, F4=Main Menu

CAR LABELS Set Landing Labels

LANDING PROPERTIES
Label Openings
FIRE OPTIONS
OTHER OPTIONS 6 F.
5 F.
COM PORTS 4 F.
3 F.
2 F.
1 F.
dnID234c
FIGURE R.21 Job Configuration (F6) - Fire Options screen
5/26/1999, 10:25:30, F4=Main Menu

CAR LABELS Fire Options

LANDING PROPERTIES Applicable Fire Service Code.... ANSI 89
FIRE OPTIONS Fire Phase 1 Main Floor ......... 1
OTHER OPTIONS Fire Phase 1 Alternate Floor .... 2
COM PORTS
dnID234d
R-32 • REFERENCE 42-02-7204

FIGURE R.22 Job Configuration (F6) - Other Options screen
5/26/1999, 10:25:30, F4=Main Menu

CAR LABELS Other Options

LANDING PROPERTIES Hospital
FIRE OPTIONS Nudging
OTHER OPTIONS Earthquake
COM PORTS Heavy Load Weigher
Light Load Weigher
Hall Gongs
Hall Lanterns
Car Lantern
dnID234e
FIGURE R.23 Job Configuration (F6) - Com Ports screen
5/26/1999, 10:25:30, F4=Main Menu

CAR LABELS Com Port Settings

LANDING PROPERTIES Com Device Media Baud
FIRE OPTIONS --- --------------------- ----------------- ------
1 Standard CRT (CRTxK) Serial Cable (SCBL) 19200
OTHER OPTIONS 2 --- --- ---
COM PORTS 3 --- --- ---
4 --- --- ---
dnID234f
42-02-7204 REFERENCE • R-33

FIGURE R.24 Special Events Calendar Menu ( F7) screen
1/10/2000, 10:25:30 AM, F4=Main Menu
Special Events Calendar Menu (F7)
F7 or 1 - View Fault Log

2- Clear Fault Log
3- Configure by Type
5- CMS Com Port Setup
6- View Data Trap
7- Restart Data Trap
dnID209
FIGURE R.25 Special Events Calendar (F7, 1) or (F7, F7) screen
2/16/2000, 10:25:30 AM, F4=Main Menu

Direction : NONE Command : 0000 Armature : 000 Armature : 000.00
High Speed : OFF tach/Enc : 0000 Motor Fld : 020 Command : 000.00
Start Floor : B Terminal : N/A Brake : 000
Stop Floor : B Safety : N/A
Step Floor : B Pattern : N/A SENSOR (volts) POSITION (ft)
Switch : B Motor Fld : 00.01 Absolute : 000'00.00"
PI : B Brake : 00.00
Event Code : 0x13 ( Drive )
This Fault indicates that the Motor Field Current Feedback is less than 33% of
the commanded Motor Field Current. This fault triggers a MLT - Drive Forced

2/14/2000 10:05:28 AM Motor Field Failure
2/15/2000 10:07:37 AM In Car Stop Switch
2:36:18 PM Position Error at DNT1
2/16/2000 2:36:20 PM Brake Output Circuit Failure
4:26:44 AM Lost Door Lock During Run

dnID208a
R-34 • REFERENCE 42-02-7204

FIGURE R.26 Special Events Calendar - Troubleshooting (F7, 1, Ctrl + T) screen
2/16/2000, 10:25:30 AM, F4= Main Menu
Special Events Calendar Troubleshooting Tips

2/15/2000, 10:05:28 AM, Motor Field Failure
--Re-calibrate the Motor Field by setting OMFC=ON--Motor Field (Shift F2)
page--and saving the parameter.
--Check for no motor field supply voltage (AC) at terminals MP01 and MP02 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 IMM-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.
ESC or CTRL-T: Special Events Calendar
dnID248
FIGURE R.27 Special Events Calendar - Configure by Type (F7, 3) screen (CMS)
5/7/1999, 10:25:30, F4= Main Menu

The Log column controls which events are logged to the Special Events
Calendar. Place an X in the Log column to have events of the type specified
by the selected row logged to the Special Events Calendar. Events with a
"." in the Log column will not be logged.
Log CMS Process Event Description 1 of 175
X . Drive AC Phase Failure
dnID239
42-02-7204 REFERENCE • R-35

FIGURE R.28 Special Events Calendar - Configure by Type (F7, 3) screen (Data Trap)
11/15/2000, 10:25:30, REC, F4= Main Menu

The DT column controls which events will trigger the Data Trap. The Data
Trap continually collects data from the controller. At any point in time, it
will contain the state of various inputs, outputs and internal flags from the
controller for the past several seconds. When a DT event occurs, the Data Trap
is stopped and the user can view the conditions that led up to the event. Once
a DT event occurs, the Data Trap remains stopped until manually reset. This
option is only available if the Log column has an X in it.
Log DT Process Event Description 1 of 175
X X Drive AC Phase Failure
dnID239a
FIGURE R.29 Special Events - Data Trap (F7, 6) screen
12/3/1999, 10:25:30 AM, REC, F4= Main Menu
Special Events - Data Trap (F7, 6)

300m s se gm en ts, zoom ed-in 12/3/1999 10:15:23 AM LEVELING OVERSPEED
on -1.230 se co nds on the
tim e line. Percent Samples Loaded from DDP: 100%
-1.830s -1.530s -1.230s -930ms -630mss -330ms
Trace Name +---------+---------+---------+---------+---------
V
C=Speed 002.83 003.74 004.66 004.04 000.03
P=Command Velocity 003.35 004.25 005.15 000.00 000.00
S=Safety Velocity 002.83 003.75 004.71 005.26 003.46
C=Terminal Velocity 002.85 003.83 004.72 005.23 003.47
S=UP/85
S=LEV
D=UP/85
P=UP
D=LEV/E14
(off)
-1.830s -1.530s
^
+---------+---------+---------+---------+---------
-1.230s -930ms -630ms -330ms

dnID247b
R-36 • REFERENCE 42-02-7204

FIGURE R.30 CMS Com Port Setup (F7, 5) screen
12/28/1999, 10:25:30, F4= Main Menu
CMS Com Port Setup (F7, 5)
Emergency Transmission Switch: YES

Maximum Number of Attempts: 4
Com Device Media Transimit Emergencies on This Port?
--- ------ ----- ---------------------------------
1 CRTxK SCBL ---
2 CRTxK MODM ---
3 CMS SCBL YES
4 CMS MODM YES
Phone Dial Number

----- ---- ---------------------------
1 YES 555-5555
2 NO 666-6666
3 NO
4 NO
dnID237
FIGURE R.31 Security Menu (F9) screen
2/17/1999, 10:25:30 AM, REC, F4=Main Menu
Security Menu (F9)
1 - Security Configuration Menu

2 - Passenger Information Menu
3 - Report Generation menu
4 - Change Security Menu Password
dnID211
42-02-7204 REFERENCE • R-37

FIGURE R.32 Diagnostics Menu (F11) screen
9/18/2000, 10:25:30 AM, REC, F4=Main Menu
Diagnostics Menu (F11)
1 - Network Status
2 - Serial Hall Call
3 - Memory Dump
4 - Task Info for CGP
5 - Resource Usage
6 - Sequence of Operation
7 - MP Input/Output
dnID227
FIGURE R.33 Diagnostics - Network Status (F11, 1) screen
5/27/1999, 10:25:30, F4= Main Menu
Network Status (F11, 1)
Controller Online Success Rate

Car A YES 100%
dnID233a
R-38 • REFERENCE 42-02-7204

FIGURE R.34 Diagnostics - Sequence of Operation (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
FIGURE R.35 Diagnostics - MP Input/output (F11, 7) screen
7/19/2000, 10:25:30 AM, F4=Main Menu
MP Diagnostic Input/Output Flags

21 DC UC CC DHO DOI
22 DCF DCP DOF LOT HTC CCT SDT
24 INT FRA FCS FRS DNS UPS STD STU
25 HLW HLI FWI
26 LFP UFP
27 EQI IND IN DEL YSIM
28 LLW DLK DZORDZ PK LLI
2D FRM FRC
dnID265
42-02-7204 REFERENCE • R-39

