Startup Routine

Part: 4 - AA 3
OTIS Field Component Manual No.: JAA26801AAFII

European and Transcontinental
Vintage: 02 / 3
Operations
MCS - LMCSS Page: 1 / 71
Product Startup Routine Date: 7-Apr-2000
Administration
MCS - LMCSS
Startup Routine
Authorization Date : 7-Apr-2000
Running on PCB : JBA26801AAF or higher
Software Version : GBA30085JAA
Date Author Page Comments

NOV - 91 M. Peters OEC Berlin 1 - 31 new
FEB - 93 M. Peters OEC Berlin 1 - 37 replace
FEB - 94 M. Peters OEC Berlin 1 - 45 replace
MAR - 95 M. Peters OEC Berlin 1 - 46 replace
SEP - 95 M. Peters OEC Berlin 1-2,6,10-13,18,22,35-37 replace
MAY - 96 M. Peters OEC Berlin 1,11-13,22- replace
23,29,34,36,38
MAY - 98 F. Kunze FOD Berlin 1 - 61 replace
APR - 00 M. Peters OEC Berlin 1 - 71 replace
Copyright 2000, OTIS GmbH Berlin

No part of this manual may be copied or reproduced in any form or by any means without the prior written consent of OTIS GmbH.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
Table of Contents
1 INITIAL STARTUP ROUTINE OF THE MCSS..........................................6

1.1 DIP Switch Settings on the MCB (SW2)....................................................................6
1.2 The First Step of Installation .....................................................................................7
2 SETUP / VERIFICATION OF INSTALLATION PARAMETER ..................8
2.1 Inspection Run Condition: MCS 311 .......................................................................11
2.2 Inspection Run Condition: MCS 321(M) / MCS 413M .............................................12
3 INSTALLATION AND ADJUSTMENT OF HOISTWAY SENSORS ........13
3.1 Limit Switch Configuration in the Hoistway..............................................................14
3.2 Installation of Limit Switches: 1LS/2LS and SS1/SS2.............................................15
3.3 Door Zone Arrangement..........................................................................................17
3.4 MCS 321M / MCS 413M with PRS-2.......................................................................18
3.4.1 General description .................................................................. 18
3.4.2 Installation of the Door Zone Sensors ....................................... 18
3.4.3 Assembly of the PRS-2 floating tape. ........................................ 19
3.4.4 PRS-2 Hall sensor positions ..................................................... 20
3.4.5 Minimum Floor to Floor Distance with MCS 413M...................... 20
3.5 Minimum Floor to Floor Distance MCS 311 / 321(M) with Magnet Switches...........21
3.5.1 Installation of Door Zone Sensors ............................................. 22
4 Learn Mode ............................................................................................23
4.1 Starting the Learn Run with the Service Tool..........................................................25
4.2 Learn Run Example ................................................................................................26
4.3 Errors during the Learn Run....................................................................................27
5 Door Check Sequence for MCS 321(M) / MCS 413M...........................28
5.1 Starting the Door Check Sequence with the Service Tool.......................................29
6 Emergency Terminal Slowdown circuit with short buffer stroke ......31
6.1.1 Parameter and limit switch set up ............................................. 31
6.1.2 Velocity parameter and SS1/SS2 limit switch distances ............. 31
6.2 Setting of the ETS2 relay trip point..........................................................................32
6.3 Calculation of the SP value .....................................................................................34
6.4 Function test of the ETS relays ...............................................................................35
7 FINAL MCSS ADJUSTMENT .................................................................36
7.1 PRS-2 Magnet Final Adjustment .............................................................................36
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
7.2 Adjust Magnet Switch Hysteresis ............................................................................36

