BD User Guide AP131400DAA - 2013-12-17

Engineering Center
Five Farm Springs

Farmington, CT 06032
Original Date: 2010-09-10 Document: 31400_UG

Project Number: D324 CA Number: Sheet 1 of 168
Dwg / Part No:
Ultra Drive User Guide
DISTRIBUTION: Per notification document PDP00161.
ORIGINAL APPROVAL:
Prepared By: Signature and Approved By: Signature and
(Last, F I typed) Date (yyyy-mm-dd) (Last, F I typed) Date (yyyy-mm-dd)
Czerwinski, C. Czerwinski, C.
REVISION APPROVAL RECORD:
Rev Date Project/ Revised By: Approved By: Signature and

(yyyy-mm-dd) PC (Last, F I typed) (Last, F I typed) Date (yyyy-mm-dd)
2013-12-12 D324 Blechschmidt, G. Czerwinski, C. 2013-12-12
Schönauer, Uwe
Walden, Peter PW
Description of Changes for LVA Extended. Changed SVT parameter SFC InWiring 0-2.
Change Brake parameters for motor types 211-214, 303. Updated brake parameter
descriptions. Updated decriptions for “300 DC Bus Over” and “Inerta kg-m2”.
Reason for For AP131400DAA release.
Change
This work and the information it contains are the property of Otis Elevator Company
(“Otis”). It is delivered to others on the express condition that it will be used only for, or
on behalf of, Otis; that neither it nor the information it contains will be reproduced or
disclosed, in whole or in part, without the prior written consent of Otis; and that on
demand it and any copies will be promptly returned to Otis.
Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

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Sheet: 2 of 168
Table of Contents
1 Introduction ......................................................................................................... 5
1.1 Applicable Hardware Configurations................................................................................................ 5
1.2 Applicable Software Versions .......................................................................................................... 5
1.3 References ....................................................................................................................................... 5
1.4 Abbreviations, Acronyms and Terms ............................................................................................... 5
2 Software Release Notes ..................................................................................... 6
2.1 Software Modifications ..................................................................................................................... 6
2.2 Known Bugs ..................................................................................................................................... 6
2.3 Required EEPROM Changes For Drive Software Upgrade ............................................................ 6
3 Drive Operation ................................................................................................... 7
3.1 Drive Modes ..................................................................................................................................... 7
3.1.1 MCSS Mode ................................................................................................................................ 7
3.1.2 Manual Mode .............................................................................................................................. 7
3.1.3 CAN Mode................................................................................................................................... 8
3.1.4 Engineering Test Modes ............................................................................................................. 8
3.2 Drive States ...................................................................................................................................... 8
4 Installation and Startup .................................................................................... 10
4.1 Requirements ................................................................................................................................. 10
4.2 Wiring Guidelines for 422 Interface................................................................................................ 10
4.3 Parameter Setup ............................................................................................................................ 11
4.4 Encoder Adjustment ....................................................................................................................... 11
4.5 Check of Direction .......................................................................................................................... 12
4.6 LEDs............................................................................................................................................... 13
4.7 Check of 1LS/2LS .......................................................................................................................... 14
4.8 PRS ................................................................................................................................................ 15
4.8.1 Example PRS configuration: PRS2........................................................................................... 18
4.9 Learn run ........................................................................................................................................ 19
4.9.1 Procedure.................................................................................................................................. 19
4.9.2 Faults during Learn Run ........................................................................................................... 21
4.9.3 Find Bottom Landing Run ......................................................................................................... 22
4.9.4 Viewing the Landing Table........................................................................................................ 22
4.10 Floor Level Adjustment .................................................................................................................. 22
4.11 Start Jerk / Rollback Reduction ...................................................................................................... 23
5 Self-Commissioning Operation ....................................................................... 23
5.1 Overview ........................................................................................................................................ 23
5.2 EEPROM parameters .................................................................................................................... 24
5.3 How do I do this …. ........................................................................................................................ 24
5.4 Running Self-Commissioning Tests ............................................................................................... 25
5.4.1 Entering Auto Tune Mode ......................................................................................................... 25
5.4.2 Entering Motor Nameplate Data and Number of Poles. ........................................................... 25
5.4.3 Initial Tests with Stationary Elevator (Locked Rotor Tests) – INDUCTION MOTOR ONLY!!... 27
5.4.4 Checking Motor Phasing ........................................................................................................... 27
5.4.5 Motor Fine-Tuning Tests - INDUCTION MOTOR ONLY!! ........................................................ 27
5.4.6 Inertia Adjustment – Induction Motor or PM Synchronous Motor ............................................. 28
5.4.7 Parameter Display..................................................................................................................... 29
5.4.8 Exiting Auto Tune Mode............................................................................................................ 29
5.5 Troubleshooting Notes ................................................................................................................... 29
6 Service Tool ...................................................................................................... 35
Menu Tree ................................................................................................................................................... 36
6.1 Monitor Menu ................................................................................................................................. 37
6.1.1 Display Format .......................................................................................................................... 38

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6.1.2 Display Parameter Visibility ...................................................................................................... 38
6.1.3 1-1 STATUS .............................................................................................................................. 40
6.1.4 1-2 MOTOR............................................................................................................................... 42
6.1.5 1-3 MOTION.............................................................................................................................. 44
6.1.6 1-4 INVERTER .......................................................................................................................... 46
6.1.7 1-5 DISCRETES ....................................................................................................................... 47
6.1.8 1-6 METRICS ............................................................................................................................ 49
6.1.9 1-7 VANES ................................................................................................................................ 50
6.1.10 1-8 ENGINEERING ................................................................................................................... 51
6.2 Event Log ....................................................................................................................................... 52
6.2.1 General Description .................................................................................................................. 52
6.2.2 Event-Specific Data .................................................................................................................. 52
6.2.3 Shut Down Error Handling ........................................................................................................ 53
6.2.4 Occurrence Counters ................................................................................................................ 54
6.2.5 Software Reset.......................................................................................................................... 54
6.2.6 Event Response ........................................................................................................................ 55
6.2.7 Event Overview ......................................................................................................................... 57
6.2.8 Event Menu Detailed Descriptions ............................................................................................ 59
6.2.9 Information Events .................................................................................................................... 59
6.2.10 Self Commissioning Faults ....................................................................................................... 60
6.2.11 Inverter Current Faults .............................................................................................................. 61
6.2.12 Converter Current Faults .......................................................................................................... 63
6.2.13 Voltage Faults ........................................................................................................................... 65
6.2.14 Brake Faults .............................................................................................................................. 68
6.2.15 Motion Faults............................................................................................................................. 70
6.2.16 Temperature Faults ................................................................................................................... 75
6.2.17 State Faults ............................................................................................................................... 77
6.2.18 Task Overrun Faults.................................................................................................................. 80
6.2.19 Communication Faults .............................................................................................................. 81
6.3 Central Failure Management ......................................................................................................... 83
6.3.1 Plug & See ................................................................................................................................ 83
6.4 Service Tool Parameters................................................................................................................ 86
6.5 Detailed Parameter Description ..................................................................................................... 92
6.5.1 3-1 CONTRACT ........................................................................................................................ 92
6.5.2 3-2 ADJUSTMENT .................................................................................................................... 99
6.5.3 3-3 BRAKE .............................................................................................................................. 109
6.5.4 3-4 MACHINE ......................................................................................................................... 113
6.5.5 3-5 PROFILE........................................................................................................................... 118
6.5.6 3-6 FACTORY ......................................................................................................................... 120
6.6 Engineering Parameters Detailed Description ............................................................................. 121
6.6.1 6-1 ENG ADJUST ................................................................................................................... 121
6.6.2 6-2 ENG TEST ........................................................................................................................ 125
6.6.3 6-4 I2C EEPROM .................................................................................................................... 132
6.7 Test Menu Detailed Description ................................................................................................... 134
6.7.1 5-1 FAN TEST......................................................................................................................... 134
6.7.2 5-2 TURNOVR TST ................................................................................................................ 135
6.7.3 5-5 SAFETY TEST (UD) ......................................................................................................... 137
6.7.4 5-5 SAFETY TEST (LVD) ....................................................................................................... 139
6.7.5 5-6 BUFFR/LOWPIT ............................................................................................................... 142
7 Data Acquisition Tool ..................................................................................... 144
7.1 Signals ......................................................................................................................................... 144
7.2 Self Commissioning DAT variables.............................................................................................. 150
7.3 Signal Groups .............................................................................................................................. 150
8 Engineering Test Modes ................................................................................ 151

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8.1 Overview ...................................................................................................................................... 151
8.2 Enabling and Changing Test Modes ............................................................................................ 152
8.3 Exiting Test Modes....................................................................................................................... 152
8.4 Test Mode I/O .............................................................................................................................. 152
8.5 Test Mode Descriptions ............................................................................................................... 153
9 Pre-Defined Motor Parameters ...................................................................... 155
9.1 System Inertia Formula ................................................................................................................ 168
9.2 System Inertia Approximation ...................................................................................................... 168

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1 Introduction
1.1 Applicable Hardware Configurations
This document contains information for the Ultra Drive. The board version covered by this
document is:
• Processor Board: K2A26800ABS
1.2 Applicable Software Versions
This document covers software AAA31400AAB. Applicability to other SCN's is uncertain.
1.3 References
1. Otis Document SID00038, "Drive Module Message Interface Standard”.
2. Otis Document D339_DRS, “Ultra Drive Requirements”.
3. Otis Doucument 31400_SRS, “Ultra Drive Software Requirements Specification”.
4. Otis Doucument 31400_SDD, “Ultra Drive Software Design Document”.
1.4 Abbreviations, Acronyms and Terms
The following abbreviations, acronyms and terms are used in this document:
ADC Analog to Digital Converter
CAN Controller Area Network
CRC Circular Redundancy Check
DBD Drive Block Disconnect
DIB Down Inspection Button
DDP Delayed Drive Protection
DSP Digital Signal Processor
GDCB Global Drive Control Board (Axx26800AKT)
eI2C enhanced I2C EEPROM storage capability
ESTOP Emergency Stop
LS Limit Switch
LVD Low Voltage Drive
LWSS Load Weight Subsystem
MCSS Motion Command Subsystem; Applies to MCSS and LMCSS
NTSD Normal Terminal Stopping Device
PLL Phase Lock Loop
PRS Position Reference System
PTR Prepare To Run signal from MCSS
RTR Ready to Run signal declared by DBSS and sent to MCSS.
SCN Software Configuration Number (i.e. AAA31400AAA)
SVT Service Tool
TCB Traction Control Board
UD Ultra Drive
UIB Up Inspection Button

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2 Software Release Notes

2.1 Software Modifications
Refer to the applicable Software Configuration Release Document’s.
2.2 Known Bugs
3 levels of software bug severity are identified:
MAJOR: Misoperation could cause callback or impact safety.
MINOR: Possible misoperation will not cause callback or impact safety.
TRIVIAL: No impact on performance or operation.
All known bugs are listed. Software release criteria dictates that a release shall not take place if a
Major bug is known to exist.
1. TRIVIAL: There is a minor bug with the SVT display for the fault “516 Corr failed”. The
fault response in the SVT is shown as ESTOP, when it is actually DECEL. This will be
corrected by SCR# 30924-1067.
2. TRIVIAL: There is a minor bug with the SVT display for the fault “702 Prechrg Time”. The
fault response in the SVT is shown asWARN, when it is actually ESTOP. This will be
corrected by SCR# 30924-1068.
3. TRIVIAL: The saved event log may not be correct after a software upgrade. It the event log is
needed it is recommended to record the event log before software upgrade. It is also
recommended to clear the event log after software upgrade. SCR 2039 was enetered for this
issue.
2.3 Required EEPROM Changes For Drive Software Upgrade
Drives being upgraded to this Software Configuration Number may require some EEPROM
parameter values to be changed or added. It is strongly recommended that a copy be made of
the currently working EEPROM. After copying, set aside the original EEPROM and install the
newly made copy. Initially, the following fault may occur in menu 2 EVENT LOG:
705 E2 Invalid
000:00:00:00.04
The reason for this is the data in the EEPROM is set to values incompatible with the current SCN
or that new EEPROM parameters have not yet been set. The invalid or blank values must be
corrected. See the description of this fault in Section 6.2.7 of this manual.
A specific parameter can be easily set to its default value as described below:
- press SHIFT-7 (D) to prepare a default value to be entered in the SVT edit field,
- press ENTER to accept this value (same as the value would have been entered manually).
Note: this procedure works only if the specific parameter has a defined default value. See also
parameter tables in section 6.4 of this manual.

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3 Drive Operation
3.1 Drive Modes
The Gen2 Regenerative Drive is designed to be compatible with both MCSS-type and TCBC-type
controllers. As a result, two of the fundamental operating modes of the drive are MCSS mode and
CAN mode. The setting of the service tool parameter Interface Type specifies which controller is
to be used and determines the fundamental operating mode. The mode determines the source of
the motion commands and other functionality of the drive. Additionally, there are sub-modes,
each of which is described below.
3.1.1 MCSS Mode
THIS SECTION NOT APPLICABLE TO THE ULTRA DRIVE
MCSS mode is the normal operating mode when the drive is to be used with an MCSS-type
controller. The mode has to be selected using the service tool parameter Interface Type. In
MCSS mode, the velocity reference is obtained from the MCSS-type controller according to the
MCSS ICD [1]. The drive has to be connected to the MCSS-type controller via the RS-422 serial
interface.
3.1.2 Manual Mode
THIS SECTION NOT APPLICABLE TO THE ULTRA DRIVE
Manual mode is a sub-mode, available only when MCSS mode is selected. Manual mode is
intended for use only during installation. The Manual Mode velocity profile is determined by the
setting of EEPROM parameters in menu 3-5 PROFILE. There are no acceleration or
deceleration limits other than these EEPROM settings. An overspeed trip is also provided and is
based on the following parameters in menu 3-5 PROFILE
Man Speed mm/s
<>
and menu 3-2 ADJUSTMENT:
MAN Overspeed %
<>
The safety chain must be provided to the drive and the manual mode pendant should be wired as
shown in the following diagram or Manual mode operation is not possible.
CONSTRUCTION RUN BOX Regen Drive GDCB Wiring
P11-1
ES COM
DN UP
P11-5
DN UP
P11-7
P11-10
P6-1
PE P6-5
110VAC 110VAC
RETURN
P6-7 or P6-9
110VAC Power for Safety Chain
and Pendant Operation

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Two restrictions are placed on the operation of the up and down command inputs:
1. Both up and down inputs cannot be asserted at the same time. If stopped, the drive will not
run; if moving the drive will decelerate and stop even if the opposite direction input is de-
asserted while the drive is decelerating.
2. While running, if the asserted input is released the drive will decelerate and stop even if the
input is reasserted while the drive is decelerating.
3.1.3 CAN Mode
CAN mode is the operating mode when the drive is to be used with a TCBC-type controller. The
mode has to be selected using the service tool parameter Interface Type. In CAN mode, start and
stop commands are obtained from the controller according to the CAN ICD [2]. The drive has to
be connected to the TCBC-type controller via the CAN serial interface. There are several sub-
modes when the drive is set to CAN mode which include: Normal, TCI / ERO, Correction,
Rescue, and Learn.
3.1.4 Engineering Test Modes
Special test modes can be activated by using the engineering version of the Data Acquisition Tool
(DAT), Software Configuration Number AAA30959XXX. For a complete list of the test mode
operating instructions, see Section 8.
3.2 Drive States
The drive has several states that characterize the status of the drive and the distinct portions of
the motion profile. The table below describes the drive states. The drive state can be monitored
using the service tool menu 1-1 STATUS.
Internal
Description Actions
Drive State
• Indentify drive type by reading
EEPROM in power section, if
Init Initialization state.
available. If not, use SVT EEPROM
parameter Drive Type.
In this state, the power section is disconnected
from the AC mains. This state is entered when
the drive is first powered-on. If the AC line is • Disable PWMs
valid, then the state advances to the Pre-
• De-energize Safety (SX) relays
charge state.
Power • Open main (MX) contactor.
Down
In CAN mode, this state can also be entered • Open pre-charge (PX) contact.
when commanded to via the DrivePowerDown • Close discharge (DX) contact.
message to save energy (sleep mode). The
drive exits PowerDown when commanded by
the DrivePowerDown message
This is the state of the drive while the DC bus
is charging. When precharge is complete, the • Close pre-charge (PX) contact.
Pre- state advances to either Wait for Safety or • Open discharge (DX) contact.
charge Idle, depending on the safety chain. If the bus • Close main (MX) contactor when
does not charge in a certain amount of time, pre-charge complete.
the Power Down state is re-entered.

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This state is entered after certain faults have

occurred (see DECEL, ESTOP, COMP faults).
• Send stop and shutdown request
The drive stays in this state until motion has (SAS) to MCSS if certain critical
stopped and 2 seconds have elapsed. The
faults have occurred.
drive will NOT attempt another run until the
ShutDown • Disable PWMs
fault condition clears. When the fault clears,
• De-energize Safety (SX) relays
the state advances to Wait for Safety or Idle
.depending on the safety chain. Also, if the • Main contactor (MX) may be
drive was previously commanded to Power dropped for certian critical faults.
Down, the drive will advance to PowerDown.
This state is entered when the safety chain is
Wait for • Disable PWMs
open. If the safety chain closes, the state will
Safety • De-energize Safety (SX) relays
advance to Idle.
This state is entered when there is no demand,
the safety chain is made, and certain faults • Disable PWMs
Idle
have not occurred. If there is demand, the • De-energize Safety (SX) relays
state advances toPrepare To Run.
• Energize Safety (SX) relays
• Enable PWM
This state is entered when prepare to run
Prepare To
(PTR) command is activated. When complete, • Establish flux in machine (ramp
Run
the drive advances to Ready To Run. magnetizing current in induction
motor or run locked-rotor test if
necessary for PM motor)
In this state, the drive waits for the lift brake
command. When the lift brake command is
received, the state advances to Lift Brake.
Ready To
In CAN Mode w ABL: • Set ready to run (RTR) true.
Run
Waits for Lift Brake Command
In CAN mode w/o ABL:
Automatically advaces to Lift Brake
This state is entered when the lift brake (LB) • Torque current ON
command is activated. After the brake is lifted,
• Velocity regulator ON
the drive transitions to the Runningstate.
• CAN & Manual Mode only: Position
In CAN Mode w ABL:
Lift Brake regulator ON
Waits for DriveGoToLanding
• Set pretorque level
Command
In CAN mode w/o ABL: • Lift brake
Automatically advaces to Running • Set brake lifted (BL) flag true
• Allow non-zero velocity reference
This state is entered immediately after leaving
Running • CAN & Manual Mode only: Profile
the Lift Brake state.
generator ON
CAN & Manual Mode only: This state is
• Allow non-zero velocity reference
entered immediately after leaving the Running
Decel • Drive's profile generator is in the
state when the drive's profile generator begins
decelerating state
deceleration

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• Drop brake
This state is entered when: • CAN & Manual Mode only: Position
• MCSS mode: LB command is de-asserted. regulator & profile generator OFF
• CAN & Manual Mode: position and velocity • Ramp torque down to zero
meet the stopping criteria at the • Notifies the brake has dropped
Drop
Brake
end of the run. • MCSS mode: Remains here until
PTR is de-asserted.
Remains in this state until the brakes have • CAN Mode w ABL:
dropped and post-torque ramp down has Waits for EndRun command.
completed. It then advances to Idle. • CAN Mode w/o ABL:
Advances directly to Idle
This state is applicable only for Gen2 P&B of
JIS when the Brake Maintenance tool is used.
This state is entered when
• MCSS mode: Brake Test of Drive • Set ready to run (RTR) true.
Brake
command is set with SVT and Brake Test • Torque current ON
Test
of MCSS command is received. • LB OFF
When Brake Test mode is ended, the Drive

state advances to Idle.
4 Installation and Startup

4.1 Requirements
Starting up the Gen2 Regenerative Drive should be performed by authorized personnel only. The
mechanical assembly of the hoistway and the cab as well as the electrical installation in the
hoistway, controller, and E&I panel have to be finished to ensure successful inspection run. The
encoder has to be mounted at the machine and properly connected to the drive. The electrical
connections have to be completely installed and checked.
4.2 Wiring Guidelines for 422 Interface
THIS SECTION NOT APPLICABLE TO ULTRA DRIVE.
The regenerative drive can be located at a significant distance from the controller without extreme
wiring measures by using the following basic guidelines:
1) Treat the drive chassis, machine, and encoder cable as noise sources.
2) Treat the controller cabinet as a quiet ground reference.
3) The encoder cable shield should be connected to the drive chassis (via GDCB connector P9-
8).
4) Do NOT connect the encoder cable shield to the controller cabinet.
5) RS422 communication wires between the controller and the drive should be shielded twisted
pairs.
6) Connect the RS422 communication cable shield to the controller cabinet (quiet ground
reference).
7) The Drive to MCSS differential encoder signals should be shielded twisted pair wires.
8) Connect the Drive to MCSS differential encoder cable shield to the controller cabinet (quiet
ground reference).
In addition to the preceding guidelines, the routing of the earth ground connection must be
considered. The earth ground connection should first go to the drive, then to the controller. This

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allows any common mode noise current to be shunted to earth without having the opportunity to
induce a common mode voltage between the drive and the controller.
4.3 Parameter Setup

Most parameters have already been set to default values. However, in order to enable the drive
to run, the following parameters must be set according to the contract:
• All parameters in service tool menu 3-1 CONTRACT

• All parameters in service tool menu 3-5 PROFILE
Refer to Section 6.5 for the detailed descriptions for the parameters in the above menus.
Since the Gen2 Regenerative Drive is compatible with MCSS-type and TCBC-type controllers,
some parameters are not applicable and do not have to be set, depending on which controller is
used. The parameter Interface Type specifies the type of controller being used. If certain
parameters do not have to be set, they will not be visible in the service tool.
All applicable parameters noted above must be set before the drive is allowed to run. If not, the
following error message will be visible in the event log:
705 E2 Invalid
000:00:00:00.04
If this occurs, press SHIFT-ENTER to determine which parameter has not been set.
4.4 Encoder Adjustment

The Gen2 Regenerative Drive performs an automatic encoder calibration at the beginning of the
first run after power-up. During the calibration, the brake remains dropped and a test current is
commanded in the motor to determine the magnet position of the rotor relative to the encoder.
The test lasts for about 4 seconds, and is illustrated relative to other events in the timing diagram
in the following Figure.

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0_UG
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UP
P TRIA
AC switches
S1,S2
2
DBD
D
BY1/BY
Y2
Encode er Encoder Ca alibration occurss only
Calibratio
on on first run command after drive
power up orr after certain fa
aults
Torquue Holding
g Torque Curren
nt
Curren nt
Brake PIC CK
BS1/BS
S2 Check:Brake Closed?
C Check:Brakke Open?
Output--
frequency
y
Figure 1 Timing D
Diagram Sho
owing Encod
der Calibration (PM mottors only)
During the te
D est, a tone ma ay be heard from the mottor. This is no ormal and to be expected d. No user
i
intervention i required du
is uring the auttomatic calibrration. Note tthat the adjusstment is auttomatically
r
repeated afte
er certain fau
ults are deteccted.
When rrunning the car

c on inspecction after pow wer-on, the inspection buutton must
be held in for a minimum off 5 seconds in n order for th
he Encoder Adjustment
A to
o complete.
Insspection runss are not posssible until the
e Enoder Adjjustment is co omplete. The e brake
remmains droppe ed during the
e encoder callibration proccedure. Note e: this is appplicable for
PMM motor appliications only..
4.5 C
Check of D
Direction
After setting the contract parameters, the direction
A n and motor p
phasing need ds to be checcked by
p
performing a inspection or manual ru
an un, dependin ng on the con
ntroller being used:
• If Inte
erface Type is set to MCS
SS-type, perfform a manu
ual run using the manual pendant.
p
• If Inte
erface Type is set to TCBC-type, perrform an insp pection using ERO box.
I the car:
If
1 starts correctly in both directions and
1. a is following the inspe ection or mannual mode prrofile:
ontinue with tthe next step
-> co p in the startu
up routine.
2 starts in the incorrectt direction but is following the profile:
2.
hange the following param
-> ch meter in servvice tool menu 3-2 ADJUS STMENT:
Car
r Dir 0/1
<>
then continue witth the next sttep in the startup routine.
3 does nott follow the prrofile and/or results in an ESTOP with
3. h any of the ffollowing faults:
501 Po
os Trackin
ng 502
2 Vel Trac
cking 100 Inv SW
W Oct
Form PA10021 U
Unpublished Worrk - Copyright © Otis Elevator C
Company
Rev. 2009--01-15
Document: 31400_UG
Sheet: 13 of 168
000:00:00:00.04 000:00:00:00.04 000:00:00:00.04
-> it is likely that the motor phasing (relative to the encoder) is incorrect. The phasing can
be changed manually by swapping two motor phases OR by changing the service tool
parameter in menu 3-2 ADJUSTMENT:
Motor Phase 0/1
<>
After changing this parameter, repeat the test.

4.6 LEDs
There are 2 LEDs on the Ultra Drive Control Board near the service tool connector. If these LEDs
are visible, depending on where the drive is located, the status of the LEDs can be checked. The
LEDs have the following meanings:
Green Red
Status
(LED1) (LED2)
NOT NOT
DSP is in Reset
FLASHING FLASHING
DSP is Running FLASHING ANY STATE
Events in Log FLASHING FLASHING

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4.7 Check of 1LS/2LS

The required minimum length of 1LS / 2LS is determined by the adjusted Nom Speed mm/s and
Decel mm/s2. The deceleration rate at correction runs or NTSD is increased by typ. 20%.
Nom Speed Decel Minimal 1LS / 2LS distance

[mm/s] [mm/s2] [mm]
400 500 250
630 500 500
1000 500 1090
1600 500 2535
1750 500 2990
2000 500 3830
2500 500 5825
3000 500 8235
3500 500 11065
4000 500 14310
400 800 200

630 800 380
1000 800 780
1600 800 1740
1750 800 2035
2000 800 2585
2500 800 3875
3000 800 5430
3500 800 7240
4000 800 9315
400 1000 185

630 1000 340
1000 1000 680
1600 1000 1470
1750 1000 1720
2000 1000 2170
2500 1000 3225
3000 1000 4490
3500 1000 5965
4000 1000 7650
400 1200 175

630 1200 310
1000 1200 610
1600 1200 1295
1750 1200 1505
2000 1200 1890
2500 1200 2795
3000 1200 3865
3500 1200 5115
4000 1200 6540

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If the drive is being used with TCBC-type controller (see parameter Interface Type), then the drive
reduces speed when the car reaches the 1LS or the 2LS even on TCI and ERO runs.
To determine the minimum length for LS during installation, the following is recommended:
1. Set the profile to the contract speed and nominal deceleration, SVT parameters Nom Speed
mm/s and Decel mm/s2 in M235.
2. Check the SVT parameter M217, LS length min mm to determine the minimum length for LS.
3. Set 1LS and 2LS to the required minimum length, plus an additional 20% (not to exceed
80%) for margin (this will avoid having to enter into the hoistway again after the installation if
it is decided to decrease decel or jerk).
4. Perform the learn run.
5. Verify the learned lengths are correct via SVT parameters LS1 length mm and LS2 length
mm in M217. Note: if they are incorrect, the drive should log the error 528 Profile Err
in the event log indicating LS is not long enough for the selected deceleration rate. The fault
is a log-only fault.
6. If a higher than nominal deceleration is desired, then increase the deceleration rate. A new
learn run is not required.
7. If a lower than nominal deceleration is desired, then decrease the deceleration rate. Note
however, the drive may log the error 528 Profile Err in the event log indicating LS is
not long enough for the selected deceleration rate.
4.8 PRS
If the drive is being used with a GECB/TCBC-type controller (see parameter Interface Type), then
a PRS has to be mounted, corresponding to a configuration from the table below. The
magnets/vanes have to be located at the same level in each landing (relative to the hoistway door
sill).
At shorter landings, the distance between door zones (= DZ magnet/vane edge-to-edge) must be
at least 180 mm where the car is supposed to reach normal speed (>1.6m/s)., otherwise the door
zones can not be separated with normal speed. In low-speed zones (e.g. end of hoistway),
minimum gaps between DZ magnets must be guaranteed according to the table below.
Configuration #4: Configuration #3: Configuration #1:

Magnet / Magnet / Magnet /
Sensor head Sensor head
Vane Vane Vane
Sensor head
UIS UIS
B B
1LV 1LV
A Vane A Vane Vane
1LV
length length length
A
2LV
C
B
Form
DISPA1021 DIS Unpublished Work - Copyright © Otis Elevator Company
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The sensor heads are shown in the position where the car is level with the hoistway sill
Vane Vane Minimum 3 Toleran

Con 2 A, B, C ) 8 Output
Sensor PRS Name length vane gap ) ce ) 4
1 fig # [mm] logic )
Type ) [mm] [mm] [mm]
A=15
0 PRS2 with ADO/RLEV 4 250 130 15 N.O.
B=100
A=15
1 PRS2 w/o ADO/RLEV 3 250 160 B=100 15 N.O.
C=115
2 PRS2, 1Sens, 250mm 1 250 50 - 15 N.O.
3 RPD-P2, 1Sens, 250mm 1 250 50 - 15 N.C.
CEDES Photo, 1Sens,

4 1 150 50 - 15 N.O.
150mm
CEDES Photo, 4Sens, A=15
5 4 250 130 15 N.O.
250mm B=100
A=15
6 RPD-P3 4 250 130 15 N.O.
B=100
7 PRS5 1 170 50 - 30 N.O.
8 PRSxx, 1Sens, 130mm 1 130 50 - 30 N.O.
PRS2 1LV+2LV, no 6
9 2 ) 250 60 A=15 15 N.O.
RLEV
RPD-P7A, 4 Sens, A=15
10 4 150 80 15 N.O.
150mm B=50
RPD-P8A, 4Sens, A=15
11 4 180 95 15 N.O.
180mm B=65
170 A=15
12 PRS8N, 4Sens, 170mm 4 7 92 15 N.O.
[180] ) B=62
5 cust custom Max sensor custom
99 Custom PRS ) 5 5 - 80 5
om ) ) interval + 30 )
Notes:
1) See SVT Contract Parameter “Vane Sensor Type”.
2) Measured between upper edge of one vane to lower edge of next vane, value includes ~20mm
margin to minimum threshold checked at Learn Run.
3) A, B, C: See corresponding Configuration # in diagram above..
4) N.O. = “Normally Open”: If sensor on vane => PRS output closed = ca.+24V.
N.C. = “Normally Closed”: If sensor on vane => PRS output open = high impedance or ca. 0V.
5) For “Vane Sensor Type”=99, a PRS configuration can be customized with individual
parameters, see 6.5.2. When entering “Vane Sensor Type”=99, the custom configuration is
initialized to copy the previously selected standard PRS configuration (0...8).
6) Configuration with 2 sensors: 1LV is A mm above center, 2LV is A mm below center.
7) Expectation of perceived vane (=field) length differs from geometric vane length given.
8) Learn run fails if adjacent sensor transitions deviate from nominal by more than tolerance mm.

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The maximum distance between vanes is 12m ! If the required distance between landings is
larger, dummy vanes need to be inserted.

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4.8.1 Example PRS configuration: PRS2
2LS magnet
Floor level
Top Floor
DZ magnet
Tape
Sensor Unit
12mm 2LS
UIS
SAC1
DZI
1LV
250mm 30mm
2LV
Floor level
DIS SAC2
DZ magnet
1LS
DZ magnet
Floor level
Bottom Floor
1LS magnet

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4.9 Learn run

If the drive is being used with TCBC-type controller (see parameter Interface Type), then the
learn run has to be performed before the first normal run. The learn run must be repeated if a
door zone magnet was moved. Before starting the learn run, the parameters Number of DZ,
Bottom DZ, and DZ in 1LS have to be set correctly, as well as Car Dir 0/1 and Motor Phase
0/1 (see Section 4.5).
NOTE: In CAN systems with GECB software >= GAA30780DAD, the learn run may already be
included in the automatic system installation routines (no extra Learn Run from SVT necessary).
The learn run can be started from anywhere in the hoistway. If the car is positioned in a door
zone within 1LS, the drive assumes this is the bottom landing and starts the learn run from there.
Otherwise, it performs a “find bottom landing” run before the learn run.
In the “find bottom landing” run, the car is automatically moved up out of 1LS (0.2m/s) if it was
positioned in 1LS. When outside of 1LS, it is moved down with 0.5m/s until it enters 1LS. Then it
is moved down with 0.2m/s counting landing vanes (starting from parameter “DZ in 1LS”) until it
enters the vane of landing 0. There it stops, ready for a learn run.
For the learn run, the car runs up from the lowest LV to the highest LV zone with 0.2 m/s within
the 1LS and 2LS and with 0.4m/s between the LS. The drive stores the center position of each LV
zones and the length of all LV zones. The center of the lowest LV zone is set to the position of
10.000m.
The learn run menu can be left during an ongoing learn run via the <MODULE>, <FUNCTION> or
<SET> keys on the SVT in order to visit other SVT menus in the drive or in other components of
the elevator, the learn run continues. At the end of the learn run, the learn run menu must be
entered again to acknowledge the result. Also, after the completion of the “find bottom landing”
run preceding a learn run, the start of the learn run must be acknowledged in the learn run menu
(opportunity to verify visually that the car is in fact in the bottom landing).
Notes regarding parameter “DZ in 1LS”:
• A landing is counted as “in 1LS” if any one of the PRS sensors (even UIS alone) is on the
landing vane while the LS sensor is on the 1LS vane.
• When the parameter is set to a value smaller than the correct value, the “find bottom landing”
run will end in a landing above the bottom. A subsequent learn run would then run the car
into the final limit switch 8LS.
• When the parameter is set to a value greater than the correct value, the “find bottom landing”
run will run the car into the final limit switch 7LS.
• => WHEN IN DOUBT, the smaller value could be chosen and then be increased in case the
“find bottom landing” run ends above the bottom landing.
Note: The Learn Run uses the compensation mechanism for mm-position error effects as
configured by parameters “Custom HwCmp 0/1” (SVT menu 3-2 ADJUSTMENT).
4.9.1 Procedure
1. To avoid trouble with passengers, switch off the door operator (e.g. by DDO) and disable hall
calls (e.g. by CHCS).
2. Optionally: Move the car to the bottom landing via ERO (into LV zone).
3. The learn run is started in SVT menu ”Learn 4-1”:
Start Dialog
SWITCH TO NORMAL Safety chain detected OPEN,

<SET> aborts! must be closed to proceed.
LEARN RUN Start Press <GO ON> on the SVT.

<SET> aborts! >
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Num of Ldgs: 007 Press “1” if the indicated number of

CORRECT? y=1/n=0 landings (e.g. 7) is correct.
Press “0” to exit the learn run
and correct the parameter.
Press “1” if the indicated number of

Ldgs in 1LS: 001 landings in 1LS is correct.
CORRECT? y=1/n=0
Press “0” to exit the learn run
and correct the parameter.
Calibrate Hitch Visible only when Load Weigh

Type = 2:
LoadW? y=1/n=0
Press “1” if hitch load weighing
should be calibrated.
Press “0” if hitch load weighing calibration should be
maintained.
Switch to ERO Switch on ”ERO” on ERO-Box
To start learn- FIND BOTTOM LNDG

run press ENTER RUN: press ENTER Press <ENTER> on
or
Service Tool
Switch back to Switch back to ”NORMAL” on

NORMAL ERO-Box.
IF the car is inside 1LS but outside of a door zone:

Find Bottom Landing Run
FIND BOTTOM LDG, The car moves up, the “--“

moving up: -- changes to “DZ” whenever the
car is in a door zone.
IF the car is outside 1LS:

The car moves down, the “--“
FIND BOTTOM LDG, changes to the landing
moving down: --
number after the first vane is encountered in 1LS.

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BOTTM LDG: start The car has reached the bottom

learn? y=1/n=0 landing according to the
parameter “Landings in 1LS”.
IF the car is inside 1LS and inside of a door zone:
The car starts moving up.

Learn Run
Learn active
CAR MOVES UP
L001 21065.9mm While moving up, the SVT display

Vane 249.8mm shows the last learned data:
Landing number (bottom = 0) and
position.
Vane length at this landing.
TABLE STORED IN Learn run was successful, new

landing table has been stored.
E2PROM >
Press <GOON> on the SVT to
go to NORMAL operation.
HITCH LOADW CALI Visible only

DONE > when Load Weigh Type = 2
and HitchLw
calibration was confirmed before:
Calibration was successful, new values have been stored.
Otherwise: “FAILED “ is displayed and the old values are maintained.
Press <GOON> on the SVT to go to NORMAL operation.
LEARN RUN 4-1

<>
4.9.2 Faults during Learn Run

When a fault is detected during the learn run, a corresponding message is displayed. After
pressing <GOON>, the learn run is then aborted.
Fault display Description
Drive NOT in CAN The setup parameter Interface Type is not correct, should be a CAN
mode => abort > controller.
DRIVE NOT READY The drive is not yet ready to run. If this display appears for more than 1s
<SET> aborts! > the drive may be blocked by a fault.
No LS signals The CAN connection to the drive has been interrupted, no LS signal
=> abort > information has been received for >2s.
RUN IN PROGRESS Learn Run start is attempted while car is running.
=> abort >
SIG NOISE/BOUNCE Noise or excessive bouncing in hoistway signals (1/2LV, UIS, DIS).
=> abort >
PRS_SIG != 1VANE PRS sensors are on two vanes or on no vane when the actual learn run

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=> abort > motion is about to start.
TRANSITN OVERDUE Sensor transition on/off the vane does not occur when expected.
=> abort >
DETECTED ## LDGs When car leaves 1LS, the number ## of encountered landings does not
in 1LS: abort > match the setup parameter
### LDGs before According to the setup parameter, the top landing (###-) was reached
2LS: abort > before 2LS.
INVAL PRS SIGNAL Pattern of active and inactive PRS sensors is not possible on 1 or 2 vanes
COMBI => abort > with the selected Vane Sensor Type.
1LS: ON->OFF->ON After leaving 1LS, the 1LS signal became active again => Gap in 1LS
gap => abort > magnet/vane or bouncing in 1LS signal.
2LS OFF->ON->OFF After entering 2LS, the 2LS signal became inactive again => Gap in 2LS
gap => abort > magnet/vane or bouncing in 2LS signal.
1LS/2LS OVERLAP! 1LS and 2LS inputs are active at the same time.
=> abort >
VANE GAP SHORT: The gap between two vanes of xxxx mm is too short for the selected
xxxxmm! abort > Vane Sensor Type.
LR ABORTED! The Learn Run was aborted by a non learn run error. Look in the event
see fault log > log for detailed information.
LR ABORTED The Learn Run was aborted by switching to ERO or TCI.
by ERO/TCI! >
4.9.3 Find Bottom Landing Run

The Find Bottom Landing run can be started via SVT menu 4-3 from any position in the hoistway.
It positions the car in the bottom landing, e.g. for starting a subsequent door check sequence run
(required by controller in CAN mode at installation time). In order to allow this run to establish
valid position, a successful learn run must have been executed before.
The user interaction during the Find Bottom Landing run and the preceding Start Dialog is
described above (see 0)
4.9.4 Viewing the Landing Table
The landing table can be viewed in SVT menu 4-2. It shows each landing position and the
learned vane length at each landing. The first landing is arbitrarily set to 10,000 mm. The display
will look as shown below:
L001 21065.9mm
Vane 249.8mm
4.10 Floor Level Adjustment

If the drive is being used with TCBC-type controller (see parameter Interface Type), then the
landing performance can be adjusted. Before adjusting, the hoistway signals should be verified
during an inspection run through the hoistway. The switching of the following signals should be
checked using the service tool menu 1-5 DISCRETES: UIS LV1 LV2 DIS 1LS 2LS UIB DIB.
After this test, the level performance can be adjusted. Move the car to a floor in the middle of the
hoistway. Check the floor level in the up and down direction. Stopping error can be reduced by
adjusting the parameter VaneBias (10) mm in menu 3-2 ADJUSTMENT. If the car is stopping
above the floor, then the value has to be reduced. Conversely, if the car is stopping below the
floor, then the value has to be increased. The nominal value for this parameter is 10, in which no
adjustment is applied.

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If the magnets are adjusted in the same manner at each floor, the car should stop correctly in
each landing, otherwise the magnets should be adjusted accordingly.
4.11 Start Jerk / Rollback Reduction
If discrete load weighing is being used, start jerk can be reduced by adjusting the parameters
Start Gain Ot PU, Start filt BW PU, Start Gain In PU in menu 3-2 ADJUSTMENT.
Increase the parameter until either the start jerk is acceptable or the machine starts to produce
noise at the start of the run. This parameter has two associated parameters SG Period sec and
SG Ramp Down sec to control the duration of the bandwidth velocity control and the rate at which
the nominal bandwidth is resumed respectively. A further reduction of the start jerk is possible by
upgrading to an analog load-weighing device.
Note: Acceptable start jerk performance may not be acceptable for any settings of the start gain
parameters when using an incremental encoder in a gearless system with discrete loadweighing.
A sine/cosine encoder can be used to get good start jerk performance with discrete loadweighing.
5 Self-Commissioning Operation
5.1 Overview
The Self-Commissioning software functions are designed to automatically measure the induction
motor parameters and adjust the service tool parameters in the drive to achieve a properly tuned
drive/motor combination, with the correct magnetizing current, rotor time constant, and inertia
(note: inertia can be determined for PM motor applications as well). The benefit of self-
commissioning software is that it achieves this without the need to unrope the elevator, remove
the motor or employ special test equipment. The software requires four values from the motor
nameplate: Rated voltage, power, rpm, and frequency. All other parameters are computed or
measured by the drive to achieve correct elevator operation at the contract speed.
Self-commissioning tests are run in three stages:

• The first stage is the locked rotor tests, where the drive adjusts the current regulator and
measures the motor parameters. The motor does not turn during these tests, and the brake
is not lifted. This stage is required if the motor parameters are not known beforehand.
• The second stage is a fine-adjustment of the rotor time constant and magnetizing current, to
ensure that the rotor time constant and magnetizing current are set to correct values for
running at contract speed. The second stage requires the installer to command high speed,
multi-floor runs under control of the motion subsystem. It is important that the elevator reach
contract speed during these runs, and that the car be empty. To ensure consistent and
accurate measurements, all runs must be between the same two landings, e.g., from bottom
to top, or from floor 2 to 8, etc.
• The third stage of self-commissioning is the inertia adjustment. The operator requirements
for this stage are identical to those for the second, i.e., to command multi-floor runs under
control of the motion subsystem.
THE ONLY SELF COMMISSIONING TEST THAT CAN BE PERFORMED WITH A PM
SYNCHRONOUS MOTOR IS THE INERTIA TUNING!!
If the only available data on the motor is the nameplate data, the complete set of self-
commissioning tests should be run. On new equipment installations, where the motor parameters
are factory-set, it is possible to run only the inertia adjustment.
The elevator runs during the second and third stage of self-commissioning may be commanded
using the service tool interface to the controller. It is also possible, and may be preferable, to use
the service tool to set up the controller to cycle the elevator up and down automatically. Allow for
a 15 second interval between runs, and make sure that the elevator reaches full contract speed

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for at least 3-5 seconds during the run. The elevator controller may be set to ‘Inspection” to
temporarily halt the cycling, for example when it is time to save the service tool parameters (this
is further described in the step by step procedure).
The self-commissioning stages were designed to run in sequence or as standalone tests. Each
stage, however, relies on certain EEPROM parameters. These parameters should be obtained
either through self commissioning tests or entered into the EEPROM by the installer. For
example, the Fine-Tuning stage requires (Lσ), also known as the motor transient inductance, in
service tool parameter “Mtr Lsigma mH”‘ in menu M34. This value can either be computed from
locked rotor tests or, if known, entered manually by the installer. Either method is acceptable.
At the end of each self commissioning test, the user is given the opportunity to save the
determined parameters to EEPROM automatically or to abort without saving. The determined
parameters are available for inspection in menu M12 until the processor board is reset or the
drive powered down.
NOTE 1: Do not unplug the service tool from the drive during the self-commissioning tests. The
tests will abort when the SVT is reconnected, and all test data will be lost.
NOTE 2: The drive service tool CANNOT be used to view dynamic displays such as current,
torque or motor voltage while the self tuning tests are in progress (see following note).
NOTE 3: To abort self-commissioning tests hit Module, Function or Set key on the service tool.
NOTE 4: The drive will NOT accept PTR from the controller while in self commissioning mode
unless it specifically asked for through the service tool during fine tuning and inertia
tests. You MUST exit the self commissioning mode (see section 5.4.8 below) to run
the elevator in normal, inspection or manual mode.
5.2 EEPROM parameters

The following is a list of all the EEPROM parameters determined by self commissioning (listed by
test):
Test Menu Parameters

Locked Rotor M31 Inertia kg-m2 (estimate)
M34 Rtr Time Const s, Rated Mag I A, Peak Mag I
A, Rated Trq I A, Rated Trq Nm, Mtr
Lsigma mH, Ld mH, Lq mH, R
Ohm.
Fine Tuning M34 Rtr Time Const s, Rated Mag I A, Peak Mag I
A, Rated Trq I A, Rated Trq Nm
Inertia M31 Inertia kg-m2
All other EEPROM parameters, such as limit current, drive rating, pretorque trim, etc, must be set
correctly as they are not self-tuned.
5.3 How do I do this ….
The following table is intended to help the user determine which self commissioning tests to run
based on the available motor and hoistway data.
Situation Tests to Run Steps to take

Modernization job, no data Locked Rotor Start with section 5.4.1. Stop before section
available except for motor 5.4.5.
nameplate data and duty
data. No controller

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Situation Tests to Run Steps to take

connected, only manual
mode elevator operation
required.
Modernization job, no data Locked Rotor, Start with section 5.4.1. Perform all self
available except for motor Fine Tuning, commissioning tests.
nameplate data and duty Inertia
data. Controller is
connected and operational
Have reasonable estimate Locked Rotor, Start with section 5.4.1. Perform all self
of motor parameters and Fine Tuning, commissioning tests.
current regulator Inertia
parameters but do not
know motor Lsigma
(transient inductance)
Have reasonable estimate Fine Tuning, Enter the following SVT parameters :
of motor parameters and Inertia M34 - Ld mH, Lq mH, R
current regulator Ohm, Number of Poles, Rtr Time
parameters and have Const s, Rated Mag I A, Peak Mag I
reasonable estimate of A, Rated Trq I A, Rated Trq Nm,
motor Lsigma (transient Mtr Shft Pwr kW, Rtd Mtr Spd RPM,
inductance) and inertia. Rtd Mtr Ln-Ln V, Rtd Mtr Freq Hz,
Mtr Lsigma mH.
M31- enter your best guess for inertia.
Check that elevator runs in inspection or
manual mode. If it does not start with section
5.4.1, else start with section 5.4.5.
Elevator runs ok, but Inertia Enter your best guess for inertia in M31.
require better inertia Start with section 5.4.6.
estimate
5.4 Running Self-Commissioning Tests

5.4.1 Entering Auto Tune Mode
1. Use the SVT to access category M31 and hit the go-on key unti the parameter “Motor
Type” is displayed. Set the parameter to 901.
2. Use the SVT to access category M31 and hit the go-on key until the parameter “Self
Tune 0/1” is displayed. Set the parameter to 1.
3. Hit the go-on key to display the parameters:
Parameter Default Value
*LR Ampl KP/Ki PU 0.2
*LR Ampl RTC PU 0.35
Make sure that these parameters are set to their defaults. These parameters control the
amplitude of the test current. 0.2 corresponds to 20% of drive rated current.
4. Verify that ‘Motor Nameplate Data’ and ‘Number of Poles’ (see section 5.4.2) are entered
correctly.
5. Go to section 5.4.3 to perform the ‘Locked Rotor Test.’
5.4.2 Entering Motor Nameplate Data and Number of Poles.