This page intentionally blank.
R-40 • REFERENCE 42-02-7204

INDEX
Both Leveling Switches are ON (Learn Mode Setup
A Error) message, 6-19
Both USD and DSD Are Open message, 6-19
AA1, Alternate 1 Acceleration parameter, 3-17, R-15
Bottom Floor Demand message, 6-20
AA2, Alternate 2 Acceleration parameter, 3-17, R-16
F3 screen (BflrDem), 6-10
absolute floor encoding, verifying the absolute floor
BPC, Checksum Error - Brake fault flag, 6-14
numbers, 4-4, 4-5
BPV, Brake Pick Voltage parameter, R-9
Absolute Position on F3 screen, 6-11
Brake (coil voltage) on F3 screen, 6-10
AC Phase Failure message, 6-19
Brake Calibration Failure message, 6-20
AC, Caution Acceleration parameter, 3-17, R-15
Brake Control Flowchart, 6-6
ACP, AC Phase Failure flag, 6-14
brake coordination for smooth stops, 4-28, 4-35
ACR, Correction Acceleration/Deceleration parameter,
Brake Current Not OFF message, 6-20
3-16, 4-25
Brake Drop Delay (TBDD) parameter, 4-28
(F7, 1) or (F7, F7) screen, R-16
ADAC, ADA Car Call Door Dwell Timer, 5-8 Brake Enable Failure message, 6-20
ADAH, ADA Hall Call Door Dwell Timer, 5-8 Brake Failure message, 6-20
AEP, Emergency Power Acceleration parameter, 3-17, Brake IGBT Failure message, 6-21
4-25, R-15 Brake Output Circuit Failure message, 6-21
AEQ, Earthquake Acceleration parameter, 3-16, 4-25, brake parameters, setting, 4-36, 4-37
R-14 Brake Parameters (Shift F3) screen, R-9
AFR, Alternate Fire Floor Recall, 5-17 Brake Parameters defined, R-9
AFR2, Second Alternate Fire Floor Recall, 5-17 Brake Pick Delay (TBPD) parameter, 4-36
AGNG, Alternate Gong Option, 5-17 Brake Relevel Voltage (BRV) parameter, 4-30
AI, Initial Acceleration parameter, 3-16, R-13 Brake Repick Delay (TBRD) parameter, 4-36
AIN, Inspection Acceleration parameter, 3-16, 4-24, R-16 Brake Voltage Decay Time (BRLD) parameter, 4-28
AlmNoDZ, car operation message, 6-10 Brake Weakening Delay (TBWD) parameter, 4-36
AlmNoMv, car operation message, 6-10 BRE, Brake Enable status flag, 6-7
alphanumeric display, Swing Panel, 5-2 BRLD, Brake Voltage Decay Time parameter, 4-28, R-10
default displays, 5-4 BRV, Brake Relevel Voltage parameter, 4-30, R-9
viewing the MP Computer Variable flags, 5-10 BTx, Calibration Trigger - Index x parameter, R-11
ALR, Learn Acceleration/Deceleration parameter, 3-16, buffer tests, 4-55, 4-56
4-26 bunching up of deceleration rate, adjusting for, 4-24
(F7, 1) or (F7, F7) screen, R-16 BVx, Calibration Voltage - Index x parameter, R-11
Alternate One (ALT1) velocity profile, 4-21, 4-26 BWV, Brake Weakening Voltage parameter, R-9
Alternate Two (ALT2) velocity profile, 4-22, 4-26 Byp-HLW, car operation message, 6-10
AltFir1, car operation message, 6-10
AntiNui, car operation message, 6-10 C
APP1, Alternate Primary (lower) Parking Floor, 5-17
APP2, Alternate Primary (lower) Parking Floor #2, 5-17 cabinet layout (typical), 1-3
Armature (current) on F3 screen, 6-10 CAL, Calibration status flag, 6-7
Armature (voltage) on F3 screen, 6-10 call circuits, troubleshooting, 6-62
armature overcurrent overload protection, 4-46, 4-47 call logic, troubleshooting, 6-59 to 5-61
LOC, Loop Overcurrent fault, 4-46, 4-47 calls, car and hall, viewing and entering, 5-25
AS, Standard Acceleration parameter, 3-17, R-14 car address, setting, 4-59
ASTP, Automatic Stop Door Dwell Timer, 5-8 Car Call Bus Fuse Blown message, 6-21
Attendant Service Operation message, 6-19 Car Communication Control (CCC)
AttnSrv, car operation message, 6-10 components, 1-13, 1-14
Auto Calibration Failure message, 6-19 MC-CGP-x Board Quick Reference, 6-65
Auto Offset Calibration Failure message, 6-19 MC-RS Board Quick Reference, 6-66
AutoOps, car operation message, 6-10 Car is Overloaded message, 6-21
Car Motion Control (CMC)
B components, 1-15, 1-16, 1-18
HC-ENCS Board Quick Reference, 6-71
BCF, Brake Calibration Failure fault flag, 6-14 IMC-DCP Board Quick Reference, 6-75
BF, Brake Current not OFF, Brake Failure or IMC-DDP-D Board Quick Reference, 6-67
Brake IGBT Failure, 6-14 inputs and outputs, 1-19, 1-20
MC-MBX Board Quick Reference, 6-72
BflrDem, car operation message, 6-10
SCR-RIX Board Quick Reference, 6-69
BHV, Brake Hold Voltage parameter, 4-28, R-9
car movement
verifying / setting, 3-30, 3-38
adjusting for a glass smooth feeling, 4-32
BIx, Calibration Current - Index x parameter, R-10
adjusting for rollback, 3-36, 4-15, 4-32, 4-36, 4-37
BOF, Brake Output Circuit Failure fault flag, 6-14 on inspection, 3-26, 3-30, 3-33, 3-38
42-02-7204 REFERENCE • R-41

car movement (cont.) CNPB, MX and PT1 Redundancy Failure fault flag, 6-14
snapping away from the floor, 4-15 CNPM, PT2 and PT3 Redundancy Failure fault flag, 6-14
start of car motion, 4-32 Command (current) on F3 screen, 6-10
Car Not at Bottom Landing (Learn Mode Setup Error) Communication Loss message, 6-24
message, 6-21 communication ports, setting, 5-13, 5-14
Car Not Below Door Zone (Learn Mode Setup Error) Compact Velocity Profile S-Curve, 4-22
message, 6-21 computer flags
Car Not On Inspection (Learn Mode Setup Error) DDP flag addresses, 5-24
message, 6-21 IMC-DCP Computer Variable flags, 5-27 to 5-29
Car Not On Level Up (Learn Mode Setup Error) MC-MP Computer Variable Flags, 5-21
message, 6-21 MP flag addresses, 5-22
Car Operation Control (COC) viewing the DCP flags, 5-27
call logic troubleshooting, 6-59 to 6-61 viewing the DDP flags, 5-24
components, 1-8-11 viewing the MP flags, 5-19, 5-20
door logic troubleshooting, 6-54 computer reset button, 5-1
HC-CI/O Board Quick Reference, 6-60 Computer Swing Panel
inputs and outputs, 1-12 address switches, 5-2
MC-MP-1ES Board Quick Reference, 6-63 alphanumeric display, 5-2
MC-MP2 Board Quick Reference, 6-64 computer reset button, 5-1
troubleshooting, 6-54 DDP Diagnostic Indicators, 5-3, 5-7
troubleshooting, tracing signals, 6-56 description, 1-6
Car Operations (F1, A) screen, R-28 diagnostic indicators, 5-2, 5-5
Car Out of Service with Doors Locked message, 6-22 diagnostic mode, 5-19, 5-20, 5-24
Car Out of Service without Doors Locked message, disassembling, A-1
6-22 Enhanced On-Board Diagnostics (EOD) Overview,
Car Power Control (CPC) 5-1 to 5-3
components, 1-20 to 1-22 function switches, 5-3
IMC-SPI Board Quick Reference, 6-79 normal mode, 5-4, 5-6 to 5-10
inputs and outputs, 1-23 replacing EPROMs or PC boards, A-2 to A-5, A-13,
SCR-LGA Board Quick Reference, 6-81 A-14
Car Safety Device Open message, 6-22 status indicators, 5-2
Car to Lobby message, 6-22 system mode, 5-12 to 5-15, 5-17, 5-19
Caution (CTN) velocity profile, 4-21, 4-26 Contactor Proofing Redundancy Failure message, 6-24
CCBC, Cancel Car Call Behind Car Option, 5-18 Contract Overspeed message, 6-24
CCF, Excessive Current Command with RE fault flag, contract speed overshoot, preventing, 4-23
6-14 Controller Parameters, initial set-up values, 3-14, 3-16
CCF, Excessive Current Command without RE fault flag, Controller Parameters Menu (F1) screen, R-2
6-14 controller, see IMC Performa controller, 1-1
CCRR, Coupling Rotational Ratio parameter, R-19 COO, Output Offset parameter, R-19
setting, 3-18 Correction Acceleration/Deceleration (ACR) parameter,
CCT, Car Call Door Dwell Timer, 5-9 4-25
CFF, M Contactor or Fuse Failure fault flag, 6-14 Correction Velocity (VCR) parameter, 4-25
CFLT, Control FLT status flag, 6-7 Correction velocity profile, 4-25
Checksum Error - Brake message, 6-22 COS, Contract Overspeed fault flag, 6-14
Checksum Error - Control message, 6-22 counterweight, buffer test, 4-56
Checksum Error - Drive message, 6-22 CPC, Checksum Error - Control fault flag, 6-14
Checksum Error - Floor Height message, 6-23 CPE, Control Process Enable status flag, 6-7
Checksum Error - Motor Field message, 6-23 CPR, Control Process Ready status flag, 6-7
Checksum Error - Profile message, 6-23 CQF, QPRAM Communication Failure - Control fault flag,
Checksum Error - Safety message, 6-23 6-14
Checksum Error - Switch message, 6-23 CQF, QPRAM Communication Warning - Control fault
Checksum Error - Terminal message, 6-23 flag, 6-14
CIIO, Current Loop Integrator Offset parameter, R-19 CRPM, Motor Rated RPM parameter, 3-18, R-19
CIO, Input Offset parameter, R-19 CRT Screen Menus Flowchart , A-3
CISO, Current Sensor Offset parameter, R-19 CRT screens
clock, setting the real time clock, 5-10 Brake Parameters (Shift F3), R-9
CMFF, Calibration factor parameter, 4-15,R-7 Car Operations (F1, A), R-28
CMS Com Port Setup (F7, 5) screen, R-37 CMS Com Port Setup (F7, 5), 6-53, R-37
CMS Emergency Dial Out Unsuccessful message, 6-23 Controller Parameters Menu (F1), R-2
Diagnostics - Network Status (F11, 1), R-38
CMS, Central Monitoring System
Diagnostics Menu (F11), R-38
Com port setup, 6-53
Drive Parameters (Shift F5), R-17
Com Port Setup (F7, 5) Screen, 6-53
Floor Heights (Shift F8), R-27
reporting Special Events to, 6-53
General Parameters (Shift F1), R-3
CNID, Car Network ID parameter, R-3
Hall Call Distribution Table (F2, 2), R-30
CNID, Car Network ID option, 5-18 Job Configuration (F6), R-31
R-42 • REFERENCE 42-02-7204

