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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

GALAXY ELEVATOR CONTROL

INSTALLATION AND ADJUSTMENT
Elevator Controllers

by Mark Duckworth, R&D Engineering, G.A.L. Manufacturing Corp.

Here’s a look at some of the features of the GALaxy
controller.
Car and Hatch Wiring
The car and hatch are wired back to the machine room
with discrete wires. To make this chore simple, pull
sheets are provided showing job-specific traveling cable
and hoistway connections to individual terminals. For ex-
ample, traveling cable #2, wire #1, is wired from the 7C
terminal in the machine room to the 7C terminal in the
car-operating panel. The mechanic no longer needs to
create his own pull sheet.
The hall-call wiring diagram pull sheet shows the
wires starting at the outer layer of the bundle at the top
floor and continues down as the bundle is unwrapped.
Also, all machine room wires are connected to terminal
blocks. A sample pull sheet is shown in Figure 1.
Leveling System
The leveling system for the GALaxy controller uses a
perforated steel tape, hung the length of the hoistway. A
set of magnets are placed on the tape at each floor. There
is one eight-inch magnet used for the door zone and one-
to-five smaller two-inch magnets used for binary position
presets. A car-mounted selector is guided along the tape
by nylon guides. The controller uses the door zone mag-
net to determine the elevator’s position at the floor. At
the dead level position, the binary preset inputs are read
in to verify that the car is at the correct floor.
The tape is installed by attaching it at the top of the
hoistway, approximately 12 inches from the rail (see
Figure 2). The tape is then unreeled from the top of the
car while running down on inspection. At the bottom of
the hoistway, it is attached with a spring to keep it taut.

A B C D E F G H
C.O.P. TERMINAL JUNCTION TRAVELING TRAVELING HATCH HATCH HATCH HATCH
TO CAR TOP EQUIPMENT CABLE #1 CABLE #2 CABLE #1 CABLE #2 CABLE #3 CABLE #4
C1 ➔ S10 T1 ➔ S10 T2 – 1 ➔ 7C H1 ➔ H2 – 1 ➔ BU H3 – 1 ➔ H4 – 1 ➔
C2 ➔ GNO T2 ➔ LC T2 – 2 ➔ 8C H2 ➔ H2 – 2 ➔ 9D H3 – 2 ➔ H4 – 2 ➔
C3 ➔UL T3 ➔ SS T2 – 3 ➔ 9C H3 ➔ H2 – 3 ➔ 9U H3 – 3 ➔ H4 – 3 ➔
SELECTOR

51 C4 ➔ DZX
C5 ➔ DL
T4 ➔ FS2
T5 ➔ FS2H
T2 – 4
T2 – 5
➔ 10C
➔ 11C
H4
H5
➔ TA
➔ BA
H2 – 4
H2 – 5
➔ LDD
➔ LDU
H3 – 4
H3 – 5
➔
➔
H4 – 4 ➔
H4 – 5 ➔
C6 ➔ BPL T6 ➔ FS2C T2 – 6 ➔ 12C H6 ➔ AC H2 – 6 ➔ LLD H3 – 6 ➔ H4 – 6 ➔
C7 ➔ BP2 T7 ➔ DCB T2 – 7 ➔ 13C H7 ➔ H2– 7 ➔ LLU H3 – 7 ➔ H4 – 7 ➔
C8 ➔ BP4 T8 ➔ DOB T2 – 8 ➔ 14C H8 ➔ H2 – 8 ➔ L2D H3 – 8 ➔ H4 – 8 ➔
C9 ➔BPB T9 ➔ IND T2 – 9 ➔ 15C H9 ➔ H2 – 9 ➔ L2U H3 – 9 ➔ H4 – 9 ➔
C10 ➔ BP16 T10 ➔ FL T2 – 10 ➔ 16C H10 ➔ H2 – 10 ➔ L3D H3 – 10 ➔ H3 – 10 ➔
CRR➔ XP T11 ➔ FB T2 – 11 ➔ 17C H11 ➔ DTL H2 – 11 ➔ L3U H3 – 11 ➔ H4 – 11 ➔
CRW➔ -15V T12 ➔ NB T2 – 12 ➔ 18C H12 ➔ UT1 H2 – 12 ➔ L4D H3 – 12 ➔ H4 – 12 ➔
C11 ➔ DPL T13 ➔ CST T2 – 13 ➔ 19C H13 ➔ DT H2 – 13 ➔ L4U H3 – 13 ➔ CE1 H4 – 13 ➔
T2 – 14 ➔ 20C ➔ UT H4 – 14 ➔
DOOR OPERATOR

C12 ➔ DP2 T14 ➔ ACC H14 H2 – 14 ➔ L5D H3 – 14 ➔ CE2

52 C13 ➔ DC
C14 ➔ DO
T15 ➔ IU
T16 ➔ ID
T2 – 15
T2 – 16
➔ 21C
➔ CUL
H15
H16
➔ DN
➔ UN
H2 – 15
H2 – 16
➔ L5U
➔ L6D
H3 – 15
H3 – 16
➔ CE3
➔
H4 – 15 ➔
H4 – 16 ➔
C15 ➔ NUO T17 ➔ INS T2 – 17 ➔ CDL H17 ➔ SS H2 – 17 ➔ L6U H3 – 17 ➔ 10 H4 – 17 ➔
C16 ➔ LC T18 ➔ CSS T2 – 18 ➔ HB H18 ➔ GND H2 – 18 ➔ L7D H3 – 18 ➔ 20 H4 – 18 ➔
C17 ➔ DCL T19 ➔ HSS T2 – 19 ➔ DP1 H19 ➔ LC H2 – 19 ➔ L7U H3 – 19 ➔ 2U H4 – 19 ➔
C18 ➔ DOL T20 ➔ T2 – 20 ➔ DP2 H20 ➔ RTL H2 – 20 ➔ L8D H3 – 20 ➔ 3D H4 – 20 ➔
C19 ➔ CS T21 ➔ EE T2 – 21 ➔ DC H21 ➔ OLT H2 – 21 ➔ L8U H3 – 21 ➔ 3U H4 – 21 ➔
C20 ➔ GSI T22 ➔ UL T2 – 22 ➔ DO H22 ➔ DLM H2 – 22 ➔ L9D H3 – 22 ➔ 4D H4 – 22 ➔
C21 ➔ DPM T23 ➔ DZX T2 – 23 ➔ NUD H23 ➔ DLB H2 – 23 ➔ L9U H3 – 23 ➔ 4U H4 – 23 ➔
C22 ➔ JU T24 ➔ DL T2 – 24 ➔ H24 ➔ CS H2 – 24 ➔ BOD H3 – 24 ➔ 5D H4 – 24 ➔
INSPECTION STATION

