TIP x

TECHNICAL INFORMATION DATE 5/27/98

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REQUIRED READING: X Field Operations Manager X Maintenance Supervisor

X Service Supt. X Construction Supt. X Modernization Supt. X Field Engineer

SUBJECT: LMCSS Troubleshooting Guide

SYSTEM: E311MV, E411MV

COMPONENT/SUB-SYS: Controller

SUB-ASSYS/PARTS: LMCSS

DESCRIPTION: This guide may be used to determine the root cause of any
faults logged by the LMCSS control board. This article is
compatible with version AAA-30085-AAD LMCSS software
and version ACA21250AD wiring diagram.

Before performing any of the diagnostic tests described in this document, you MUST
TAKE CONTROL OF THE ELEVATOR. Make sure that there are no passengers in the
elevator, and the doors are blocked to prevent passengers from entering the evevator
should the doors open during testing.

Prepared by: C. Koenig

Staff Field Engineer

P R E L I M I N A R Y
This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express
condition that: it will be used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in
part, without the prior written consent of Otis: and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment.

Unpublished Work - © Copyright 1996, Otis Elevator Company

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2000: Board Running Error

Description: Default condition logged in the fault log when no error conditions exist.
Common Causes: N/A
Testing: N/A
Suggested Corrective Action: N/A

2001: Power-on-Reset Counter

Description: Records the number of times that the reset buton on the MCB has been
pressed or the watchdog has timed out and reset the microprocessor.
Common Causes:
1) A person has pressed the reset button on the MCB.
2) The software has become caught in a loop and was not able to update the
watchdog timer. If the watchdog is not reset by the processor at a regular
interval, the watchdog will reset the microprocessor. You may find that the
watchdog is reset only during times of higher CPU utilization, such as when the
car is levelling into a floor.
Testing: If this fault occurs regularly, you can monitor the watchdog output from the
microprocessor by monitoring pin 2 on IC U12 with an oscilloscope. The waveform
should look like figure 1 below.
Suggested Corrective Action:
1) None required.
2) If the watchdog is continuously resetting the microprocessor try:
a) Replace the EPROM in socket U37 on the MCB.
b) Turn off some of the CPU intensive features such as advanced diagnostics
(set EEPROM paramater “ED CAR ID” in menu M-2-3-1 on the service tool to a
value of 0).
c) Replace the MCB.

Figure 1: Watchdog timer output from microprocessor

2002:Power Failure

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Description: Records the number of times the MCB has been powered on.
Common Causes: This is commonly caused by building power blackout, switching the
main line disconnect switch, or a blown fuse.
Testing: None
Suggested Corrective Action: None

2003: Tasking Error for Fast and Slow Tasks

Description: Microprocessor system error. This fault is logged when the fast task
software routine was not able to be completed in its alotted time twice in a row (2 of
error 2006 in a row). This fault will cause the microprocessor to reset (similar to a
watchdog trip).
Common Causes:
1) Noise on the door zone signals (ID1Z,ID2Z,ODZ) may cause an excessive
number of these errors.
2) As the car levels into the floor, the demand on the microprocessor increases,
which increases the odds that the microprocessor will not be able to complete
the tasks assigned in the time given, thereby causing this fault.
Testing: Refer to fault 2006.
Suggested Corrective Action: Refer to fault 2006.

2004: Division by Zero

Description: Microprocessor system error.
Common Causes:
1) May be caused by a zero value entered for an EEPROM parameter used in a
further calculation by the microprocessor.
2) If a new, blank EEPROM is used in the MCB, some parameters may have
(invalid) zeros stored in the EEPROM.
Testing:
Suggested Corrective Action:
1,2) Check that EEEPROM parameters are within the specified range of allowed
values. This can be done by pressing enter ( [BLUE] [ENTER] ) on the service
tool at every parameter. If the parameter is out of range, it will be reset to the
minimum or maximum permitted value.

2005: Car Not Available

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Description: Records the number of times that the elevator has been shut down. (or
not available for OCSS??)
Common Causes:
1) OCSS Communications fault (see fault 2304).
2) DCSS Communications fault (see fault 2404).
3) DBSS Communications fault (see fault 2505).
4) Open safety chain (see fault 2809).
5) MCSS state goes NAV.
Testing: Check the error log for one the the above error codes and follow the
instructions listed for that fault code.
Suggested Corrective Action: Check the error log for one the the above error codes
and follow the instructions listed for that fault code.

2006: Fast Task Overruns

Description: The microprocessor has not completed the software tasks in the amount
of time expected. If you find only a few of these faults in the log (less than 10 or 1-2
per day), it is not usually a cause for concern. When there is a true overload of the
microprocessor, you will also find faults such as 2003 (tasking error), 2100 (slippage
error), 2600 (PGE overshoot), 2601 (task overrun), or 2602 (PGE FXG timeout) in
the error log as well.
Common Causes:
1) Noise on the door zone signals (ID1Z,ID2Z,ODZ) may cause an excessive
number of these errors.
2) As the car levels into the floor, the demand on the microprocessor increases,
which increases the odds that the microprocessor will not be able to complete
the tasks assigned in the time given, thereby causing this fault.
Testing:
1) Use an oscilloscope to monitor the door zone signals where they enter the MCB
board (J7-2, J7-4, J7-5). Figures 2 and 3 show examples of normal and noisy
door zone signals.
Suggested Corrective Action:
1) Noise supression kits are available from OSC (part number xxxxxxxxxxx).
2) Turn off some of the CPU intensive features such as advanced diagnostics (set
EEPROM paramater “ED CAR ID” in menu M-2-3-1 on the service tool to a
value of 0).

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Figure 2: DZ and DZ1 input signals in ‘clean’ environment

Figure 3: DZ and DZ1 input signals in ‘noisy’ environment

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2007: Software Spurious Interrupt

Description: The microprocessor detected an interrupt from an internal (software
generated) event at a point where one would not be expected to occur.
Common Causes: Full moon.
Testing:
Suggested Corrective Action:

2008: Overflow Error

Description: Microprocessor system error.
Common Causes:
Testing:
Suggested Corrective Action:

2009: Hardware Spurious Interrupt

Description: The microprocessor detected an interrupt from an external (hardware)
event at a point where one would not be expected to occur.
Common Causes:
1) Noise on the door zone signals (ID1Z,ID2Z,ODZ) may cause an excessive
number of these errors.
Testing:
1) Use an oscilloscope to monitor the door zone signals where they enter the MCB
board (J7-2, J7-4,J7-5). Refer to figures 2 and 3.
Suggested Corrective Action:
1) Noise supression kits are available from OSC (part number xxxxxxxxxxx).

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2100: Large Positive or Negative Slippage

Description: Car position is tracked by two means: 1) monitoring motor revolutions
using the PVT; and 2) tracking the transitions of the door zone sensors. The PVT
is used to determine the car position to the nearest mm. However, this
measurement is expected to be off slightly due to rope stretch, and slippage of the
ropes over the drive sheave. Therefore the mm count of car position is corrected
each time the car passes a floor using the door zone sesnors. If there is an
excessive correction of car position required (more than xx mm), this error is
logged.
Common Causes:
1) Rope stretch as the car accelerates and decelerates.
2) Ropes sliding over the drive sheave.
Testing:
Suggested Corrective Action:
1,2) Verify that the acceleration rates are not excesive??

2101: Reader Event Error

Description:.The MCSS has not seen the expected door zone signals as the car
travels through the hoistway (on normal/automatic mode only). Refer to Area 8 in
the wiring diagrams.
Common Causes:
1) The 24VDC power supply inside the SPT (PTD) has failed.
2) The 115VAC power supply to the SPT has failed.
3) The 30VR signal wire from the SPT has been disconnected.
Testing:
1) Verify that the 24VDC power supply is between 21.5 and 30V DC.
2) Verify that the 115VAC power supply is between 103 and 130 VAC.
3) Using a DMM, verify the continuity of the 30VR signal from the SPT to the
controller’s C15 terminal, and from the C15 terminal to the (-) terminal on RF61.
Suggested Corrective Action:
1) Repair/replace the 30VDC power supply.
2) Repair/replace the 115VAC power supply.
3) Repair/replace the field wiring to the SPT.

2102: Position Measurement Fault

Description: A hoistway signal (usually ID1Z, ID2Z, or ODZ) has changed state while
the car state was stopped. (What about relevel runs????)
Common Causes:
Testing:
Suggested Corrective Action:

2103: Invalid Floor Count

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Description: The floor count didn’t correspond to the actual?? hoistway position or
exceeded the highest/lowest floor EEPROM parameter value.
Common Causes:
1) The car powers up outside of a door zone, but when it powered down, it was
inside of a door zone.
2) The car powers up in a door zone, but when it powered down, it was not in a door
zone. This may be caused by someone moving the car to a floor while power
was interrupted to rescue passengers.
Testing:
Suggested Corrective Action:

2104: Invalid Latched Raw Position

Description: The software responded to an interrupt generated by a hoistway position
sensor (ID1Z, ODZ, or ID2Z), but then found that none of the hoistway signals were
active. CHECK THIS!!
Common Causes:
1) A noise spike on one of the door zone inputs may have been long enough to
trigger an interrupt to the processor, but not long enough to be still valid when
the microprocessor read the discrete door zone input.
Testing:
Suggested Corrective Action:

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2105: Reader Sequence Error

Description:. The LMCSS software monitors the state of the 3 door zone sensors at all
times as the car runs through the hoistway. The normal sequence in which the
sensors turn on and off as the car runs up past a floor is as follows:
State ID1Z ODZ ID2Z
1 off off off
2 ON off off
3 ON ON off
4 ON ON ON
5 off ON ON
6 off off ON
7 off off off
If the software detects an illegal state transition, this fault will be logged. For
example, if all sensors are off (state 1) and then the software sees input ID1Z and
ODZ on (state 3), this fault is logged.
The software also monitors the inputs for an illegal state. Exapmles of illegal states
are listed below:
State ID1Z ODZ ID2Z
8 off ON off
9 ON off ON
Note that this fault, by itself will not cause the car to be shutdown. What will it do-
complete the run or stop the car????
Common Causes:
1) One of the door zone sensors has failed in the active or inactive state.
2) The wiring between the SPT and the MCB may have been damaged.
3) One of the door zone inputs on the MCB has failed in the active state.
Testing:
1,2) With the car sitting idle at a floor, verify that all three door zone sensor inputs to
the MCB are active as described below. With the car sitting idle away from a
floor, verify that all three inputs are in the inactive state.
SIGNAL PIN on MCB Voltage when Voltage when
input active input inactive
ID1Z J7-2 0V DC 24 VDC
ODZ J7-4 0V DC 24 VDC
ID2Z J7-5 0V DC 24 VDC
3) With the car sitting idle at a floor, use the service tool to verify that all three door
zone sensors are in the active state. These inputs are found in menu M-2-1-3,
and are listed as ID1,ODZ,ID2. Next, move the car out of the door zone on
controller inspection. Verify that all three door zone sensors are in the inactive
state. These inputs are found in menu M-2-1-3, and are listed as id1,odz,id2.

