Dbss - HSDD - Startup Routine: Field Component Manual

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OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

European and Transcontinental
Operations Vintage : 02 / 1
PRODUCT DBSS - HSDD Page : 1 / 25
ADMINISTRATION
Startup Routine Date : 10-Jan-1996
DBSS - HSDD
_____________________
Startup Routine
Authorization Date : 10-JAN-1996
Document Revision :
10-JAN-1996 K. Müller / M. Lyons Original Document
Copyright 1996, OTIS GmbH Berlin

No part of this document may be copied or reproduced in any form or by any means without the prior written
consent of OTIS GmbH
WARNING: The use of this work is defined in the legend upon the front page hereof.
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ADMINISTRATION
Table of Contents Page
1. Introduction 4
1.1 Additional Documents 4
2. Electrical Connections 5
3. Pre-Power Checks 5
3.1 Duty Plug PCB (9PC) 5
4. Power Checks 6
5. Setup for Manual Mode 6
6. Adjustments of DBSS Software 7

6.1 Motor Field Parameter 7
6.2 Brake Parameter 8
6.3 Stability Parameter 9
6.4 Motor Parameter 9
6.5 Drive Parameter 10
6.6 Manual Parameter 10
7. Ripple Filter Adjustment 11
8. Motor Field and Brake Coil Adjustment 14

8.1 Motor Field Adjustments 15
8.2 Brake Coil Adjustments 16
9. Armature Resistance Adjustment 18
10. 12 SCR Analog Adjustments 18

10.1 Adjustment of Frequency Switch 18
10.2 Adjustment of FFM Switch 19
10.3 J6 or J11 Adjustment 19
10.4 Adjustment of Crossover Setting 19
10.5 Adjustment of V/LI 20
10.6 Adjustment of Feed Forward 20
11. DBSS Control PCB Analog Adjustments 20

11.1 Adjustment of F/V Gain 21
11.2 Offset Adjustment of Speed Feedback 21
12. Polarity Adjustments 21

Table of Contents Page
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ADMINISTRATION
13. Max Bias Adjustments 22
14. Drive Commands 23

14.1 Communication from the MCSS to the DBSS Control PCB 23
14.2 Drive State Message from DBSS Control PCB to the MCSS 24
1. Introduction
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ADMINISTRATION
This manual covers instructions for checkout and adjustment of the DC-Direct Drive Brake
Subsystem (HSDD/DBSS) used in Modular Elevator Control Systems (MCS) such as
E411/311.
The DC-Direct Drive is used on both geared and gearless, high and mid-rise installations
and can be configured for all OTIS and most other types of DC-Machines.
Additional with every drive controller a contract specific technical manual is supplied which
contains schematic diagrams and contract specific data of the complete DBSS subsystem.
with further instructions.
1.1 Additional Documents
To guard you through the E411 (M) High Speed Direct Drive - Subsystem „ Startup
Routine“, it is recomended to know and work with the documents as follow :
FCM: DBSS-HSDD, Guide Lines-AAB2165AA I

DBSS-HSDD, Startup Routine-AAB2165AA II
DBSS-HSDD, Service Handling-AAB2165AA III
MCS411 (M)-Elevonic411, Guide Lines-GBA21380AAY I

MCS411 (M)-Elevonic411, Service Handling-AAA268000ABA III
MCS-MCSS, Guide Lines-AAA26800ABA I
MCS-MCSS, Startup Rouitine -AAA26800ABA II
MCS-MCSS, Service Handling -AAA26800ABA III
MCS-MCSS, Service Tool Manual-AAA26800 IVa
MCS-SPPT-Startup Routine
Late deviations are sent to your local FOD or E411/CRC as :
FCL: Field Circular Later „ ETO-E411 NEWS “.

CI: Corrective Instruction
For proper operation of the direct drive unit, you have to concider this documents, to
make sure :
the unit is update to the latest safety standards

and CI`s are implemented
the unit is proper adjusted and operates without Callbacks

2. Electrical Connections
Refer to the wiring diagram for all connections. The DBSS Controller can be started up
when the following parts are wired to the Controller :
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ADMINISTRATION
1. Main Power to transformer 1PT

