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LMCSS Trubleshooting Guide 311 411
LMCSS Trubleshooting Guide 311 411
COMPONENT/SUB-SYS: Controller
SUB-ASSYS/PARTS: LMCSS
DESCRIPTION: This guide may be used to determine the root cause of any
faults logged by the LMCSS control board. This article is
compatible with version AAA-30085-AAD LMCSS software
and version ACA21250AD wiring diagram.
Before performing any of the diagnostic tests described in this document, you MUST
TAKE CONTROL OF THE ELEVATOR. Make sure that there are no passengers in the
elevator, and the doors are blocked to prevent passengers from entering the evevator
should the doors open during testing.
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This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express
condition that: it will be used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in
part, without the prior written consent of Otis: and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment.
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Description: Records the number of times the MCB has been powered on.
Common Causes: This is commonly caused by building power blackout, switching the
main line disconnect switch, or a blown fuse.
Testing: None
Suggested Corrective Action: None
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Description: Records the number of times that the elevator has been shut down. (or
not available for OCSS??)
Common Causes:
1) OCSS Communications fault (see fault 2304).
2) DCSS Communications fault (see fault 2404).
3) DBSS Communications fault (see fault 2505).
4) Open safety chain (see fault 2809).
5) MCSS state goes NAV.
Testing: Check the error log for one the the above error codes and follow the
instructions listed for that fault code.
Suggested Corrective Action: Check the error log for one the the above error codes
and follow the instructions listed for that fault code.
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Description: The floor count didn’t correspond to the actual?? hoistway position or
exceeded the highest/lowest floor EEPROM parameter value.
Common Causes:
1) The car powers up outside of a door zone, but when it powered down, it was
inside of a door zone.
2) The car powers up in a door zone, but when it powered down, it was not in a door
zone. This may be caused by someone moving the car to a floor while power
was interrupted to rescue passengers.
Testing:
Suggested Corrective Action:
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1) Replace the failed door zone sensor, or SPT reader head assembly.
2) Repair the wiring between the SPT and the MCB.
3) Replace the MCB.
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Description: The point in the hoistway where the 2LS/NTSDT limit switch turned on or
off did not agree with the position stored in the MCB memory. The error is logged if
the car is stopped at the top landing, but the 2LS switch is inactive, or both the 1LS
and 2LS switches are on at any point in the hoistway, or 2LS is active in the middle
of the hoistway. Refer to Area 5 in the wiring diagrams.
Common Causes:
1) The vane has been moved in the hoistway, but a new learn run was not
performed.
2) The hoistway reader device (limit switch or optical vane) has failed.
3) The 2LS input on the MCB has failed.
4) The 115VAC power supply for the MCSS has failed.
5) The car is stopped at the top floor with the 2LS signal inactive.
6) Both the 1LS and 2LS signals are active at the same time.
Testing:
1) N/A
2) Verify that there is 0VAC present at connector J4-3 on the MCB when the car is
at the top landing, and 115VAC present when the car is out of the top terminal
zone.
3) Run the car to the top landing. Using the service tool, monitor the NTT (2LS)
input found in menu M-2-1-3. The input should be on. Verify that 0VAC is
present at connector J4-1 on the MCB while at the bottom floor.
4) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
5) Run the car to the top floor. Verify that the 2LS signal is active (in menu M-2-1-
3).
6) Start with the car at the bottom landing. Monitor the 1LS and 2LS signal using
the serive tool (menu M-2-1-3). Run the car up to the top landing in the building.
As the car is running, verify that the signals are in the proper state as shown
below:
Location in building 1LS (NTB) 2LS (NTT)
Bottom active inactive
Middle inactive inactive
Top active active
Suggested Corrective Action:
1) Perform a new learn run.
2) Replace the hoistway reader device.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.
5) Relocate the 2LS switch or repair wiring.
6) Repair the 1LS limit switch.