Suggested Corrective Action:

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1) Replace the failed door zone sensor, or SPT reader head assembly.
2) Repair the wiring between the SPT and the MCB.
3) Replace the MCB.

2106: Reader Sequence Shutdown

Description:. After detecting a door zone sensor fault (fault 2105), and causing the
car to recover to a floor (fault 2107), the software was unable to clear the sensor
fault, and so the car was shut down by the software. This fault may also be logged
if all three of the door zone sensors turn off at the same time.
Common Causes:
1) One of the sensors in the SPT assembly has failed.
2) One of the door zone inputs on the LMCSS board has failed.
3) The 24V power supply in the SPT has failed resulting in a loss of all sensors.
4) The 24V connection between the SPT and the controller has failed.
5) The 115VAC power supply to the SPT has failed.
6) The fuse in the power supply in the SPT has blown.
Testing:
1)
2)
3)
Suggested Corrective Action:
1)
2)
3)

2107: Reader Sequence Recovery Fault

Description:.After detecting a sensor fault (fault 2105), the software tried to recover
the car to a floor. At the start of the recovery run, this fault is logged to indicate why
the car recovered to a floor.
Common Causes: See fault 2105.
Testing: See fault 2105
Suggested Corrective Action: See fault 2105.

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2108: PSR 1LS Error

Description: The point in the hoistway where the 1LS/NTSDB limit switch turned on or
off did not agree with the position stored in the MCB memory. The error is logged if
the car is stopped at the bottom landing, but the 1LS switch is inactive, or both the
1LS and 2LS switches are on at any point in the hoistway. Refer to Area 5 in the
wiring diagrams.
Common Causes:
1) The vane has been moved in the hoistway, but a new learn run was not
performed.
2) The hoistway reader device (limit switch) has failed.
3) The 1LS input on the MCB has failed.
4) The 115VAC power supply for the LMCSS has failed.
5) The car is stopped at the bottom floor with the 1LS signal inactive.
6) Both the 1LS and 2LS signals are active at the same time.
Testing:
1) N/A
2) Verify that there is 0VAC present at connector J4-1 on the MCB when the car is
at the bottom landing, and 115VAC present when the car is out of the bottom
terminal zone.
3) Run the car to the bottom landing. Using the service tool, monitor the 1LS (NTB)
input found in menu M-2-1-3. The input should be on. Verify that 0VAC is
present at connector J4-1 on the MCB while at the bottom floor.
4) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
5) Run the car to the bottom floor. Verify that the 1LS signal is active (in menu M-2-
1-3).
6) Start with the car at the bottom landing. Monitor the 1LS and 2LS signal using
the serive tool (menu M-2-1-3). Run the car up to the top landing in the building.
As the car is running, verify that the signals are in the proper state as shown
below:
Location in building 1LS (NTB) 2LS (NTT)
Bottom active inactive
Middle inactive inactive
Top active active
Suggested Corrective Action:
1) Perform a new learn run.
2) Replace the hoistway reader device.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.
5) Relocate the 1LS switch or repair wiring.
6) Repair the 2LS limit switch.
2109: PSR 2LS Error

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Description: The point in the hoistway where the 2LS/NTSDT limit switch turned on or
off did not agree with the position stored in the MCB memory. The error is logged if
the car is stopped at the top landing, but the 2LS switch is inactive, or both the 1LS
and 2LS switches are on at any point in the hoistway, or 2LS is active in the middle
of the hoistway. Refer to Area 5 in the wiring diagrams.
Common Causes:
1) The vane has been moved in the hoistway, but a new learn run was not
performed.
2) The hoistway reader device (limit switch or optical vane) has failed.
3) The 2LS input on the MCB has failed.
4) The 115VAC power supply for the MCSS has failed.
5) The car is stopped at the top floor with the 2LS signal inactive.
6) Both the 1LS and 2LS signals are active at the same time.
Testing:
1) N/A
2) Verify that there is 0VAC present at connector J4-3 on the MCB when the car is
at the top landing, and 115VAC present when the car is out of the top terminal
zone.
3) Run the car to the top landing. Using the service tool, monitor the NTT (2LS)
input found in menu M-2-1-3. The input should be on. Verify that 0VAC is
present at connector J4-1 on the MCB while at the bottom floor.
4) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
5) Run the car to the top floor. Verify that the 2LS signal is active (in menu M-2-1-
3).
6) Start with the car at the bottom landing. Monitor the 1LS and 2LS signal using
the serive tool (menu M-2-1-3). Run the car up to the top landing in the building.
As the car is running, verify that the signals are in the proper state as shown
below:
Location in building 1LS (NTB) 2LS (NTT)
Bottom active inactive
Middle inactive inactive
Top active active
Suggested Corrective Action:
1) Perform a new learn run.
2) Replace the hoistway reader device.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.
5) Relocate the 2LS switch or repair wiring.
6) Repair the 1LS limit switch.

2200: Service Tool Timeout Error

Description:

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Common Causes:
Testing:
Suggested Corrective Action:

2201: Service Tool Parity Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2202: Service Tool Overflow Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2203: Service Tool Framing Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2204: Service Tool Communications Error

Description: This fault is logged when any one of the above four faults occurs (2200
through 2203).
Common Causes:
Testing:
Suggested Corrective Action: Check the error log to determine which of the other
four faults has occurred and follow the guidelines listed for that fault.

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2300: OCSS Timeout Error

Description: The OCSS (RCB II) has not responded to requests for communications
by the MCSS within a specified time period. The time period is hard coded in
software at ??? ms.
Common Causes:
1) Connector P4 on the RCB II or connector J10 on the MCB may be unplugged, or
the wiring between them may be damaged. Refer to Areas 5 and 15 in the
wiring diagrams.
2) The RCB II may be powered down.
3) The serial UART on the MCB (receiver) or on the RCB II (transmitter) may have
failed.
Testing: You can check the communication be plugging a service tool into the RCB II
and accessing the MCSS by pressing M-2. If the service tool displays the MCSS
menu, the communications link is working, and the fault may be intermittent. If you
cannot access the MCSS from the RCB II, the link is still failed. You may also use
an oscilloscope to check the communications as shown in figure 3.
Suggested Corrective Action:
1) Check the plugs and wiring between the MCB and the RCB II.
2) Check the RCB II fuses and power supply.
3) Replace the MCB and/or the RCB II.

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U37 U44
SW1
SW2
1
2
2U03 3

F1

J11

J12
J10 BAT1

J9

J8 J7
J6 J4 J2
J5 J3 J1

J8-3 = (+)
J8-4 = (-)

ZOOM IN

Figure 3: OCSS Receiver Circuit

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2301: OCSS Parity Error

Description: The LMCSS has received corrupted data from the OCSS. Note that this
error code will not be displayed in menu M-2-2-2. To see if this error has been
logged, press M-2-2-8 and scroll throught the complete error code listing.
Common Causes: Noise on the serial link between LMCSS and OCSS.
Testing: Put an oscilloscope on the communications link between LMCSS and OCSS
as shown in figure 3 above. Figure 3 (file=OCSSCOM1.BMP) shows a “clean”
communications signal. This may be an intermittent fault, and may not be seen
each time you monitor the communications.
Suggested Corrective Action: Check the wiring between the LMCSS and OCSS for
loose connections. Also look for high power/high current wires in the troughs which
are lying in parallel to the serial link wiring. Try to separate the power wires from
the signal wires.

2302: OCSS Overflow Error

Description: Transmit buffer full??? see LIBODC.PLM - line 202. Note that this error
code will not be displayed in menu M-2-2-2. To see if this error has been logged,
press M-2-2-8 and scroll throught the complete error code listing.
Common Causes:
Testing:
Suggested Corrective Action:

2303: OCSS Framing Error

Description: ????? Note that this error code will not be displayed in menu M-2-2-2.
To see if this error has been logged, press M-2-2-8 and scroll throught the complete
error code listing.
Common Causes:
Testing:
Suggested Corrective Action:

2304:OCSS Communications Error

Description: This error code is a indicates a general communications failure with the
RCBII and is logged when any one of the above four faults occurs (2300 through
2303).
Common Causes:
Testing:
Suggested Corrective Action: Check the extended error log (M-2-2-8) to determine
which of the other four faults has occurred and follow the guidelines listed for that
fault.

2400: DCSS Timeout Error

Description: The DCSS (DISS) has not responded to requests for communications by
the MCSS within a specified time period. Note that this error code will not be

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displayed in menu M-2-2-2. To see if this error has been logged, press M-2-2-8 and
scroll through the complete error code listing.
Common Causes:
1) Connector P2 on the DISS or connector J9 on the MCB may be unplugged, or
the wiring between them may be damaged.
2) The DISS may be powered down.
3) The UART on the MCSS (receiver) or on the DISS (transmitter) may be
damaged.
Testing: You can check the communication be plugging a service tool into the MCB
and accessing the DCSS by pressing M-3. If the service tool displays the DCSS
menu, the communications link is working, and the fault may be intermittent. If you
cannot access the DCSS from the MCB, the link is still failed.
Suggested Corrective Action:
1) Check the plugs and wiring between the MCB and the DISS
2) Check the DISS fuses and power supply
3) Replace the MCB board and/or the DISS board.

2401: DCSS Parity Error

Description: The LMCSS has received corrupted data from the DISS. Note that this
error code will not be displayed in menu M-2-2-2. To see if this error has been
logged, press M-2-2-8 and scroll through the complete error code listing.
Common Causes: Noise on the serial link between LMCSS and DISS.
Testing: Put an oscilloscope on the communications link between LMCSS and DISS
as shown in figure 4 below. Figure 4 (file DCSSCOM2= scope plot showing
several data packets, file DCSSCOM1= scope plot blowup of one data packet)
shows a “clean” communications signal, This may be an intermittent fault, and may
not be seen each time you monitor the communications.
Suggested Corrective Action: Check the wiring between the LMCSS and DISS for
loose connections. Also look for high power/high current wires in the troughs which
are lying in parallel to the serial link wiring. Try to separate the power wires from
the signal wires.