2. Armature of the machine including Ripple Filter
3. Motor Field
4. Brake Coil
5. PVT
Ensure that wire size conforms to local code and note in long cable runs, take care
to prevent excessive voltage drop. Seperate low level signals and power leads. Do not run
in same conduit or wire trough.
3. Pre-Power Checks
1. Inspect all equipment for signs of damage, loose connections or other defects.
2. Ensure the power supply voltage, phasing and frequency are correct for the drive
system. Power supply specifications are contained on the Controller nameplate or on
the drive system schematic diagram.
3. Remove all shipping devices and relay wedges. Manual operate all contactors and
relays to ensure they move freely.
4. Ensure that all transformers are connected for proper voltage taps according to the
wiring diagram or the controller nameplate
3.1 Duty Plug-PCB (9PC)
A duty plug is used to calibrate the 12SCR Controller PCB to a contract specific duty.
The plug J4 connects the duty plug to the 12SCR Controller PCB. The calibration resistors
are :
1. CT burden resistor (s) for the current feedback loop
2. Calibration resistor for overload function (gain resistors)
3. Calibration resistors for the converter In- and Output voltage
Ensure that the Duty Plug Assembly is the right part number for the contract specific drive
duty. The drive duty may be obtained from the 53S number stamped on the DBSS Con-
troller nameplate or the MagneTek technical manual.
Example: 53S06901-0A18 is duty A18.
4. Power Checks
Using a digital voltmeter, check the voltages on transformer 1PT as specified for the
contract.
To ensure proper power supply is established to operate relays an Field & Brake Regulator
the transformer voltage on 2PT must be checked . Primary voltage 120VAC or 145VAC
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ADMINISTRATION
must be measured depending on Field & Brake Regulator type is used. Secondary voltage
must be > 115VAC measured.
Additional measurements are on the Power supply PCB test points. The voltage should be
as specified :
+ 15 VDC regulated
- 15 VDC regulated
+ 5 VDC regulated
+ 9 VDC regulated (PVT Supply)
+ 24VDC unregulated
- 24VDC unregulated
Note: Power supply tolerance = +/- 10%, Electronic power supply tolerance = +/- 5%.
5. Setup for Manual mode
The Manual Mode or Stand alone mode allow the lift to run without the Car controller being
connected to the DBSS controller or if it is connected, it ignores the MCSS drive
commands.
The default speed is set to 100 mm/sec, acceleration is set 500 mm/sec2 and deceleration
to 600 mm/sec2.
This settings are used by the DBSS system when the lift is in Stand alone mode i.e.
construction, this mode is closed loop and requires the Primary Velocity Transducer to be
connected. The settings can be changed via SVT (M-4-3-6) connected to the
DBSS Control PCB.
To run in manual mode a jumper must be connected to the following connector :

Direct Drive : CMTB-1 - CMTB-8 Relay Inerface PCB (6PC)
CMTB-1 - CMTB-9
CMTB-5 - CMTB-10
Using a temporary set of run buttons connected to :

Direct Drive : CMTB-1 --> common feed to buttons
CMTB-2 --> up button
CMTB-3 --> down button
Note : For more information on the connection refer to the Magnetek manuals :
D.D. page 2, Schematic Diagram Direct Drive Subsystem 12 SCR Controller
When this is achieved, the Manual LED on the DBSS PCB will illuminate to indicate that the
system is in manual mode.
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ADMINISTRATION
When pressing the direction buttons the respective LED`s on the DBSS PCB will illuminate
to indicate the direction of travel. In case the direction of travel compares not with the
direction command you have to follow instructions in chapter 11 Polarity Adjustments.
Make sure when the drive is running in stand alone mode, the safety circuits are connected.
to the DBSS. All landing doors must be controlled.
For safety reasons do not jump out this circuits.
WORK SAFE, BE SAFE
6. Adjustments of DBSS Software

Access via SVT the DBSS Control PCB to adjust the default setting as they reqired for the
contract duty.
6.1 M-4-3-1 (Motor Field Parameters)
FULL FIELD
Current value for full motor field
RUN FIELD
Current value for running motor field
IDLE FIELD %
Percentage value of FULL FIELD typically set to 30 % for geard and gearless machines.
(See chapter 8 Motor Field Adjustment )
MAX CEMF
Motor armature voltage reference point at which motor field weakening starts. Set to motor
NO Load Voltage (see motor dataplate V/NL).
CEMF LAG
Time reference for weakening or strengthening motor field. Motor armature voltage must be
above or below the MAX CEMF threshold for this amount of time before weakening or
strengthening begins. Typically set to 0.5 for direct drive.
SENSOR TURNS
Used for older types of Field & Brake Regulators to adjust the range of motor field current
feedback sensor. For direct drive sensor turns are 1 or 4. For a sensor with 4 turns field cur-
rent can go as high as 10 amps for a full field current of 10.1 to 20 amps use 1 turn.
STANDBY EN
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ADMINISTRATION
Set to 0 to disable shutdown of motor field and brake power supply as well as cabinet fans
and machine blower.
With the software for DSPR function set to 255 and enable above functions. This requires
the use of 46S02691-0040 DBSS Control PCB.
STANDBY TIME
The time in minutes when shutdown of STANDBY EN devices takes place. Note it also will
shutdown when car is on INS or ERO.
6.2 M-4-3-2 (Brake Parameters)
BPCK AMPS
Nominal current needed to pick the brake.
BHLD AMPS
Nominal current needed to hold the brake up.
BPCK RATE
Ramp up time from 0 current to BPCK current. Typically set for 0.1 to 0.5 seconds.
BDRP RATE
Ramp down time from BHLD current to 0 current. Typically set for 0.1 to 0.5 seconds.
PICK UP %
Percentage of BPCK current at which the brake is declared picked. Used without a brake
switch, BRK SW I/O set to 0. Typically set to 75 %.
HOLD %
Percentage of BHLD current at which the brake is declared dropped. Used without a brake
switch, BRK SW I/O set to 0. Typically set to 25 %.
BRK SW I/O
Brake switch indicator flag. Set to 255 enables the brake switch I/O. With the BRK SW I/O
set to 0, the current sense through the brake is used.
2ND BRK SWITCH