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1. Use the SVT to access category M34 and hit the go-on key to display the “Number of
Poles” parameter. Enter the number of poles in the motor. The number of poles in a
motor can be determined with the following formula :
⎛ Rated _ frequency ⎞
number _ of _ poles = floor ⎜⎜120 * ⎟
⎝ Rated _ RPM ⎟⎠
where Rated_frequency and Rated_RPM are the nameplate RPM speed and frequency
respectively. If number_of_poles results in a decimal number then round the
number down to the nearest even integer (4.11 would be entered as 4). Alternatively
you can use the following graph to look up the rated RPM and frequency and match it to
the closest ‘pole’ line:
RPM vs Frequency for different pole configurations
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
RPM
900
800
700
600
500
400
4 Pole Machine
300
6 Pole Machine
200
8 Pole Machine
100
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64
Frequency (Hz)
2. Hit the go-on key until the parameter “Mtr Shft Pwr kW” is displayed. Enter the rated
power in kilowatts from the motor nameplate.
3. Hit the go-on key to display the “Rtd Mtr Spd RPM” parameter. Enter the rated speed in
rpm from the motor nameplate.
4. Hit the go-on key to display the “Rtd Mtr Ln-Ln V” parameter. Enter the rated motor line-
to-line rms voltage from the motor nameplate.
5. Hit the go-on key to display the “Rtd Mtr I Arms” parameter. If available, enter the rated
motor current from the motor nameplate. If not known, leave the parameter to its default
setting of zero.
6. Hit the go-on key to display the “Rtd Mtr Freq Hz” parameter. Enter the rated frequency
in Hz from the motor nameplate.

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7. Hit the go-on key to display the “Mtr Lsigma mH” parameter. Enter the motor transient
inductance (Lsigma) if known or 0.001 if not known. The drive will determine this value
during the locked rotor phase of the tests.
8. Hit the go-on until the “Low Volt Op 0/1” parameter is displayed. Enter 1 if the rated
motor line to line voltage is less than or equal to 400 Vrms. Otherwise, set the parameter
to zero.
WARNING: THE PARAMETERS TO BE ENTERED ARE THE MOTOR NAMEPLATE

PARAMETERS. DO NOT ENTER THE CONTRACT PARAMETERS.
5.4.3 Initial Tests with Stationary Elevator (Locked Rotor Tests) –

INDUCTION MOTOR ONLY!!
1. Power down the drive.
2. Establish the safety chain at the drive according to correct local practices. This may
involve adding jumpers in the controller depending upon which controller is used. Do not
forget to remove these jumpers once the locked rotor tests are finished.
3. Power on the drive.
4. After the safety chain is established, the signal “SAF” must indicate 1 in SVT menu M15
for 422-based controllers. For CAN-based controllers, both UIB and DIB must indicate 1
in SVT menu M15.
5. Use the SVT and access menu M71. To start the test, hit ‘Go-On’ on the SVT. The drive
will now automatically tune the current regulators and measure the motor parameters.
During the tests, the drive will display its progress on the service tool screen.
6. When the tests are finished, the SVT will display ’Lckd Rotor Tests / Complete Hit >’. Hit
the go-on key to proceed.
7. The service tool will now display the data determined during the locked rotor test. To
save the data to EEPROM, hit SHIFT-ENTER (this can be done at any time while
vieweing the data). Otherwise hit the module, function or set keys to abort the test. If the
saving operation is aborted, the determined parameters will not be saved to EEPROM
but will be available for inspection in M12 (see section 5.4.7).
8. If a jumper was required to satisfy the safety chain in Step 2, power down the
drive and remove the jumper. If you need to power the drive down to remove jumpers,
first access M12 and write down the locked rotor test results as required in the data-
sheet. These results will not be displayed in M12 once you cycle power to the drive (of
course if you saved them to EEPROM, you can search for them in the regular service tool
tree).
5.4.4 Checking Motor Phasing

1. After the locked rotor tests, the elevator should move in manual mode or inspection
mode. Power up the drive, exit auto tune mode (see section 5.4.8) and check that the
elevator runs by using manual or inspection mode.
2. If the elevator fails to move and a motor overcurrent fault is logged, check the phasing of
the motor with the appropriate procedure. One such procedure is outlined in
[TIP1.1.12.0-1]
STOP HERE if you plan to run in manual mode only.
5.4.5 Motor Fine-Tuning Tests - INDUCTION MOTOR ONLY!!

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1. If necessary, power on the drive. Ensure that the drive is in auto-tune mode see section
5.4.1
2. Disable hall calls, car calls and parking operations before proceeding. Also, disable
doors so that passengers cannot enter the car.
3. Make sure that the four correct motor nameplate parameters are entered in M34.
4. If the locked rotor tests were not run or the parameters obtained not saved, make sure
that the correct value of Lsigma (transient inductance) is entered in service tool
parameter “Mtr Lsigma mH” in menu M34.
5. Before starting the test, select two floors between which you want to run. Ensure that the
car is at the lower of the two floors (first requested run is up). If this is not the case, put
the drive in normal mode and move the car as necessary. Then re-enter auto tune mode
(see section 5.4.1)
6. Access menu M72, and hit ‘go-on to start the test.
7. When prompted by the SVT, issue an up call through the controller. Then, When
prompted by the SVT, issue a down call through the controller.
OR - allow the elevator to cycle up and down while the drive collects data and adjusts the
SVT parameters (cycle the elevator between the two selected floors).
It is required that the car reach contract speed for 3-5 seconds during these runs,
and that the car be empty.
8. The last step will repeat several times (at least 4 cycles of up and down runs). A
minimum of three cycles is required to determine the rotor time constant. One additional
cycle is required to check the magnetizing current and determine the magnetizing
inductance. If the magnetizing current requires adjustment, the rotor time constant must
be re-checked, requiring additional up/down runs.
9. When the tests are finished, the SVT will display the results of the test. Hit the go-on key
to proceed. At any time the data can be saved by hitting SHIFT-ENTER.
10. To save the data to EEPROM hit SHIFT-ENTER. Otherwise hit the module, function or
set keys to abort the test. If the saving operation is aborted, the determined parameters
will not be saved to EEPROM but will be available for inspection in M12 (see section
5.4.7).
START HERE to run Inertia test only
5.4.6 Inertia Adjustment – Induction Motor or PM Synchronous Motor

(ONLY ACCEPTABLE TEST FOR PM SYNCHRONOUS MOTOR)
1. If necessary, power on the drive. Ensure that the drive is in auto-tune mode see section
5.4.1
2. Disable hall calls, car calls and parking operations before proceeding. Also, disable doors
so that passengers cannot enter the car.
3. Before starting the test, select two floors between which you want to run. Ensure that the
car is at the lower of the two floors (first requested run is up). If this is not the case, put
the drive in normal mode and move the car as necessary. Then re-enter auto tune mode
(see section 5.4.1)
4. Access SVT menu M73 and hit the ‘go-on’ key to start the test.
5. When prompted by the SVT, issue an up call through the controller. Then, when
prompted by the SVT, issue a down call through the controller.

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OR - allow the elevator to cycle up and down while the drive collects data and adjusts the
INERTIA parameter (cycle the elevator between the two selected floors).
6. Last step will repeat several times (at least 2)

7. When the tests are finished, the SVT will display ‘Inertia Tuning / Complete Hit >’. Hit
the go-on key to proceed.
8. The service tool will now display ‘Hit Entr to Save’. To save the data to EEPROM hit
SHIFT-ENTER. Otherwise hit the module, function or set keys to abort the test. If the
saving operation is aborted, the determined parameter will not be saved to EEPROM but
will be available for inspection in M31 (see section 5.4.7).
5.4.7 Parameter Display

1. Access SVT menu M12 to display parameters which were determined during the self-
commissioning tests.
2. Hit go-on or go-back to move back and forth between the different display parameters.
Please note that some parameters may be zero if the test has not been performed yet or
if the processor board was reset between tests.
5.4.8 Exiting Auto Tune Mode

1. Use the SVT to access M31 and hit the go-on key until the parameter “Self Tune 0/1” is
displayed. Set the parameter to 0.
5.5 Troubleshooting Notes
The following is a list of the most common problems encountered while self commissioning the drive.
Please refer to this list if there is a problem.
Symptom Possible Cause Steps to take

The locked rotor test will not The safety chain is not Repeat Step 2 in section 5.4.3.
start. established.
Locked rotor test aborts. Nameplate data is Verify that the motor nameplate data are
incorrect entered correctly. Re-run locked rotor test
(M71).
Also see note 1 at the end of Section 5.5.
Drive does not accept a run The SVT ‘Module’ key Re-run the test. Hitting the ‘Module’ key will
command from the controller has been hit. abort the self-commissioning test and put the
and no faults are declared. drive into shut-down mode.
The SVT was Re-run the test. Unplugging the service tool
unplugged during the has the same effect as hitting the ‘Module’
test and plugged back key.
in.
Fault: Inverter OCT Motor is phased Check motor phasing and re-run test.
Motor Overload improperly.
Motor nameplate data Check for errors in motor nameplate
is incorrect, or the parameter data M34. Specifically, make sure
elevator duty is greater that the data entered is the nameplate data
than the motor rating. and not the contract data (unless they are the
same). Also, verify that the car is empty
during tests.
Fault: Car is not empty The car is not empty or Check that the car is empty and/or the

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Symptom Possible Cause Steps to take

the overbalance is overbalance and run the test again
wrong
Fault: PTR time out The user waited longer Start test over. The user has two minutes to
than two minutes to enter a car call and run the elevator or a fault
enter a PTR command will be logged.
from the controller
Fault : LR RTC is zero A serious problem with Restart locked rotor tests.
internal drive software Also see note 1 at the end of Section 5.5.
has occurred
Fault : FT Itrq not comp The torque current was Restart fine tuning tests.
not computed at the
end of fine tuning tests.
Possible problem with
magnetizing
inductance.
Warning : Run in wrong dir The car moved in the Run the car in the direction asked for by the
up direction when the service tool. It may be advantageous to
drive SVT asked for a restart the test.
down run or viceversa
Fault: Run is too short The run was too short Run the car between two floors that are
so that there was not farther apart so that the car reaches constant
enough time at speed. speed for at least 2 seconds.
The following faults can occur during locked rotor tests. The occurrence of any of these faults indicate a
serious problem with the drive and they should, in theory, never be observed:
Fault Possible Cause Steps to take

Kp Not Computed The cause of any of There is no action to be taken by the user.
Ki Not Computed these faults is a bad A fault of this nature should be reported to
Lsig Not Comptd feedback from the DSP Engineering
LR RTC Not Init This usually indicates a Also see note 1 at the end of Section 5.5.
LR RTC Not Comp severe problem.
The following warnings indicate that the locked rotor tests have taken longer to converge than usually
required. The usual course of action for these warnings is to complete the tests, save data to EEPROM
and try the fine tuning tests. If the obtained parameters are not too far off the actual parameters, the fine
tuning stage will recover and converge to the correct parameters. As a last resort, the parameters “MAX
Lr Ampl PU” can be increased from 0.2 to 0.25 and the tests run again.
.
Warning Possible Cause Steps to take
Kp did not conv Bad nameplate data. Finish the tests and save the
Ki did not conv Bad signal to noise obtained data to EEPROM. Fine tuning
LR RTC not conv ratio when getting data. will recover from slightly off locked rotor data.
The following faults indicate a serious problem with the calculation of the operating point for the motor
(the relationship between voltage, speed and frequency) during the final stage of locked rotor tuning.

Id & V Diverge Possible problems with To invoke an alternative calculation, hit
magnetizing or SHIFT-ENTER.

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transient inductances -or-
calculated in previous Set “Rated mtr I Arms” (if known) and try to
tests. rerun entire locked rotor tests.
ID or iQ diverge Possible problems with To invoke an alternative calculation, hit
magnetizing or SHIFT-ENTER.
transient inductances -or-
calculated in previous Set “Rated mtr I Arms” (if known) and try to
tests. rerun entire locked rotor tests.
Op Pnt Not Found The nameplate data is Check nameplate data, rerun entire set of
not correct or there is a locked rotor tests.
problem with Also see note 1 at the end of Section 5.5.
magnetizing or
transient inductances
calculated in previous
tests.
Imag > Drive Rtd The nameplate data is Check nameplate data, rerun entire set of
not correct or there is a locked rotor tests.
problem with Also see note 1 at the end of Section 5.5.
magnetizing or
transient inductances
calculated in previous
tests.
The following faults indicate a problem in the convergence of the fine tuning or inertia tests. The fine
tuning and inertia tests perform up and down runs to gather data. One set of up and down runs is
considered one try. The number of tries (and therefore up and down runs) is limited because the tests
should converge fairly quickly. If these tests do not converge then there is probably a problem in the fine
tuning tests. The steps to take for these faults are difficult to determine until we get some more
experience.

FT RTC not conv Rotor time constant Restart fine tuning tests.
fine tuning took longer
than ten tries.
FnTune not conv The drive took longer Restart fine tuning tests.
than five rotor time
constant/magnetizing
current sets to fine
tune.
FT Id not conv Magnetizing current Restart fine tuning tests.
fine tuning took longer
than ten tries
Inertia not conv Inertia tuning took Restart inertia test.
longer than 10 tries
Note 1: Troubleshooting when Low Voltage Operation is Active

If the parameter “Low Volt Op 0/1” is set to 1 and the locked rotor test fails, try changing the parameter
“Low Volt Op 0/1” to 0 and repeating the locked rotor test. After the locked rotor tests, the “Low Volt Op
0/1” parameter should be set back to 1.

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1. Installation Data
Location :
Date :
Installer :
2. Hoistway Data
Duty Load : kg Machine (e.g. 18ATF) :
Duty Speed : m/s Rise : m
Gear Ratio : Sheave Diameter : m
Roping (1:1 or 2:1) : Guides (Slide/Roll) :
3. Drive Setup Data
M11 Drive App SCN : M31 Drive Type : Amps
M31 Rated rpm : rpm M31 AC Main Vrms : Vrms
If you already have parameters for this system, i.e. you are only testing the software or
you want to double check your parameters with self-commissioning complete the
following section with the existing parameters. If this is not the case then proceed
directly to the Motor Data Section
4. Existing Drive Parameters Affected By Self Commissioning
M31 Inertia kg-m2 : kg-m2 M34 Rtr Time Const s : s
M34 Rated Mag I A : A M34 Rated Trq I A : A
M34 Rated Trq Nm : N-m M34 Ld mH : mH
M34 R Ohm : Ohms M34 Lq mH mH

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5. Motor Data (from nameplate - enter in SVT M34)
Manufacturer : Model No. :
M34 Mtr Shft Pwr kW : kW M34 Rtd Mtr Ln-Ln V : V
M34 Rtd Mtr Spd RPM : rpm M34 Rtd Mtr Freq Hz : Hz
M34 Rtd Mtr I Arms Arms M34 Low Volt Op 0/1 0/1
6. Self-Commissioning Process Data
Test M72 RTC Fine Tuning Test M73 Inertia Tuning
Length of Run : Length of Run :
# UP/DOWN runs : # UP/DOWN runs :
7. Self-Commissioned Parameter Values
M12 LR Motor L : mH M12 LR Motor R Ohm : ohm
M12 LR Lsig mH : mH M12 LR Rtc Re s : sec
M12 LR Rtc Im sec M12 LR Lphi Im mH
M12 LR Lphi Re mH : mH M12 LR Rated Mag I A : A
M12 LR Rated Trq I A : A M12 LR Rated Trq N-m
M12 LR Inertia kg- kg-m2
M12 Fine Tune RTC : S M12 Fine Tune Imag A : A
M12 Fine Tune Lphi : H M12 Fine Tune Itrq A : A
M31 Inertia kg-m2 : kg-m2 M34 Rated Trq Nm : N-m
M12 Fine Tune Volt V : V
8. Installer Comments
After self-commissioning, is the elevator performance OK? YES NO

If NO, what is wrong?
How difficult was self-commissioning to use? Easy 1 2 3 4 5 Hard
List any faults that occurred during Self-Commissioning:

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6 Service Tool
The Service Tool (SVT) is the user's access to the subsystem software and is used to view and change
parameters in EEPROM, to view run-time data, and to examine the Event Log. The menu categories are
displayed in the following format:
MONITOR 1
<>
In this example, the user is currently in menu category 4 and has the choice of entering menu category
41 by either pressing 1 or by pressing the ENTER key sequence. Other menu categories are accessible
by pressing the GO ON key or by navigating with any of the following keys:
Key Example: Before Example: After

Description
Sequence Key Sequence Key Sequence
Resets the display to the main system
menu. This key (designated “M”)
followed by “4” (in 422 type systems; DRIVE SYSTEM
MODULE -
“2” for CAN systems) navigates to the <>
first category of the first-level drive
menu (see table on next page).
Resets the display to the first category
of the first-level drive menu (except MONITOR 1
FUNCTION -
when the display is at the system <>
menu).
Navigates up one level in the menu Duty Speed mm/s SETUP 3-1
SET
tree. 1780 <>
Scrolls forward through menu MONITOR 1 EVENT LOG 2
GO ON
categories. <> <>
SHIFT- Scrolls in reverse through menu EVENT LOG 2 MONITOR 1
GO BACK categories. <> <>
SHIFT- Navigates down one level in the menu MONITOR 1 STATUS 1-1
ENTER tree. <> <>
Navigates down one level in the menu
MONITOR 1 SETUP 3-1
1 through 9 tree according to the selected number <> <>
(‘3’ is used as the example).
Clears one digit when entering a new Duty Load k Duty Load k
CLEAR
parameter value. 1000> 123XX 1000> 12XXX
Note: In CAN-based systems, the drive supports the ZKIP (Zero Knowledge Interactive Proof) concept
allowing remote SVT access from the drive’s SVT port to other components that require authentication
(e.g. GECB).

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Menu Tree
The following table shows the service tool menu tree for the drive subsystem.
System Level First Level Second Level

Menu Drive Menu Drive Menu
DRIVE SYSTEM 1 MONITOR 1-1 STATUS
1-2 MOTOR
1-3 MOTION
1-4 INVERTER
1-5 DISCRETES
1-6 METRICS
1-7 VANES
1-8 ENGINEERING
2 EVENT LOG 2-1 VIEW CURRENT
2-2 VIEW SAVED
2-3 CLEAR LOG
2-4 CLEAR BLOCK
2-5 RESET DSP
2-6 CLEAR COUNTS
3 SETUP 3-1 CONTRACT
3-2 ADJUSTMENT
3-3 BRAKE
3-4 MACHINE
3-5 PROFILE
3-6 FACTORY
4 LANDINGS 4-1 LEARN RUN
4-2 LANDG TABLE
4-3 FIND BOTLDG
5 TEST 5-1 FAN TEST
5-2 TURNOVR TST
5-3 BRAKETRQ TST
5-4 RESERVED
5-5 SAFETY TEST
5-6 BUFFR/LOWPIT
5-7 OPT ARO TEST
6 ENGINEERING 6-1 ENG ADJUST
6-2 ENG TEST
6-4 I2C EEPROM
7 SELF-COMM 7-1 LOCKED ROTOR
7-2 FINE TUNING
7-3 INERTIA

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6.1 Monitor Menu

The Service Tool can be used to display parameters, which are either measured values of external
quantities or values that are computed internally. The service tool does partial updates to the display
every 40ms. An overview of all parameters is shown below.
1-1 STATUS LR Inertia kg-m2 Max I Reg Frq Hz Event E2 Writes

NORMAL IDLE UP Fine Tune RTC s Brake Current A Position @pwroff
Regen 15A Ver 3 Fine Tune Imag A Battery Volts V OMU Prohibited
Package Partnum Fine Tune Lphi H Brake Cmd Duty % LW % @pwroff
Package s/n Fine Tune Itrq A BkCur:Ref Fbk 1-7 VANES
DCPB Partnum Fine Tune Volt V Brk Vdc Fbk V PrsSpikesFilterd
DCPB s/n 1-3 MOTION 1-5 DISCRETES last SpikeLength
LVD_CB Partnum Vel: Ref Fbk PTR RTR LB BL lastDeviation
LVD_CB s/n Pos: Fbk Target DL DF SAS lastCorrection
Drive App SCN Pos: Delay Brake BS1 BS2 BY BST avgDevInRun
Drive App CRC Slippage TotSlip SX DBD SNO SAF avgCorrInRun
Primary Ldr SCN BLOn Max Min Act MAN MUP MDN maxDevInRun @ldg
Primary Ldr CRC BLOffMax Min Act MX PX DX BX maxCorInRun @ldg
FPGA Version ToTgt Over T200 UP DN RG DS mm/s EstpSlip mm
Micro Version Pos: DTG Start UIS LV1 LV2 DIS Offset UIS 0.1mm
CAN ICD type EncPulse RPM FLR NCF CTF ATF Offset 1LV 0.1mm
Hitch LoadW SCN PG: Acc SD 1LS 2LS UIB DIB Offset 2LV 0.1mm
UCM-EN LIB SCN LWabs:kg % SHK BAT EAR BT Offset DIS 0.1mm
es MONITOR_UCM LWimbal:kg % RLV SUS BTT BTM LS1 length mm
Clock LW: Fbk % Adj % MOC BOD CZO FAN LS2 length mm
1-2 MOTOR BeltCmp:Iq A UDX ETS SSB OEN LS length min mm
Motor: RPM BeltCmp:Slp mA/m PFL 1-8 ENGINEERING
Mtr:Arms Vrms BeltCmp:Offset A DS DS1 DS2 FLR Test Variable 1
BrkTrq:%Load Iq Rllbck: mm Num UPS DBR Test Variable 2
BT/kgm:Rate Ref RbTrgt: mm Num SSX SMG SR1 Test Variable 3
P(m) m/m A V Vel Entering DZ AR1/2 CrF CrS Test Variable 4
I% IA IR% IRA Braking Dist mm SLV RCF LV1 LV2 Test Variable 5
PwrFS(.1Kw) Pwr% HitchLw: Empty: OCB S1F BYM Test Variable 6
Mtr: Hz kW HitchLwSensor: 1-6 METRICS CPU:Max% Avg%
Mtr: Id Iq PT LdT Iref Ld% ALWA_DISPLAY 1ms% 10ms% 40ms%
Mtr: Vd Vq 1-4 INVERTER Flight Time Cnv% Inv% All%
Lrt: Ld Lq mH AC Input Vrms Flight Length mm E2 Load Time ms
Lrt:L min/max mH DC Link Vdc Number of Runs Stack Used Max%
LR Motor L mH DBR duty cycle % Runs Since Event Vel Scale mm/s
LR Motor R Ohm Ac/Dc cal fctr % Max AC Main Vrms Drv I Scl Rated
LR Lsig mH Cnv:Vrms Arms Max HeatSnkTmp C Mag Pos Err eDeg
LR Rtc Im s Cnv: Id Iq Max DC Bus V MagPos /LRT eDeg
LR Rtc Re s Cnv Temp C Max Motor Arms Reactor I Arms
LR Lphi Im mH Inv Temp C Max Cnv Arms Inert used kg-m2
LR Lphi Re mH PCB Temp C Cap Time In Use
LR Rated Mag I A Fan Duty % Fan Time In Use
LR Rated Trq I A Cnv BW Hz Tot. Time In Use
LR Rated Trq Nm Inv BW Hz Metric E2 Writes

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6.1.1 Display Format

The display menu can show 1, 2, or 4 variables at the same time. The display will look like the
following when one parameter is displayed:
Drive App SCN
AAA30924CAA
When two parameters are displayed:

Mtr:Arms Vrms
32.0 500.0
When four parameters are displayed:

PTR RTR LB BL
1 1 1 1
6.1.2 Display Parameter Visibility

Some of the display parameters are not always visible in the SVT. The configurations under
which the parameters are visible are given in the following tables in the visibility column. The
legend for that column is given below:
Abbreviation Visibility
ALL All configurations.
422 Only if Interface Type = 0
JIS Only for “JIS Function 0/1” = 1
or 416G, 428G or 460G drives .
422_JIS Only if Interface Type = 2 or 3
CAN Only if Interface Type = 1
eI2C Only if drive uses powerboards with
enhanced I2C EEPROM storage capability
LW1 Only if Load Weigh Type = 1
LW2 Only if Load Weigh Type = 2
IBRK Only if internal brake current feedback is
supported in the drive hardware
BAT Only if battery mode
PM Only if PM motor
SELF Only if Auto Tune = 1
DLW Only if Load Weigh Type = 3
ALWA Only if ALWA Config = 1
LVO Only when Low Voltage Operation active
OVF Only for 428 and 460 drives
OVF_BRK Only for 428G and 460G drives with Brake
control by “BCM present 0/1 = 1”
OARO Only if Optimized ARO enabled.
BTT Only if Brake Torque test active
JIS_CAN Only for “JIS Function 0/1” = 1
And “Interface Type = 1”
Except OVF412RCR drive
CNV Visible only for drives that have an active
converter
DBR Only visisble if Smart DBR enabled.
LVD Only visible for Low Voltage Drive.

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6.1.3 1-1 STATUS

SVT Display Description Visibility
NORMAL IDLE UP Motion Command Mode (cccccc)
<RSC UP> 00 INVAL - Invalid drive parameter setup
NO_RUN - No run command
NORMAL - Drive waits for a run command
cccccc llllll dd from TCBC-type controller.
<ttt yy> ff RELEVEL - Relevel run
ERO - Electrical Recall Operation
CORR - Correction Run
RESCUE - Rescue Run
LEARN - Learn Run
MRO - Manual Rescue Operation
TCI - Top of Car Inspection
MCSS - Run command from MCSS-type controller
DAT - Run command from Data Acquisition Tool
Motion Logic State (llllll)
INIT - Initialization RTR - Ready to Run
PWR_DN - Power Down LF_BRK - Lift Brake
PRECHG - Precharge RUN - Running
SHUTDN – Shutdown DECEL - Stopping
NO_SAF - Wait For Safety DR_BRK – Drop Brake
IDLE - Idle BRK_TST - Brake Test
ALL
PTR - Prepare to run
Car Direction (dd)
UP - Up direction
DN - Down direction
-- - No direction
Motion Command from TCBC-type controller (tttt)
<WT - WAIT, the drive waits for the next run
command
<TCI - Top of Car Inspection
<ERO - Electrical Recall Operation
<COR - Correction Run
<RSC - Rescue Run
<GOTO - Normal run to floor number
<REL - Releveling
Commanded Direction (yyy)
UP> - Up direction
DN> - Down direction
ST> - Stop
EN> - Enable
Current Floor (ff)
Displays the current floor of the car

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Regen 15A Ver 3 1st line: Currently selected drive type:
400V/ 15A Regen 10A Ver 3 - 10A Regenerative UD (Ultra Drive) (eI2C)
Regen 15A Ver 3 - 15A Regenerative UD (Ultra Drive) (eI2C)
LVD 110A Ver 4 - 110A LVD (Low Voltage Drive) (eI2C)
LVD 160A Ver 4 - 160A LVD (Low Voltage Drive) (eI2C)
ALL
2nd line: indicates max. line voltage and max. output current.
Note: (eI2C): auto-adjusted; for drives with eI2C EEPROM

storage capabilities.
If drive type auto-adjusting fails then an error
message will be displayed instead:
Package setting
undefined
Package Partnum Package part number (example).
KAA21310AAX2 If the EEPROM is unreadable or if the stored string is non-ASCII ALL
then a row of stars are displayed instead of the serial number.
Package s/n Package serial (barcode) number (example)
244629000003 If the EEPROM is unreadable or if the stored string is non-ASCII ALL
DCPB Partnum 1st line: Name of power board 1:
KAA26800ABS2 DCPB - for UD
LVD_PB - for LVD
ALL
2nd line: Partnumber of this board (example).
If the EEPROM is unreadable or if the stored string is non-ASCII
then a row of stars are displayed instead of the part number.
DCPB s/n 1st line: Name of power board 1:
244629000003 DCPB - for UD
LVD_PB - for LVD
ALL
2nd line: Serial (barcode) number of this board (example).
LVD_CB Partnum 1st line: Name of control board (LVD only):
GAA26800PP1 LVD_CB - for LVD
2nd line: Partnumber of this board (example). LVD
then a row of stars are displayed instead of the part number.
LVD_CB s/n 1st line: Name of control board (LVD only):
244629000003 LVD_CB - for LVD
2nd line: Serial (barcode) number of this board (example). LVD
Drive App SCN Software version number (see software release document) ALL
AAA31400AAA
Drive App CRC Software CRC32 checksum (see software release document) ALL
8FDBAC6B
Primary Ldr SCN Primary Loader software version number (see software release
ALL
AAA31409AAA document).
Primary Ldr CRC Primary Loader software CRC32 checksum (see software
ALL
8FDBAC6B release document).

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FPGA Version FPGA version number.
2 ALL
Micro Version Version number of the Brake and I/O firmware.
ALL
2
CAN ICD type Shows the ICD version the drive’s query at power up has
10 determined for use in the OPB interface to the controller.
1: “Legacy” interface (no ABL nor ARO, pos retention SPBC) CAN
10: Supports ABL, pos retention via GECB or SPBC (no ARO)
11: ICD10 + TCI limit in drive + hitch LW
Hitch LoadW SCN SCN of Hitch Load Weighing Device CAN
and
LW2
UCM-EN LIB SCN Software version number of the TÜV certified library module
CAN
G1130879AAA implementing the UCM-EN functionality.
es MONITOR_UCM Unintended Car Motion Monitoring:
dw DFC DBP
UCM Monitoring State (uuuuuuuuuuuu)
NO_UCM_CHECK - UCM monitor inactive, leaving DZ will
ee uuuuuuuuuuuu not cause blockage
ww fff bbb MONITOR_UCM - UCM monitor active, leaving DZ will
cause blockage
UCM_FAULT! - UCM blockage active
Safety Chain (SFC) signals sent by GECB:
SFC status before door chain: ES signal (ee)
es - Safety Chain closed in before door
chain (=“ES switch inactive”)
ES - Safety Chain open before door chain
-- - signal unknown (e.g. CAN msg
missing) CAN
SFC between landing and car door switches: DW (ww) and
DW - Safety Chain closed at end of hoistway UCM-EN
door chain on/off=1
dw - Safety Chain open at end of hoistway
door chain
missing)
SFC after car door switches: DFC (fff)
DFC - Safety Chain closed at end of door
chain
dfc - Safety Chain open at end of door chain
missing)
State of Door Bypass: DBP (bbb)
DBP - Door Bypass closed
dbp - Door Bypass open
missing)
Clock Time since POR.
ALL
Format: DAYS:HOURS:MIN:SEC:10MSEC.
6.1.4 1-2 MOTOR


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Motor: RPM RPM - Motor speed as measured by the encoder (rpm)
ALL
Mtr:Arms Vrms Arms - Motor current (Arms)
ALL
Vrms - Motor voltage (Vrms)
BrkTrq:%Load Iq This monitor is for “Brake maintained torque”.
%Load - Set parameter in percent BTT
Iq - q-axis motor current vector (Iq_reference) (Arms)
BT/kgm:Rate Ref This monitor is for “Brake maintained torque”.
Rate - Brake maintained torque of 100% load (kgm) BTT
Ref - Torque reference for Brake Maintain Test
"P(m) m/m A V" P(m) - Running distance by the encoder (m)
m/m - Velocity feedback as measured by the encoder (m/min)
ALL
A - Motor current (Arms)
V - Motor voltage (Vrms)
I% IA IR% IRA I% - Displays the value of “Inv I Limit %”
I A - Displays effective current by “Inv I Limit %”.
JIS
IR% - Displays the value of “Inv ReLe Ilimit%”
IRA - Displays effective current by “ Inv ReLe Ilimit%”
PwrFS(.1Kw) Pwr% This data is used for regen CAN message publication.
PwrFS – Full scale power, in units of 0.1kW
CAN
Pwr% - instantaneous convereter power, as a percentage of the
full scale value.
Mtr: Hz kW Hz - Motor frequency (Hz)
ALL
kW - Motor power (kW)
Mtr: Id Iq Id - d-axis motor current vector (A)
ALL
Iq - q-axis motor current vector (A)
Mtr: Vd Vq Vd - d-axis motor voltage vector (V)
ALL
Vq - q-axis motor voltage vector (V)
Lrt: Ld Lq mH Motor d-axis and q-axis inductance estimates based upon the
LRT result. This can be used as a rough estimate for current PM
regulator tuning.
Lrt:L min/max mH Locked rotor test minimum and maximum inductance estimate
as a function of rotor perimeter.This can be utilized to asses the PM
quality of the locked rotor test.
LR Motor L mH Motor inductance (proportional gain of current regulators)
SELF
determined during self commissioning locked-rotor tests
LR Motor R Ohm Motor resistance (integral gain of current regulators) determined
SELF
during self commissioning locked-rotor tests
LR Lsig mH Motor Transient Inductance (L1 –Lm2/L2) determined during self
SELF
commissioning locked-rotor tests
LR Rtc Im s Rotor time constant (L2/R2) determined using the imaginary
SELF
impedence during self commissioning locked-rotor tests
LR Rtc Re s Rotor time constant (L2/R2) determined using the real
SELF
impedence during self commissioning locked-rotor tests
LR Lphi Im mH Effective magnetizing inductance (Lm2/L2) determined using the
imaginary impedence during self commissioning locked-rotor SELF
tests
LR Lphi Re mH Effective magnetizing inductance (Lm2/L2) determined using the
SELF
real impedence during self commissioning locked-rotor tests
LR Rated Mag I A Magnetizing current determined during self commissioning
SELF
locked-rotor tests
LR Rated Trq I A Torque current that produces motor rated torque. Determined
SELF
during self commissioning locked-rotor tests

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LR Rated Trq Nm Motor torque produced at the rated torque current and rated
magnetizing current. Determined during self commissioning SELF
tests
LR Inertia kg-m2 Rotating inertia of elevator system referred to the motor shaft.
SELF
Determined during self commissioning locked rotor test
Fine Tune RTC s Final value of rotor time constant (L2/R2). Determined during
SELF
self commissioning fine-tuning tests
Fine Tune Imag A Final value of magnetizing current. Determined during self-
SELF
commissioning fine-tuning tests
Fine Tune Lphi H Final value of effective magnetizing inductance (Lm2/L2).
SELF
Determined during self commissioning fine-tuning tests
Fine Tune Itrq A Final value of motor torque current. Determined during self
SELF
commissioning fine-tuning tests
Fine Tune Volt V Motor voltage at end of constant-speed portion of elevator down
SELF
run. Parameter determined during self commissioning
6.1.5 1-3 MOTION

Vel: Ref Fbk Ref - Velocity reference dictated by MCSS or the drive’s
internal profile generator ALL
Fbk - Velocity feedback as measured by the encoder (mm/s).
Pos: Fbk Target Fbk - Position feedback measured by the encoder (mm).
CAN
Target - Position target (mm).
Pos: Delay Brake BrkDelay - mm travelled from last ESTOP to first feedback of
brake dropped (first BS, I_brake < I_hold)
JIS CAN
BrkStop - mm travelled by sheave from first feedback of brake
dropped to complete stop
Slippage TotSlip RopeSlip - mm of rope slip after last ESTOP, slipped while
sheave moved through dropped brake and after
sheave stop. This value is valid only with valid
current floor and after the run following the ESTOP is
JIS CAN
completed, not directly after the ESTOP.
TotSlip - Total mm car motion after last ESTOP,
TotSlip = BrkDelay + BrkStop + RopeSlip .
Assumes RopeSlip=0 for invalid RopeSlip.
BLOn Max Min Act This measures the brake delay time from “Lift Brake ON” to
“Picked Brake switch”. (Requested function for JIS field)
Max – Maximum Brake delay time after POR ALL
Min – Minimum Brake delay time after POR
Act – The measured time at previous run
BLOffMax Min Act This measures the brake delay time from “Lift Brake OFF” to
“Dropped Brake switch”. (Requested function for JIS field)
Max – Maximum Brake delay time after POR ALL
Min – Minimum Brake delay time after POR
Act – The measured time at previous run
ToTgt Over T200 ToTgt - Distance to target [mm], positive when overshooting,
negative when landing short (independent of up/down).
Over - Max overshoot [mm] beyond target. CAN
T200 - Time for stopping phase [ms] from vel ref=200mm/s to
brake dropped.
Pos: DTG Start DTG - Actual distance to go to target (mm)
CAN
Start - Starting position at beginning of run (mm)

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EncPulse RPM EncPulse – Encoder counts (limited to +/- 99999)
ALL
RPM – Motor RPM
PG: Acc SD Acc - Acceleration reference from profile generator
(mm/sec^2). CAN
SD - Stopping distance from profile generator (mm).
LWabs:kg % kg - The absolute in-car load in Kilograms
CAN
% - The absolute in-car load in percent of duty load.
LWimbal:kg % kg - The imbalance load weight in Kilograms
ALL
% - The imbalance load in percent of duty load.
LW: Fbk % Adj % Fbk: - Displays the load weighing feedback from the discrete
load weighing device
DLW
Adj: - Displays the actual load weighing used for pretorquing
prior to the run.
BeltCmp:Iq A This is the additional current (A) that is added to the pretorque
value to compensate for belt and traveling cable imbalance. This
value is updated at the beginning of each run and depends upon
CAN
the car position in the hoistway. It is calculated using two
compensation parameters that are determined during the learn
run (the next two parameters).
BeltCmp:Slp mA/m This parameter is the variation of torque current per meter of
hoistway due to belt and traveling cable imbalance. This value is
determined during the learn run. If the learned value is out of
CAN
range, the following fault is logged: 518 BeltCmp . The
learned value can be overridden using the parameter: Belt
CmpSlp mA/m
BeltCmp:Offset A This parameter is half of the difference of the torque current
during the constant speed portion of the run near the bottom and
near the top of the hoistway. This value is determined during the
CAN
learn run. If the learned value is out of range, the following fault
is logged: 518 BeltCmp . The learned value can be overridden
using: Belt Cmp Off A
Rllbck: mm Num mm - Amount of rollback in millimeters
CAN
Num - The number of rollbacks in the last 40 runs.
RbTrgt: mm Num mm - Amount of overshoot in millimeters
CAN
Num - The number of overshoots in the last 40 runs.
Vel Entering DZ This parameter is used to support the TUV handover tests in
which it is demonstrated that the car speed does not exceed a
certain value when entering the door zone. This parameter
CAN
displays the velocity in mm/sec when the car enters each door
zone. The value is reset at the beginning of each run. See
Section 6.7.2 for more details regarding Turnover Tests.
Braking Dist mm This parameter is used to support the TUV handover tests in
which the braking distance of one brake shoe is tested. This
parameter displays the estimated linear distance in mm due to
sheave rotation from the moment either of the brake switches
indicates a brake has dropped to the moment when the sheave ALL
velocity is less than the stopping criteria, 5 mm/sec. The
parameter is always calculated regardless of operating mode
and is reset at the beginning of each run. See Section 6.7.2 for
more details regarding Turnover Tests.

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HitchLw: Empty: HitchLw: The value received from the hitch load weighing
device. The unit is kg. During a run the last value
received during the last stop is displayed. If no value is
received, a 0 is displayed.
CAN
Empty: The value expected from the hitch load weighing
and
device for empty car.This value depends on the
LW2
hoistway position and on the hitch load weighing
calibration. The calibration is done during a learn run.
It can be checked or modified by the engineering
adjust parameters.
HitchLwSensor: The 8 sensor inputs of the Hitch Load Weighing device can be
individually checked. The sum of these 8 values must be the
“HitchLw“ value above. Every sensor value is displayed CAN
sequentially for 2 seconds. The first number is the sensor and
number (0...7), the second one is the value in [kg]. LW2
Note: In some case two sensors can be wired in parallel to one
hardware input.
PT LdT Iref Ld% PT (A) – Pre-Torque data of Inverter current
Ldt (A) – Pre-Torque data with Load Weighting data
CAN
Iref (A) – Inverter Iq reference
Ld% - Load Weighting data %
6.1.6 1-4 INVERTER

AC Input Vrms Measured AC main input voltage (Vrms) CNV
DC Link Vdc Measured DC bus voltage (V) ALL
DBR duty cycle % Applicable to LVD only.
This displays the Dynamic Braking Transistor on time in terms of
percentage of time. In other words this is the percentage of time LVD
where dc bus voltage is put across the DBR (Dynamic Braking
Resistor).
Ac/Dc cal fctr % This parameter indicates the degree of consistency between the
voltage measurements from the dc bus and the ac line sensors
for a prolonged drive idle time the dc bus is charged. 100%
means mathematically that √2 * (Inp:Vrms) = Vdc ( AC Input
Vrms ). Note that 100% does not mean that they individually LVO
consistant with a truly calibrated voltage measurement device.
This parameter is not visible if low voltage operation (Low Volt

Op 0/1) is turned off.
Cnv:Vrms Arms Cnv: - Converter voltage command (Vrms)
CNV
Arms - measured AC main input current (Arms)
Cnv: Id Iq Id - Measured d-axis converter current vector (A)
CNV
Iq - Measured q-axis converter current vector (A)
Cnv Temp C Measured Converter IGBT or heatsink temperature (C) CNV
Inv Temp C Measured Inverter IGBT or heatsink temperature (C) ALL
PCB Temp C Temeperature indicated by the temperature sesnsor on the Ultra
ALL
drive PCB.
Fan Duty % Fan - PWM duty command for the fan (%).
ALL
Cnv BW Hz Target bandwidth of converter current regulator (hertz), used for
CNV
tuning the current regulators.

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Inv BW Hz Target bandwidth of inverter current regulator (hertz), used for
ALL
tuning the current regulators.
Max I Reg Frq Hz Inverter and converter current regulator frequency (hertz). ALL
Brake Current A When the internal brake module is used, this is the current to the
brake measured in (A). Active only when setup parameter Brk IBRK
Cnt Type 0-3 is set to 2 or 3.
Battery Volts V Voltage of the battery during ARO(EN) operation.
BAT
Brake Cmd Duty % Brake - PWM duty command for the Brake (%). ALL
BkCur:Ref Fbk Ref - Brake crrent command (A)
OVF
Fbk - measured brake input current. (A)
Brk Vdc Fbk V Vdc - Measured brake DC bus voltage (V) OVF
6.1.7 1-5 DISCRETES

PTR RTR LB BL PTR - prepare to run command from MCSS
RTR - ready to run status from drive
ALL
LB - lift brake command from MCSS
BL - brake lifted status from drive
DL DF SAS DL - drive torque limit has been reached
DF - drive fault has been detected ALL
SAS - drive stop and shutdown has occurred
BS1 BS2 BY BST BS1 - brake switch 1 (see parameter: Brk Sw Type 0-4)
BS2 - brake switch 2 (see parameter: Brk Sw Type 0-4)
BY* - BR relay feedback (0-dropped/1-picked)
* For UD and LVD this is the feedback
signal from the onboard-relay BR. ALL*
BST* - brake status feedback (0-dropped/1-picked)
* For UD and LVD no BST feedback signal is available.
BST is identical to brake command =
BRAKE_LIFT instead.
SX DBD SNO SAF SX - UD: command to pick S1 and S2 relays (0-drop/1-pick)
- LVD: cmd FETs to enable PWM supply, pick SK relay
DBD - 1 if feedback signals of all SFC relays indicate
DROPPED; 0 if at least one indicates PICKED
ALL*
SNO* - UD: *unused (signal not visible)
- LVD: feedback of S2 relay (0-dropped/1-picked)
SAF - safety chain input to drive (0-inactive/1-active).
Note: for UD this signal is always = 0 during IDLE.
MAN MUP MDN MAN - manual mode input to drive (0-inactive/1-active)
MUP - manual mode up command to drive (0-inactive/1-active) 422
MDN - manual mode down command (0-inactive/1-active)
MX PX DX BX MX - command to pick main contactor (0-drop/1-pick)
PX - command to pick precharge relay (0-drop/1-pick)
ALL
DX - command to pick discharge relay (0-drop/1-pick)
BX - drive command to pick brake relay (0-drop/1-pick)
UP DN RG DS UP - car moving up
DN - car moving down
RG - motor is regenerating (0=motoring/1-regenerating) ALL
DS - PWM frequency is downshifted to half the nominal
frequency.

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UIS LV1 LV2 DIS UIS - Relevel UP sensor
LV1 - Door zone 1 sensor
CAN
LV2 - Door zone 2 sensor
DIS - Relevel DOWN sensor
FLR NCF CTF ATF FLR - Current Floor
NCF - Next Committable Floor
CAN
CTF - Target Floor
ATF - Accepted Target Floor
1LS 2LS UIB DIB 1LS - Bottom Terminal Zone
2LS - Top Terminal Zone
UIB* - Up Inspection Button CAN*
DIB* - Down Inspection Button
* For UD and LVD the signals UIB and DIB are not visible.
SHK BAT EAR BT Applicable only when Interface Type = 2 or 3.
SHK - Start / Stop shock detection
BAT - Battery mode (B_MODE) 422_JIS
EAR - Automatic Recovery mode for Earthquake operation
BT - Permit of “Brake Maintenance Test” from MCSS
RLV SUS BTT BTM Applicable only when Interface Type = 2 or 3.
RLV - Relevel mode from MCSS
SUS - Suspend Failed Drive. This is required for future option
422_JIS
with Tandem drive operation, like Skyway drives.
BTT - Toqrue mode of “Brake Maintenance Test”
BTM - Log mode of “Brake Maintenance Test”
MOC BOD CZO FAN MOC - temperature input (0-inactive / 1-active)
BOD* - Battery operation mode (0-normal / 1-Battery mode)
CZO* - CZ_NO input (0- inactive / 1-active)
ALL*
FAN* - command to pick fan relay (0-drop / 1-pick)
* For UD and LVD the signals BOD, CZO and FAN are not
visible.
UDX ETS SSB OEN UDX - command to UDX relay (0-drop/1-pick)
ETS - command to ETSC (0-drop/1-pick)
OVF
SSB - command to SSC (0-drop/1-pick)
OEN - command to PWM output eneble (0-drop/1-pick)
PFL Drive power supply is indicating imminent power failure. ALL
DS DS1 DS2 FLR DS - State of DS Sensor input
DS1 – State of DS1
DS2 – State of DS2 ALL
FLR - Current floor
See “TwoStepSpeed 0/1” for more information.
UPS DBR UPS* - UPS prohibits energy recovering: Smart DBR required
DBR* - Overheat switch of external Smart DBR unit DBR
*only visible for Interface Type = 1 and DBR Mode 0-3 > 0
SSX SMG SR1 SSX - Send “S1,S2 Relay check” to MCSS
SMG - Sends “Magnet Position Known” to MCSS 422_JIS
SR1 - SR1 input 0-inactive / 1-active(picked)
AR1/2 CrF CrS R1/2: The status of AR1 and AR2 contacts where 1 means that
ARO initiated via energized the contacts
CrF: Charger fault where 1 means faulty charger, flashing
OARO
means temperature out of range or sensor not connected
CrS: Charger Status where 1 means fast charging and flashing
bit indicating pre-charge qualification.

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Sheet: 49 of 168
SLV RCF LV1 LV2 SLV – DriveSafeToRelevel from GECB ( 1: Relevel Enabled)-
RCF – DriveSpeedCheck to GECB ( 1: Relevel Enabled)
CAN
LV1 - - Door zone 1 sensor
LV2 - - Door zone 2 sensor
OCB S1F BYM OCB - Overcurrent Breaker command to trip.
S1F - UD: unused
- LVD: feedback of “S1 relay & PWM FET” LVD
(0-dropped/1-picked)
BYM - Brake voltage fbk: 1 if voltage is supplied to brake
6.1.8 1-6 METRICS

Note: parameters that track since time of installation can be reset by pressing SHIFT-ENTER on
the service tool when the parameter is displayed.