2402: DCSS Overflow Error

Description: The DCSS transmit buffer was full???- In English this means? Note that
this error code will not be displayed in menu M-2-2-2. To see if this error has been
logged, press M-2-2-8 and scroll through the complete error code listing.
Common Causes:
Testing:
Suggested Corrective Action:

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U37 U44
SW1
SW2
1
2
2U03 3

F1

J11

J12
J10 BAT1

J9

J9-1 = (+) J8 J7
J6 J4 J2
J1
J5 J3
J9-2 = (-)

ZOOM IN

Figure 4: DCSS Receiver Circuits

2403: DCSS Framing Error

Description: ????? Note that this error code will not be displayed in menu M-2-2-2.
To see if this error has been logged, press M-2-2-8 and scroll through the complete
error code listing.

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Common Causes:
Testing:
Suggested Corrective Action:

2404: DCSS Communications Error

Description: This fault is logged when any one of the above four faults occurs (2400
through 2403).
Common Causes:
Testing:
Suggested Corrective Action: Check the extended error log (M-2-2-8) to determine
which of the other four faults has occurred and follow the guidelines listed for that
fault.

2410: DCSS #1 Timeout

Description: When a multidrop type DCSS is used, this error indicates that DCSS
number 1 (usually front door operator) has not responded to a request for
communications from the MCSS within the specified timeout period.
Common Causes:
1) Connector P1 on the multidrop buffer board in the controller may be unplugged.
2) Connector J9 on the MCB may be unplugged.
3) Connector J2 on the CLDO control board may be unplugged.
4) Fuse F1 on the multidrop buffer board may be open.
5) The wiring between LMCSS and the CLDO control board may be damaged.
6) The closed loop door operator may be powered down.
7) The multi-drop buffer board, or LMCSS board or CLDO control board has failed.
Testing:
a) You can check the communication be plugging a service tool into the MCB and
accessing the DCSS by pressing M-3-1-1. The service tool should display the
DCSS menu as shown below, indicating that the communications link is working,
and the fault may be intermittent. If you cannot access the DCSS from the
MCB, the link is still failed.
b) Refer to figure 5 below to help you narrow down to source of your
communications fault:
c) Use an oscilloscope to verify that the communications is present at the indicated
check points in the figures 4 and 5.

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CLDO
MCB Control Board
Multi-Drop
Buffer Board

RX+ TX+ RX+ TX+

J9-4 J1-9 J1-7 J2-4

RX- TX- RX- TX-

J9-6 J1-10 J1-8 J2-5

TX+ RX+ TX+ RX+

J9-1 J1-3 J1-5 J2-1

TX- RX- TX- RX-

J9-2 J1-4 J1-6 J2-2
TX RX

If this LED doesn’t blink, then check If this LED doesn’t blink, then check
this wiring or LMCSS board. this wiring or CLDO control board.

Figure 5: Multidrop Communications Link

Suggested Corrective Action: Check the plugs, wiring, and fuses. If all of these are
shown to be in good condition, the serial UARTon the MCB (receiver) or on the
multidrop buffer board (transmitter and/or receiver) or on the 6970 CLDO control
board (transmitter) may be damaged- try replacing the MCB board and/or the
multidrop buffer board and/or the 6970 CLDO control board.

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2411: DCSS #1 Checksum

Description: The LMCSS has received corrupted data from the door controller.
Common Causes: Noise on the serial link between LMCSS and the door controller.
Testing: Put an oscilloscope on the communications link between LMCSS and DCSS
as shown in figure 4. Figure 4 shows a “clean” communications signal. This may
be an intermittent fault, and may not be seen each time you monitor the
communications.
Suggested Corrective Action: Check the wiring between the LMCSS and DCSS,
including the multi-drop buffer board for loose connections. Also look for high
power/high current wires in the troughs which are lying in parallel to the serial link
wiring. Try to separate the power wires from the signal wires.

2412: DCSS #2 Timeout

Description: When a multidrop type DCSS is used, this error indicates that DCSS
number 2 (usually rear door operator) has not responded to a request for
communications from the MCSS within the specified timeout period.
Common Causes:
1) Connector P1 on the multidrop buffer board in the controller may be unplugged.
2) Connector J9 on the MCB may be unplugged.
3) Connector J2 on the rear 6970 CLDO control board may be unplugged.
4) Fuse F1 on the multidrop buffer board may be open.
5) The wiring between LMCSS and the 6970 CLDO control board may be damaged.
6) The rear 6970 closed loop door operator may be powered down.
7) The wiring btween the front 6970 CLDO and rear 6970 CLDO may be damaged.
8) There is no rear door present but one (or more) landing in the floor table is set up
for a rear opening. The LMCSS expects to be able to communicate with a rear
door controller on the multi-drop link if any rear door is set in the floor table.
Testing: You can check the communication be plugging a service tool into the MCB
and accessing the DCSS by pressing M-3-2-1. If the service tool displays the
DCSS menu, the communications link is working, and the fault may be intermittent.
If you cannot access the DCSS from the MCB, the link is still failed.
Suggested Corrective Action: Check the plugs, wiring, DCSS fuses, and the floor
tables. If all of these are shown to be in good condition, the serial UARTon the
MCB (receiver) or on the multidrop board (transmitter) may be damaged- try
replacing the MCB board and/or the multidrop board

2413: DCSS #2 Checksum

Description:
Common Causes:

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Testing:
Suggested Corrective Action:

2414: LWSS #1 Timeout

Description: When a multidrop type LWSS (load weighing subsystem) is used, this
error indicates that LWSS number 1 has not responded to a request for
communications from the MCSS within the specified timeout period.
Common Causes: Connector J1 on the LWSS board or connector J1 on the multi-drop
buffer board or connector J9 on the MCB may be unplugged, or the wiring between
them may be damaged, or the LWSS may be powered down.
Testing:
Suggested Corrective Action: Check the plugs, wiring, and LWSS fuses. If all of
these are shown to be in good condition, the serial UARTon the MCB (receiver) or
on the multidrop board (transmitter) may be damaged- try replacing the MCB board
and/or the multidrop board.

2415: LWSS #2 Checksum

Description: When a multidrop type LWSS (load weighing subsystem) is used, this
error indicates that LWSS number 2 has not responded to a request for
communications from the MCSS within the specified timeout period. Note that
LWSS #2 is used only for the upper deck of a double deck elevator.
Common Causes:
Testing:
Suggested Corrective Action:

2416: Multidrop Origin Address Unused

Description: A message was received from a valid address on the multi-drop link
which was not supposed to be used. For example, a message was received from
the rear door controller on a system that was not supposed to have rear doors.
Check this!!
Common Causes:
Testing:
Suggested Corrective Action:

2417: Multidrop Invalid Origin Address

Description: A message was received from an address on the multi-drop link which is
is an invalid address.
Common Causes:
1) Corrupted data was received from a valid device on the multi-drop link.

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2) Noise on the multi-drop link triggered the receiver circuit.

Testing:
Suggested Corrective Action:

2418: Multidrop Communications Synchronization Error

Description: Multi-drop communications error. The LMCSS has recognized that a
serial mesage from multidrop link has an invalid message header
Common Causes:
1) Noise on the multi-drop serial link has corrupted the data between the door
operator and the LMCSS.
2) The multi-drop communication link has become disconnected in mid
transmission, causing the message to be corrupted.
Testing:
Suggested Corrective Action:

2500: DBSS Timeout Error

Description: The serial communications from DBSS to MCSS has been disrupted.
Common Causes:
1) Connector J3 on the drive (WL or DD) or connector J8 on the MCB may be
unplugged, or the wiring between them may be damaged
2) The drive may be powered down.
3) The serial UARTon the MLB II I/O board (receiver) or on the DBSS (transmitter)
may be damaged.
Testing: You can check the communication be plugging a service tool into the MCB
and accessing the DBSS by pressing M-4. If the service tool displays the DBSS
menu, the communications link is working, and the fault may be intermittent. If you
cannot access the DBSS from the MCB, the link is still failed.
Suggested Corrective Action:
1) Check the plugs and wiring between the MCSS and DBSS.
2) Check the DBSS power supply and fuses
3) Replacing the MCB and/or the DBSS board.

2501: DBSS Parity Error

Description: The LMCSS has received corrupted data from the DSS.
Common Causes: Noise on the serial link between LMCSS and DBSS.
Testing: Put an oscilloscope on the communications link between LMCSS and DBSS
as shown in figure ?? below. Figure ?? shows a “clean” communications signal,

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and figure ?? shows a “noisy” communications signal. This may be an intermittent

fault, and may not be seen each time you monitor the communications.
Suggested Corrective Action: Check the wiring between the LMCSS and DBSS for
loose connections. Also look for high power/high current wires in the troughs which
are lying in parallel to the serial link wiring. Try to separate the power wires from
the signal wires.

2502: DBSS Overflow Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2504: DCSS Checksum Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2505: DBSS Communications Error

Description: This fault is logged when any one of the above five faults occurs (2500
through 2504).
Common Causes:
Testing:
Suggested Corrective Action: Check the error log to determine which of the other
four faults has occurred and follow the guidelines listed for that fault.

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Figure 6: DBSS Receiver Circuit

2600: Overshoot Floor

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Description: The cars actual motion did not follow the expected profile.When stopping
at a floor, the car has stopped beyond the expected stopping point (floor level)
Common Causes:
1) When stopping at a floor, the car has stopped beyond the expected stopping
point (floor level).
2) As the car was running through the hoistway, an NTSD switch (1LS or 2LS inputs
to MCB) was activated at the wrong point.
Testing:
Suggested Corrective Action:

2601: Profile Task Overrun

Description: Logged when two consecutive errors occur (2 of what error??)
Common Causes:
Testing:
Suggested Corrective Action:

2602: Fixed Gain Position Control Time-out

Description: This fault is declared if the LMCSS determines that the car is whithin the
levelling tolerance of the target floor (measured using the PVT), and has been
within that distance for more than 5 seconds, but the two levelling sensors (OD1Z
and OD2Z) are not on.
Common Causes:
1) A levelling sensor has failed.
2) The LMCSS is not properly adjusted to bring the car into the floor with the given
load in the car.
3) The drive is not able to respond adequately to the LMCSS’s request for torque to
bring the car into the floor.
Testing:
Suggested Corrective Action:
1) Refer to the corrective actions listed for fault 2105.
2) Adjust the LMCSS profile parameters for acceleration and jerk and the Delta TC
and Fixed Gain Control EEPROM parameters.
3) Adjust the drive’s response and gain EEPROM parameters.