7.3 Final Door Zone Magnet Adjustment.......................................................................37
7.4 Adjust Acceleration Limit due to Drive Limit ............................................................37
8 LOAD WEIGHING ADJUSTMENT..........................................................40
8.1 Discrete Load Weighing ..........................................................................................40
8.2 Analog Load Weighing ............................................................................................41
8.2.1 General description .................................................................. 41
8.2.2 Distribution of load information in the system ............................ 42
8.2.3 Sequence of calibration ........................................................... 42
8.2.4 Adjustment of Loadweighing PCB's and setup of sensors.......... 43
8.2.5 Use of compensation of measurements for DBSS and OCSS .... 44
8.2.6 Imbalance load compensation for OCSS & DBSS...................... 44
8.2.6.1 Explanation of Parameters.................................................................45
8.2.7 Manual Calibration of the Load Weighing System...................... 46
8.2.8 Adjustment of Imbalance Load Compensation for DBSS values. 47
8.2.9 Adjustment of Imbalance Load Compensation for OCSS values 48
8.2.10 Automatic Calibration of Analog Load Weighing Equipment....... 49
8.2.10.1 Load Weighing Error Messages.........................................................50
8.2.10.2 LWT Information Display....................................................................51
8.2.11 Automatic Calibration of the Analog Load Weighing Equipment
with imbalance load compensation for OCSS values ........................................ 52
9 START JERK REDUCTION....................................................................53
9.1 Start Jerk Reduction with OVF 416 drive ................................................................53
9.2 Start Jerk Reduction function (SJR) with MSVF drives SPEC 90 and OVF 30 .......53
9.3 Function of the Start Jerk Reduction for SPEC 90 drive type .................................54
9.4 Function of the Start Jerk Reduction for OVF 30 drive type ....................................55
10 INSPECTION MODE AT MCS 321(M) / MCS 413M ...............................56
10.1 Running on Inspection ............................................................................................56
10.2 Recovery to Normal after TCI Inspection ................................................................58
11 Advanced Brake Lift..............................................................................59
11.1 Requirements ..........................................................................................................59
11.1.1 Hardware.................................................................................. 59
11.1.2 LMCSS Parameters .................................................................. 59
11.1.3 Adjustments of the Drive and Brake Subsystem ........................ 60
11.2 Servicetool functions ...............................................................................................61
11.3 Functional description .............................................................................................62
11.4 Error Descriptions & Solving ...................................................................................62
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12 TESTS ....................................................................................................64
12.1 Inspection Run ........................................................................................................64
12.2 PVT-Test .................................................................................................................64
12.3 Normal Run .............................................................................................................65
12.4 Initialisation Run ......................................................................................................65
12.5 Recover Run ...........................................................................................................66
12.6 Backup Battery........................................................................................................66
12.7 Code Inspection Tests ............................................................................................67
12.8 Disable Safety Checks ............................................................................................69
12.8.1 NTSD Test (1LS / 2LS) ............................................................. 70
12.8.2 Buffer Test ............................................................................... 70
12.8.3 Overload Check ........................................................................ 70
13 LEAVING JOBSITE ................................................................................71
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
List of Figures
Figure 3\1: Configuration of Limit Switches for different floor arrangements. ......................14
Figure 3\1: Door Zone Arrangement ....................................................................................17
Figure 3\1: Assembly of the PRS-2 floating tape .................................................................19
Figure 3\1: PRS-2 Hall sensor positions ..............................................................................20
Figure 3\1: Minimum Floor to Floor Distance .......................................................................21
Figure 6\1: ANSI Speed Check Board .................................................................................32
Figure 9\1: Start Jerk Profile ................................................................................................55
Figure 10\1: Inspection run profile .......................................................................................56
List of Tables
Table 3\1: Profile Parameters and Corresponding 1LS / 2LS and SS1 / SS2 Distances.....16
Table 4\1: Learn Run Example ............................................................................................26
Table 4\1: Errors during the Learn Run ...............................................................................27
Table 6\1: Velocity parameter and SS1/SS2 limit switch distances .....................................31
Table 6\1: ETS2 relay trip point ...........................................................................................33
Table 6\1: Conversion table decimal into hexadecimal........................................................34
Table 8\1: Discrete Load Weighing......................................................................................40
Table 9\1: Possible Events during Start Jerk Reduction ......................................................54

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
1 INITIAL STARTUP ROUTINE OF THE MCSS

The initial startup routine of the MCSS system must be done by an authorised adjuster only.
The conditions listed below are required before taking the installation into operation:
- The installation of the DBSS must be completed to a level where a safe operation in the
manual mode is possible and ensured. The MSVF drive does not support a manual drive
mode. In this case drive movement has to be performed using the LMCSS inspection
mode.
- The safety chain must be closed. Therefore it is not allowed to keep the doors
open.
- The following connections must be established from the MCSS board:
110 VAC outputs J1, J2

110 VAC inputs J3, J4
main AC power (10 VAC) J5
30 VDC inputs J6, J7
DBSS J8
Service Tool J11
For inspection runs only, it is not necessary to connect the
DCSS - J 9
OCSS - J10
1.1 DIP Switch Settings on the MCB (SW2)
Enhanced Diagnostics 1 disable

EEPROM write 2 enable
ANSI DZ Code 3 disable
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
1.2 The First Step of Installation