C23 ➔ JD T25 ➔ BPL T2 – 25 ➔ H25 ➔ HSS H2 – 25 ➔ BOU H3 – 25 ➔ 5U H4 – 25 ➔

C24 ➔ SS T26 ➔ BP2 T2 – 26 ➔ H26 ➔ PS H2 – 26 ➔ E1D H3 – 26 ➔ 6D H4 – 26 ➔
53 C25 ➔ CSS
C26 ➔ INS
T27 ➔ BP4
T28 ➔ BPB
T2 – 27
T2 – 28
➔
➔
H27
H28
➔ BF
➔ TF
H2 – 27
H2 – 28
➔ BP
➔ FS
H3 – 27
H3 – 28
➔ 6U
➔ 7D
H4 – 27 ➔
H4 – 28 ➔
C27 ➔ EBC T29 ➔ EPL6 T2 – 29 ➔ H29 ➔ RP H2 – 29 ➔ HC H3 – 29 ➔ 7U H4 – 29 ➔
C28 ➔ EB T30 ➔ OP T2 – 30 ➔ H30 ➔ JCS H2 – 30 ➔ GND H3 – 30 ➔ 8D H4 – 30 ➔
C29 ➔ L15 T31 ➔ GND T2 – 31 ➔
C30 ➔ L25 T32 ➔ T2 – 32 ➔ FOR CONSTRUCTION
C31 ➔ EG T33 ➔ T2 – 33 ➔ MACHINE ROOM INTERCONNECTIONS RUNNING PLATFORM ONLY
C32 ➔ FNL T34 ➔ GS1 T2 – 34 ➔ CAR CAR CAR CAR GND GND HC HC CONNECT MOTOR AND
FAN

C33 ➔ L25 T35 ➔ DOL #1 #2 #1 #2 BRAKE AS SHOWN

CPR ➔ FNH T36 ➔ DOL 1U 1U BP BP FS FS ON PAGE 1 AND 2 OF THE PRINTS
C34 ➔ CSS T37 ➔ CS FP DN
C35 ➔ HSS SAFETIES
54 C36 ➔
T38 ➔ DPN
T39 ➔ CE1 2U 2U 2D 2D ALT ALT MES MES SS MES
CONTROLLER
SWITCHES
C37 ➔ T40 ➔ CE2 JMDI DOWN
C38 ➔ T41 ➔ CE3 3D 3D HCC2 HCC COMN CST ALT ADI DOWN
C39 ➔ T42 ➔ THRU CABLE STPI UP
HWS HWS MRS MRS UN INSL DOWN
C40 ➔ T43 ➔ CDB BYPASS
C41 ➔ LC T44 ➔ 1C
20U 20U THRU HDB BYPASS
ELECTRIC

C42 ➔ SE T45 ➔ 2C NULL

J6 NODEN J6
EYE

C43 ➔ EE T46 ➔ 3C CAR CAR Governor SAFE UP

C44 ➔ EG T47 ➔ 4C 21D 21D #1 CGS RP SS IU
#2
C45 ➔ T48 ➔ 5C DOWN ID RUM
C46 ➔ T49 ➔ 6C TOP FLOOR CAR MUST BE INPHASE BUG
55 C47 ➔
C48 ➔
TRR ➔ XP
TRV ➔ –15V DRAWN BY RJC DATE 6/25/2001
C49 ➔ TBR ➔ TEL G A L G.A.L. MANUFACTURING CORP. ENGINEER RJC SHEET 1F OF 4
CBLK ➔ LJG TBV ➔ TEL 50 East 153rd Street Bronx, NY 10451
LIGHTS

E LE V
CWH ➔ L25 TBLK ➔ L15
ATO R DEVICES SCALE SGE D
CGR ➔ EG TWH ➔ L25 PART NO. KEY
TGR ➔ EG INCIDENT NO. 1
TFR ➔ KEY DESCRIPTION DATE ECM 1C-05L569 SH1F

Figure 1 – Pull Sheet

4 Educational Focus Compilation

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

The selector is then mounted

on the top of the car and is
connected to the tape by the

Elevator Controllers
nylon guides.
To install the floor mag-
nets, the car is placed dead
level at a floor. The tape is
then marked from a factory-
made hole in the selector.
The car is moved below the
floor, and a door-zone tem-
plate, provided by G.A.L., is
placed at the level position
mark. The template has
magnetic holders to keep it in Figure 4 – LCD User Interface
place while the door-zone
Figure 2 – Tape Mounting The four input buttons used with the LCD interface are
magnet and binary floor num-
up, down, mode and enter. The up and down buttons are
ber magnets are placed in the
used to scroll up and down to each menu item. When an
appropriate locations on the tape. Once the magnets are glued
appropriate menu item is reached, the enter button is used
in place, the template is removed, and the car is brought to the
to select the item. Figure 5 shows the main display menu.
next floor. The door-zone template and the configuration for
Some menu items, once selected, show a second
the binary preset magnets are shown in Figure 3.
menu. Again, the up and down buttons are used to scroll
LCD User Interface
through the menu items, and the enter button is used to
As with any microproces-
select a particular item. The mode button is used to go
SELECTOR TAPE

sor-based control system,

back to the previous menu.
BINARYthere has to be a means to
POSITION
Floor 8

MAGNET
BP1 alter job-specific parameters.
BINARYThe GALaxy controller has an
Floor 7
Figure 5 –
POSITION

FLOOR
MAGNET
BP2 LCD User Interface that is LCD Menu
MAGNET

BINARYmenu driven and is provided

POSITION
Floor 6

MAGNET
BP4 on every controller. There are
BINARY
only 46 field-adjustable vari-
Floor 5

POSITION
MAGNET
BP8
ables for the car and group
BINARYcombined. Why so few? The
POSITION Floor 4

MAGNET
BP16 car and group were pro-
grammed to calculate and
Floor 3

record necessary informa-

tion whenever possible in-
stead of using parameters.
Floor 2

Figure 3 – Magnet Template For example, the car

records its own door and
flight times for every floor and uses these values to cal-
culate its own estimated time of arrival (ETA). There are
no parameters to adjust to get accurate ETA times for dis-
patching. With this philosophy, there are simply fewer pa-
rameters to adjust.
The LCD interface uses a two-line by 24-character dis-
play and four buttons. This interface allows the user to
adjust parameters, view critical controller information,
implement the controller setup and view the elevator status.
A picture of the display is shown in Figure 4.