Second brake switch indicator flag. Set to 0 to disable reading of a 2nd brake switch I/O -
channel. Required only by Canadian B44 code. Requires the use of 46S02691-0040 DBSS
Control PCB.
BRK DRP DLY
After the brake switch goes high indicating a brake drop, a software timer is started. When
the timer ends the armature current ramps down. This timer is configurable from 300msec.
to 4 sec. This feature should allow fine tuning to eliminate roll back.
RATED AMPS
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ADMINISTRATION
The BPCK and BHLD values divided by the RATED AMPS entered, provide a ratio which
translate into a "reference Percentage". This ratio is clamped to an upper limit of "1" and at
a value of 1 signifies 100% of the expected value. This is the maximum brake pick current.
The software will accept a value of 4, 8 or 16 depending on the Field & Brake PCB hard-
ware.
(See chapter 8 Brake Coil Adjustment )
6.3 M-4-3-3 (Stability Parameters)
GAIN
Gain of the velocity loop regulator. Value from 2 to 20. Excessive GAIN will cause
oscillation during acceleration. Typically set to 10 for direct drive.
RESPONSE
Response of the velocity loop regulator. Value from 0.2 to 2. Excessive Response will
cause oscillation during full speed run. Typically set to 1 for direct drive.
P.U. INERTIA
Per Unit Inertia defines the time it should take to accelerate a fully loaded car to contract
speed at I accel current.
APPORT
MagneTek engineering parameter. Must always be set to 1.
6.4 M-4-3-4 (Motor Parameters)
DUTY SPEED
Contract speed in milimeters per seconds (mm/s).
TACH CNT
Pulse per revolution of the Primary Velocity Transducer (PVT). 10.000 P/R for gearless
machines, 5.000 P/R for HSVF gearless machines and 1.024 P/R or 2.500 P/R for geared
machines.
RATED RPM
Full speed RPM of the motor (see motor dataplate).
MTR OHMS
Resistance of the motor armature and interpoles taken from the motor information table.
Can be calculated by using Ohm`s Law (E = I * R) using the armature voltage and armature
current at zero (0) velocity.
(see Chapter 9 Armature Resistance Adjustment)
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ADMINISTRATION
6.5 M-4-3-5 (Drive Parameters)
MAX BIAS
Maximum current allowed in the pre-torque state. Value is based on current to hold 127 %
of load at zero (0) velocity.
(see chapter 13 Max Bias Adjustment)
I ACCEL
Maximum full load accelerating current.
XFMR SEC V
Rated power transformer (1PT) secondary voltage. Taken from the transformer data plate
or be measured. Make sure the primary voltage is in line as specified. The transformer
voltage can be altered primary to +/- 5%. This voltage is used to sense "Line Loss" faults.
VFULL LOAD
Motor armature voltage at full load and full speed (see motor dataplate FL/V).
LIMIT POINT
Value in amps at which the limit point bit in the DBSS to MCSS communications is set .
I RUN
Value in amps at full load up running current. Used for calculations for software armature
overcurrent trip. Requires the use of 46S02691-0040 DBSS Control PCB.
6.6 M-4-3-6 (Manual Parameters)
MAN SPEED
Velocity used for Manual drive stand alone operation.
MAN ACCEL
Acceleration rate used for Manual drive stand alone operation.
MAN DECEL
Deceleration rate used for Manual drive stand alone operation
MAN VOLTS
Dictation voltage used for Voltage Regulator or Open Loop Mode.
(see FCM, DBSS-HSDD, Service Handling - AAB21265AAA III)
7. Ripple Filter Adjustment
Direct Drive units (MagneTek) use a ripple filter to suppress the ripple produced by the
thyristor stack, the stack consist of 12 thyristors 6 for forward motion and 6 for reverse or
braking motion.
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ADMINISTRATION
The thyristor stack produces a 300 Hz ripple on a 50 Hz power supply, this ripple is the re-
sult of a 50 Hz supply multiplied by the number of thyristors i.e. 50 x 6 = 300 Hz.
The motor being driven by the direct drive units is a DC motor, applying AC to a DC motor
is the same a applying a electrical braking to the motor, it causes the motor to stop electri-
cally and also causes the motor to emit an audible noise.
The lower the frequency of AC voltage applied to the motor the more the braking effect, at
300 Hz the braking effect is minimized but the audible noise is considerable, to eliminate
the ripple being applied to the motor a ripple filter is used.
The ripple filter consist of two parts:
The inductance choke, this choke is in line with the motor and is used to reduce the sudden
current changes applied to the motor throughout it operating range.
The choke should be rated such that current consumed by the motor does not saturate the
choke, especially during the full load up running condition and possibly during full load up
acceleration. If the choke does saturate the current limiting effect of the choke is canceled
and the ripple produced by the direct drive unit is passed on to the motor and the result is
audible noise and slight vibrations.
The second criteria when selecting a choke is it operating voltage, the choke must be se-
lected so that it operating voltage and current rating suits the duty that is has been selected
for.
If an oversize choke is selected this will operate correctly but be a waste of money, if under
size, the choke will show signs of overheating and will not perform as required.
A typical effect of a choke is shown below.
∩∩∩∩ ∩∩∩∩
input output
Direct ripple choke ripple motor
Drive unit
It can be seen that the output ripple is reduced but not completely eliminated, total
elimination of the ripple using only a choke is not possible, hence the second part of the
ripple filter.
Capacitance, connected to the output of the choke is a bank of capacitors and some resis-
tors, first let us discuss the resistor.
There are two sets of resistors, see sketch below:--
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ADMINISTRATION
Resistor ‘A’ is duty dependent, these resistor are set accordingly to the duty table according
to the current and voltage rating of the motor and is used to limit the amount of current
flowing through the capacitors.
Capacitors will allow an AC voltage (ripple) to pass through but block DC voltages, since the
ripple on acceleration can be high, too much current will through the capacitors and then
destroy them. Therefore the current must be limited under these condition.
Resistor ‘B’ is for the protection of personnel working on the ripple filter, the capacitors will
be charged up by the DC voltage applied to them, this DC voltage must be discharged, re-
sistor ‘B’ is the discharged resistor and is fixed and is not duty dependent.
The capacitors allow the AC ripple to pass through, the DC voltage accumulated by the ca-
pacitor is used to smooth out the ripples the choke could not suppress.
∩∩∩ Output ripple from choke.
∩∩∩ Output choke ripple and capacitor voltage imposed
Output ripple to the motor after smoothed by the choke and