ALWA_DISPLAY ALWA = Automatic Load Weigh Adjustment
This display has two alternating displays described below.
Note: This feature is currently not supported in this release
and is available for Engineering test purposes only.
Display 1
1st line :
Load in car in percent
Postload weight at the end of run in percent
ALWA Gain in percent
2nd line:
ALWA Offset in percent
ALWA Error in percent ALWA
Display 2
1st line:
“Rbk” - Rollback/rollforward at the beginning of the run in mm.
“Cnv” - ALWA Converged (1) or diverged (0).
2nd Line:
ALWA STATE
Displays the current state of ALWA which is one of the following
-ALWA_CONVERGED
-ALWA_DIVERGED
-ALWA_ERROR
-ALWA_RESET
Flight Time Flight time of last run (sec).
ALL
Format: DAYS:HOURS:MIN:SEC:10MSEC.
Flight Length mm Flight length of last run (mm). ALL
Number of Runs Accumulated number of runs since installation. ALL
Runs Since Event Number of runs since the last event was logged. ALL
Max AC Main Vrms Maximum AC mains (Vrms) while PLL locked since installation.
CNV
If PLL not locked maximum not detected.
Max HeatSnkTmp C Maximum temperature (C) since installation. ALL
Max DC Bus V Maximum DC Bus voltage (V) since installation. ALL
Max Motor Arms Maximum motor current (Arms) since installation. ALL
Max Cnv Arms Maximum converter current (Arms) since installation. CNV

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Cap Time In Use Accumulated time the DC Bus has been charged since
installation. ALL
Format: DAYS:HOURS:MIN.
Fan Time In Use Accumulated time the fan has been running since installation.
ALL
Tot. Time In Use Accumulated time the drive has been powered since installation.
ALL
Metric E2 Writes Accumulated number of times metrics have been written to the
EEPROM since installation. Metrics written if power fail signal ALL
from supply active.
Event E2 Writes Accumulated number of times events have been written to the
ALL
EEPROM since installation.
Position @pwroff Position (mm) saved to EEPROM during last power down. This
is saved as zero if power down occurs during motion, defined as
time between brake lift command and brake dropped with
CAN
velocity < 10mm/sec.
Invalid: 0
Valid: 10000.0 to 510000.0
OMU Prohibited Indicates that the previous run was TCI. Consequently, if the
drive is powered-up with an OMU, the OMU software download
ALL
functions will be prohibited. The “008 OMU Prohibit” fault will be
logged.
LW % @pwroff Load value in % imbalance measured at start of last run. CAN
6.1.9 1-7 VANES

PrsSpikesFilterd Number of occurrences where a PRS signal state
(=UIS/LV1/LV2/DIS combination) was stable for less than 4
samples and was therefore filtered out from the sequence of
valid PRS states. These “spikes” can be due to bouncing, EMI CAN
or can regularly occur where the PRS overlaps 2 vanes at the
same time (short landings). “PrsSpikesFilterd” is initialized to 1
and is reset at POR.
last SpikeLength Length of last PRS signal state counted in “PrsSpikesFilterd”, in
CAN
samples (1...3, sampling rate 1ms).
lastDeviation Detected transition pos - expected transition pos [0.1mm],
CAN
updated for every transition
lastCorrection Last correction made to pos.fbk, in [0.1mm], updated only when
a correction is made (at faster speeds: after last transition of CAN
vane, summarizing all deviations)
avgDevInRun Average of all deviations in ongoing or completed run, in
CAN
[0.1mm].
avgCorrInRun Average of all corrections to pos.fbk in ongoing or completed
CAN
run, in [0.1mm].
maxDevInRun @ldg Deviation of greatest magnitude in ongoing or completed run, in
CAN
[0.1mm], together with landing number where it occurred.
maxCorInRun @ldg Correction (pos.fbk) of greatest magnitude in ongoing or
completed run, in [0.1mm], together with landing number where CAN
it occurred.

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Document: 31400_UG
Sheet: 51 of 168
mm/s EstpSlip mm This SVT display shows the speed (mm/s) and the slip distance
(mm) of the most recent ESTOP. This information can be used
for evaluating dynamic traction of an elevator. The values are
reset by POR but not by subsequent Normal runs. Only Estops
at speeds >500mm/s are captured. The slip distance is valid
CAN
only after completion of the run subsequent to the ESTOP, not
directly after the ESTOP.
Note: The slip distance shows valid values only for ESTOPs in
NORMAL runs (not CORR etc.).
Offset UIS 0.1mm Transitions of the UIS sensor at both the upper and lower edges
of the vanes had been on average higher than expected from CAN
the nominal sensor head geometry
Offset 1LV 0.1mm Transitions of the 1LV sensor at both the upper and lower edges
Offset 2LV 0.1mm Transitions of the 2LV sensor at both the upper and lower edges
Offset DIS 0.1mm Transitions of the DIS sensor at both the upper and lower edges
LS1 length mm Learned length of LS1 magnet during learn run. CAN
LS2 length mm Learned length of LS2 magnet during learn run. CAN
LS length min mm Drive calculated minimum LS length-depends on profile
CAN
parameters.
6.1.10 1-8 ENGINEERING

Test Variable 1 Test variable used be engineering. ALL
CPU:Max% Avg% Max% - maximum CPU utilization.
ALL
Avg% - average CPU utilization.
1ms% 10ms% 40ms% 1ms% - Percent utilization of the 1msec task.
10ms% - Percent utilization of the 10 msec task. ALL
40ms% - Percent utilization of the 40 msec task.
Cnv% Inv% All% Cnv% - Percent utilization of the converter task (50 usec max).
Inv% - Percent utilization of the inverter and the converter task
(100 usec max).
ALL
All% - Perecent utilization of all high-speed tasks (inverter,
converter, and other) and the task schedule (200 usec
max).
E2 Load Time ms The amount of time it takes to load all the EEPROM paramaters
ALL
to RAM.
Stack Used Max% Percent of software stack used. ALL
Vel Scale mm/s Numerical scaling of the velocity in the software. ALL
Drv I Scl Rated Drive current scaling ALL

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Document: 31400_UG
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Mag Pos Err eDeg Difference between the magnet position derived from the
encoder and the result of the Locked Rotor Test (LRT), and the
estimated position of the magnets based on the back-EMF of
the motor. ALL
Used to detect the following fault: 504 Enc Pos
See EEPROM parameter: Mag err thr eDeg
See EEPROM parameter: Rated Motor rpm
MagPos /LRT eDeg MagPos – See above.
LRT eDeg - Angular offset of the magnets with respect to the ALL
encoder in electrical degrees
Reactor I Arms This is the filtered, average current in the converter and line
reactor. The time constant of the filter is 10 minutes for iron-core
coils and 0.6 minutes for air-core coils, which is the approximate
time constant of the line reactor's thermal response. It is used to CNV
determine when the fan should be fully turned-on to cool the line
reactor. The threshold for the fan is 90% of the line reactor
continuous rated current.
Inert used kg-m2 This display variable is the actual inertia used when the load in
the car changes. This is valid when the load weighing type is 1
(Load Weigh Type) and there is valid load weighing ALL
information. The inertia used can not be more than +/-20% of
the contract inertia Inertia kg-m2
6.2 Event Log

6.2.1 General Description
All events detected by the drive software are stored in an event log that is accessible through the
service tool. There are two event logs: the current log contains information about events which
have been detected since the most recent POR, and the saved log which is the EEPROM backup
of the events from before the most recent POR.
• Both the current log and the saved log have the same format. Each entry in the log contains
the event code, the name of the event, and the elapsed time since POR that the event was
detected:
705 E2 Invalid
0000:00:00:00.04
The time is in the format: DDDD:HH:MM:SS.SS.

• Enter menu 2-1 to access the current log, events that have occurred since the most recent
POR.
• Enter menu 2-2 to access the saved log, events that occurred before the most recent POR.
• Enter menu 2-3 to clear the current event log.
Clear Log?
Enter to clear.
Hit SHIFT-ENTER to clear.
• Enter menu 2-4 to clear a blockage of the drive that occurs when certain events are
detected.
6.2.2 Event-Specific Data

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Docume
ent: 31400
0_UG
Sheet: 53 of 168
When viewin
W ng an event, e
event-specific data can be accessed by
b using the following serrvice tool
k
keys:
Key Example: Before Exampple: After

Descriptio
on
Sequence Key Se
equence Key Se
equence
Navigates down one level in the Power On
n Drive St
tate @Evt
event tree to access evvent-specific
SHIFT- 0000:00:
:00:00.04 IDLE
data.
ENTER
705 E2 I
Invalid Go to XX
X
If the fault is: 705 E2 Invalid 0000:00:
:00:00.04 Invalid Param
Scrolls forw
ward throughh event- Drive St
tate @Evt Number o
of Runs
GO ON
specific da
ata. IDLE 12
Scrolls forw
ward throughh event- Number o
of Runs Event Re
esponse
GO ON
specific da
ata. 12 Emergenc
cy Stop
SHIFT– Scrolls in reverse
r throu
ugh event- Event Re
esponse Number o
of Runs
GO BACK specific da
ata. Emergenc
cy Stop 12
Navigates up one level in the Number o
of Runs Power On
n
CLEAR
event tree.. 12 0000:00:00:00.04
E
Event-specifi
ic data that iss available iss shown in the table:
Service
e Tool
Description
Dispplay
This shows the state of tthe drive whe en the event was logged. Note that
Drive Sta
ate @Evt
this is the sttate when the
e event is log gged rather th
han the state
e when the
IDLE
event is dete ected.
Number of
f Runs This counterr is incremen nted if the lasst run had no events loggeed other
12 than “001 Ne ew Run”.
Event Res
sponse
The responsse of the drivve when the e
event was de
etected.
Emergency
y Stop
The numberr of times the e fault was log
gged since th he event log was
cleared. Thee counter is incremented each time the fault is logg ged. Note,
the counter is incremente ed (and even nt logged) onnly once in a run even if
the event is detected mu during this run.
ultiple times d
Event Cou
unt:
1. Thiss count is diffferent from th
he occurrencce count that is used to
12
blocck the drive. See
S section 6 6.2.3 for a deescription of the
occuurrence coun nters that cauuse blocking..
2. The e event countters and logss are cleared via M26.
3. The e event countt is not cleareed at POR.
6.2.3 Shut
S Down Error Ha
andling
Some error e
S events cause e a shut-down
n (immediatee stop) with a
an additional inverter blocckage
i
immediately or after repeated occurre
ences in sequ
uence. In casse of an inverrter blockagee, the DC –
l
link will be disconnected ffrom the maiins supply.
WA
ARNING! Before startting the drivve again, thee error reaso
on must be ffound and
solved. Otherw
wise, the inv
verter can be
e seriously d
damaged.
I case of blo
In ockage, do th
he following:
1. Establish servicee tool connection to the drrive.
Form PA10021 U
Company
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Document: 31400_UG
Sheet: 54 of 168
2. Find out the reason that caused the blockage by viewing the event log menu 2-1.
3. Clear the blockage by going to menu 2-4 and following the prompt:
Clear Block?
Enter to clear.
Hit SHIFT-ENTER to clear.
• Note that the error “517 DDP Error” cannot be cleared using this option. It must be cleared by
the power-reset method (POR) or by software-reset menu 2-5 (see Section 6.2.5).
• Some errors cause blockage only as long as the failure is still present, e.g., if an over heat
occurs then the drive is allowed to do runs again as soon as the drive has cooled down. See
the event descriptions in Section 6.2.8 for further details.
6.2.4 Occurrence Counters

As stated above, some errors have an internal counter that is incremented every time that error
occurs in succession. When the counter has reached a limit, the drive will block itself. The
specific errors that have such counters and the corresponding limits are indicated in the detailed
event descriptions in Section 6.2.8. For example, “E4” means that 4 occurrences in series lead to
a drive blockage.
Applicability
• The counters are applicable only when the drive is in CAN mode (Interface Type = 1). They
are not applicable when the drive is in MCSS mode.
• The counters are not applicable during TCI and ERO runs; all the counters are reset to zero
when the car is set to TCI or ERO.
Clearing of Occurrence Counters

The occurrence counters are cleared automatically after several consecutive runs without error.
The detail action taken is:
• Two successful runs without error are required before any counters are decremented. After
two successful runs, all the counters are decremented by one for each successful run. The
only exceptions to this are for the events “512 Missing Vane” and “513 No PRS Trans”. For
these two events, five successful runs without error are required before these counters are
decremented (this is so because these faults result in correction runs, but these faults are not
checked during correction runs).
The occurrence counters are manually cleared by any of the following actions:
o The car is placed on TCI or ERO.
o Clear Blockage, menu 2-4
o Software reset, menu 2-5.
o POR
6.2.5 Software Reset

The DSP on the control board can be reset through service tool commands. This is intended to
be used when performing software upgrades to the control board.
The reset is accessed in menu 2-5. A confirmation is required:
Reset DSP?
Enter to reset.

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Hit SHIFT-ENTER to reset.
Note, the reset is only allowed when the drive is in the IDLE state or less.
6.2.6 Event Response

Every event detected by the drive has a defined response, which is summarized in Table below.
Event Abbrev
-iation Description
Response
INFO I The event is logged for information only and no action is taken by the drive.
The event is logged for warning only and limited or no action is taken by the
WARN W
drive.
The event is logged, the run is allowed to complete, and the drive enters the
ShutDown state. This is used by the drive to communicate to the GECB that the
drive had encountered a fault. The drive sets the Stop-an-Shutdown (SAS) flag
until the fault condition clears.
COMP C
• In CAN mode, the drive will NOT attempt another run until the fault condition
clears.
• In MCSS mode, the drive will attempt another run if requested by the
controller, except for thermal faults.
This response is applicable only for CAN–type controllers during normal
runs.
• The event is logged and the target is changed to the next committable.
• PRS+LS signals are ignored for position corrections.
• The drive sets the stop and shutdown (SAS) flag until the fault condition
clears.
• The run to the next committable will continue only if the fault is determined to
NEXT-
be triggered by a failure of the GECB, a failure “both LS active” or a failure of
COMMITT NC
the CAN communications. This is determined by checking if a follow-up
ABLE
event event “511 1LS & 2LS !” was also logged or the CAN message
“DrHwySignals” has timed out (=event “906 No LS Msg”). Otherwise, the
fault response will transition to a timed decel (DECEL).
• When the run ends, the drive passes through SHUTDOWN and position is
invalidated.
During other run modes than NORMAL, the fault reaction is an immediate
timed deceleration (DECEL).
This response is applicable only for CAN–type controllers.
The event is logged, the run is terminated with a timed decel, and the drive
enters the ShutDown state. The deceleration rate is 105% of contract
deceleration rate with a minimum of 0.5 m/sec^2.
DECEL D
• The drive remains in the ShutDown state until the fault condition clears. The
drive will NOT attempt another run until the fault condition clears.
• For momentary faults, the fault is automatically cleared after the sheave has
stopped, subject to a minimum 250 ms.

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The event is logged and the run is immediately terminated by the drive.
• In CAN mode, The drive enters the ShutDown state for certain faults. It
remains in this state until the fault clears, the sheave has stopped, and a
minimum of 100ms. Some faults will set the Stop-an-Shutdown (SAS) flag.
The drive will NOT attempt another run until the fault condition clears.
ESTOP E • In MCSS mode, the drive will attempt another run if requested by the
controller.
• When the estop was caused by a command to stop or by the safety chain
opening, the drive enters Wait for Safety state.
• In either case, if the fault was not a converter-related fault, the converter will
remain active until the sheave has stopped.
The event is logged, the run is immediately terminated by the drive, and the drive
enters the Power Down state. The drive sets the Stop-an-Shutdown (SAS) flag.
SERVICE S The drive is blocked from further runs. A power on reset (POR) is required for
the drive to recover from this condition or must be reset through the service tool
menu 2-4.
ENDRUN ER The event is logged, the run or brake lift is aborted using a normal deceleration
profile (jerk-in/out), and the drive does not enter the ShutDown state.
The event is logged, the run or brake lift is aborted using a normal deceleration
profile (jerk-in/out), and the drive enters the ShutDown state.
ENDRUN +
ERS • The drive remains in the ShutDown state until the fault condition clears. The
SHD
drive will NOT attempt another run until the fault condition clears.
• For momentary faults, the fault is automatically cleared after the sheave has
stopped and a minimum of 250 ms time.

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6.2.7 Event Overview
Information Events 067 Car nt empty 211 Battry Chrgd 422 Brk ShrtCrkt
000 Power On 068 FT RTC !conv 212 Cnv Vmag Flt 423 Brk I State
001 New Run 069 FT not conv 213 Cnv I Imbal 424 Brake I Neg
002 SPARE 070 FT ID ! conv Voltage Faults Motion Faults
003 Stack Warn 071 FT Itq !comp 300 DC Bus Over 500 Overspeed
004 Power Down 072 Ineria !conv 300 BatOverVolt2 501 Pos Tracking
005 Extern FLASH 073 Run too shrt 301 DC Bus Under 502 Vel Tracking
006 Extern RAM 074 Drive Fault 301 LowBatBlockg 503 LRT Motion
007 OMU Present 075 Drive SAS 302 VAC Over 504 Enc Pos Err
008 OMU Prohibit 076 ID/IQ divrge 303 VAC Under 505 SPARE
009 Manual Mode 077 RTCr Real<0 304 VAC Imbal 506 Stopping Err
010 B_MODE 079 Kp RTR Fault 305 PLL Unlock 507 Pos at 1LS
011 Battery Mode Inverter Current 306 Single Phase 508 Pos at 2LS
012 LearnRun REQ Faults 307 PLL Freq Rng 509 Floor at 1LS
013 Reset DSP 100 Inv SW Oct 308 Welded Mx/Px 510 Floor at 2LS
014 Log Cleared 101 Inv I Imbal 309 Vscales off 511 1LS & 2LS !
015 AutoTun Mode 102 Inv Id Error 310 AC Brown-out 512 Missing Vane
016 Earthquake 103 Inv Iq Error 311 AC All Err 513 No PRS Trans
017 Block Cleard 104 Inv Ix Offst 312 DBTR ShrtErr 514 Enc <> Vane
018 ALWA CONVRGD 105 Inv Iy Offst 313 AC/DC Calib 515 NTSD failed
019 ALWA ERROR 106 Inv Iz Offst 314 Cnv Res FltV 516 Corr failed
020 ALWA RESET 107 Inv Gate Flt 315 Cnv Res FltF 517 DDP Error
021 ALWA DIVERGD 108 Inv HW Oct 316 BatOverVolt1 518 BeltCmp Wrng
022 EQAR Clear 109 Overload 317 BatUnderVolt 519 RlvPermitErr
023 ARO Hlth Chk 110 Drive Limit 318 OCBT Under V 520 Rllbck Start
024 ARO Active 111 No Id fdbk 319 Cnv i imbal 521 Rllbck Stop
025 ARU Type Mis 112 No Iq fdbk Brake Faults 522 ManualRescue
026 UCM-EN clear 113 Inv IPM Flt 400 Brake S1 SAS 523 Moved at POF
027 Temp is 0 114 Curr Ovrload 401 Brake S2 SAS 524 No Enc Signl
028 Download En 115 Brk Chop Err 402 Brake Status 525 NoRlv SpdChk
Self Commissioning 116 Inv HW Ovt 403 Brake BY 526 NoRlv TooMny
Events 117 Inv Pfai Flt 404 Brake I Off 527 NoRlv LostDZ
050 KP negative 118 Overload Dec 405 Brake I Drop 528 Profile Err
051 KP not conv 119 Desat Err 406 Brake I Hold 529 No enc fdbck
052 KI negative 120 Output Cur 407 Brake I Max 530 No enc tmout
053 KI not conv 121 SR1 Err 408 Brk S1 ESTOP 531 PRS Sigs 1LS
054 LSIG negativ Converter Current 409 Brk S2 ESTOP 532 PRS Sigs 2LS
055 RTCr negativ Faults 410 Low Speed 533 ARO Overspd
056 RTCr not cnv 200 Cnv SW Oct 411 Brk S1 DECEL 534 ABL Abort:LW
057 SWEEP negatv 201 Cnv Id Error 412 Brk S2 DECEL 535 Timeout PTR
058 RTC negative 202 Cnv Iq Error 413 Bk Desat Err 536 Timeout LB
059 RTC is zero 203 Cnv Ix Offst 414 Bk Bus Over 537 No EndRunCmd
060 RTC negative 204 Cnv Iy Offst 415 Bk Bus Under 538 Abort:EndRun
061 RTC not conv 205 Cnv Gate Flt 416 Bk fbk tmout 539 LvTransUnclr
062 ID&V diverge 206 Cnv HW Oct 417 Bk SW Oct 540 Shock Detect
063 NO Op Point 207 Cnv Gnd Flt 418 Bk lft tmout 541 SinCos Warng
064 Imag>drv Rtd 208 Bus Cap Fail 419 Bk drp tmout 542 Decel Req Fl
065 Wrong direct 209 DC Link OCT 420 Bk Dly DetW Temperature Faults
066 PTR Timeout 210 Cnv IPM Flt 421 Bk Dly DecE 600 Inv Tmp Warn

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601 Inv Tmp Over 765 LVD Prechrg
602 Inv Tmp Fail Task Overrun Faults
603 Cnv Tmp Warn 800 1ms Task
604 Cnv Tmp Over 801 10ms Task
605 Cnv Tmp Fail 802 40ms Task
606 Mtr Tmp Over 803 Cnv Task
607 Reactor Temp 804 Inv Task
608 DBR Tmp Over 805 200ms Task
609 AC/DC Calibr Communication
610 Batt Ovr Tmp Faults
611 MTC/RTC Flt 900 MCSS Timeout
611 MTC/DBR Flt 901 SVC Tool Err
State Faults 902 CAN Err
700 Safety Chain 903 E2 CommWrite
701 No Man Input 904 LWSS Timeout
702 Prechrg Time 905 LWSS Bad Val
703 S Rly Fault 906 No LS Msg
704 DBD Fault 907 Primary CRC
705 E2 Invalid 908 Drive CRC
706 E2 Write Lim 909 CAN BusOff
707 ADC Offset 910 CAN OPB_Init
708 Cmd to Abort 911 CAN TxQ Full
709 PRS SigNoise 912 No FloorInfo
710 UIB DIB Err 913 MCSS Warning
711 DBD Shutdown 914 Power E2 Err
712 PostTrq Time 915 LWSS not cal
713 Block by xxx 916 Power E2 Rng
714 B_MODE Err 917 CPLD Ver Flt
715 ARO BatPower 918 ARO Ver Flt
716 Illegal Cmd 919 Powrbrd miss
717 Triac Stuck 920 Micro ChkSum
718 PRS Config 921 FPGA ChkSum
719 OARO Blocked 922 FLASH Warn
720 Welded BLV 923 FPGA Warn
721 PwmExistsFlt 924 Micro Warn
722 E2 Read CkSm 925 No CAN-PRS
723 UCM in Run 926 CAN PRS Msg
724 UCM in Slide 927 DSP2FPGA Wrn
725 UCM BrkBlock 928 DSP2FPGA Flt
726 Tmout SfcMsg 929 UCMP Timeout
727 TOStp SfcMsg 930 PRS TrnsSkip
728 Slack Rope 931 Micro VerFlt
729 SysTrip OCBT
730 S2 RlyFault
750 ARU Failure
751 Dischrg Batt
752 Bat Chrg Flt
760 Missing Batt
761 Batt Tmp Flt
762 Batt Flt
763 Welded ARx
764 ARO Alarm CR

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6.2.8 Event Menu Detailed Descriptions

The following list includes all events detected.
Column 1: The name of the event, including the event code
Column 2: The response to the event, followed by the number of occurrences in series that leads
to a drive blockage (see Section 6.2.3).
Column 3: A description of the event including possible causes and potential solutions.
6.2.9 Information Events
SVT Display Description
000 Power On I Power was applied to the drive.
001 New Run I A new run was initiated.
002 SPARE I Not used.
003 Stack Warn W The stack usage has exceeded an acceptable limit.
004 Power Down I The power fail signal in the hardware was activated.
005 Extern FLASH W The GDCB FLASH memory has failed.
006 Extern RAM W The GDCB RAM memory has failed.
007 OMU Present I Indicates that a valid OMU is plugged into the drive OMU port at power-up.
008 OMU Prohibit I Indicates that an OMU software upgrade is prohibited because the previous
run was TCI. The status of the permissive can be viewed in the SVT
parameter OMU Prohibited.
Solution
If this fault occurs, it can be cleared by performing an ERO run (the ERO
run confirms that the mechanic is in the hallway).
009 Manual Mode I Indicates that the drive is in Manual Mode.
010 B MODE I Applicable only when Interface Type = 2 or 3.
Applicable only when “ARO Type” = 2 or 3.
Logged when the drive received “B_MODE signal” from Battery controller.
011 Battery Mode I Applicable only when Interface Type = 1.
Indicates the drive is in battery (ARO-EN) mode operating on 48Vdc battery
supply. Logged when the drive received SpbMode message “BatteryMode”
from SPBC3.
012 LearnRun REQ I Applicable only when Interface Type = 1.
Indicates that the floor table in the drive is invalid and that a new learn run
is required.
013 Reset DSP I The DSP was reset using the SVT menu 2-5.
014 Log Cleared I The event log was cleared using SVT menu 2-3.
015 AutoTun Mode I The drive is in Auto Tune mode.
016 Earthquake | Applicable only when Interface Type = 2 or 3.
Indicates earthquake detection. This mode is initiated by the recovery
signal from MCSS. In this mode, shock detection and the torque pulsation
detection are activated.
017 Block Cleard I Indicates that a blockage condition was cleared either via the service tool
menu or by a CAN message.
018 ALWA CONVRGD I Indicates that ALWA has converged with a fixed gain and offset.
019 ALWA ERROR I Indicates that ALWA has an algorithmic error.
020 ALWA RESET I Indiactes either an automatic reset by the algorithm or through the service
tool was done. This resets the gain and the offset to 1 and 0 respectively.
021 ALWA DIVERGD I Indicates that the ALWA algorithm has not converged.
022 EQAR Clear I Applicable only for “JIS Function 0/1” = 1
EQAR mode was cleared by clear command.

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023 ARO Hlth Chk I The drive has received an ARO Health check request either from the
MCSS or from SVT M455 “Opt ARO Test 5-5”. If the drive accepts the
request, it will log “024 ARO Active”, and attempt to perform the health
check. The request is only accepted while in IDLE and no ARO faults.
024 ARO Active I The drive accepts the request, and logs “024 ARO Active”, and attempts to
perform the ARO health check.
025 ARU Type Mis I The wrong ARU type was selected during installation. Specifically, “ARO
Release? 1/2“ was set to1 , but type 2 hardware is present. The check
is done only when starting ARO operation.
Check the settings of the following parameters:
Interface Type Should be 3 for NSAA ARU
ARO Type Should be 4 for NSAA ARU
ARO Release? 1/2 Should be 1 for ARU1 or 2 for ARU2
026 UCM-EN clear I Applicable only when Interface Type = 1 and UCM-EN on/off = 1.
Indicates that a blockage according to 723 UCM in Run, 724 UCM in Slide
or 725 UCM BrkBlock has been cleared. .
027 Temp is 0 I Applicable only when Drive Type is 416G drive.
The detection temperature generates an event at less than 1 ℃.
When the thermistor circuit is opened, the drive outputs the same event.
028 Download En I This event indicates the parameter download mode has been enabled.
6.2.10 Self Commissioning Faults

050 KP negative E Either the voltage or current was zero or negative during the KP test.
051 KP not conv E The KP test did not converge within the iteration limit.
052 KI negative E Either the voltage or current was zero or negative during the KI test.
053 KI not conv E The KI test did not converge within the iteration limit.
054 LSIG negativ E Either the voltage or current was zero or negative during the LSIG test.
055 RTCr negativ E Either the voltage or current was zero or negative during the RTC REAL
test.
056 RTCr not cnv E The RTC REAL test did not converge within the iteration limit.
057 SWEEP negatv E Either the voltage or current was zero or negative during the SWEEP test.
058 RTC negative E Either the voltage or current was zero or negative during the RTC test.
059 RTC is zero E The RTC could not be computed due to zero result during the RTC IMAG
INIT test.
060 RTC negative E Either the voltage or current was zero or negative during the RTC IMAG
COMPUTE test.
061 RTC not conv E The RTC IMAG COMPUTE test did not converge.
062 ID&V diverge E The IMAG and ITORQ test diverged.
063 NO Op Point E The IMAG and ITORQ test did not converge within the iteration limit.
064 Imag>drv Rtd E The IMAG result exceeded the rated drive current.
065 Wrong direct E The car is running in the wrong direction required by the test.
066 PTR Timeout E The test timed-out waiting for PTR.
067 Car nt empty E The car is not empty as required by the test.
068 FT RTC !conv E The fine tune RTC test (RTC inner loop) did not converge within the
iteration limit.
069 FT not conv E The fine tune RTC test (main outer loop) did not converge within the
iteration limit.
070 FT ID ! conv E The fine tune RTC test (IMAG inner loop) did not converge within the
iteration limit.

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071 FT Itq !comp E The fine tune RTC I torque computation failed.
072 Ineria !conv E The INERTIA test did not converge within the iteration limit.
073 Run too shrt E The run length was too short; did not meet minimum run length required by
the test.
074 Drive Fault E A drive fault occurred during the self commisioning test.
075 Drive SAS E A drive stop and shutdown occurred during the self commisioning test.
076 ID/IQ divrge - RESERVED
077 RTCr Real<0 W The real impedence was negative during the RTCr test.
079 Kp RTR Fault E The KP test timed-out waiting for PTR.
6.2.11 Inverter Current Faults

100 Inv SW Oct E4 The magnitude of the inverter current exceeded an allowed threshold.
Possible Causes & Solutions

• Incorrect motor phasing → change parameter Motor Phase 0/1.
• Shorted motor phase → check motor wiring continuity.
• The fault threshold can be temporarily adjusted by the parameter
Inv I Limit %.
Applicable when Interface Type = 0 or 1:
OCT(A) = Drive I fullscale * Inv I Limit %* 0.9 * 1.05
(Drive I fullscale: 402Æ 80A 404Æ110A)
OCT(A) = Drive I fullscale * Inv I Limit %* 0.9 * 1.25
101 Inv I Imbal E4 The sum of the three motor currents exceeded 10% full-scale current.

• Ground fault → check there are no motor phases shorted to ground.
• Signal noise → check that wiring guidelines are followed.
102 Inv Id Error E4 The indicated inverter current regulator error exceeded an allowable
103 Inv Iq Error threshold.

• Current regulators are not tuned correctly → check proper motor
parameter settings (see Section 9).
104 Inv Ix Offst E The indicated inverter phase current offset exceeded 5% of full-scale.
105 Inv Iy Offst
106 Inv Iz Offst Possible Causes & Solutions
• Defective circuit → change drive package (if occurs permanently).
107 Inv Gate Flt E4 NOT applicable when Drive Type is 25A.
An inverter IGBT gate supply voltage fault was detected.

• Defective or shorted gate power supply → change drive package (if
occurs permanently).

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108 Inv HW Oct E4 NOT applicable when Drive Type is 25A.
For 60A V.2 - drives:
The power section has detected a fault and set the discrete input
(ERR1/INV_FLT: P1-12 ) to the GDCB. Because this input is shared
by both HW Overcurrent and HW Overvoltage errors, the measured
DC bus voltage is used to distinguish between them:
- DC bus voltage is below a specified threshold
--> this fault was declared.
- DC bus voltage is above a specified threshold
--> 116 Inv HW Ovt would have been declared.
For all other drives except the 25A drive:

The inverter current exceeded a preset level, detected via hardware,
(ERR1/INV_FLT: P1-12 ) to the GDCB.
Note: This fault indicates a too high motor current or an IGBT short circuit
current.

• Defective hardware (e.g. shorted IGBT) → change drive package (if
occurs permanently)
109 Overload E4 An overload condition has been detected. The drive exceeded the
maximum time allowed operating at the rated current of the motor.

• Excessive friction in system → check for dragging brake or hoistway
interference.
• The drive is undersized for the installed duty → confirm system inertia.
• The fault threshold can be adjusted by the parameters: Overload
sec, Rated mtr i Arms, and Rated Acc I PU, but should not be
increased by more than 10%.
110 Drive Limit W The drive is operating at its rated current limit.
111 No Id fdbk E4 An error has been detected with the current feedback of the inverter during
112 No Iq fdbk magnetization of the motor at the beginning of the run.

• Open motor phase → check motor wiring continuity.
• Bad current sensor → return unit for service.
See parameters Vd out thresh PU and Vq out thresh PU.
113 Inv IPM Flt E4 Applicable only when Drive Type is 25A or LCRD.
Indicates a fault has been detected from the inverter Intelligent Power
Module (IPM).

114 Curr Ovrload E4 Not used (was applicable only for non-regen drives).
115 Brk Chop Err E4 Not used (was applicable only for non-regen drives).

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116 Inv HW Ovt E4 Applicable only for 60A V.2 drives.
The power section has detected a fault and set the discrete input
(ERR1/INV_FLT: P1-12 ) to the GDCB. Because this input is shared by
both HW Overcurrent and HW Overvoltage errors, the measured DC bus
voltage is used to distinguish between them:
- DC bus voltage is above a specified threshold
--> this fault was declared.
- DC bus voltage is below a specified threshold
--> 108 Inv HW Oct would have been declared.
117 Inv Pfai Flt E4 Applicable only for 60A V.2 drives.
Inverter PWM activity has been detected during IDLE (when S1 & S2 are
dropped):
• after 2 seconds in IDLE the inverter PWM driver was still active;
• or after 4 seconds in IDLE the signal PF_IGBT: P1-13 was LOW which
indicated a still active IGBT power supply although it should be
switched OFF.
• Defective gate driver or power supply → change drive package (if
118 Overload Dec D See 109 Overload.
119 Desat Err E4 The inverter current and the converter current exceeded a preset level,
detected via hardware.
120 Output Cur E1 This fault indicates the motor has currents while Sx dropped. This
monitoring is a requirement for GB compliance.
121 SR1 Err E4 Applicable only for “JIS Function 0/1” = 1 and “Drive Type” = 428 or
460.
SR1 was off with Inverter running.
The wiring of Inverter output is disconnected with SR1-OFF.
• Check wiring around SR1 relay and P5-5 of GDCB
Check a SR1 control of UCMP module
6.2.12 Converter Current Faults

200 Cnv SW Oct E4 The magnitude of the converter current exceeded an allowed threshold.

• Defective hardware → change drive package (if occurs permanently).
• The fault threshold can be temporarily adjusted by the parameter
Cnv I Limit %.
OCT(A) = Drive I fullscale * Cnv I Limit %* 0.9 * 1.05
(Drive I fullscale: 402Æ 80A 404Æ110A)
OCT(A) = Drive I fullscale * Cnv I Limit %* 0.9 * 1.25
201 Cnv Id Error E4 The indicated converter current error exceeded 30% of full-scale.
202 Cnv Iq Error
• Current regulators are not tuned correctly → check proper parameter
settings (see parameter Cnv Custom 0/1).

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203 Cnv Ix Offst E The indicated converter phase current offset exceeded 5% of full-scale.
204 Cnv Iy Offst
• Defective circuit → change drive package (if occurs permanently).
205 Cnv Gate Flt E4 NOT applicable when Drive Type is 25A.
A converter IGBT gate supply voltage fault was detected.

206 Cnv HW Oct E4 NOT applicable when Drive Type is 25A.
The converter current exceeded a preset level, detected via hardware.
Note: This fault indicates a too high line input current or an IGBT short
circuit current.

• Defective hardware → change drive package (if occurs permanently).
207 Cnv Gnd Flt S Applicable only when Drive Type is 60A.
A ground fault was detected on the converter.

• Ground fault → disconnect drive from utility power and check that there
are no phases shorted to ground.
208 Bus Cap Fail S The estimated power loss in the drive exceeded a limit. This indicates that
excessive power is being dissipated in the drive and is a strong indication
that a DC link capacitor has failed. The threshold for this fault is set by the
SVT parameters Ploss Thr pre %, Ploss Thr idle %, and Ploss
Thr run %.
209 DC Link OCT S Applicable only when Drive Type is 40A.
Indicates excessive DC link current.

210 Cnv IPM Flt E4 Applicable only when Drive Type is 25A or LCRD.
Indicates a fault has been detected from the converter Intelligent Power
Module (IPM).

• Defective IPM hardware → change drive package (if occurs
permanently).
211 Battry Chrgd E4 Applicable only during ARO (EN) mode.
The drive detected charging current into the battery during ARO, which is
not allowed. The threshold for the charging currenmt is controlled by the
parameter Max Bat Chrg I A.

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212 Cnv Vmag Flt E Generally, this fault occurs when power is removed from the drive AC input
during a regenerative run. This fault may also occur in concert with certain
loss of safety chain events, but this should not be a concern (loss of safety
chain causes an estop anyways). This fault management is designed to
protect other in-ciruit controller components when the AC line is lost during
a regenerative run.
If this fault occurs in such a way that interrupts normal elevator operation,
then this condition should be reported, and the fault management can be
disabled by increasing the Cnv Vmag Thrs PU parameter.
This fault management is active only when the drive is regenerating and
only when the nominal AC line voltage parameter AC Main Vrms is set
<= 400. This fault management is not active when Low Volt Op 0/1 is set
to 1.
213 Cnv I Imbal E4 A current imbalance in the converter currents was detected. This could be
caused by a motor output ground fault.
6.2.13 Voltage Faults

300 DC Bus Over E3 UD: The DC bus voltage was greater than 108% of the nominal bus
voltage of 750 VDC.
LVD: DC bus voltage > 75Vdc.

• Check parameter DBR Mode 0-3 is set correctly.
• Check parameter Inertia kg-m2 is not set too high.
One way to estimate the inertia is to use the following formula:
J = 2 + 6 * DUTY_LOAD * (SHV_RADIUS^2)
Other ways to estimate inertia are given in Sections 9.1 and 9.2.
300 BatOverVolt2 E LVD: Battery voltage > 75Vdc. Fault is reset at <74.5Vdc.
301 DC Bus Under E6 UD: The DC bus voltage exceeded a limit. The limits are:
For 415 < Vac <= 480, limit = 70% of nominal (750).
For 380 <= Vac <= 415, limit = 309 Vdc.
For Vac < 380, limit = 70% of nominal (750).
The nominal ac voltage is determined by the EEPROM parameter: AC
Main Vrms.
301 LowBatBlockg E2 LVD: Battery voltage < 36Vdc.
302 VAC Over C The AC line voltage exceeded a limit. The limits are:
For 415 < Vac <= 480, limit = 112% of nominal.
For 380 <= Vac <= 415, limit = 477 Vrms.
For Vac < 380, limit = 115% of nominal.
The nominal voltage is determined by the EEPROM parameter: AC Main
Vrms.

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303 VAC Under C This fault indicates the AC line voltage was below a limit. The limit value
depends on whether the drive’s “brown-out” functionality is enabled or not:
- For CAN interface (interface type 1), where profile generation is
internal to the drive, the brown-out function is enabled.
o If the AC line voltage falls 15% below nominal, the brown-
out function is activated, the speed is reduced, and the
“310 AC Brown-out” warning is logged.
o If the AC line voltage falls to 30% below nominal, then
additional speed reduction occurs and the “303 VAC
Under” fault is logged.
- For other interfaces, where profile generation is external to the

drive, the brown-out function is disabled.
o If the line voltage falls to 15% below nominal, then the “303
VAC Under” fault is logged.
- In both cases, the fault response to “303 VAC Under” is:

o complete the current run,
o go to drive state shutdown,
o exit shutdown as soon as the fault clears. The fault is self
clearing.
- “Nominal” voltage is defined as follows:

o 380 Vrms for 380 <= Vac <= 415;
Vac otherwise,
where Vac = EEPROM parameter: AC Main Vrms
304 VAC Imbal C The AC line input voltages differ from each other by more than 25%.
305 PLL Unlock E The phase lock loop on the AC input voltage has unlocked. This is likely to
occur when you try to run with a damaged IGBT.
This fault sets the SAS flag.
306 Single Phase S This fault is declared when the drive is set to single-phase mode, and the T
phase is connected to a live input. The power during single-phase
operation should be connected to R and S phases only and the T-phase
should be left open. See EEPROM parameter: Single Phase 0/1
307 PLL Freq Rng E This fault is declared when the drive ac line frequency estimate is outside
of a frequency band specified by the parameter PLL freq band Hz for a
amount of time specified by the parameter PLL freq time ms, while
there is no PLL unlock fault. This fault is logged whenever the AC line is
disconnected. Repeated logging may be an indication of a problem with the
AC line.

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308 Welded Mx/Px S When the drive enters the power down state, if the DC Bus voltage does
not drop below a voltage threshold within a (drive-type depending) wait
time, the system will declare that the MX and/or PX contacts may be
welded.
Warning:
Do not cycle power to drive until fault is verified.
Check the “AC Input Vrms ” SVT display to verify whether the Vdc is
actually stuck to a high value (1.41 times the Vrms value) while the state of
MX and PX in the “MX PX DX BX” SVT display is actually “0”. If these
conditions are met (high Vdc and “0” for both MX and PX), then DO NOT
ATTEMPT TO CYLE POWER TO THE DRIVE. This drive may have a real
welded MX or PX condition that needs to addressed. For this condition,
power down, lock out/tag out energy source, and ship drive back to factory.
309 Vscales off W This fault is logged when the measured AC line voltage and measured DC
bus voltage disagree significantly. This check is performed only after M1 is
picked after the bus has had enough time to settle to its quiescent value.
This fault may indicate that either of the following EEPROM parameters is
not set correctly: DC Bus fscale V, AC Line fscale V.
310 AC Brown-out W Applicable only for Interface Type 1.
This warning indicates that the ac line has dropped 15% below the nominal
value. The drive will continue to run under the "Brown Out" event with
reduced motion profiles.
When the ac line drops 30% below nominal, 303 VAC Under fault is
logged, in which case speed will be further reduced and the drive will finish
the current run and not accept any further runs until the fault clears. See
event “303 VAC Under” for more details.
311 AC All Err E This fault can occur for one of two reasons:
1. The AC line voltage exceeded a limit above the 302 VAC Over threshold.
The limits are:
For 415 < Vac <= 480, limit = 125% of nominal.
For 380 <= Vac <= 415, limit = 519 Vrms.
For Vac < 380, limit = 125% of nominal.
The nominal voltage is determined by the EEPROM parameter: AC Main
Vrms.
OR
2. The following three faults occur at the same time while PTR is active:
302 VAC Over AND
304 VAC Imbal AND
307 PLL Freq Rng
312 DBTR ShrtErr C Applicable only for ARO Type=NIARO (JIS) and Generator Mode.
This fault is set for detecting the short of DBTR.
When using a generator, set Generator Mode for 1.
When using NIARO mode, set ARO Type for 3.
Check DBTR if it has broken.
313 AC/DC Calib I Applicable only when Low Volt Op 0/1 = 1.
This fault is active only in low voltage operation mode. This indicates that
the calibration process ac voltage sensor versus dc voltage sensor resulted
with a cross calibration factor that is either larger than 1.5 or less than 0.5.

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314 Cnv Res FltV E This fault management is active only when the event 304 VAC Imbal is
active. This fault occurs when a converter voltage transient occurs that
exceeds a threshold that is at least 25% greater than the AC Main Vrms
parameter setting. If this fault occurs, then check that the 3 phase AC input
is present and is reasonably balanced.
315 Cnv Res FltF E This fault occurs when a voltage resonance occurs at the AC input of the
drive due to an intermittent loss of an input phase. If this fault occurs, then
check that the 3 phase AC input is present, connected well, and is
reasonably balanced. This fault is active only for the 406R Version 2 drive.
316 BatOverVolt1 W LVD: Battery voltage > 70Vdc. Fault is reset at <65Vdc. During fault
condition, drive initiated runs (LR, RLEV) are aborted but commanded runs
(e.g. RESC, ERO) are still executed.
317 BatUnderVolt W LVD: Battery voltage < 42Vdc. Fault is reset at > 42.5Vdc. During fault
condition, drive initiated runs (LR, RLEV) are aborted but commanded runs
(e.g. RESC, ERO) are still executed.
318 OCBT Under V W Applicable only to LVD
This warning event is generated if the battery voltage has been below 36V
in IDLE for 10 minutes or if the battery voltage has been below 25V in IDLE
for 20 seconds. The drive will trip the OCB under these conditions.
319 Cnv i imbal E Applicable only for drive type 160A-CR.
This fault detects current imbalance in the converter and shuts down the
drive to prevent hardware damage. Current imbalance happens when a
phase is lost.
6.2.14 Brake Faults

400 Brake S1 SAS C4 The indicated brake switch is in the wrong state. This is checked both
401 Brake S2 SAS when the drive is in the Idle state and when the drive is running.
These faults result in complete the run fault response and set the SAS
flag.
Note: this event is also applicable when Brk Sw Type 0-4 is set to 0 or 4
where constant states are required on BS1 and BS2 inputs.

• Incorrect parameter value → verify correct value of Brk Sw Type 0-4.
• Incorrect brake switch wiring → check brake switch wiring.
• Brake not lifting → check brake wiring & brake power supply.
• Insufficient time allowed → see parameters Brk Pick Time ms and Brk
Setl Time ms.
402 Brake Status E4 Applicable only when Brk Cnt Type 0-3 is set to 0.
The brake status feedback from the brake module is not in the correct
state.
403 Brake BY E4 One or both of the normally-closed BY contacts are not in the correct
state. The BY relays should be energized when PTR is active, before the
lift brake command is initiated.
Note: Actual name is BR relay but still referred here as BY relay for
downward compatibility.
• Incorrect wiring to brake module → check brake module wiring.
• Incorrect brake power supply → check brake power supply & wiring.
• Adjust SVT parameter: SX Pick Time ms

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404 Brake I Off E4 Applicable only when Brk Cnt Type 0-3 is set to 2-3.
When using the internal brake control, this fault is logged when the brake
current feedback offset compensation exceeds a certain amount. The
threshold is adjustable with Brk I Offset A.
405 Brake I Drop E4 Applicable only when Brk Sw Type 0-4 is set to 4 and Brk Cnt
Type 0-3 is set to 2-3.
When the internal brake control drops the brake, this fault is logged if the
brake current feedback exceeds a threshold specified by the service tool
parameter Brk Min Hold I A.
406 Brake I Hold E4 Applicable only when Brk Sw Type 0-4 is set to 4 and Brk Cnt
When the internal brake control picks the brake, this fault is logged if the
brake current feedback is less than a threshold specified by the service
tool parameter Brk Min Hold I A.
407 Brake I Max E4 Applicable only when Brk Sw Type 0-4 is set to 4 and Brk Cnt
This fault is logged if the internal brake control current feedback exceeds
a threshold specified by the service tool parameter Brk I Max A.
408 Brk S1 ESTOP E4 The indicated brake switch is in the wrong state. This is checked both
409 Brk S2 ESTOP when the drive is in the Idle state and when the drive is running.
These faults result in an immediate ESTOP and set the SAS flag.
Note: this event is also applicable when Brk Sw Type 0-4 is set to 0 or 4
where constant states are required on BS1 and BS2 inputs.
• Incorrect parameter value → verify correct value of Brk Sw Type 0-4.
• Incorrect brake switch wiring → check brake switch wiring.
Insufficient time allowed → see parameters Brk Pick Time ms and Brk Setl
Time ms.
410 Low Speed W Visible only when “TwoStepSpeed 0/1” = 1.
This fault indicates illegal configuration of the position sensor for the two
step speed profile operation. Can NOT operate the two step speed profile
operation. Only Low speed operation.
NOTE: Initially, the car has to run from BOTTOM to TOP to detect the
installation position of the position sensor for two step speed profile
operation. Before this initial operation is finished, the “410 Low Speed”
cannot clear and will only operate the low speed.
411 Brk S1 DECEL D4 See: 400 Brake S1 SAS, 401 Brake S2 SAS, 408 Brk S1 ESTOP 409, Brk
S2 ESTOP
412 Brk S2 DECEL D4 See: 400 Brake S1 SAS, 401 Brake S2 SAS, 408 Brk S1 ESTOP 409, Brk
S2 ESTOP
413 Bk Desat Err E4 The brake current exceeded a preset level, detected via hardware.
414 Bk Bus Over C The brake bus exceeded threshold data.
415 Bk Bus Under C The brake bus fell below threshold data.
416 Bk fbk tmout E4 The brake exceeded threshold data.
417 Bk SW Oct E4 The magnitude of the brake current exceeded an allowed threshold. The
fault threshold is set by the parameter “Brk OCT A”

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418 Bk lft tmout C4* Applicable only when Brk Cnt Type 0-3 is 2-3.
If Brk Sw Type 0-4 is 1-3:

This fault is logged if any of the following occur within the amount of time
specified by Brk Pick Time ms after lifting the brake.
• The brake current failed to stay above the threshold specified by
Brk Pick A and Brk Pick % for the amount of time specified
by Brk Lftd Dely ms.
• The brake switches did not hold the expected value for the
amount of time specified by Brk Lftd Dely ms.
If Brk Sw Type 0-4 is 4:

This fault is logged if the followings occur within the amount of time
specified by Brk Pick Time ms after lifting the brake.
• The brake current failed to stay above the threshold specified by
Brk Min Pick I A for the amount of time specified by Brk Lftd
Dely ms.
419 Bk drp tmout C4* Applicable only when Brk Cnt Type 0-3 is 2-3 or Brk Sw Type
0-4 is 1-3.
This fault is logged if any of the following occur within 3 seconds of
dropping the brake.
• The brake current failed to stay below the threshold specified by
Brk Hold A and Brk Drop % for the amount of time
specified by Brk Setl Time ms.
• The brake switches did not hold the expected value for the
amount of time specified by Brk Setl Time ms.
420 Bk Dly DetW W Applicable only for “JIS Function 0/1” = 1
This is for Brake Delay Detection. This is detected If it passed specific
time from LB to “Brake picked”.
Or it detects when BS is OFF during running.
421 Bk Dly DecE S Applicable only for “JIS Function 0/1” = 1
This is for Brake Delay Detection. This is detected If it passed specific
time from LB to “Brake picked”.
Or it detects when BS is OFF during running, then the running is
completed.
But can not do further run until POR or Block Clear.
422 Brk ShrtCrkt E4 Applicable only for Ultra Drive
This is for Brake short circuit protection. This fault is reported if the brake
current exceeds 10Amps. This threshold is fixed and cannot be changed.
423 Brk I State E4 Applicable only if “Int Brk Type 0-2” is set to 1 or 2.
Brake current was detected just before the lift brake command. Double
check brake wiring to make sure that brake is not energized at the prepare
to run command and before the lift brake command.
424 Brake I Neg E4 Applicable only if “Int Brk Type 0-2” is set to 2.
Negative brake current has been detected. Double check any brake
current hardware connections and brake power supply connections to see
if they are correct. If all connections are correct, then the brake current
sense hardware may be damaged.
*Note: For events 418 and 419, the drive state machine does not pass through the SHUTDOWN
state.
6.2.15 Motion Faults

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500 Overspeed E4 The motor speed has exceeded a speed threshold. The speed threshold
is determined by the operating mode of the drive:
MCSS mode: adjustable perecentage of Duty Speed mm/s
Manual Mode: adjustable percentage of Man Speed mm/s
CAN Normal: 110% of Duty Speed mm/s
CAN Relevel: fixed percentage of max relevel = 20 mm/sec
CAN Learn: fixed percentage of max learn = 500 mm/sec
CAN ERO/TCI: fixed percentage of Insp Speed mm/s
CAN Rescue: fixed percentage of max rescue = 300 mm/sec
For MCSS and manual modes, the percentage is adjusted by SVT
parameters: MCSS Overspeed % and MAN Overspeed %.
501 Pos Tracking E4 The position tracking error exceeded a threshold and indicates that the
position feedback was not tracking the position reference from the profile
generator. This fault is checked only when the drive uses its internal
profile generator. See EEPROM parameter: Pos Err Lim mm
502 Vel Tracking E4 The velocity tracking error exceeded a threshold. The velocity feedback
was not tracking the velocity reference.