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

When the menu item is for adjustable variables, the
item is selected with the enter button, and the variable is
changed with the up or down buttons. The mode button is
used to move the cursor to the next digit. When the appro-
Elevator Controllers
The speed profile is adjusted from the LCD interface
through eight field-adjustable variables, pattern delay,
soft-start jerk, acceleration rate, roll-over jerk, deceler-

ation rate, deceleration jerk, floor target distance and

priate value is reached, the enter button is used to complete
the variable change operation and return to the current
menu. Figure 6 depicts the adjustable variable menu.
leveling speed.
The pattern-delay variable delays the start of the
speed-profile pattern. This parameter is used to adjust the
start of the car just after lifting the brake. The soft-start jerk
rate is the maximum jerk rate to roll into constant accelera-
tion from a dead stop. The acceleration and deceleration
rates are the constant rate to increase to top speed or
decrease to leveling speed, respectively. The roll-over jerk
rate and the deceleration jerk rate adjust the roll into and
out of constant velocity. These two parameters cause the
rounding at the top of the speed curve shown in Figure 8.
The floor target distance is the distance to start leveling
mode into the floor. Finally, the level-speed variable adjusts
the final leveling velocity. Typically, adjustment of the ride
profile is done with the mechanic changing parameters
on the LCD interface while watching the movement of the
machine sheave.

Figure 6 – Adjustable Variables Menu

FIELD FIELD FIELD FIELD FIELD FIELD FIELD FIELD
Hoistway Learn VAR.
38
VAR.
23
VAR.
24
VAR.
36
VAR.
25
VAR.
26
VAR.
27
VAR.
28

With the car running on inspection, and the door-zone PATTERN

DELAY
SOFT
START
ACCELERATION
RATE
ROLL
OVER
DECEL
JERK
DECELERATION
RATE
FLOOR
TARG.
LEVEL
SPEED
JERK JERK RATE DIST

magnets in place, learning the hoistway is easily done. RATE RATE

The installer selects the Hoistway Learn menu from the

LCD display. The display will show step-by-step instruc-
SPEED

tions to do the setup. The

menu items will change au-
TIME
tomatically when the dis-
play request is satisfied.
(See Figure 7).
In general, the installer Figure 8 – Speed Profile

will run the car down to the

buttom normal limit, and
then run the car up, without
stopping, to the top normal
limit. When the run to the
top is complete, the display
will show “Hoistway Learned.”
The car can then be placed
on automatic.
Speed Profile
The speed profile is gen-
erated by the on-board cen-
tral processing unit (CPU)
and is sent to the drive via a
16-bit digital-to-analog con-
Figure 7 – Learn Hoistway Menu verter (DAC). The output of
the DAC is a +/- 10 Volt signal.
Terminal Limit System
At each terminal, the GALaxy controller has a backup
slowdown system to guarantee that the car slows down
and stops at the terminal. As the car approaches the terminal
and hits a slowdown limit switch, the switch activates an
analog clamp to the speed profile for that particular limit.
The speed is clamped to a value that is adjusted by a
potentiometer (POT). With the car running on automatic
and having learned the hoistway, the adjustment of these
POTs, one for each limit, is set as follows:
1. The POTs are pre-adjusted not to clamp during initial
setup. (See Figue 9).
2. The car is run to the top and bottom limits for several
runs starting from one floor away. The next run is from
two floors away, and this continues until the car reaches
top speed.

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

Elevator Controllers
Figure 9 – S-Curve Board with Terminal Limit Clamps

3. The car is then sent to the middle of the hoistway,

placed on inspection, and then a jumper is placed on the
UR input.
4. The menu item on the LCD interface to set speed clamp
#1 is selected and will show the speed in feet per minute
(fpm) at which speed
clamp #1 should be set.
The display will also show
the current setting of
speed clamp #1 poten-
tiometer, also in feet per
minute. Figure 10 shows
the speed clamp menu for
the terminal limits. As with
the Hoistway Learn menu,
the menu items change
automatically when the dis-
play requests are satisfied.
5. As you turn the POT, the
display changes to show
the new speed setting.
The POT is adjusted until
set to the required value.
6. The remaining speed
clamps are adjusted in the
same manner by selecting
the appropriate speed
clamp menu item and
then setting the corre-
sponding potentiometer.
Figure 10 – Set Terminal Limit Our Goal
Clamp Menu
In short, the controller
was kept straightforward
and simple, making it easy to install, adjust and main-
tain. At G.A.L., our goal is to continue to look for ways
to improve the GALaxy controller and to make the in-
stallation and adjusting even easier.
Photos by Jaime Ordonez of G.A.L. Manufacturing Corp.