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Common Causes:
Testing:
Suggested Corrective Action:
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U37 U44
SW1
SW2
1
2
2U03 3
F1
J11
J12
J10 BAT1
J9
J8 J7
J6 J4 J2
J5 J3 J1
J8-3 = (+)
J8-4 = (-)
ZOOM IN
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displayed in menu M-2-2-2. To see if this error has been logged, press M-2-2-8 and
scroll through the complete error code listing.
Common Causes:
1) Connector P2 on the DISS or connector J9 on the MCB may be unplugged, or
the wiring between them may be damaged.
2) The DISS may be powered down.
3) The UART on the MCSS (receiver) or on the DISS (transmitter) may be
damaged.
Testing: You can check the communication be plugging a service tool into the MCB
and accessing the DCSS by pressing M-3. If the service tool displays the DCSS
menu, the communications link is working, and the fault may be intermittent. If you
cannot access the DCSS from the MCB, the link is still failed.
Suggested Corrective Action:
1) Check the plugs and wiring between the MCB and the DISS
2) Check the DISS fuses and power supply
3) Replace the MCB board and/or the DISS board.
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U37 U44
SW1
SW2
1
2
2U03 3
F1
J11
J12
J10 BAT1
J9
J9-1 = (+) J8 J7
J6 J4 J2
J1
J5 J3
J9-2 = (-)
ZOOM IN
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Common Causes:
Testing:
Suggested Corrective Action:
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CLDO
MCB Control Board
Multi-Drop
Buffer Board
If this LED doesn’t blink, then check If this LED doesn’t blink, then check
this wiring or LMCSS board. this wiring or CLDO control board.
Suggested Corrective Action: Check the plugs, wiring, and fuses. If all of these are
shown to be in good condition, the serial UARTon the MCB (receiver) or on the
multidrop buffer board (transmitter and/or receiver) or on the 6970 CLDO control
board (transmitter) may be damaged- try replacing the MCB board and/or the
multidrop buffer board and/or the 6970 CLDO control board.
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Testing:
Suggested Corrective Action:
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Description: The cars actual motion did not follow the expected profile.When stopping
at a floor, the car has stopped beyond the expected stopping point (floor level)
Common Causes:
1) When stopping at a floor, the car has stopped beyond the expected stopping
point (floor level).
2) As the car was running through the hoistway, an NTSD switch (1LS or 2LS inputs
to MCB) was activated at the wrong point.
Testing:
Suggested Corrective Action:
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Description: The software direction limits may be enabled with the EEPROM
parameter “ENA Dir Lim NY”. When enabled, the software will prevent the car from
running below the bottom floor or above the top floor. The software will use the
PVT to determine wher the car is, and whether or not it is beyond the valid limits of
travel. The software direction limits are used for normal/automattic mode, TCI
mode, and controller inspection mode.
If the software limits are enabled, and the car travels beyond the software limit,
the LMCSS will stop the car and log this fault. Note that when the software limits
are NOT enabled, and the car is run past a terminal on inspection mode the
mechanical limit switches will open, interrupting the feed to the MANUP/MANDN
switches, thereby removing demand from the system without causing an error.
Common Causes:
1) The mechanic has run the car into a terminal landing until the (software)
inspection limit switch was activated.
2) While stopping at a terminal landing, the car slid past the normal (software) limits
for travel.
Testing: N/A
Suggested Corrective Action:
1) No corrective action is required as this fault does not indicate any functional
problem with the elevator.
2) Check profile parameters?? do learn run??
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Description: The drive has transmityted a message to the LMCSS that indicates that
the armature current has exceeded the “LIMIT POINT” EEPROM parameter in the
DBSS.
Common Causes:
Testing:
Suggested Corrective Action: Increase the value of the “LIMIT POINT” EEPROM
parameter
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Note
convergence
near zero
velocity
Normal Profile
Time
Figure 8: Velocity Error Detection
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Description: When the car begins to leave a landing, the car must begin moving
before the car non start timer expires. The value of this timer is determined by the
EEPROM parameter “CAR_NON_STRT [s]”. If the car has not moved before this
timer has expired, it is assumed that there is a traction loss, and the car is shut
down as a safety measure.