• Wrong encoder feedback → check encoder wiring and attachment.
• Incorrect parameter value → verify correct value of Inertia kg-m2.
• Excessive start jerk / improper pre-torque → verify load weigh
device; if no load weigh device present (as during inspection), try
increasing parameter Start Gain Ot PU. See section 4.11 for further
instruction.
• Hoistway obstructed → check for obstruction (e.g. car or
counterweight on buffer).
• The fault threshold can be adjusted by parameter Track Error mm/s.
When Manual Mode is active, this fault threshold is automatically
increased by a factor of 3.
503 LRT Motion E4 This fault indicates motion was detected while performing the Locked
Rotor Test. The Locked Rotor Test is performed at the beginning of the
first run after a power-up to determine the position of the magnets when
using a PM motor. The threshold for the fault is specified by the
parameter LRT mot err eDeg. If the fault occurs, the brake may not be
set properly.

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504 Enc Pos Err W This fault indicates that the drive has lost track of the magnet position
when using a PM motor. This fault is necessary to prevent a loss of
torque production. This fault may be caused by the encoder physically
slipping with respect to the motor, or by a bad magnet position
calculation during the locked rotor test (LRT).
This fault is detected by comparing the magnet position, derived from the
encoder and the result of the LRT, to the estimated magnet position
based on the back-EMF of the motor. Since the estimator is back-EMF
based, the fault detection is enabled only when the motor operates
above 30% of the rated motor speed. The default threshold for the fault
is 20 electrical degrees. Another locked rotor test will be performed at the
beginning of the next run to automatically re-determine the magnet
position.

See display parameter: Mag Pos Err eDeg
505 SPARE D Not used.
506 Stopping Err W A time-out occurred because the stopping criteria at the end of the run
were not satisfied. See EEPROM parameters: Pos Stop Tol mm
and Vel Stop mm/sec
507 Pos at 1LS NC Applicable only for Interface Type 1.
Unexpected position at 1LS. The 1LS transition occurred at a position
outside the expected range for 1LS, or the 1LS signal state is not
consistent with hoistway position. Applicable only when landing table is
valid and position is valid.
508 Pos at 2LS NC Applicable only for Interface Type 1.
Unexpected position at 2LS. The 2LS transition occurred at a position
outside the expected range for 2LS, or the 2LS signal state is not
consistent with hoistway position. Applicable only when landing table is
valid and position is valid.
509 Floor at 1LS NC Applicable only for Interface Type 1.
Unexpected floor at 1LS. The 1LS transition occurred at a floor that is
different from the expected floor. Applicable only when landing table is
valid and limit switch signals are valid.
510 Floor at 2LS NC Applicable only for Interface Type 1.
Unexpected floor at 2LS. The 2LS transition occurred at a floor that is
different from the expected floor. Applicable only when landing table is
valid and limit switch signals are valid.
511 1LS & 2LS ! NC Applicable only for Interface Type 1.
Both LS signals are valid and active simultaneously.
This fault is used to decide if the NEXT COMMITTABLE fault response

shall continue. If this fault is not detected with a certain time, or the fault
“906 No LS Msg” is not detected within a certain time, then the fault
response is changed from NEXT COMMITTABLE to TIMED DECEL.
If this fault persists at the end of a run, the drive will transition to (state,
substate) = (IDLE AVAILABLE, RescueOnly). When the drive is in this
substate, only commands for Rescue, ERO, ARO and MRO runs are
accepted and LS are subsequently ignored.

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512 Missing Vane NC3 Applicable only for Interface Type 1.
Expected vane is missing. Logged only when outside a vane and an
expected transition onto a vane has not occurred. Not checked in
Inspection or Correction runs.
513 No PRS Trans NC3 Applicable only for Interface Type 1.
Expected transition is missing. Logged only when on a vane and an
expected transition has not occurred. Not checked in Inspection or
Correction runs.
514 Enc <> Vane NC3 Applicable only for Interface Type 1.
An unexpected vane transition occurred. Possible causes could be:
1. Incorrect Car Dir 0/1 setting.

2. Wrong Vane Sensor Type parameter setting.
3. PRS sensor signal wiring mistake.
4. PRS is having false transitions.
5. Encoder is not firmly attached to rotor.
6. Magnet has moved since it was learned during the learn run.
7. Belts are slipping or creeping over the drive sheave excessively.
8. Belts are stretching excessvely.
515 NTSD failed W Applicable only for Interface Type 1.
During a normal run, the normal stopping profile did not decelerate the
car in time to meet the target. The timed-decel is two-phased, containing
a creep region. Only triggered at the terminal landings. The condition for
triggering the fault is that the normal profile overshoots the target
compared to a linear ramp-down of the speed at 110% of normal decel
rate. Only triggered above a certain speed (presently 0.1 m/s).
516 Corr failed D Applicable only for Interface Type 1.
A correction run missed the target. This fault is triggered when a
correction run terminates outside of the limit switches or outside a vane,
or at a different landing other than the terminal landing. The fault is
logged after the car has stopped.
Note: There is a minor bug with the SVT display for this fault. The fault
response in the SVT is shown as ESTOP, when it is actually DECEL.
517 DDP Error E1 Applicable only for Interface Type 1.
Delayed Drive Protection (DDP) fault. The time between vanes has
exceeded a specified value. It is not checked during ERO or TCI runs.
The fault is cleared only by a power cycle or software reset of the drive.
The time is specified by the EEPROM parameter: DDP sec. This
fault sets the SAS flag.
518 BeltCmp Wrng W Applicable only for Interface Type 1.
This indicates that the compensation factors for belt and traveling cable
imbalance determined during the learn run were exceptionally large
(specifically, the offset factor was greater than 25% rated torque). The
compensation factors can be viewed in the SVT display: BeltCmp:Slp
mA/m, BeltCmp:Offset A.
519 RlvPermitErr W Applicable only when Interface Type is 1 and Load Weigh Type is 1.
Controller has given permissive to relevel while load weighing system
indicates overload condition. This contradictory situation has persisted
for >200ms.
520 Rllbck Start W Applicable only for Interface Type 1.
Rollback of more than 5.0 mm at beginning of run
521 Rllbck Stop W Applicable only for Interface Type 1.
Rollback (reverse to direction of run) or overshoot (in direction of run) of
more than 5.0 mm at ending of run

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522 ManualRescue D Applicable only for Interface Type 1.
SPBC message reports that the car has been moved for manual rescue
(drive powered off, SPBC lifts brake). The drive’s stored position is
invalidated and a locked rotor test initiated before the next run.
523 Moved at POF W Applicable only for Interface Type 1.
The SPBC or GECB and the drive have contradictory position
information (at power up): the SPBC’s or GECB’s position has been
assumed by the drive.
524 No Enc Signl E Applicable only when Encoder Type 0/1 is set to 0 (incremental,
double-ended).
Encoder channel A input is not detected. Encoder may not be connected,
encoder power supply may have failed, or encoder may have failed.
525 NoRlv SpdChk D1 Relevel speed is too high (>= 0.285 m/s).
526 NoRlv TooMny D1 Attempt to relevel after 20 consecutive relevel runs have been performed
without start of normal run.
527 NoRlv LostDZ D1 Lost DZ signal or detecting UIS/DIS signal disagreeing with mm-position
(on opposite side of target mm-position).
528 Profile Err W The profile chosen is not compatible with the system environment:
A) The LS1 or LS2 lengths (learned during learn run) are too short for
the drive to be able to stop within. This can be caused by too large
speeds in the profile setting or too small deceleration entered. The
other possibility would be a really short LS magnet. Cause A can be
identified in the vane monitor M-1-7 by comparing measured LS to
minimum required.
B) The Nom Speed is set too high for the LS signal latency reported by
the ICD of the GECB/TCBC (e.g. Nom Speed > 1.8m/s with TCBC).
This setting could lead to CORR runs not reaching the target vane.
529 No enc fdbck E4 This fault indicates that the motor started moving without an encoder.
This fault is triggered when the motor voltage exceeds a certain
threshold defined by No Enc VThrs PU while the encoder speed
feedback is below 1mm/s. Check the integrity of the encoder. Also,
check motor parameters.
530 No enc tmout E4 This fault indicates that the drive started commanding velocity profile and
the motor speed feedback did not exceed 1mm/s for the time duration
defined by the parameter No enc flt t sec (default value of the parameter
is 0.4 secs). This fault detection is not active in Manual Mode.

• No encoder feedback signal → check encoder wiring and
mechanical attachment to the sheave.
• Incorrect parameter value → verify correct value of Inertia kg-m2,
Man Acc mm/s2, Accel mm/s2, or any of the acceleration
parameters in the (L)MCSS if operating in 422 mode.
• Excessive start jerk / improper pre-torque → verify load weigh
device; if no load weigh device present (as during inspection), try
increasing parameter Start Gain Ot PU. See section 4.11 for further
instruction.
• Hoistway obstructed → check for obstruction (e.g. car or
counterweight on buffer).
• The fault threshold can be adjusted by parameter No enc flt t sec

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531 PRS Sigs 1LS NC Applicable only for Interface Type 1.
The transition into 1LS occurred with PRS signals that are not expected
near the learned LS transition point. Applicable only when landing table
is valid and limit switch signals are valid.
532 PRS Sigs 2LS NC Applicable only for Interface Type 1.
The transition into 2LS occurred with PRS signals that are not expected
near the learned LS transition point. Applicable only when landing table
is valid and limit switch signals are valid.
533 ARO Overspd E Applicable only when Interface Type = 2 or 3.
Applicable only when “ARO Type” = 2 (Interruptable ARO).
This fault is declared when the motor speed has exceeded a speed
threshold set by the parameter ARO Overspeed % as a percentage of
ARO Speed mm/s. This fault is disabled with ARO Overspeed % =0. If
this fault is logged, the run is immediately terminated by the drive.
534 ABL Abort:LW ER Applicable only for Interface Type 1.
A command for advanced brake lift was received and ignored because
no valid load data was available.
535 Timeout PTR ERS Applicable only for Interface Type 1.
While in state “Prepare To Run” (during Advanced Brake Lift), the drive
did not receive a command to leave this state and timed out after 60s.
536 Timeout LB ERS Applicable only for Interface Type 1.
While in state “Lift Brake” (during Advanced Brake Lift), the drive did not
receive a command to leave this state and timed out after 16s.
537 No EndRunCmd ERS Applicable only for Interface Type 1.
While waiting for a DriveCommand EndRun in substate “STOPPED” the
drive did not receive this command and timed out after 3s..
538 Abort:EndRun ER Applicable only for Interface Type 1.
The run has been terminated with normally profiled deceleration by an
OPB command (DriveCommand EndRun)..
539 LvTransUnclr NC3 Applicable only for Interface Type 1.
With a single-sensor PRS, an ambiguous sensor transition has been
detected, could have been either one of two vane edges. Potential root
cause: Uncertain mm-position (ESTOP sliding, Power Up recovery from
GECB/SPBC, position recovery in LS) and transition occurs within first
5mm of travel.
540 Shock Detect W Applicable only for Interface Type 2 or 3.
The shock condition was detected for REI/REM and EAR.
541 SinCos Warng W This fault will be logged for one of the following conditions:
1. When using a sin/cos encoder

A. If any of the analog encoder signals fail, then this fault will be
logged. Check the encoder connection.
B. If the Encoder Type 0/1 SVT parameter has the wrong setting
of "0", then this fault will be logged.
2. When using an incremental encoder
If the Encoder Type 0/1 SVT parameter has the wrong setting of
"1", then this fault will be logged.
542 Decel Req Fl D Applicable to Interface Type = 3 only.
A fault occurred and a timed decel is required, so a falsg is sent to the
controller to request a timed-decel
1) This Timed Deceleration reaction does not lead to the SHUTDOWN state
6.2.16 Temperature Faults

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600 Inv Tmp Warn W The temperature of the inverter heat sink has exceeded 80C.
601 Inv Tmp Over C1 The temperature of the inverter heat sink has exceeded 85C. The fault
detection includes hysteresis, and will not clear until the temperature of
the heat sink drops 5C below fault value.
602 Inv Tmp Fail C1 Indicates the analog temperature sensor on the inverter heat sink is not
connected or has failed. The fan will turn on and remain on when this
condition is detected.
603 Cnv Tmp Warn W The temperature of the converter heat sink has exceeded 80C.
604 Cnv Tmp Over C1 The temperature of the converter heat sink has exceeded 85C. The fault
detection includes hysteresis, and will not clear until the temperature of
the heat sink drops 5C below fault value.
605 Cnv Tmp Fail C1 Indicates the analog temperature sensor on the converter heat sink is not
connected or has failed. The fan will turn on and remain on when this
condition is detected.
606 Mtr Tmp Over C1 The motor thermal contact has changed state indicating that either the
motor is overheating or there is a problem with the contact circuitry.
Check the motor temperature and the thermal contact. Although motor
thermal contacts can be normally open or normally closed, the drive
always expects a normally closed contact. If the thermal contact is
normally open, a modification must be made to adapt it to the drive.
607 Reactor Temp C1 The thermal switch in the line reactor has opened, indicating an over-
temperature condition in the line reactor.
608 DBR Tmp Over C1 Not used (was applicable only for non-regen drives).
609 AC/DC Calibr C Applicable only when “Low Volt Op 0/1” is set to 1.
A calibration was performed to ensure that the AC voltage sense and the
DC voltage sense are consistant.
610 Batt Ovr Tmp I For GDCB Drives:
The thermal sensor at the charger battery unit is reading high
temperatures or disconnected. This could be due to:
• an error during the installation phase where the sensor is not
connected
• the charger spent excessive time in the charge pending phase
• the battery ran into a hot condition.
Since the installation initially needs to be done correctly, this fault would
mean that either battery/charger got into a hot condition due to the
ambient or due to overcharging. If it persists for a long time it needs to be
checked (job site visit). This timer = TBD minutes.
For Low voltage Drive:

This indicates that the battery thermal switch opened. If the drive is in idle,
the drive would trip the OCB. If the drive is running, the drive would
complete the run and then trip the OCB.
611 MTC/RTC Flt C Applicable to Ultra Drive only.
This indicates that either the motor thermal switch openeded OR the line
reactor thermal switch opened.
611 MTC/DBR Flt C Applicable to Low voltage drive only.
This indicates that either the motor thermal switch OR the DBR thermal
switch opened.
1) When these temperature faults occur in 422 mode, PTR is not accepted until the fault condition
clears. When these temperature faults occur in CAN mode, the drive behaves as follows:
1. Normal runs are re-routed to the next committable landing.

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2. Inspection runs (TCI+ERO) are terminated by timed deceleration.
3. All other runs (ARO, CORR, Rescue, MRO, Relevel) are completed to their regular end
4. No new run is allowed until the condition clears.
5. The fan is turned on 100%.
6.2.17 State Faults

700 Safety Chain E/ The safety chain is not present. The opening of the safety chain will cause
W SX relays to drop, causing the drive to de-energized the motor and brake,
thus causing an ESTOP.
• For 422 system, the response is ESTOP
• For CAN system, the response is LOG ONLY
Note: Due to switch timing variation, this event can be logged sporadically
when switching from NORMAL to ERO/TCI (no problem in unit)
701 No Man Input E Applicable only for Interface Type 0.
This fault occurs if the drive is in manual mode and the manual mode
jumper is removed.
702 Prechrg Time E3 This fault is declared when the DC bus fails to reach the charge voltage
threshold within a time limit. The time limit is approximately 2 seconds for
60A V.2 drives and 10 seconds for other regen drives. The timer starts
when the drive enters the precharge state.
For MCSS systems, the drive enters the powerdown state and waits 2
minutes, and then attempts again. For the regen drive, further precharge
attempts are made only if the AC line voltage is within specification. There
is no limit on the number of precharge attempts.
For CAN systems, the drive enters the powerdown state and waits 30
seconds, and then attempts again. For the regen drive, further precharge
attempts are made only if the AC line voltage is within specification. There
is a limit of 3 consequtive precharge timeouts after which the drive will be
blocked.
The voltage threshold is 80% of the actual rectified AC line voltage.
Note: There is a minor bug with the SVT display for this fault. The fault
response in the SVT is shown as WARN, when it is actually ESTOP.
703 S Rly Fault E4 The normally-open S1 contact was in the wrong state.
See SVT parameter SX Pick Time ms.
704 DBD Fault E4 One or more of the normally-closed contacts of S1, S2, BY1 and BY2
were in the wrong state. Three attempts are allowed before the drive is
blocked.
See SVT parameter SX Pick Time ms.
705 E2 Invalid E The data in the EEPROM is set to values incompatible with the current
SCN or new EEPROM parameters have not yet been set. The invalid or
blank values must be corrected. Pressing SHIFT_ENTER tells which
parameter is invalid and what menu it is located.
706 E2 Write Lim W The allowable number of writes to the EEPROM have been exceeded:
Metric writes: 100,000 maximum
Event writes: 1,000,000 maximum
707 ADC Offset C Not applicable to Ultra drive.

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708 Cmd to Abort D Applicable only for Interface Type 1.
The run has been terminated with timed deceleration by an OPB
command (DriveRunCommand dir=none). This fault does NOT result in
SHUTDOWN.
709 PRS SigNoise D Applicable only for Interface Type 1.
Too many PRS signal transitions have occurred over a fixed period of
time.
710 UIB DIB Err E Applicable only for Interface Type 1.
The UIB and DIB inputs were not consistent with the run command from
TCBC-type controller. This fault sets the SAS flag.
711 DBD Shutdown S Three attempts were made to try to correct a relay in the wrong state (one
or more of the normally-closed contacts of S1, S2, BY1 and BY2 were in
the wrong state). The drive is blocked from further runs.
712 PostTrq Time W A log only fault is reported when the current is not ramped down to zero
within a specified time.
713 Block by xxx S The drive has been blocked from further runs. This occurs after certain
critical faults have been detected, indicated by “S” in this table, or when
certain faults have exceeded an allowed number of occurrences, indicated
in this table by the number that follows the fault response category. The
blockage must be cleared following the guidelines in Section 6.2.3.
714 B_MODE Err W Applicable only when Interface Type = 2 or 3.
Applicable only when “ARO Type” = 3 (NIARO).
This fault is logged when “B_MODE” was not detected in less than 200ms
from the time when the drive received some fault of "201 Cnv Id Error/ 202
Cnv Iq Error/208 Bus Cap Fail/305 PLL Unlock" or detected DC Bus
voltage less than 650V.
715 ARO BatPower D Applicable only in CAN-architecture. The power drawn from the battery
during an MRO/ARO run was too high, e.g. > 15A * 48V for 800ms.
716 Illegal Cmd W Applicable only for Interface Type 1 with systems using GECB
where CarController ICD >= 10, see “CAN ICD type” in M-1-8 ENGINEERING.
An unexpected command has been received in a state where it could not
be executed. It was ignored. Note it is possible that a GECB command
coincides with a state change in the drive making execution of that
command impossible. In such a case, this warning does not indicate a
problem with the system.
717 Triac Stuck E Applicable only for Interface Type 1.
This fault is logged if both triacs are disabled and safety chain feedback is
in the active state. It is not checked during ARO(EN) runs.
718 PRS Config C Applicable only for Interface Type 1.
This fault indicates illegal configuration of the PRS. Causes (see M-3-2):
• “offset mm” for a sensor is outside “Vane Length mm”
(<- Test Variable 2 = 1)
• no DZ configured, i.e. "LV1 config 0/1/2"=0 and "LV2 config
0/1/2"=0, (<- Test Variable 2 = 2)
• gap between 2 sensors configured <5mm or sequence of sensor
positions violated. Required sequence UIS > LV1 > LV2 > DIS
719 OARO Blocked I Applicable only for Optimized ARO.
The pilot AR relay for AR1/AR2 contacts is welded ON. If this fault is
reported, then optimized ARO functionality is blocked, but normal runs are
enabled. The controller will parse this code and request service via REM.

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720 Welded BLV I Applicable only for Optimized ARO.
The BLV contact is welded. This means that the drive will allow ARO runs
and normal runs; however the drive will be unable to completely shut
down power after an ARO run. This causes deep discharge of batteries if
the power outage persists (shorter life time and unavailability of ARO) and
it needs to be fixed. The controller will request service via REM.
721 PwmExistsFlt E Applicable to Ultra Drive only.
This fault indicates either PWM is acitve when there is no safety chain or
PWM is blocked when safety is present.
722 E2 Read CkSm W Applicable to Ultra Drive only.
A checksum fault occurred while reading metrics from E2 at POR. If this
occurs, metrics are reset to zero, current floor is set invalid, and floor
position is set to zero.
723 UCM in Run C Applicable only for Interface Type 1 and UCM-EN on/off = 1.
Indicates that the car has run out of the door zone with open doors!
Note: This fault triggers a blockage which may only be cleared by
authorized personnel after appropriate investigation of the UCM fault
causing the blockage. It cannot be cleared by a power cycle, it can be
cleared by an ERO run or by SVT.
724 UCM in Slide C Applicable only for Interface Type 1 and UCM-EN on/off = 1.
Indicates that the car has slid out of the door zone with open doors after
an ESTOP has aborted a run inside the DZ.
authorized personnel after appropriate investigation of the UCM fault
725 UCM BrkBlock C Applicable only for Interface Type 1 and UCM-EN on/off = 1.
Indicates that the UCM-EN brake monitoring has detected a fault
potentially compromising the ability of the brake to hold the car.
authorized personnel after appropriate investigation of the brake fault
726 Tmout SfcMsg C Applicable only for Interface Type 1 and UCM-EN on/off = 1.
Indicates a timeout of the communication of the SafetyChainSignals (used
by UCM-EN) from the GECB. No further run will be started until the
communication is re-established.
727 TOStp SfcMsg D Applicable only for Interface Type 1 and UCM-EN on/off = 1.
Indicates that a timeout according to 726 has caused the abortion of a run
by timed deceleration. This reaction is shown if 726 Tmout SfcMsg occurs
while the the UCM monitoring is active (open door with DBP active).
728 Slack Rope S Applicable only when Load Weigh Type = 2 and for Interface Type =1.
This fault indicates some ropes have trouble or are out of the driving
sheave. The drive checks load data from Hitch Load Sensor for each
rope. If the load data is very low compared with Normal data, an event of
728 Slack Rope is detected. Then the elevator is not able to run until
serviced by engineer. Only the Inspection running is allowed for rescue
operation even if the “Slack rope” is not solved.
This function is enabled by the parameter “Num LwSensorData”.
729 SysTrip OCBT D1 UD: Not applicable
LVD: The controller commanded the drive to disconnect system power.
730 S2 RlyFault E4 UD: Not applicable
LVD: The normally-closed S2 contact was in the wrong state.

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750 ARU Failure I ARO failed to operate. If the drive initiates OARO but the controller does
not respond within a certain time, the drive aborts the OARO attempt,
drops the Battery Low Voltage (BLV) relay. The drive attempts this 3
tiems. If it fails after 3 attempts, the drive logs a “750 ARU Failure” and
sends to the controller as an alert when normal power recovers.
Check the battery voltage and make sure the batteries are not dead. Make
sure the batteries are connected.
751 Dischrg Batt I A discharged battery condition is detected when the drive enters into an
ARO mode and realizes that the voltage is lower than 45 volts for ARU R1
and 90 volts for ARU R2. The response is not to execute ARO. This
happens if the battery is over used and the drive expects that the charger
will resume the voltage. No blockage is done.
The batteries may have to be replaced.
752 Bat Chrg Flt I A failed battery charger board was detected during the pre-qualification
charging phase of the ARU battery. The GDCB monitors the duty cycle of
the Charger Status signal from the battery charger board after each power
up. If the signal is missing (ARU1 and ARU2), or the duty cycle of this
signal is equal to 50% +/-1% over a 2 minute period (ARU2 only), the
GDCB logs a “752 Bat Chrg Flt” and sends it to the controller as an alert.
Check connections to the battery charger board. The battery charger
board may have to be replaced.
760 Missing Batt I Reserved for OARO.
761 Batt Tmp Flt I This fault is reported if the battery temperature sensor is disconnected or
a high (or too low) temperature condition existed more than 5 minutes.
Check the battery temperature sensor.
762 Batt Flt I The battery charger discrete signal BAT-FAULT is ON. The bit is checked
during normal operation, and not checked during OARO. Fault indicates
battery is absent or over-voltage fault, or a charging fault has occurred.
If fault (ALARM):
1) If OARO condition is commanded, OARO will activate.
2) Self clearing fault. No notification sent if cleared.
3) Charger remains connected.
4) Normal Operation and OARO operation not effected.
5) Not reported unless ON more than 5-10 minutes.
6) If remains active, will be re-reported 5-10 minutes after any run.
(Not reported every run if time not elapsed)
763 Welded ARx I The pilot AR relay for AR1/AR2 contacts is welded ON. If this fault is
reported, then optimized ARO functionality is blocked, but normal runs are
enabled. An alarm is sent to the controller.
764 ARO Alarm CR I This event is sent to REM central via the controller to clear any alarm that
was created during the operation of ARU.
765 LVD Prechrg E1 Applicable to LVD only.
The pre-charge resistor by-pass transistor failed to open or failed to close
after the charging was complete.
If the by-pass transistor failed open, then the pre-charge resistor is still in
circuit, and runs will result in excessive current through the pre-charge
resistor.
If the by-pass transistor failed closed, then the pre-charge resistor was not
in circuit during pre-charge, and the capacitor bank may have encounter
excessive in-rush current.
6.2.18 Task Overrun Faults


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800 1ms Task S The 1 ms task overran. Contact Enigineering.
803 Cnv Task S The Converter task overran. Contact Enigineering.
804 Inv Task S The Inverter task overran. Contact Enigineering.
805 200ms Task S The 200ms Task Overran. Contact Enigineering.
6.2.19 Communication Faults

900 MCSS Timeout E Applicable only for Interface Type 0.
Valid MCSS communication has not been received for 80 msecs.
901 SVC Tool Err W Service tool communication error detected via the local service tool port.
902 CAN Err W Applicable only for Interface Type 1.
CAN communication error detected.
903 E2 CommWrite W An error occurred when writing to the EEPROM device.
904 LWSS Timeout W Applicable only for Interface Type 1 and Load Weigh Type is set to
1 or 2. The drive has not received a loadweigh message within a certain
time. The fault is cleared when a valid LW message is received.
905 LWSS Bad Val W Applicable only for Interface Type 1 and Load Weigh Type is set to
1 or 2. The drive received an erroneous value in the loadweigh message.
Load Weigh Type = 1 :
The drive received the full scale value for load percent from the LWB2.
The load percent value can be checked in the SVT menu of the LWB2.
Load Weigh Type = 2 :
The drive received the full scale value for the hitch load measured in kg
from the Hitch LW device. The value can be checked in the menu Monitor-
Motion, it is the first value in the display “ HitchLW: Empty: “
The fault is cleared when a valid LW message is received.
906 No LS Msg NC Applicable only for Interface Type 1.The drive has not receieved the
DriveHoistwaySignal message for 3 seconds.
This fault is used to decide if the NEXT COMMITTABLE fault response

shall continue. If this fault is not detected with a certain time, or the fault
“511 1LS & 2LS !” is not detected within a certain time, then the fault
response is changed from NEXT COMMITTABLE to TIMED DECEL.
907 Primary CRC W The drive application performs a CRC of the primary loader and this value
does not match the value computed by the conversion utility.
908 Drive CRC S The drive application performs a CRC of the drive software and this value
does not match the value computed by the conversion utility.
909 CAN BusOff W Applicable only for Interface Type 1.
The CAN controller of the drive has shut itself down due to a persistent
communication problem on the CAN bus or CAN power failure (broken
connection).
910 CAN OPB Init W Applicable only for Interface Type 1.
Initialization of the CAN communication software has failed.
911 CAN TxQ Full W Applicable only for Interface Type 1. Overflow in the transmit queue of
the CAN port, messages have been lost.
912 No FloorInfo W Applicable only for Interface Type 1. Neither the SPBC nor the GECB
have sent valid position in return to the request by the drive (timeout
200ms after request for SPBC, 200ms after its StartUp message for
GECB).

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913 MCSS Warning W Applicable only for Interface Type 0.
MCSS Communication error detected. It includes Checksum, Framing,
Parity or invalid format.
914 Power E2 Err S The power section could not be identified because bad or undefined drive
code data has been read from the EEPROM on power section board 1
(DCPB or LVD_PB).
This check is only performed at power on.
915 LWSS not cal W Applicable only when Interface Type = 1.
Applicable only when Load Weigh Type = 2.
Hitch load weighing device not calibrated. The calibration is done during a
learn run.
916 Power E2 Rng S Not applicable for ULTRA drives.
Applicable only to drives with eI2C EEPROM storage capability.
This fault is logged if the scaling parameters in one of the board
EEPROMs are out of range for the specified drive type.
917 CPLD Ver Flt E1 Not applicable for ULTRA drives.
The CPLD version is not compatible with either the HVIB EERPROM or
the GDCB EEPROm parameter setting. See the attached table for
erroneous combinations.
918 ARO Ver Flt E1 This event indicates an incompatibility between the Primary Loader and
the CPLD version in case of an optimized ARO system. The Primary
Loader must be version AAA31013CAE or later and the CPLD must be
version 9 or greater. This event occurs if either is not satisfied for an
optimized ARO system.
919 Powrbrd miss S Bad or no response from the DCPB EEPROM where the power board
information is stored.
This check is only performed at power on.
920 Micro ChkSum E Applicable to Ultra Drive only.
This fault indicates that the DSP is not communicating to the
microprocessor.
921 FPGA ChkSum E Applicable to Ultra Drive Only
This fault indicates that the DSP is not communicating to the FPGA
device.
922 FLASH Warn W Applicable to Ultra Drive Only
A communication fault was detected by the SPI FLASH test routine. This
log only event indicates that the SPI communication or SPI FLASH device
may have failed.
923 FPGA Warn W Applicable to Ultra Drive 0nly
This warning indicates that DSP received one erroneous packet from the
FPGA.
924 Micro Warn W Applicable to Ultra Drive Only
This warning indicates that the DSP received one or more consecutive
erroneous packets from the microprocessor. Fault threshold is controlled
by parameter
Micro Wrn 0.
925 No CAN-PRS C Requested PrsSignals CAN messages are not received. While the fault
persists, only ERO and MRO runs are allowed.
926 CAN PRS Msg W A discontinuity in the CAN PrsSignals was detected, a message may have
been lost.
927 DSP2FPGA Wrn W Applicable to Ultra Drive Only
This warning indicates that FPGA received one packet with wrong
checksum or stuff bits.

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928 DSP2FPGA Flt E Applicable to Ultra Drive only.

This fault indicates that the FPGA received more than one packet with
wrong checksum or stuff bits.
929 UCMP Timeout C Applicable only when Interface Type = 1 and “JIS Function 0/1” = 1.
This is disconnected with UCMP module or has a CAN
communication fault with UCMP.
If you use the “JIS function” without UCMP module, “JIS Option
Mode” is set to “60” only for Rescue or any test.
930 PRS TrnsSkip W A PRS signal transition was skipped.
This fault could be logged if a CAN PrsSignals msg is lost or if one sensor
signal is delayed, sequence inverted.
931 Micro VerFlt E4 This fault occurs if the drive is a UDX 403 drive and the micro firmware
version is not >6. Check the micro version number via SVt display
parameter Micro Version.
6.3 Central Failure Management

The CFM is supported by sending a
• CfmSystemEvent messages after the occurrence of every event.
• CfmSystemEventText message in case of a blockage.
The CFM messages support the “ALL Menu”

The “ALL Menue” provides
• A common error logging of all subsystems.
• A possibility to clear all event logs together
• In case of a blockage the source and a text string are displayed
• If the blockage is clearable it can be cleared
6.3.1 Plug & See

In case of a blockage by any subsystem the servicetool may be plugged in. It displays the “All
Menu” automatically with the
• Source (blinking in the first row)
• Text String (scrolling through the second row)
• If clearable, it can be cleared by “shift 5”
Every event with a defined number of retries may lead to a blockage. The following text
messages are provided by the drive:
Event message Retries Source Text String

allowed
"100 Inv SW Oct " 4 DRIVE, High inverter current detected by software
"101 Inv I Imbal " 4 DRIVE, Asymmetric inverter current
"102 Inv Id Error" 4 DRIVE, High inverter current (field) regulator
"103 Inv Iq Error" 4 DRIVE, High inverter current (torque) regulator
"107 Inv Gate Flt" 4 DRIVE, Inverter IGBT gate supply voltage fault
"108 Inv HW Oct " 4 DRIVE, High inverter current detected by hardware
"109 Overload " 4 DRIVE, Motor current overload
"111 No Id fdbk " 4 DRIVE, Motor phase - no current (field)
"112 No Iq fdbk " 4 DRIVE, Motor phase - no current (torque)
"113 Inv IPM Flt " 4 DRIVE, Inverter intelligent power module fault
"114 Curr Ovrload" 4 DRIVE, Current overload
"115 Brk Chop Err" 4 DRIVE, Brake chop error

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"116 Inv HW Ovt " 4 DRIVE, High DC link voltage detected by hardware
"117 Inv Pfai Flt" 4 DRIVE, Inverter PWM activity during IDLE
High current on OVF4xx drive detected by
“119 Desat Err “ 4 DRIVE,
hardware
SR1 relay of OVF4xx drive in the wrong state
“121 SR1 Err “ 4 CONTACTOR,
during run
"120 Output Cur " 1 DRIVE, Motor has currents while Sx dropped
"200 Cnv SW Oct " 4 DRIVE, High converter current detected by software
"201 Cnv Id Error" 4 DRIVE, High converter current (field) control error
"202 Cnv Iq Error" 4 DRIVE, High converter current (torque) control error
"205 Cnv Gate Flt" 4 DRIVE, Converter IGBT gate supply voltage fault
"206 Cnv HW Oct " 4 DRIVE, High converter current detected by hardware
"207 Cnv Gnd Flt " 1 DRIVE, Converter ground fault
"208 Bus Cap Fail" 1 DRIVE, High power loss - check DC link capacitor
"209 DC Link OCT " 1 DRIVE, High DC link current
"210 Cnv IPM Flt " 4 DRIVE, Converter intelligent power module fault
"211 Battry Chrgd" 4 DRIVE, Battery charging during ARO
"300 DC Bus Over " 3 DRIVE, High DC link voltage OR battery over-voltage
"301 DC Bus Under" 6 DRIVE, Low DC link voltage OR low battery voltage
"302 VAC Over " 0 DRIVE, High AC line voltage
"303 VAC Under " 0 DRIVE, Low AC line voltage
"304 VAC Imbal " 0 DRIVE, AC line voltage imbalanced
"305 PLL Unlock " 0 DRIVE, PLL on AC line frequency unlocked
"306 Single Phase" 1 CONTACTOR, Wrong phase wiring in Single Phase mode
"308 Welded Mx/Px" 1 DRIVE, DC link voltage not 0 - check for welded Mx or
Px relay
"400 Brake S1 SAS" 4 BRAKE, Brake switch BS1 fault
"401 Brake S2 SAS" 4 BRAKE, Brake switch BS2 fault
"402 Brake Status" 4 BRAKE, Brake status feedback disagrees with brake
command
"403 Brake BY " 4 BRAKE, BY energized before lift brake command
"404 Brake I Off " 4 BRAKE, Brake current measurement fault - high offset
"405 Brake I Drop" 4 BRAKE, High brake current during stop
"406 Brake I Hold" 4 BRAKE, Low brake current during run
"407 Brake I Max " 4 BRAKE, High brake current during run
"408 Brk S1 ESTOP" 4 BRAKE, Brake switch BS1 fault - emergency stop
"409 Brk S2 ESTOP" 4 BRAKE, Brake switch BS2 fault - emergency stop
“411 Brk S1 DECEL” 4 BRAKE, Brake switch BS1 fault – Deceleration stop
“412 Brk S2 DECEL” 4 BRAKE, Brake switch BS2 fault – Deceleration stop
Brake PWM: high current detected by
“413 Bk Desat Err” 4 BRAKE,
hardware
“416 Bk fbk tmout” 4 BRAKE, Brake pick or drop control timeout
“417 Bk SW Oct ” 4 BRAKE, Brake PWM: high current detected by software
“421 Bk Dly DecE” 1 BRAKE, Brake pick or drop control timeout
422 Brk ShrtCrkt 4 BRAKE Brake short circuit detected
Brake current detected before lift brake
"423 Brk I State " 4 BRAKE
command
"424 Brake I Neg “ 4 BRAKE Negative brake current detected
"500 Overspeed " 4 DRIVE ENCODER, Motor overspeed
"501 Pos Tracking" 4 DRIVE ENCODER, Position tracking error
"502 Vel Tracking" 4 DRIVE ENCODER, Velocity tracking error
"503 LRT Motion " 4 BRAKE, Motion detected while brake should be closed

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"511 1LS & 2LS !" 0 POSITIONREF, 1LS & 2LS active
"512 Missing Vane" 3 POSITIONREF, Low-to-high vane transition missing
"513 No PRS Trans" 3 POSITIONREF, High-to-low vane transition missing
"514 Enc <> Vane " 3 POSITIONREF, Unexpected low-to-high vane transition
"517 DDP Error " 1 DRIVE, DDP - No vane transition within DDP time limit
"524 No Enc Signl" 0 DRIVE ENCODER, Encoder channel A input not detected
"529 No enc fdbck" 4 DRIVE ENCODER, No encoder feedback after motor started movement
"530 No enc tmout" 4 DRIVE ENCODER, No encoder feedback within timeout
"539 LvTransUnclr" 3 POSITIONREF, Unexpected LV transition
“542 Decel Req Fl” 4 DRIVE, Estop due to failed deceleration
"601 Inv Tmp Over" 0 DRIVE, Inverter over-temperature
"602 Inv Tmp Fail" 0 DRIVE, Temperature sensor failed on inverter
"604 Cnv Tmp Over" 0 DRIVE, Converter over-temperature
"605 Cnv Tmp Fail" 0 DRIVE, Temperature sensor failed on converter
"606 Mtr Tmp Over" 0 DRIVE, Motor over-temperature
"607 Reactor Temp" 0 DRIVE, Line reactor over-temperature
"608 DBR Tmp Over" 0 DRIVE, DBR over-temperature or parameter DBR Mode
"611 MTC/RTC Flt " 0 DRIVE, Over-temperature of motor, line reactor, or DBR
"702 Prechrg Time" 3 DRIVE, DC link not precharged within time limit
"703 S Rly Fault " 4 DRIVE, S1 relay in the wrong state
"704 DBD Fault " 4 CONTACTOR, DBD fault
"705 E2 Invalid " 0 DRIVE, Drive parameter invalid
"707 ADC Offset " 0 DRIVE, ADC offset out of range
"710 UIB DIB Err " 0 DRIVE, UIB/DIB inputs not consistant with run commands
"711 DBD Shutdown" 1 CONTACTOR, DBD fault
"717 Triac Stuck " 0 DRIVE, Unexpected 110VAC on safety chain output
"718 PRS Config " 0 POSITIONREF, Illegal configuration of PRS
"721 PwmExistsFlt" 4 DRIVE, Inverter PWM status disagrees with safety chain
input
"723 UCM in Run " 0 DRIVE, UCM blockage: motor on & car left DZ with open
door
"724 UCM in Slide" 0 DRIVE, UCM blockage: brake dropped & car left DZ with
open door
"725 UCM BrkBlock" 0 DRIVE, UCM blockage: because of brake failure
"726 Tmout SfcMsg" 0 DRIVE, Drive did not receive SafetyChainSignal CAN msg
for UCM
“728 Slack Rope “ 1 LOAD, Low value of one Hitch Load Sensor indicates
Slack Rope
730 S2 RlyFault 4 DRIVE S2 relay in the wrong state
"800 1ms Task " 1 DRIVE, Software 1ms task overrun
"803 Cnv Task " 1 DRIVE, Software converter task overrun
"804 Inv Task " 1 DRIVE, Software inverter task overrun
"908 Drive CRC" 1 DRIVE, Software checksum fault
"914 Power E2 Err" 1 DRIVE, Power section not identified - E2P data
incorrect
“916 Power E2 Rng” 1 DRIVE Bad or missing calibration of Power section
"917 CPLD Ver Flt" 1 DRIVE, CPLD version fault
“919 Powrbrd miss” 1 DRIVE Power section boards are missing or not
responding

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6.4 Service Tool Parameters

The following table shows all the service tool parameters with their default, minimum and
maximum values. Where indicated, the default values should be used. If a default value is not
specified, the parameter should be set according to the contract. Detailed descriptions for each
are in the next section.
( * )Note: Not always visible.