Job Configuration (F6) - Car Labels, R-31 DC, Caution Deceleration parameter, 3-17, R-15
Job Configuration (F6) - Com Ports, R-33 DCF, Drive Calibration Failure fault flag, 6-14
Job Configuration (F6) - Fire Options, R-32 DCL, Door Closed Limit flag, 5-23
Job Configuration (F6) - Landing Properties, R-32 DCOM, Drive Comport parameter, R-4
Job Configuration (F6) - Other Options, R-33 DDOP, Double Ding on Down Option, 5-18
Modem Setup (F1, 9), R-28 DDP Diagnostic Indicators, 5-3
Motor Field Parameters (Shift F2), R-6 DDP status and error messages, 5-7, 6-17
MP Input/Output (F11,7), 6-55 DDPO, Door Lock Direction Preference Option, 5-18
Pattern Parameters (Shift F4), R-12
deceleration, verifying overspeed detection, 4-50, 4-52,
Performance Reports (F2, 1) - System Performance
4-53
Graph, R-29
deceleration rate, bunching up of, 4-24
Performance Reports Menu (F2), R-29
Safety Parameters (Shift F6), R-23 DEF, Velocity Error at DETS fault flag, 6-14
Security Menu (F9), R-37 Delta OLM Position on F3 screen, 6-11
Sequence of Operation for a Normal Run (F11, 6), DEP, Emergency Power Deceleration parameter, 3-17,
6-2 4-25, R-15
Special Events - Configure by Type (F7, 3), 6-48 DEQ, Earthquake Deceleration parameter, 3-16, 4-25,
Special Events - Data Trap (F7, 6), R-36 R-14
Special Events Calendar (F7, 1), R-34 DET, Down Emergency Terminal Switch status flag, 6-10
Special Events Calendar - Configure by Type (F7, 3) DETS, Down Emergency Terminal Switch
(CMS), R-35 Learned Position, R-26
Special Events Calendar - Configure by Type (F7, 3) Learned Velocity, R-26
(Data Trap), R-36 Position Margin, R-26
Special Events Calendar Menu ( F7), R-34 Runtime Position, R-26
Switches (Shift F7), R-25 Runtime Velocity, R-26
View Data Trap (F7,6), 6-50 Upper Limit Velocity, R-26
View Hoistway (F3), R-30 DFL, Final Leveling Distance parameter, 3-16
CRT terminal setting, 4-24
installation, 3-6 DFLT, DDP FLT status flag, 6-7
screens, 3-11 to 3-13 DFMT, Date Display Format parameter, R-4
settings, 3-7, 3-9, 3-10 DGNG, Door Lock Gong Option, 5-18
using, 3-11 to 3-13 DHLD, Door Hold Timer, 5-9
CSAR, CSA Redundancy Check Option, 5-18 diagnostic indicators, 5-2, 5-5
CTER, Tach/Velocity Encoder Resolution parameter, R-19 IMC-DDP-D Status and Error Messages, 5-7
setting, 3-18 IMC-SMB3(5) Unit Diagnostic Indicators, 5-26
current limit LED, adjusting for, 4-23 MC-MP Status and Error Messages, 5-6, 6-15
current limiting, preventing, 4-23 Diagnostic Mode (EOD)
Current Notch Filter Parameters Table , R-22 description of, 5-19, 5-20, 5-24
CWF, EEPROM Write Failure - Control fault flag, 6-14 viewing and entering calls, 5-25
CWP, EEPROM Protection Switch Active - Control fault viewing the DCP flags, 5-27 to 5-29
flag, 6-14 viewing the DDP flags, 5-24
CZCO, Zero Current Crossing Offset parameter, R-19 viewing the MP flags, 5-19, 5-20
Diagnostics - Network Status (F11, 1) screen, R-38
Diagnostics Menu (F11) screen, R-38
D Direction Relay Redundancy Failure message, 6-24
dispatching features
D - Mode, Drive mode on F3 screen, 6-7 dispatch load, 4-42
DA1, Alternate 1 Deceleration parameter, 3-17, R-15 heavy load (hall call bypass), 4-42
DA2, Alternate 2 Deceleration parameter, 3-17, R-16 learn mode, 4-39 to 4-41
DAA1, Alternate 1 Approach Deceleration parameter, light load (anti-nuisance), 4-42
3-17, R-16 overloaded, 4-42
DAA2, Alternate 2 Approach Deceleration parameter, DLI, Leveling Inhibit Distance parameter, 3-16, 4-26, R-13
3-17, R-16 DN, Down Direction status flag, 6-8
DAC, Caution Approach Deceleration parameter, 3-17, DNH, Velocity Error at DNTx - Upper Limit fault flag, 6-14
R-15 DNL, Velocity Error at DNTx - Lower Limit fault flag, 6-14
DAEP, Emergency Power Approach Deceleration DNTx, Down Normal Terminal Switch
parameter, 4-25, R-15 Learned Position, R-26
DAEQ, Earthquake Approach Deceleration parameter, Learned Velocity, R-26
3-16, R-14 Lower Limit Velocity, R-26
DAI, Rated SCR Drive Armature Current parameter, R-19 Position Margin, R-26
DAS, Standard Approach Deceleration parameter, 3-17, Runtime Position, R-26
R-14 Runtime Velocity, R-26
Data Trap Trace Names (most commonly used), 6-52 Upper Limit Velocity, R-26
DATE, Today’s Date parameter, R-4 Door Close Protection message, 6-24
DAV, Rated SCR Drive Armature Voltage parameter, Door Lock Contact Failure message, 6-24
R-19 Door Lock Failure message, 6-24
DBF, Dynamic Brake Activated fault flag, 6-14 Door Lock Relay Redundancy Failure message, 6-24
42-02-7204 REFERENCE • R-43

door logic elevator timers,5-8
troubleshooting, 6-54 Emergency Power message, 6-26
troubleshooting, tracing signals, 6-56 F3 screen (EmergPwr), 6-10
Door Open Limit Failure message, 6-25 Emergency Power Shutdown message, 6-27
Door Zone Sensor Failure message, 6-25 emergency stop, verifying at terminal switches, 4-53,
door zone sensors, 4-4, 4-5, 4-7, 4-27 4-54
dead zone, 4-27 Enhanced On-Board Diagnostics (EOD)
LS-QUAD-2, 4-7, 4-27 alphanumeric display, 5-2
LS-QUIK-1, 4-8, 4-27 DDP Diagnostic Indicators, 5-3, 5-7
stopping level with the floor, 4-31 DDP flag addresses, 5-24
troubleshooting, 6-56 DDP status and error messages, 5-7
Doors Open And Locked message, 6-25 diagnostic indicators, 5-2, 5-5
Down Normal Terminal Trip Velocity message, 6-25 diagnostic mode, 5-19, 5-20, 5-24
Down Safety Trip Velocity message, 6-25 MC-MP Status and Error Messages, 5-6, 6-15
DPC, Checksum Error - Drive fault flag, 6-14 MP flag addresses, 5-22, 5-23
DPSF, SMB Unit Power Supply Failure fault flag, 6-14 normal mode, 5-4, 5-6 to 5-10
DQF, QPRAM Communication Failure - Drive fault flag, overview, 5-1 to 5-3
6-14 status indicators, 5-2
DQF, QPRAM Communication Warning - Drive fault flag, system mode, 5-12 to 5-15, 5-17, 5-19
6-14 environmental considerations, 2-1
DRH, Auto-Fit Reference Height parameter, R-13 EPROMS, replacing, A-1-6, A-13, A-14
Drive Calibration Failure message, 6-25 EPS, Excessive Position Speed Error fault flag, 6-14
Drive Control Not Ready message, 6-25 EQ, Pattern Generator Earthquake status flag, 6-8
Drive Parameters (Shift F5) screen, R-17 Error Compensation Adjust procedure, 4-16
Drive Parameters defined, R-17 Excessive Armature Current message, 6-27
DRO, No Response for Run Request fault flag, 6-14 Excessive Current Command with RE message, 6-27
DRSR, Rope Stretch Relevel Distance parameter, 3-16, Excessive Current Command without RE message,
4-30, R-13 6-27
DS, Standard Deceleration parameter, 3-17, R-14 Excessive DC Loop Current message, 6-27
DSE, DDP Enabled status flag, 6-8 Excessive Heat in SMB Unit message, 6-27
DSO, Drive ON status flag, 6-8 Excessive Heat in System 12 message, 6-28
DSR, DDP Process Ready status flag, 6-8 Excessive Speed Position Error message, 6-28
DSV, Down Safety Trip Velocity fault flag, 6-14
DT(x), Down Terminal Switch (x) status flag, 6-10 F
DTC, Tracking Compensation Distance parameter, 3-16,
4-26, 4-27, R-13 F3 screen
DTP, Position Error at DNTx fault flag, 6-14 CAR OPERATION messages, 6-10
DTV, Down Normal Terminal Trip Velocity fault flag, 6-14 CONTROL flag descriptions, 6-7
Dynamic Brake Activated message, 6-25 CONTROL messages, 6-7
DZ, Door Zone status flag , 6-8 FAULT flag descriptions, 6-14
DZP, Floor Level status flag, 6-8 MACHINE section, 6-10
DZR, Door Zone Rear input status flag, 6-8 POSITION section, 6-11
DZS, Door Zone Sensor Error fault flag, 6-14 SAFETY flag descriptions, 6-10
VELOCITY section, 6-11
FAIH, Armature Current - High Pass parameter, R-22
E FAIL, Armature Current - Low Pass parameter, R-22
Fault Bypass Timeout - Drive message, 6-28
Earthquake (EQ) velocity profile, 4-21 Fault Bypass Timeout - Safety message, 6-28
Earthquake Acceleration (AEQ) parameter, 4-25 Fault Time (SLFT) parameter , 4-46, 4-47
Earthquake Deceleration (DEQ) parameter, 4-25 FAVH, Armature Voltage - High Pass parameter, R-21
Earthquake message, 6-26 FAVL, Armature Voltage - Low Pass parameter, R-21
F3 screen (Eqactv), 6-10 FBJ, Fault Bypass Jumper status flag, 6-8
Earthquake Normal Operation message, 6-26 FBLT, Fault Bypass Timeout fault flag, 6-14
Earthquake Velocity (VEQ) parameter, 4-25 FCF, Excessive Armature Current fault flag, 6-14
Earthquake velocity profile, 4-25 FCF, Insufficient Armature Current fault flag, 6-14
EEPROM Protection Switch Active - Control message, FCR, Correction Smoothing parameter, 3-16, R-16
6-26
FDH, Differential - High Pass parameter, R-21
EEPROM Protection Switch Active - Safety message,
FDL, Differential - Low Pass parameter, R-21
6-26
FIN, Inspection Smoothing parameter, 3-16, R-16
EEPROM Write Failure - Control message, 6-26
final adjustments, preparation for, 3-34, 3-35
EEPROM Write Failure - Safety message, 6-26
final approach to the floor, 4-24
elevator security, programming the security codes, 5-15,
final inspection, 4-55 to 4-57
5-16
final leveling and stop, adjusting for, 4-26
Elevator Shutdown or Power Transfer message, 6-26
Final Leveling Velocity (VFL) parameter, 4-27
Fire Service Alternate message, 6-28
R-44 • REFERENCE 42-02-7204