Educational Focus Compilation 7

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS
TROUBLESHOOTING MICROPROCESSOR
BASED CONTROL SYSTEMS
Elevator Controllers
by Ian MacMillan, manager of Engineering, O. Thompson Co.
Computers have become an essential part of our
everyday lives. They control everything from our cars to
our wristwatches. It’s not surprising that they are also
being used to control elevator systems. Many elevator
technicians allow themselves to be intimidated by eleva-
tor control systems using microprocessors. It is common
for many technicians to believe that a problem on this
type of equipment is beyond their ability to troubleshoot
and correct. This is not true. An intimate knowledge of
computers or other solid-state devices is not required to
accurately diagnose and correct a problem on this type of
equipment. The most important requirement is a good
working knowledge of the basic devices that are com-
mon to all elevator control systems.
The first elevator controllers to use microprocessors
were essentially relay-logic devices that utilized a micro-
processor to turn on various relays. These relays then, in
turn, performed the functions desired by the microprocessor.
Typically, these controllers had a large number of relays.
As microprocessors became smaller and more powerful,
they were used to replace relay-logic circuitry. This allowed
the elevator control systems to be built with fewer mechanical
parts, making them smaller and more reliable. Modern
elevator controllers typically have a small number of relays.
Compare this to equipment from 30 or 40 years ago, where
there were literally hundreds of relays in the machine room.
To be able to successfully troubleshoot a microprocessor-
based control system, it is important to have a clear under-
standing of some of the basic parts of the system that are
common to all different models and manufacturers. First,
in order for a microprocessor to operate correctly, it needs to
know what is happening within the elevator system. To
do this, various pieces of field equipment in the control
system are monitored by the microprocessor. The equip-
ment is connected to the microprocessor by what are
commonly referred to as inputs.
The voltage from an input will generally need to be
buffered somehow. This is because the voltage the micro-
processor uses is much lower than what would typically
be connected to most elevator devices. This voltage buffer-
ing can be accomplished in one of several ways. The two
most common methods are through the use of either resis-
tors or opto-couplers. In the first method, resistors are
placed in line between the equipment and the input. The
resistors are sized so that the voltage on the microprocessor
side of the resistor is low enough so it will not damage
the microprocessor.
8 Educational Focus Compilation
In the second method, an opto-coupler is connected to
the field equipment. An opto-coupler is a solid-state device
that takes a high voltage input from the field equipment
and fires an internal LED. This LED will, in turn, fire a photo-
transistor, which conducts when the LED is illuminated.
The output of the phototransistor is connected to the micro-
processor. Since the microprocessor is connected only to
the phototransistor, the voltage seen by the microprocessor
is low enough so no damage will occur to it. In this method,
the only connection between the field equipment and the
microprocessor is optical, so it is difficult to cause damage
to the microprocessor.
One common element in almost all control systems is
an LED connected to each input. These LEDs are used for
troubleshooting purposes. They allow the elevator tech-
nician to confirm there is voltage present at the input.
To make the elevator equipment perform different
functions, the microprocessor will turn on various out-
puts. These outputs are configured to perform the specific
function desired by the microprocessor. Outputs are typi-
cally arranged to perform such functions as enable the
drive, release the brake, run the elevator up or down, or
illuminate indicator lights. The outputs may be arranged
to drive relays, as they did on some early control systems.
This arrangement is still commonly used when the output
is controlling a high current device, such as a brake or
contactor. Since the current required to energize the device
is much greater than that which the output can safely with-
stand, a pilot relay will be used. Like inputs, outputs commonly
have LEDs connected to them for troubleshooting purposes.
To further aid the troubleshooting and adjusting processes,
most control systems will have some type of a monitor or
display. This display allows the technician to access the
parameters that control the operation of the microprocessor.
The display also allows the technician to see the status of
the system’s inputs and outputs. Monitoring these signals
is an important part of the troubleshooting process. If the
control system does not have a display, the inputs and out-
puts will need to be monitored by observing the various LEDs.
Often, microprocessor-based control systems will have
some type of a fault log. This log may be accessible through
the monitor or display, or it may be a series of LEDs that
display a fault code. This fault log will allow the techni-
cian to easily diagnose trouble with the control system.
This fault log can be an important troubleshooting tool.
Often it will allow the technician to accurately diagnose
problems with very little effort.
02-03-1 pg1-18 2/11/09
In order to better understand how a microprocessor-
based control system operates, let’s examine a simple
wiring diagram. Let’s assume that the control system we
are looking at controls the inspection operation on an
elevator. The microprocessor is constantly monitoring
the inputs to the system. Someone tries to run the elevator
on inspection operation in the up direction. When they do
this, the inspection up demand (IUP) input turns on. The
microprocessor must first determine if it is safe to move
the car. It does this by first verifying that all the appropriate
safety devices are closed. The SAF input will not be on if
the safety devices are open, and the demand to run the
car cannot be registered. Assuming the SAF input is on,
the microprocessor then verifies that the gate switch and
door locks are closed. The CG input monitors the gate switch.
If it is on, the microprocessor then checks that the door
locks are closed. It does this by verifying that the DG input
is on. Assuming all the appropriate inputs are on, the micro-
processor will now attempt to move the elevator.
PWR
SAFETY DEVICES
SF1
GATE
G1 G2
DOOR
LOCKS
L1 L2
G DG
9 5 5 9
INSPECT
SWITCH
AUTO
AUTO
INS INSP AUTO
INSP
INSP
UP
IUP
DN
IUP
IDN
IDN
In order to move the car, the microprocessor needs to
turn on several outputs. First, it will turn on a direction.
Since the demand was to run the car in the up direction,
the microprocessor will turn on the UP output. This will
cause the U relay to pick, establishing a direction and clos-
ing the M, or main contactor. Next the BK output is turned
on to release the brake. At the same time, the micro-
processor will send a speed demand to the drive device
to cause the car to run in the up direction.
If, at any time while the elevator is moving, a safety device,
door lock or the gate switch opens, the car will immedi-
ately stop. Note that the circuitry is arranged so that even
if there is a malfunction of the microprocessor and it attempts
to move the elevator, it cannot move unless all of the
safety devices are closed. This gives an added margin of
safety to the control system.
9:54 AM Page 9
EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS
Now that the elevator is moving in the up direction on
inspection operation, let’s assume that the person oper-
ating it wants to stop. When the button is released, the
IUP input turns off. The microprocessor will immediately
Elevator Controllers
set the speed demand to zero and turn off the BK output.
After a brief amount of time, the UP and BK outputs will
turn off. This short amount of time will allow power from
the drive device to remain connected to the hoist motor
long enough to allow the brake to set. This ensures that
the elevator car does not jump or bounce when it stops.
Now that we have an understanding of this basic control
system, it would be a relatively easy matter to troubleshoot
a problem with it. Let’s assume that when the button is
pressed to run the elevator car up, nothing happens.
Where should we start the troubleshooting process? The
best place would be at the very beginning of the diagram.
The first thing to check is that all of the safety devices are
closed. The SAF input should be turned on. If not, there is
an open device or the input may be bad. Next, is the G
relay energized? If so, is the CG input on? What about the
DG relay? Is it energized, and is the DG input turned on?
COM
SAF Finally, what about the IUP input? When the button is
SF2 pressed does it turn on? If all of these devices are operat-
CG ing properly, then we’ll need to examine the next circuit
14
G
13 in the control system.
DG
We have determined that the safety devices are closed,
G
12 8 14
DG
13
and the associated relays and inputs are operating properly,
UP
so we must now examine the run circuit in the control
LIMIT UP
UL1 UL2 14
U
13
system. First, when the button is pressed, does the micro-
processor attempt to run the elevator? As you will recall,
the microprocessor does this by first turning on the UP
U
12 8
M
14 13
output, and shortly after, turning on the BK output. You can
D M BK
BK
check to make sure this is occurring by monitoring either
12 8 12 8 14 13
the LEDs or the video display. Assuming the micro-
processor is turning on the outputs, the next item to
DOWN
LIMIT DWN
D
DL1 DL2 14 13
check would be the relays. Is the U relay turning on when
the microprocessor turns on the UP output? Assuming
that it is not, check to see if there is voltage from the G
and DG contacts. You can do this by placing your multi-
meter from terminal UL1 to COM. Next, it is necessary to
confirm that the up limit is closed by checking the voltage
from terminal UL2 to COM. If there is voltage present, the
UP output or the U relay may be the problem. Check the
voltage to the U coil at terminals 14 and 13 on the relay.
If voltage is present, then we have confirmed that the output
is operating properly, so the problem must be the relay.
As you can see from this example, when troubleshooting
microprocessor-based control systems, the most important
thing to remember is that these systems require the same
devices to operate as traditional relay-based control systems.
Don’t allow yourself to be intimidated by the solid-state
equipment. These types of control systems are often easier
to work on than other types of systems. c
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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