Common Causes:
1) Traction loss.
2) PVT has become disconnected from the motor shaft.
3) PVT wiring has been disconnected.
4) Drive fault of some sort- need more details.
Testing:
1)
2) Verify the PVT’s mechanical connection to the motor shaft.
3) Verify the PVT is wired as per the wiring diagrams (see Area 3).
4) Check DBSS fault log.
Suggested Corrective Action:
1)
2) Repair PVT connection.
3) Repair PVT wiring.
4)
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2) Using the service tool, press M-2-1-3 (Monitor Inputs) and press GO ON until the
U and D discrete inputs are monitored. Verify the state of the signals according
to the table below while running the car from (controller) inspection:
Relay Direction MCB pin Voltage SVT signal
Up J6-1 30V DC U
U Stopped J6-1 0V DC u
Down J6-1 0V DC u
Up J6-2 0V DC d
D Stopped J6-2 0V DC d
Down J6-2 30V DC D
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4,5) With the car stopped between floors (put car on inspection), verify that the ADZ
relay is de-energized.
4,5) With the car stopped in a door zone (where a rear opening exists), verify that
the ADZ relay is energized (the MCB must know position, and the car must be
stopped at a valid landing on automatic mode).
6) With the car stopped in a front door zone, and the ADZ relay picked, use a
service tool to monitor the state of the input shown in menu M-2-1-3. The ADZ
input should be active (in capitol letters).
6) With the car stopped between floors (put car on inspection) and the ADZ relay
dropped, use a service tool to verify the state of the input shown in menu M-2-1-
3. The ADZ input should be inactive (in lower case letters).
7) Using a voltmeter, check the 115 VAC power supply. It should be between 103V
and 127VAC. Refer to areas 1 and 5 in the wiring diagrams.
8) Using a voltmeter, check the 30V DC power supply. It should be between 27-
33V DC. Refer to areas 1 and 6 in the wiring diagrams.
9a) With the car stopped in a door zone (where a front or rear opening exists), verify
that 115 VAC is present on connector P3-3 on the MCB (DBP input).
9b) If the correct voltage is present, use the service tool to verify the input is the
active state in menu M-2-1-3 (DBP should be in capitol letters).
Suggested Corrective Action:
1) Replace the DZ relay.
2) Replace the MCB.
3) Replace the MCB.
4) Replace the ADZ relay.
5) Replace the MCB.
6) Replace the MCB.
7) Repair the 115VAC power supply and check circuit breakers.
8) Repair the 30V DC power supply and check circuit breakers.
9a) Repair the wiring to the DBP input.
9b) Replace the MCB.
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Description: The state of the GDS relay coil (monitored by the DFC input) does not
agree with the state of the 23/24 contact of the GDS relay (monitored by GDS_CHK
input).
Common Causes:
1) The GDS relay has failed.
2) The DFC input on the MCB has failed.
3) The GDS_CHK input on the MCB has failed.
4) The 30V DC power supply for the GDS relay contact check has failed. (This error
should be accompanied by several other similar errors if the power supply has
failed)
Testing:
1) The GDS relay should be picked (energized) when the doors are closed, and
dropped (de-energized) when the doors are open.
2) Using the service tool, monitor the DFC input in menu M-2-1-3. The input
should be on with the doors closed, and off with the doors open. Also monitor
the voltage at connector J3-7 on the MCB. It should be 120VAC with the
doors closed and 0V with the doors open.
3) Using the service tool, monitor the GDS input (GDS_CHK) in menu M-2-1-3.
The input should be on with the doors closed, and off with the doors open.
Also monitor the voltage at connector J6-3 on the MCB. It should be 30VDC
with the doors closed and 0V with the doors open.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
Suggested Corrective Action:
1) Replace the GDS relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 30V DC power supply and circuit breaker CB61.