2609: S/W Direction Limit Error

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Description: The software direction limits may be enabled with the EEPROM
parameter “ENA Dir Lim NY”. When enabled, the software will prevent the car from
running below the bottom floor or above the top floor. The software will use the
PVT to determine wher the car is, and whether or not it is beyond the valid limits of
travel. The software direction limits are used for normal/automattic mode, TCI
mode, and controller inspection mode.
If the software limits are enabled, and the car travels beyond the software limit,
the LMCSS will stop the car and log this fault. Note that when the software limits
are NOT enabled, and the car is run past a terminal on inspection mode the
mechanical limit switches will open, interrupting the feed to the MANUP/MANDN
switches, thereby removing demand from the system without causing an error.
Common Causes:
1) The mechanic has run the car into a terminal landing until the (software)
inspection limit switch was activated.
2) While stopping at a terminal landing, the car slid past the normal (software) limits
for travel.
Testing: N/A
Suggested Corrective Action:
1) No corrective action is required as this fault does not indicate any functional
problem with the elevator.
2) Check profile parameters?? do learn run??

2700: DBSS Not Ready-Brake Dropped

Description: The DBSS sent an incorrect message to the LMCSS based on the state
of the car at the time the message was received. The DBSS either sent brake lifted
or “ready to run” while the car was supposed to be idle/stopped, or the DBSS sent
brake dropped or “Not Ready to Run” while the car was in motion.
Common Causes:
Testing:
Suggested Corrective Action:

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2701: DBSS Not Ready to Run Timeout

Description: The MCSS has sent the “Prepare to Run” signal to the DBSS, but the
drive was not able to respond with the “Ready to Run” signal before a specified
timeout (5 sec??). Check the drive’s fault log.
Common Causes:
1) The drive was unable to ramp the motor field up to 80% or more of the value
specified in the “Full Field” EEPROM parameter
2) A drive fault has occurred.
Testing:
1) Using the service tool or a ammeter, check the value of the motor field as the car
is sitting idle at a floor and then as demand is entered and the car prepares to go
for a run. The current should match the values set in the drive EEPROM.
Suggested Corrective Action:
1)
2) Check the drive error log for the specific error.

2702: MLS brake timout

Description: The LMCSS commanded the DBSS to drop the brake, but the DBSS did
not send back the message that the brake is confirmed to be dropped before a
timeout period. Alternatively, the LMCSS has commanded the drive to pick the
brake, but the DBSS did not send back the message that the brake is confirmed to
be picked before a timeout period. (See MDS Drop Brake routine in SW).
Common Causes:
Testing:
Suggested Corrective Action:

2703: DBSS Drive Fault

Description: The drive has detected a fault, which may prevent the car from starting
a run, or has caused a run in progress to terminate.
Common Causes:
Testing:
Suggested Corrective Action: Check the drive error log for the specific error.

2704: DBSS Stop and Shutdown

Description: The drive has detected a fault which will require that the car be shut
down the next time it normally stops at a landing.
Common Causes:
1) Drive overtemperate input may have tripped.
Testing:
Suggested Corrective Action: Check the drive error log for the specific error.

2705: DBSS Torque Limit Message

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Description: The drive has transmityted a message to the LMCSS that indicates that
the armature current has exceeded the “LIMIT POINT” EEPROM parameter in the
DBSS.
Common Causes:
Testing:
Suggested Corrective Action: Increase the value of the “LIMIT POINT” EEPROM
parameter

2706: Number of Relevel Runs

Description: Counts the number of times that the car is required to relevel at a floor.
Common Causes: Relevels are more frequent in tall buildings (due to rope stretch), in
freight loading elevators (due to large loads being transferred).
Testing:
Suggested Corrective Action: None. However, you may choose to set the “Relevel
Delay” EEPROM parameter to a higher value. This time delay will not eliminate the
out of level condition, but will reduce repeated relevels when the car is stopped at a
floor with the doors open and heavy items are loaded in and out of the car.

2707: Number of Recover Runs

Description: Counts the number of times that the car is stopped outside of a floor, and
is requested by the OCSS to recover to the nearest floor.
Common Causes:
1) Occurs when the car is transitioned from inspection mode (TCI or machine room
inspection or ERO) to normal mode when the car is not in a door zone.
2) Occurs when the car misses a floor and slides out of the door zone.
3) Occurs when the power has failed and the car is stopped between floor when
power is restored.
Testing:
Suggested Corrective Action:
1) No corrective action is required.
2) Check the profile EEPROM parameters and adjust the car to stop at the floor.
3) No corrective action is required.

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2708: Number of Reinitalize Runs

Description: Counts the number of times that the MCSS has lost track of the position
of the car. In these cases, the MCSS moves the car to the bottom terminal landing
to reestablish position. Note that the maximum number of consecutive reinitialize
runs is hard coded at 4.
Common Causes:
1) If a power failure occurs, the car will be required to do a reinitilize run when the
power is restored.
2) The MCSS position may also be declared invalid if a terminal zone sensor is
active (1LS or 2LS) while the MCSS does not think the car is in a terminal zone.
Then a reinitalize run will be performed.
Testing:
Suggested Corrective Action:

2709: Relevel Error

Description: During a relevel run, the car moved off of the DZ sensor (more than 3
inches from the floor). Note that the relevel run does not need to have started
(brake is still dropped) for this fault to be logged. If 2 of the 3 DZ sensors are lost
with the doors open, this fault can be logged.
Common Causes: {Recheck causes for this fault}
1) Traction loss causes the car to slide out of the door zone???
2) The brake is not set properly, allowing the car to slide out of door zone???
3) An excessive rope stretch (especially at the bottom landing) occured which
caused the car to slide off of the DZ and ID1Z or ID2Z sensors.
4) The pretorquing or load weighing may be set incorrectly. As the car prepares to
do a relevel run, the drive pretorques the motor incorrectly, causing the car to
run off the DZ sensor at the start of the relevel run. The loss of 2 sensors during
a relevel run will cause this fault.
Testing:
1) Run the car and watch the drive sheave for signs of rope slippage, especially as
the car is stopping at a floor.
2) Verify the brake is set properly. Refer to E3/411MV adjusting article (TIP 31.4-
17).
3) Check the amount of rope stretch present at the bottom landing, especially when
moving a heavy load in or out of the car.
4) Cause the car to relevel, either by putting a load in the car, or by lifting the brake.
As the car relevels, verify that the car does not roll away from the direction of the
relevel at the start of the relevel operation.
Suggested Corrective Action:

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2710: Not Ready to Move Timeout

Description: When the advanced brake lift feature is turned on, the brake will be lifted
before the doors reach fully closed. Once the doors do get closed, the car will leave
the floor without further delay. If the doors do not get closed within 5 seconds after
the brake has lifted, the brake will be dropped, and this fault will be logged.
Common Causes:
1) The door is not adjusted to give suffufient torque near doors fully closed, allowing
the doors to stall in the last few inches of door travel.
2) The GSM input (gate switch monitor) is set too far from door fully closed.
3) The car gate switch or hoistway door lock does not make up immediately when
the doors reach fully closed.
Testing:
1) Check the operation of the doors at each floor to verify they close smoothly.
2) Verify the setting of the GSM contact in the door operator. This switch should be
set at approximately 3 in from fully closed. This should provide enough time for
the motor field to be brought up from idle to full field, the armature to be
energized, and the brake to be lifted.
3) Check the door locks and gate switch.
Suggested Corrective Action:
1) Adjust the door operator to give smooth operation near the closed position and/or
clean the door sills.
2) Set the GSM contact to the correct position.
3) Clean and/or adjust the door locks and gate switch.

2800: Absolute Overspeed

Description: The car was travelling faster than the maximum value allowed by the
“ABS OVERSPD % NOR, INS, REC, REI, LRN, or REL” EEPROM parameter. See
figure 8 below.
Common Causes:
Testing:
Suggested Corrective Action:

2801: Velocity Tracking Error

Description: The car was not tracking the dictated velocity close enough. This
function is controlled by the setting of the “TRACK ERR % NOR, .....” EEPROM
parameters. See figure 8 below.
Common Causes:
Testing:
Suggested Corrective Action:

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Car Velocity Limit for “Abs Overspeed %”

Limits for “Tracking Err % “

Note
convergence
near zero
velocity
Normal Profile

Time
Figure 8: Velocity Error Detection

2802: PVT Direction Error

Description: The PVT feedback signal did not agree with the dictated direction. This
check is only performed if the car speed is greater than about 200mm/sec (40
ft/min).
Common Causes:
1) PVT A and /A signals are backwards.
2) PVT B and /B signals are backwards.
3) Motor field wires are reversed polarity (for E3/411MV with DC motors only).
4) Motor armature wires are reversed polarity (for E3/411MV with DC motors only)..
Testing:
Suggested Corrective Action: Refer to procedures in startup and adjusting manual
for the E311MV/E411MV systems, TIP31.4-17.