ADJUSTING COMPUTERIZED
ELEVATOR SYSTEMS
Elevator Controllers

by Barry Finch and Rob Isabelle, CEC

Not so many years ago, the adjustment of elevators for
a swift, smooth, accurate trip consisted of altering resistance
and capacitance, in various forms, directly by hand and
the positioning of vanes, pie plates or cams. A variety of
electromechanical marvels were dreamed up over the previous
century by talented engineers along with the manuals
and technical updates to maintain them and describe their
idiosyncrasies. Many of them performed their duties well
if they had their parts cleaned, lubricated and replaced
appropriately. But the electromechanical group control
systems, which usually relied upon analogue comparisons
and timers to determine the dispatching sequence, and
became ever larger and more complex as the dispatching
philosophies developed, often ran inefficiently due to contact
wear or contamination. Once the building was occupied,
it was almost impossible to restore the system. In fact, it was
almost impossible to tell if it was operating correctly. Hall
lanterns with inexplicable operations and mysterious arrivals,
and the lack of car arrivals was rather common. A fairly
typical sight was disconnected wires or some clockwork
mechanism in the group controller long since disabled.
It is all becoming just history. Although the first solid-
state controls merely emulated the relay predecessors,
the advent of microprocessor and computerized systems
allowed complex calculations and advanced communications
to revolutionize elevator control. Computerized Elevator
Control Corp. (CEC) was among the very first to embrace
this potential.
Modularity and programmability (hence versatility) are
characteristics of the CEC system for controlling elevators,
both the car and the group. The philosophy is to have reli-
able modules each performing its own task, receiving instruc-
tions from the car controller and returning information to
it. The cars constantly communicate with each other over
a high-speed digital datalink. Distributed dispatching provides
seamless service to the customer. In the event of one
control system being removed from service, another car
simply assumes this task if the existing group control car
is powered down or otherwise removed from automatic group
operation. Digital communication between controllers, to
the drives, the car and ancillary hall devices not only reduces
the number of wires required (and consequently cost),
but also permits real-time transfer of information to and
from these devices. The interrogation and these “packets”
to and from the car controller can be interpreted and dis-
played graphically on a computer even a standard “laptop,”
connected to the Human Interface port of any car, following
the installation of Swift-Wizard software on the computer.
Each controller contains its unique car control soft-
ware, its configuration and parameter data and the group
control software. The configuration data for a car is infor-
mation that is relatively fixed and not adjustable for
changes in operation, such as the rated car speed and the
number of front and rear entrances served. The car con-
trol software, group control software and configuration
data can be easily replaced in the controller by uploading
a coded file into the non-volatile Flash EEPROM con-
troller memory using a computer connected to the Human
Interface port and Swift-Wizard software. Updated files
can be created and provided by CEC Technical Support,
within minutes, and e-mailed directly to the site.
The parameter data for a car are values that the mechanic
might need to adjust at initial installation, and possibly
from time to time, such as the acceleration or roll-rate
and the door dwell times and can also be done through
the installation of the Swift-Wizard on a laptop computer.
The laptop serial port is connected to the controller
Human Interface port of the car controller to be adjusted
using a standard cable.
Swift-Wizard uses the “point and click” Graphical User
Interface method to allow viewing and adjustment of the
most commonly altered parameters, avoiding the need for
typing and for remembering mnemonics. The first Wizard
screen appears before it begins talking to the controller
and shows a selection of choices to run the Wizard online,
run the Wizard offline (do not connect to the controller,

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

as explained later), upload new software or configuration

data or show a Terminal screen (this is to communicate
with the controller in a plain way without the Graphical

User Interface, in which some extra commands are avail-
able). There is also a Help button, a Setup button to make
choices such as selecting another serial port or choosing
non-standard file locations and an Exit button.
The usual selection is to run the Wizard online in order to
view the adjustment parameters grouped by function type,
to change them if required and possibly to examine the
Diagnostic screen of current operation. After clicking this
button, the Wizard requires the password (previously assigned
by the maintenance company), unless this is a continua-
tion of a Wizard session in which a password was already
provided. The Swift-Wizard then communicates with the
controller and obtains the configuration of the group and
the car and the current adjustable parameter settings.
From this main screen, it is possible to view group opera-
tion, see information about devices present on the system
and their software versions (since multiple programmable
modules are used), change communication ports or disk
file paths or view parameters of the connected car with the
Car Main screen.
The parameters are shown on seven screens, grouped
by functionality, selected from the Car Main screen. These
are the Load Weighing, Services, General, Brake, Motion,
Door Timing and Limits screens. Three other screens of a
different type are also available. The Drive screen is avail-
able when the car configuration indicates a Magnetek
drive. The Parameters screen loads, stores and views files of
parameter data. The Diagnostic screen continuously
shows the current status of any selected car in the group
in practically every detail.
Consider the Brake screen for example. If it is selected
by clicking its button, the adjustable voltage and time
parameters are displayed. This screen includes a color-
coded graph of brake voltages as chosen at the various
points of the trip and during any relevelling. If the pa-
rameters are changed, the graph will adjust accordingly
to give a visual representation. For example, the brake-
start-lifting voltage, applied immediately when the run
starts, the brake-lifting voltage (maintained for the
brake hold delay time) and the brake-lift time are the
three parameters which define brake operation at the
start of a trip. The voltage ramps up from the instanta-
neous brake-start-lifting voltage to the brake-lifting
voltage over the brake-lift time, then holds there for the
brake-hold delay time before dropping to the brake-
holding voltage. Stopping and relevelling parameters
are also settable, and the limits of brake voltage and
current are to be specified on this screen.
Elevator Controllers
Any numerical parameter is adjusted simply by pulling
a “slider bar” on the screen with the computer mouse. No
typing is required, and a nearby label shows the corre-
sponding value as the slider is moved. Any revised parameters,
not yet sent to the controller, are highlighted in purple for
easy reference. Revised parameters can be sent to the
controller with the click of a button.
While the car control is using the parameters, some of
which might have been altered, a copy of the previous param-
eters is kept in the controller’s Flash EEPROM memory and
can be restored (copied back to the controller RAM) by the
click of a button. Also, this restoration process happens au-
tomatically if the Swift-Wizard cable is disconnected from
the controller Human Interface port so modified parameters
will not be used in subsequent operation unless they are
specifically copied to the Flash EEPROM memory.
The seven-parameter screens each have four clickable
buttons with identical purposes on each screen – Send,
Write, Cancel and Close. Clicking the Send button will imme-
diately cause any changed parameters on this screen, and
this screen only, to be sent to the controller RAM where
they will then be used for elevator operation. However,
this will not affect the previous set of parameters in the
controller which are stored in its Flash EEPROM memory.
This permits the effects of adjustment to be studied while
having the ability to instantly restore previous param-
eters. For example, if the mechanic is called away during
the work and wishes to restore the car to automatic opera-
tion without the new settings, it will be noticed that the
purple highlight disappears from any changed param-
eters on this screen, because these all now match the
controller RAM. This is not simply assumed; all parameters
are actually read back from the controller at this point to
assure communication integrity.
Clicking the Write button will copy all adjustable parameters
from the controller RAM to the controller Flash EEPROM,