Fire Service Main message, 6-29 GP, Proportional Error parameter, R-20
Fire Service Operation adjusting for rollback, 3-31
F3 screen (AltFir1) message, 6-10 GRD, Reduced Differential Error parameter, R-20
F3 screen (FirePh2) message, 6-10 GRGD, Reduced Gain Delay parameter, 4-18, R-20
F3 screen (MnFire1) message, 6-10 GRGT, Reduced Gain Transition Time parameter, 4-18,
Fire Service Phase 2 message, 6-29 R-20
FirePh2, car operation message, 6-10 GRI, Reduced Integral Error parameter, 4-18, R-20
Flex-talk option, A-40 to A-42 ground check, 3-2
diagnostics, A-41 GRP, Reduced Proportional Error parameter, 4-18, R-20
troubleshooting, A-42 GRS, Rate Limited Stop parameter, R-19
FLO, Fan and Light Output Timer, 5-9 GT, Pre-Torque Gain parameter, 4-33, R-21
floor encoding, verifying the absolute floor numbers, 4-4, GTC, Tach/Velocity Encoder Scaling parameter, R-19
4-5 setting, 3-18, 3-35, 4-16
floor heights, learning the building, 4-1 to 4-4 GTPC, Pre-Torque Position Compensation parameter,
Floor Heights (Shift F8) screen, R-27 4-33, R-21
Floor Heights Screen defined, R-27 GVDI, Armature Voltage Dampening - Current Loop
FLR, Learn Smoothing parameter, 3-16, R-16 parameter, R-20
FLT, System FLT output status flag, 6-8 GVDS, Armature Voltage Dampening - Speed Loop
FNP1, Current Notch Parameter 1 parameter, R-22 parameter, 3-33, R-19
FNP2, Current Notch Parameter 2 parameter, R-22
FNP3, Current Notch Parameter 3 parameter, R-22 H
FPC, Checksum Error - Floor Height fault flag, 6-14
FPL, Proportional - Low Pass parameter, R-21 H, High Speed status flag, 6-8
FPP, Processed Pattern parameter, R-21 Hall Call Bus Fuse Blown message, 6-29
FRP, Raw Pattern parameter, 4-32, R-21 Hall Call Distribution Table (F2, 2) screen, R-30
FSAI, Synthetic Armature Current - Low Pass parameter, Hardware Process Monitor Failure - Control message,
R-24 6-29
FSAV, Synthetic Armature Voltage - Low Pass parameter, Hardware Process Monitor Failure - Safety message,
R-24 6-30
FTE, Velocity Encoder/Tach parameter, R-21 HC-CI/O, Call Input/Output Board
function switches, 5-3 description, 1-11
inputs and outputs, 1-12, 1-13
G PCB layout, 1-11
Quick Reference, 6-60
Gate Switch Failure message, 6-29 troubleshooting, 6-59 to 6-61
Gate Switch Relay Redundancy Failure message, 6-29 HC-DFLS, DF Landing System Board
GBAL, Pre-Torque Balance parameter, 4-33, R-21 description, 1-24
GCD, Current Loop Dampening parameter, R-21 HC-DFQ, DF-Quik Landing System Board
GCDI, Discontinuous Current Loop Integral Error description, 1-26
parameter, R-21 HC-ENCS, Encoder Power Board
GCDP, Discontinuous Current Loop Proportional Error description, 1-18
parameter, R-21 PCB layout, 1-18
GCI, Current Loop Integral Error parameter, R-21
HC-IOX-A, Input/Output Expander Board
GCP, Current Loop Proportional Error parameter, R-21
description, 1-11
GD, Differential Error parameter, R-20
PCB layout, 1-11
GEC, Error Compensation Adjust parameter, 4-16, R-19
HC-LWB, Load Weigher Board
General Parameters (Shift F1) screen , R-3 description, 1-27
General Parameters defined, R-3 HC-PI/O, Power Input/Output Board
GES, Electric Stop parameter, R-19 description, 1-10
GFI, Flare Integral Error parameter, R-20 inputs and outputs, 1-12
GI, Integral Error parameter, R-20 PCB layout, 1-10
adjusting for rollback, 3-31 Quick Reference, 6-57
initial setting, 3-26 troubleshooting, 6-54, 6-56
GID, Initial Differential Error parameter, 4-34, R-20 HC-PIX, Position Indicator Expander Board
GIDI, Armature Current Dampening - Current Loop description, 1-10
parameter, R-20 PCB layout, 1-10
GIGT, Initial Gain Transition Time parameter, 4-34, R-20 HC-RB4-SCRI, Main Relay Board
GII, Initial Integral Error parameter, 4-34, R-20 description, 1-9
GIP, Initial Proportional Error parameter, 4-34, R-20 Inspection ON/OFF switch, 3-26
GIRD, Initial Relevel Differential Error parameter, R-21 HC-RB4-SCRI, Main Relay Board (cont.)
GIRI, Initial Relevel Integral Error parameter, R-21 PCB layout, 1-9
GIRP, Initial Relevel Proportional Error parameter, R-20 UP/DN direction switch, 3-26
Governor Switch Open message, 6-29 verifying relay operation, 3-27
governor tests, 4-57 HC-RD, Rear Door board, description, 1-11
42-02-7204 REFERENCE • R-45