31 CONTRACT Min Max Default Actual
Interface Type 0 4 -
*JIS Function 0/1 0 1 0
*Duty Type 1 9999 -
*Drive Type 1 9999
*ARO Type 1 5 1
*ARO Release? 1/2 1 2 1
*ARO Delay Time s 1 600 30
*ARO Time Max min 3 60 5
*Bat Peak Curr A 3 80 45
*Motor Type 100 999 -
*Duty Speed mm/s 10 16000 -
*Rated rpm 1 5000 -
*Inertia kg-m2 0000.01 9999.99 -
*Encoder Type 0/1 0 1 -
*Enc termintn 1/2 1 2 2
*Encoder PPR 1000 10000 -
*Duty Load kg 10 16384 -
*AC Main Vrms 50 480 -
*Load Weigh Type 0 3 -
*Load Wgh Lvl 1 % 0 120 -
*Balance % 0 77 50
*Roping 1..4 1 4 -
*Vane Sensor Type 0 99 -
*PRS via CAN 0/1 0 1 0
*DDP sec 0 45 20
*Number of DZ 2 140 -
*Bottom DZ 0 20 0
*DZ in 1LS 0 5 1
*LS Pos Recov 0/1 0 1 0
*ARO Bus Nom DC V 40 210 180
*6LS-TYP 0/1 0 1 0
*DBR Mode 0-3 0 3 0
*UCM-EN on/off 0 1 1
*LowPitCnfg 0/1/2 0 2 0
*TwoStepSpeed 0/1 0 1 0
*DZ below 1DS 0 5 2
*DZ above 2DS 2 MAX -
LANDINGS
*SFC InWiring 0-2 0 2 0
32 ADJUSTMENT Min Max Default Actual

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*JIS Option Mode 0 100 0
*StartShock LVL2% 10 80 60
*Run Shock LVL% 10 80 20
*EAR UP MtrI Arms 3 40 40
*EAR Inv Lmt Arms 5 40 40
*EAR Overload sec 1 6 2
*EAR mtr OVL Arms 3 24.0 24.0
*Generator Mode 0 1 0
*DC Bus Cont Vol 700 730 730
Car Dir 0/1 0 1 0
Motor Phase 0/1 0 1 0
M Cable Leng 0/2 0 2 0
Single Phase 0/1 0 1 0
Start Gain Ot PU 0.1 40 1
*Start filt BW PU 0.1 20 1
*Start Gain In PU 0.1 20 1
*SG Period sec 0.01 2 0.3
*SG Ramp Down sec 0.01 2 0.4
*End Gn Vel mm/s 0 16000 0
Norm Vel Resp PU 0.1 1.5 1
Pretorque Trim % 50 150 100
*Pretorque Trim2% 0 100 100
*Pretorq Mod 0/1 0 1 0
*Track Error mm/s 0 600 100
*No Enc VThrs PU 0 1.0 0.2
*No enc flt t sec 0 2.0 0.4
*Vel Notch1 Hz 0 500 0
*Vel Notch2 Hz 0 500 0
*Notch Band Hz 0 50 2
*VelRate div 0..3 0 3 0
*Cnv Custom 0/1 0 1 0
*Cnv Notch Hz 800 2500 1800
*Cnv crf Depth 0 30 10
*Cnv crf Width 0 2000 300
*Cnv BW PU 0.5 1.0 0.7
*Dc V BW Hz 1 100 50
*Cnv L mH 0.01 100 -
*Cnv Saturation A 0 1000 0
*Cnv L Slope uH/A 0 1000 0
*Cnv R Ohm 0.01 10 -
*Ploss Thr pre % 0 100 3
*Ploss Thr idle % 0 100 3
*Ploss Thr run % 0 100 18
*Ploss Thrs Sng % 0 100 30
*PLL freq band Hz 0.1 60 3
*PLL freq time ms 0 5000 500
*Cnv Vmag Thrs PU 0 5 1.05
*Turnovr Delay ms 0 5000 1000
*VaneBias (10) mm 7 13 10
*Vane Hysteres mm 0 20 0
*Profile Delay ms 0 10000 0

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*Pos Stop Tol mm 0 7 3
*Vel Stop mm/sec 0 20 3
Overload sec 0 40 6
Rated mtr i Arms 0 500 =60% rated accel
current
Rated Acc i PU 1 5 1.67
Inv I Limit % 0 150 100
*Cnv I Limit % 0 150 100
SX Pick Time ms 100 2000 100
*Pos Corr Lim mm 0.01 50.0 0.05
*Max Battery I A 0.01 100.0 30
MroCT Torque kg 0 500 50
*MROwoBrkC Trq kg 0 500 150
Vd out thresh PU 0 1.0 0.9
*Id Thresh 400V 0 10.0 9.0
*Id Thresh 700V 0 5.0 4.0
*CUR Limit T(Sec) 0 3.0 1.8
*DET SP MAX mm/s 0 400 100
*ARO Vbus fil ms 0 500 200
* ARO V Flt Dly s 0 3.0 1.0
* ARO Vbus Under % 0 100 80
*Start Shock LVL% 10 80 70
*Stop Shock LVL% 10 80 30
*NIARO Pdiv GAIN 1.0 10.0 1.0
*Self Tune 0/1 0 1 0
*Vane Length mm 10 1000 -
*UIS config 0/1/2 0 2 -
*UIS offset mm 0 250 -
*UIS NO=0 / NC=1 0 1 -
*LV1 config 0/1/2 0 2 -
*LV1 offset mm 0 250 -
*LV1 NO=0 / NC=1 0 1 -
*LV2 config 0/1/2 0 2 -
*LV2 offset mm 0 250 -
*LV2 NO=0 / NC=1 0 1 -
*DIS config 0/1/2 0 2 -
*DIS offset mm 0 250 -
*DIS NO=0 / NC=1 0 1 -
*Custom HwCmp 0/1 0 1 0
*Latcy UisDisOn % 0 6000 100
*Latcy UisDisOff% 0 6000 100
*Latcy 1/2LV on % 0 6000 100
*Latcy 1/2LV off% 0 6000 100
*RopeStrtch comp% 0 1000 100
*HitchPress comp% 0 1000 100
*Duty_kg % of car 0 200 50
*PWM dnsft I % 0 200 100
*PWM dnsftFreq Hz 0 150 150
* ETSC Trip Vel % 0 100 94
* SSB Trip Vel % 0 100 90
*CZ Drop Time ms 0 500 15

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*HitchLw emptyBOT 0 99999 0
*HitchLw emptyTOP 0 99999 0
*HitchLw full BOT 0 99999 0
*HitchLw CaliDone 0 1 0
33 BRAKE Min Max Default Actual
*BRK TRQ %Load 100 300 150
*BrkTrqOffset kgm 0 200 0
*BRK TRQ Trim % 50 150 100
*ZERO SPEED2 mm/s 1 20 10
*RATE BRK TRQ kgm 0 200 0
*BRK TRQ MODE 0 1 0
*Brk Cnt Type 0-3 0 3 0
*Brk Sw Type 0-4 0 4 1
*Brk Pick Time ms 0 60000 1500
*Brk Setl Time ms 0 10000 500
*Lft Brk Delay ms 0 10000 100
*Brk Lftd Dely ms 0 10000 30
*Brk ramp up t ms 100 10000 500
*Brk ramp dn t ms 0 10000 500
*Brk hold Dely ms 0 5000 0
*Brk Pick A 0 10.0 7.0
*Brk Pick % 0 100 85
*Brk Hold A 0 7.0 7.0
*Brk Drop % 0 50 10
*Brk Bus OVT % 100 150 120
*Brk OCT A 0 14.0 12.0
*Brk Bus UVT % 0 100 40
*Brk Nom DC V 0 350 230
*Brk dcv fscale V 800 1200 1000
*Brk R 1.0 50 15
*Brk L 0.1 50 5
*BRK TRQ %Load 100 300 150
*BrkTrqOffset kgm 0 200 0
*BRK TRQ Trim % 0 100 71
34 MACHINE Min Max Default Actual
*Mtr Shft Pwr kW 0 400 20
*Rtd Mtr Spd RPM 1 5000 1200
*Rtd Mtr Ln-Ln V 100 600 380
*Rtd Mtr I Arms 0 600 0
*Rtd Mtr Freq Hz 5 60 40
*LR Ampl KP/Ki PU 0 0.5 0.2
*LR Ampl RTC PU 0 0.5 0.35
*Mtr Lsigma mH 0.1 10 1
*Self Tune Config 0 4 0
*Low Volt Op 0/1 0 1 -
*Geared StrJR 0/1 0 1 0
*Number of Poles 2 100 -
*Rated Trq Nm 0.1 20000 -
*Rated Trq I A 0.1 1000 -
*Ld mH 0.01 400 -
*Lq mH 0.01 400 -

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*R Ohm 0 30 -
*T/A Slope % 0 100 -
*T/A Offset A 0 500 -
*Kt Slope 1/kNm 0 15 -
*Id Saturation A 0 1000 -
*Iq Saturation A 0 1000 -
*Ld Slope mH/A 0 30 -
*Lq Slope mH/A 0 30 -
*Ld Slope uH/A 0.0 30000 -
*Lq Slope uH/A 0.0 30000 -
*Lq0 mH 0.01 400 -
*Lq1 1/mA 0 400 -
*Lq2 1/mA^2 0 1000 -
*Ld0 mH 0.01 400 -
*Rated Mag I A 0.1 1000 -
*Peak Mag I A 0 1000 -
*Rtr TimeConst s 0.001 10 -
*Max Flux time s 0.1 5.0 1.0
*Rated Motor rpm 1 5000 -
*Mag err thr eDeg 0 40 20
*LRT DC Level PU 0.1 0.5 0.1
*LRT mot err eDeg 0 10 8
*Fld Wkn Lvl % 0 200 100
*Fld Wkn BW Hz 0 50 10
*Inv Hrmnc On 0/1 0 1 0
*Inv Hrmnc dS % -0.9999 0.9999 0
*Inv Hrmnc dC % -0.9999 0.9999 0
*Inv Hrmnc qS % -0.9999 0.9999 0
*Inv Hrmnc qC % -0.9999 0.9999 0
35 PROFILE Min Max Default Actual
*Man Speed mm/s 10 750 250
*Man Acc mm/s2 100 1200 350
*Man Dec mm/s2 100 1200 750
*Insp Speed mm/s 10 630 -
*Nom Speed mm/s 0 16000 -
*Min Speed mm/s 0 16000 630
*Min Speed Load % 0 110 80
*Max Speed Load % 0 50 20
Spd Drop vMin V 30 75 42
Spd Drop vMax V 30 75 65.5
Spd Drop iMax % 5 200 58
*Accel mm/s2 25 1200 -
*Decel mm/s2 25 1200 -
*Jerk mm/s3 100 2400 -
*Corr Speed mm/s 0 2000 -
*Base Speed % 50 100 75
*Creep Speed mm/s 0 150 0
*Creep Length mm 0 600 0
*Creep Jerk 0/1 0 1 1
*Zero Vel Tim ms 0 2000 500
*MCSS Overspeed % 0 200 200

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*MAN Overspeed % 0 200 125
*ARO Overspeed % 0 160 150
*ARO Speed mm/s 50 350 100
*ETP Spe %DutySpe 50 100 80
*ETP2 Spe %Duty 50 100 80
Man Load % 0 125 50
*UCM Acc Up mm/s2 100 4000 1200
*UCM Acc Do mm/s2 100 4000 1200
*Dec Speed mm/s 0 16000 Blank
36 FACTORY Min Max Default Actual
*Factory Password 0 32000 0
*DC Bus fscale V 800 1200 1000
*AC Line fscale V 800 1200 1000
Ac/Dc Calibra PU 0 1.5 0
61 ENG ADJUST Min Max Default Actual
*Engineer Passwrd 0 32000 0
*PX Pick In IDLE 0 1 0
*PFC Volt Lvl % 0 200 100
*PWM freq Hz 4000 20000 10000
*Min IGBT on t us 0 5 1.5
*Pos Gain 1 4 2.5
*Pos Err Lim mm 0 1000 254
*Vel fscale PU 5 500 100
*LRT Frequency PU 0.1 1.0 0.9
*LRT Ld Cycles 1 10 2
*Vq out thresh PU 0.0 1.0 0.5
*Sngl PWM ang deg 0 90 20
*Test Noise Lvl % 1 1000 100
*Test Noise BW Hz 0.01 2500 1000
*Target mm 0 99999 10000
*Drive Pmax kW 0 1000 1000
*Load in car % 0 100 0
*Drive Vrated m/s 0 15 0
*Belt Cmp Off A 0 10 0
*Belt CmpSlp mA/m 0 2000 0
*BeltCmp Lrn? 0/1 0 2 1
*LowSpdBnd mm/sec 0 100 0
*SpdSteps mm/sec 0 100 0
*2D Enable? 0/1 0 1 0
*ARO Bus LwrLim V 150 800 500
*ARO Mot Id PU 0 10 2
*Max Bat Chrg I A 0 20 0
*Brk Min Hold I A 0 20 0.5
*Brk I Max A 0 20 10
*Brk I Offset A 0 20 4
*Brk PWM Freq div 1 6 3
*SVT Timeout min 0 999 240
*Cnv PWM 2/3 2 3 2
*Micro Wrn 0 - 4 0 4 0
*Dis Chg Time sec 0 1000 300
*Rollback Call mm 0 50 20

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PrChg Min Thrs V 0 100 22

PrChg Min Time s 0 100 7
62 ENG TEST Min Max Default Actual
*Engineer Passwrd 0 32000 0
*Engineering Test 0 10000 0
*EngTest Param1 0 99999 0
*HrmncReg enb 0/1 0 1 1
*Inv HrmncCmp Deg 0 180 0
*Inv Hrmnc BW Hz 0 1800 500
*Inv Hr Thrs mm/s 0 99999 0
*TimeDec Test 0/1 0 1 0
*Encoder Test 0/1 0 1 0
*Ovrtmp Estop 0/1 0 1 0
*HS Overtmp deg C 0 200 85
*Flr To Test 0 1000 0
*Flr Pos mm 0 99999 0
*Flr New Pos mm 0 99999 0
*Flr Vane Len mm 0 99999 0
*ALWA Confg 0/1/2 0 2 0
*ARO FLAG AR-Rly 0 3 0
*ARO FLAG BLV-Rly 0 3 0
*ARO Faults 0 8 0
*ARO Alarm 0 1 0
*Fan Random Area 0 10 0
*Temp Over Test 0 100 0
*UCMP NG Massage 0 3 0
* Inv ReLe ILimit% 0 150 100
*UCM-EN BlkLatchd 0 3 0
*FAN off/0 on/1 0 1 1
64 I2C EEPROM Min Max Default Actual
*Factory Password 0 32000 0
*I2CEE [email protected] 0 65535 0
*intEE [email protected] 0 65535 0
Note 1: Define as the number of signals in the DAT (30959) and the GDCB Code
6.5 Detailed Parameter Description

This section contains the detail descriptions for each of the service tool parameters.
6.5.1 3-1 CONTRACT

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Interface Type Specifies the control system and interface being used.
0 – RS422 Interface, MCSS or GCS, profile generator in controller
1 – CAN Interface, TCBC or GCS, profile generator in drive
2 – RS422-JIS interface, GCS, profile generator in controller
3 – RS422-JIS-R interface, GCS, profile generator in controller
4 – CAN interface, GCS, profile generator in controller
Note: only interface 1 applicable to ULTRA drive.
See the table below for more detailed dependencies.
Interface Type 0 1 2 3 4
RS422 Interface X
RS422-JIS Interface X
RS422-JIS-R Interface X
CAN Interface X X
Profile Generator and Position Control in Drive X
Profile Generator and Position Control in Controller X X X X
Compatible with GCS-EN X
Compatible with GCS-JIS X X
Compatible with GCS-NSAA X X
Compatible with MCSS X
Compatible with TCBC X
Optimized ARO X
JIS Feature – Suspend failed drive (Tandem)
JIS Feature – Software Reset (Remote Rescue) X X
JIS Feature – Battery Mode (ARO) X X
JIS Feature – Automatic recovery at Earthquake X X
JIS Feature – Brake torque maintainence function X
JIS Feature – Overcurrent detection X X
JIS Feature – Start/Stop Shock Detect X X
JIS Feature – Degraded run enable (Tandem)
JIS Feature – Drive error code (remote Inspection) X X
JIS Feature – Brake switch detection X
ULTRA Drive X
JIS Function 0/1 Specifies if all the following JIS features are enabled or disabled:
JIS Feature – Suspend failed drive (Tandem)
JIS Feature – Software Reset (Remote Rescue)
JIS Feature – Battery Mode (ARO)
JIS Feature – Automatic recovery at Earthquake
JIS Feature – Brake torque maintainence function
JIS Feature – Overcurrent detection
JIS Feature – Start/Stop Shock Detect
JIS Feature – Degraded run enable (Tandem)
JIS Feature – Drive error code (remote Inspection)
JIS Feature – Brake switch detection
0 - Disabled
1 - Enabled
Duty Type Visible only for JIS.
Specifies the duty No. of elevator system
1 – No specification of the duty (Default)
1000~1999 – For Gen2 P&B system type

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Drive Type Visible only if drive has no eI2C EEPROM storage capabilities (no drive type
auto-detection).
Specifies the drive being used.
ARO Type Specifies the type of Automatic Rescue Operation (ARO) being used:
1 – NSAA/JIS: None (no ARO hardware connected to drive)
EN: ARPB-based ARO capable - ARO initiated via CAN if ARPB-
based hardware connected
2 – JIS Interruptible Automatic Rescue Operation for JIS (ARO)
3 – JIS Non-interruptible Automatic Rescue Operation for JIS (NIARO)
4 – NSAA/EN Optimized Automatic Rescue Operation (OARO)
5 – JIS Interruptible Automatic Rescue Operation for 428G Drive
(HSOVF_ARO)
ARO Release? 1/2 This parameter specifies if ARU1 hardware (48Vdc) or ARU2 hardware (96Vdc) is
present. The default value is 1, where the ARU hardware is expected to be 48V
battery voltage based architecture. In ARU1, ARO is executed only in the
direction of gravity. If ARU R2 is used as the hardware, then this parameter needs
to be set to 2.
ARO Delay Time s Visible only with ARO Type = 4.
This is the delay time the drive determines it is time to start an ARO operation
starting from the loss of the ac line voltage. Additional delay is introduced due to
reliable detection time.
ARO Time Max min Visible only with ARO Type = 4.
This is the total time that the drive allows for a single ARO run. The main purpose
is to save battery energy. At the end of this time the drive disconnects the battery
from drive logic also, leaving the drive totally loss of power condition until the ac
line comes back.
Bat Peak Curr A Visible only with ARO Type = 4.
This parameter sets the maximum battery current command (converter current
limit) during an ARO run.
The software default is 45A, however, the installer must adjust the parameter as
follows for ARU R1:
50 - for ARU R1.
45 - for ARU R2.
Motor Type Specifies the motor being used. See Section 9 for a list of pre-defined motor
types and their associated parameter values.
If the motor is not in the list, choose:

901 - Generic Induction motor
902 - Generic PM motor
The equivalent circuit parameters in section 3-4 MACHINE have to be
entered for custom motors.

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Duty Speed mm/s Contract Duty Speed. For reference, mm/s = FPM x 5.08
This should be the contract speed (e.g. 1000 mm/s if the elevator is specified for
1m/s, even if the machine is rated for more). The rated RPM must be the
corresponding rpm of the motor (not necessarily the motor's nominal speed). The
elevator's nominal speed "Nom Speed mm/s" in the profile menu is linked to the
"Duty speed" such: It determines the maximum speed that is reached during the
profile of a NORMAL run. It may be smaller than the duty speed. It should not be
set considerably higher than the duty speed because then it would trigger the
overspeed detection.
Warning: For CAN-based controllers, set the elevator
to ERO before changing this parameter. Otherwise, the
car may start a correction run using the wrong speed and result in
tripping the governor. Ensure the three parameters: Encoder PPR,
Duty Speed mm/s, and Rated rpm are set consistent
with each other before placing the car on normal operation.
Rated rpm Required motor RPM to reach contract speed. Describes a fixed relation to
contract duty speed (in mm/sec) considering roping, gear ratio, and sheave
diameter (in mm):
RPM = speed x Gear Ratio x Roping x 19.1 / Sheave Diameter
Inertia kg-m2 Total system inertia with balanced car. The value should be set according to
contract data.
One way to estimate the inertia is to use the following formula:

J = 2 + 6 * DUTY_LOAD * (SHV_RADIUS^2)
Other ways to estimate inertia are given in Sections 9.1 and 9.2.
Note that the inertia value is automatically adjusted in the software as a function
of car load. The adjusted value can be viewed in the service tool Inert used
kg-m2.
Encoder Type 0/1 Specifies the type of encoder:
0 – Incremental encoder
1 – Sinusoidal encoder
When using incremental encoder, there is a signal integrity check which can
result in the fault 524 No Enc Signl. The check is only performed if the
encoder termination is double-ended (see Enc termintn 1/2).
When using sinusoidal encoder, there is also a signal integrity check that results
in the fault 541 SinCos Warng.
Enc termintn 1/2 This parameter stands for the type of ending of the encoder.
1 - single ended termination
2 - double ended termination

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Encoder PPR Specifies the number of pulses per revolution (PPR) of the encoder.
Duty Load kg Contract Duty Load. This parameter is used only to calculate pretorque.
Pretorque, as a force applied at the car, is commanded as a percentage of the
rated full load of the car. For reference, kg = lbs / 2.2
AC Main Vrms Visible only when active converter present.
This parameter specifies the nominal AC line voltage.
This parameter is used to determine the under-voltage and over-voltage
conditions as well as the control gains for the converter.
• When the drive is connected to 3-phase supply:
The maximum value that can be entered is 480 Vrms. If the voltage
entered is in the range [380, 415], then it is assumed the nominal voltage
is the average of the range, 397.5 Vrms.
• When the drive is connected to single-phase supply:
o If the input is line to neutral, the allowable range is [220, 240]
o If the input is line to line, the allowable range is [380, 415]
See also 302 VAC Over and 303 VAC Under.
Load Weigh Type Visible only when “Interface Type” = 1
Specifies loadweighing device:
0 - None
1 - LWB2 via CAN
2 - Hitch LW via CAN
3 - Discrete LW via CAN
Visible only when Load Weigh Type = 3
Load Wgh Lvl 1 % For discrete load weighing the percentage of load in car when the first switch
Load Wgh Lvl 2 % goes off and,
Load Wgh Lvl 3 %
Load Wgh Lvl 4 % the percentage of load in car when the second switch goes off and,
Load Wgh Lvl 5 % the percentage of load in car when the third switch goes off and,
the percentage of load in car when the fourth switch goes off and,
the percentage of load in car when the overlaod switch goes off.
Balance % Visible only when “Interface Type” = 1
Nominal counterweight balance setting in percent.
Roping 1..4 Visible only when Interface Type = 1 and Load Weigh Type = 2 OR Interface
Type = 2 OR 3.
The value is used at hitch load weighing calibration during the learn run and by
the brake torque test.

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Vane Sensor Type Visible only when “Interface Type” = 1
Specifies vane sensor configuration, see also 4.8 PRS:
0 – PRS2 with ADO/RLEV, 4Sensors, 250mm, N.O.
1 – PRS2 w/o ADO/RLEV , 3Sensors, 250mm, N.O.
2 – PRS2, 1Sensor, 250mm, N.O.
3 – RPD-P2, 1Sensor, 250mm, N.C.
4 – CEDES Photo, 1Sensor, 150mm, N.O.
5 – CEDES Photo, 4Sensor, 250mm, N.O.
6 – RPD-P3, 4Sensors, 250mm, N.O.
7 – PRS5, 1Sensor, 170mm, N.O.
8 – PRS8, PRS10 1Sensor, 130mm, N.O.
9 – PRS2 1+2LV, 2Sensors, 250mm, N.O.
10 – RPD-P7A, 4 Sens, 150mm, 4Sensors, 150mm, N.O.
99 – Custom PRS, configure in 6.5.2 3-2 ADJUSTMENT,
“Vane Length mm ” ...”DIS NO=0 / NC=1”
PRS via CAN 0/1 Visible only when “Interface Type” = 1
Specifies if PRS signals are connected directly to drive or read via CAN:
0 – PRS signals wired directly to the drive
1 – PRS signals received via CAN bus
DDP sec Visible only when “Interface Type” = 1
Specifies the time for Delayed Drive Protection. Has to be increased according to
contract speed and floor distance if required.
See fault: 517 DDP Error
Number of DZ Visible only when “Interface Type” = 1
Total number of door zones.
Note: Value may be changed by the system’s auto-installation routines.
Bottom DZ Visible only when “Interface Type” = 1
Bottom door zone number. Must match TCBC parameter “BOTTOM”. Should be
zero except for units within a group with different bottom door zone numbers.
DZ in 1LS Visible only when “Interface Type” = 1
Number of door zones in 1LS.
LS Pos Recov 0/1 Visible only when “Interface Type” = 1
Setting this parameter to ‘1’ will allow the drive to recover position during rescue
run within LS if there is only one door zone in LS.
0 – Prohibit position recovery in LS during rescue run
1 – Allow position recovery in LS during rescue run
Default setting is ‘0’.
ARO Bus Nom DC V Visible only when Interface Type = 2 or 3.
Visible only when “ARO Type” = 2.
This parameter is used for “DC Bus Under fault” during ARO operation. The
default is set to “180V”.
6LS-TYP 0/1 Visible only when “Interface Type” = 1
Type of 6LS sensor.
0 = standard hardware sensor present
1 = no hardware 6LS present; 2LS evaluated instead (by GECB).
Note: This parameter is mainly used as a "safety" backup for a GECB parameter
which has the same name. Both parameters must be set to the same value.

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DBR Mode 0-3 Visible only when Interface Type = 1
To avoid energy recovering an external Smart DBR unit can be used. It must be
connected to the DC link.
0 - standard regen operation as usual, no Smart DBR required.
1 - no energy recovering:
In case of negative converter current the converter is disabled and the
control of the DC link voltage has to be performed by the external
Smart DBR unit.
2 - switchable DBR mode via discrete input P 6.6:
0V: standard regen operation
24V: no energy recovering
3 - same as 2 but discrete input logic reversed.
UCM-EN on/off Visible only when “Interface Type” = 1
Activate or deactivate UCM (Unintended Car Motion) Monitoring feature as
designed for EN81 controller.
0 = UCM-EN monitoring off
1 = UCM-EN monitoring on
Note: When using this feature, the corresponding feature in the GECB must be
enabled (UCM_TYP=3), too, otherwise the drive will not run!!!
LowPitCnfg 0/1/2 Visible only when “Interface Type” = 1
A skirt under the car has to be fold away if the car enters the bottom position.
Therefore modified speed profiles are selected if the drive enters or leaves the
bottom position.
0 - no Low Pit configuration
1 - Low Pit configuration; creep speed = 150 mm/s (standard configuration)
2 - Low Pit configuration; creep speed = 100 mm/s (alternate configuration)
Note: The GECB parameter (HWY-TYP = 0, 4, 8 or 12) must be set accordingly,
otherwise the GECB prevents runs.
TwoStepSpeed 0/1 Visibile only when “Interface Type” = 1
This feature is used in Korea for modernization market. It allows the speed of the
modernized elevator to be increased using the same buffer, top clearance and pit
depth. Setting this parameter to 1 enables the two speed operation feature:
0 : Normal operation
1: Set the two step speed profile operation
The requirements for the buffer, top clearance and pit depth are achieved by
lowering the speed when approaching the terminal zones. The speed reduction is
triggered by additional door zone sensors near the top and bottom. The sensors
are installed in addition to the normal door zone sensors. The location of the door
zone sensors is indicated by the following two parameters “DZ below 1DS” and
“DZ above 2DS”. The speeds are determined by the parameters:
“Nom Speed mm/s” and “Dec Speed mm/s”.
DS status can be monitored with “Fehler! Verweisquelle konnte nicht gefunden
werden.”.
For sensor failure, see the event “410 Low Speed”.
DZ below 1DS Visibile only when “TwoStepSpeed 0/1” = 1
Bottom side sensor position of two step speed profile operation.
Example: If bottom floor = 1F and sensor position =4F,
“DZ below 1DS” = 3 (4F – 1F)
DZ above 2DS Visibile only when “TwoStepSpeed 0/1” = 1
Top side sensor position of two step speed profile operation.
Example: If top floor = 10F and sensor position =8F,
“DZ above 2DS” = 2 (10F – 8F)

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Document: 31400_UG
Sheet: 99 of 168
SFC InWiring 0-2 Visible only when “Interface Type” = 1 and only for Ultra-Drives.
Specifies Safety Chain input configuration.
0 - Safety Chain input via UIB & DIB; battery operation via MRO_SC_IN
1 - Safety Chain input via UIB & DIB in parallel for all operation modes
(including MRO).
This setting is necessary for e.g. controllers with 48VDC safety chain
and UD403 drives where no MRO_SC_IN input is available.
2 - Safety Chain input via MRO_SC_IN for all operation modes.
This setting is necessary for e.g. controllers with 48VDC safety chain
where the UIB & DIB triac inputs cannot be used.
6.5.2 3-2 ADJUSTMENT

JIS Option Mode Visible only for “JIS Function 0/1” = 1 or 416G, 428G or 460G drives.
0 - Normal (Default)
1 - For motor running with safety device locked. (Gen2 P&B)
If this is set to 1, the following setup is automatically used.
Track Error mm/s = 400 and No enc flt t sec =2.0.
2 – TRACKING_200
3 – TRACKING_300
11 – EAR_SETUP (see StartShock LVL2% and Run Shock LVL%)
12 – GENERATOR_SETUP (see Generator Mode and DC Bus Cont Vol)
99 – EAR_TEST (see StartShock LVL2% and Run Shock LVL%)
100 - FAN_NORMAL (see Fan Random Area)
StartShock LVL2% Visible only for JIS Option Mode= 11 or 99
This parameter is used for “start shock” detection in EAR.
“Shock flag” becomes “TRUE” with the following condition between the run start
and “Vel fbk = DET SP MAX mm/s”.
“Absolute Inv Iq Diff [A]” > “Shock Threshold [A]” where:

“Absolute Inv Iq Diff [A]” = “Inv Iq Ref_max” - “Inv Iq Ref_min”
“Inv Iq Ref_max”: Max of “Inv Iq Ref” during the term for Start Shock.
“Inv Iq Ref_min”: Min of “Inv Iq Ref” during the term for Start Shock.
“Shock Threshold [A]” = “Rated Trq I A” x “Start Shock LVL2%”
Run Shock LVL% Visible only for JIS Option Mode = 11 or 99
This parameter is used for “run shock” detection in EAR.
“Shock flag” becomes “TRUE” with the following condition during
“mcssCommand.dictatedAcc = 0” and “Vel fbk > DET SP MAX mm/s”.
“Absolute Inv Iq Diff [A]” > “Shock Threshold [A]” where:

“Shock Threshold [A]” = “Rated Trq I A” x “Run Shock LVL%”
EAR UP MtrI Arms Visible only for JIS Option Mode= 11 or 99.
This parameter is used for “run shock” detection in EAR.
If UP run is done with EAR, this setting threshold checks the “Inv Iq fbk”.
EAR Inv Lmt Arms Visible only for JIS Option Mode= 11 or 99.
This parameter is used for “Drive Limit” detection in EAR.
If the run is done with EAR, this setting threshold checks the “Inv Iq fbk”.
When the “Inv Iq fbk” exceeded this threshold, the Drive sends “DL” to MCSS.

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Document: 31400_UG
Sheet: 100 of 168

EAR Overload sec Visible only for JIS Option Mode= 11 or 99.
This parameter specifies the maximum time the drive is allowed to operate at the
rated accelerating current of the motor in EAR. The rated accelerating current of
the motor is assumed to be 167% of the continuous current rating of the motor
which is specified by the parameter EAR mtr OVL Arms.
The maximum time allowed at other operating currents is prorated and can be
calculated using the following formula:
⎛ I accel
2
− I cont
2
⎞
t = ⎜⎜ 2 ⎟⎟t ovl , i > I cont
⎝ i − I cont ⎠
2
t = ∞, i ≤ I cont
where
Icont = continuous current rating of the motor (Arms), specified by
service tool parameter EAR mtr OVL Arms.
Iaccel = rated accelerating current of the motor (Arms), assumed to be
1.67 x Icont
tovl = allowed operating time, given by service tool parameter EAR
Overload sec
i = actual drive current (Arms)
See fault: 109 Overload
EAR mtr OVL Arms Visible only for JIS Option Mode= 11 or 99.
Specifies the continuous rated current of the motor in EAR. See above.
Generator Mode Visible only for JIS Option Mode = 1 or 12.
This mode set to 1 when using a generator to input AC power.
This mode might generate "VdcOver" in Regen operation if there is not DBR unit.
DC Bus Cont Vol Visible only for JIS Option Mode = 1 or 12.
This setting value sets control voltage of the DC bus voltage of the converter.
Set with consideration of "ON voltage" of the DBR unit.
Car Dir 0/1 Specifies direction of the car:
0 - original
1 - reversed direction of profile and speed encoder
Must be toggled when car starts in other than expected direction.
Motor Phase 0/1 Specifies orientation of motor phases relative to encoder direction:
0 - NEMA compliant motor phasing
1 - reversed direction of motor phasing
Must be toggled if motor phases are wired incorrectly.
M Cable Leng 0/2 This parameter indicates about the length of the motor cable to the drive.
0 (default) – is used for cable lengths up to 7 meters.
1 – This setting is used for cable lenths greater than or equal to 7 meters.
2 – This setting is intended for engineering purposes and potentially will be
eliminated in the future. It is supposed to help better than setting 1 above.
Single Phase 0/1 This parameter specifies if a temporary single-phase power supply is being used
during construction:
0 - normal 3-phase power supply
1 - temporary single-phase power supply during construction only.
Single-phase power is intended for use only during construction only. The speed
is automatically limited to 150 mm/sec during construction if single phase mode is
enabled.
CAUTION: Do not use single phase supply for normal operation. UD401 and
UD402 are not rated for single phase input during normal operation.

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Sheet: 101 of 168

Start Gain Ot PU Used to increase the responsiveness of the velocity control when load weigh
sensor is not valid or not installed. A value of 1.0 essentially disables it. It can be
increased to typical of 4.0. The maximum acceptable might depend on the
system because it causes vibration problems as it is increased. However, it can
be used for discrete load weighing sensors to decrease roll back.
Start filt BW PU This parameter is visible only if Start Gain Ot PU is set larger than 1.
Used to increase the responsiveness of the velocity control when load weigh
Start Gain In PU This parameter is visible only if Start Gain Ot PU is set larger than 1.
Used to increase the responsiveness of the velocity control when load weigh
SG Period sec This parameter is visible only if Start Gain Ot PU is set larger than 1.
Use to control the duration of high bandwidth velocity control startup for rollback
reduction. This parameter is used in conjunction with Start Gain Ot PU.
SG Ramp Down sec This parameter is visible only if Start Gain Ot PU is set larger than 1.
Use to control the duration of transition from high velocity bandwidth control to
nominal for rollback reduction.
End Gn Vel mm/s This parameter is visible only if Start Gain Ot PU is not set to 1.
This parameter specifies the speed below which the velocity gain approaches
and becomes equal to the Start Gain Ot PU parameter setting at the end of a
run.
Norm Vel Resp PU This parameter specifies the normalized response (normalized time constant) of
the PI regulator of the outer velocity loop. The default value of this parameter is 1.
This parameter is useful for adjusting the stopping performance of systems that
have a relatively high friction to inertia ratio by setting this parameter to less than
1.
Pretorque Trim % Used to adjust pre-torque values to prevent rollback. Normally, this should be set
to 100%.
Pretorque Trim2% Used to adjust the pretorque values during regenerative runs only. This is useful
in applications that use a worm-gear to compensate for star-jerk caused by the
worm-gear. See related parameter “Geared StrJR 0/1”
Pretorq Mod 0/1 When set to 1, this parameter enables a special pre-torque function for systems
that have a high hoistway mechanical friction component that is both load and
direction dependent (i.e. Double Deck Systems). When enabled, this function
helps prevent rollback or roll forward for these systems by modifying the pre-
torque calculation to account for the mechanical friction (when pre-torque differs
significantly from stop torque).
Before this function is enabled, it is required that the load adjustment of MCSS
should be completed. Also, this parameter should be set to 0 during any and all
loadweigh system adjustment.
0- disable.
1- enable.
Track Error mm/s Visible only when NOT GEN2 machine (See “Motor Type”)
In all operating modes, the velocity command is compared to the velocity
feedback. If a deviation exists which exceeds this parameter, a fault is logged.
Default value for Gen2 motors is 100 mm/sec. See fault: 502 Vel Tracking

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Document: 31400_UG
Sheet: 102 of 168

No Enc VThrs PU Visible only when NOT GEN2 machine (See “Motor Type”)
This parameter specifies the threshold for the total motor voltage at which a no
encoder fault is reported. If the fault 529 No enc fdbck is reported, the
encoder feedback was below 1mm/s and the motor voltage was above this
threshold. The typical value and the default for Gen2 motors is 0.2PU, which is
about 90 volts line-line motor voltage.
No enc flt t sec Visible only when NOT GEN2 machine (See “Motor Type”)
This parameter specifies the time for which the encoder speed is below 1mm/s
while a nonzero velocity reference is commanded to the drive. If this time is
exceeded, the fault 530 No enc tmout is declared.
The following settings are recommended:
Geared: 0.6
Gearless: 0.4
The default value in the software is 0.4 seconds.
Vel Notch1 Hz These parameters specify the center frequencies of two independent notch filters
Vel Notch2 Hz in the velocity loop used to attenuate a mechanical resonance outside the
bandwidth of the velocity regulator. These notch filters can be disabled by setting
these parameters to zero. The width of the notch is set by the parameter Notch
Band Hz
Notch Band Hz This parameter specifies the width of the notch for the two notch filters in the
velocity loop.
VelRate div 0..3 Specfies the rate of the encoder read and velocity calculation task.
0 – 1kHz rate
1 – 500Hz rate
2 – 250Hz rate
3 – 125Hz rate
Cnv Custom 0/1 Visible only when active converter present.
Specifies the control parameters for the converter current regulators.
0 – The converter control parameters are set to default values. The
following converter-specific SVT parameters are not visible.
1 – The converter control parameters are set according to SVT
parameters. The following converter-specific parameters in the SVT
become visible and must be set.
Cnv Notch Hz Visible only when “Cnv Custom 0/1= 1.
Specifies the center frequency of a notch filter in the converter d & q current
regulators. The width of the notch is 300 Hz and the depth of the notch is 10dB.
The filter is used to attenuate any resonance that may occur on the AC mains in
the frequency range 800 to 2300 Hz.
Cnv crf Depth Visible only when “Cnv Custom 0/1= 1.
Applicable only to OVF428G and OVF460G
This is crfDepth for Converter Notch Filter in units of dB.
The other Drives use “crfDepth = 10”.
Cnv crf Width Visible only when “Cnv Custom 0/1= 1.
Applicable only to OVF428G and OVF460G
This is crfWidth for Converter Notch Filter in units of Hz.
The other Drives use “crfWidth = 300”.
Cnv BW PU Visible only when “Cnv Custom 0/1= 1.
This parameter adjusts the desired converter current regulator (displayed in the
monitor menu Cnv BW Hz) bandwidth. This parameter is usually 0.7 and
should not be changed. This parameter becomes useful when the drive has to be
used with a step up transformer and when it is necessary to use a notch filter
Cnv Notch Hz for the converter.

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Sheet: 103 of 168

Dc V BW Hz Visible only when “Cnv Custom 0/1= 1.
This parameter adjusts the desired dc bus voltage regulator bandwidth and it is
set to 50Hz. This parameter becomes useful when the dc capacitor value is
incorrect or out of tolerance.
Cnv L mH Visible only when “Cnv Custom 0/1= 1.
Unsaturated current regulator inductance
Cnv Saturation A Visible only when “Cnv Custom 0/1= 1.
Current level when line reactor saturation starts.
Cnv L Slope uH/A Visible only when “Cnv Custom 0/1= 1.
Line reactor inductance variation as a function of current.
Cnv R Ohm Visible only when “Cnv Custom 0/1= 1.
Current regulator resistance that controls disturbance rejection.
Ploss Thr pre % Visible only when “Cnv Custom 0/1= 1.
Specifies the power loss threshold as a percent of VA capability of the drive that
is allowed during precharging. If the threshold is exceeded, the fault 208 Bus Cap
Fail will be logged.
Ploss Thr idle % Visible only when “Cnv Custom 0/1= 1.
is allowed during idle. If the threshold is exceeded, the fault 208 Bus Cap Fail will
be logged.
Ploss Thr run % Visible only when “Cnv Custom 0/1= 1.
is allowed during running (PWM active). If the threshold is exceeded, the fault
208 Bus Cap Fail will be logged.
Ploss Thrs Sng % Visible only when “Cnv Custom 0/1= 1.
is allowed during running (PWM active) and the drive is connected to a single
phase power supply. If the threshold is exceeded, the fault 208 Bus Cap Fail will
be logged.
PLL freq band Hz Visible only when “Cnv Custom 0/1” = 1.
The phase-locked loop (PLL) in the software locks to the AC main frequency.
Once locked, the PLL frequency is monitored to ensure that the frequency is
within a tolerance band specified by this parameter (nominal frequency ±
tolerance band). If the frequency falls outside of this band for an amount of time
greater than specified by the parameter PLL freq time ms, then the fault
response is ESTOP. This helps prevent the car from continuing to run in case the
OCB or AC line main disconnect is switched off during low-speed regenerative
runs (otherwise the car could continue to run from the regenerative energy from
the drive). See fault 307 PLL Freq Rng.
PLL freq time ms Visible only when “Cnv Custom 0/1”= 1.
If the PLL frequency falls outside of an allowed frequency band for a time greater
than specified by this parameter, a PLL fault is triggered with ESTOP fault
response. See fault 307 PLL Freq Rng.
Cnv Vmag Thrs PU Visible only when active converter present.
This parameter sets the threshold for the 212 Cnv Vmag Flt fault.
The default value is 1.05.
Turnovr Delay ms Visible only when “Interface Type” = 0
Specifies the amount of delay between fault detection and fault reaction during
the turnover tests for the safeties. See Section 6.7.2 for more details.
VaneBias (10) mm Visible only when “Interface Type” = 1
Offset in mm applied to all vane positions. Useful for adjusting the landing
position after a learn run is performed.

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Sheet: 104 of 168

Vane Hysteres mm Visible only when “Interface Type” = 1 vane
Hysteresis of PRS sensors, compensates overshoot in levelling.
Example: Running down into ldg x, the car stops 8mm lower
ON
than when running up => Hysteresis 4mm. HYST
Note: Sensor hysteresis has same effect on levelling as regulator overshoot HYST
(see Pos fbk versus Pos ref in M-1-3). Ideally, regulator overshoot should be OFF
trimmed separately, e.g. by adjusting inertia.
Profile Delay ms Visible only when “Interface Type” = 1

Specifies the amount of time that the profile will be delayed in Profile Mode and
CAN Mode.
Pos Stop Tol mm Visible only when “Interface Type” = 1
Specifies the position stopping tolerance that is used to decide the car has
reached the target.
See fault: 506 Stopping Err
Vel Stop mm/sec Visible only when “Interface Type” = 1
Specifies the velocity stopping tolerance that is used to decide the car has
reached the target.
See fault: 506 Stopping Err
Overload sec This parameter is used to detrmine the overload protection and specifies the
maximum time the drive is allowed to operate at the rated motor accelerating
current. The rated motor accelerating current is determined by the SVT
parameters Rated mtr i Arms and Rated Acc I PU:
Iacc,rated = Rated mtr i Arms x Rated Acc I PU
where Rated mtr i Arms is the continuous rated current of the motor.
When the actual motor current is lower than the rated motor accelerating current,
the allowable time increases. The drive is allowed to run indefinitely when the
actual operating current is at or below the rated motor current. The exact time
allowed at any operating current can be calculated using the following formula:
⎛ I 2 − I cont
2
⎞
t = ⎜⎜ accel ⎟t ovl , i > I cont
⎟
⎝ i − I cont
2 2
⎠
t = ∞, i ≤ I cont
where
Iaccel = rated motor accelerating current, determined by:
Rated mtr i Arms x Rated Acc I PU
Icont = continuous current rating of the motor (Arms), specified by service
tool parameter Rated mtr i Arms.
tovl = maximum time allowed to operate at the rated motor accelerating
current and specified by SVT parameter Overload sec
i = actual motor current (Arms)
See fault: 109 Overload
Rated mtr i Arms This parameter is used to detrmine the overload protection and specifies the
continuous rated current of the motor in Arms. This is the rating at which the
motor can operate indefinitely.

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Sheet: 105 of 168

Rated Acc I PU This parameter is used to detrmine the overload protection and specifies the
rated accelerating current of the motor in per-unit of the rated motor current
parameter Rated mtr i Arms. For example, if Rated mtr i Arms is set to
100 Arms and Rated Acc I PU is set to 1.67, then the rated accelerating
current of the motor is 167 Arms.
Inv I Limit % Specifies the current limit for the inverter as a percentage of the full scale current
for the drive. This also determines the overcurrent trip level, which is set at 105%
of the current limit.
See fault: 100 Inv SW Oct
Cnv I Limit % Visible only when active converter present.
Specifies the current limit for the converter as a percentage of the full scale
current for the drive. This also determines the overcurrent trip level, which is set
at 105% of the current limit.
See fault: 200 Cnv SW Oct
SX Pick Time ms Specifies the amount of time allowed for the S relays to settle into the proper pick
state (ms). The PWM will not be activated until this time has expired, so this
parameter extends the time for run preparation. This timer may have to be
increased if external relays are used between the drive and the motor.
See related faults: 403 Brake BY, 703 S Rly Fault, 704 DBD Fault.
Pos Corr Lim mm Visible only when “Interface Type” = 1.
Specifies the maximum position correction allowed every 1 ms period. This is
used to reduce any vertical vibration that may occur due to a large position
correction. Such a large correction can occur if the signal latency of the PRS is
large enough and the speed is high enough. Best results are achieved when this
parameter is set less than 0.1 mm.
Max Battery I A Specifies the maximum instantaneous battery current allowed during MRO and
ARO.
This current basically acts as a lowered converter over current functionality.
The default value is 30 A. For configurations which support less drive input
current (e.g. "MRO Constant Torque" operation) this parameter must be set to
significant lower values; e.g. 2..3.
MroCT Torque kg Specifies an auxiliary torque which is generated by the drive for "MRO Constant
Torque" operation. This is necessary when the car does not move by gravity after
brake has lifted in case of balanced load.
This additional torque is specified by an equivalent in-car load in [kg]. A value of 0
disables this feature.
MROwoBrkC Trq kg Visible only when “Interface Type” = 1
For E&I panel cost reduction controller equipped with GECBII, BCB III and one
12V battery:
MRO mode w/o brake control by the drive. The brake is only controlled by the
GECB II. The GECB II first tries MRO w/o drive, only in cases of nearly balanced
load when the car does not move by gravity the drive is switched on.
“MROwoBrkC Trq kg” ensures a roll forward immediately after the GECBII has
opened the brake. The MRO run is continued velocity controlled like a standard
MRO run.
Vd out thresh PU D-axis current regulator output threshold when the brake is not lifted yet. This is
used to detect failed current sensors or disconnected motor from the drive as a
result of wiring errors or relays not working etc. See fault 111 No Id fdbk.
The current default in the software is 0.9.
The recommended setting going forward is 0.5.

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Document: 31400_UG
Sheet: 106 of 168

Id Thresh 400V Visible only for Duty Type = 1 and ARO Type = 2.
This parameter is used when battery operation is active and the DC bus
overvoltage control is active.
If DC BUS voltage is more than 400V within “CUR Limit T (sec)” with ARO, then the
“Current Id” of motor is controlled by the drive.
If DC BUS voltage became more than 400V, the “Current Id” has increment
“Delta Id[A] /5ms" until “Max Id - 4 [A]".
Then, if DC BUS voltage exceeded 600V, the “Current Id" has the increment
“Delta Id[A] /5ms" until "Max Current Id".
Then, if DC BUS voltage became less than 590V, the “Current Id” has the
decrement “Delta Id[A] /5ms" until “3 [A]".
Delta Id[A] = (“Id Thresh 400v (A)” –2 ) / 50
Some logics of this function are reset at the beginning of every run.
Id Thresh 700V Visible only for Duty Type = 1 and ARO Type = 2.
If DC BUS voltage exceeded 700V, the “Current Id" has the increment “Delta Id[A]
/5ms" until " Id Thresh 700V (A)".
Delta Id[A] = (“Id Thresh 400v (A)” –2 ) / 50
Some logics of this function are reset at the beginning of every run.
CUR Limit T(Sec) Visible only for Duty Type = 1 and ARO Type = 2.
See related parameter: Id Thresh 400V, Id Thresh 700V

DET SP MAX mm/s Visible only for “JIS Function 0/1” = 1 or 416G, 428G or 460G drive.
This parameter is used for shock detection.
Start and stop Shock are detected during “Vel fbk < DET SP MAX mm/s”.
ARO Vbus fil ms Visible only for Duty Type = 1 and ARO Type = 2 or 5.
A filter was added to ignore the dc cap fail fault detection for 200 ms after MX pick
on transition from JIS ARO to normal. This is in addition to the existing filter to
switch between high and low thresholds when MX picks. See related fault: 208
Bus Cap Fail.
ARO V Flt Dly s Visible only for Duty Type = 1 and ARO Type = 2 or 5.
Specifies the filter time of detected "301 DC Bus Under" for ARO of 428G.
(HSOVF_ARO)
Detects the "301 DC Bus Under" if this filter time passes with a status under VDC
threshold.
ARO Vbus Under % Visible only for Duty Type = 1 and ARO Type = 2 or 5.
Specifies the threshold of "301 DC Bus Under" for ARO of 428G. (HSOVF_ARO)
Detects the "301 DC Bus Under" if VDC voltage is under this threshold during
ARO.