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1) Verify that all of the relays in the DBD chain are de-energized with the car
stopped. This is best done with the cotroller powered down and locked out, and
using a DMM to measure the resistance of the string. Refer to area 5 in the
wiring diagrams.
2) Using the service tool, monitor the DBD input in menu M-2-1-3. The input should
be on with the car stopped and safety chain open, and off with the car in motion.
Also monitor the voltage at connector J3-1 on the MCB. It should be 120VAC
with the car stopped and 0V with the car running.
3) Verify that 115VAC power supply for the MCSS is between 103 and 130V AC.
Suggested Corrective Action:
1) Replace defective relay as required.
2) Replace the MCB.
3) Check/repair the 115VAC power supply and circuit breaker CB63.
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Description: This fault is logged only when the EEPROM parameter “COUNTRY
AJG” is set to a 1 (controller manufactured in Japan for Japanese applications) or a
2 (controller manufactured in Germany for European applications). This fault will
not be logged when the controller is configured country type 0 (manufactured in US
for applications in all countries). When the fault is logged, it indicates that the
safety chain has been opened.
Common Causes: N/A for US manufactured controllers.
Testing:
Suggested Corrective Action:
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Description: The state of the DZ relay or ADZ relay does not agree with the state
expected by the microprocessor. The relay(s) are commanded to pick by the
LMCSS when the car is in the door zone, and the software has determined it is safe
to open the door. If the back contacts do not see that the relay is in the expected
state, this fault willl be logged. Refer to Areas 5 and 6 in the wiring diagrams.
Common Causes:
1) The DZ or ADZ relay may be failed.
2) The DZ or ADZ output driver on the MCB may have failed.
3) The back contact checking input to the MCB may have failed (DZCHK or
ADZCHK).
4) The 115VAC power supply for the DZ/ADZ relay coils may have failed.
5) The 30VDC power supply used to check the back contacts on the relays has
failed (note that if this happens, there will be many other faults in the error log as
well like 2807, 2808, 2811, and 2816.
Testing:
1) Using a DMM, measure the coil voltage of the DZ (or ADZ) relay. When the car
is in the door zone and the doors are commanded to open, there should be
115VAC across the relay coil.
2) Using the service tool, monitor the DZ and ADZ outputs in menu M-2-1-4. The
inputs should be on when in door zone and off when the car is not in the door
zone.
3) Using the service tool, monitor the DZ and ADZ inputs in menu M-2-1-3. The
inputs should be on when the relays are picked (in door zone) and off when the
relays are dropped (not in door zone).
4) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
5) Measure the 30VDC motion power supply across the terminals of capacitor C61
on the motion panel. The voltage should be between 27 and 33VDC.
Suggested Corrective Action:
1) Replace the DZ or ADZ relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.
5) Check/repair the 30VDC power supply and circuit breaker CB61.
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Common Causes:
1) Typically, one of the relays controlled by the EES relay has stuck in the
energized position.
2) One of the inputs listed above has failed in the energized state.
3) The output driver controlling the EES relay is stuck in the energized position.
4) The UCM or UCMX relay has failed its health check at the start of a high speed
run (logged only with E3/411MV when EEPROM parameter LSP TYPE is set to
2).
Testing: Note- no other specific fault would be logged if the ICES or DZ or ADZ inputs
have stuck on!
Suggested Corrective Action:
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1) The EES relay should be normally picked (energized) at all times. It is only
dropped (de-energized) when there is a system fault, or, briefly, during a drop test
at the start of a run.
2) Using the service tool, monitor the EES output in menu M-2-1-4. The outut
should be on at all times, except briefly at the start of each run, or if a system fault
exists. Also monitor the voltage at connector J2-1 on the MCB. It should be
0VAC at all times, except when the EES relay should be dropped. (Note that an
open circuited relay coil will read as 0VAC at terminal J2-1 at all times)
3) Using the service tool, monitor the EES input (EESCHK) in menu M-2-1-3. . The
input should be normally on , except at the previously defined points. Also
monitor the voltage at connector J6-8 on the MCB. It should be 30VDC when
the EES relay is picked.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
5) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
Suggested Corrective Action:
1) Replace the EES relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 30V DC power supply and circuit breaker CB61.
