BD User Guide AP131400DAA - 2013-12-17
BD User Guide AP131400DAA - 2013-12-17
BD User Guide AP131400DAA - 2013-12-17
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.
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.
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
Sheet: 3 of 168
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
Sheet: 4 of 168
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
Sheet: 5 of 168
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
Sheet: 6 of 168
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.
Sheet: 7 of 168
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.
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
Sheet: 8 of 168
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.
Sheet: 9 of 168
Sheet: 10 of 168
• 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
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
Sheet: 11 of 168
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.
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.
Sheet: 12 of 168
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.
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
<>
Green Red
Status
(LED1) (LED2)
NOT NOT
DSP is in Reset
FLASHING FLASHING
DSP is Running FLASHING ANY STATE
Events in Log FLASHING FLASHING
Sheet: 14 of 168
Sheet: 15 of 168
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.
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
Rev. 2009-01-15
Document: 31400_UG
Sheet: 16 of 168
The sensor heads are shown in the position where the car is level with the hoistway sill
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.
Sheet: 17 of 168
The maximum distance between vanes is 12m ! If the required distance between landings is
larger, dummy vanes need to be inserted.
Sheet: 18 of 168
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
Sheet: 19 of 168
Sheet: 20 of 168
Sheet: 21 of 168
Learn active
CAR MOVES UP
Sheet: 22 of 168
=> 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! >
L001 21065.9mm
Vane 249.8mm
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.
Sheet: 23 of 168
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.
Sheet: 24 of 168
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.
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.
Sheet: 25 of 168
Sheet: 26 of 168
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:
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.
Sheet: 27 of 168
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.
Sheet: 28 of 168
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).
Sheet: 29 of 168
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).
Sheet: 30 of 168
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:
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.
Also see note 1 at the end of Section 5.5.
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.
Sheet: 31 of 168
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.
Sheet: 32 of 168
Sheet: 33 of 168
1. Installation Data
Location :
Date :
Installer :
2. Hoistway Data
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
Sheet: 34 of 168
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
8. Installer Comments
Sheet: 35 of 168
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:
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).
Sheet: 36 of 168
Menu Tree
The following table shows the service tool menu tree for the drive subsystem.
Sheet: 37 of 168
Sheet: 38 of 168
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.
Sheet: 39 of 168
Sheet: 40 of 168
Sheet: 41 of 168
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)
Regen 25A Ver 3 - 25A Regenerative UD (Ultra Drive) (eI2C)
Regen 30A Ver 3 - 30A Regenerative UD (Ultra Drive) (eI2C)
Regen 40A Ver 3 - 40A 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.
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
then a row of stars are displayed instead of the serial number.
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).
If the EEPROM is unreadable or if the stored string is non-ASCII
then a row of stars are displayed instead of the serial number.
LVD_CB Partnum 1st line: Name of control board (LVD only):
GAA26800PP1 LVD_CB - for LVD
2nd line: Partnumber of this board (example). LVD
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.
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
If the EEPROM is unreadable or if the stored string is non-ASCII
then a row of stars are displayed instead of the serial number.
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).
Sheet: 42 of 168
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
-- - signal unknown (e.g. CAN msg
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
-- - signal unknown (e.g. CAN msg
missing)
State of Door Bypass: DBP (bbb)
DBP - Door Bypass closed
dbp - Door Bypass open
-- - signal unknown (e.g. CAN msg
missing)
Clock Time since POR.
ALL
Format: DAYS:HOURS:MIN:SEC:10MSEC.
Sheet: 43 of 168
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
Sheet: 44 of 168
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
Sheet: 45 of 168
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.
Sheet: 46 of 168
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 %
Sheet: 47 of 168
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
Sheet: 48 of 168
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.
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
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
Sheet: 50 of 168
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
Format: DAYS:HOURS:MIN.
Tot. Time In Use Accumulated time the drive has been powered since installation.
ALL
Format: DAYS:HOURS:MIN.
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
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
of the vanes had been on average higher than expected from CAN
the nominal sensor head geometry
Offset 2LV 0.1mm Transitions of the 2LV 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 DIS 0.1mm Transitions of the DIS 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
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.