HCT, Hall Call Door Dwell Timer, 5-9 IMC-MBX, Mother Board
Heavy Load message, 6-30 description, 1-16
HITD, Excessive Heat in SMB Unit fault flag, 6-14 PCB layout, 1-16
HITS, Excessive Heat in System 12 fault flag, 6-14 Quick Reference, 6-72
HNDZ, Initiate high speed run while releveling, 5-18 signals processed by the, 6-73
hoist motor wiring, 2-7 IMC-SMB3(5) Unit
hoistway learn operation, 5-17 description, 1-4, 1-5
hoistway limit switch installation, 2-11 diagnostic indicators, 5-26
Hoistway Safety Device Open message, 6-30 IMC-DCP Computer Variable flags, 5-27, 5-29
IMC-DCP Messages, 5-26
HOS2, In-car Hospital Service Timer, 5-9
motor field calibration, 3-25
Hospital Emergency Operation
replacing components, A-13, A-15 to A-22
F3 screen (HospEmr) message, 6-10
replacing the Brake IGBT, A-19, A-20
Hospital Service message, 6-30 replacing the current sensors, A-16 to A-18
Hospital Service Phase 2 message, 6-30 replacing the Diode Bridge (DBB), A-21
HREO, Reopen doors with hall button, 5-18 replacing the Diode Bridge/SCR (MF), A-21, A-22
Huge Velocity Profile S-Curve, 4-22 replacing the IMC-SPI board, A-15
verifying offset adjustments, 3-19
I IMC-SPI, SCR Power Interface Board
description, 1-21
IBJ, Learn Bypass Fault flag, 6-14 PCB layout, 1-21
ICOM, IDS Comport parameter, R-4 Quick Reference, 6-79
replacing, A-15
IDLE, Idle Demand Timer, 5-9
signals processed by the, 6-80
IMC Performa controller
IMF, Insufficient Forcing MF fault flag, 6-14
Car Communication Control (CCC), 1-13
In-car Stop Switch message, 6-30
Car Motion Control (CMC), 1-15, 1-16, 1-18 to 1-20
Car Operation Control (COC), 1-8 to 1-12 Independent Service message, 6-30
Car Power Control (CPC), 1-20 to 1-23 F3 screen (IndSrv), 6-10
checking voltage and polarity, 3-5 Initial Differential Error (GID) parameter, 4-34
controller wiring guidelines, 2-5 Initial Gain Threshold Time (GIGT) parameter, 4-34
environmental considerations, 2-1 Initial Integral Error (GII) parameter, 4-34
functional layout, 1-7 Initial Proportional Error (GIP) parameter, 4-34
ground wiring guidelines, 2-6 INS, Pattern Generator Inspection status flag, 6-8
initial set-up, 3-14 InServ, car operation message, 6-10
installation, 2-1, 2-4 INSL, Inspection Low Speed Input, 4-24
Landing System, 1-24, 1-26, 1-27 Inspection Acceleration (AIN) parameter, 4-24
Load Weighing System, 1-27, A-61, A-63, A-64, A-66, Inspection Low Speed (INSL) input , 4-24
A-74 Inspection message, 6-30
motor field calibration, 3-21 Inspection operation
physical layout, 1-3 adjusting for rollback, 3-36
site selection, 2-1 F3 screen (InspAcc) message, 6-10
specifications, 1-1 initially moving the car, 3-26, 3-30, 3-33, 3-38
verifying offset adjustments, 3-19 Inspection ON/OFF switch, 3-26
wiring guidelines, 2-4 setting the BHV parameter, 3-30, 3-38
IMC Sub-System Error message, 6-30 setting the GTC parameter, 3-35
IMC-DCP Diagnostic Mode Computer Variable Flags, setting the MFIG parameter, 3-25
5-28, 5-29 setting the MFPG parameter, 3-25
IMC-DCP Messages, 5-26, 6-18 setting the SAIL parameter, 3-33
IMC-DCP, Drive Control Processor Board setting the VINH parameter, 3-33
description, 1-16 UP/DN direction switch, 3-26
MFI test point, 3-25 verifying proper counterweighting, 3-34
PCB layout, 1-17 Inspection Overspeed message, 6-31
Quick Reference, 6-75 Inspection Velocity - High (VINH) parameter, 4-24
replacing Microcontroller, EPROM or PC board, A-13 Inspection Velocity - Low (VINL) parameter, 4-24
signals processed by the, 6-77 installation
IMC-DDP-D, Digital Drive Processor Board controller, 2-4
computer ON LED, 5-3 controller wiring guidelines, 2-4, 2-5
computer reset button, 5-3 environmental considerations, 2-1
DDP flag addresses, 5-24 ground wiring guidelines, 2-6
description, 1-15 hoist motor wiring, 2-7
diagnostic indicators, 5-3 hoistway limit switches, 2-11
inputs and outputs, 1-19, 1-20 isolation transformer wiring, 2-7
PCB layout, 1-15 LS-QUAD-2 Landing System, 2-10, 2-11, 2-13
Quick Reference, 6-67, 6-68 LS-QUIK-1 Landing System, 2-10, 2-11, 2-13
replacing EPROMs or PC board, A-1, A-5 recommended tools and equipment, 2-2
status and error messages, 5-7, 6-17 site selection, 2-1
R-46 • REFERENCE 42-02-7204

tachometer installation, 2-7 load weigher for dispatching, 4-39 to 4-41
tachometer wiring, 2-7 load weigher learn operation, 5-19
velocity encoder installation, 2-9 Learn Switch Timeout - Safety message, 6-32
velocity encoder wiring, 2-9 Learn Switch Timeout - Terminal message, 6-32
Instantaneous Overcurrent message, 6-31 Learn Velocity (VLR) parameter, 4-26
Insufficient Armature Current message, 6-31 Learn velocity profile, 4-26
Insufficient Forcing MF message, 6-32 LEV, Leveling status flag, 6-8
INT, Intermediate Speed status flag, 6-8 Level Down message, 6-32
IOC, Instantaneous Overcurrent fault flag, 6-14 Level Down ON (Learn Mode Setup Error) message,
IOS, Inspection Overspeed fault flag, 6-14 6-32
isolation transformer wiring, 2-7 Level Up message, 6-32
Leveling Inhibit Distance (DLI) parameter, 4-26
J Leveling Inhibit Speed (VLI) parameter, 4-26
Leveling Overspeed message, 6-32
JA, Approach Jerk parameter, 3-16, R-13 Leveling Sensor Failure (Active State) message, 6-33
JF, Flare Jerk parameter, 3-16, R-13 Leveling Sensor Failure (Inactive State) message, 6-33
JHA1, High Alternate 1 Jerk parameter, 3-17, R-15 Leveling Sensor Redundancy Failure message, 6-33
JHA2, High Alternate 2 Jerk parameter, 3-17, R-16 LGNG, Lobby Alternate Gong Option, 5-18
JHC, High Caution Jerk parameter, 3-17, R-15 LI, Level Inhibit status flag, 6-8
JHEP, High Emergency Power Jerk parameter, 3-17, Light Load message, 6-33
4-25, R-15 LLC, Low Line Voltage Caution fault flag, 6-14
JHEQ, High Earthquake Jerk parameter, 3-16, R-14 LLCC, Light Load Call Cancel, 5-18
JHS, High Standard Jerk parameter, 3-17, R-14 LLF, System 12 Low Line Voltage fault flag, 6-14
JI, Initial Jerk parameter, 3-16, R-13 load weighing system
JLA1, Low Alternate 1 Jerk parameter, 3-17, R-15 calibration, 4-33
JLA2, Low Alternate 2 Jerk parameter, 3-17, R-16 dispatching, 4-38
DLW (Dispatch load weigher threshold), 4-39
JLC, Low Caution Jerk parameter, 3-17, R-15
HLW (Heavy load weigher threshold), 4-39
JLEP, Low Emergency Power Jerk parameter, 3-17,
learn process, 4-39 to 4-41
4-25, R-14
LLW (Light load weigher threshold), 4-39
JLEQ, Low Earthquake Jerk parameter, 3-16, R-14 OLW (Overloaded car threshold), 4-39
JLS, Low Standard Jerk parameter, 3-17, R-14 see also, K-Tech Load Weigher, A-61, A-74
Job Configuration (F6) screen, R-31 see also, MCE Load Weigher, A-68
Car Labels, R-31 setting load thresholds, 4-42
Com Ports, R-33 LOC Rated Current (SLRI) parameter, 4-46, 4-47
Fire Options, R-32 LOC, Excessive DC Loop Current fault flag, 6-14
Landing Properties, R-32 LOC, Loop Overcurrent fault, 4-46, 4-47
Other Options, R-33
LOD, Loss of Direction fault flag, 6-14
LOP, Loss of Position Feedback fault flag, 6-14
K LOS, Leveling Overspeed fault flag, 6-14
Loss of Direction message, 6-33
K-Tech Load Weigher Loss of IN During Learn (Learn Mode Setup Error)
calibration, A-62 to A-64 message, 6-33
description, A-61, A-74 Loss of Position Feedback message, 6-34
troubleshooting, A-66 Lost Door Lock During Run message, 6-34
KCE, Keyboard Control of Elevators, 5-18 LOT, Lobby Call Door Dwell Timer, 5-9
low armature current in phase 3
L adjusting for, 4-23
Low Line Voltage Caution message, 6-34
landing system LS-QUAD-2 Landing System
verifying position encoder resolution, 4-1 car top control box, 1-24, 4-7
verifying quadrature pulse sequence, 4-1 control box installation, 2-11
landing system faults description, 1-24
inspecting the quadrature position pulses, A-8 to A-10 door zone sensors, 4-5, 4-27
Landing System Redundancy Failure message, 6-32 HC-SB1 board assembly, A-8
inspecting the quadrature position pulses, A-8, A-9
Large Velocity Profile S-Curve, 4-22
installation, 2-10, 2-13
LBBY, Lobby Floor, 5-18
stopping level with the floor, 4-31
LD, Level Down status flag, 6-8
LS-QUIK-1 Landing System
Learn Acceleration/Deceleration (ALR) parameter, 4-26 car top control box, 1-27, 4-8
Learn Bypass Fault message, 6-32 control box installation, 2-11
learn operations description, 1-26
building floor heights, 4-1 to 4-4 door zone sensors, 4-4, 4-5, 4-27
hoistway learn operation, 5-17 inspecting the quadrature position pulses, A-10
IMC-DCP learn switch explanation, 4-10 installation, 2-10, 2-13
learning the NTS and ETS switches, 4-48 stopping level with the floor, 4-31
42-02-7204 REFERENCE • R-47