5) Check/repair the 115VAC power supply and circuit breaker CB63.
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Common Causes:
Testing:
Suggested Corrective Action:
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Description: The car is out of the door zone, but the doors are open. Note that if the
car was running when this fault occurred, a 2813 fault will also be logged. ( Is this
a duplicate with error 2901 and 2709 ?? )
Common Causes:
Testing:
Suggested Corrective Action:
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2) With the doors fully closed, verify that the DLR and ADLR (with rear doors) are
both energized. With the doors fully open, verify that the DLR and ADLR relays
are de-energized. Refer to area 2 in the wiring diagrams.
3) Verify that the FAULT relay is always energized, except during the EES drop test
at the start of each run.
4) With the FAULT relay energized, check that the DLF input in menu M-2-1-3 on
the MCB in active.
5) Put the car on Access operation. Verify that the AUD and FAULT relays are
energized.
6) Cycle the doors open and closed. Verify that the voltage on the coil of the DLR
or ADLR relay is correct as per the table below:
Door Controller Voltage at Voltage at relay coil
State Terminal Terminal (DLR or ADLR)
Open B-21(front) 115 VAC 115 VAC
Closed B-22 (rear) 0 VAC 0 VAC
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Description: Each time that the MCB is powered up (when rope gripper or disk brake
supplied) or before each high speed run (when governor trip solenoids are
supplied), the operation of the UCM and UCMX relays is checked. If the relays do
not operate as expected, this error is logged. Note that this fault is logged only with
type 7 (E3/411MV) elevators.
Common Causes:
1) Either the UCM or UCMX relay has failed.
2) Either the UCM or UCMX output driver on the MCB has failed.
3) The UCMCHK input on the MCB has failed.
4) The 120VAC power supply for the UCM, UCMX relay coils has failed.
5) The 30VDC power supply for the UCM, UCMX back contact check has failed.
Testing:
1) Using a temporary jumper, connect the A1 side of the UCM coil to 110VAC at
terminal TB71-13. Verify tht the UCM relay is energized. Repeat with the
UCMX relay.
2) (With rope gripper or disk brake) Remove power from the controller. Verify that
the UCM and UCMX relays cycle after the controller power is restored.
2) (With governor trip solenoids) Enter a car call. Verify that both the UCM and
UCMX relays are energized briefly before the EES relay drop test.
3) With the elevator idle, use a temporary jumper to short contacts 21/22 of the
UCM relay. Use the service tool to monitor the UCM_CHK input (UCM in memu
M-2-1-3). The input should be active/upper case. Remove power from the input
by turning off circuit breaker CB63. Verify that the UCM_CHK input is
inactive/lower case. Restore the circuit breaker and remove the temporary
jumper
4) Verify that the 30V power supply is between 27 and 33V DC.
5) Verify that the 115VAC power supply is between 103 and 130 VAC.
Suggested Corrective Action:
1) Replace the UCM or UCMX relay as required.
2) Replace the MCB.
3) Replace the MCB.
4) Repair/replace the 30VDC power supply.
5) Repair/replace the 115VAC power supply.
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Description: At the start of each run, the EES relay is dropped and the state of several
inputs to the LMCSS processor are checked to verify they are in the de-energized
state. If the /INS input is energized during the EES drop test, this fault will be
logged. The car will be shut down if the max number of drop test faults is
exceeded. Note that this fault will only be logged with type 7 elevators (E311MV
and E411MV).
Common Causes:
1) The /INS input on the LMCSS board has failed in the energized state.
2) The /INS input on the LMCSS board is shorted to the 24V supply.
3) The EES relay has failed in the energized state.
4) The EES output on the LMCSS has failed in the energized state.