2803: NTSD Overspeed

Description: As the car entered a terminal landing, the LMCSS determined that the
car velocity was too high. A timed ramp deceleration was performed to bring the
car into the terminal instead of the normal profile.
Common Causes:
1) The NTSD limit switch (1LS/NTB or 2LS/NTT) is in the wrong location.
Testing: Refer to section 12.4 of the E311MV/E411MV adjusting article (TIP 31.4-17)
for description on how to set and test the NTSD limit switches.
Suggested Corrective Action: Adjust the position of the NTSD limit switches as per
the requirements in the adjusting article

2804: Car Non-Start Time-Out

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Description: When the car begins to leave a landing, the car must begin moving
before the car non start timer expires. The value of this timer is determined by the
EEPROM parameter “CAR_NON_STRT [s]”. If the car has not moved before this
timer has expired, it is assumed that there is a traction loss, and the car is shut
down as a safety measure.
Common Causes:
1) Traction loss.
2) PVT has become disconnected from the motor shaft.
3) PVT wiring has been disconnected.
4) Drive fault of some sort- need more details.
Testing:
1)
2) Verify the PVT’s mechanical connection to the motor shaft.
3) Verify the PVT is wired as per the wiring diagrams (see Area 3).
4) Check DBSS fault log.
Suggested Corrective Action:
1)
2) Repair PVT connection.
3) Repair PVT wiring.
4)

2805: U/D Relays Input Error

Description: The state of the U or D relay does no agree with the expected state by
the microprocessor. Note that with version AAA-30085-AAC and later software, this
error message will not appear (for elevator type 7=E3/411MV). The following
troubleshooting information is for sites which have version AAA or AAB software
only (or a GEM/MVS/HVS controllers).
Common Causes:
1) The U or D relay may have failed.
2) The back contact checking input to the MCB may have failed.
Testing:
1) Run the car up on (controller) inspection. Verify that the U relay is energized.
Run the car down on (controller) inspection. Verify that the D relay is picked.

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2) Using the service tool, press M-2-1-3 (Monitor Inputs) and press GO ON until the
U and D discrete inputs are monitored. Verify the state of the signals according
to the table below while running the car from (controller) inspection:
Relay Direction MCB pin Voltage SVT signal
Up J6-1 30V DC U
U Stopped J6-1 0V DC u
Down J6-1 0V DC u
Up J6-2 0V DC d
D Stopped J6-2 0V DC d
Down J6-2 30V DC D

Suggested Corrective Action:

1) Replace the U or D relays as necessary.
2) Replace the MCB.

2806: Door Zone Bypass Input Error

Description: The state of the DZ relay back contact (DZCHK input) does not agree
with the state of the DZ output (DZ) on the MCB, or the ADZ relay back contact
(ADZCHK input) does not agree with the state of the ADZ output (ADZ) on the
MCB, or the DBP input does not agree with the state of the DZ or ADZ outputs.
Common Causes:
1) The DZ relay has failed (failed on or off).
2) The DZ output driver on the MCB has failed (failed on or off).
3) The DZCHK input on the MCB has failed (failed on or off).
4) The ADZ relay has failed (failed on or off).
5) The ADZ output driver on the MCB has failed (failed on or off).
6) The ADZCHK input on the MCB has failed (failed on or off).
7) The 115VAC power supply for the DZ and ADZ relay coils has failed.
8) The 30V DC power supply for the back contact check input has failed.
9) The DBP input has failed (failed on or off).
Testing:
1,2) With the car stopped between floors (put car on inspection), verify that the DZ
relay is de-energized.
1,2) With the car stopped in a door zone (where a front opening exists), verify that
the DZ relay is energized (the MCB must know position, and the car must be
stopped at a valid landing on automatic mode).
3) With the car stopped in a front door zone, and the DZ relay picked, use a service
tool to monitor the state of the input shown in menu M-2-1-3. The DZ input
should be active (in capitol letters).
3) With the car stopped between floors (put car on inspection) and the DZ relay
dropped, use a service tool to verify the state of the input shown in menu M-2-1-
3. The DZ input should be inactive (in lower case letters).

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4,5) With the car stopped between floors (put car on inspection), verify that the ADZ
relay is de-energized.
4,5) With the car stopped in a door zone (where a rear opening exists), verify that
the ADZ relay is energized (the MCB must know position, and the car must be
stopped at a valid landing on automatic mode).
6) With the car stopped in a front door zone, and the ADZ relay picked, use a
service tool to monitor the state of the input shown in menu M-2-1-3. The ADZ
input should be active (in capitol letters).
6) With the car stopped between floors (put car on inspection) and the ADZ relay
dropped, use a service tool to verify the state of the input shown in menu M-2-1-
3. The ADZ input should be inactive (in lower case letters).
7) Using a voltmeter, check the 115 VAC power supply. It should be between 103V
and 127VAC. Refer to areas 1 and 5 in the wiring diagrams.
8) Using a voltmeter, check the 30V DC power supply. It should be between 27-
33V DC. Refer to areas 1 and 6 in the wiring diagrams.
9a) With the car stopped in a door zone (where a front or rear opening exists), verify
that 115 VAC is present on connector P3-3 on the MCB (DBP input).
9b) If the correct voltage is present, use the service tool to verify the input is the
active state in menu M-2-1-3 (DBP should be in capitol letters).
Suggested Corrective Action:
1) Replace the DZ relay.
2) Replace the MCB.
3) Replace the MCB.
4) Replace the ADZ relay.
5) Replace the MCB.
6) Replace the MCB.
7) Repair the 115VAC power supply and check circuit breakers.
8) Repair the 30V DC power supply and check circuit breakers.
9a) Repair the wiring to the DBP input.
9b) Replace the MCB.

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2807: ETSC Relay Input Error

Description: The MCSS calculates the speed at which the ETSC relay is expected to
turn off as the car speed increases. If the ASCB does not switch the relay off at this
speed, this error is logged
Common Causes:
1) The speed set switches on the ASCB are not set at the correct speed switch
points.
2) The ETSC relay has failed.
3) The ETSC_CHK input on the MCB has failed.
4) The 30V DC power supply for the ETSC relay back contact check has failed.
(This error should be accompanied by several other similar errors if the power
supply has failed)
Testing:
1a) Using the service tool, send the car on a multi-floor run. The ETSC relay should
switch off when the car is running at full speed.
1b) Run the car at just below the ETSC switch speed using the alternate profiles
(see Appendix A). Send the car on a multi-floor run. The ETSC relay should be
energized throughout the run.
1c) Run the car at just above the ETSC switch speed using the alternate profiles
(see Appendix A). Send the car on a multi-floor run. The ETSC relay should de-
energize when the car reaches constant speed.
2) See procedures in section 1(a) through 1(c) above.
3) Using the service tool, press M-2-1-3 (Monitor Inputs) and press GO ON until the
ETSC discrete input is monitored. With the car stopped, verify that the ETSC
signal appears as upper case (inputs turned on). Send the car on a multi floor
run. Verify that the ETSC signal shows the signal goes inactive when the car
reaches full contract speed.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
Suggested Corrective Action:
1a) Replace the ETSC relay.
1b, c) Set the ASCB switches as described in chapter 11 of the E311MV/E411MV
adjusting article (TIP 31.4-17)
2) Replace the ETSC relay.
3) Replace the MCB.
4) Check/repair the 30V DC power supply.

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2808: SC Relay Input Error

Description: The MCSS calculates the speed at which the SC relay is expected to
turn off as the car speed increases (150 fpm or 760mm/s). If the ASCB does not
switch the relay off at this speed, this error is logged
Common Causes:
1) The speed set switches on the ASCB are not set at the correct speed switch
points.
2) The SC relay has failed.
3) The SC_CHK input on the MCB has failed.
4) The ASCB has failed.
5) The 30V DC power supply for the SC relay back contact check has failed. (This
error should be accompanied by several other similar errors if the power supply
has failed)
Testing:
1a) Using the service tool, send the car on a multi-floor run. The SC relay should
switch off when the car is running at full speed.
1b) Run the car at just below the SC switch speed using the alternate profiles (see
Appendix A). Send the car on a multi-floor run. The SC relay should not
energize.
1c) Run the car at just above the SC switch speed using the alternate profiles (see
Appendix A). Send the car on a multi-floor run. The SC relay should energize
when the car reaches constant speed.
2) The SC relay should be de-energized while the car is stopped. See test
procedures in section 1.
3) Using the service tool, press M-2-1-3 (Monitor Inputs) and press GO ON until the
SC discrete input is monitored. With the car stopped, verify that the SC signal
appears as upper case (input turned on). Send the car on a multi floor run.
Verify that the SC signal shows the signal goes inactive when the car reaches
full contract speed.
4) Use the test procedures in section 3, but instead monitor the coil voltage of the
SC relay (115 VAC coil).
5) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
Suggested Corrective Action:
1a) Replace the SC relay.
1b, c) Set the ASCB switches as described in chapter 11 of the E311MV/E411MV
adjusting article (TIP 31.4-17).
2) Replace the SC relay.
3) Replace the MCB.
4) Replace the ASCB.
5) Check/repair the 30V DC power supply.

2809: DFC Input Error

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Description: The state of the GDS relay coil (monitored by the DFC input) does not
agree with the state of the 23/24 contact of the GDS relay (monitored by GDS_CHK
input).
Common Causes:
1) The GDS relay has failed.
2) The DFC input on the MCB has failed.
3) The GDS_CHK input on the MCB has failed.
4) The 30V DC power supply for the GDS relay contact check has failed. (This error
should be accompanied by several other similar errors if the power supply has
failed)
Testing:
1) The GDS relay should be picked (energized) when the doors are closed, and
dropped (de-energized) when the doors are open.
2) Using the service tool, monitor the DFC input in menu M-2-1-3. The input
should be on with the doors closed, and off with the doors open. Also monitor
the voltage at connector J3-7 on the MCB. It should be 120VAC with the
doors closed and 0V with the doors open.
3) Using the service tool, monitor the GDS input (GDS_CHK) in menu M-2-1-3.
The input should be on with the doors closed, and off with the doors open.
Also monitor the voltage at connector J6-3 on the MCB. It should be 30VDC
with the doors closed and 0V with the doors open.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
Suggested Corrective Action:
1) Replace the GDS relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 30V DC power supply and circuit breaker CB61.

2810: DBD Input Error

Description: The DBD input is used to monitor the state of the main safety contactors.
The DBD input must show that all of these contactors are de-energized when the
car is stopped. If this error is logged, the state of the DBD input does not agree with
the expected state.
Common Causes:
1) One of the relay contacts in the DBD chain has failed. For a DD controller, they
are: (2M, 1M) or (ME), and C1, C2, H1-2, and H2-2. For a WL controller they
are C2, C1, GFSX, H, GFS, and ESC.
2) The DBD input on the MCB has failed.
3) The 115VAC power supply for the DBD back contact check has failed. (This error
should be accompanied by several other similar errors if the power supply has
failed)
Testing:

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1) Verify that all of the relays in the DBD chain are de-energized with the car
stopped. This is best done with the cotroller powered down and locked out, and
using a DMM to measure the resistance of the string. Refer to area 5 in the
wiring diagrams.
2) Using the service tool, monitor the DBD input in menu M-2-1-3. The input should
be on with the car stopped and safety chain open, and off with the car in motion.
Also monitor the voltage at connector J3-1 on the MCB. It should be 120VAC
with the car stopped and 0V with the car running.
3) Verify that 115VAC power supply for the MCSS is between 103 and 130V AC.
Suggested Corrective Action:
1) Replace defective relay as required.
2) Replace the MCB.
3) Check/repair the 115VAC power supply and circuit breaker CB63.