capacitors.
The problem with the choke and capacitors is that if the wrong values are used, the ripple
filter will act like a tuned circuit and produce more vibrations than it eliminates, to reduce
this effect the ripple filter must be tuned in to suit the operating conditions.
Since the choke is fixed, the only way to tune the circuit is to alter the number of capacitors
being used, the procedure to perform this task is as follows:--
Adjusting the ripple filter
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ADMINISTRATION
This should be done with a full load in the car, whilst running up, but if a full load is not
available then run the car in the down direction (empty car). To allow adequate time to rec-
ord the voltage, run the car in ERO.
1. Remove the fuse in the ripple filter and measure the input and output AC voltage to the
choke, there should be a voltage reduction if the choke is working correctly (on some
machine the choke should be changed from 3 mH to 6 mH for the correct level of
smoothing). If there is not voltage reduction then the choke is being saturated and
therefore is not being effect and will not eliminate the ripple produce by the drive.
2. Replace the fuse, this reconnects all the capacitors back into the smoothing circuit, dis-
connect all the capacitors expect one, note the AC voltage on the armature when the car
runs empty car down.
3. Add another capacitor and record the voltage, the voltage across the armature should
start to decrease, record the voltage.
4. Repeat step 3 recording the voltage until the lowest level of AC voltage across the ar-
mature is obtained, continue inserting capacitor you will now start to see the voltage in-
crease.
5. Reduce the number of capacitor to a level that gave the lowest voltage reading
6. A typical value of AC voltage on the armature will be 10-20 volts (15 volts) AC. At this
point in time the system is tuned in.
During acceleration and deceleration the AC voltage across the armature will be high due to
the change in current to the armature but once staple (lift running at a constant speed) the
voltage will be staple too.
If the voltage at its lowest level still does not reduce the noise level on the motor the ripple
filter choke may have to be increased to 6 mH’s, another point to watch out for is the cur-
rent rating of the choke it should be able to take at least the full load up running current.
Noise may also be caused by the direct drive main transformer, for all ETO contracts this
should be an Isolation Transformer and not an Auto Transformer.
AC voltage Maximum
across motor
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ADMINISTRATION
Voltage when tuned
0 Capacitors when tuned Max capacitors
8. Motor Field and Brake Coil Adjustment
With the use of close loop systems such as the Elevonic 411 it is important that the motor
field and brake operating currents are set/adjusted to give reliable operation without over-
stressing the motor field and brake coil. The motor field and brake coil will still work if too
much current is passed through the coils, but they will be stressed too a point, where early
failure of these devices will be the end result.
On most modern OTIS machines, the data required to set/adjust them to the correct oper-
ating current levels will be provided on the data plate. On earlier machines and non-OTIS
machines this data will not always be provided.
Before close loop system were used, the motor field and brake coil setting were achieved
by measuring the voltage across the devices and adjusting the resistance in series with the
device to provide the correct operating voltage. With closed loop systems there is no series
resistance to adjust, the adjustment of the voltage is achieved by passing a constant cur-
rent through the devices, the current is monitored and regulated to keep the voltage at the
devices constant.
On early systems as the devices warmed up, the resistance of the devices increased
causing the voltage to decrease, this caused some variation within the operating system.
On close loop systems, since the current is being monitored, the control system automati-
cally adjusts the current passing through the device, thus keeping the device operating volt-
age at the required operating level, reducing the effects that would have been experience
on open loop systems.
On modernization and non-OTIS machines it is essential that readings are taken whilst the
machine is operating under the old control system, too ensure all conditions are met, the
readings required are :
Motor Field Voltage Motor Field Current (if possible)

IDLE, Standing
FULL, Accelerating
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ADMINISTRATION
RUN, High Speed
Brake Coil Voltage Brake Coil Current (if possible)