LU, Level Up status flag, 6-8 MFTx, Calibration Trigger - Index x parameter, R-8
LVN, Non-zero Armature Voltage fault flag, 6-14 MFVx, Calibration Voltage - Index x parameter, R-8
MFWB, Weakening Threshold - Beginning parameter, R-7
verifying the sequence, 4-15
M MFWE, Weakening Threshold - End parameter, 4-15, R-7
MG Shutdown Operation/ Shutdown Switch message,
6-34
M Contactor or Fuse Failure message, 6-34
Microcontroller, replacing on the IMC-DCP board, A-13
M Contactor Redundancy Failure message, 6-34
MLT - Drive Forced message, 6-34
Main Menu screen, R-2
MLT - Excessive PI Correction message, 6-34
Master Software Key (MSK), setting, 5-17
MLT - Excessive Releveling at Floor message, 6-35
MC-CGP-x, Communication Processor Board
MLT - Failed to Leave Floor message, 6-35
computer ON LED, 5-3
description, 1-14 MLT - Timer Expired message, 6-35
PCB layout, 1-14 MLT, car operation message, 6-10
Quick Reference, 6-65 MnFire1, car operation message, 6-10
replacing EPROMs or PC board, A-1, A4 Modem Setup (F1, 9) screen, R-28
MC-MP-1ES, Main Processor Board motor brushes, excessive sparking on, 4-23
Quick Reference, 6-63 Motor Field (voltage) on F3 screen, 6-10
replacing EPROM or PC board, A-3 motor field calibration, 3-25, 4-14
MC-MP-x, Main Processor Board Motor Field Calibration Failure message, 6-35
computer reset button, 5-1 Motor Field Control Flowchart, 6-5
description, 1-8 Motor Field Failure message, 6-35
diagnostic indicators, 5-2 Motor Field Parameters (Shift F2) screen, R-6
MC-MP Computer Variable Flags, 5-21 Motor Field Parameters defined, R-6
MP flag addresses, 5-22, 5-23 Motor Limit Timer (INT) message, 6-35
PCB layout, 1-8 Motor Limit Timer (LI & INT) message, 6-36
replacing EPROM or PC board, A-1 Motor Limit Timer (LI) message, 6-35
status and error messages, 5-6, 6-15 Motor Limit Timer message, 6-35
status indicators, 5-2 Motor Velocity on F3 screen, 6-11
MC-MP2, Main Processor Board
MP Input/Output (F11,7) screen, 6-55
MPC, Checksum Error - Motor Field fault flag, 6-14
replacing EPROM or PC board, A-2, A-3
MSAF, Mechanical Safety Edge, 5-18
MC-NC, Neuron Controller Board
Multiple Performance Profile Option (OPT) parameter,
PC board layout, A-45
Quick Reference, A-55 4-23
MC-NIO, Neuron Input/Output Board MX & PT1 Redundancy Failure message, 6-36
installation, A-46 to A-51
PC board layout, A-45
Quick Reference, A-57 N
MC-NIO-X, Neuron Input/Output Extender Board
installation, A-46 to A-51 N-Speed, Normal terminal car Speed on F3 screen, 6-10
PC board layout, A-46 NF, Number of Floors parameter, 3-16, R-13
MC-RS, Communication Interface Board NLRN, Normal Terminal Learn status flag, 6-8
description, 1-14 NLS, Learn Switch Timeout - Terminal fault flag, 6-14
PCB layout, 1-14 No Response for Run Request message, 6-36
Quick Reference, 6-66 No Response from Pattern Generator (Learn Mode
MCE Load Weigher Setup Error), 6-36
adjusting, A-72, A-73 nomenclature, for PC boards, A-11
description, A-68
Non-zero Armature Voltage message, 6-36
installation, A-68, A-72
Normal Mode (EOD)
maintaining, A-73
DDP Diagnostic Indicators, 5-7
wiring, A-72
description of, 5-4, 5-6 to 5-10
MCF, Motor Field Calibration Failure fault flag, 6-14
diagnostic indicators, 5-5
MFF, Motor Field Failure fault flag, 6-14 setting elevator timers, 5-8
MFFD, Forcing Voltage Delay parameter, R-7 setting the real time clock, 5-10
MFFV, Motor Field Forcing Voltage parameter, 4-14,R-6 Normal Operation Flowchart, 6-3
MFI test point, 3-25 Notch Filter Parameters Table, R-22
MFIG, Motor Field Integral Error parameter, R-7 NPC, Checksum Error - Switch fault flag, 6-14
setting for closed loop, 3-25 NPR, Normal Terminal Process Ready status flag, 6-8
MFIx, Calibration Current - Index x parameter, R-7 NPRE, No Pre-opening Option, 5-18
MFPG, Motor Field Proportional Error parameter, R-7 Nudging, car operation message, 6-10
setting for closed loop, 3-25
MFR, Main Fire Floor Recall, 5-18
MFRV, Motor Field Running Voltage parameter, 4-14, R-6
MFSV, Motor Field Standing Voltage parameter, 4-14, R-6
R-48 • REFERENCE 42-02-7204

Pattern Detected Overspeed message, 6-37
O Pattern Door Zone Failure message, 6-37
Pattern Generator Not Ready message, 6-37
OAD, Alphanumeric Display parameter, R-3
pattern parameters
OBC, Calibrate parameter, R-9
initial settings, 3-16, 3-17
OBT, Buffer Test parameter, R-23
setting, 4-22-24
OCF, Auto Offset Calibration Failure fault flag, 6-14
Pattern Parameters (Shift F4) screen, R-12
OCNF, Current Notch Filter parameter, R-18
Pattern Parameters defined, R-12
OCOA, Current Loop Offset Adjust parameter, R-18
Pattern Profile Fit Failure message, 6-37
OCT, Current Loop Test parameter, R-18
Pattern Velocity on F3 screen, 6-11
ODOC, Disable Outer Level Marker Correction parameter,
PC boards, nomenclature for, A-11
R-13
Standard Board Layout, 6-84
ODP, Default All Parameters, R-3
PECC, Anti-nuisance Call Cancel, 5-18
ODPC, Reset CGP Parameters, R-4
Performance Reports (F2, 1) - System Performance
OECA, Error Compensation Adjust parameter, 4-16, R-18
Graph screen, R-29
OECA, Error Compensation Adjust procedure, 4-16
Performance Reports Menu (F2) screen, R-29
OEP, Encoder Polarity parameter, R-17
PFF, Pattern Profile Fit Failure fault flag, 6-14
OET, Tach/Velocity Encoder parameter, 3-18
PG Error, Loss of UP Direction (Learn Mode Setup
OGF, Flare Gain parameter, R-18 Error) message, 6-38
OGI, Initial Gain parameter, R-17 PG, Pattern Scaling parameter, R-19
OGIR, Initial Relevel Gain parameter, R-18 initial setting, 3-26
OGR, Reduced Gain ON/OFF parameter, 4-18, R-18 PGE, Pattern Generator Enable status flag, 6-9
OIOA, Input/Output Offset Adjust parameter, R-18 PGF, Pattern Generator Failure status flag, 6-9
OISA, Internal Speed Adjust parameter, R-18 PGO, Pattern Generator ON status flag, 6-9
OISA, Synthetic Tach auto-calibration parameter, 4-44 PGR, Pattern Generator Ready status flag, 6-9
OLD, Position Error at OLM fault flag, 6-14 PGU, Pattern Generator Updated status flag, 6-9
OLLM, Low Line Voltage Monitor parameter, R-19 Phase Lock Loop Failure message, 6-38
OLM velocity on F3 screen, 6-11 Phase Lock Loop Warning message, 6-38
OLP, Outer Leveling Pattern Modified fault flag, 6-14 PHEB, Photo Eye Bypass Timer, 5-9
OLWA, Load Weigher Zero Adjust parameter, R-18 PHEP, Photo Eye Protection, 5-18
OMFC, Calibrate parameter, R-6 photo eye input, troubleshooting, 6-58
OMFO, Operation parameter, R-6 Photo-Eye Failure (Front) message, 6-38
ON, System ON status flag, 6-8 Photo-Eye Failure (Rear) message, 6-38
OPA, Profile Auto-Fit parameter, 3-16, R-12 PLL, Phase Lock Loop Failure fault flag, 6-14
OPS, Profile Set parameter, R-3 PLRN, Pattern Learn status flag, 6-9
OPT, Profile Type parameter, 3-16, 4-23, R-13 position encoder, verifying the resolution, 4-1
OPU, Parameter Units parameter, R-3 Position Error at DETS message, 6-38
ORG, Operation Run Granted status flag, 6-8 Position Error at DNTx message, 6-39
ORI, Reduced Inspection parameter, 3-16, 4-24, R-13 Position Error at OLM message, 6-39
ORR, Operation Run Request status flag, 6-8 Position Error at UETS message, 6-39
OSLA, Speed Loop Auto - Adjust parameter, R-18 Position Error at UNTx message, 6-39
OSLA, Speed Loop Auto-Tune parameter, 3-32 Position Feedback Reversed message, 6-39
OSOA, System Offset Adjust parameter, R-18 Power Down message, 6-39
OSR, Speed Reference parameter, R-17 power supply, 1-3
OTE, Pre-Torque Enable parameter, R-18 Power Up Mode message, 6-39
Outer Leveling Pattern Modified message, 6-36 PPC, Checksum Error - Pattern fault flag, 6-14
OutServ, car operation message, 6-10 PPF, Primary (lower) Parking Floor, 5-18
overspeed PQF, QPRAM Communication Failure - Pattern fault flag,
calibrating contract overspeed, 4-45 6-14
calibrating inspection/leveling overspeed, 4-45 PR, Parity status flag, 6-9
safety overspeed test, 4-57 Pre-Torque Balance (GBAL) parameter, 4-33
verifying detection, 4-50
Pre-Torque Gain (GT) parameter, 4-33
verifying proper deceleration, 4-50, 4-52, 4-53
pre-torque parameters, setting, 4-33
Overspeed with Both Directions message, 6-37
Pre-Torque Position Compensation (GTPC) parameter,
4-33
Priority/VIP Service Phase 1 message, 6-40
P Priority/VIP Service Phase 2 message, 6-40
PRIS, In-car Priority Service Phase II Timer, 5-9
P - Mode, Pattern mode on F3 screen, 6-7 PRKD, Parking Delay Timer, 5-9
P - Type, Pattern type on F3 screen, 6-7 PRNT, Printer Attached to CRT parameter, R-4
PADL, Pattern Accel/Decel Limiter parameter, R-24 PRS, Parity Sensor Error (Floor Code) fault flag, 6-14
verifying the sequence, 4-15 PT2 & PT3 Redundancy Failure message, 6-40
parameters, setting the pattern parameters, 4-22 to 4-24
Parity Sensor Failure (Floor Code) message, 6-37
42-02-7204 REFERENCE • R-49