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

making them “permanent” in the sense that they are now (d-inch units with the lower terminal always considered
the only set of parameters in the controller (of course, they to be at 1,000 DPPs as a reference). If the Down Slow-
can be changed again at any time). The mechanic would down Limit (DSL) button is clicked, the USL settings dis-
Elevator Controllers

perform this step after being satisfied with the effect of
any changes.
Clicking the Undo button will allow a choice between
two quite different ways of cancelling recent changes.
Any changes on this screen only can instantly be can-
celled by making all its parameters the same as those
in the controller RAM from a separate copy kept in
Swift-Wizard, or all parameters both in controller RAM
and on all Swift-Wizard screens can be restored from
controller Flash EEPROM.
Clicking the Close button will make this screen disappear
and the Car Main screen will reappear, allowing another
choice. Any parameters which have been changed on this
screen but not sent to the controller will remain and appear
(highlighted) if this screen is viewed again, allowing the
mechanic to browse between sets of parameters and the
Diagnostic screen without losing work in progress.
There are many parameters that are either set or reset
and have no numerical value. These are shown as check-
boxes on the screen that are simply clicked to alter them,
such as whether a buzzer will sound during VIP service,
set on the Services screen. These are termed Control Status
Word (CSW) flags. As with the numerical parameters, any
CSW flag on the screen that differs from the controller
RAM setting will be highlighted in purple.
About 100 adjustable numerical parameters and about
80 settable flags are shown on the seven-parameter
screens. In order to fit these in the space, in some cases,
they have been grouped by function, and tabs or buttons
are provided for selection. For example, on the Limits
screen, the Up Slowdown Limit (USL) settings can be
viewed and altered if appropriate. An adjustable slider is
shown for each USL on the job, showing its position in DPPs
appear, and the DSL position References appear in their
place. Similarly, on the Services screen, buttons are clicked
to choose between viewing the VIP/RECALL, INDEP/EP
or FIRE groups of CSW flags.
When any of the seven-parameter screens is closed
(hidden to be replaced by another screen), any parameters
that have been changed on that screen are drawn to the
attention of the adjuster with a message, and an option is
given to transmit them to the controller. If this is not chosen,
the changes have no effect on operation but do remain
on this screen, highlighted, and will be seen if the screen
is viewed again. This can be useful because some of the
screens have “folder tabs” to allow several groups of
parameters to be shown in the same space, so an altered
parameter might currently be hidden while another folder
is being used.
Each parameter is identified by a three-character code
as they are within the controller. These are similar to the
method of designating relays on the old wired controllers.
Also, as the computer mouse is moved across the mnemonic
or value for a parameter, a description of it is shown in a
panel near the bottom of the screen.
On the Motion screen, buttons are used to choose between
viewing the speed-control parameters such as accelera-
tion, viewing a group of parameters, such as Inspection
Speed and maximum Gate Lock velocity, and viewing the
pre-conditioning parameters if pre-conditioning is speci-
fied. On some controllers, a group of MMS-reduced speed
parameters is also available and may be selected and set
for reduced car speed, acceleration and deceleration.
Similarly, the Load Weighing, Services, General, Door
Timing and Limits screens facilitate adjustment of their
parameter groups.

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

About half of the adjustable parameters within the con-

troller (those most commonly used) have been selected for
viewing on the Wizard graphical screens. The others can

Elevator Controllers
be seen and changed in a basic text screen, the Terminal,
that is part of the Wizard and is invoked from the Car Main
screen with the click of a button. This accepts commands
compatible with earlier versions of the CEC adjustment
interface software, such as the use of the three-character
mnemonic codes to reference parameters.
From the Motion screen, the car can be run single or
multiple floors to allow examination, for example, of
the effect of changes to the brake or speed-control pa-
rameters. The Motion screen includes a continuous
real-time display of the car speed, its reference speed
and its position in DPPs to aid in this examination.
Also, the speeds on entering the three levelling zones
and the speed at the instant that the Gate Lock opens
are shown at the end of each trip. for playing back a diagnostic recording of operation,
The Drive screen presents a picture of the PCDU unit which can be done on any computer with no connection
for communicating with a Magnetek DSD412 drive and is to the controller required once stored on disk from the
available when the car configuration indicates this drive. Diagnostic screen.
The screen buttons provide not only the appearance but The Group screen, available from the Main or Diag-
also the functionality of a PCDU unit and can be clicked nostic screens, shows a pictorial of group operation with
to examine and change drive parameters as described in the car symbols moving up and down the screen, car calls
the Magnetek Technical Manual. Also seen are the car and hall calls with waiting times and ETAs shown. Hall
speed, reference speed and position as described above calls can be placed on this screen by clicking in the hall
for the Motion screen, and the car can be run single or call column at the appropriate floor.
multiple floors from this screen.
The Parameters screen facilitates storing all
configuration and parameter data in a disk file,
viewing these files and loading parameters.
By clicking the Save button on this screen, all
configuration data and parameters of the con-
troller are stored in a selected file (a recom-
mended file-naming scheme is suggested as
default). Aside from being able to keep a per-
manent, viewable record of the parameters at
any time, there are two other purposes for
these files. It is possible to load such a file of
parameters into Swift-Wizard when con-
nected to any controller (a warning will be
given if such basic configuration as controller
type or car speed are not the same) by click-
ing the Load button on this screen. This is the
same as entering all parameters manually and
the seven screens described earlier will show
these values from the file, any that vary from
the controller RAM setting being highlighted
in purple. They can all be transmitted to controller RAM The Diagnostic screen is a vital element of Swift-Wizard.
by clicking the Send button on this screen or transmitted It shows either the current operation of any selected car
selectively from the individual screens such as Limits or or some previous operation which might have been
Door Timing. A configuration and parameter file is required stored within the controller, called Diagnostic Frame