2811: ESS Input Operated

Description: The in car emergency stop switch has been operated. Refer to Area 6 in
the wiring diagrams.
Common Causes:
1) A passenger has activated the in car emergency stop switch.
2) The power switch in the COP has been turned off (This is an optional switch).
3) The /ICES input on the MCB has failed.
4) The 30V DC power supply for the switch has failed. (This error should be
accompanied by several other similar errors if the power supply has failed)
Testing:
1) Check the operation of the in car emergency stop switch.
2) Check the operation of the power switch in the COP if supplied.
3) Using the service tool, monitor the IES (/ICES) input in menu M-2-1-3. The input
should be on with the in car emergency stop switch in the RUN position, and off
with in car emergency stop switch in the STOP position. Also monitor the
voltage at connector J6-6 on the MCB. It should be 30V DC with the in car
emergency stop switch in the RUN position, and 0V with in car emergency stop
switch in the STOP position.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
Suggested Corrective Action:
1) Replace the defective switch as required.
2) Replace the defective switch as required.
3) Replace the MCB
4) Check/repair the 30V DC power supply and circuit breaker CB61.

2812: SAF Input Operated

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Description: This fault is logged only when the EEPROM parameter “COUNTRY
AJG” is set to a 1 (controller manufactured in Japan for Japanese applications) or a
2 (controller manufactured in Germany for European applications). This fault will
not be logged when the controller is configured country type 0 (manufactured in US
for applications in all countries). When the fault is logged, it indicates that the
safety chain has been opened.
Common Causes: N/A for US manufactured controllers.
Testing:
Suggested Corrective Action:

2813: DFC Emergnecy Stop

Description: While the car was running, the car and/or hoistway doors opened. This
causes the safety chain to open, and the car to perform an emergency stop. This
fault is usually accompanied by a 2904 error.
Common Causes:
1) A car or hoistway door has opened. Refer to appendix B
2) The GDS relay has failed.
3) The DFC input on the MCB has failed.
4) The GDS_CHK input on the MCB has failed.
5) The 115VAC power supply for the safety chain has failed. (This error should be
accompanied by several other similar errors if the power supply has failed)
Testing:
1) Refer to Appendix B for troubleshooting the door chain.
2) Refer to Appendix B for troubleshooting the safety chain.
3) Using the service tool, monitor the DFC input in menu M-2-1-3. The input should
be on with the doors closed, and off with the doors open. Also monitor the voltage
at connector J3-7 on the MCB. It should be 120VAC with the doors closed and 0V
with the doors open.
4) Using the service tool, monitor the GDS input (GDS_CHK) in menu M-2-1-3. The
input should be on with the doors closed, and off with the doors open. Also
monitor the voltage at connector J6-3 on the MCB. It should be 30VDC with the
doors closed and 0V with the doors open.
5) Verify that 115VAC power supply for the MCSS is between 103and 130VAC.
Suggested Corrective Action:
1) Close the car and all hoistway doors.
2) Replace the defective relay.
3) Replace the MCB.
4) Replace the MCB.
5) Check/repair the 115VAC power supply and circuit breaker CB63.

2814: FSO/ASO Relay Input Error

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Description: The state of the DZ relay or ADZ relay does not agree with the state
expected by the microprocessor. The relay(s) are commanded to pick by the
LMCSS when the car is in the door zone, and the software has determined it is safe
to open the door. If the back contacts do not see that the relay is in the expected
state, this fault willl be logged. Refer to Areas 5 and 6 in the wiring diagrams.
Common Causes:
1) The DZ or ADZ relay may be failed.
2) The DZ or ADZ output driver on the MCB may have failed.
3) The back contact checking input to the MCB may have failed (DZCHK or
ADZCHK).
4) The 115VAC power supply for the DZ/ADZ relay coils may have failed.
5) The 30VDC power supply used to check the back contacts on the relays has
failed (note that if this happens, there will be many other faults in the error log as
well like 2807, 2808, 2811, and 2816.
Testing:
1) Using a DMM, measure the coil voltage of the DZ (or ADZ) relay. When the car
is in the door zone and the doors are commanded to open, there should be
115VAC across the relay coil.
2) Using the service tool, monitor the DZ and ADZ outputs in menu M-2-1-4. The
inputs should be on when in door zone and off when the car is not in the door
zone.
3) Using the service tool, monitor the DZ and ADZ inputs in menu M-2-1-3. The
inputs should be on when the relays are picked (in door zone) and off when the
relays are dropped (not in door zone).
4) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
5) Measure the 30VDC motion power supply across the terminals of capacitor C61
on the motion panel. The voltage should be between 27 and 33VDC.
Suggested Corrective Action:
1) Replace the DZ or ADZ relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.
5) Check/repair the 30VDC power supply and circuit breaker CB61.

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2815: EES Check Error

Description: At the start of each run, the EES relay is turned off briefly by the LMCSS
microprocessor. While it is off, the microprocessor checks that the inputs and
relays controlled by contacts of the EES relay also turn off (see below for list of
inputs). If, after a xx ms time period, all of the inputs have not turned off, this fault is
declared.
Inputs controlled by EES: DFC GDS_CHK
SAFE /DLF (*)
EES_CHK ICES
DZ_CHK ADZ_CHK
/INS (**)
Relays controlled by EES: C1 C2
GDS(1) FAULT (*)
Relays controlled by software: DZ ADZ
(*)= used with B44 door lock protection option only
(**)=fault logged with E3/411MV only

Common Causes:
1) Typically, one of the relays controlled by the EES relay has stuck in the
energized position.
2) One of the inputs listed above has failed in the energized state.
3) The output driver controlling the EES relay is stuck in the energized position.
4) The UCM or UCMX relay has failed its health check at the start of a high speed
run (logged only with E3/411MV when EEPROM parameter LSP TYPE is set to
2).
Testing: Note- no other specific fault would be logged if the ICES or DZ or ADZ inputs
have stuck on!
Suggested Corrective Action:

2816: EES Relay Input Error

Description: The state of the EES relay coil (as controlled by the EES output) does
not agree with the state of the back contact 33/34 of the EES relay (monitored by
EESCHK input). Will you ever get this error??
Common Causes:
1) The EES relay has failed.
2) The EES output driver on the MCB has failed.
3) The EESCHK input on the MCB has failed.
4) The 30V DC power supply for the EES relay back contact check has failed. (This
error should be accompanied by several other similar errors if the power supply
has failed)
5) The 115VAC power supply for the EES relay coil has failed. (This error should be
accompanied by several other similar errors if the power supply has failed)
Testing:

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1) The EES relay should be normally picked (energized) at all times. It is only
dropped (de-energized) when there is a system fault, or, briefly, during a drop test
at the start of a run.
2) Using the service tool, monitor the EES output in menu M-2-1-4. The outut
should be on at all times, except briefly at the start of each run, or if a system fault
exists. Also monitor the voltage at connector J2-1 on the MCB. It should be
0VAC at all times, except when the EES relay should be dropped. (Note that an
open circuited relay coil will read as 0VAC at terminal J2-1 at all times)
3) Using the service tool, monitor the EES input (EESCHK) in menu M-2-1-3. . The
input should be normally on , except at the previously defined points. Also
monitor the voltage at connector J6-8 on the MCB. It should be 30VDC when
the EES relay is picked.
4) Verify that 30VDC power supply for the MCSS is between 27and 33V DC.
5) Verify that the 115VAC power supply for the MCSS is between 103 and 130
VAC.
Suggested Corrective Action:
1) Replace the EES relay.
2) Replace the MCB.
3) Replace the MCB.
4) Check/repair the 30V DC power supply and circuit breaker CB61.
5) Check/repair the 115VAC power supply and circuit breaker CB63.

2817: Code Setting Based on Country Version

Description: The DIP switch setting for the country code on the MCB does not match
the EEPROM parameter “Country AJG”
Common Causes:
Testing:
Suggested Corrective Action: Set DIP switch 3 to the left and set the EEPROM
parameter “COUNTRY AGJ” to a value of 0. These are the only valid settings for
the switch and parameter for US manufactured controllers.

2818: On board Door Zone Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2819: SAF Manual Deceleration Timeout

Description:

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Common Causes:
Testing:
Suggested Corrective Action:

2900: MCSS Branch Error

Description: Internal microprocessor error. The LMCSS software has found that the
Motion Drive State or the Motion Logic State is set to an invalid value. The
response is to put the car in shutdown. { CHECK THIS }
Common Causes: Unknown- Maybe a misoperation of the processor
Testing:
Suggested Corrective Action: Reset the CPU and try again.

2901: Car Moving Illegally Out of Door Zone

Description: Car moved out of the 3 inch door zone with the doors open.
Common Causes:
1) Excessive rope stretch (especially at the bottom landing).
2) Incorrect pretorque or load weighing setup causing the car to roll out of the door
zone during a relevel run.
3) Brake is not set properly to hold the load at the floor.
Testing:
1) Run the car and watch the drive sheave for signs of rope slippage, especially as
the car is stopping at a floor.
2) Cause the car to relevel, either by putting a load in the car, or by lifting the brake.
As the car relevels, verify that the car does not roll away from the direction of the
relevel at the start of the relevel operation.
3) Verify the brake is set properly. Refer to E3/411MV adjusting article (TIP 31.4-
17).
Suggested Corrective Action:
1)
2) Reset/adjust the load weighing or pretorquing as per the installation instructions
in TIP 31.4-17.
3) Reset/adjust the brake as per the installation instructions in TIP 31.4-17.