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Sheet: 107 of 168

Start Shock LVL% Visible only for Interface Type = 2 or 3.
This parameter is used for “start shock” detection.
“Shock flag” becomes “TRUE” with the following condition between the run start
and “Vel fbk = DET SP MAX mm/s”.
“Absolute Inv Iq Diff [A]” > “Shock Threshold [A]”

“Shock Threshold [A]” = “Rated Trq I A” x “Start Shock LVL%”
Stop Shock LVL% Visible only for Interface Type = 2 or 3.
This parameter is used for “stop shock” detection.
“Shock flag” becomes “TRUE” with the following condition between “Vel fbk =
(DET SP MAX mm/s) x 0.9” and the run stoped in deceleration..
“Absolute Inv Iq Diff [A]” > “Shock Threshold [A]”

“Inv Iq Ref_max”: Max of “Inv Iq Ref” during the term for Stop Shock.
“Inv Iq Ref_min”: Min of “Inv Iq Ref” during the term for Stop Shock.
“Shock Threshold [A]” = “Rated Trq I A” x “Stop Shock LVL%”
NIARO Pdiv GAIN Visible only for ARO Type = 3.
When the runs of NIARO with less than 700Vdc were changed from Normal run,
the P Gain are adjusted by this parameter.
If this parameter is set “2”, the P Gain is one half of Normal P Gain.
Self Tune 0/1 Visible only when ” Motor Type” = 901
This parameter enables self-commissioning tests.
0 – disable self-commissioning
1 – enable self-commissioning
Vane Length mm Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
Vane length, same for all vanes, variance of 80mm tolerated and learned (LR).
UIS config 0/1/2 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
0 – UIS sensor does not exist in this configuration (GDCB input open)
1 – UIS configured, position in “UIS offset mm ” is above vane center
2 – UIS configured, position in “UIS offset mm ” is below vane center
UIS offset mm Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
Distance from vane center (= landing level) up/down to sensor position (when car
is aligned with landing).
UIS NO=0 / NC=1 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
0 – UIS logic is “Normally Open”, i.e. PRS output is closed (~24V) on vane
1 – UIS logic is “Normally Closed”, i.e. PRS output is open (or 0V) on vane
LV1 config 0/1/2 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV1 configuration, corresponding to “UIS config 0/1/2”
LV1 offset mm Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV1 offset, corresponding to “UIS offset mm ”
LV1 NO=0 / NC=1 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV1 logic, corresponding to “UIS NO=0 / NC=1”
LV2 config 0/1/2 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV2 configuration, corresponding to “UIS config 0/1/2”
LV2 offset mm Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV2 offset, corresponding to “UIS offset mm ”
LV2 NO=0 / NC=1 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
LV2 logic, corresponding to “UIS NO=0 / NC=1”

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DIS config 0/1/2 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
DIS configuration, corresponding to “UIS config 0/1/2”
DIS offset mm Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
DIS offset, corresponding to “UIS offset mm ”
DIS NO=0 / NC=1 Visible only when“ Vane Sensor Type” = 99 (Custom PRS).
DIS logic, corresponding to “UIS NO=0 / NC=1”
Custom HwCmp 0/1 This parameter enables customization of the PRS and hoistway compensation.
0 – default compensation (usually sufficient)
1 – customized, compensation tuned by factors below
Note: Setting this flag to 0 resets all tuning factors below to 100%.
Latcy UisDisOn % Visible only when“Custom HwCmp 0/1” = 1 .
Factor tuning the position feedback compensation for PRS signal latency of the
UIS and DIS sensor moving onto a vane.
Example 150% : At each speed, the respective compensation Δs is 1.5 times of
what the default compensation would be. -> 0% disables compensation.
Latcy UisDisOff% Visible only when“Custom HwCmp 0/1” = 1 .
UIS and DIS sensor moving off a vane. -> 0% disables compensation.
Latcy 1/2LV on % Visible only when“Custom HwCmp 0/1” = 1 .
1LV and 2LV sensor moving onto a vane. -> 0% disables compensation.
Latcy 1/2LV off% Visible only when“Custom HwCmp 0/1” = 1 .
1LV and 2LV sensor moving off a vane. -> 0% disables compensation.
RopeStrtch comp% Visible only when“Custom HwCmp 0/1” = 1 .
Factor tuning the position feedback compensation for rope/belt stretch caused by
acceleration/deceleration. -> 0% disables compensation.
HitchPress comp% Visible only when“Custom HwCmp 0/1” = 1 .
Factor tuning the position feedback compensation for hitch spring compression
caused by acceleration/deceleration. -> 0% disables compensation.
Duty_kg % of car Visible only when“Custom HwCmp 0/1” = 1 .
Factor adapting the position feedback compensation for rope/belt stretch and
hitch spring compression to the impact of the load in the car. This value is set to
the percentage of duty load related to the mass of the empty car.
Example: If empty car = 3200kg and duty load = 1600kg, this parameter should
be set to Duty_kg % of car = 1600 / 3200 = 50% = 50
PWM dnsft I % This specifies the level of current, as a percentage of drive rated current, above
which the PWM frequency of the inverter maybe downshifted by a factor of 2. In
order to downshift, the motor frequency must also be less than the frequency
specified by the parameter “PWM dnsftFreq Hz”.
PWM dnsftFreq Hz This specifies the frequency below which the PWM frequency of the inverter
maybe downshifted by a factor of 2. In order to downshift, the motor current must
also be more than the level specified by the parameter “PWM dnsft I %”.
To disable PWM downshifting altogether, set the parameter to zero. To allow

PWM downshifting to be based only on the “PWM dnsft I %” parameter
setting, set the “PWM dnsftFreq Hz” to 150.
ETSC Trip Vel % Applicable only to JIS applications.
Velocity threshold for ETSC function.
SSB Trip Vel % Applicable only to JIS applications.
Velocity threshold for SSB function.

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CZ Drop Time ms Applicable only to OVF416G, OVF428G and OVF460G
This is filtered time for Drop state of CZ Relay.
If CZ Drop state is passed this set time with Safety chain active, then “700 Safety
Chain” is logged.
HitchLw emptyBOT Visible only when “Engineer Passwrd” is set.
Calibration value for interpreting hitch loadweighing data: This parameter allows
manual modification of the calibration. At bottom position with empty car, the hitch
load weighing device should send this value. The unit is kg. The actual value sent
by the hitch load weighing device can be read using the menu Monitor-Motion, it
is the first value in the display “ HitchLW: Empty: “
This parameter is learned automatically during a learn run if the display string
"Calibrate Hitch LoadW? y=1/n=0" is confirmed by 1.
HitchLw emptyTOP Visible only when “Engineer Passwrd” is set.
manual modification of the calibration. At top position with empty car, the hitch
HitchLw full BOT Visible only when “Engineer Passwrd” is set.
manual modification of the calibration. At bottom position with duty load, the hitch
HitchLw CaliDone Visible only when “Engineer Passwrd” is set.
Enable/Disable the hitch load weighing calibration. If Load Weigh Type = 2 and
HitchLw CaliDone = 0, the event message "915 LWSS not cal" is generated and
the drive starts the run using default pretorque and “tight” velocity loop start
gains.
This parameter is set automatically during a learn run if the display string
6.5.3 3-3 BRAKE

BRK TRQ %Load Visible only for when brake torque test is active
(applicable only “JIS Function 0/1” = 1)
This parameter is used only for Brake Maintenance Test.
Sets this parameter for load in percent
100% :Duty load in car is 100%
ICD: Interface Type=3 Drive Command(DC2) Bit3=1
BrkTrqOffset kgm Visible only for when brake torque test is active
Correction data for Iq_reference of “Brake maintained torque”

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BRK TRQ %Load2 Visible only for when brake torque test is active
ICD: Interface Type=3 Drive Command(DC2) Bit3=1
ZERO SPEED2 mm/s Visible only for Interface Type = 2 or 3.
The threshold to detect the motor running
RATE BRK TRQ kgm Visible only for Interface Type = 2 or 3.
“Brake maintained torque” of 100% load when JIS Option Mode is set to “98” as
test mode.
BRK TRQ MODE Visible only for Interface Type = 2 or 3.
0 :System test
1 :Only Motor test, not system
Brk Cnt Type 0-3 0: External Brake Control – Not functional for Ultra Drive at this time
1: Internal Simple Pick/Drop Control with No Current Feedback. Typically
used if brake coil parameters are not known, or if controlling a relay coil
instead of a brake coil.
2: Internal Pick/Drop Control with Current Monitoring. Replicates
functionality of many existing drives (e.g. 401/2/3/4). Monitors current
feedback and does error checking based upon this.
3: Internal Current Regulated. Recommended type for Ultra Drive with
Greenpower machines (or other brakes with known parameters).

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Brk Sw Type 0-4 Visible only when NOT GEN2 machine (See “Motor Type”)
Specifies the type of brake switches present:
0 - brake switches not present, requires BS1= Gnd, BS2=Gnd.
1 – 2 brake switches present
2 – 2 brake switches present, with inverted signals
3 - 3 brake switches present working to 2 inputs BS1 and BS2:
24V+
S1
BS1
S2
SX
S3
BS2
SX
BX
BS1
BS2
4 - Brake switches not present, requires BS1=Gnd, BS2=+24V.

Some PMSM machines & brakes are designed to work safe without
brake switch monitoring (e.g. REIVAJ PMSM machines). To prevent
that a different motor type is operated without brake switches, a
separate brake switch type has been created with a fixed input
configuration. This input configuration is used to ensure that the
correct motor type is connected to the controller. In case of a different
wiring the drive software does not allow the motor to run.
See fault 400 Brake S1 SAS.

Brk Pick Time ms If Brk Cont Type = 2 or 3; OR Brake Switches exist:
Determines the maximum time allowed for the brake to pick. If it is exceeded, the
fault 418 Bk lft tmout is logged.
If Brk Cont Type = 0 or 1; AND Brake Switches do not exist:

Determines the amount of time to wait after the brake is commanded to pick, after
which the brake is assumed to have lifted.

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Brk Setl Time ms If Brk Cont Type = 2 or 3; OR Brake Switches exist:
Delay to declare brake dropped (untorquing) after BS and/or brake current (<Brk
Drop %) had indicated dropped state. If BS/current conditions aren’t met
within 3sec, the fault 419 Bk drp tmout is logged.
If Brk Cont Type = 0 or 1; AND Brake Switches do not exist:

Determines the amount of time to wait after the brake is commanded to drop,
after which the brake is assumed to have dropped.
Lft Brk Delay ms Time to delay lift brake command to allow for pre-torquing (ms).
Brk Lftd Dely ms Used if Brk Cnt Type = 2 or 3; or Brake Switches exist.
After the brake switches show picked and/or brake current exceed pick threshold,
this is the delay time before the brake is considered picked. This time is relevant
for start of profile (flight time), and for time of starting ramp down to hold current.
Note that if there is no current sensing and no brake switches, then "Brk Pick
Time ms" is used instead.
Brk ramp up t ms Visible only when“Brk Cnt Type 0-3” = 2 or 3
Time over which the brake current command is ramped from 0 to the pick current.
Brk ramp dn t ms Visible only when“Brk Cnt Type 0-3” = 2 or 3
Time over which the brake current command is ramped down to 0 when the brake
is commanded to drop.
Brk hold Dely ms Applicable only for 428 and 460 drives.
Time to maintain brake pick current after lifting of the brake has been detected.
This ensures enough time to fully seat the cores before reducing to the hold
current.
Brk Pick A Visible only when“Brk Cnt Type 0-3” = 2 or 3
Determines the desired pick current of the brake.
Brk Pick % Visible only when“Brk Cnt Type 0-3” = 2 or 3
If “Brk Sw Type 0-4” is 1-3:

Determines percent of Brk Pick current that is sufficient to consider that the brake
is picked when BS also indicates ‘picked’.
If “Brk Sw Type 0-4” is 4:

The brake pick current threshold is set by the parameter Brk Min Pick I A
instead.
In either case, the related fault is 418 Bk lft tmout.

Brk Hold A Visible only when“Brk Cnt Type 0-3” = 2 or 3
Determines the desired hold current of the brake.
Brk Drop % Visible only when“Brk Cnt Type 0-3” = 2 or 3
Determines percent of Brk Pick current used to consider that the brake is dropped
and BS also indicate dropped. Recommend setting is 20%.
The related fault is 419 Bk drp tmout.
Brk Bus OVT % Applicable only for 428 and 460 drives.
Trip point set as percentage of brake pick current to declare a Brake bus
overvoltage fault.
Brk OCT A Visible only when“Brk Cnt Type 0-3” = 2 or 3
Determines overcurrent level for fault detection in the brake control.
Recommended value is to set the same as Brk I Max A.
The fault that is logged is 417 Bk SW Oct
Brk Bus UVT % Applicable only for 428 and 460 drives.
Trip point set as percentage of brake pick current to declare a Brake bus
undervoltage fault.

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Brk Nom DC V Applicable only for 428 and 460 drives.
The nominal voltage on the brake DC link. This value is a result of the input AC
line voltage and the ratio of the brake transformer. This parameter is used to
scale the gains in the brake current regulator.
Brk dcv fscale V Applicable only for 428 and 460 drives.
When the inside of the DSP carries out an operation, brake bus voltage full scale.
Brk R Used if Brk Cnt Type = 3.
Sets the Brake coil resistance in Ohms.
Brk L Used if Brk Cnt Type = 3.
Sets the Brake coil inductance in Henrys.
BRK TRQ %Load Visible only fowhen brake torque test is active (applicable only to Interface
Type = 2 or 3).
BrkTrqOffset kgm Visible only fowhen brake torque test is active (applicable only to Interface
Type = 2 or 3).
Correction data for Iq_reference of “Brake maintained torque”
BRK TRQ Trim % Visible only fowhen brake torque test is active (applicable only to Interface
Type = 2 or 3).
This is the parameter to adjust a condition of the job site.
The default value is 71% which is “1/1.41 = rms / peak”.
Min: 1 , Max : 100
6.5.4 3-4 MACHINE

The following parameters are visible only when parameter Motor Type is set to 901 or 902.
These parameters are used only if the motor is not included in the list of predefined motors in
Section 9. If Motor Type is NOT set to 901 or 902, these parameters are automatically set
according to predefined motors in Section 9 and cannot be modified.

Mtr Shft Pwr kW Visible only when ”Self Tune 0/1” = 1
This parameter is used when the drive is in self-tune mode only. Enter the motor
power in kilowatts shown on the motor nameplate.
Rtd Mtr Spd RPM Visible only when ”Self Tune 0/1” = 1
This parameter is used when the drive is in self-tune mode only. Enter the rated
motor speed in rpm shown on the motor nameplate. Do not enter the contract
rpm.
Rtd Mtr Ln-Ln V Visible only when ”Self Tune 0/1” = 1
motor voltage shown on the motor nameplate.
Rtd Mtr I Arms Visible only when ”Self Tune 0/1” = 1
This parameter is used to calculated rated magnetizing and rated torque current
in case the measurement-based calculation fails.
Rtd Mtr Freq Hz Visible only when ”Self Tune 0/1” = 1
motor frequency in Hertz shown on the motor nameplate.

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LR Ampl KP/Ki PU Visible only when ”Self Tune 0/1” = 1
Parameter used by self-commissioning. This limits the drive current during the
locked-rotor Kp and Ki portion of the self commissioning tests. This value
should be set to 0.2, which corresponds to 20% of the rated drive current.
LR Ampl RTC PU Visible only when ”Self Tune 0/1” = 1
Parameter used by self-commissioning. This limits the drive current during the
locked-rotor RTC portion of the self commissioning tests. This value should be
set to 0.35, which corresponds to 35% of the rated drive current.
Mtr Lsigma mH Visible only when ”Self Tune 0/1” = 1
This parameter is used when the drive is in self-tune mode only. Enter the motor
transient inductance (Lσ) if known. If not known, enter 0.001. The drive will
determine this value during the self-commissioning tests
Self Tune Config Visible only when ”Self Tune 0/1” = 1
This parameter should only be used after consultation with engineering. This
parameter should be used only if the default settings for self commissioning fail or
result in unsatisfactory results.
This parameter sets the self tune test configuration and specifies which tests will
run.
0 – default test configuration; determines locked rotor RTC using real
impedence.
1 – enable frequency sweep test during locked rotor test
2 – determine locked rotor RTC using imaginary impedenece
3 – determine locked rotor RTC using imaginary impedenece and enable
frequency sweep test
4 - Determine inertia using only speed criteria (speed > ½ rated speed).
Otherwise, the default for the inertia test is to use only the deceleration
portion of the run.
Low Volt Op 0/1 Visible only when” Motor Type” = 901 or 902
Specifies that the motor is a low voltage motor as typically found in
modernization. When set to 1, the converter regulates the DC bus to the rectified
AC line voltage and sets the PWM frequency to 8KHz.
0 – Low voltage operation for modernization disabled.
1 – Low voltage operation for modernization enabled.
Geared StrJR 0/1 Visible only when” Motor Type” = 901 or 902 and Interface Type = 1.
This parameter is set to 1 only for certain geared applications in China that have
extremely low gear box efficiencies, and works only for CAN based systems, but
not 422 based systems.
Setting this parameter to 1 enables a modification to the pretorque in which the

pretorque is scaled by the parameter “Pretorque Trim2%” for regenerative runs
only. For non-regenerative runs, the pretorque is scaled by the parameter
“Pretorque Trim %”. This allows pretorque to be adjusted in a non-linear fashion
to account for non-linearities in certain worm-gear machine.
Number of Poles Visible only when” Motor Type” = 901 or 902
Specifies the number of poles of the motor.
Rated Trq Nm Visible only when” Motor Type” = 901 or 902
Specifies the torque produced by the motor at the rated torque current (and rated
magnetizing current when using an induction motor).
Rated Trq I A Visible only when” Motor Type” = 901 or 902
Rated torque current (peak value).

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Ld mH Visible only when” Motor Type” = 901 or 902
Specifies the transient inductance in the d-axis of the motor, including any filter
inductance. The value represents the per-phase equivalent circuit of the motor
and filter.
Lq mH Visible only when” Motor Type” = 901 or 902
Specifies the bulk inductance in the q-axis of the motor. For induction motors, Ld
should be set equal to Lq.
R Ohm Visible only when” Motor Type” = 901 or 902
Specifies the equivalent resistance of the motor including any filter resistance.
This parameter is used to set the integral gain of the current regulators, and
should be adjusted to achieve desired performance of the regulators.
T/A Slope % Visible only when” Motor Type” = 902
This parameter and the next are used to achieve the maximum torque per amp in
a PM motor by modifying the d-axis current reference as a function of q-axis
current. This achieves higher motor efficiency. The parameter specifies the
percentage change in d-axis current per unit change of q-axis current. The
equations are:
TA slope
Id = −
100
( )
Iq − TA offset , Iq > TA offset
Id = 0, Iq ≤ TA offset
To disable this feature, set this parameter to zero.
T/A Offset A Visible only when” Motor Type” = 902
See previous parameter. This parameter specifies the amount of q-axis current
below which d-axis current is zero.
Kt Slope 1/kNm Visible only when” Motor Type” = 902
This parameter is used to modify the torque gain of the inner velocity loop. This
accounts for the change in the actual torque gain of the machine during field
weakening to ensure consistent velocity loop performance. The parameter
specifies the amount of change in the d-axis current (defined in A) per unit
change in the inverse of the torque constant (defined in A/kNm). The reason that
the units is in A per kNtm is due to the fact that this parameters tends to be small
to be able to enter from the SVT. To disable this feature, set this parameter to
zero.
Id Saturation A Visible only when” Motor Type” = 902
This parameter specifies the negative d-axis current level at which the d-axis
motor inductance begins to saturate. Below this current level, the inductance is
treated as constant and is specified by the parameter:
Ld mH
Iq Saturation A Visible only when” Motor Type” = 902
This parameter specifies the absolute q-axis current level at which the q-axis
motor inductance begins to saturate. Below this absolute current level, the
inductance is treated as constant and is specified by the bulk inductance
parameter: Lq mH
Ld Slope mH/A Visible only when” Motor Type” = 902 and the drive type is NOT 428 and
460.
This parameter is used to modify the proportional gain of the d-axis current
regulator. This accounts for the change in the actual inductance of the machine
due to saturation of the motor iron to ensure consistent current regulator
performance. This parameter specifies the reduction in inductance per unit
increase in d-axis current. To disable this feature, set this parameter to zero.

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Lq Slope mH/A Visible only when” Motor Type” = 902 and the drive type is NOT 428 and
460.
This parameter is similar to the previous parameter, except it applies to the q-axis
instead of the d-axis of the motor.
Ld Slope uH/A Visible only when” Motor Type” = 902 and Drive Type = 428 or 460.
This parameter is used to modify the proportional gain of the d-axis current
regulator. This accounts for the change in the actual inductance of the machine
due to saturation of the motor iron to ensure consistent current regulator
performance. This parameter specifies the reduction in inductance per unit
increase in d-axis current. To disable this feature, set this parameter to zero.
Lq Slope uH/A Visible only when” Motor Type” = 902 and Drive Type = 428 or 460.
This parameter is similar to the previous parameter, except it applies to the q-axis
instead of the d-axis of the motor.
Lq0 mH Visible only when” Motor Type” = 902
The parameters Lq0, Lq1 and Lq2 affect the accuracy of the encoder position
error fault management only. These parameters are coefficients of a polynomial
curve fit of the q-axis bulk inductance, which is used to calculate the q-axis bulk
inductance value of the motor at a given operating point. The resulting q-axis bulk
inductance is used as an input to the Secondary Magnet Position estimator, which
is used to detect encoder slip.
If these parameter values are not known, then set Lq0 = Lq, and set Lq1 = Lq2 =
0. This makes the bulk inductance equal to the nominal value of incremental
inductance Lq. See related fault detection: 504 Enc Pos Err.
Lq1 1/mA See previous parameter.
Lq2 1/mA^2 See previous parameter.
Ld0 mH Visible only when” Motor Type” = 902
The parameter Ld0 is used to tune the field weakening motor voltage regulator. It
is important this value is correct to guarantee that the drive can provide the
necessary bandwidth in controlling the motor voltage as a result of back emf due
to magnets and resistive voltage drop due to currents. Set Ld0 = Ld if the exact
value is not known.
Rated Mag I A Visible only when” Motor Type” = 901
Specifies the rated magnetizing current when using an induction motor (peak value,
not RMS).
Peak Mag I A Visible only when” Motor Type” = 901
Specifies the peak value (not RMS) to which the d-axis magnetizing current is
ramped during magnetization when using an induction motor. If this parameter is
set larger than the rated magnetizing current, then fast fluxing of the motor
occurs. Once the motor is fluxed, the magnetizing current is ramped down to the
rated magnetizing current. As this parameter is increased, flux time decreases
(hence “fast fluxing”) which may improve elevator flight time. If this parameter is
equal to or smaller than the rated magnetizing current, then fast fluxing does not
occur and the magnetizing current simply ramps up to the rated magnetizing
current.
Rtr Time Const s Visible only when” Motor Type” = 901
Specifies the rotor time constant in seconds when using an induction motor.
Max Flux time s Visible only when” Motor Type” = 901(Induction Motor)
This parameter sets the time which returns RTR.
The Pre-torque should be secured till brake is opened.
There is possibility that the vibration originates in the time of the start when the
time is short.

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Rated Motor rpm Visible only when” Motor Type” = 901 or 902
Specifies the true rated rpm of the motor independent of a particular elevator
application. This parameter is used to set the velocity threshold for the “504 Enc
Pos Err” fault management. This fault management becomes active when either
the velocity command or the velocity feedback is greater than 30% of this
parameter setting. For future software releases, this parameter will also be used
for a self-commissioning feature for both induction and PM motors.
See fault: 504 Enc Pos
Mag err thr eDeg Visible only when” Motor Type” = 902
This parameter specifies the allowable difference between the magnet position
derived from the encoder and the result of the Locked Rotor Test (LRT), and the
estimated position of the magnets based on the back-EMF of the motor.
See fault: 504 Enc Pos
LRT DC Level PU Visible only for PM motors.
Specifies the DC current offset to be used during the Locked Rotor Test (LRT). It
is specified in per unit of the rated motor torque (Rated Trq I A). It is subject to a
minimum of 4% of the full-scale current of the drive (see Drive Type).
LRT mot err eDeg Visible only for PM motors.
During the locked rotor test to ensure the brake is dropped, there is a minimum
allowable variation that the encoder can move. This is specified in electrical
degrees with this parameter. This could occur when the brake is loose or when
the locked rotor test current is producing significant torque as a result of
unmatched brake-motor combination.
If the minimum is exceeded, the fault 503 LRT Motion will be logged.
Fld Wkn Lvl % Visible only for PM motors.
The Field Weakening Controller (FWC) is a voltage regulator that allows higher
motor speeds without exceeding maximum sinusoidal inverter output voltage and
is applicable to PM motors only. This parameter specifies the voltage level at
which the FWC begins to dictate negative d-axis current. This parameter is a
percentage of the maximum sinusoidal output voltage, which is equal to the bus
voltage divided by sqrt(2) minus some small voltage drops due to the impedance
of the IGBTs (line-to-line rms). This parameter is typically set to 100, which
equals a 513 V line-to-line rms drive output. To disable the FWC, set this
parameter to 200.
Fld Wkn BW Hz Visible only for PM motors.
The Field Weakening Controller (FWC) is a voltage regulator that allows higher
motor speeds without exceeding maximum sinusoidal inverter output voltage and
is applicable to PM motors only. This parameter specifies the bandwidth of this
regulator. This parameter is set typically to 10 Hz, but may be lowered down to
about 2.5 Hz for certain motor applications with a low electrical frequency
depending on perfromance.
Inv Hrmnc On 0/1 Visible only for PM motors.
This parameter turns the inverter 6th harmonic inverter current regulator for the
PM machine. The default is turned off as a comprehensive tuning process is
needed if deemed necessary. The parameter for all predefined motor types is
turned off except motor type 104 (Date 5/21/2010). In the feature it can be turned
on if the tuning is done for the specific motor. It is suggested to be set to 0 If the
user defined motor 902 is used.

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Inv Hrmnc dS % Visible only for PM motors and the Inv Hrmnc On 0/1 is set to 1.
This defines the amount of d axis current in phase with the magnet position as
percentage of torque current reference. Note that negative values indicates 180
degrees phase shift to allow greater tuning flexibility.
Inv Hrmnc dC % Visible only for PM motors and the Inv Hrmnc On 0/1 is set to 1.
This defines the amount of d axis current in quadrature with the magnet position
as percentage of torque current reference. Note that negative values indicates
180 degrees phase shift to allow greater tuning flexibility.
Inv Hrmnc qS % Visible only for PM motors and the Inv Hrmnc On 0/1 is set to 1.
This defines the amount of q axis current in phase with the magnet position as
Inv Hrmnc qC % Visible only for PM motors and the Inv Hrmnc On 0/1 is set to 1.
This defines the amount of q axis current in quadrate with the magnet position as
6.5.5 3-5 PROFILE

Man Speed mm/s Visible only when “Interface Type” = 0
Speed during manual mode operation.
Man Acc mm/s2 Visible only when “Interface Type” = 0
Acceleration during manual mode operation.
Man Dec mm/s2 Visible only when “Interface Type” = 0
Deceleration during manual mode operation.
Insp Speed mm/s Visible only when “Interface Type” = 1
Speed at inspection run.
Note: Value may be changed to 300 by the system’s auto-installation routines.
Nom Speed mm/s Visible only when “Interface Type” = 1
Nominal speed.
Note: this automatically sets "Corr Speed mm/s" when changed.
Min Speed mm/s Visible only for Low Voltage Drives.
The minimum speed the elevator will operate for battery state of charge >=50%.
This speed condition usually happens with full car up or empty car down.
Min Speed Load % Visible only for Low Voltage Drives.
This is the load in car as a percentage of the duty load where minimum elevator
speed (Min Speed mm/s) is commanded when the car is going up.
Max Speed Load % Visible only for Low Voltage Drives.
This is the load percentage in car, where the elevator speed starts to decrease
from the nominal maximum value when the elevator is going up.
Spd Drop vMin V Applicable only to LVD drive
This parameter indicates the battery voltage below which the elevator speed will
be reduced by 10% to avoid overloading of the battery. The duration for the
decision to reduce the speed is 2s.
Spd Drop vMax V Applicable only to LVD drive
This parameter indicates the battery voltage above which the elevator speed will
be reduced by 10% to avoid overcharge across the battery. The duration for the
decision to reduce the speed is 2s.
Spd Drop iMax % Applicable only to LVD drive
This parameter indicates the motor field weakening current level above which the
elevator speed will be reduced by 10% to avoid overloading of the battery (and
the motor). The duration for the decision to reduce the speed is 2s.

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Accel mm/s2 Visible only when “Interface Type” = 1
Nominal acceleration rate.
Decel mm/s2 Visible only when “Interface Type” = 1
Nominal deceleration rate.
Jerk mm/s3 Visible only when “Interface Type” = 1
Nominal jerk rate.
Corr Speed mm/s Visible only when "Interface Type" = 1
Speed used for correction runs. Automatically set when "Nom Speed mm/s" is
changed.
If the customer complains about the correction run speed being too fast or
being uncomfortable, the correction run speed can be lowered. Lowering
the correction run speed can lessen the “falling” effect felt by passengers.
This should be negotiated with the customer to accommodate time versus
speed trade offs for tall building applications.
Notes:
- Upper limit is actual value of "Nom Speed mm/s" resp. 2000 mm/s.
- A lower limit of 500 is recommended because of thermal concern
for longer correction runs.
- Parameter DDP sec has to be adjusted if necessary.
Base Speed % Visible only when “Interface Type” = 1
This parameter is a profile adjustment parameter. Nominally it is set to 75%. Its
main function is to start removing the acceleration (jerking out of constant
acceleration or jerking into constant velocity) at a point where the speed is 75%
(or the value entered by the user/operator) of the nominal speed. The main
purpose of this parameter is to limit the converter peak current and/or to limit the
maximum motor voltage (especially for induction machines).
Creep Speed mm/s This is the final landing speed of the profile generator. When the profile hits this
speed after it decelerates to the target it travel with a constant velocity of “Creep
Speed” for a certain distance defined in “Creep Length”. If the “Creep Speed” is
set to zero this feature is disabled.
Creep Length mm The distance covered between the events that the profile reaches the creep
speed and it finally lands to the target. Setting this value to zero disables this
feature.
Creep Jerk 0/1 This service tool selection provides the choice of ending the creep zone via either
a limited jerk profile, where the jerk value is defined in “Jerk mm/s3” or a
timed deceleration.
0 – Infinite jerk values are used during final landing (i.e., timed decel)
1 - Finite jerk values are used during final landing (i.e. profile)
Choice “1” results in smoother landing, while choice “0” results in faster landing
(shorter flight time).
Zero Vel Tim ms Visible only when “Interface Type” = 1
This parameter sets the time for holding the velocity reference at zero speed at
the end of a run to ensure car motion has stopped before dropping the brake.
MCSS Overspeed % Visible only when “Interface Type” = 0
Overspeed trip point as a percentage of the parameter: Duty Speed mm/s
See fault: 500 Overspeed.
MAN Overspeed % Visible only when “Interface Type” = 0
Overspeed trip point as a percentage of the parameter: Man Speed mm/s
See fault: 500 Overspeed.

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ARO Overspeed % Visible only when Interface Type = 2 or 3.
Visible only when “ARO type” = 2.
Overspeed trip point as a percentage of the parameter: ARO Speed mm/s. 0
disables the overspeed trip. See fault: 533 ARO Overspd.
ARO Speed mm/s Visible only when Interface Type = 2 or 3.
Visible only when “ARO Type” = 2.
Speed during ARO type run. See related fault: 533 ARO Overspd.
ETP Spe %DutySpe Visible only when “Interface Type” = 1
The Emergency Terminal Protection (ETP) feature is used at units above 2.5 m/s
in case of reduced buffer stroke. This parameter specifies the speed below which
the message DriveSpeedCheck2 is sent to the OCSS. The OCSS then operates
the ETS1 relay. The unit is percent of the parameter "Duty Speed mm/s".
ETP2 Spe %Duty Visible only when “Interface Type” = 1
Refer to “ETP Spe %DutySpe” above. This is threshold of “ETP secondary”. Drive
sends the message of DriveSpeedCheck2(EtpSecondary) to OCSS.
Man Load % This is used when a load weight device is unknown in a case like construction
mode. Sets the value as in-car load%.
UCM Acc Up mm/s2 Visible only when Interface Type = 1
Specifies the acceleration rate for the free-roll simulation profile used in
the UCM-EN handover test, empty car up.
UCM Acc Do mm/s2 Visible only when Interface Type = 1
Specifies the acceleration rate for the free-roll simulation profile used in
the UCM-EN handover test, full load down.
Dec Speed mm/s Visible only when “TwoStepSpeed 0/1” = 1.
This parameter specifies the Decreased Speed (or Lower speed) that the car
reduces to after passing the 1DS or 2DS sensor. It should be set so that the
buffer impact allowance speed is satisfied. See the parameter
“TwoStepSpeed 0/1” for more details.
6.5.6 3-6 FACTORY

Factory Password When the correct password is entered, the following parameters become visible
to the user.
DC Bus fscale V Visible only when “Factory Password” is set.
Specifies the full-scale voltage for the DC bus voltage sensing. This parameter is
adjusted at the factory so that the DC bus voltage shown in the service tool
matches the DC voltage measured using a DVM.
Note for Low Voltage Drives:
The trim parameter is stored in the control board SPIFLASH and is read
automatically. This parameter will therefore be set automatically to its default
value of 1000 and does not need to be adjusted.

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She
AC Lin
ne fscale V Visiblee only when “Factory Pa assword” is s set.
Not ap pplicable forr Low Voltag ge Drives.
Specifiies the full-sccale voltage for
f the AC lin ne voltage se ensing. This pparameter is
adjusteed at the facttory so that th
he AC line vo oltage shown n in the servicce tool
matche es the AC vo oltage measured using a D DVM. The avverage of the e sensed
voltagees should be used for thiss calibration procedure.
p F
For example,, the 60A
drive h
has only two line-to-line
l vo
oltage senso ors (Vrs and V Vst). These ttwo line-to-
line voltages should d be average ed for this callibration proccedure. It is preferred tha
at
the facctory has a ba alanced AC line supply fo or this proceddure, but it no
ot necessary.
Note fo or 60A V.2 d drives with eI2C
e EEPRO OM storage c capability: thhe trim
parame eter is storedd in the poweer section EEEPROM and is i read autom matically. This
parame eter will there
efore be set aautomaticallyy to its default value of 10000 and doess
not nee ed to be adjuusted.
Ac/Dc Calibra P
PU Appliccable only whenw “Low Volt
V Op 0/ /1” is set to o 1.
This is the calibratioon factor that ensures AC C voltage sen nsing and DC C voltage
sensing are comme ensurate.
6.6 E
Engineerin
ng Parame
eters Deta
ailed Desc
cription
Parameters s in the engiineering SVT T menu are meant
m for en
ngineering ppurposes on
nly. Please
do not arbitrrarily chang
d ge SVT param meters in th
he engineerin
ng menu witthout consuultation
f
from engineeering first. O
Otherwise, ddamage to eequipment iss possible. T
The paramete
ers are
v
visible only w
when the eng gineering passsword has b
been entered.
6.6.1 6-1
6 ENG A
ADJUST
Engine
eer Passwr
rd When the correct p password is entered,
e the eengineering menus
m becomme visible to
the use er.
PX Pic
ck In IDLE
E Visiblee only when n “Engineer Passwrd” is s set.
0 = The PX relay iss NOT PICKE ED (NOT CLOSED) durin ng the idle staate. This is
thee default valu
ue for this parameter. The e default conffiguration sattisfies VDI
reqquirements in n Europe thro ough power ssaved by nott picking PX rrelay.
1 = The PX relay iss PICKED (C CLOSED) durring the idle sstate.This configuration
sattisfies code ttests in Chinaa where the inspector ma ay push close e the SX relayy
during inspectio on.
CAUTIION: there iss risk of hardw ware damage e if the SX re
elay is pushed in during
insspection test in China and d this value iss not set to 1.
PFC Vo
olt Lvl % Visiblee only when n “Engineer Passwrd” is s set.
The Po ower Factor Controller
C (P
PFC) is a volta age regulato or that allows higher ac
input vvoltages witho out exceedinng maximum sinusoidal co onverter outp put voltage
and is applicable too regen drive es only. This parameter sspecifies the vvoltage levell
at whicch the PFC b begins to dicttate positive d-axis
d curren
nt. This parameter is a
percen ntage of the mmaximum sin nusoidal outp put voltage, wwhich is equa al to the bus
voltagee divided by ssqrt(2) (line-tto-line rms). This parame eter is typically set to 100
0.
To disa able the PFCC, set this parrameter to 20 00. This paraameter is usu ually useful in
n
NAA area as for oth her regions tthe ac input iss lower.
PWM fr
req H
Hz Visiblee only when n “Engineer Passwrd” is s set.
Specifiies the PWM M frequency o of the inverter and the con nverter. The current
regulattors run at haalf the PWM frequency.
Min IG
GBT on t u
us Visiblee only when n “Engineer Passwrd” is s set.
Sets an IGBT minim mum on–time e different fro
om default se ettings. Note:: parameter
Engine eering Test mmust be set to o 2006 (enab ble minnimum m IGBT time)) prior to this..
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Pos Gain Visible only when “Engineer Passwrd” is set.
Proportional gain of the position regulator.
Pos Err Lim mm Visible only when “Engineer Passwrd” is set.
Specifies the limit used to detect tracking error. If the absolute difference
between the predicted position (based on the profile generator position reference)
and the position feedback (based on the encoder) exceeds this limit, a fault is
logged and an emergency stop results. See fault: 501 Pos Tracking
Vel fscale PU Visible only when “Engineer Passwrd” is set.
Per unit value of the internal software scaling of the velocity.
LRT Frequency PU Visible only when “Engineer Passwrd” is set.
This is the frequency of the test current signal as a per unit of the desired current
inverter regulator frequency to calculate rotor magnet postion with respect to the
encoder.
LRT Ld Cycles Visible only when “Engineer Passwrd” is set.
This is the number of periods of the rotor inductance waveform. The rotor
inductance waveform repeats itself over a mechanical revolutions by the number
of pole pairs. A good number minimum number for this would be the number of
pole pairs. Anything larger will improve noise immunity of the results.
Vq out thresh PU Visible only when “Engineer Passwrd” is set.
Q-axis current regulator output threshold when the brake is not lifted yet. This is
used to detect failed current sensors or disconnected motor from the drive as a
result of wiring errors or relays not working etc. See fault 111 No Id fdbk.
Sngl PWM ang deg Visible only when “Engineer Passwrd” is set.
This parameter determines when one of the converter legs (R- or S-phase) not to
be switched while the other is being switched. The threshold is as a function of
the utility angle (utility voltage signal crossing zero volts is the reference). A value
of zero disables the feature all together leaving a sine triangle PWM method,
while a very small nonzero value will cause one cycle not to switch and the other
switching, while the next cycle this role swaps as far as the phase concerns.
Test Noise Lvl % Visible only when “Engineer Passwrd” is set.
This parameter along with “Test Noise BW Hz” control the characteristics of the
noise injected to the control loops in special test modes. This parameter
multiplies the noise by unity at 100 percent and linearly otherwise. This parameter
is especially used to filter the noise heavily for low bandwidth loops while
generating enough excitation for acceptable coherence.
Test Noise BW Hz Visible only when “Engineer Passwrd” is set.
This parameter sets the bandwidth (Hz) of the white noise used during the test
modes for the inner and outer velocity regulators, the field weakening regulator,
and the position regulator.
Target mm Visible only when “Engineer Passwrd” is set.
Position target, applicable only in DAT_PROFILE test mode.
Drive Pmax kW Visible only when “Engineer Passwrd” is set.
This parameter specifies the set point for the power-limiting feature in the profile
generator. This is an engineering parameter, normally set to a very high value so
that the function is disabled. When it is set to a value close to the drive capability,
a near-optimal trajectory is calculated to limit the maximum output power (in the
profile generator this controls J4f and J6f).
Load in car % Visible only when “Engineer Passwrd” is set.
This parameter is used in conjunction with the power-limiting feature of the profile
generator (see "Drive Pmax kW" above). This is an engineering parameter used
only in the DAT_PROFILE mode. In all other normal modes, the actual load from
the load weight system is used.

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Drive Vrated m/s Visible only when “Engineer Passwrd” is set.
This parameter is used in conjunction with the power-limiting feature of the profile
generator (see "Drive Pmax kW" above). This value should be larger than or
equal to the nominal speed of the elevator. This is useful when a high speed
machine is to be used at lower speeds.
Belt Cmp Off A Visible only when “Engineer Passwrd” is set.
This parameter is used to over-ride the learned compensation parameter for belt
and traveling cable imbalance. This parameter specifies half of the difference of
the torque current during the constant speed portion of the run near the bottom
and near the top of the hoistway. The variation should not exceed 30% of rated
motor torque.
See display parameter: BeltCmp:Offset A
Belt CmpSlp mA/m Visible only when “Engineer Passwrd” is set.
This parameter is used to over-ride the learned compensation parameter for belt
and traveling cable imbalance. This parameter determines how much current
variation is observed per meter of hoistway due to belt and traveling cable
imbalance. The drive calculates the necessary current needed to add to the
pretorque based on the current position in the hoistway.
See display parameter: BeltCmp:Slp mA/m
BeltCmp Lrn? 0/1 Visible only when “Engineer Passwrd” is set.
Specifies if the learned parameters to compensate for belt and traveling cable
imbalance should be used or over-ridden:
0 – over-ride the learned values and use the parameters specified in
EEPROM instead (see above)
1 – use the learned compensation values
LowSpdBnd mm/sec Visible only when “Engineer Passwrd” is set.
To disable this functionality, set the LowSpdBnd and SpdSteps to 0.
This parameter is used to adjust start jerk performance at the beginning of an
elevator run using velocity loop gain scheduling for discrete loadweighing (or no
loadweighing) systems. For the low speed velocity calculations, this parameter is
the minimum velocity threshold that is compared with the absolute value of the
velocity error (the reference minus feedback). If the velocity error is less than this
threshold, then the velocity feedback calculation is not updated. If the velocity
error is above this threshold and the maximum time for receiving no encoder
pulses expires, then the velocity feedback calculation is adjusted by the
“SpdSteps mm/sec” value.
SpdSteps mm/sec Visible only when “Engineer Passwrd” is set.
To disable this functionality, set the LowSpdBnd and SpdSteps to 0.
This parameter is used to adjust start jerk performance at the beginning of an
elevator run using velocity loop gain scheduling for discrete loadweighing (or no
loadweighing) systems. This parameter is used to adjust the low velocity
feedback calculation. If the absolute value of the velocity error is above the
“LowSpdBnd mm/sec” and the maximum time for receiving no encoder pulses
expires, then the velocity feedback calculation is adjusted by this parameter
value.
2D Enable? 0/1 Visible only when “Engineer Passwrd” is set.
This parameter is used to enable transmission of the CAN message
“DriveStoppingInfo”, which is sent every 30ms, when enabled.

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ARO Bus LwrLim V Visible only when “Engineer Passwrd” is set.
Applicable only during ARO(EN) mode.
During ARO with the regenerative drive, no regenerative energy is allowed to
return to the battery. Instead, the DC bus is allowed to increase and the
regenerative energy is dissipated in the losses. If the regenerative energy
exceeds the nominal losses in the drive such the the bus voltage rises above a
voltage threshold, then d-axis current is increased in the motor in order to
increases the losses in the motor, thereby limiting the DC bus voltage rise. This
parameter specifies the voltage limit on the DC bus, and the parameter
ARO Mot Id PU specifies how much d-axis current is to be commanded if
the bus voltage were to reach 750 Vdc (thereby setting the gain of the control).
ARO Mot Id PU Visible only when “Engineer Passwrd” is set.
Used in conjunction with the parameter ARO Bus LwrLim V above.
Max Bat Chrg I A Visible only when “Engineer Passwrd” is set.
This parameter specifies the amount of regenerative (charging) current during
ARO operation. It is nominally set to zero. When it is set to zero, if the drive
detects current less than zero, the fault 211 Battry Chrgd will be logged and the
drive will ESTOP. When it is set greater than zero, then regenerative (charging)
current is allowed up to the value specified.
Brk Min Hold I A Visible only when “Engineer Passwrd” is set.
Applicable only when Brk Sw Type 0-4 is set to 4 and Brk Cnt Type
0-3 is set to 2-3.
This specifies the acceptable brake pick and drop thresholds for the brake current
feedback when using the internal brake control. The faults that will be logged are:
405 Brake I Drop or 406 Brake I Hold.
The value is automatically selected corresponding to Motor Type and cannot be
changed unless Motor Type is set to user specified type 901 or 902 - there the
parameter is still hidden in the Engineering Menue (PW protected).
Brk Min Pick I A Visible only when “Engineer Passwrd” is set.
0-3 is set to 4.
This specifies the acceptable brake pick threshold for the brake current feedback
when using the internal brake control without BS. The fault that will be logged
is:418 Bk lft tmout.
parameter is still hidden in the Engineering Menu (PW protected).
Brk I Max A Visible only when “Engineer Passwrd” is set.
0-3 is set to 2-3.
This specifies the maximum brake current feedback when using the internal
brake control. The fault that will be logged is 407 Brake I Max.
parameter is still hidden in the Engineering Menue (PW protected).
Brk I Offset A Visible only when “Engineer Passwrd” is set.
Applicable only when using brake current monitoring (Brk Cnt Type 0-3
= 2 or 3).
Specifies the allowable offset current when using brake current montoring. If the
threshold is exceeded, the fault that is logged is 404 Brake I Off.

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She
Brk PW
WM Freq di
iv Visible e only whenn “Engineer Passwrd” is s set.
Contro ols the brake PWM freque ency. The base frequencyy is 1 KHz, an nd the
parameter specifiess the frequen ncy divisor. T
Thus:
brrake PWM frrequency = 1 KHz / diviso or.
Default value is 3 -> 333Hz.
SVT Ti
imeout mi
in Visible e only whenn “Engineer Passwrd” is s set.
When a remote (MCSS pass-th hrough) SVT is connected d and no loca al SVT is
conneccted, the rem mote SVT getts direct acce ess. Howeverr, if a local SV VT has been
n
conneccted for less than the amo ount of time sspecified by this parametter, then
remote e access is not automaticcally granted. Instead, a prompt is sent to the
remote e SVT warnin ng that a loca
al SVT is con nnected. The prompt allow ws for the
local SVT
S to be maanually overriidden. The de efault for the
e timer is 4 ho
ours.
Cnv P
PWM 2/3 Visible e only whenn “Engineer Passwrd” is s set.
Specifiies the PWM M type for the converter:
2 = Discontinuous PWM M (2-phase sswitching)
3 = Continuuous PWM (3 3-phase swittching)
Micro Wrn 0 - 4 Visible e only whenn “Engineer Passwrd” is s set.
Specifiies the numb ber of conseccutive bad pa ackets that will be ignored d before a
fault iss declared. Thhe fault decla
ared is 924 Micro War rn.
Dis Ch
hg Time se
ec Applic cable only too 416 and 46 60 drives.
Rollback Call mm Visible

e only when n “Engineer Passwrd” is s set.
This pa
arameter is valid
v for JIS a
and CAN sysstem.
The drrive checks iff the rollback distance is o
over this setting.
PrChg Min Thrs
s V Appliccable only too LVD
The minimum bus voltage
v required in order to advance ffrom the pre--charge state
e.
PrChg Min Time
e s Appliccable only too LVD
The minimum time required in o order to adva
ance from the e pre-charge state
6.6.2 6-2
6 ENG T
TEST
Parameters in the engin
P neering SVT T menu are mmeant for en
ngineering purposes
p only. Please
d not arbitrrarily chang
do ge SVT param meters in th
he engineerin
ng menu witthout consuultation
f
from engineeering first. O
Otherwise, ddamage to eequipment iss possible. T
The paramete
ers are
v
visible only w
when the eng gineering passsword has b
been entered.
SVT Display Descriiption

Engine
eer Passwr
rd When the correct p password is e
entered, the rremaining en
ngineering me
enus become
e
visible in the servicce tool.
Engine
eering Tes
st Visible
e only when “Engineer Passwrd”
P is
s set.
Used to activate on
ne of several tests used b
by engineerin
ng. The test a
are listed in
the tab
ble below.
Tes st Descriiption
10....99 Individuual sets of va
ariables are mmonitored via
a Test Vars ((M18).
100 Set ICDD version ma anually, ep1:== ICD version
101 Monitor pos fbk shifft in test varss, IF (ep4==1234 AND ep p5==1234): trrigger one-tim
me
EndRu un cmd injection at (22000 0mm-ep1/10))
102 Determmine LS lag :
A) IF (e
ep5==2345 AND A ep1>0): invalidate cu
urrent floor (a
and NCF andd TgtFloor) ep1 ms
after en
ntering IDLE -> cycles syystem in COR RR runs.
B) In C
CORR runs : Monitor first ffbk correction after LS recovery:
TestVa ariable1=maxx corr in up dir, TestVar2: min corr in u up dir,
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TestVariable3=max corr in down dir, TestVar4: min corr in down dir.