Safety Relay Circuit Open message, 6-42
Q SAIL, Armature Current Limit parameter, R-24
adjustments, 4-23
QPR, Quad Feedback Reversed fault flag
initial setting, 3-26
Fault Log, 6-14
setting, 3-33, 4-14
QPRAM Communication Failure - Control message,
SAVL, Armature Voltage Limit parameter, R-24
6-40
initial setting, 3-26
QPRAM Communication Failure - Drive message, 6-40 setting, 4-13
QPRAM Communication Failure - Pattern message, SCO, Contract Overspeed parameter, R-24
6-40 SCR Drive Not Ready message, 6-42
QPRAM Communication Failure -Safety message, 6-40
SCR Drive see System 12 SCR Drive, 1-4
QPRAM Communication Warning - Control message,
SCR-CC-x, SCR Drive Commutation Board
6-40
replacing, A-38, A-39
QPRAM Communication Warning - Drive message,
SCR-DS, SCR Drive Driver/Snubber Board
6-40
replacing, A-36 to A-38
quadrature position pulses
SCR-LGA, SCR Drive Logic Board
inspecting on the LS-QUAD-2, A-8, A-9
description, 1-22
inspecting on the LS-QUIK-1, A-10
PCB layout, 1-22
verifying the sequence, 4-1
replacing, A-33
R SCR-LGD, SCR Drive Display Board
description, 1-22
R(x), Binary Floor Code status flag, 6-9 replacing, A-32
Raw Pattern (FRP) parameter, 4-32 SCR-PRI, Power Relay Interface Board
RBK, Rollback Detected fault flag, 6-14 description, 1-21
RCCD, Reversal CCD Option, 5-18 PCB layout, 1-20
RDS, Read Sensor Error (Floor Code) fault flag, 6-14 SCR-PS, SCR Drive Power Supply Board
RDY, System Ready status flag, 6-9 replacing, A-34
Read Sensor Failure (Floor Code) message, 6-41 SCR-RIX, Relay Interface Board
Reduced Gain Delay (GRGD) parameter, 4-18 description, 1-18
Reduced Gain ON/OFF (OGR) parameter, 4-18 PCB layout, 1-18
Reduced Gain Transition Time (GRGT) parameter, 4-18
SCR-SN, SCR Drive Snubber Board
reduced gains, 4-17
replacing, A-35, A-36
Reduced Inspection (ORI) parameter, 4-24
SDO, SCR Drive ON status flag, 6-9
reduced Inspection speed operation, 4-24
SDR, SCR Drive Ready status flag, 6-9
Reduced Integral Error (GRI) parameter, 4-18
SDT, Short Door Dwell Timer, 5-9
Reduced Power (PWR) velocity profile, 4-21, 4-25
SEC Transfer Failure message, 6-42
Reduced Proportional Error (GRP) parameter, 4-18
security codes, setting, 5-15, 5-16
Relative Position on F3 screen, 6-11
Security Menu (F9) screen, R-37
relays, fuses, and terminals, 1-3
Security message, 6-42
relevel operation, 4-29
SEPT, Mechanical Safe Edge Protection Timer, 5-9
Relevel Velocity (VRL) parameter, 4-29
Sequence of Operation for a Normal Run (F11, 6)
releveling gains, 4-30
screen, 6-2
Releveling message, 6-41
SFLT, Safety FLT status flag, 6-9
resistor cabinet, 1-4
SftyOpn, car operation message, 6-10
ride quality, adjusting for a glass smooth feeling, 4-32
SILO, Inspection / Leveling Overspeed parameter, R-24
RNE, Run Enable output status flag, 6-9
SISC, Synthetic Speed Current Calibration parameter,
RNF, Run Enable Failure status flag, 6-9
4-44, R-23
rollback, adjusting for, 3-36, 4-15, 4-32, 4-34, 4-36, 4-37 site selection, 2-1
Rollback Detected message, 6-41 SLFT, LOC Fault Time (@ twice LOC) parameter, 4-46,
Rope Stretch Relevel Distance (DRSR) parameter, 4-30 R-24
RPE, Position Encoder Resolution parameter, 3-16, R-13 SLRI, LOC Rated Current (rated motor FLA) parameter,
RS-422 Network Down message, 6-41 4-46, R-24
RS-422 Network OK message, 6-41 SLRN, Safety Learn status flag, 6-9
Run Enable Failure - Hardware message, 6-41 SLS, Learn Switch Timeout - Safety fault flag, 6-14
Run Enable Inactive - Control message, 6-41 Small Velocity Profile S-Curve, 4-22
Run Enable Inactive - Drive message, 6-41 SmartLink for Car Operating Panel
description, A-43 to A-45
S installation, A-46 to A-53
troubleshooting, A-54 to A-56
S-Speed, Safety Processor Speed on F3 screen, 6-10 SMB Drive Not Ready message, 6-42
Safety Not Ready message, 6-41 SMB Unit Power Supply Failure message, 6-42
Safety Parameters (Shift F6) screen, R-23 SMF, Sufficient Motor Field status flag, 6-9
Safety Parameters defined, R-23
R-50 • REFERENCE 42-02-7204

software options - adjustable control variables replacing SCRs and diodes, A-29 to A-31
description of, 5-17, 5-19 verifying input voltages, 3-5
setting, 5-17 System Mode (EOD)
Software Test Point Assignment Table, R-5 description of, 5-12 to 5-15, 5-17, 5-19
sparking, excessive sparking on motor brushes, 4-23 hoistway learn operation, 5-17
SPC, Checksum Error - Safety fault flag, 6-14 load weigher learn operation, 5-19
Special Event Data Trap, using for troubleshooting, setting MSK, Master Software Key, 5-17
6-49 to A-51 setting the communication ports, 5-14, 5-15
Special Events setting the security codes, 5-15, 5-16
CMS Com port setup, 6-53 setting the software options, 5-17
reporting to CMS, 6-53 System Power Up/Reset message, 6-43
Special Events - Configure by Type
(F7, 3) Screen , 6-48 T
description of, 6-48
Special Events Calendar TA, Tach/ Encoder Speed Not Off fault flag, 6-14
(F7, 1) or (F7, F7) screen, R-34 Tach Feedback Saturation message, 6-44
CMS Com Port Setup (F7, 5) screen, R-37 Tach/Encdr Velocity on F3 screen, 6-11
Configure by Type (F7, 3) screen (CMS), R-35
Tach/Encoder Error message, 6-43
Configure by Type (F7, 3) screen (Data Trap), R-36
Tach/Encoder Failure message, 6-43
Data Trap (F7, 6) screen, R-36
Fault Log, 6-11 Tach/Encoder Speed Not Off message, 6-44
Menu ( F7) screen, R-34 tachometer
Speed Pick Delay (TSPD) parameter, 4-34, 4-37 setting parameters, 3-18
adjusting for rollback, 4-15 troubleshooting problems, 4-44
spotting (hesitating at the end of deceleration), 4-16 wiring, 2-7
TBDD, Brake Drop Delay parameter, 4-28, 4-29, R-10
SPR, Safety Process Ready status flag, 6-9
TBHD, Brake Hold Delay parameter, R-10
SPSF, System 12 Power Supply Failure fault flag, 6-14
TBPD, Brake Pick Delay parameter, 4-36, R-9
SQF, QPRAM Communication Failure - Safety fault flag,
6-14 TBRD, Brake Repick Delay parameter, 4-36, R-10
Standard (STD) velocity profile, 4-20 TBWD, Brake Weakening Delay parameter, 4-36, R-10
Status and Error Messages Table, 6-18 TE tachometer failure flag, 4-44
status indicators, 5-2 TE, Tach/Encoder Error fault flag, 6-14
STE, Maximum Speed Error parameter, R-23 Terminal / Emergency velocity profile, 4-25
STER, Terminal/Emergency Slowdown Rate parameter, terminal limit switches
4-25, R-24 learning the NTS and ETS switches, 4-48
STP, Stepping signal status flag, 6-9 verifying emergency stop, 4-53, 4-54
verifying proper deceleration, 4-50, 4-52, 4-53
STSS, Terminal Slowdown Smoothing parameter, 4-25,
Terminal Slowdown Smoothing (STSS) parameter, 4-25
R-24
Terminal Switches Not Ready message, 6-44
Sub-System Reset - Control Processor message, 6-42
Terminal/Emergency Slowdown Rate (STER)
Sub-System Reset - Drive Processor message, 6-42
parameter, 4-25
Sub-System Reset - Operation Processor message,
Test Mode Operation message, 6-44
6-42
TF, Tach/Encoder Failure fault flag, 6-14
Sub-System Reset - Safety Processor message, 6-42
TFMT, Time Display Format parameter, R-4
Sub-System(s) Reset message, 6-42
TIME, Current Time parameter, R-4
SVSC, Synthetic Speed Voltage Calibration parameter,
4-44, R-23 Timed Out of Service message, 6-44
SWF, EEPROM Write Failure - Safety fault flag, 6-14 F3 screen (TOS), 6-10
Timed Photo-Eye Failure message, 6-44
Swing Panel see Computer Swing Panel, 5-1
timers
Switch Parameters defined, R-26
description of elevator timers, 5-8
Switches (Shift F7) screen, R-25
setting elevator timers, 5-8
SwngOpr, car operation message, 6-10
Tiny Velocity Profile S-Curve, 4-22
SWP, EEPROM Protection Switch Active - Safety fault
Top Floor Demand message, 6-44
flag, 6-14
F3 screen (TflrDem), 6-10
synthetic tachometer
TOS, Time Out of Service Timer, 5-9
calibration, 4-44
TP1, Test Point parameter, R-4
using for troubleshooting, 4-44
TP1S, Test Point 1 Scale parameter, R-4
System 12 Low Line Voltage message, 6-43
TP2, Test Point 2 parameter, R-4
System 12 Power Supply Failure message, 6-43
TP2S, Test Point 2 Scale parameter, R-4
System 12 SCR Drive
description, 1-4 TPC, Checksum Error - Terminal fault flag, 6-14
diagnostic indicators, 3-5 TPI-FT, Flex-Talk Board, PC board layout, A-40
replacing components, A-23 to A-27, A-29 to A-33, tracking accuracy, adjusting for, 4-16
A-35 to A-38 Tracking Compensation Distance (DTC) parameter,
replacing contactors, A-25 to A-27 4-26, 4-27
replacing fuses, A-23 to A-25 transformers, 1-3
replacing PC boards, A-32 to A-38 TRED, Run Enable parameter, R-10
42-02-7204 REFERENCE • R-51