- Switch on the main power
- Check the LED status for the connection of the subsystems
LED Status meaning

unlit OCF communication with OCSS
unlit DIF communication with DISS
lit DBF communication with DBSS
flashing WD MCSS watch dog
- Plug in the Service Tool to the MCSS.
After initialisation the display shows :
SELF TEST
-OK-MCS-MODE
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
2 SETUP / VERIFICATION OF INSTALLATION

PARAMETER
Before moving the car the first time with help of the MCSS - Motion Commands or Inspec-
tion (electrical recall) - make yourself familiar with the Service Tool.
Check and enter all installation parameters of the MCSS using the Service Tool (see sys-
tem variables, Service Tool Reference List).
The parameters are preadjusted. Nevertheless those which are marked with a * have to be
adjusted due to the individual elevator configurations.
Check the General Installation Parameters (Key-sequence: <Function<>3<>1>).
Special care must be taken with the following installation parameter:
Parameter description
Controller Type * is the selection of the controller type
0= MCS 311
1= MCS 321
2= MCS 321M / MCS 413M
MCS 321(M) / MCS 413M controller has additional features like:

- TCI (top of car INS) input
- ERO (Electrical Recall Operation) input
- see also chapter 2.2: Inspection Run Conditions
- DCS (Door Check Sequence)
run see also chapter 5
Check the Profile Generator and Position Reference Installation Parameters

(Key-sequence: <Function<>3<>2>).
Special care must be taken with the following installation parameters:
VELOCITY NORMAL* is the nominal velocity of the car at rated motor speed. It must
be calculated out of the rated motor speed (see relevant equa-
tions, Service Tool Reference List).
Note: If you change VELOCITY NORMAL without changing the
MOTOR SPEED, the car will shut down. The calculation
of the 1LS / 2LS distance depends quadratically on the
nominal velocity.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
ACCELERA NORMAL* is the nominal acceleration for normal runs. Depending on the
ride quality you can alter this parameter:
- increasing acceleration ---> shorter flight time
- decreasing acceleration ---> more riding comfort
Note:
ACCLERA NORMAL < ACCLERA NTSD < ACCLERA REINIT
If you want to increase ACCELERA NORMAL to a value
above ACCELERA NTSD be aware that the calculation
of the 1LS / 2LS distance depends on the ACCELERA
NTSD.
JERK NORMAL* is the nominal jerk for normal runs. Depending on the ride qual-
ity you can alter this parameter:
- increasing jerk ---> shorter flight time
- decreasing jerk ---> more riding comfort
ACCELERA REINIT* is the maximum acceleration of the system and should be ad-
justed nearly at the maximum drive capability. (see 'Adjust Ac-
celeration Limit due to Drive Limit')
ACCLERA NTSD* is the deceleration value of the NTSD function. If the car does
not slow down at the 1LS / 2LS switches below the NTSD per-
centage of the nominal velocity a NTSD stop will be performed.
The value is used to calculate the 1LS / 2LS distance to bot-
tom/top floor. (see relevant equations, Service Tool Reference
List).
Note:
ACCLERA NORMAL < ACCLERA NTSD < ACCLERA REINIT
VELOCITY REINIT* is the aimed velocity during the initialisation run. It should be
adjusted 10% below nominal velocity.
VELOCITY SLOW is the intermediate velocity during the initialisation run. At the
1LS / 2LS switch the car ramps down to the intermediate veloc-
ity. The DZ1 / DZ2 switch should be reached with this velocity.
The intermediate velocity is pre-adjusted. If the intermediate
velocity is increased too much the final floor level velocity VE-
LOCITY RELEVEL can not be reached. (between the first tran-
sition of DZ1 or DZ2 and the non releveling zone)
Note:
VELOCITY RELEVEL < VELOCITY SLOW < VELOCITY RE-
INIT
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
GAIN FIXED POSCT * is the drive dependant fixed gain factor:
- increasing ---> shorter landing phase (with a
high dynamic drive, i.e. VF drive)
- decreasing ---> longer landing phase
(with a low dynamic drive,
i.e. direct/Ward Leonard drive)
The parameter should be set to a value, so that the car does
not overshoot the landing position. If it is increased to much the
end of the run feels rough and bumps may occur.
DELTA TC [ms] * is the parameter to limit the deceleration overshoot. The over-
shoot is caused by the system delay and the tracking error
which depends directly on the dynamic behaviour of the drive. It
is more important for low dynamic drives as MSDD (150-250
ms) and MSWL (60-80 ms). For MSVF drives good result can
be expected with 30 ms.
- increasing ---> decrease deceleration overshoot and
increase the flight time
- decreasing ---> increase deceleration overshoot and
decrease the flight time
ZERO SPEED TIME* This parameter has to be adjusted due to the dynamic behav-
iour of the drive during the end of the landing phase.
- increasing ---> longer time of zero profile dictation
before brake drops
- decreasing ---> shorter time of zero profile dictation
before brake drops
If the car is still moving at the end of the landing phase and the
brake drops you have to increase the parameter ZERO SPEED
TIME.
POSITION DISPLMT This parameter has to be adjusted due to the switching hys-
teresis of the doorzone magnets. Refer to chapter FINAL
MCSS ADJUSTMENT if the stop position of the car in down di-
rection is different to the stop position in up direction.
MOTOR SPEED* should be written on the motor data plate, otherwise use equa-
tion (2) of the Service Tool Reference List to calculate the pa-
rameter MOTOR SPEED with the known drive sheave diame-
ter.
- Check the Landing Installation Parameters (Key-sequence: <Function<>3<>3>) (Use the