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS
Capture. This stored operation is a window of about 30
seconds, enough to troubleshoot problems, at a resolution
of 1/16th second. Whether current or playback of cap-
Elevator Controllers
tured data, all inputs (such as from switches and vanes)
and outputs (such as commands to apply door open or
close power) can be seen, plus the car speed, reference
speed and position as described above for the Motion
screen. There is space on the screen for much more than
100 signals. Often, there is more than this on a job, so
other boards (blocks of 24 or eight signals for Futura or
Meridia controllers) can simply be selected for display in
place of any block already showing.
The frame capture can be performed instantly by
clicking a button, obtaining the prior 30 seconds, or a
trigger can be set by selecting the Setup screen. A list
of fault codes is given, and one of these can be selected
as the trigger. Alternatively, some number of DPPs errors
can be specified between the expected and actual posi-
tion when encountering a slowdown point. When the
fault occurs or the position error limit is exceeded, the
approximate prior 30 seconds of status for a “couple of
hundred” controller signals, speed and DPP position are
recorded in the controller. The Swift-Wizard computer
can be removed and reconnected at some later date,
with the car being in normal operation during the in-
terim. If the frame capture has triggered, the diagnostic
data is available, provided that the controller power has
not been removed. Upon selecting the Diagnostic
screen, an indication is given that data is captured. The
14 Educational Focus Compilation
view in the Diagnostic screen can be switched from
current operation to playback of the captured data by
clicking a button. The date and time are shown at the
top of this screen, and the title bar changes color from
blue to red when viewing playback so it is clear
whether current or stored information is being viewed.
The captured data can be stored in a “Frame” file on
computer disk. When this is selected, Swift-Wizard first
stores a configuration and parameter file then the frame file.
This pair of files, several of which will fit on a diskette,
can be taken to the office, sent to CEC, transmitted by e-mail,
etc. and Swift-Wizard running in its off-line mode, with
no controller connection required, can be used by the
maintenance company or by CEC Technical Support to
troubleshoot problems. In this off-line mode, only the
Diagnostic screen is available and shows precisely what
would be shown if it were being viewed at the time of
occurrence, with the vital difference that buttons are pro-
vided to freeze-frame, run or step forward or backward in
increments of 1/16ths of a second or faster if preferred,
for as long as required.
Being software-based, tools such as this are readily
extensible at relatively low cost. With the Swift-Wizard
combination of screens for reviewing and adjusting param-
eters and for examining the results of adjustment, the ele-
ments of the procedure are greatly simplified, allowing
full emphasis to be placed on the study of the car and
group operation.
Barry Finch, over his 25 year career, has developed re-
mote monitoring systems, including one for 273 escalators
as well as portable monitoring
equipment for elevator controllers,
in-car vibration, noise and accel-
eration and three-phase supply
monitoring software customized to
track phase consistency, frequency
and waveform as well as voltage
sags, surges and blips. He is an
avid cyclist, and his current project
at CEC is to develop the next gen- Finch
eration of remote elevator moni-
toring for the Futura and Meridia controllers.
Rob Isabelle is a mechanical engineer who started
his career in 1984 with Otis. After 13 years with KJA
Consultants, a leading elevator consulting firm in Canada,
he joined ThyssenKrupp. After
holding senior management posi-
tions in Montreal and Vancouver
with ThyssenKrupp, he was pro-
moted to president of CEC in 2000.
In his current role, he oversees the
manufacturing, sales and research
and development of CEC controller
products. Isabelle is also an avid
Isabelle
athlete qualifying for the Hawaii
Ironman Triathlon in 2000.
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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS
IMC PERFORMA
INSTALLATION BASICS
by Thomas A. Vicidomine, Regional Field Instructor, MCE
Motion Control En-
gineering, Inc. (MCE)’s
IMC Performa traction
elevator control sys-
tem offers top perfor-
mance with simplified
adjustment procedures
for premium DC proj-
ects. The system was
designed to take 12-
pulse technology to a
new level. This arti-
cle summarizes basic
installation procedures,
covers simplified ad-
justment procedures
and offers helpful tips.
Troubleshooting solu-
tions are also dis-
cussed. Of course, this article is an overview and not
intended to be a substitute for the manufacturer’s instal-
lation and adjustment manual.
Performa System Characteristics
Sophisticated IMC Performa software simplifies system
setup and operation. A split parameter adjustment screen
provides a full explanation of the effect of adjustments
on controller operation, default values and the allowable
adjustment range for the active (highlighted) parameter.
Parameter-specific warnings and tips are also displayed.
(See Figure 1).
Figure 1 – Pattern (Shift F4) Advanced View Screen
Elevator Controllers
Automatic calibration of brake, motor field and speed loop
gains, which the system performs, are intended to save hours
of field adjustment time. Performa microprocessors work in
tandem with high-resolution digital components, using soft-
ware optimizations to provide tight tracking and improved
position and leveling accuracy. Performa is capable of handling
car speeds up to 1,800fpm and serving up to 64 landings with
a 12-car group. It is interfaced with MCE’s 12-pulse fully regen-
erative drive and a digital quad closed-loop motor control.
Quality Starts with the Job Survey
I cannot stress enough the importance of the jobsite
survey. The incoming line voltage, motor field and brake
voltage and resistance determine the transformer sizing so
that data must be accurate. Many common problems are the
result of failing to run tach or encoder wiring in a separate
conduit. Verify that this has been done correctly. MCE recom-
mends use of a shaft-mounted encoder for gearless machines.
During construction or modernization, if the tach or encoder is
not yet mounted, the internal speed feedback signal
parameter can be selected in order to run a car on inspection.
Verify Key Values
On startup, verify that the brake and motor field resis-
tance values are within 15% of those shown on the job
prints. Also measure voltage at the line side of the dis-
connect switch to be sure it is within 5% of the data plate
values on the drive isolation transformer.
Startup Basics
Turn on the main disconnect and make sure the voltages on
X1-X2-X3 and Y1-Y2-Y3 on the System 12 SCR drive are cor-
rect according to the SCR drive page on the job prints. They
should be within -5% to +8% of the required value. If the ready
light does not turn on, check diagnostic indicators on the drive
and follow the instruction in the adjustment manual. The most
common problem is drive isolation transformer phasing.
(See Figure 2).
Figure 2 –
System 12
SCR Drive
Diagnostic
Indicators
Once the ready light comes on, preset all motor field and
brake parameters. Then preset drive parameters where
DAV= rated SCR drive armature voltage and DAI= rated
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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

SCR drive armature current. Details are found on the SCR Car Will Not Run: Common Solutions
drive page of the prints. Turn on the profile auto fit parameter If the car will not run, some common problems include:
on the pattern screen. This will automatically generate pattern ◆ The INTB jumper on the RIX board was left in the on
Elevator Controllers

parameters. Later, you can enter your own pattern values. position.
(See Figure 3). ◆ The DOI input is on, which could be caused by the
photo eye input or the safety edge input on.

Figure 3 – Velocity Profile Phases and Parameters

Set the speed feedback signal – tach, encoder or internal

– and verify the offset adjustments by turning on the OSOA
parameter on the drive screen. After this procedure, there
should be a value in CISO and CIIO. Calibrate the motor
field by turning on the OMFC parameter on the motor
field screen and follow the instructions displayed on the
CRT. It is not necessary to perform the auto brake cali-
bration at this time. Enter voltage settings for the brake Figure 4 – View Hoistway (F3) Screen

you are using.