Sheet: 52 of 168
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
705 E2 Invalid
0000:00:00:00.04
Clear Log?
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
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:
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
Unpublished Worrk - Copyright © Otis Elevator C
Company
Rev. 2009--01-15
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.
• 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.
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.
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
Reset DSP?
Enter to reset.
Sheet: 55 of 168
Note, the reset is only allowed when the drive is in the IDLE state or less.
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.
Sheet: 56 of 168
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.
This response is applicable only for CAN–type controllers.
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.
This response is applicable only for CAN–type controllers.
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.
Sheet: 57 of 168
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
Sheet: 58 of 168
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
Sheet: 59 of 168
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.
Sheet: 60 of 168
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.
Sheet: 61 of 168
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.
Sheet: 62 of 168
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.
Note: This fault indicates a too high motor current or an IGBT short circuit
current.
Sheet: 63 of 168
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.
Possible Causes & Solutions
• Defective gate driver or power supply → change drive package (if
occurs permanently).
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.
Possible Causes & Solutions
• Check wiring around SR1 relay and P5-5 of GDCB
Check a SR1 control of UCMP module
Sheet: 64 of 168
203 Cnv Ix Offst E The indicated converter phase current offset exceeded 5% of full-scale.
204 Cnv Iy Offst
Possible Causes & Solutions
• 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.
Note: This fault indicates a too high line input current or an IGBT short
circuit current.
Sheet: 65 of 168
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.
Sheet: 66 of 168
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.
Sheet: 67 of 168
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.
Sheet: 68 of 168
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.
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.
Sheet: 69 of 168
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
Type 0-3 is set to 2-3.
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
Type 0-3 is set to 2-3.
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.
Possible Causes & Solutions
• 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.
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”
Sheet: 70 of 168
418 Bk lft tmout C4* Applicable only when Brk Cnt Type 0-3 is 2-3.
Sheet: 71 of 168
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.
Sheet: 72 of 168
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.
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.
Sheet: 73 of 168
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:
Sheet: 74 of 168
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.
This fault sets the SAS flag.
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.
Sheet: 75 of 168
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:
Sheet: 76 of 168
Sheet: 77 of 168
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%.
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.
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.
Sheet: 78 of 168
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.
This fault sets the SAS flag.
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.
Sheet: 79 of 168
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.
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.
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.
Note: This fault triggers a blockage which may only be cleared by
authorized personnel after appropriate investigation of the brake fault
causing the blockage. It cannot be cleared by a power cycle, it can be
cleared by an ERO run or by SVT.
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.
Sheet: 80 of 168
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.
Sheet: 81 of 168
800 1ms Task S The 1 ms task overran. Contact Enigineering.
801 10ms Task S The 10 ms task overran. Contact Enigineering.
802 40ms Task S The 40 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.
Sheet: 82 of 168
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.
Sheet: 83 of 168
Every event with a defined number of retries may lead to a blockage. The following text
messages are provided by the drive:
Sheet: 84 of 168
"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
Sheet: 85 of 168
"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
"801 10ms Task " 1 DRIVE, Software 10ms task overrun
"802 40ms Task " 1 DRIVE, Software 40ms task overrun
"803 Cnv Task " 1 DRIVE, Software converter task overrun
"804 Inv Task " 1 DRIVE, Software inverter task overrun
"805 200ms Task " 1 DRIVE, Software 200ms 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
Sheet: 86 of 168
Sheet: 87 of 168
*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
Sheet: 88 of 168
*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
Sheet: 89 of 168
*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 -
Sheet: 90 of 168
*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
Sheet: 91 of 168
*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
Sheet: 92 of 168
Sheet: 93 of 168
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
Sheet: 94 of 168
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.
Sheet: 95 of 168
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
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.
Inertia kg-m2 Total system inertia with balanced car. The value should be set according to
contract data.
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
Sheet: 96 of 168
Encoder PPR Specifies the number of pulses per revolution (PPR) of the encoder.
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.
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.
Sheet: 97 of 168
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.
Note: Value may be changed by the system’s auto-installation routines.