PICK
HOLD
Note : If the old system uses operating voltage exceeding 120 - 145 volts DC, then the
motor field and brake coil may either have to be changed for new coils or re-
configured to suit operational conditions.
The E411 can not operate devices which require voltages exceeding 145 volts DC. If the
existing devices are to be used, it may be necessary to connect them in series/parallel to
suit the voltage supplied.
If the operating currents are obtainable from the old system, these should be used on the
new system. The old system operating correctly at these levels therefore it should not be a
problem continuing operating under them on the new system. If the operating currents are
not available, then the new system must be adjust as follow :
Measure the resistance of motor field and brake coil, using these values an initial current
setting can be achieved, work out the current to be entered via the SVT into the EEPOM
using Ohms Law.
Current = Voltage (measured under old system)
Resistance
Do the above calculation for the following conditions.

Motor Field Brake Coil
IDLE PICK
RUN HOLD
FULL
8.1 Motor Field Adjustments
For all machines re-adjustment of the operating currents will be necessary to ensure that
the devices are not over stressed, to do this place a volt meter across the devices starting
with the motor field.
With the machine running on INS or ERO operation, full field must be available. Adjust the
FULL-FIELD CURRENT until 70 -80 volts is measured across the motor field terminals,
note this reading, this will be used for the RUN-FIELD CURRENT setting later on.
Now adjust the current until the field voltage equals to 120 volts (OTIS machines), this level
of current will provide the correct level of operating current without over stressing the fields.
With the current value obtained for running field voltage, using the SVT (M-4-3-1), enter this
value into EEPROM. The IDLE FIELD is selected by entering a percentage of full field into
the EEPROM.
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ADMINISTRATION
The motor field operation profile is shown below -over one long run- to allow a better under-
standing of the system.
Full Field
Run Field
Idle Field
Car on STBY Car on ACC Car on RUN Car on DCC Car on STBY
Motor Field Current Profile
The value of the IDLE FIELD is selected as percentage of the full field. Using the SVT
(M-4-3-1) modified the value until the voltage across the motor field equals 40 volts, this
value will keep the field warm. Start with a value of 33%.
The running field level is automatically reached by the system monitoring the CEMF voltage
(V/NL) of the lift armature, when the voltage reaches this level the system will reduce the
current level down from the full field to the running field.
8.2 Brake Coil Adjustments
For the brake operation, select with the SVT (M-4-3-2) the mechanical brake switch option
BRK SW I/O = 255 (even if there is not a brake switch) place a bridge across the brake
switch inputs, this will tell the system the brake has not lifted, this machine will hold in a pre-
torque mode until the system sees the brake switch operate. Measure the brake coil voltage
and try to run the lift on INS or ERO operation, adjust the lifting (BPCK AMPS) current until
the voltage equals 70 - 80 volts, again note this reading because it will be used to set the
brake hold current BHLD AMPS. Increase the current until the voltage equals 120 volts
(OTIS-machines), this is the value that will be used as the lifting current value BPCK AMPS.
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ADMINISTRATION
Stop the lift, set with the SVT (M-4-3-2) the BHLD AMPS and BPCK AMPS that noted dur-
ing the test. Remove the bridge across the brake switch input (simulating that the brake
switch has operated) and if the software brake control is used set BRK SW I/O = 000.
Watch the brake coil voltage, it must now automatically switch from lifting current/voltage
BPCK AMPS to its holding value BHLD AMPS.
The next step is to set the PICK UP % and HOLD % values of the brake, it is important that
these be set correctly because if not the system will not operate, the pick value must
greater than the hold value. To be able to understand this function, refer to the brake op-
erational profile below.
BPCK AMPS
Pick Up %
Software Brake switch operating position
BHLD AMPS
Hold %
BPCK Rate BDRP Rate
Brake Current Profile
The PICK UP % must be greater than 63% , this will allow sufficient time for the brake to lift
at this percentage the brake is declared as lifted when the software control option is used.
The pick up % value (in current) must be greater as the current value of BHLD AMPS. If
not, an error will occur within the DBSS system.
The HOLD % value (in current) must be lower as the current value of BHLD AMPS. Typi-
cally set to 25 %. If the BHLD AMPS drops to a value of HOLD % the brake is declared as
dropped.
The BPCK Rate is the time to ramp up Pick current from zero to the set value of BPCK
AMPS. Typically set for 0.1 to 0.5 seconds.
The BDRP Rate is the time to ramp down from BHLD AMPS current to zero. Typically set
for 0.1 to 0.5 seconds.
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ADMINISTRATION
9. Armature Resistance Adjustment.