C) Outside CORR runs : Monitor corrections at vanes:
TestVariable1=max magnitude correction, any dir,
TestVariable2: sum of corrections in UP runs,
TestVariable3: sum of corrections in DOWN runs,
TestVariable4: num of corrections monitored (both dir).
Note: Negative correction = Pos.fbk step upwards.
103 Inject UIS DIS: Sets the UIS or DIS signal in s/w to simulate a PRS transition. It is used
to cause a position correction with specific timing. Details: See description in code.
104 Inject vane state after LS: This test sets the PRS signals in s/w to simulate a PRS
transition causing a position correction. The timing of this transition is preset to a
chosen delay after Floor.current changed from INVALID to valid, e.g. after an LS
transition. After setting and holding HwySignals, the test's intrusion is ended when
- The PRS input reaches the state preset by s/w, or
- 5s have expired
Parameters and outputs: See source code.
105 Emulate hysteresis and latency in PRS: This test delays PRS signal transitions to
introduce latency or/and modifies mm-position captured at PRS transitions to introduce
additional hysteresis. The purpose of the test is to verify process identification tools and
to simulate effects of low-quality PRS’s. The hysteresis and latency can be specified for
each sensor (UIS, 1LV, 2LV, DIS) individually.
106 Set speed thresholds for switch to High Speed Vane Tracking:
ep1 = lower threshold in mm/s (HSVT -> full tracking)
ep2 = higher threshold in mm/s (full tracking -> HSVT)
107 ENGTEST_EMULATE_RLEV_SIG_SEQUENCE
This test emulates UIS/DIS during an ongoing RELEVEL run such that two UIS/DIS
transitions are injected after the run has entered the NRZ. This test provides reduced
functionality of test 108.
108 This test emulates UIS/DIS during an ongoing RELEVEL run such that two UIS/DIS
transitions are injected after the run has entered the NRZ.
109 ENGTEST_ESTOP_SLIDE1
110 ENGTEST_ESTOP_SLIDE2
111 Single phase test. When this value is set the drive configures the test variables to send
the following variables:
Test Frac 1 = Converter x phase voltage before Single phase PWM forced.
Test Frac 2 = Converter y phase voltage before Single phase PWM forced.
Test Frac 3 = Sin of converter phase angle;
Test Frac 4 = Sin of the converter phase angle at which single phase PWM is invoked
112 ENGTEST_TRIGGER_FAULT
113 ENGTEST_DELAY_PRS_AFTER_10MS_LATCH
114 ENGTEST_DISABLE_LR_SAF_CHAIN_CHECK
115 ENGTEST_MICRO_PX_ACTIVE
116 ENGTEST_MICRO_BRK_ACTIVE
117 ENGTEST_MICRO_UIB_ACTIVE
118 ENGTEST_MICRO_DIB_ACTIVE
119 ENGTEST_FAULT_IN_LRT
120 ENGTEST_MASK_DBD_FAULT_IN_BATMODE
121 ENGTEST_DYNAMIC_BUS_VOLTAGE_CNTL
122 ENGTEST_SIMULATE_BAT_VOLTAGE
123 ENGTEST_I2C

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124 ENGTEST_DBR_PWM
125 ENGTEST_FAN_PWM
126 ENGTEST_OCBT_TRIP
127 ENGTEST_OPTION_PORT_GPIO
128 ENGTEST_OPTION_PORT_ADC
129 ENGTEST_OPTION_PORT_PWM
130 ENGTEST_OPTION_PORT_SCI
131 ENGTEST_DBR_SHORT
200 ADC_FILTER
400 Test mode where both inverter and converter are disabled
401 Test mode where the converter control is disabled and the inverter is enabled. Second
digit refers to converter and third refers to inverter
410 Test mode where converter is enabled but inverter disabled
420 ENGTEST_UPS
463 makes landing table invalid (once per setting)
470 Setting this test triggers (once) position recovery from SPBC/GECB, monitored in test
vars M18.
482 Not used (was applicable only for non-regen drives).
497 manipulates detected pos and floor at transition into 1LS
IF (ep1!=0 or ep2!=0): detctdPos := learnedPos+ep1-ep2
IF (ep3!=0 or ep4!=0): curFlr := learnedFlr+ep3-ep4
498 ENGTEST_2LS_FLASH_WHEN_1LS_ON
499 ENGTEST_2LS_ON_WHEN_1LS_ON
500 ENGTEST_1LS2LS_ON_WHEN_2LS_OFF
512 PRS Override
513 lower speed check limit for releveling, triggers RLEV abort
600 ”BrakeState” CAN message is derived from BY relay instead of BS1/2
601 Simulates different states of BS1 and BS2 inputs. Affects only the ”BrakeState” CAN
message, not drive operation.
766 Monitor internal learn run vars in test.xy display vars.
800 JIS DEFAULT PARAM
This should be set after the end of a test of “801 JIS UCMP TEST” to return to default
parameters.
801 JIS UCMP TEST
This is used for UCMP test. If "EngTest Param1" is set from 0 to 180, the pole position
is shifted to start with an un-intended motion which is called “Rocket start”.
802 JIS TRACKING INVALID
This is used for any engineering test without “velocity tracking fault”.
803 JIS WITHOUT LWS
This is used for CAN simulator without LWS. If this is set, a releveling mode is enabling
with invalid data of the Load.
804 ENGTEST_JIS_REI_BTI
833 ENGTEST_CAN_OVERSPEED
This mode is used for “115% Overspeed running” with CAN Interface.
If this mode is set, the Overspeed threshold is changed from 110% to 120%.
851 ENGTEST_ETSD_MODE
This is used for NTSD and ETSD test of HSOVF or OVF412RCR with CAN interface.
NTSD: If the "EngTest Param1" is set to 120%, the "Decel mm/s2" is 120% for the
profile.
ETSD: If the "EngTest Param2" is set to 100, the NTSD mode is disabled.
852 ENGTEST_POWER_DOWN_MODE
This is used for a test of “Power down” with MX-OFF.
If the "EngTest Param1" is set to 100, the “Drive.dischargeRequest" is set to TRUE.

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Then Drive state moves to “Power Down” with MX-OFF.

900 - Self Commisioning fault management tests. Each test simulates one of the self
929 commissioning faults.
930 ENGTEST_ADVANCED_STOPPING_DISTANCE
931 ENGTEST_MM_POSITION
932 OARO STATE MACHINE
933 ENGTEST_OARO_CHARGER_POWER
934 ENGTEST_OARO_BATTERY_FAULT
935 ENGTEST_OARO_OVER_TEMP
937 ENGTEST_OARO_TYPE_MIS
938 ENGTEST_OARO_DISCHARGED_BATTERY
939 ENGTEST_OARO_FAULT
940 ENGTEST_OARO_BLV_RELAY
941 ENGTEST_OARO_AR_RELAY_PICK
942 ENGTEST_OARO_AR_RELAY_DROP
943 ENGTEST_MICRO
1000 Vdc cap failure test. When setting the engineering parameter to this value it generates
a dc cap failure fault, even it is not happened.
1502 This is to indicate the software the drive hardware is configured for ARO test mode
where the dc bus is regulated to 150volts (regen drive only) with the exception that if
“EngTest Param1” is set greater than 99 volts, then the bus voltage reference will be
whatever “EngTest Param1” is set to.
1503 Makes profile delay setting effective during ARO. Captures selectable sets of variables
related to ARO roll and converter current threshold detection in the Test.x DAT
variables, see source code for details.
This test is automatically activated after POR by the one-shot parameter set
E2_ENG_TESTPARAM1:= 20, PARAM2:= 6, PARAM3:= 64.
1504 UCM_FAULT
1505 ARO_BOOST2: This engineering test mode enables the global regenerative drive to be
run from batteries while the battery is connected on L1 –L3 and also it allows the
Korean Regen drives to operate on battery dc bus voltage boosting mode. The Korean
Regen drive requires the batteries being connected on L1-L3 of the input phase. Note
also that the global REGEN drive needs an external precharge circuitry, otherwise
damage could occur.
1900 OARO_BATTERY_TEST
1901 OARO_BATTERY_TEST2
2000 Fan test (fan is on with specified duty cycle). The duty cycle is commanded via the
the engineering menu and setting parameter EngTest Param1.
2001 Position Filter Test. Sets the following test varaibales for visibility:
Test.x1 = Pos.correction;
Test.x2 = wholeUnits;
Test.x3 = incrementalCorrection;
2002 Profile test 1. Sets test variables as follows:
Test.x1 = _IQ((Prof.pos+Prof.sd)/100.0);
Test.x2 = _IQ(nextStoppingPosition/100.0);
Test.x3 = _IQ(advProfStatePtr->dataInvalid_decelPhase);
Test.x4 = _IQ(advProfStatePtr->acc);
2003 Profile test 2. Sets test variables as follows:
Test.x1 = Pos.latch + Pos.direction * ProfStateIn350ms.pos;
Test.x2 = nextStoppingPos;
Test.x3 = nextStoppingPosIn350ms;
Test.x4 = ProfStateIn350ms.dataInvalid_decelPhase;
2004 Start delay test. Sets test variables as follows:

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Test.x1 = possibleStartDelayMs;
2005 Temperature test. Sets temperature reading based on DAT:
Inv.temp.in = _IQ(((OInt32)(Pc_to_logger.ref_0 + Pc_to_logger.ref_1)) /
HEATSINK_FULLSCALE);
2006 Enables minimum IGBT on-time for regen drive also and allows minimum on-time to be
set according to the SVT parameter “Min IGBT on t us” for both types of drives.
2007 ENGTEST_OCBT_VOLTAGE_TRIP
4001 PLL test in which the converter and the inverter is disabled. This test mode works in
conjunction with the DAT to get signal values from the DAT. See Table 8-2 Test Mode
I/O.
8010 ZERO_OUT_LOAD_WEIGHING: This test mode independently disables the pretorque
value and sets it to balanced car (load) condition (=0).
9010 Simulates failed 1LS signal in low state
9011 Simulates failed 1LS signal in high state
9020 Simulates failed 2LS signal in low state
9021 Simulates failed 2LS signal in high state. in high state
9022 ENGTEST_ZKIP - Returns the access level in Test.x1.
9027 ENGTEST_I2C_BRAKE_IO
9028 ENGTEST_SPI_FPGA_COMM
9422 ENGTEST_ALWA_422 - Enable ALWA algorithm in 422 mode
9431 ENGTEST_ALWA_ALL - Enable ALWA for all run types.
9432 ENGTEST_STATE_MACHINE_UIB
9434 ENGTEST_ADC_BLOCKING_INT
9435 ENGTEST_422_OVER_CAN
9436 ENGTEST_SET_OMU_PROBIHIT
9437 ENGTEST_CLR_OMU_PROBIHIT
9500 ENGTEST_SINGLE_PH_HARMONIC_REG
9501 ENGTEST_SINGLE_PH_HARMONIC_REG
9502 ENGTEST_INVERTER_HARMONIC_REG_D
9503 ENGTEST_INVERTER_HARMONIC_REG_Q
9504 ENGTEST_BRAKE_CURR_SENSE
9505 ENGTEST_LVD_DBR_SET_POINT
9506 ENGTEST_FWC_LOOP_NOTCH_FILTER
Note: “ep” = “EngTest Param”
EngTest Param1 Visible only when “Engineer Passwrd” is set.

EngTest Param2 These parameters are MULTI PURPOSE test parameters that have different
EngTest Param3 purposes depending on what test was selected via the "Engineering Test"
EngTest Param4 parameter.
EngTest Param5
HrmncReg enb 0/1 Visible only when “Engineer Passwrd” is set.
Specifies if the converter harmonic regulators are active.
0 – The converter harmonic regulator is disabled
1 – The converter harmonic regulator is enabled.
This parameter can be changed while the drive is running.
Inv HrmncCmp Deg Visible only when “Engineer Passwrd” is set.
This parameter is used to tune the 6th harmonic inverter current regulator stability
and to account for computational delays. This heavily depends on the rated
frequency of the machine to have harmonic regulators turned on.
Inv Hrmnc BW Hz Visible only when “Engineer Passwrd” is set.
This is the default BW of the 6th harmonic inverter current regulator and
potentially needs to be revisited if a new machine is to be tune.

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Inv Hr Thrs mm/s Visible only when “Engineer Passwrd” is set.
The 6th harmonic inverter current regulator ideally needs to be tuned based on
speed. If not, it is better to turn it on beyond a speed. This parameter defines that
threshold. However there is a range of tolerable speeds that the harmonic
regulator is supposed deliver stable harmonic current control.
TimeDec Test 0/1 Visible only when “Engineer Passwrd” is set.
This parameter allows the user to initiate a timed-decel during a run and is used
for test purposes only.
0 – no action taken
1 - Initiate timed-decel.
Encoder Test 0/1 Visible only when “Engineer Passwrd” is set.
This parameter allows the user to virtually disconnect the encoder from the
control and is used for test purposes only.
0 – normal operation
1 - the velocity feedback and the position feedback are not used in the
velocity regulator, the position regulator, nor the field orientation. The
velocity feedback calculation and the position feedback calculation
can still be viewed in the service tool display.
Ovrtmp Estop 0/1 Visible only when “Engineer Passwrd” is set.
Determines how the drive will respond to a heatsink overtemperature fault.
0 – The drive will log the fault 601 Inv Tmp Over using the default
temperature trip point, and the fault response is to complete the run
(COMP).
1 – The drive will log the fault 601 Inv Tmp Over using the temperature
trip point specified by the parameter HS Overtmp deg C, and the fault
response is an emergency stop (ESTOP).
HS Overtmp deg C Visible only when “Engineer Passwrd” is set.
Specifies the trip point for the overtemperature fault when the parameter Ovrtmp
Estop 0/1 is set to 1.
Flr To Test Visible only when “Engineer Passwrd” is set.
Used only for testing vane positions. Specifies the floor to be tested (bottom floor
= 0)
Flr Pos mm Visible only when “Engineer Passwrd” is set.
Used only for testing vane positions. Displays the center position of vane at the
specified floor (previous parameter)
Flr New Pos mm Visible only when “Engineer Passwrd” is set.
Used only for testing vane positions. Allows the center position of vane at the
specified floor to be changed. Normally displays 0, and resets to 0 after change
occurs.
Flr Vane Len mm Visible only when “Engineer Passwrd” is set.
Used only for testing vane positions. Displays the learned length of the vane at
the specified floor. Top and bottom vanes are not learned.
ALWA Confg 0/1/2 Visible only when“ Interface type” = 1
0 – Doesnot update pretorque using ALWA gain and offset.
1 – Update pretorque using ALWA gain and offset.
2 –Reset ALWA algorithm.

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ARO FLAG AR-Rly Visible only when “Engineer Passwrd” is set.

Applicable only to Optimized ARO when “Interface Type” = 3.
Indicates the status of the BLV/AR fault management for Oprimized ARO.
0 = No fault
1 = First attempt to pick BLV resulted in AR relay fault
2 = Second attempt to pick BLV resulted in AR relay fault
This parameter defaults to zero, if it is stored to be nonzero during a power up
sequence, then optimized ARO is blocked. This parameter is used in the software
to report ARO blockage.
ARO FLAG BLV-Rly Visible only when “Engineer Passwrd” is set.
Applicable only to Optimized ARO when “Interface Type” = 3.
This parameter defaults to zero, if it is stored to be nonzero after an optimized
ARO sequence, then this parameter is used as an indicator to report the
controller that the BLV relay is welded and needs to be serviced.
ARO Faults Visible only when “Engineer Passwrd” is set.
Applicable to NSAA ARU only.
Used as a mailbox for saving ARU fault status for when power returns.
#define OARO_FAULTS_NONE 0
#define OARO_FAULTS_START 1
#define OARO_FAULTS_MISSING_BATTERY 2
#define OARO_FAULTS_TYPE_MIS 3
#define OARO_FAULTS_DISCHARGED_BATTERY 4
#define OARO_FAULTS_FAULT 5
#define OARO_FAULTS_PASS 6
ARO Alarm Visible only when “Engineer Passwrd” is set.
Applicable to NSAA ARU only.
If an ARU alarm condition exists, it is set true, false otherwise.
Fan Random Area Visible only when “Engineer Passwrd” is set.
Changes the carrier frequency of the fan. At the time of Random Area = 0, it is
usual control.
As for Gen2P&B, the standard is Random Area=10.
Temp Over Test Visible only when “Engineer Passwrd” is set.
This is only for Over temperature test. This increases the temperature of
Converter monitor data.
This value is set “0” in Initialize.
UCMP NG Massage Applicable to REI/BTI test mode only.
Inv ReLe ILimit% Visible only when “JIS Function 0/1” = 1 and "Engineer Passwrd" is set.
Also you can check this setting by F12 " I% IA IR% IRA " of SVT monitor.
Specifies the current limit of Re-level for the inverter as a percentage of the full
scale current for the drive. This also determines the overcurrent trip level, which
is set at 105% of the current limit of Re-level.
See fault: 100 Inv SW Oct
UCM-EN BlkLatchd Visible only when “Engineer Passwrd” is set. Applicable only when
Interface Type = 1 and UCM-EN on/off = 1.
Shows if blockage due to UCM Fault or Brake Monitoring fault is latched in non-
volatile memory.
0 = no blockage active
1 = blockage active, caused by 723 UCM in Run
2 = blockage active, caused by 724 UCM in Slide
3 = blockage active, caused by 725 UCM BrkBlock

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FAN off/0 on/1 Applicable only when drive type is 428 and 460 drives
0 = fan is off
1 = fan is on
6.6.3 6-4 I2C EEPROM

Factory Password When the correct password is entered, the remaining menus become visible in
the service tool.
I2CEE [email protected] Visible only when “Factory Password” is set.
Displays or modifies value stored in I2C EEPROM with device address 2 and
specified subaddress 0000 (example). See description below.
intEE [email protected] Visible only when “Factory Password” is set.
Applicable only for Low voltage Drives.
Displays or modifies value stored in internal SPIFLASH device on specified
subaddress 0000 (example). See description below.
Description:
For UD (Ultra Drives) the required data is stored in a single location:
- DCPB: onboard SPIFLASH; same Location as for the main DSP.
For compatibility reasons with the GDCB this data range is accessed by a menu
showing device address 2.
For LVD (Low Voltage Drives) the required data is stored in two locations:
- LVD_PB: I2C EEPROM; accessible via external address 2,
- LVD_CB: onboard SPIFLASH; accessible via "internal" address selection.
Each menu entry consists of 2 switchable modes:
• Data mode (default):
I2CEE [email protected]
15000> XXXXX
- The value of I2C EEPROM device 2 at subaddress 0x0010 (example) is displayed and can be
modified like any other setup parameter.
Display format is: decimal unsigned integer. Value range is: [0..65535].
A negative value -x must be entered in the format: 65536 - |x|.
Example: to obtain -2 enter 65534.
- A row of "*******" is displayed instead of the data value when the device is not readable.
- Press UP or DOWN to increment or decrement the current selected subaddress.
- Press ON to switch to address mode.
• Address mode (entered when ON key has been pressed):
I2CEE Adr 2.____

0010> XXXX
- The selected subaddress for device 2 (example) is displayed and can be modified like any other
setup parameter.
Display format is: hexadecimal. Value range: [0..1FFE], EVEN values only.
- Press numeric keys and hexadecimal keys ('A ..'F') to enter a new address value.

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- Press ENTER to accept the new address and switch back to data mode.
Note that the entered address will be adjusted automatically to an EVEN value.
- Press OFF to abort address mode immediately and switch back to data mode.

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6.7 Test Menu Detailed Description

6.7.1 5-1 FAN TEST
When this test is activated, the fan should run with full speed for one minute.
The FAN test display sequence after entering menu 5-1 is shown below:
Run Fan Test Fan Running

Enter to Start ENTER Please check
After 1 minute

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6.7.2 5-2 TURNOVR TST

When this test is activated, some functions are temporarily disabled or modified for several
elevator runs:
• The check for proper brake switch state is disabled for 3 runs to allow the single-brake-
shoe test. The braking distance is estimated by the drive and displayed by the parameter
Braking Dist mm.
• The response to a velocity-tracking fault is delayed to accommodate the testing of the
safeties. The default delay time is 1.0 second. When Interface Type is set to MCSS-
type controller, the time can be adjusted using parameter Turnovr Delay ms.
• The encoder-timeout fault check is temporarly disabled. This extends the usability of this
test mode especially when the motor sheave is blocked (sticky brake; probably pullout of
safeties).
• The incoming load weighing information is limited to 109% of full load. This ensures that:
- the OCSS leaves the "OLD" (Overload) mode temporarly so that runs for
overload tests are possible.
- especially for LV-drives the overload speed reduction is disabled temporarly to allow
tests with nominal instead of reduced speed.
Note that there might be other limitations in the system; e.g. battery overvoltage which
must be disabled separately.
This feature is implemented for "Load Weigh Type" = 2 (Hitch-LW) only.

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The SVT display sequence after entering menu 5-2 is shown below:
First a warning message will be displayed: No passengers in

car? Press ENTER
<ENTER>
Press ENTER to enable turnover tests for the next Turnover Tst OFF
3 runs: ON: Press ENTER
<ENTER>
Indicates that the turnover test has been Turnover Test ON

enabled for the next 3 runs: for next 3 runs
<After 3 Runs>
Indicates that the 3 runs with turnover test
enabled have expired. Press GOON to proceed Turnover Test
(e.g. to start this test again): Complete >
<GOON>
Notes:
• It is possible to leave this service tool menu without canceling this test. To abort the test,
press the CLEAR button. A test-aborted message will be displayed. Press GOON to proceed
(e.g. to start this test again).
• This test is NOT intended for buffer testing (i.e. 1LS is NOT disabled for one run). For buffer
testing please use 6.7.5 "5-6 BUFFR/LOWPIT" instead.
• A failure during the locked-rotor test (e.g. "503 LRT Motion" during single-brake-shoe test)
does not decrement the 3-run counter. This allows easier continuation of this test.
• When the UCM feature is enabled (parameter UCM-EN on/off = 1) and the "One-shoe
brake test" has been performed on a machine with physical brake switches then a possible
UCM blockage must be cleared after restoring the brake (by performing an ERO run).

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6.7.3 5-5 SAFETY TEST (UD)

The following description is valid for UD (Ultra Drives) only.
This test simulates the drive response to improper functioning of any of the safety relays.
Make sure there are no passengers in the car No passengers in

car? Press ENTER
<ENTER>
1. Test SW contactor Test SW Contact:

Enter to Start
<ENTER>
Commmand Up or Down ERO run.The Cmd ERO Run

elevator will ESTOP Drive Evnt ESTOP
<ERO Run Up/Down>
704 DBD Fault

Test Pass; Go ON
<GO ON>
2. Test PWM Buffer Test PWM Exists:

Enter to Start
<ENTER>
Command Up or Down ERO runs. The Cmd ERO Run

<ERO Run Up/Down>
721 PwmExistsFlt
Test Pass; Go ON
<GO ON>
(continued on next page)

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(continued from previous page)
3. Test Safety Chain Test Sfty Chain

Enter to Start
<ENTER>

elevator will ESTOP. Drive Evnt ESTOP
<ERO Run Up/Down>
704 DBD Fault

Test Pass; Go ON
<GO ON>
4. Test Brake relay
Test BY Relay:
Note: Actual name is BR relay but still referred
Enter to Start
here as BY relay for downward compatibility.
<ENTER>

<ERO Run Up/Down>
403 Brake BY
Test Pass; Go ON
<GO ON>
Safety Test
Complete
<10 seconds>
Note: this test will be aborted:

• if the user does not press a key for more than 60 seconds.
In this case a message “Safety Test ABORTED or FAIL” will be displayed for 10 seconds.
After this the test can be started again with the first step.
• if the user presses the CLEAR key,
• if the user leaves this menu, e.g. by pressing the MODULE key.
In this test mode only ERO runs are possible since normal runs will end up in a drive blockage
after consecutive failures.

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6.7.4 5-5 SAFETY TEST (LVD)

The following description is valid for LVD (Low Voltage Drives) only.
This test simulates the drive response to improper functioning of any of the safety relays.

car? Press ENTER
<ENTER>
1. Test BR relay picked (stuck in ON state) Test BR Picked:

Note: Actual name is BR relay but event messages Enter to Start
still show BY relay for downward compatibility.
<ENTER>

elevator will start. Drive starts
<ERO Run Up/Down>
Stop ERO run.The elevator will stop. After stop

Drive Shutdn&Flt
<ERO Stop>
Start ERO run again: the drive will NOT start 403 Brake BY
again. Test Pass; Go ON
<GO ON>
2. Test S1 relay picked (stuck in ON state) Test S1 Picked:

Enter to Start
<ENTER>

<ERO Run Up/Down>

Drive Shutdn&Flt
<ERO Stop>
Start ERO run again: the drive will NOT start 703 S Rly Fault

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<GO ON>
3. Test S2 relay picked (stuck in ON state) Test S1 Picked:

Enter to Start
<ENTER>

<ERO Run Up/Down>

Drive Shutdn&Flt
<ERO Stop>
Start ERO run again: the drive will NOT start 730 S2 RlyFault
<GO ON>
4. Test BR relay dropped (stuck in OFF state) Test BR Dropped:

Note: Actual name is BR relay but event messages Enter to Start
still show BY relay for downward compatibility.
<ENTER>

<ERO Run Up/Down>
403 Brake BY
Test Pass; Go ON
<GO ON>
5. Test S1 relay dropped (stuck in OFF state) Test S1 Dropped:

Enter to Start
<ENTER>

<ERO Run Up/Down>
703 S Rly Fault

Test Pass; Go ON

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<GO ON>
6. Test S2 relay dropped (stuck in OFF state) Test S2 Dropped:

Enter to Start
<ENTER>

elevator will ESTOP. Drive starts
<ERO Run Up/Down>
730 S2 RlyFault
Test Pass; Go ON
<GO ON>
Safety Test
Complete
<10 seconds>
Note: this test will be aborted:

• if the user does not press a key for more than 60 seconds.
In this case a message “Safety Test ABORTED or FAIL” will be displayed for 10 seconds.
After this the test can be started again with the first step.
• if the user presses the CLEAR key,
• if the user leaves this menu, e.g. by pressing the MODULE key.
In this test mode only ERO runs are possible since normal runs will end up in a drive blockage
after consecutive failures.

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6.7.5 5-6 BUFFR/LOWPIT

The buffer/LowPit test is a test run with disabled stop control point and disabled 1LS / 2LS, i.e.
the car runs with steady speed until it hits the final limit switch, the buffer, the low pit prop etc. .
The speed for this test can be adjusted by the parameter Nom Speed mm/s .
The test allows to check the car / CWT buffer or the Low Pit maintenance prop.
The SVT display sequence is different depending on selected direction and configuration:
• Buffer test (DOWN w/o. Low Pit configuration or UP in every case)
• Low Pit prop test (DOWN with Low Pit configuration only)
Low pit configuration is determined by the parameter LowPitCnfg 0/1.
Buffer test (DOWN w/o. Low Pit configuration or UP in every case):

car? Press ENTER
<ENTER>
Test speed Nom Speed mm/s has to be confirmed. Test Speed mm/s
Note: for LV-drives the actual speed can be lower 1000 y=1/n=0
dependent on actual car load and run direction. The <1>
actual speed is displayed during run, see below.
Enter requested test direction: Run DN in 1LS =1
1 for Run Down into 1LS (for e.g. car buffer test) Run UP in 2LS =2
2 for Run Up into 2LS (for e.g. CWT buffer test) <1> <2>
Buffer Test DN Buffer Test UP

ON: Press ENTER ON: Press ENTER
Test run is started when a CORR run <ENTER> <ENTER>
down / up has been initiated by the
controller (e.g. GECB, SP). Next Corr Down Next Corr Up
Note: One additional non-correction run hits Buffer hits Buffer
is allowed in order to adjust car position.
This mode is aborted when:
- no CORR run in requested direction
is performed within three runs,
- no run is performed within 60 sec.
- on power-down.
ATTENTION: If the test menu is left at this point and a CORR run down is
started within the next 2 runs, the CORR run will run onto the buffer!
The actual speed is displayed during Buffer Test DN Buffer Test UP

test run Speed/mm/s 1000 Speed/mm/s 1000
Test run is completed when the safety

Buffer Test DN Buffer Test UP
chain opens.
Complete > Complete >

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Low Pit prop test (DOWN with Low Pit configuration only):
The Low Pit Test run is similar to the standard buffer test. A DOWN run with nominal speed is
performed, deceleration control points and 1LS are ignored, until the safety chain opens. There
are two main differences:
The test is performed w/o support of the controller (e.g. GECB, SP), that means the run is
started by a SVT command from the drive itself, not by a correction run command from the
controller.
The ULTRA drive does not know the state of the safety chain before the start of a run, therefore
the state of the safety chain must be confirmed by the SVT user before the run is started. In case
of open safety chain the run is not possible and the Low Pit Test will be aborted.
Make sure that there are no passengers in car No passengers in

car? Press ENTER
<ENTER>
Test speed Nom Speed mm/s has to be confirmed. Test Speed mm/s
Note: for LV-drives the actual speed can be lower 1000 y=1/n=0
dependent on actual car load and run direction. The <1>
actual speed is displayed during run, see below.
Enter requested test direction: Run DN in 1LS =1

1 for Run Down into 1LS (necessary for prop test) Run UP in 2LS =2
(Note: for 2 see description under "Buffer test" on <1>
previous page)
PMSN and PMSI
blocked? Press 3
Preconditions for Low Pit Test run have to be <3>
confirmed. Additional messages are provided Prop in middle
if car is inside 1LS (must be outside 1LS) of pit? Press 8
<8>
Toe guard not
fixed? Press 5
<5>
Drive does not know if the safety chain is Ready for Normal
closed in IDLE. Runs? Press 9
<9>
Low Pit test run is started by the drive itself (no Low Pit Test
initiation of a CORR run necessary) ON: Press ENTER
<ENTER>
The actual speed is displayed during test run. Low Pit Test
CLEAR command aborts the Low Pit Test run Speed/mm/s 1000
by a timed deceleration.
Test run is completed when the safety Low Pit Test

chain opens. Complete >

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7 Data Acquisition Tool

The Data Acquisition Tool (DAT), Software Configuration Number AAA31424AAA, is a PC-based
application for acquiring data from the drive using the drive service tool port. Refer to the DAT
User Guide, Otis document 31424_UG, for a description on how to use the application.
7.1 Signals
Different signals can be specified for data acquisition by setting the desired signal for each of the
four channels in the DAT. Each signal has a default gain that can be modified using the up/down
buttons in the DAT. The gain should be increased to achieve the maximum dynamic range
without exceeding 100% of the available dynamic range. The percentage of dynamic range is
indicated in the DAT.
The signals that are available for acquisition are given in the following table.
Signal Name Units Description

Inverter Current Regulators
0 Inv Ix Amps Inverter X-phase current feedback
1 Inv Iy Amps Inverter Y-phase current feedback
2 Inv Iz Amps Inverter Z-phase current feedback
3 Inv Id Ref Amps Inverter synchronous d-axis current regulator reference
4 Inv Id Fbk Amps Inverter synchronous d-axis current regulator feedback
5 Inv Id Err Amps Inverter synchronous d-axis current regulator error
6 Inv Id ErrF Amps Inverter synchronous d-axis current regulator error, filtered
7 Inv Iq Ref Amps Inverter synchronous q-axis current regulator reference
8 Inv Iq Fbk Amps Inverter synchronous q-axis current regulator feedback
9 Inv Iq Err Amps Inverter synchronous q-axis current regulator error
10 Inv Iq ErrF Amps Inverter synchronous q-axis current regulator error, filtered
11 Inv Vde Duty(%) Inverter synchronous d-axis voltage command
12 Inv Vqe Duty(%) Inverter synchronous q-axis voltage command
13 Inv Vds Duty(%) Inverter stationary d-axis voltage command
14 Inv Vmag Duty(%) Inverter voltage command magnitude squared
15 Inv Vmag Filt Duty(%) Inverter voltage command magnitude squared and filtered
16 Inv Vx Duty(%) Inverter X-phase voltage command
17 Inv Vy Duty(%) Inverter Y-phase voltage command
18 Inv Vz Duty(%) Inverter Z-phase voltage command
19 Inv Dead x Duty(%) Inverter X-phase dead-time compensation voltage command
20 Inv Dead y Duty(%) Inverter Y-phase dead-time compensation voltage command
21 Inv Dead z Duty(%) Inverter Z-phase dead-time compensation voltage command
22 Inv IMAGSQRT Amps Inverter current
23 Inv Downshift PU Flag to indicate Inverter PWM downshift
Converter Current Regulators
24 Cnv Ix Amps Converter X-phase current feedback
25 Cnv Iy Amps Converter Y-phase current feedback
26 Cnv Iz Amps Converter Z-phase current feedback
27 Cnv Id Ref Amps Converter synchronous d-axis current regulator reference
28 Cnv Id Fbk Amps Converter synchronous d-axis current regulator feedback
29 Cnv Id Err Amps Converter synchronous d-axis current regulator error
30 Cnv Iq Ref Amps Converter synchronous q-axis current regulator reference
31 Cnv Iq Fbk Amps Converter synchronous q-axis current regulator feedback
32 Cnv Iq Fil Amps Converter synchronous q-axis current regulator filtered feedback
33 Cnv Iq Err Amps Converter synchronous q-axis current regulator error
34 Cnv Vde Duty(%) Converter synchronous d-axis voltage command
35 Cnv Vqe Duty(%) Converter synchronous q-axis voltage command
36 Cnv Vds Duty(%) Converter stationary d-axis voltage command
37 Cnv Vmag Duty(%) Converter voltage command magnitude squared
38 Cnv Vx Duty(%) Converter X-phase voltage command
39 Cnv Vy Duty(%) Converter Y-phase voltage command
40 Cnv Vz Duty(%) Converter Z-phase voltage command

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41 Cnv ZeroState PU Converter PWM zero state
42 Cnv Dead x Duty(%) Converter X-phase dead-time compensation voltage command
43 Cnv Dead y Duty(%) Converter Y-phase dead-time compensation voltage command
44 Cnv Dead z Duty(%) Converter Z-phase dead-time compensation voltage command
45 Cnv Notch In PU Converter notch filter input
46 Cnv Notch Out PU Converter notch filter output
Bus Voltage Regulator
47 Vbus Ref Volts Bus voltage regulator reference
48 Vbus Fbk Volts Bus voltage regulator feedback
49 Vbus Err Volts Bus voltage regulator error
50 Vbus Ref Intg Volts
51 Vbus Required Volts
DBR duty cycl Duty % This displays the Dynamic Braking Transistor on time in terms of percentage of
time. In other words this is the percentage of time where dc bus voltage is put
across the DBR (Dynamic Braking Resistor). For the DAT tool this signal is left
negative due to limited acces to the field and its use for engineering
V Battery Fil Voltrs This parameter is a filtered version of the dc link voltage as the battery voltage
feedback
Gain Scheduling for Current Regulators
52 Inv Id K gsch PU Inverter d-axis gain scheduling factor
53 Inv Iq K gsch PU Inverter q-axis gain scheduling factor
54 Cnv Id K gsch PU Converter d-axis gain scheduling factor
55 Cnv Iq K gsch PU Converter q-axis gain scheduling factor
Phase Lock Loop (PLL)
56 PLL Vmag Out PU PLL voltage magnitude squared, low-pass filter output
57 PLL Vmag In PU PLL voltage magnitude squared, input to low-pass filter
58 PLL Vds filt PU PLL filtered line-to-line voltage during single-phase operation
59 PLL Vxy smpl Volts PLL Vx-Vy (from A/D converter + scaling).
60 PLL Vyz smpl Volts PLL Vy-Vz (from A/D converter + scaling)
61 PLL Vxz(Batt) Volts PLL Vx-Vz (from A/D converter + scaling). This variable is used to capture battery
voltage for Low cost regen drive in battery mode, or ARO_BOOST mode
62 PLL Vds PU PLL synchronous d-axis voltage feedback
63 PLL Vqs PU PLL synchronous q-axis voltage feedback
64 PLL Vde PU PLL stationary d-axis voltage feedback
65 PLL sin PU PLL sine
66 PLL PI Fbk PU PLL regulator feedback
67 PLL Nseq In PU PLL q-axis negative sequence voltage
Locked Rotor Test (LRT)
68 LRT theta PU LRT small signal angle
69 LRT sin PU LRT small signal sine
70 LRT theta1 PU LRT motor electrical angle
71 LRT Ld PU LRT inductance calculation
72 LRT Id A1 PU LRT A1 DFT coefficient for current feedback
73 LRT Id B1 PU LRT B1 DFT coefficient for current feedback
74 LRT Vd A1 PU LRT A1 DFT coefficient for voltage command
75 LRT Vd B1 PU LRT B1 DFT coefficient for current command
76 LRT Ld A1 PU LRT A1 DFT coefficient for inductance calculation
77 LRT Ld B1 PU LRT B1 DFT coefficient for inductance calculation
78 LRT Ld A2 PU LRT A2 DFT coefficient for inductance calculation
79 LRT Ld B2 PU LRT B2 DFT coefficient for inductance calculation
MCSS Interface
80 MCSS VEL mm/sec Velocity command from MCSS
81 MCSS ACC mm/sec^ Acceleration command from MCSS
2
82 MCSS LW % Load weigh % command from MCSS
Encoder
83 ENC WR mm/sec Velocity feedback, unfiltered (does not include adjustment at low speeds). For
speed feedback with low speed calculation, see "ENC WR INC"
84 ENC DELTAT PU Time between last encoder transition and last encoder transition from the previous
velocity task.
85 ENC TNEW PU Time of the last encoder transition
86 ENC DELTACNT PU

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87 ENC WR INC mm/sec Speed calculation based on incremental pulses for both encoder types.
88 ENC SIN PU SINE wave component of sinusoidal encoder.
89 ENC COS PU COSINE wave component of sinusoidal encoder.
90 ENC RES PER PU Number of encoder sinusoidal periods passed by during one speed calculation
cycle (1ms)
Velocity Regulators
91 Vel Inner Ref mm/sec Inner velocity regulator reference
92 Vel Inner Fbk mm/sec Inner velocity regulator feedback, unfiltered
93 Vel Inner Err mm/sec Inner velocity regulator error
94 Vel Outer Ref mm/sec Outer velocity regulator reference
95 Vel Outer Fbk mm/sec Outer velocity regulator feedback, unfiltered
96 Vel Outer Err mm/sec Outer velocity regulator error
97 Vel Obser Out mm/sec Velocity Observer Output
98 Vel Track Err mm/sec Tracking error between velocity feedback and observer output
99 Vel Notch In mm/sec Velocity notch filter 1 input
100 Vel Notch Out mm/sec Velocity notch filter 1 output
101 Vel Notch2 In mm/sec Velocity notch filter 2 input
102 Vel Notch2 Out mm/sec Velocity notch filter 2 output
103 VFbkFil[mm/s] mm/sec Velocity feedback, filtered
104 VFbkRaw[mm/s] mm/sec Velocity feedback, unfiltered
105 Vel Ref[mm/s] mm/sec Velocity reference
Pretorque
106 Pretorque Amps Pretorque current reference
Fan Control
107 Fan PWM Count PU Fan PWM duty count
108 Fan PWM Duty PU Fan PWM duty cycle command, PU
109 Fan PWM Out PU Fan PWM signal
BRK Control
110 BRK State PU Brake state
111 BRK_PWM_DUT PU BRK PWM duty cycle command, PU
Y
112 BRK_PWM_OUT PU BRK PWM signal
Discretes
113 ESTOP Flag PU Flag to indicate ESTOP
114 Drive Fault PU Flag to indicate drive fault
115 Brk Lifted PU Flag to indicate Brake lifted (BL)
116 Safety Faults PU Flag to indicate S1 and S2 relays are picked
Task Counters
117 Task 1MS PU 1 ms task counter
Drive State
120 Drive State PU Enumerated drive state
121 Drive Substate PU Enumerated drive sub-state
Internal Profile Generator
122 Profile Pos m Profile generator relative position (CAN and Manual Mode only)
123 Profile Vel m/s Profile generator velocity (CAN and Manual Mode only)
124 Profile Acc m/s^2 Profile generator acceleration (CAN and Manual Mode only)
125 Profile Jerk m/s^3 Profile generator jerk (CAN and Manual Mode only)
126 Profile SD m Profile generator stopping distance (CAN and manual mode only)
127 Profile DTG m Profile generator distance to go (CAN and manual mode only)
Automatic Load Weigh Adjustment (ALWA)
128 Alwa Gain % Automatic Load Weigh Adjustment Gain
129 Alwa Offset % Automatic Load Weigh Adjustment Offset
Internal Profile Generator
130 ProAdv Pos m Profile generator relative position advanced by 250ms.
131 ProAdv Vel m/s Profile generator velocity advanced by 250ms.
132 ProAdv SD m/s^2 Profile generator acceleration advanced by 250ms.
133 ProAdv FLAG m/s^3 Profile generator advanced state valid flag.
Position Regulator (Applicable only to CAN mode)
134 Position Ref 0.1 mm Position regulator reference (CAN and Manual Mode only)

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135 Position Fbk 0.1 mm Position regulator feedback (CAN and Manual Mode only)
136 Position Err 0.1 mm Position regulator error (CAN and Manual Mode only)
137 Position Dtg 0.1 mm Distance to go to target (CAN and Manual Mode only)
138 Pos Ref (ac) 0.1 mm Position regulator reference, AC-coupled for frequency test
139 Pos Fbk (ac) 0.1 mm Position regulator feedback, AC-coupled for frequency test
140 Pos Track Err 0.1 mm Position tracking error (CAN and Manual Mode only)
141 Pos Direction PU Direction command that is latched at the beginning of the run
Secondary Magnet Position Estimator
142 vdeEst
143 vqeEst
144 vMagSqrEst
145 vMagEst
146 tanAngErrEst
Power Calculations
147 Inv power W Inverter power estimate
148 Cnv power W Converter power estimate
149 Drive p loss W Power loss estimate (2Hz filtered)
150 Drive p loss2 W Power loss estimate (10Hz filtered)
151 DC Link Pwr W Transient power into DC capacitors C*V*dv/dt
152 Pre chrg Pwr W Power in precharge resistors
153 Balance R Pwr W Power in balance resistors
154 Reactor Pwr W Transient power in line reactor L*di/dt
155 PLoss Thrsh W Power loss threshold for DC capacitor failure detection
Power Factor Control (PFC)
156 Pfc ref Duty(%) Power Factor Control reference
157 Pfc fbk Duty(%) Power Factor Control feedback
158 Pfc err Duty(%) Power Factor Control error
159 Pfc out A Power Factor Control output
Field Weakening Control (FWC)
160 Fwc ref Duty(%) Field Weakening Control reference
161 Fwc fbk Duty(%) Field Weakening Control feedback
162 Fwc err Duty(%) Field Weakening Control error
163 Fwc out A Field Weakening Control output
Field Orientation
164 Enc theta(e) rad Encoder electrical angle
165 Inv theta rad Field Orientation angle (induction motor only)
166 Inv thetaSlip rad Slip angle (induction motor only)
167 Inv we mm/s Motor Electrical frequency (based on encoder feedback)
168 Flux estimate A Rotor flux estimate (induction motor only)
Vanes (applicable only to CAN mode)
169 Vane TransOcc PU Flag to indicate PRS transition occurred (CAN Mode only)
170 PrsSpikesFltd PU Count of filtered PRS states, see description in SVT monitor M-1-7
171 Last SpikeLen Samples Length of last filtered PRS state, see description in SVT monitor M-1-7
172 Vane Last Dev 0.1 mm Difference between detected and expected transitions (CAN Mode only)
173 Vane Last Cor 0.1 mm Last correction made to position feedback (CAN Mode only)
174 VaneExpValid PU Flag indicating that a valid expectation for the next PRS vane transition exists
175 VaneTrnsLoLim 0.1 mm Lower position limit [0.1mm] for next expected PRS vane transition
176 VaneTrnsUpLim 0.1 mm Upper position limit [0.1mm] for next expected PRS vane transition
Hoistway Signals
177 HwySigUnfiltd PU
178 HwySigLpFiltd PU
179 HwySig10msTsk PU Filtered HwySig_1msTsk used by control functions in 10ms task. Only valid
combinations are accepted.
180 HSVT Flags Bitfield High Speed Vane Tracking states, bit significance: See code
181 HsBufIndxRead PU Hoistway Signal Buffer: Pointer to next read element
182 HsBufIdxWrite PU Hoistway Signal Buffer: Pointer to next write element
183 ZoneMainVane PU PRS zone on vane overlapping PRS sensor head most
184 ZoneOtherVane PU PRS zone on potential other vane overlapping PRS sensor head
185 ZonesAreValid PU Flag indicating that PRS signals indicate valid vane zones
186 DoorZoneSignl PU lag indicating to control functions that car is in door zone (active if both LV1 and
LV2 are active). Only updated for valid hwy signal combinations.