DZ in 1LS Visible only when “Interface Type” = 1
Number of door zones in 1LS.
Note: Value may be changed by the system’s auto-installation routines.
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.
Sheet: 98 of 168
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)
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.
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.
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
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.
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.
This parameter is used when battery operation is active and the DC bus
overvoltage control is active.
If DC BUS voltage exceeded 700V, the “Current Id" has the increment “Delta Id[A]
/5ms" until " Id Thresh 700V (A)".
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.
This parameter is used when battery operation is active and the DC bus
overvoltage control is active.
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”
24V+
S1
BS1
S2
SX
S3
BS2
SX
BX
BS1
BS2
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.
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.
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
SVT Display Description
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..
Form PA10021 U
Unpublished Worrk - Copyright © Otis Elevator C
Company
Rev. 2009--01-15
Document: 31400_UG
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.
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,
Form PA10021 U
Unpublished Worrk - Copyright © Otis Elevator C
Company
Rev. 2009--01-15
Document: 31400_UG
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.
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”
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
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.
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.
- 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.
The FAN test display sequence after entering menu 5-1 is shown below:
After 1 minute
<ENTER>
Press ENTER to enable turnover tests for the next Turnover Tst OFF
3 runs: ON: Press ENTER
<ENTER>
<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).
The SVT display sequence after entering menu 5-5 is shown below:
<ENTER>
<ENTER>
<GO ON>
<ENTER>
721 PwmExistsFlt
Test Pass; Go ON
<GO ON>
<ENTER>
<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>
403 Brake BY
Test Pass; Go ON
<GO ON>
Safety Test
Complete
<10 seconds>
In this test mode only ERO runs are possible since normal runs will end up in a drive blockage
after consecutive failures.
<ENTER>
<ERO Stop>
Start ERO run again: the drive will NOT start 403 Brake BY
again. Test Pass; Go ON
<GO ON>
<ENTER>
<ERO Stop>
Start ERO run again: the drive will NOT start 703 S Rly Fault
again. Test Pass; Go ON
<ENTER>
<ERO Stop>
Start ERO run again: the drive will NOT start 730 S2 RlyFault
again. Test Pass; Go ON
<GO ON>
403 Brake BY
Test Pass; Go ON
<GO ON>
<ENTER>
<GO ON>
<ENTER>
730 S2 RlyFault
Test Pass; Go ON
<GO ON>
Safety Test
Complete
<10 seconds>
In this test mode only ERO runs are possible since normal runs will end up in a drive blockage
after consecutive failures.
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.
The SVT display sequence after entering menu 5-6 is shown below:
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>
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.
The SVT display sequence after entering menu 5-6 is shown below:
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.
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.
The signals that are available for acquisition are given in the following table.
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.
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 - -
Amplitude ref fbk err out
Noise
Position Pos offset - Pos ref Pos fbk Pos err Pos out
Amplitude
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 -
Amplitude ref fbk err out
Noise FWC FWC FWC FWC
FWC Offset -
Amplitude ref fbk err out
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
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.
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
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.
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
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)
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
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
Turns Per Coil (TPC)
Machine Inertia (kg-m2)
Sheave Diametr (mm)
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
Rated Mag I A - - - - - -
Peak Mag I A - - - - - -
Rtr Time Const s - - - - - -
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.
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 - - - - -
Rtr Time Const s - - - - - - -
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
Turns Per Coil (TPC)
2
Machine Inertia (kg-m )
Sheave Diametr (mm)
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 - - - - - - -
Rtr Time Const s - - - - - - -
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
Turns Per Coil (TPC)
2
Machine Inertia (kg-m )
Sheave Diametr (mm)
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
Rated Mag I A - - - - - -
Peak Mag I A - - - - - -
Rtr Time Const s - - - - - -
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
Turns Per Coil (TPC)
2
Machine Inertia (kg-m )
Sheave Diametr (mm)
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)
⎛ d2shv ⎞⎛ Mduty ⎞
J = ⎜⎜ 2 2 ⎟⎟⎜⎜ Mcar + + Mcwt ⎟⎟ + Jmachine
⎝ 4r gr ⎠⎝ 2 ⎠