The armature resistance can be easy calculated using Ohm’s Law. It is necessary to recal-
culate the armature resistance when running long cables from the controller via the ripple
filter to the machine.
1. Switch the car to INS/ERO.
2. Set via SVT connected to the MCSS(M-2-3-2) GO ON till Inspection Velocity and set
temporary the velocity to zero.
3. Connect a voltage meter and a current clamp meter to the armature circuit and measure
both values whilst pushing on the ERO-box UP or DN.
You can also monitor armature- voltage and current via SVT connected to the DBSS
(M-4-1-1) GO ON.
4. Note both values and calculate with Ohm’s Law the armature resistance and use the
value to set MTR OHMS in the DBSS.
5. Reset too the old value Inspection Velocity.
10. 12 SCR Analog Adjustments
Under normal condition this adjustments are all done in the factory and the potentiometers
on this PCB should not been touched at all.
10.1 Adjustment of Frequency Switch
This switch 1SS or 1S is used to calibrate the line synchronizing circuit for either 50Hz or
60Hz. Open for 50Hz operation and close for 60Hz operation.
10.2 Adjustment of FMN Switch
This switch 2SS or S2 determines whether the FMN circuitry, which simulates motor cur-
rent, is used. It is recommended that the FMN circuitry be used (S2 or 2SS closed) when
the ripple filter is used with 131HT machines to eliminate vibrations.
Generally it is not needed even with the ripple filter. Set the switch to the position IFBK and
use the current feedback.
Check all following settings in reference your elevator duty and the type of ripple filter 3mH
or 6mH with Table 4-1 in the MagneTek Manual.
10.3 J6 or J11 Adjustment

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ADMINISTRATION
The jumper should be generally placed in the high range (jumping 3 to 4) when in the IFBK
mode and the low range (jumping 1 to 2) in the FMN mode. Anyhow, if there is a problem in
adjusting the crossover pot, the jumper can be changed as jumping 3 to 4 gives higher gain
from the crossover pot and jumping 1 to 2 gives a lower gain range.
10.4 Adjustment of potentiometer R249 or 1RH (Crossover setting)
This potentiometer is used to set the performance of the current regulator and is adjusted to
achieve at 750 radian crossover of the current loop.
A two channel oscilloscope is required for this adjustment.
1. Hook up the scope common lead to the <COMMON> TP, connect channel one to the
<I ERROR> TP and channel two to <I FDBK> TP on the 12 SCR Control PCB.
2. Disconnect a brake coil lead.
3. Use the SVT (M-2-3-7) and reset MLS5 TIMEOUT to 999.
4. Initiate a run via the MCSS.
5. Observe scope channel two for full conduction on the SCR`s. Full conduction is indi-
cated when there are no flat spots in the scope trace. The bottom or top of the trace
should come to a sharp point just at the "0" volt reference line. It may be necessary to
increase or decrease the value of MAX BIAS in the DBSS to just get full conduction.
6. With the drive in full conduction observe scope channel one and adjust R249 or 1RH
for 1,2 volts peak to peak.
7. Reconnect the brake coil and reset MLS5 TIMEOUT to 250.
10.5 Adjustment of potentiometer R250 or 2RH (V/LI)
This potentiometer is used to calibrate the FMN circuitry to accurately simulate the motor
when the ripple filter is in series with the elevator motor. The pot is adjusted until current
simulated matches current feedback.
A voltmeter is required for this adjustment. The fuse in the ripple filter must be installed and
the filter proper adjusted.
1. Connect the voltmeter negative lead to <COMMON> TP and the positive lead to <FMN
Adjustment> TP.
Part : 4 - AA 3

ADMINISTRATION
2. Disconnect a brake coil lead.
3. Use the SVT (M-2-3-7) and reset MLS5 TIMEOUT to 999.
4. Initiate a run via the MCSS.
5. Place switch S2 or 2SS in the open position IFBK.
6. Adjust R250 or 2RH for the lowest reading you can obtain. This is the correct setting for
V/LI.
7. Close the switch S2 or 2SS. At this time we have only used the FMN position on the
131HT machines to eliminate vibrations.
8. Reconnect the brake coil and reset MLS5 TIMEOUT to 250.
10.6 Adjustment of potentiometer R248 or 3RH (Feed Forward)
This potentiometer adjusts the gain of the current regulator during periods of high ripple, i.e.
discontinues current. This is to aid in making a smooth transition when switching from one
current direction to the other. The best performance has been found to set the R248 or 3RH
potentiometer to 70 % (7/10), this requires no further adjustment.
11. DBSS Control PCB Analog Adjustments
Under normal condition this adjustments are all done in the factory and the potentiometers
on this PCB should not been touched at all.
11.1 Adjustments of Frequency / Voltage Gain (F/V Gain)
This adjustments have been made when the car travels in one direction without problems
but problems occur when direction is reversed.
The potentiometers R88 and R92 or 1RH and 2RH are used to establish the gain of the
F/V circuits. The pots are adjusted to obtain 10 V at the testpoints "Scaled F/V Output (UP)
direction" and "Scaled F/V Output (DN) direction" respectively with 230KHz into the F/V
converters. (Measure to zero at testpoint "common").
The frequency into the F/V is calculated by the following formula :
Tach counts x RPM x 4 = Input Frequency to F/V

60
Part : 4 - AA 3

ADMINISTRATION
Example: Machine with RPM = 141 (2.5 m/s) and PVT= 10.000 P/R, the input frequency to
the F/V would be :
10 000 P/R x 141 RPM x 4 = 94 000 Hz (94 KHz)
60
Therefore, the output at the testpoint for "Scaled F/V Output (UP) direction" if the car travels
up at 2.5 m/s (141 RPM) would be :
94 KHz x 10 V = 4,087 V
230 KHz
The same output will appear at testpoint "Scaled F/V Output (DN) direction" if the car trav-
els down at full speed.
Actually you can adjust for every speed situation with recalculating the regarding RPM`s for
the speed situation.
11.2 Offset Adjustment of Speed Feedback
This potentiometer R98 or 3RH is used to compensate for any offset in the speed feedback
path. The pot is adjusted to obtain zero volts at the testpoint "Current Reference" with the
dictation input and scaled analog Tach signal at zero volts which means the machine is not
moving.
12. Polarity Adjustment
The follwing polarities of the system must be in line for proper operation.
Changes must be made in :
1. Setting the SW2 switch of the SPPT from/in position CW/CCW.