Testing:
1) Using a DMM, measure the voltage at terminal P7-10 on the LMCSS board while
the car is on controller inspection mode (refer to area 6 in the wiring diagrams).
It should measure 0V DC. If it measures 24V DC, check for a wiring fault.
2) With the car on controller inspection, monitor the /INS input using a service tool
and checking menu M-2-1-3 (monitor inputs). The INS input should be in upper
case.
3) With the car on machine room inspection, press the inspection up or down
buttons while watching the EES relay. The relay should drop out momentarily
after the button is pressed.
4) Use a DMM to monitor the voltage across the EES relay. It should be
approximately 115VAC while the relay is energized. With the car on machine
room inspection, press the inspection up or down buttons while watching the
EES relay’s coil voltage. The coil voltage should momentarily go to zero volts
after the button is pressed.
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3) Set the “VELOC PROFILE2” EEPROM parameter in menu M-2-3-3 (M-2-3-2 with AAC
software) to the desired velocity in mm/sec. (multiply ft/min by 5.08 to get mm/sec)
4) Press M-2-1-2 on the service tool and [GOON] until the MGRu2 command apperars.
Press [BLUE][ENTER] on the service tool. The car will now run at the velocity
specified by the “VELOC PROFILE 2” EEPROM parameter.
5) Press [GOON] until the Gtn command appers on the servie tool. Enter the floor number
and press [BLUE][ENTER] to runthe car to that floor.
Note that the thrird profile can be used instead/in addition to the second profile by setting
the “VELOC PROFILE 3” parameter and invoking the MGRu3 command.
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SAF - Monitors the state of the C relay coil, and the entire safety chain.
Active (SAF) = C relay picked, Safety Chain Made
Inactive (saf) = C relay dropped, Safety Chain Open
INS - Monitors the INA or INA and INB relays to determine the operating mode of the
elevator.
Active (INS) = On inspection mode (TCI, machine room or access)
Inactive (ins) = On normal/automatic mode
DBP - Monitors the state of the door bypass section of the safety chain.
Active (DBP) =The DZ or ADZ relay is energized bypassing the GDS relaay in the
safety chain thereby allowing levelling/relevelling with open doors.
Inactive (dbp) = The DZ and ADZ and SC relays are de-energized.
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SC - Monitors a contact of the SC relay. The SC relay is driven from the ANSI Speed
Check Board (ASCB) and is energized when the car is running at less than
760mm/sec (150 ft/min).
Active (SC) = The SC relay is energized and the car is running at less than
760mm/sec (150 ft/min) or the car is stopped.
Inactive (sc) = The SC relay is not energized and the car is running at above
760mm/sec (150ft/min).
ETS - Monitors a contact of the ETSC relay. The ETSC relay is driven from the ANSI
Speed Check Board (ASCB) and is energized when the car is running at less than
90% (94% with E311VF/GEM/MVS/HVS) of contact speed.
Active (ETS) = The ETSC relay is energized and the car is running at less than
90/94% of contract speed or the car is stopped.
Inactive (ets) = The ETSC relay is not energized and the car is running at above
90/94% of contract speed.
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DBD - Monitors the set of relays which energize parts of the drive/motor/brake. All of
these relays must be dropped (de-energized) at the end of a run before the car
can start a new run. Some of the relays are de-energized during the EES drop
test. Refer to your wiring diagram to determine which relays are included in the
DBD chain for your version of controller.
Active (DBD) = All relays dropped out (de-energized) and power is applied to the
input connector on the MCB.
Inactive (dbd) = One or more of the relays are energized and there is no power
applied to the input connector on the MCB.
GDS = Monitors a contact of the GDS relay. The GDS relay monitors the state of the door
locks and gate switch(es).
Active (GDS) = The GDS relay is energized and the doors are closed.
Inactive (gds) = The GDS relay is de-energized and one (or more) of the doors are
open.
EES - Monitors a contact of the EES relay. The EES relay is normally energized and will
be de-energized by the MCB to perform the drop test or whenever the MCB needs
to open the safety chain in response to a system failure.