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2902: SAF Access Zone

Description: While running the car from the access controls, an attempt was made to
move the car beyond the normal limits specified for access operation. The access
limits are determined by the MCSS software using car position based on PVT
counts. The length of the access zone(s) is also affected by the setting of the “CAB
HEIGHT” and “BOT ACCESS LEN” EEPROM parameters in LMCSS.
Common Causes: The mechanic tried to move the car beyond the specified limits for
access operation.
Testing:
Suggested Corrective Action: N/A

2903: AUD Input Error

Description:
Common Causes:
1) The AUD relay has failed in the energized state.
2) The AUD input has failed in the active state.
Testing:
Suggested Corrective Action:

2904: Safety Chain Open

Description: The safety chain has been opened. Refer to Area 2 in the wiring
diagrams. Appendix B of this document describes how to trace a safety chain fault.
Common Causes:
1) A safety device has operated. Refer to appendix B
2) The C1 or C2 relay has failed ???
3) The SAFE input on the MCB has failed.
4) The 115VAC power supply for the safety chain has failed. (This error should be
accompanied by several other similar errors if the power supply has failed)
Testing:
1) Refer to Appendix B for troubleshooting the safety chain.
2) Refer to Appendix B for troubleshooting the safety chain.
3) Refer to Appendix B for troubleshooting the safety chain.
4) Verify that 115VAC power supply for the MCSS is between 103and 130VAC.
Suggested Corrective Action:
1) Restore the open safety device.
2) Replace the defective relay as required.
3) Replace the MCB.
4) Check/repair the 115VAC power supply and circuit breaker CB63.

2905: Door Open

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Description: The car is out of the door zone, but the doors are open. Note that if the
car was running when this fault occurred, a 2813 fault will also be logged. ( Is this
a duplicate with error 2901 and 2709 ?? )
Common Causes:
Testing:
Suggested Corrective Action:

2906: ETP Relay Error

Description: This fault will be logged with elevator types 8 and 9 only (E311VF, GEM,
MVS, HVS). The LMCSS checks that the ETP relay is energized only at terminal
landings. If the relay is energized while the car is stopped at a non-terminal landing,
this fault will be logged, and the car will be shut down. {The software is changing to
better define “terminal landing” for this fault.}
Common Causes:
Testing:
Suggested Corrective Action:

2907: LSP Trip Error

Description: This fault indicates that the MCSS processor has detected movement of
the car while the car was expected to be stopped. Specifically, this error will be
logged if: [ (the car leaves the 6 inch door zone with doors open) OR
(the car speed is greater than 400mm/s and accelerating) ] AND
(the drive state indicates the car is supposed to be inactive) AND
(the prevoius run ended normally) AND
(the door bypass circuits are inactive)
Common Causes:
1) The brake has slipped allowing the car to move while stopped at a floor.
Testing:
1) Check the operation of the brake with full load and empty load in the car.
Suggested Corrective Action:
1) Adjust the brake to operate properly under all load conditions.
NOTE: In order to reset the LSP fault and return the car to service, you must go to
menu M-2-1-7, address 700 (press 7-0-0-BLUE-ENTER) and enter a value of 0
(0-BLUE-ENTER) and then POR the MCB

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2908: SAF LSP Relay Error

Description: The MCSS processor checks the operation of the LSP relay periodically.
If the LSP relay does not operate as expected, this error is logged. Note that this
fault is logged only with type 8 (GEM) and type 9 (E311VF) elevators.
Common Causes:
1) The LSP relay has failed.
2) The LSP output on the MCB has failed.
3) The LSPCHK input on the MCB has failed.
Testing:
1) Apply 115VAC to the coil of the LSP relay and verify that the relay energizes.
Remove power from the coil and verify that the relay is de-energized.
2) Use the service tool to monitor the LSP output (M-2-1-4). Use a DMM to monitor
the coil voltage of the LSP relay. FIX TEST CONDITIONS
3) Use the service tool to monitor the LSP input (M-2-1-3). Use a DMM to monitor
the voltage at the input to the MCB. Verify that the LSP input changes state
briefly at the start of a run.
Suggested Corrective Action:
1) Replace the LSP relay.
2) Replace the MCB.
3) Replace the MCB.

2909: SAF DLF Fault

Description: The B44 door lock monitoring circuits have detected a door lock fault. In
this condition, the /DLF input to the MCB is activated and the software will log this
fault.
Common Causes:
1) While on normal mode, one of the B44 door monitoring relays (GSR1, GSR2,
DSR1, DSR2, AGSR1, AGSR2, ADSR1, ADSR2, BAS, BASX, TAS, or TASX)
has stuck in the energized state.
2) The door limit monitoring relay (DLR or ADLR) has stuck in the de-energized
state.
3) The FAULT relay has failed in the de-energized state.
4) The DLF/LOW_AC input on the MCB has failed.
5) While running on Access operation, the AUD relay has de-energized.
6) The door open limit switch (DOL or ADOL) has failed, preventing the DLR or
ADLR relay from operating properly.
Testing:
1) With the doors closed (car and hoistway), verify that all of the door monitoring
relays are energized and the acces relays are de-energized. With the doors
open, verify that all of the relays are de-energized. Refer to area 2 in the wiring
diagrams.

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2) With the doors fully closed, verify that the DLR and ADLR (with rear doors) are
both energized. With the doors fully open, verify that the DLR and ADLR relays
are de-energized. Refer to area 2 in the wiring diagrams.
3) Verify that the FAULT relay is always energized, except during the EES drop test
at the start of each run.
4) With the FAULT relay energized, check that the DLF input in menu M-2-1-3 on
the MCB in active.
5) Put the car on Access operation. Verify that the AUD and FAULT relays are
energized.
6) Cycle the doors open and closed. Verify that the voltage on the coil of the DLR
or ADLR relay is correct as per the table below:
Door Controller Voltage at Voltage at relay coil
State Terminal Terminal (DLR or ADLR)
Open B-21(front) 115 VAC 115 VAC
Closed B-22 (rear) 0 VAC 0 VAC

Suggested Corrective Action:

1) Replace faulty relays or correct controller wiring.
2) Replace faulty relays or correct controller wiring.
3) Replace faulty FAULT relay or correct controller wiring.
4) Replace MCB.
5) Replace faulty relay(s) or correct controller wiring.
6) Replace faulty relay or limit switch.

2910: DLF/ICD Error

Description: The door lock monitoring feature has been enabled by setting the “ENA
B44 DLF” EEPROM parameter to 1, but the EEPROM parameter “MCSS TO OCSS
ICD” is set to a value of 0. In order to function, the “MCSS TO OCSS ICD” must be
set to 1. IF B44 door lock monitoring is not required, the “ENA B44 DLF” EEPROM
parameter should be set to 0. (See LIBE2P.PLM, line 900)
Common Causes: The two EEPROM parameters are not set properly.
Testing: N/A
Suggested Corrective Action: Set the EEPROM parameters as per the table blow:
EEPROM Parameter With B44 Door Lock Without B44 Door Lock
Monitoring Monitoring
ENA B44 DLF 1 0
MCSS TO OCSS ICD 1 0 or 1
Note that if you need the B44 door lock monitoring feature, the appropriate
controller relays and monitoring circuits must be installed in the controller. Turning
on the software without the hardware will not allow the controller to support this
feature.
2911: UCM/UCMX Relay Error

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Description: Each time that the MCB is powered up (when rope gripper or disk brake
supplied) or before each high speed run (when governor trip solenoids are
supplied), the operation of the UCM and UCMX relays is checked. If the relays do
not operate as expected, this error is logged. Note that this fault is logged only with
type 7 (E3/411MV) elevators.
Common Causes:
1) Either the UCM or UCMX relay has failed.
2) Either the UCM or UCMX output driver on the MCB has failed.
3) The UCMCHK input on the MCB has failed.
4) The 120VAC power supply for the UCM, UCMX relay coils has failed.
5) The 30VDC power supply for the UCM, UCMX back contact check has failed.
Testing:
1) Using a temporary jumper, connect the A1 side of the UCM coil to 110VAC at
terminal TB71-13. Verify tht the UCM relay is energized. Repeat with the
UCMX relay.
2) (With rope gripper or disk brake) Remove power from the controller. Verify that
the UCM and UCMX relays cycle after the controller power is restored.
2) (With governor trip solenoids) Enter a car call. Verify that both the UCM and
UCMX relays are energized briefly before the EES relay drop test.
3) With the elevator idle, use a temporary jumper to short contacts 21/22 of the
UCM relay. Use the service tool to monitor the UCM_CHK input (UCM in memu
M-2-1-3). The input should be active/upper case. Remove power from the input
by turning off circuit breaker CB63. Verify that the UCM_CHK input is
inactive/lower case. Restore the circuit breaker and remove the temporary
jumper
4) Verify that the 30V power supply is between 27 and 33V DC.
5) Verify that the 115VAC power supply is between 103 and 130 VAC.
Suggested Corrective Action:
1) Replace the UCM or UCMX relay as required.
2) Replace the MCB.
3) Replace the MCB.
4) Repair/replace the 30VDC power supply.
5) Repair/replace the 115VAC power supply.

2912: EEPROM Write Protect Enabled Error

Description:
Common Causes:
Testing:
Suggested Corrective Action:

2913: SAF INS input error

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Description: At the start of each run, the EES relay is dropped and the state of several
inputs to the LMCSS processor are checked to verify they are in the de-energized
state. If the /INS input is energized during the EES drop test, this fault will be
logged. The car will be shut down if the max number of drop test faults is
exceeded. Note that this fault will only be logged with type 7 elevators (E311MV
and E411MV).
Common Causes:
1) The /INS input on the LMCSS board has failed in the energized state.
2) The /INS input on the LMCSS board is shorted to the 24V supply.
3) The EES relay has failed in the energized state.
4) The EES output on the LMCSS has failed in the energized state.
Testing:
1) Using a DMM, measure the voltage at terminal P7-10 on the LMCSS board while
the car is on controller inspection mode (refer to area 6 in the wiring diagrams).
It should measure 0V DC. If it measures 24V DC, check for a wiring fault.
2) With the car on controller inspection, monitor the /INS input using a service tool
and checking menu M-2-1-3 (monitor inputs). The INS input should be in upper
case.
3) With the car on machine room inspection, press the inspection up or down
buttons while watching the EES relay. The relay should drop out momentarily
after the button is pressed.
4) Use a DMM to monitor the voltage across the EES relay. It should be
approximately 115VAC while the relay is energized. With the car on machine
room inspection, press the inspection up or down buttons while watching the
EES relay’s coil voltage. The coil voltage should momentarily go to zero volts
after the button is pressed.

Suggested Corrective Action:

1) Repair the controller wiring to remove the short.
2) Replace the MCB.
3) Replace the EES relay.
4) Replace the MCB.