After changing position of SW2 the unit has to be powered down and switched on again
2. Swap connection of the Motor Field
3. Swap connections of PVT
Button Actual Car Car Speed Drive Drive LED Correction

Pressed Direction SVT-MCSS Fault Indication
on ERO M-2-5-1
"+" Velocity No Fault DN LED Wrong MF, swap MF
Wrong PVT, swap PVT
UP "-" Velocity Wrong setting SPPT
Change switch SW2
"+" Velocity Tach Fault DN LED Wrong MF, swap MF
D
Part : 4 - AA 3

ADMINISTRATION
DOWN "+" Velocity No Fault DN LED Wrong setting SPPT

Change switch SW2
"-" Velocity Tach Fault UP LED Wrong PVT, swap PVT
13. Max Bias Adjustment
The purpose of MAX Bias Adjustment is to prevent Rollback under all load conditions when
the brake has lifted. The Max Bias is the current for applying pre-torque during this stage.
Note : Adjustments have to be done befor adjusting the MCSS Loadweighing Device .
1. Load the car with Balance Load as programmed in the MCSS“Balance Load %“ setting
and park the car at the top landing.
2. Disable via SVT connected to the MCSS (M-2-3-1) GO ON :

BIAS TORQUE OPTION = 000
LOAD WEIGHING = 000
3. Connect the SVT to the DBSS (M-4-1-1) GO ON till LOAD % COMMAND and check
that the value remains zero during adjustments. This means the drive knows the load in
the car is balance load.
4. Disable door operation and enter via SVT a call to the bottom landing and watch on the
SPPT-Wheel for Rollback.
If the car rolls back in up direction during take off, the MAX BIAS current has to be
increased (M-4-3-5). If the car rolls slightly ahed in the down direction during take off,
the MAX BIAS current must be decreased.
5. When the car is at the bottom landing enter a call to the top landing and watch on the
SPPT Wheel for Rollback. If the car rolls back in down direction during take off, the
MAX BIAS current has to be increased (M-4-3-5). If the car rolls slightly ahed in the up
direction during take off, the MAX BIAS current must be decreased.
6. You may find out when doing this adjustments that you have and offset when starting
from the top floor down or bottom floor up. This means the weight of the compensation
ropes are not calculatet exactly or the weight calculations for travelling cables are not
considered or changed.
7. Adjust the MAX BIAS current for a good average and note, when you watched the
SPPT-Wheel you have a 1:1 hitch with the car. Most cars are 2:1 roping which means
rollback adjusted with the reference of SPPT-Wheel will cut actual rollback for the car in
half.
Part : 4 - AA 3

ADMINISTRATION
8. Remove load from the car enable the MCSS settings for BIAS TORQUE OPTION and
LOAD WEIGHING = 255 and start adjusting the loadweighing system of your contract.
Note : When monitoring in the DBSS the Load % Command

and Balance Load % in the MCSS is set to 42,
an empty car will show - 42 % and a full loaded car 42 %.
14. Drive Commands
The following messages are subject to proper operation of the communication via MCSS
and DBSS-HSDD and must be checked.
14.1 Communication from MCSS to the DBSS Control PCB
Dictated Velocity
Provides the magnitude and direction of the desired velocity, used by the DBSS to regulate
drive velocity. Monitor-DBSS: M4-1-1 > Dictated Veleocity
Load Percentage (Optional)

A signal used by the DBSS to determinate a specific value of motor torque to be applied
prior to llifting the brake. This bias torque is applied to negate car/counterweight, duty load/
cable and rope weight imbalance so that the car does not roll back as the brake is lifted.
Monitor-DBSS: M4-1-1 > Load %
Prepare to Run / Go to Standby

This signal commands the DBSS to proceed through the applicable sequence to prepare
for a run or reset as required at the end of a run. Logic 1 = Prepare to Run, Logic 0 = Go to
Standby. Monitor-MCSS: Motin Logic States (MLS)
Lift Brake / Drop Brake
Commands the DBSS to lift the brake. Logic 1 = Lift Brake, Logic = 0 Do not lift Brake
Monitor-MCSS: Motin Logic States (MLS)
14.2 Drive State Message from the DBSS Control PCB to the MCSS
Ready to Run / Not Ready to Run

Indicates whether or not drive is enabled and safe to run. The DBSS determinates that the
car is safe to run (logic = 1) when all fault detectors are reset, the armature and brake
circuits are closed and motorfield is set to full field. A logic = 0 indicates either that the
DBSS is in Standby, or that one or more of the above conditions is not true.
Brake Lifted / Brake Dropped
Part : 4 - AA 3