Service Tool Manual - User's Guide)
- Check the Load Weighing Installation Parameters (Key-sequence: <F<>3<>4>) (Use the
Service Tool Manual - Reference List)
!!! An INSPECTION run is now possible !!!

Conditions for inspection runs see next chapter.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
2.1 Inspection Run Condition: MCS 311

Input Conditions (Service Tool Key-sequence: <Modul<>2<>1<>3<>GOON>)
- SAF : Safe Input of Safety Chain OK

- ess : Emergency Stop Switch not operated
- DFC : Door Fully Closed
- DBD : Drive and Brake are Disconnected
- LVC : Door Bypass not operated
System Status (Service Tool Key-sequence: <Modul<>2<>1<>1>)
- INS : Motion Control Mode Inspection

- IST : Motion Logic State Inspection Stopped
- INA : Motion Drive State Inactive
- IDL : Profile Generator State Idle
If the following displays appear it is not possible to run the car:

Motion Control Mode : NRD - Not Ready or
Motion Logic State : SHD - Shutdown
Check the system for unsafe conditions (e.g. Inputs, Event Logging).
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
2.2 Inspection Run Condition: MCS 321(M) / MCS 413M

Input Conditions (Service Tool Key-sequence: <Modul><2<>1<>3<>GOON>)
- SAF : Safe Input of Safety Chain OK

- ess : Emergency Stop Switch not operated
- DW : Hoistway Door contact closed
- DFC : Door Fully Closed
- TCI : Top of Car Inspection input operated and / or

- ERO : Electrical Recall Operation input operated and
- INS : Inspection input operated (TRO relay contact)
- DBD : Drive and Brake are Disconnected

- LVC : Door Bypass not operated
Note: TCI ERO INS = Top of Car Inspection mode

tci ERO INS = Electrical Recall Operation mode
System Status (Service Tool Key-sequence: <Modul><2><1><1>)
- TCI : Motion Control Mode Top of Car Inspection or

- ERO : Motion Control Mode Electrical Recall Operation
- IST : Motion Logic State Inspection Stopped

- INA : Motion Drive State Inactive
- IDL : Profile Generator State Idle
If the following displays appear it is not possible to run the car:

Motion Control Mode : NRD - Not Ready or
Motion Logic State : SHD - Shutdown
Check the system for unsafe conditions (e.g. Inputs, Event Logging).
Note: See also chapter on page 56

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3 INSTALLATION AND ADJUSTMENT OF HOISTWAY

SENSORS
The MCSS system needs the following hoistway signals:
- UIS, 1LV, 2LV, DIS:
At every floor one magnet is required, which operates the four magnet switches UIS,
1LV, 2LV and DIS.
- UIS generates the inner doorzone signal DZ1.
- 1LV and 2LV are wired in series to generate the outer doorzone signal DZ.
-DIS generates the inner doorzone signal DZ2.
- 1LS / 2LS:
Down/up slow down limit switches.

Used for stopping at a reinitialisation run and for NTSD: normal terminal stopping device
operation (check of deceleration at terminal landings). The 1LS / 2LS input signal is ac-
tive low at the terminal landings. If the curve on the car is shorter than the distance of
1LS / 2LS to the terminal floor an additional 1LS' / 2LS' switch has to be installed in se-
ries to the 1LS / 2LS switch. It is not allowed that the end of the 1LS / 2LS distance is in-
side the doorzone switches of the first floor. In this case shorten the distance of 1LS or
2LS and reduce "VELOCITY REINIT" so that the system performs a correct reinitialisa-
tion run. Otherwise misfunctioning during the learn-run or during normal operation may
occur.
- 5LS / 6LS:
Down / up inspection direction limit switches.
- Mandatory with MCS 311 controller,
- Optional with MCS 321(M) / MCS 413M
- 7LS / 8LS or UDLS:
Down / up final limit switches.