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Appendix A: Running with Alternate Profiles

1) Disable the OCSS by removing plug P4 from the MCB.

2) Plug a service tool into connector J11 on the MCB.

3) Set the “VELOC PROFILE2” EEPROM parameter in menu M-2-3-3 (M-2-3-2 with AAC
software) to the desired velocity in mm/sec. (multiply ft/min by 5.08 to get mm/sec)

4) Press M-2-1-2 on the service tool and [GOON] until the MGRu2 command apperars.
Press [BLUE][ENTER] on the service tool. The car will now run at the velocity
specified by the “VELOC PROFILE 2” EEPROM parameter.

5) Press [GOON] until the Gtn command appers on the servie tool. Enter the floor number
and press [BLUE][ENTER] to runthe car to that floor.

Note that the thrird profile can be used instead/in addition to the second profile by setting
the “VELOC PROFILE 3” parameter and invoking the MGRu3 command.

Appendix B: Tracing a Fault in the Safety Chain

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Appendix C: MCB Inputs

SAF - Monitors the state of the C relay coil, and the entire safety chain.
Active (SAF) = C relay picked, Safety Chain Made
Inactive (saf) = C relay dropped, Safety Chain Open

DFC - Monitors the state of the car and hoistway doors

Active (DFC) = Doors are closed
Inactive (dfc) = One (or more) doors are open

INS - Monitors the INA or INA and INB relays to determine the operating mode of the
elevator.
Active (INS) = On inspection mode (TCI, machine room or access)
Inactive (ins) = On normal/automatic mode

IES - Monitors the in car emergency stop switch (when supplied)

Active (IES) = The in car stop switch has been activated, removing power from the
input connector on the MCB.
Inactive(ies) = The in car stop switch is inactive and there is power on the input
connector on the MCB.

ID1- Monitors the state of the first(upper) levelling zone sensor.

Active (ID1) = The ID1Z sensor is on and the car is within 152mm (6 inches) of the
floor.
Inactive (id1) = The ID1Z sensor is off.

ODZ - Monitors the state of the door zone sensor

Active (ODZ) = The ODZ sensor is on and the car is within 76mm (3 in) of the floor.
Inactive (odz) = The ODZ sensor is off and the car is not within 76mm (3 in) of the
floor.

ID2 - Monitors the state of the second(lower) levelling zone sensor.

Active (ID2) = The ID2Z sensor is on and the car is within 152mm (6 inches) of the
floor.
Inactive (id2) = The ID2Z sensor is off.

DBP - Monitors the state of the door bypass section of the safety chain.
Active (DBP) =The DZ or ADZ relay is energized bypassing the GDS relaay in the
safety chain thereby allowing levelling/relevelling with open doors.
Inactive (dbp) = The DZ and ADZ and SC relays are de-energized.

UCM - Monitors a contact of the UCM relay (with E3/411MV only).

Active (UCM) = The UCM relay is energized (contact 21/22 open)
Inactive (ucm) = The UCM relay is de-energized (contact 21/22 closed)

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MUP - Monitors the inspection mode up demand buttons.

Active (MUP) = The car is on TCI, machine room inspection, or access and the up
button is pressed.
Inactive (mup) = There is no up demand from any of the inspection mode switches.

MDO - Monitors the inspection mode down demand buttons.

Active (MDO) = The car is on TCI, machine room inspection, or access and the
down button is pressed.
Inactive (mdo) = There is no down demand from any of the inspection mode
switches.

1LS - Monitors the bottom NTSD sensor (with E3/411MV only)

Active (1LS) = The 1LS switch is open and the car is in the bottom NTSD zone.
Inactive (1ls) = The 1LS switch is closed and the car is not in the bottom NTSD
zone.

2LS - Monitors the top NTSD sensor (with E3/411MV only)

Active (2LS) = The 2LS switch is open and the car is in the top NTSD zone.
Inactive (2ls) = The 2LS switch is closed and the car is not in the top NTSD zone.

NTB - Monitors the bottom NTSD sensor (with E311VF/GEM/MVS/HVS only)

Active (NTB) = The NTB sensor is active and the car is in the bottom NTSD zone.
Inactive (ntb) = The NTB sensor is inactive and the car is not in the bottom NTSD
zone.

NTT - Monitors the top NTSD sensor (with E311VF/GEM/MVS/HVS only)

Active (NTT) = The NTT sensor is active and the car is in the top NTSD zone.
Inactive (ntt) = The NTT sensor is inactive and the car is not in the top NTSD zone.

SC - Monitors a contact of the SC relay. The SC relay is driven from the ANSI Speed
Check Board (ASCB) and is energized when the car is running at less than
760mm/sec (150 ft/min).
Active (SC) = The SC relay is energized and the car is running at less than
760mm/sec (150 ft/min) or the car is stopped.
Inactive (sc) = The SC relay is not energized and the car is running at above
760mm/sec (150ft/min).

ETS - Monitors a contact of the ETSC relay. The ETSC relay is driven from the ANSI
Speed Check Board (ASCB) and is energized when the car is running at less than
90% (94% with E311VF/GEM/MVS/HVS) of contact speed.
Active (ETS) = The ETSC relay is energized and the car is running at less than
90/94% of contract speed or the car is stopped.
Inactive (ets) = The ETSC relay is not energized and the car is running at above
90/94% of contract speed.

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DBD - Monitors the set of relays which energize parts of the drive/motor/brake. All of
these relays must be dropped (de-energized) at the end of a run before the car
can start a new run. Some of the relays are de-energized during the EES drop
test. Refer to your wiring diagram to determine which relays are included in the
DBD chain for your version of controller.
Active (DBD) = All relays dropped out (de-energized) and power is applied to the
input connector on the MCB.
Inactive (dbd) = One or more of the relays are energized and there is no power
applied to the input connector on the MCB.

GDS = Monitors a contact of the GDS relay. The GDS relay monitors the state of the door
locks and gate switch(es).
Active (GDS) = The GDS relay is energized and the doors are closed.
Inactive (gds) = The GDS relay is de-energized and one (or more) of the doors are
open.

EES - Monitors a contact of the EES relay. The EES relay is normally energized and will
be de-energized by the MCB to perform the drop test or whenever the MCB needs
to open the safety chain in response to a system failure.
Active (EES) = EES relay is energized.
Inactive (ees) = EES relay is not energized.

LAC - Monitors the state of the J2/brownout relay. The relay is normally energized and will
de-energize when the building power drops approximately 8% below nominal.
Active (LAC) = J2 relay is de-energized and there is a brownout condition in the
building.
Inactive (lac) = J2 relay is energized and the building power is in tolerance.

AUD - Monitors a contact of the AUD relay. The AUD relay is energized when the car is
on access or access initiation mode.
Active (AUD) = The AUD relay is energized and the car is on access mode.
Inactive (aud) = The AUD relay is not energized and the car is not on access mode.

DZ - Monitors a contact of the DZ relay. The MCB will energize the DZ relay whenever the
car is in a door zone, running at less than 760mm/sec (150 ft/min), the car is on
normal/automatic mode, and the car is stopping at the floor (or is stopped).
Active (DZ) = The DZ relay is energized.
Inactive (dz) = The DZ relay is not energized.

ADZ - Monitors a contact of the ADZ relay. The MCB will energize the ADZ relay
whenever the car is in a door zone with a rear opening, running at less than
760mm/sec (150 ft/min), the car is on normal/automatic mode, and the car is
stopping at the floor (or is stopped).
Active (ADZ) = The ADZ relay is energized.
Inactive (adz) = The ADZ relay is not energized.

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PF - Monitors the state of the power failure input on the MCB. The MCb contains logic
which monitors the state of the 10VAC power supply input.
Active (PF) = The 10VAC power supply is less than 6.7VAC, signalling a loss of
controller power.
Inactive (pf) = the 10VAC power supply is greater than 6.7VAC, indicating the
presence of controller power.

PVU - Monitors the PVT data to determine what direction the car is moving.
Active (PVU) = The car is moving up (or was moving up before it stopped)
Inactive (pvu) = The car is moving down (or was moving down before it stopped)

EEP - Monitors the state of the EEPROM write protect switch on the MCB (SW2-2).
Active (EEP) = The write protect switch is in the ‘protect’ position and the EEPROM
data cannot be changed.
Inactive (eep) = The write protect switch is in the ‘non-protect’ position and the
EEPROM data can be changed.

BTS - Monitors the state of the battery check input. When the on board battery test is run
(in menu M-2-2-1), this input is used to check the charge on the battery.
Active (BTS) = The battery test input indicates a healthy battery.
Inactive (bts) = The battery test input indicates a failed battery (or battery test not in
process). This is the normal state of the input.

SVT - Monitors the state of the diagnostics DIP switch on the MCB (SW2-1).
Active (SVT) = The “EDG” DIP switch is in the off position which enables the serial
port to be used to communicate with a service tool.
Inactive (svt) = The “EDG” DIP switch i in the on position which enables the serial
port to be used with serial REM.

IDZ - Monitors the door zone inputs.

Active (IDZ) = The ODZ input and either of the IDZ inputs are on (car is within 3
inches of a floor)
Inactive (idz) = The ODZ sensor is off or both of the IDZ sensors are off, or all 3
door zone sensors are off.

COD - Monitors the state of the code select DIP switch on the MCB (SW2-3)
Active (COD) = The “ANSI” switch is in the off position which disables the on board
door zone check circuit. This is the standard detting for all controllers.
Inactive (cod) = The “ANSI” switch in the on position which enables the on board
door zone check circuit.

DLF = Monitors a contact of the door lock fault relay (DLFR for GEM/MVS/HVS or FAULT
for E3/411MV). The DLFR/FAULT relay is normally energized and will be de-
energized when the relay circuits detect a shorted door lock or gate switch.
Active(DLF) = The DLFR/FAULT relay is de-energized because a door lock fault
has been detected by the relay circuits.
Inactive (dlf) = The DLFR/FAULT relay is energized and no door lock fault has been
detected.

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ETP - Monitors the state of the ETP relay. The relay is normally energized and is dropped
when the car enters the terminal zone. This relay and input are supplied only with
GEM/MVS/HVS systems.
Active (ETP) = The ETP relay is de-energized and the car is in ETP terminal zone
Inactive (etp) = ETP relay is energized and the car is not in the ETP terminal zone.

LSP - Monitors a contact of the LSP relay

Active (LSP) =
Inactive (lsp) =

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