Troubleshooting
Brake Control Flowchart, 6-6
V
call circuits, 6-62
call logic, 6-59 to 6-61 VA1, Alternate 1 Velocity parameter, 3-17, R-15
Car Operation Control (COC), 6-54, 6-56, VA2, Alternate 2 Velocity parameter, 3-17, R-16
6-59 to 6-61 VC, Caution Velocity parameter, 3-17, R-15
DCP Messages, 6-18 VCR, Correction Velocity parameter, 4-25, R-16
DDP status and error messages, 6-17 velocity encoder
door logic, 6-54 setting parameters, 3-18
F3 screen CAR OPERATION messages, 6-10 wiring, 2-10
F3 screen CONTROL flag descriptions, 6-7 Velocity Error at DETS message, 6-45
F3 screen FAULT flag descriptions, 6-14 Velocity Error at DNTx - Lower Limit message, 6-45
F3 screen MACHINE section, 6-10 Velocity Error at DNTx - Upper Limit message, 6-45
F3 screen POSITION section, 6-11 Velocity Error at UETS message, 6-45
F3 screen SAFETY flag descriptions, 6-10 Velocity Error at UNTx - Lower Limit message, 6-46
F3 screen VELOCITY section, 6-11 Velocity Error at UNTx - Upper Limit message, 6-46
failures in the tachometer, 4-44 velocity profile phases, defined, 4-19
HC-CI/O, Call Input/Output Board, 6-59 to 6-61 Velocity Profile S-Curves, 4-22
HC-PI/O, Power Input/Output Board, 6-54, 6-56 Velocity Profiles, 4-20
K-Tech Load Weigher, A-66 VEP, Emergency Power Velocity parameter, 3-17, 4-25,
Motor Field Control Flowchart, 6-5 R-14
MP status and error messages, 6-15
VEQ, Earthquake Velocity parameter, 3-16, 4-25, R-14
Normal Operation Flowchart, 6-3
verifying proper counterweighting, 3-34
overview, 6-1
SmartLink for Car Operating Panel, A-54 to A-57, VFL, Final Leveling Velocity parameter, 3-16, 4-27, R-13
A-59, A-60 setting, 4-24
Special Events Calendar Fault Log, 6-11, 6-47 View Data Trap (F7,6) Screen, 6-50
Status and Error Messages Table, 6-18 View Hoistway (F3) Screen, R-30
using the Data Trap, 6-49 to 6-51 CAR OPERATION messages, 6-10
using the Special Events Calendar, 6-47 CONTROL flag descriptions, 6-7
using the synthetic tach, 4-44 CONTROL section, 6-7
TS, Tach Feedback Saturation fault flag, 6-14 FAULT flag descriptions, 6-14
TSPD, Speed Pick Delay parameter, 4-34, 4-37, R-10 MACHINE section, 6-10
adjusting for rollback, 3-31, 4-15 POSITION section, 6-11
SAFETY flag descriptions, 6-10
VELOCITY section, 6-11
U VINH, Inspection Velocity - High parameter, 3-16, 3-33,
4-24, R-16
UEF, Velocity Error at UETS fault flag, 6-14 VINL, Inspection Velocity - Low parameter, 3-16, 4-24,
UET, Up Emergency Terminal Switch status flag, 6-10 R-16
UETS, Up Emergency Terminal Switch VLI, Leveling Inhibit Speed parameter, 3-16, 4-26, R-13
Learned Position, R-26 VLR, Learn Velocity parameter, 3-16, 4-26, R-16
Learned Velocity, R-26 VRL, Relevel Velocity parameter, 3-16, 4-29, R-16
Position Margin, R-26 VS, Contract Velocity parameter, 3-17, R-14
Runtime Position, R-26
Upper Limit Velocity, R-26
UNH, Velocity Error at UNTx - Upper Limit fault flag, 6-14 W
UNL, Velocity Error at UNTx - Lower Limit fault flag, 6-14
UNTx, Up Normal Terminal Switch wiring
Learned Position, R-26 controller wiring guidelines, 2-4, 2-5
Learned Velocity, R-26 drawing numbers, 2-3
Lower Limit Velocity, R-26 ground check, 3-2
Position Margin, R-26 ground wiring guidelines, 2-6
Runtime Position, R-26 hoist motor wiring, 2-7
Runtime Velocity, R-26 isolation transformer wiring, 2-7
Upper Limit Velocity, R-26 tachometer wiring, 2-7
Up Normal Terminal Trip Velocity message, 6-45 velocity encoder wiring, 2-9, 2-10
Up Safety Trip Velocity message, 6-45
UP, Up Direction status flag, 6-9
UPS, Up Direction Sense input status flag, 6-9
USD, Up Slow Down input status flag, 6-9
USV, Up Safety Trip Velocity fault flag, 6-14
UT(x), Up Terminal Switch (x) status flag, 6-10
UTP, Position Error at UNTx fault flag, 6-14
UTV, Up Normal Terminal Trip Velocity fault flag, 6-14
R-52 • REFERENCE 42-02-7204

IMC Performa Rev B3 (42!02!7204)

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MOTION CONTROL ENGINEERING, INC.

11354 WHITE ROCK ROAD

CONTROLLER INSTALLATION MANUAL

Part # 42-02-7204 Rev. B.3 February 2002

IMPORTANT NOTES & PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiii

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

1.4 Car Communication Control (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13

1.4.1 COC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13

1.5 Car Motion Control (CMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

1.5.1 CMC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

1.6 Car Power Control (CPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20

1.6.1 CPC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20

1.7 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24

1.7.1 LS-QUAD-2 Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24

1.8 Load Weighing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

42-02-7204 TABLE OF CONTENTS • i

2.0.1 Site Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

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

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

2.2 General Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

2.2.1 Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

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

2.3.1 Perforated Steel Tape for the LS-QUAD-2 . . . . . . . . . . . . . . . . . . . . . . . 2-10

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

2.4.1 Landing System Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

3.2.1 Before Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

ii • TABLE OF CONTENTS 42-02-7204

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

3.9.1 Verifying Brake Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

42-02-7204 TABLE OF CONTENTS • iii

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

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

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

4.4 Reaching Contract Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13

4.4.1 Determine SAVL, Armature Voltage Limit . . . . . . . . . . . . . . . . . . . . . . . . 4-13

4.5 Shaping the Velocity Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.5.1 The Velocity Profile Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.6 Adjusting Leveling and Final Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.6.1 Final Approach to the Floor and Leveling . . . . . . . . . . . . . . . . . . . . . . . . 4-26

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

4.7.1 Setting the Pre-Torque Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33

4.8 Load Weigher Adjustment for Dispatching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

4.8.1 Introduction and Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

iv • TABLE OF CONTENTS 42-02-7204

4.9.1 Tach Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.10.1 Verifying Overspeed Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.11 Final Elevator Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.11.1 Contract Speed Buffer Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.12 Parameter Access Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59

5.1 Enhanced On-Board 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

5.3 System Mode (EOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12

5.3.1 Programming the Communication Ports . . . . . . . . . . . . . . . . . . . . . . . . . 5-13

42-02-7204 TABLE OF CONTENTS • v