ADMINISTRATION
A logic = 1 indicates power to the drive brake has been removed and the brake is lifted, a
logic = 1 indicates that power has been applied to the drive and brake and the brake has
been set. The DBSS monitors either the Normal Closed contacts (brake engaged) of the
brake switch, which is integral with some machine brakes or the brake coil current for those
machines without a brake switch to determinate the status of the brake.
Relevel Circuit Energized / Relevel Circuit Not Energized

Indicates that only the low speed control circuit of DBSS for releveling has been energized.
Required by the CEN code under certain conditions.
Car Moving Down / Car not Moving Down

The DBSS subsystem determinates the direction of car motion from the PVT signal and
sets this signal to a logic = 1 if the car is moving down, a logic = 0 if the car is not moving
down. Monitor-MCSS : Car direction and Monitor-DBSS direction LED.
Car Moving Up / Car not Moving Up

The DBSS subsystem determinates the direction of car motion from the PVT signal and
sets this signal to a logic = 1 if the car is moving up, a logic = 0 if the car is not moving up.
Monitor-MCSS : Car direction and Monitor-DBSS direction LED.
Stop and Shutdown / Dot Stop and Shutdown

This signal is set to a logic = 1 when the DBSS detects an over temperature condition, a
motor field overcurrent or a loss of the switch which operates the relay for the units having a
machine blower. A logic = 0 will indicate a normal condition. When a stop or shutdown
event occures, the car goes to the next comittable floor, stops, cycles the doors and shuts
down. Monitor-MCSS: Motin Logic States (MLS)
Drive Limit / No Drive Limit

This signal is set to a logic = 1 if the torque related threshold of the particular drive is being
exceeded (there be current, voltage, power, etc. performance limits within the drive). The
MCSS will reduce the dictated acceleration value until the limits is no longer exceeded. A
logic = 0 indicates the operation is not approaching the drive limit.
Monitor-MCSS: Motion Logic States (MLS)
Drive Fault / No Drive Fault

A logic = 1 indicates a safe drive, logic = 0 means that at least. The DBSS determinates an
unsafe state by discovering fault conditions through internal diagnostics. The MCSS will
immediately set the LIFT BRAKE signall to ligic = 0 and the DICTATED ACCELERATION
and VELOCITY parameters to zero then goes into the shutdown state. The MCSS will
attempt to recover the run by toggling the PREPARE TO RUN signal to the DBSS. If the
fault cleares, normal operation shalll resume, otherwise the MCSS shall remaind shutdown.
Part : 4 - AA 3

ADMINISTRATION
Monitor-MCSS: Motion Logic States (MLS)

Dbss - HSDD - Startup Routine: Field Component Manual

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Part : 4 - AA 3

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

Authorization Date : 10-JAN-1996

10-JAN-1996 K. Müller / M. Lyons Original Document

Copyright 1996, OTIS GmbH Berlin

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

Table of Contents Page

5. Setup for Manual Mode 6

6. Adjustments of DBSS Software 7

7. Ripple Filter Adjustment 11

8. Motor Field and Brake Coil Adjustment 14

9. Armature Resistance Adjustment 18

10. 12 SCR Analog Adjustments 18

11. DBSS Control PCB Analog Adjustments 20

12. Polarity Adjustments 21

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

13. Max Bias Adjustments 22

14. Drive Commands 23

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

1.1 Additional Documents

FCM: DBSS-HSDD, Guide Lines-AAB2165AA I

MCS411 (M)-Elevonic411, Guide Lines-GBA21380AAY I

Late deviations are sent to your local FOD or E411/CRC as :

FCL: Field Circular Later „ ETO-E411 NEWS “.

the unit is update to the latest safety standards

the unit is proper adjusted and operates without Callbacks

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

1. Main Power to transformer 1PT

3.1 Duty Plug-PCB (9PC)

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

5. Setup for Manual mode

To run in manual mode a jumper must be connected to the following connector :

Using a temporary set of run buttons connected to :

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

For safety reasons do not jump out this circuits.

WORK SAFE, BE SAFE

6. Adjustments of DBSS Software

6.1 M-4-3-1 (Motor Field Parameters)

(See chapter 8 Motor Field Adjustment )

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

6.2 M-4-3-2 (Brake Parameters)

2ND BRK SWITCH

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

(See chapter 8 Brake Coil Adjustment )

6.3 M-4-3-3 (Stability Parameters)

6.4 M-4-3-4 (Motor Parameters)

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

6.5 M-4-3-5 (Drive Parameters)

6.6 M-4-3-6 (Manual Parameters)

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

The ripple filter consist of two parts:

A typical effect of a choke is shown below.

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

∩∩∩ Output ripple from choke.

∩∩∩ Output choke ripple and capacitor voltage imposed

Output ripple to the motor after smoothed by the choke and

Adjusting the ripple filter

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

OTIS FIELD COMPONENT MANUAL No. : AAB21265AAA II

Voltage when tuned

0 Capacitors when tuned Max capacitors

8. Motor Field and Brake Coil Adjustment

readings required are :