Active (EES) = EES relay is energized.
Inactive (ees) = EES relay is not energized.
LAC - Monitors the state of the J2/brownout relay. The relay is normally energized and will
de-energize when the building power drops approximately 8% below nominal.
Active (LAC) = J2 relay is de-energized and there is a brownout condition in the
building.
Inactive (lac) = J2 relay is energized and the building power is in tolerance.
AUD - Monitors a contact of the AUD relay. The AUD relay is energized when the car is
on access or access initiation mode.
Active (AUD) = The AUD relay is energized and the car is on access mode.
Inactive (aud) = The AUD relay is not energized and the car is not on access mode.
DZ - Monitors a contact of the DZ relay. The MCB will energize the DZ relay whenever the
car is in a door zone, running at less than 760mm/sec (150 ft/min), the car is on
normal/automatic mode, and the car is stopping at the floor (or is stopped).
Active (DZ) = The DZ relay is energized.
Inactive (dz) = The DZ relay is not energized.
ADZ - Monitors a contact of the ADZ relay. The MCB will energize the ADZ relay
whenever the car is in a door zone with a rear opening, running at less than
760mm/sec (150 ft/min), the car is on normal/automatic mode, and the car is
stopping at the floor (or is stopped).
Active (ADZ) = The ADZ relay is energized.
Inactive (adz) = The ADZ relay is not energized.
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PF - Monitors the state of the power failure input on the MCB. The MCb contains logic
which monitors the state of the 10VAC power supply input.
Active (PF) = The 10VAC power supply is less than 6.7VAC, signalling a loss of
controller power.
Inactive (pf) = the 10VAC power supply is greater than 6.7VAC, indicating the
presence of controller power.
PVU - Monitors the PVT data to determine what direction the car is moving.
Active (PVU) = The car is moving up (or was moving up before it stopped)
Inactive (pvu) = The car is moving down (or was moving down before it stopped)
EEP - Monitors the state of the EEPROM write protect switch on the MCB (SW2-2).
Active (EEP) = The write protect switch is in the ‘protect’ position and the EEPROM
data cannot be changed.
Inactive (eep) = The write protect switch is in the ‘non-protect’ position and the
EEPROM data can be changed.
BTS - Monitors the state of the battery check input. When the on board battery test is run
(in menu M-2-2-1), this input is used to check the charge on the battery.
Active (BTS) = The battery test input indicates a healthy battery.
Inactive (bts) = The battery test input indicates a failed battery (or battery test not in
process). This is the normal state of the input.
SVT - Monitors the state of the diagnostics DIP switch on the MCB (SW2-1).
Active (SVT) = The “EDG” DIP switch is in the off position which enables the serial
port to be used to communicate with a service tool.
Inactive (svt) = The “EDG” DIP switch i in the on position which enables the serial
port to be used with serial REM.
COD - Monitors the state of the code select DIP switch on the MCB (SW2-3)
Active (COD) = The “ANSI” switch is in the off position which disables the on board
door zone check circuit. This is the standard detting for all controllers.
Inactive (cod) = The “ANSI” switch in the on position which enables the on board
door zone check circuit.
DLF = Monitors a contact of the door lock fault relay (DLFR for GEM/MVS/HVS or FAULT
for E3/411MV). The DLFR/FAULT relay is normally energized and will be de-
energized when the relay circuits detect a shorted door lock or gate switch.
Active(DLF) = The DLFR/FAULT relay is de-energized because a door lock fault
has been detected by the relay circuits.
Inactive (dlf) = The DLFR/FAULT relay is energized and no door lock fault has been
detected.
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ETP - Monitors the state of the ETP relay. The relay is normally energized and is dropped
when the car enters the terminal zone. This relay and input are supplied only with
GEM/MVS/HVS systems.
Active (ETP) = The ETP relay is de-energized and the car is in ETP terminal zone
Inactive (etp) = ETP relay is energized and the car is not in the ETP terminal zone.
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