Preset pattern scaling (PG) to 0.00:
GP – Proportional error to 2.0
GI – Integral error to 2.0
SAVL – Armature Voltage Limit to 100%
SAIL – Armature Current Limit to 160%
VINH – Inspection Velocity High to 50fpm Figure 5 –
Proceed through the steps described in the adjustment LS-QUAD-2
Car Top
manual in order to run the car. Once the car is running,
Box Detail
you can perform brake auto calibration and set speed
loop gains. If the landing system is already installed, the
speed will be displayed on the F3 screen or the MBX
board on the SMB-3 drive (so a handheld tach will not be
needed to verify car speed).
Before attempting to run the car on automatic operation,
the system must learn the building floor heights. Verify
that the Position Encoder Resolution (RPE) parameter is
set (for LS-Quick-1 landing system, the value should be 100
PPR; for the LS-Quad-2, it should be 0). Check the quad
pulse sequence. The absolute value on the F3 screen should
increase while the car is moving up and decrease while
the car is moving down. If the signals are reversed, the Figure 6 –
LS-QUIK-1
Quad Feedback Reversed (QPR) flag will be highlighted.
Car Top
When viewing the Performa F3 screen, you will not see Box Detail
floor height values updating on the screen or the car display
moving up the hoistway. However, you will see counting
increments displayed on the floor-height parameter
screen. Initiate a one-floor run and check all the absolute
floor codes against the floor code chart found in the
adjustment manual.

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

◆ The ready flag (RDY) on the F3 screen must be high-

lighted. If not, check the related signals that are listed in
the installation and adjustment manual.

Elevator Controllers
◆ The RD flag must be highlighted. If not, verify the floor
encoding and check the landing system.
◆ The LU and LD sensors may be out of adjustment. Fig-
ure 5 shows the landing systems in detail.
◆ If you are looking at the F3 screen in the control sec-
tion, and the flags are highlighted, the signals are on. If
the Safety Process Ready (SPR) flag is not on, the shaft
limits must be learned. Start by turning on the LRN
switch (located on the DCP board). Note that, if the learn
switch is left on for more than 10 minutes, the car will
not run, and SLS and NLS flags will be highlighted in the
fault section of the F3 screen. Simply turn the switch off
then on to reset. (See Figures 4, 5, and 6).
Move to Contract Speed in Steps
Before attempting a run at contract speed, decrease PG
to .5, which represents 50% of contract speed. Increase in
10% increments while monitoring motor field, armature
voltage and motor current. The procedure to reach contract
speed is explained in detail in the adjustment manual.
MCE recommends the use of a storage oscilloscope in
order to adjust the profile for proper tracking. If you
experience spotting problems, but are satisfied with the
GP and GI settings, increasing Error Compensation (GEC)
parameter values usually resolves difficulties. Armature
Voltage Dampening Speed Loop (GVDS) values can also
be increased, but this parameter is very sensitive so make
adjustments in small increments only.
Safety Calibrations
When the car is tuned up, perform safety calibrations
as described in the adjustment manual. The Tach Failure
Calibration (TF) is auto calibrated by turning on Synthetic
Tach Auto Calibration (OISA). Note that, whenever pattern
parameters are modified, terminal limit switches must be
re-learned. If you need a little more headroom when a
switch opens, Performa provides a helpful limit position
margin setting.
Velocity and Inspection Profiles
Performa provides six programmable velocity profiles
and three inspection profiles.
Programmable Velocity Profiles and Their Use
1. Standard (STD) – Used on normal operating procedure.
2. Earthquake (EQ) – When the earthquake (EQI) input is
activated.
3. Reduced Power (PWR) – When the emergency power
input (EPI) is activated.
4. Caution (CTN) – When the voltage provided to the 12-
SCR-drive system by the drive isolation transformer is
Figure 7 – IMC Performa Normal Operation Flowchart
insufficient (between 80% to 95% of the rated value).

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EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

5. Alternate One (ALT1) – When the alternate speed pro- puter technology. However, the best equipment is ulti-
file one input (ASP1) is activated. mately only as good as the manufacturer’s commitment
6. Alternate Two (ALT2) – When the alternate speed pro- to customer support. MCE offers regularly scheduled Factory
Elevator Controllers

file two input (ASP2) is activated.
Inspection Profiles and Their Use
1. VINL – Inspection Velocity/Low – When the INSL input
is active (High), VINL determines the inspection speed.
When INSL is inactive (Low) the inspection speed is deter-
mined by ORI or VINH.
2. VIHN – Inspection Velocity/High – If INSL is inactive
and ORI is inactive, VINH is used.
3. ORI – Reduced Inspection – When ORI is set to inactive,
the status of the INSL input determines which inspection
velocity parameter is used. If INSL is active (High), then
VINL determines the inspection speed. If INSL is inactive
(Low), then VINH determines the inspection speed.
ORI can be set to a value other than inactive as follows:
◆ NTS1 = UNTS1/DNTS1 switches
◆ NTS2 = UNTS2/DNTS2 switches
◆ NTS3 = UNTS3/DNTS3 switches
Vicidomine
Technical Training Classes on all control products and
peripherals. Customer jobsite training sessions are also
available. Many additional resources, including telephone
hotline support for installation and troubleshooting, are
readily accessible. For more information on Technical
Training or Technical Support, contact MCE at phone: 1-
800-444-7442 or e-mail: mkt@mceinc.com.
Thomas “Tommy V” Vicidomine is one of the acknowledged
“top” adjusters in New York. He has accumulated over 30 years of
elevator installation, adjustment and service experience. He has
adjusted all types of AC and DC drive systems,
including hundreds of IMC and other closed loop/
distance feedback controls. Vicidomine started as
an apprentice at Knudson Elevator in Long
Island City. He then held positions as service
mechanic, service supervisor and field adjuster.
He later joined Nouveau Elevator/Nustar Elevator
Construction in Brooklyn, serving as field adjuster

◆ NTS4 = UNTS4/DNTS4 switches

on new installations and as director of Engi-
◆ NTS5 = UNTS5/DNTS5 switches
neering during 10 years of service. Vicidomine
◆ ETS = UETS/DETS switches provides technical support throughout the Northeast as a regional
For example, when NTS1 is selected, once the car field instructor based in MCE’s Manhattan field office.
reaches the terminal landing and opens either UNTS1 or
DNTS1, the inspection speed is reduced to the VINL velocity.
This is very useful if you wish to run the car at a high
inspection speed.
Troubleshooting Simplified
Like most high-quality equipment available to the elevator
industry, Performa is designed for a service life of reliable
performance. However, when troubleshooting is required,
special features make the process easier.
A calendar of special events is maintained, documenting
and archiving information on up to 250 faults or events.
The calendar stores the date and time of the event, the
status of the elevator at the time of the event and the time
at which the fault was corrected. For challenging or inter-
mittent problems, calendar operation can be set to capture
events by type, narrowing the troubleshooter’s focus by
either including – or excluding – specific events from the log.
A data trap is also available, allowing the user to review
controller status during the six-second period immediately
prior to the occurrence of an event. This feature is capable
of recording the status of over 350 controller parameters.
The flowchart in Figure 7 provides a comprehensive over-
view of Performa sequence of operation. ELEVATOR WORLD
readers should find it a valuable troubleshooting aid.
Conclusion
IMC Performa equipment exemplifies the ease of setup and
simplified adjustment now possible using advanced com-

18 Educational Focus Compilation