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187 1LS PU The 1LS signal that is receieved over CAN.
188 2LS PU The 2LS signal that is receieved over CAN.
189 FbkPosErrMarg PU Error margin for drive's feedback position in 1/10mm, e.g. set to 20cm (200) for well
known position (NORMAL runs).
190 SS EncPos 0.1mm Single sensor encoder position, relative to last PRS transition (:=0 at transition).
191 SS maxPosWoTr 0.1mm Maximum value of "SS EncPos" since last PRS transition.
192 SS minPosWoTr 0.1mm Minimum value of "SS EncPos" since last PRS transition.
193 SS uprZoneLim 0.1mm Upper limit mm-position of current vane zone, i.e. of position range w/o PRS
transition.
194 SS lwrZoneLim 0.1mm Lower limit mm-position of current vane zone, i.e. of position range w/o PRS
transition.
195 SS Flags PU Codes flags and states of Single-Sensor algorithms, see source code.
Floor Information
196 Floor.current PU Indicates the current floor
197 Floor.nxtComm PU Indicates the next committable floor
198 Floor.accpTgt PU Indicates the accepted target floor
CAN Information
199 CanRun.mode PU Describes the type of run that is currently executed
200 CanRun.cmd PU Accepted, currently valid run command.
201 CanRun.status PU Status of ongoing run.
202 CanRun.requst PU Request from within the drive to execute a run.
203 CanRn.ablSta PU Advanced Brake Lift: 0=ABL_INACTIVE, 1= ABL_ACTIVE, 2= REMOVING_ABL.
204 RunHdl.cmd PU Command from RunHandler to StateMachine controlling ABL, EndRun.
205 newMsgFlags PU
206 CanStopCmd PU Flag indicating that the drive has received a CAN command to stop or that the
state of the limit switches 1LS, 2LS is not known
OPB Information
207 Opb.stopCmd PU Flag indicating that the drive has received a CAN command to stop. Reset when
status is STOPPED
208 Opb.endRunCmd PU Flag indicating that the drive has received a CAN command to end the run with
profiled deceleration. Reset when status is STOPPED
209 OpbDRC.mode PU Mode parameter from DriveRunCommand message received.
210 OpbDRC.dir PU Direction parameter from DriveRunCommand message received
211 OpbDGL.tgtLdg PU Target landing received in a DriveGoToLanding message
212 OpbDGL.prof PU Profile index received in a DriveGoToLanding message
213 OpbDC.cmd PU Command in DriveCommand message received.
214 OpbDC.option PU Option in DriveCommand message received.
CAN Communications
215 SpeedCheckFlg PU Flag for speed check to TCBC (CAN Mode only)
216 RlevPermitTcb PU Flag for relevel permissive from TCBC (CAN Mode only)
217 LoadDataNotOk PU Flag for load weigh data invalid from TCBC (CAN Mode only)
Velocity Loop
218 velOuterKp PU Proportinal gain for outer vel loop
219 velOuterKi PU Integral gain for outer vel loop
220 velInnerKp PU Inner velocity loop gain
221 velLoopA1 PU Vel loop filter A1 coefficint
Phase Lock Loop (PLL)
222 PLL Vde Latch PU PLL error variable latched before noise injected to it in testmode 4001
223 PLL Vmag Flt PU PLL voltage magnitude squared, low-pass filter output at 0.8 Hz.
224 PLL Line2Neut Volts PLL line to line voltage in units of volts (rms).
225 PLL Line2Line Volts PLL line to neutral voltage in units of volts (peak).
Rms
Discretes
226 UIB PU UIB Signal State
227 DIB PU DIB Signal State
Shock Detection
228 InvIqRefMax Amps Max of Inv Iq Ref for shock detection
229 InvIqRefMin Amps Min of Inv Iq Ref for shock detection
230 AbsInvIqDeff Amps Difference of InvIqRefMax and InvIqRefMin
231 shockDetected PU Flag of shock detection
Misc
232 Vel fbk Out mm/sec Filtered velocity feedback

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233 FlightLength 0.1mm Flight length
234 BY Relay NC PU BY relay feedback (0-dropped/1-picked)
235 Power Supply V Power supply voltage
Brak
e
236 BrkCurFbk Amps Brake Current Feedback
237 BrkCurRef Amps Brake Current Reference
Temperature
238 Temp Cnv C Converter heatsink temperature
239 Temp Inv C Inverter heatsink temperature
Sixth Harmonic Current regulator
240 Vd 6th sin component of d- axis voltage needed to achieve 6th harmonic inverter current
regulation
241 Vd 6th cos component of d- axis voltage needed to achieve 6th harmonic inverter current
regulation
242 Vq 6th sin component of q- axis voltage needed to achieve 6th harmonic inverter current
regulation
243 Vq 6th cos component of d- axis voltage needed to achieve 6th harmonic inverter current
regulation
Gain Scheduling for Current Regulators
244 Inv Id Kg2 The amount of gain reduction in the 6th harmonic inverter current regulator as a
function of gain scheduling tuning parameters (see Ld sat/ sat slope in M(4)34)
245 Inv Iq Kg2 The amount of gain reduction in the 6th harmonic inverter current regulator as a
function of gain scheduling tuning parameters (see Lq sat/ sat slope in M(4)34
Self Commissioning
246 Self Result1 various These and the next 3 parameters take on different meanings depending on which
self commissioning test is running. See Section 7.2 for further details.
247 Self Result2 various
Software Test
250 Ref(ac) PU Regulator reference variable with major dc component removed, when the drive in
in the associated test mode.
251 Err(ac) PU Regulator error variable, when the drive in in the associated test mode. The ac
signifier is for consistency in the notation.
252 Fbk(ac) PU Regulator feedback variable with major dc component removed, when the drive in
in the associated test mode.
253 Cmd(ac) PU Regulator output when the drive in in the associated test mode. The ac signifier is
for consistency in the notation.
254 Test Frac 1 PU Test variable for fractional data type
260 Test Long 1 PU Test variable for long data type
266 Test Flag 1 PU Test variable for flag data type
272 Debug Long 1 PU Debug variable long type

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278 Debug Frac 1 PU Debug variable for flag data type
7.2 Self Commissioning DAT variables
The self commissioning DAT variables take on different meanings depending upon which self
commissioning test is running. The table below summarizes the meanings for each test.
Test Self Result 1 Self Result 2 Self Result 3 Self Result 4

Kp Test gain motorL (mH)
Ki Test gain motorR (Ohm)
Lsigma Test lsigma (mH)
Sweep Test freq (Hz) Re Z (Ohm) Im Z (mH) Im Z - lsigma (mH)
RTC via Re Z
RTC via Re Z freq (Hz) Re Z (Ohm) (sec)
RTC via Im Z freq (Hz) RTC via Im Z (sec) Im Z - lsigma (mH)
Fine tune Vd Vd err Self.filt.out Fine tune state
Inertia MRAS Out MRAS err MRAS x Vel.outer.fbk
7.3 Signal Groups

It is often desired to observe one signal simultaneously with several other closely related signals.
The most common groupings of signals can be selected using the signal groups box on the DAT,
and are listed in the following table.
Signal Group Name Description

Inv Ixyz Inverter stationary current feedbacks: ix, iy, iz
Inv Id Inverter synchronous d-axis regulator: idref, idfbk, iderr, idout
Inv Iq Inverter synchronous q-axis regulator: iqref, iqfbk, iqerr, idout
Inv Vdq Inverter synchronous voltage commands: vde, vqe, vds
Inv PWM Inverter PWM voltage commands: vx, vy, vz
Cnv Ixyz Converter stationary current feedbacks: ix, iy, iz
Cnv Id Converter synchronous d-axis regulator: idref, idfbk, iderr
Cnv Iq Converter synchronous q-axis regulator: iqref, iqfbk, iqerr
Cnv Vdq Converter synchronous voltage commands: vde, vqe, vds,
Cnv PWM Converter PWM voltage commands: vx, vy, vz
Vbus Bus voltage regulator: vref, vfbk, verr
PLL Phase Lock Loop (PLL) stationary voltage: vds, vqs, pllsin
LRT Lock Rotor Test (LRT): smsg_angle, smsg_sin, Ld_theta, Ld
Inner Vel Inner velocity regulator: vref, vfbk, verr
Outer Vel Outer velocity regulator: vref, vfbk, verr
Vel Notch Velocity notch filter #1: in, out
Cnv Notch Converter notch filter: in, out
PLL LPF Phase Lock Loop (PLL) low pass filter: in, out
Fan PWM Fan PWM variables: count_duty, duty, out
DBR PWM Not used (was applicable only for non-regen drives).
Inv Dead Comp Inverter dead-time compensation: vx, vy, vz
Cnv Dead Comp Converter dead-time compensation: vx, vy, vz
Test Frac IO General test signals for software development: ch1, ch2, ch3, ch4
Test Int IO General test signals for software development: ch1, ch2, ch3, ch4
Test Long IO General test signals for software development: ch1, ch2, ch3, ch4
Test Flag IO General test signals for software development: ch1, ch2, ch3, ch4

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LRT Id DFT Locked Rotor Test (LRT) Discrete Fourier Transform (DFT) Coefficients for id: a1, b1
LRT Ld DFT Locked Rotor Test (LRT) Discrete Fourier Transform (DFT) Coefficients for Ld: a1, b1
MCSS Commands Signals from MCSS: Vel, Acc, LW
Encoder Encoder related signals
Brk PWM Brake PWM variables: count_duty, duty, out
Pretorque Pretorque command, brake lifted, velocity regulator output, inv iq fbk
Inv IMAGSQRT Inverter current magnitude
SX SX pick command, DBD, S1_NO, Safety chain
Profile Gen Profile Generator: pos, vel, accel, jerk
Position Position regulator: reference, feedback and error
Magnet Pos Magnet Position Estimator: Vd, Vq, we
Drive Pow Power estimates: Inv, Cnv, Loss
Pfc Power Factor Controller: reference, feedback, error, out
Fwc Field Weakening Controller: reference, feedback, error, out
Vane Correction-to-Vane related signals
Rlev+SpdChk Releveling and speed check related signals
Self Comm Self Result1, Self Result2, Self Result3, Self Result4
Freq Test Used for loop tuning
User 1 User-Defined Group #1 (See Document #55744 for additional details)
8 Engineering Test Modes

Several test modes are available that are useful in the development and tuning of drives. The
test modes are expected to be used by Otis Engineering personnel only.
8.1 Overview
Test modes provide the capability to measure and adjust the performance of the drive control
loops as well as perform other tests. The test modes are activated by using the engineering
version of the Data Acquisition Tool (DAT), Software Configuration Number AAA30959AAA.
• The engineering version of the Data Acquisition Tool (DAT) allows special commands to be
sent to the drive. The DAT must be active in order to enable the test modes.
• In certain test modes, an internal white noise generator is used to generate a test signal with
broadband frequency content. It is injected into the control loop under test as determined by
the test mode setting. The amplitude of the test signal is controlled by REF 1 in the DAT.
Certain test modes also have additional offset signals controlled by REF 2 and REF 3.
• Test signals can be displayed in one of two ways. First, they can be displayed at full
bandwidth (10kHz) on an oscilloscope or spectrum analyzer using the D/A converters on the
Option Board. Alternatively, the signals can be digitally saved to a binary file using the DAT,
but at reduced bandwidth (1kHz). The signals to be displayed are automatically determined
by the test mode selected.
A list of available test modes is shown in Table 8-1.

Test Mode Description
Normal Mode (MCSS or TCB-CAN)
Torque Test Mode
Rotating Current Vector Test Mode
Inner Velocity Test Mode
Outer Velocity Test Mode
Position Loop test mode
Magnetizing Current Test Mode (inv d –axis)
PWM Open-Loop Test Mode
Converter -Current Test Mode
DC Bus Voltage Test Mode

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Power Factor Control (PFC) Test Mode
Field Weakening Control (FWC) Test Mode
Manual mode
Profile test mode
Magnet alignment test mode
Velocity notch filter test mode
Table 8-1 Test Modes

8.2 Enabling and Changing Test Modes
Special care must be taken when enabling a test mode or equipment damage may result!
For example, feeding a constant torque current to an unloaded machine can cause the
speed to increase out of control!!
1. Attach a RS232-to-RS422 converter cable from the host PC to the drive service tool port.
2. Run the Data Acquisition Tool (DAT) on the host PC and verify communication.
3. Verify that both the PREPARE TO RUN and LIFT BRAKE switches are OFF. The drive will
not enter test mode unless both of these commands are OFF.
4. Set the desired test mode by changing the test mode setting in the DAT.
When in a test mode, the safety chain is monitored and must be established. Jumpers
may have to be added to allow the drive to run in test mode.
8.3 Exiting Test Modes
To terminate test mode operation, set the drive mode setting to normal. Discontinuing use of the
Data Acquisition Tool (DAT) will also disable any of the test modes.
8.4 Test Mode I/O
Table 8-2 provides a reference of the test mode I/O. In the Table, the following abbreviations are
used:
REF - Data Acquisition Tool (DAT) reference
CH - data logger channel or D/A channel
ref - control loop reference signal
fbk - control loop feedback signal
err - control loop error signal
out - control loop output signal
Test Mode Inputs Outputs
REF 1 REF 2 REF 3 CH 1 CH 2 CH 3 CH 4
NORMAL - - - - - - -
Noise
Torque (Iq) Iq Offset Id ref Iq ref Iq fbk Iq err Iq out
Amplitude
Motor Current
Amplitude Frequency - Ix Iy Iz Id
Rotating Vector
Noise Vinner Vinner Vinner Vinner
Inner Velocity - Id ref
Amplitude ref fbk err out
Noise Vouter Vouter Vouter Vouter
Outer Velocity - -
Noise
Position Pos offset - Pos ref Pos fbk Pos err Pos out
Amplitude

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Inverter d-axis
Noise Inv Id
Magnetizing - Id ref Id fbk Id err Id out
Amplitude Offset
Current
Open-Loop X-phase Y-phase Z-phase
X duty Y duty Z duty -
PWM duty duty duty
Converter Noise Cnv Id Cnv Id Cnv Id Cnv Id Cnv Id
-
d-axis Current Amplitude Offset ref fbk err out
Noise
Bus Voltage Offset - Vb ref Vb fbk Vb err Vb out
Amplitude
Noise PFC PFC PFC PFC
PFC Offset -
Noise FWC FWC FWC FWC
FWC Offset -
Manual - - - - - - -
Profile Profile Profile Profile
PROFILE - - -
Pos vel Acc Jerk
Align Magnet - Id Offset - Id ref Id fbk Id err Vd
Vel Vel
Noise Inv Iq
Velocy Notch offset Notch 1 Notch 1 Inv Iz
Amplitude Fbk
In Out
Noise Gain
PLL - - - - -
Amplitude Selection
Table 8-2 Test Mode I/O
8.5 Test Mode Descriptions
Test Mode Description

NORMAL
In this mode, the current in the motor is regulated, but the speed is not. The torque control
of the system can be tuned by using white noise as the torque reference and measuring
Torque the frequency response of the control loop. A torque offset may be specified, as well as a
d-axis current offset. The currents produced by the drive are limited to the current limit of
the drive.
Rotating In this mode, a rotating current vector is produced. The amplitude and frequency are
Current independently adjustable. The currents produced by the drive are limited to the current
Vector limit of the drive.
In this mode, the inner velocity loop can be tuned by adding white noise to the inner
Inner velocity reference. The reference for the inner velocity loop is the sum of the normal
Velocity velocity reference and the internal white noise source. A d-axis current may also be
specified. The outer velocity loop is bypassed.
In this mode, the outer velocity regulator can be tuned by adding white noise to the outer
Outer
velocity regulator reference. The reference for the outer velocity loop is the sum of the
Velocity
normal velocity reference and the internal white noise source.
In this mode, the position regulator can be tuned by adding white noise to the position
Position reference. An offset can also be specified. The reference for the Position loop is the sum
of the internal white noise source and the normal reference.

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In this mode, the inverter current regulator can be tuned by using white noise as the d-axis
Inverter reference. For induction machines this is equal to the magnetizing current reference.
d-axis A current offset can also be specified. The currents produced by the drive are limited to the
Magnetizing current limit of the drive.
Current Note: this mode should NOT be used on a real elevator installation because speed
control may become instable depending on test input settings.
In this mode, the inverter and converter operate in open loop, i.e. currents are not
regulated. The PWM duty cycle of each phase is independently adjustable.
Open-Loop This mode should NEVER be used with voltage on the DC link or damage to the
PWM IGBT’s may result from uncontrolled output currents!
The PWM duty cycles for inverter X, Y, Z and converter R, S, T phases are obtained from
Data Acquisition Tool (DAT) REF 1, 2, and 3, respectively.
In this mode, the converter current regulator can be tuned by adding white noise to the d-
Converter
axis current reference. The reference for the d-axis converter current regulator is the sum
d-axis
of the normal reference and the internal white noise source. An offset current can also be
Current
specified.
In this mode, the voltage regulator can be tuned by adding white noise to the bus voltage
Bus Voltage reference. The reference for the bus voltage regulator is the sum of the normal reference
and the internal white noise source.
In this mode, the power factor control (PFC) can be tuned by adding a white noise to the
PFC PFC reference. The reference for the PFC is the sum of the internal white noise source
and the offset reference.
In this mode, the field weakening control can be tuned by using white noise as the FWC
FWC reference. The reference for the FWC is the sum of the internal white noise source and
the offset reference.
This modes allows the drive to run in a simulated manula mode where the up down
MANUAL
buttoms are commanded via the DAT up/down arrows buttoms
This test modes tests the drive profile generator where the distance to travel is entered via
PROFILE the SVT engineering menu (Target) in M462. The run command is initiated similar to the
MANUAL mode above.
In this test mode the drive applies d-axis current to the motor phases (basically x-phase
current while y and z phases half of the current with reversed polarity) to align the magnets
Align with the x-phase such that the locked rotor angle offset Mag Pos Err eDeg in menu 1-8 is
Magnet calculated to be 0 degrees. This test mode is used to verify the locked rotor test. After
154pplication of d-axis current to the motor in this test mode while brake is lifted will result
in a locked rotor test result of zero degrees (MagPos /LRT eDeg).
This test mode is not DAT initiated test mode. To initiate this test mode the engineering
parameter in M(4)62 "Engineering Test" is set to 4001 (4 for inverter, 0 for convertere
PWM disabled, 0 for inverter PWM disabled, 1 for PLL test mode). After setting this DAT
PLL
REF 1 controls noise into the loop. DAT REF3 controls high and low gain selection.
Positive entry for DAT REF3 selects high bandwidth gains for the PLL loop while negative
entry selects low bandwidth gains.

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9 Pre-Defined Motor Parameters

When the parameter Motor Type is set to a pre-defined motor type (other than 901 or 902), the
subsequent motor parameters are automatically set as shown in the following table and cannot
be modified.
Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2

Motor Model R2 R2 R2 R2 R2 R2 R2 R2 R2
1.5T 1.5T 1.5T 2.5T 2.5T 2.5T 2.5T 2.5T 2.5T
AV303-AV306
AV102 AV104
AV313-AV316
AV112 AV114 AV301, AV302
AV324
AV121 AV122 AV311, AV312
AV343
AV141 AV143 AV322, AV341
AV344
AV142 AV144 AV342, AV351
AV353
AV151 AV153 AV352, AV372
AV354
Otis P/N AV152 AV154
Proto AK
AV401, AV402
AV374 Proto Proto Proto
A*A20220- AV202 AV204 AV407
AV403-AV406
AV212 AV214 AV411, AV412
AV408, AV409
AV241 AV243 AV422
AV413-AV416
AV242 AV244 AV441, AV442
AV424
AV251 AV253 AV446, AV447
AV443, AV444
AV252 AV254 AV451, AV452
AV448, AV449
AV453, AV454
3-1 CONTRACT
Motor Type 101 102 191 202 203 204 290 291 293
3-4 MACHINE
Number of Poles 10 10 10 10 10 10 10 10 10
Rated Trq Nm 106 106 105 165 170 170 165 165 165
Rated Trq I A 7.3 12 13 30 12.8 19.3 21 28 19.4
Ld mH 112 46.5 36 11.7 54.9 27.5 28 11 22
Lq mH 144 59 45 14 65.1 30.0 33 11.5 30.5
R Ohm 1 0.7 1 0.7 1 0.7 0.395 0.7 0.7
T/A Slope % 23 26.89 35.4 47.8 20 18.66 0 0 48.0
T/A Offset A 0 1.3 6 12 0 2.2 0 0 4.7
Kt Slope 1/kNm 0 0 2.53 1.28 0 0 0 0 1.25
Id Saturation A 2.29 6.5 5 20 7.4 11.0 12.5 20 12
Iq Saturation A 0 0 2.5 0 2.0 3.5 3.13 15 0
Ld Slope mH/A 11.89 2.26 1.98 0.216 3.53 0.73 0.828 0.156 0.678
Lq Slope mH/A 7.52 1.56 1.26 0.128 2.47 0.71 0.9 0.157 0.523
Lq0 mH 148.3 62.7 45 14 87.9 37 33 11.5 30.5
Lq1 1/mA 38.3 43.9 0 0 50.9 24.3 0 0 0
Lq2 1/mA^2 5 400 0 0 700 200 0 0 0
Ld0 mH 70.7 29 36 11.7 45.4 20 28 11 22
Rated Mag I A - - - - - - - - -
Peak Mag I A - - - - - - - - -
Rtr Time Const s - - - - - - - - -
Rated Motor rpm 371 661 661 661 371 661 377 661 661
Mag err thr eDeg 20 20 20 20 40 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100 100 100 100
Fld Wkn BW Hz 10 10 10 10 10 10 10 10 10
Machine Parameters
not in SVT
Turns Per Coil (TPC) 52 33 31 14 30 21 21 14 20
2
Machine Inertia (kg-m ) 0.109 0.109 0.109 0.17 0.17 0.17 0.17 0.17 0.17
Sheave Diametr (mm) 103 103 103 103 103 103 103 103 103

Rev. 2009-01-15
Document: 31400_UG
Sheet: 156 of 168

Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Test
Motor Model R2 R2 R2 R2 R2 R2 IM
Winding designation: W1 W2 W4 W5
Otis – W# W3 (G/G2/G3)
(Kollmorgan letter) 5TA 5TA (E) (H) (F/F2/F3) (J) 27KW
5TB, C & D
Otis machine name 5TA 5TB 5TC & D 5TA
AS3, AS13
AS23, AS33
AS51, AS53 AS52, AS54
AS55 AS56
AS1 AS5
AS61, AS63 AS62, AS64
AS11 AS2 AS15
AS71, AS73 AS72, AS74
Otis P/N AN- AS21 AS12 AS25
AS75, AS77 AS76, AS78
AS31 AS22 AS26
AAA20220- 3SP Proto
AS101
AS81, AS83
AS32
AS82, AS84
AS105
Proto
ABA20220 - Proto AS103 AS152, AS154
AS122 AS102 AS126
AS136 AS156
AS133 AS135 AS131
AS151, AS153 AS172, AS174
AS134 AS132
AS155 AS176, AS178
AS171, AS173 AS182, AS184
AS175, AS177
AS181, AS183
3-1 CONTRACT
Motor Type 391 392 393 394 395 396 398 491
3-4 MACHINE
Number of Poles 8 8 8 8 8 8 8 4
Rated Trq Nm 310 310 310 392 394 302 310 129
Rated Trq I A 63 33.9 30 41 32.3 39 16.9 57
Ld mH 6.5 21 28 15 21.8 10.2 69 1
Lq mH 8.5 27 40 22 35.7 14.5 85.8 1
R Ohm 0.7 0.8 0.6 0.3 0.3 0.3 0.8 1
T/A Slope % 37.4 56.7 51.45 31.9 32.1 33.82 46.5 -
T/A Offset A 12 15 9 2 1.4 10 5 -
Kt Slope 1/kNm 0 0.69 0.57 0.65 0.57 0.84 0 -
Id Saturation A 10 10 5 15 7 15 5 -
Iq Saturation A 0 0 0 0 0 0 0 -
Ld Slope mH/A 0.105 0.465 0.629 0.22 0.47 0.18 2.8 -
Lq Slope mH/A 0.042 0.247 0.343 0.19 0.35 0.11 1.31 -
Lq0 mH 8.5 33.1 69 38 45.2 19 121.5 -1
Lq1 1/mA 0 10.69 34.7 28 28.7 14.5 33.9 10
Lq2 1/mA^2 0 38.33 138.8 100 200 60 200 20
Ld0 mH 6.5 21 20 11 23 9.5 50 1
Rated Mag I A - - - - - - - 22.4
Peak Mag I A - - - - - - - 50
Rtr Time Const s - - - - - - - 0.28
Rated Motor rpm 576 576 576 648 518 822 324
Mag err thr eDeg 20 20 20 20 20 20 20 -
Fld Wkn Lvl % 100 100 100 100 100 100 100 -
Fld Wkn BW Hz 10 10 10 10 10 10 10 -
Machine Parameters
not in SVT
Turns Per Coil (TPC) 20 36 17 12 15 10 30 ?
Machine Inertia (kg-m2) 0.4 0.4 0.4 0.48 0.48 0.4 0.4 0.25
Sheave Diametr (mm) 118 118 118 118 118 118 118 -
Note 1: Set to 902 for the user defined motor type and enter parameters in menu 3-4 since a predefined
motor type does not yet exist in the software baseline for this machine.

Rev. 2009-01-15
Document: 31400_UG
Sheet: 157 of 168

Blue Blue Blue Blue Blue Gen2
Motor Model light light light light light R2
3T 3T 5T 6T 6T 5T
Otis P/N B17 B19 C1 D3 D1 Proto
DAA20220-
3-1 CONTRACT
Motor Type 205 206 301 401 402 397
3-4 MACHINE
Number of Poles 20 20 20 20 20 8
Rated Trq Nm 665 665 700 1280 1280 310
Rated Trq I A 11.5 21.3 29.7 31.8 48.1 66
Ld mH 116 35.6 26.5 36.8 17.9 3.62
Lq mH 105 32.6 21 32.9 17 5.2
R Ohm 4.95 1.65 0.92 0.62 0.32 0.6
T/A Slope % 29.1 16 23 21.5 24 25.3
T/A Offset A 2 4 6 6 10 2
Kt Slope 1/kNm 0 0 0 0 0 0
Id Saturation A 10 15 35 30 30 20
Iq Saturation A 3 15 30 25 30 0
Ld Slope mH/A 3.55 1.2 0.37 0.48 0.22 0.03
Lq Slope mH/A 0.91 0.23 0.2 0.25 0.07 0.01
Lq0 mH 105 32.6 19.2 35.1 18 8.3
Lq1 1/mA 0 0 0 0 0 11.1
Lq2 1/mA^2 0 0 0 0 0 20
Ld0 mH 85 26 18.58 23.17 12 3.62
Rated Mag I A - - - - - -
Peak Mag I A - - - - - -
Rtr Time Const s - - - - - -
Rated Motor rpm 96 168 234 139 199 809
Mag err thr eDeg 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100
Fld Wkn BW Hz 2.5 2.5 2.5 2.5 2.5 2.5
Machine Parameters
not in SVT
Turns Per Coil (TPC) ?
2
Machine Inertia (kg-m ) ?
Sheave Diametr (mm) 118

Rev. 2009-01-15
Document: 31400_UG
Sheet: 158 of 168

Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2 Gen2
Green Green Green Green Green Green Green Green Green
Power Power Power Power Power Power Power Power Power
(GGP) (GGP) (GGP) (GGP) (GGP) (GGP) (GGP) (GGP) (GGP)
Motor Model Vector Vector Comfort Comfrt Comfrt Comfrt Comfrt Premir Premir
480kg 630kg 630 kg 630kg 630kg 1000kg 1000kg 630kg 630kg
1.0m/s 1.0m/s 0.63 m/s 1.75m/s 1.0m/s 1.0m/s 1.6/1.75 1.0m/s 1.75m/s
m/s
Z1, Z11, S406, X201, S252, AJ1, AJ11,
Z4, Z14, S407 X251, S552, AJ2, AJ12,
V251,
Z6, Z16, X252, S253, AJ502, AJ512,
V255, TAA202
Otis P/N Z7 Z17 X253, S572
V551, 20
AJ3, AJ13,
TAA20220- X551, AJ503, AJ513,
V571, V256
X571, AJ4, AJ14,
V574
AX1, AJ504 AJ514
AX2
3-1 CONTRACT
Motor Type 103 104 106 105 201 207 210 208 209
3-4 Machine Params
Number of Poles 10 10 10 10 10 10 10 10 10
Rated Trq Nm 59.3 77.8 83.3 83.3 83.3 126.0 126.0 106.6 106.6
Rated Trq I A 6.65 8.2 102 14 7.8 13.60 22.5 7.6 13.6
Ld mH 108 65 0.33 36 87 62.92 22 108 40
Lq mH 146 105 0.49 46 110 78.22 28 147 53
R Ohm 7.7 5.1 0.01 1.8 5 1.25 1.4 5.5 1.9
T/A Slope % 0 30 21 0 35 27.91 44 65 40
T/A Offset A 0 0 0 0 2.57 2.90 9 6 8
Kt Slope 1/kNm 0 0 2 0 0 0.00 0 0 0
Id Saturation A 2.2 0 30.0 6 4 3.0 0.0 2.2 4
Iq Saturation A 1.5 3.5 50.0 1 3 1.50 6.3 1.9 2.8
Ld Slope mH/A 4.6 0 2.3 1.2 3.09 0.46 0.00 5.9 1.5
Lq Slope mH/A 9.4 4.5 1.8 1.15 4.8 2.66 0.55 6.3 1.28
Lq0 mH 146 105 460 46 118.54 111.9 36 147 53
Lq1 1/mA 0 0 0 0 43.25 56 0 0 0
Lq2 1/mA^2 0 0 0 0 0 900 0 0 0
Ld0 mH 98 65 0.3 36 58 56.14 22 86 32
Rated Mag I A - - - - - - - - -
Peak Mag I A - - - - - - - - -
Rtr Time Const s - - - - - - - - -
Rated Motor rpm 477 477 477 835 477 477 835 371 649
Mag err thr eDeg 20 20 20 20 20 20.00 20.00 20 20
Fld Wkn Lvl % 100 100 100 100 100 100 100 100 100
Fld Wkn BW Hz 10 10 2 10 10 10.00 10.00 10 10
3-3 Brake Params
Brk Cnt Type 0-3 2 3 3 3 3 3 2 2
Brk Pick Time ms 500 2500 2500 2500 2500 2500 500 500
Brk Setl Time ms 500 500 500 500 500 500 500 500
Lft Brk Delay ms 200 200 200 200 200 200 200 200
Brk Lftd Dely ms 200 200 200 200 200 200 200 200
Brk ramp up t ms 100 100 100 100 100 100 100 100
Brk ramp dn t ms 400 400 400 400 400 400 400 400
Brk Pick A 1 1.6 1.6 1.6 1.6 1.6 0.8 0.8
Brk Pick % 67 67 67 67 67 67 67 67
Brk Hold A 1 1.2 1.2 1.2 1.2 1.2 0.8 0.8
Brk Drop % 20 20 20 20 20 20 20 20
Brk OCT A 1.9 1.9 1.9 1.9 1.9 1.9 1.9 1.9
Brk R 30 30 30 30 30 30 30 30
Brk L 1 1 1 1 1 1 1 1

Rev. 2009-01-15
Document: 31400_UG
Sheet: 159 of 168
Reivaj Reivaj Reivaj
380 V 380 V 380 V

Motor Model
320kg 450kg 630kg
1.0m/s 1.0m/s 1.0m/s
S101,
S111,
S121,
Otis P/N S501,
TAB20220- S521,
S251,
S551,
S571
3-1 CONTRACT
Motor Type 520 521 522
3-4 Machine Params
Number of Poles 10 10 10
Rated Trq Nm 45 63.4 83.3
Rated Trq I A 7.48 10.6 14.12
Ld mH 30 43.2 17
Lq mH 62 55.3 36
R Ohm 3.7 2.5 1.58
T/A Slope % 40 36.6 21
T/A Offset A 0.0 3.5 0.0
Kt Slope 1/kNm 0.0 0.0 0.0
Id Saturation A 0.0 4.4 0.0
Iq Saturation A 4.0 2.3 2.8
Ld Slope mH/A 0.0 1.37 0.0
Lq Slope mH/A 3.076 1.78 1.305
Lq0 mH 62 55.3 36
Lq1 1/mA 0 0 0
Lq2 1/mA^2 0 0 0
Ld0 mH 30 43.2 17
Rated Mag I A - - -
Peak Mag I A - - -
Rtr Time Const s - - -
Rated Motor rpm 480 477 480
Mag err thr eDeg 20 20 20
Fld Wkn Lvl % 100 100 100
Fld Wkn BW Hz 10 10 10
3-3 Brake Params
Brk Cnt Type 0-3 2 3 3
Brk Pick Time ms 500 2500 2500
Brk Setl Time ms 500 500 500
Lft Brk Delay ms 200 200 200
Brk Lftd Dely ms 200 200 200
Brk ramp up t ms 100 100 100
Brk ramp dn t ms 400 400 400
Brk Pick A 0.8 1.6 1.6
Brk Pick % 67 67 67
Brk Hold A 0.8 1.2 1.2
Brk Drop % 20 20 20
Brk OCT A 1.9 1.9 1.9
Brk R 30 30 30
Brk L 1 1 1

Rev. 2009-01-15
Document: 31400_UG
Sheet: 160 of 168
Motor Model PM138 PM138 PM138 PM138 PM138 PM138 PM138
Otis P/N
DAA20220-
3-1 CONTRACT
Motor Type 700 711 712 713 714 715 716
3-4 MACHINE
Number of Poles 24 24 24 24 24 24 24
Rated Trq Nm 1530 1107 1470 1303 1107 1470 1303
Rated Trq I A 102 62.9 81 95.9 62.9 81 95.9
Ld mH 2.6 5.5 2.6 1.98 4.8 3.9 2.3
Lq mH 4.1 4.9 4.1 2.3 4.65 3.85 2.22
R Ohm 0.15 0.16 0.153 0.05 0.25 0.2 0.15
T/A Slope % 0.0 0 0 0 0 0 0
T/A Offset A 0.0 0 0 0 0 0 0
Kt Slope 1/kNm 0.0 0 0 0 0 0 0
Id Saturation A 65 55 65 65 45 55 70
Iq Saturation A 65 65 65 65 22 10 20
Ld Slope mH/A 3.1 17 3.1 2.8 18 11.3 5.7
Lq Slope mH/A 6.9 9.5 6.9 3.0 7.5 4.1 1.3
Lq0 mH 4.1 4.9 4.1 2.3 4.65 3.85 2.3
Lq1 1/mA 0 0 0 0 0 0 0
Lq2 1/mA^2 0 0 0 0 0 0 0
Ld0 mH 2.6 5.5 2.6 1.98 4.8 3.9 2.22
Rated Mag I A - - - - - - -
Peak Mag I A - - - - - - -
Rtr Time Const s - - - - - - -
Rated Motor rpm 255 255 255 255 255 255 255
Mag err thr eDeg 20 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100 100
Fld Wkn BW Hz 10 10 10 10 10 10 10
Machine Parameters
not in SVT
Turns Per Coil (TPC)
Machine Inertia (kg-m2)
Sheave Diametr (mm)

Rev. 2009-01-15
Document: 31400_UG
Sheet: 161 of 168
Motor Model BOMCO3

Brake Any brake
D_A
Otis P/N 20220
J_A20227___- AK
3-1 CONTRACT
Motor Type 721
Fehler! Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
Fehler! ---
Verweisquelle
konnte nicht
gefunden werden.
3-4 MACHINE
Number of Poles 30
Rated Trq Nm 1750
Rated Trq I A 79.2
Ld mH 4.2
Lq mH 4.2
R Ohm 0.3
T/A Slope % 0
T/A Offset A 0
Kt Slope 1/kNm 0
Id Saturation A 0
Iq Saturation A 50

Rev. 2009-01-15
Document: 31400_UG
Sheet: 162 of 168

Ld Slope uH/A 23
Lq Slope uH/A 8.5
Lq0 mH 4.2
Lq1 1/mA 0
Lq2 1/mA^2 0
Ld0 mH 4.2
Rated Motor rpm 255
Mag err thr eDeg 20
Fehler! 0.15
Verweisquelle
konnte nicht
gefunden werden.
LRT mot err eDeg 8
Fld Wkn Lvl % 100
Fld Wkn BW Hz 10
Parameters not in SVT
Sheave Diametr (mm) 600

Rev. 2009-01-15
Document: 31400_UG
Sheet: 163 of 168
Motor Model 30T 30T 30T 30T
Otis P/N
DAA20220-
3-1 CONTRACT
Motor Type 731 732 733 734
3-4 MACHINE
Number of Poles 36 36 36 36
Rated Trq Nm 3724 3724 4655 4655
Rated Trq I A 131.9 131.9 160 160
Ld mH 2.02 2.02 1.70 1.70
Lq mH 2.11 2.11 1.72 1.72
R Ohm 0.15 0.15 0.13 0.13
T/A Slope % 0 0 0 0
T/A Offset A 0 0 0 0
Kt Slope 1/kNm 0 0 0 0
Id Saturation A 65 65 0 0
Iq Saturation A 86 86 80 80
Ld Slope mH/A 2.6 2.6 3.0 3.0
Lq Slope mH/A 1.6 1.6 0.9 0.9
Lq0 mH 2.11 2.11 1.72 1.72
Lq1 1/mA 0 0 0 0
Lq2 1/mA^2 0 0 0 0
Ld0 mH 2.02 2.02 1.70 1.70
Rated Mag I A - - - -
Peak Mag I A - - - -
Rtr Time Const s - - - -
Rated Motor rpm 176 176 176 176
Mag err thr eDeg 20 20 20 20
Fld Wkn Lvl % 100 100 100 100
Fld Wkn BW Hz 10 10 10 10
Machine Parameters
not in SVT
Machine Inertia (kg-m2)
Sheave Diametr (mm)

Rev. 2009-01-15
Document: 31400_UG
Sheet: 164 of 168
2.6T- 2.6T- 2.6T- 2.6T- 3.2T-

Motor Model
54X1 54X2 57X1 57X2 54X3
T_A T_A T_A T_A T_A
AAA2 20220 20220 20220 20220 20220
0220A AB7 AB2 AB6 AB3 AB4
W AB5 AB502 AB1 AB503 AB504
Otis P/N AB505 AB12 AB501 AB13 AB14
71 & AB15 AB512 AB11 AB513 AB514
81 AB515 AB22 AB511 AB23 AB24
AB25 AB522 AB21 AB523 AB524
AB525 AB521
3-1 CONTRACT
Motor Type 302 211 212 213 214 303
3-4 MACHINE
Number of Poles 10 14 14 14 14 14
Rated Trq Nm 210 160 200 160 200 255
Rated Trq I A 19.5 12.2 13.4 19.4 25 17.1
Ld mH 52.00 45 41 14 13 32
Lq mH 67.00 70 48.5 17 17 41
R Ohm 3.00 3 3 2 2 3
T/A Slope % 41.3 22.9 76.5 43.8 47 33
T/A Offset A 0.99 3.7 12 13.5 15 7.5
Kt Slope 1/kNm 0.00 0 0 0 0 0
Id Saturation A 6.00 2.2 5 9 8 9
Iq Saturation A 0.00 2.4 5 9 5 5
Ld Slope mH/A 2.43 1.80 0.94 0.27 0.21 0.74
Lq Slope mH/A 1.36 1.95 0.87 0.21 0.19 0.6
Lq0 mH 90.0 70 48.5 17 17 41
Lq1 1/mA 36 0 0 0 0 0
Lq2 1/mA^2 300 0 0 0 0 0
Ld0 mH 40.00 45 41 5 5 32
Peak Mag I A - - - - - -
Rated Motor rpm 371.00 371 378 649 660 378
Mag err thr eDeg 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100
Fld Wkn BW Hz 10.00 10.00 10.00 10.00 10.00 10.00
3-3 Brake Params See See See See See Note
Note 1) Note 1) Note 1) Note 1) 1)
Brk Cnt Type 0-3 3 3 3 3 3
Brk Pick Time ms 1500 1500 1500 1500 1500
Brk Setl Time ms 500 500 500 500 500
Lft Brk Delay ms 200 200 200 200 200
Brk Lftd Dely ms 200 200 200 200 200
Brk ramp up t ms 100 100 100 100 100
Brk ramp dn t ms 400 400 400 400 400
Brk Pick A 2.6 2.9 2.6 2.9 2.9
Brk Pick % 69 62 69 62 62
Brk Hold A 1.5 1.6 1.5 1.6 1.6
Brk Drop % 20 20 20 20 20
Brk OCT A 4.1 4.1 4.1 4.1 4.1
Brk R 18.4 16.5 18.4 16.5 16.5
Brk L 1 1 1 1 1
Note1) Reference brake parameter settings for application in the GCS222LVA controller. Other/older
controllers may use different Brk Cnt Type and different settings.

Rev. 2009-01-15
Document: 31400_UG
Sheet: 165 of 168
Test 5.2T-
4.1T- 4.1T- 5.0T- 5.0T- 5.2T – 5.2T –
Motor Model PM138 Motor 54X1
53X1 56X1 53X2 56X2 58x1 58x2
at Jabil
A*A A*A A*A
A*A A*A A*A A*A
20220 20220 20220
20220 20220 20220 20220
Otis P/N JAA BD1 BD11 BD21
BD31 BF1
BF21
BF12
BD32 BF11
BE1 BE11 BE21 BG11
BE31 BG1
3-1 CONTRACT
Motor Type 700 292 403 404 501 502 503 504 505
3-4 Machine Params
Number of Poles 12 2 14 14 14 14 14 14 14
Rated Trq Nm 1470 70 300 300 420 420 300 365 300
Rated Trq I A 81 30 16 28 21.7 36.2 37 50 34
Ld mH 0.0026 10.0 52 20 44 15.5 9.5 6.5 42
Lq mH 0.0041 10.0 90 29 73 20 12.3 8.75 59
R Ohm 0.15 0.7 0.8 0.8 0.7 1.6 1 0.35 0.35
T/A Slope % 0.0 1 37.4 40 37 39 40.6 34 39.7
T/A Offset A 0.0 1 4.8 9.5 7.39 11.6 13.4 19 5.78
Kt Slope 1/kNm 0.0 0.001 0 0 0 0 0 0 0
Id Saturation A 65 0.0 3 7 3.4 5 10 15 5
Iq Saturation A 65 0.0 16 5 4 5.3 11.1 5 5
Ld Slope mH/A 0.0031 0.0 0.9 0.2 0.7 0.17 0.1 0.04 0.8
Lq Slope mH/A 0.0069 0.0 0.5 0.33 1 0.18 0.12 0.07 1.15
Lq0 mH 0.0041 1 75 32 73.8 22 11 11 65
Lq1 1/mA 0 10 0 0 0 0 0 0 1.59
Lq2 1/mA^2 0 20 0 0 0 0 0 0 0.02
Ld0 mH 0.0026 1 60 10 35.6 10 6.5 4.8 45
Rated Mag I A - 22.4 - - - - -
Peak Mag I A - 50.0 - - - - -
Rated Motor rpm 255 1489 330 576 330 576 822 822 405
Mag err thr eDeg 20 20 20 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100 100 100 100
Fld Wkn BW Hz 10 10 10.00 10.00 10.00 10.00 10.00 10.00 10.00
Machine Parameters
not in SVT
2
Machine Inertia (kg-m )
Sheave Diametr (mm)

Rev. 2009-01-15
Document: 31400_UG
Sheet: 166 of 168

GGP GGP GGP GGP GGP GGP
GGP
4.1T532D 4.1T558E 4.1T581A 5.0T532A 5.0T557B 5.2T581C
5.0T552A
MACHRAT 4.1T533D 3.2T558 4.1T582A 5.0T533A 5.0T558B 5.2T582C
1600kg 1600kg 1600kg 2268kg 2000kg 2268kg 2268kg

1.02m/s 1.78m/s 2.54m/s 1.02m/s 1.60m/s 1.78m/s 2.54m/s
TA*20220 TA*20220
TA*20220 TA*20220 TA*20220 TA*20220 TA*20220
Otis P/N AT11 AT14
AR11 AR12 AT12 AT13 AT32
AT15
3-1 CONTRACT
Motor Type 405 406 407 507 508 509 510
3-4 MACHINE
Number of Poles 14 14 14 14 14 14 14
Rated Trq Nm 300 300 300 435 375 420 410
Rated Trq I A 18.2 32 44 26.3 35.5 43.6 62
Ld mH 39.4 16.5 6.9 46.9 18.3 14.7 5.3
Lq mH 52.0 22.8 9.9 64.8 27.3 19.7 7.4
R Ohm 1.57 0.7 0.16 1.0 0.42 0.31 0.11
T/A Slope % 38.1 32.3 34.5 42.3 35 25.7 27.4
T/A Offset A 6.2 8.9 12.9 7.1 9 9.2 17.1
Kt Slope 1/kNm 0 0 0 0 0 0 0
Id Saturation A 6.1 7 3 11.5 3 3 7.5
Iq Saturation A 4.4 7 6.5 6.2 3.6 12.3 5.0
Ld Slope mH/A 0.67 0.17 0.07 0.61 0.32 0.20 0.04
Lq Slope mH/A 0.8 0.23 0.05 1.00 0.27 0.22 0.03
Lq0 mH 52.0 22.8 9.9 64.8 27.3 19.7 7.4
Lq1 1/mA 0 0 0 0 0 0 0
Lq2 1/mA^2 0 0 0 0 0 0 0
Ld0 mH 39.4 16.5 6.9 46.9 18.3 14.7 5.3
Rated Mag I A - - - - - - -
Peak Mag I A - - - - - - -
Rated Motor rpm 324 576 822 330 518 576 822
Mag err thr eDeg 20 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100 100
Fld Wkn BW Hz 10.00 10.00 10.00 10.00 10.00 10.00 10.00
Machine Parameters
not in SVT
2
Sheave Diametr (mm)

Rev. 2009-01-15
Document: 31400_UG
Sheet: 167 of 168
BOMCOW BOMCOW BOMCOW BOMCOW BOMCOW BOMCOW

Motor Model 630Kg 630Kg 800Kg 800Kg 1000Kg 1000Kg
AJ1, AJ2, AJ4, AJ5, AJ7, AJ8,
T1, AJ3, T4, AJ6, T7, AJ9,
T10 T2, T13 T5, T16 T8,
Otis P/N
T3, T6, T9,
DAA20220-
T11, T14, T17,
T12 T15 T18
3-1 CONTRACT
Motor Type 321 322 323 324 325 326
3-4 MACHINE
Number of Poles 20 20 20 20 20 20
Rated Trq Nm 460 460 550 550 665 665
Rated Trq I A 8.4 15.6 9.7 18 11.3 21
Ld mH 228.1 75 172.1 56.2 130.8 44
Lq mH 203.8 67 156.2 51.0 118.9 40
R Ohm 9.39 3.14 7.04 2.34 4.88 1066
T/A Slope % 0.273 0.15 0.2 0.11 0.273 0.15
T/A Offset A 2.0 2 2 4 2 4
Kt Slope 1/kNm 0 0 0 0 0 0
Id Saturation A 6.7 10 10 15 10 15
Iq Saturation A 2.1 7 4.5 15 3 10
Ld Slope mH/A 5.5 1.86 3.96 1.34 3.55 0.78
Lq Slope mH/A 2.3 0.57 0.79 0.2 0.91 0.33
Lq0 mH 203.8 67 156.2 51 118.9 40
Lq1 1/mA 0 0 0 0 0 0
Lq2 1/mA^2 0 0 0 0 0 0
Ld0 mH 229 75 172 56.2 85 30
Peak Mag I A - - - - - -
Rated Motor rpm 96 168 96 168 96 168
Mag err thr eDeg 20 20 20 20 20 20
Fld Wkn Lvl % 100 100 100 100 100 100
Fld Wkn BW Hz 10 10 10 10 10 10
Machine Parameters
not in SVT
2
Sheave Diametr (mm)

Rev. 2009-01-15
Document: 31400_UG
Sheet: 168 of 168

Inertia Calculations
9.1 System Inertia Formula
For larger systems (usually gearless systems, or systems with compensation ropes), the following
formula should be used:
J = J1 + J2 + J3
⎛ d2shv ⎞⎛ Mduty ⎞
J1 = ⎜⎜ 2 2 ⎟⎟⎜⎜ Mcar + + Mcwt + Mcomp ⎟⎟ + Jmachine
⎝ 4r gr ⎠⎝ 2 ⎠
⎛ d2 ⎞
J2 = ⎜⎜ shv2 ⎟⎟Mrope
⎝ 4rgr ⎠
⎛ d2 ⎞
J3 = ⎜ 2 2shv2 ⎟Jcomp
⎜r g d ⎟
⎝ r comp ⎠
where:
dshv diameter of drive sheave (m)
r roping ratio (1= 1:1, 2= 2:1, etc.)
gr gear ratio of gearbox (if any) (1= 1:1, 17 = 17:1 etc.)
Mcar mass of empty car (kg)
Mcwt mass of counterweight (kg)
Jmachine total rotating inertia of all sheaves, including rotor inertia and drive sheave inertia,
excluding Comp Sheave inertia, (kg-m2)
Mrope mass of ropes (kg)

Mcomp mass of compensation ropes (kg)
Jcomp inertia of Compensation Rope Sheave (kg-m2)
dcomp diameter of Compensation Rope Sheave (m)
9.2 System Inertia Approximation

For smaller systems (usually geared systems, or systems without compensating ropes), the
following approximation for inertia may be satisfactory:
⎛ d2shv ⎞⎛ Mduty ⎞
J = ⎜⎜ 2 2 ⎟⎟⎜⎜ Mcar + + Mcwt ⎟⎟ + Jmachine
⎝ 4r gr ⎠⎝ 2 ⎠
This approximation is derived by assuming Jcomp = Mcomp = Mrope = 0 .

Rev. 2009-01-15

BD User Guide AP131400DAA - 2013-12-17

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Engineering Center

Five Farm Springs

Original Date: 2010-09-10 Document: 31400_UG

Ultra Drive User Guide

DISTRIBUTION: Per notification document PDP00161.

REVISION APPROVAL RECORD:

Rev Date Project/ Revised By: Approved By: Signature and

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

2 Software Release Notes

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

CONSTRUCTION RUN BOX Regen Drive GDCB Wiring

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

This state is entered after certain faults have

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

When Brake Test mode is ended, the Drive

4 Installation and Startup

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

4.3 Parameter Setup

• All parameters in service tool menu 3-1 CONTRACT

4.4 Encoder Adjustment

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

When rrunning the car

After changing this parameter, repeat the test.

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

4.7 Check of 1LS/2LS

Nom Speed Decel Minimal 1LS / 2LS distance

400 800 200

400 1000 185

400 1200 175

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Configuration #4: Configuration #3: Configuration #1:

Vane Vane Minimum 3 Toleran

2 PRS2, 1Sens, 250mm 1 250 50 - 15 N.O.

3 RPD-P2, 1Sens, 250mm 1 250 50 - 15 N.C.

CEDES Photo, 1Sens,

7 PRS5 1 170 50 - 30 N.O.

8 PRSxx, 1Sens, 130mm 1 130 50 - 30 N.O.

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

4.8.1 Example PRS configuration: PRS2

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company

4.9 Learn run

SWITCH TO NORMAL Safety chain detected OPEN,

LEARN RUN Start Press <GO ON> on the SVT.

Num of Ldgs: 007 Press “1” if the indicated number of

Press “1” if the indicated number of

Calibrate Hitch Visible only when Load Weigh

Switch to ERO Switch on ”ERO” on ERO-Box

To start learn- FIND BOTTOM LNDG

Switch back to Switch back to ”NORMAL” on

IF the car is inside 1LS but outside of a door zone:

FIND BOTTOM LDG, The car moves up, the “--“

IF the car is outside 1LS:

Form PA1021 Unpublished Work - Copyright © Otis Elevator Company