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.1 Limit Switch Configuration in the Hoistway

First
Floor (1)
1LS 1LS 1LS
First
Floor (1)
1LS ´ First
Floor (1)
(see Note 2)
1LS ´
Bottom
(see Note 2)
Bottom
Floor (0) Bottom Floor (0)
Floor (0)
5LS 5LS 5LS

(see Note 1) (see Note 1) (see Note 1)
7LS 7LS 7LS
BFS BFS BFS
without short with short with short

landing Buffer landing Buffer landing
Figure 3\1: Configuration of Limit Switches for different floor arrangements.

Notes:
1. 5LS / 6LS switches mandatory with MCS 311 controller, optional with MCS 321(M) OTIS
2000 controller.
2. 1LS' switches are shown as a example for a configuration where the curve on the car is
shorter than the distance of 1LS/2LS to the terminal floor.
3. It is not allowed that the end of the 1LS / 2LS distance is inside the doorzone
switches of the first floor. In this case shorten the distance of 1LS or 2LS and re-
duce VELOCITY REINIT so that the system performs a correct reinitialisation run.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.2 Installation of Limit Switches: 1LS/2LS and SS1/SS2

The 1LS, 2LS and SS1/SS2 distances are calculated according to VELOCITY NORMAL
and ACCELERATION NTSD (see related equations, Service Tool Reference List).
The theoretical values are listed in the table below.
VELOCITY ACCELERA DIST. VELOCITY DIST.

[mm/s] [mm/s2] [mm] [mm/s] [mm]
NORMAL NORMAL NTSD REINIT 1LS/2LS* ETSD SS1/SS2
400 120 - -
600 260 - -
630 290 - -
1000 720 - -
1200 1030 - -
1500 1600 - -
1600 600 700 800 1800 - -
1750 2150 - -
2000 2800 - -
2500 4400 2000 1500
3000 6500 2400 2400
3500 8900 2800 3500
4000 11700 3200 4500
400 90 - -
600 200 - -
630 220 - -
1000 560 - -
1200 800 - -
1500 1250 - -
1600 800 900 1000 1400 - -
1750 1700 - -
2000 2200 - -
2500 3400 2000 1500
3000 4900 2400 2400
3500 6700 2800 3500
4000 8800 3200 4500
continued on next page
See also notes on next page.

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
continued:
VELOCITY ACCELERA DIST. VELOCITY DIST.

[mm/s] [mm/s2] [mm] [mm/s] [mm]
NORMAL NORMAL NTSD REINIT 1LS/2LS* ETSD SS1/SS2
400 80 - -
600 170 - -
630 190 - -
1000 470 - -
1200 670 - -
1500 1040 - -
1600 1000 1080 1200 1100 - -
1750 1400 - -
2000 1800 - -
2500 2800 2000 1500
3000 4050 2400 2400
3500 5500 2800 3500
4000 7150 3200 4500
2500 2500 2000 1500
3000 1200 1250 1400 3550 2400 2400
3500 4750 2800 3500
4000 6150 3200 4500
Table 3\1: Profile Parameters and Corresponding 1LS / 2LS and SS1 / SS2 Distances
Notes (*):
· The beginning of the 1LS / 2LS zone must be before the doorzone switches of the
terminal landing at very short 1LS / 2LS lengths.
· The 1LS / 2LS zone must not end inside the doorzone switches of a floor before
the terminal floor at long 1LS / 2LS distances.
In this case reduce the 1LS / 2LS length and the parameter "VELOCITY REINIT".
· The exact distances must be evaluated later by the NTSD test.
· 5LS, 6LS should be placed 20 mm behind top / bottom floor level.
· 7LS, 8LS should be placed 120 mm behind top / bottom floor level.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.3 Door Zone Arrangement

Configuration of door switches
upper tin plate

CAR
UIS -------------DZ1
Up
LV1
Magnet DZ
LV2
DIS ------------DZ2
lower tin plate
Hoistway
Hoistway Signals DZ1, DZ und DZ2
DZ2
DZ
DZ1
NRZ
A B C D
DOWN Floor Level UP
postion learned during learn run
Figure 3\2: Door Zone Arrangement
Depending on the correct arrangement of the magnets, the levelling is set to the middle of
the Non-Relevelling-Zone (NRZ).
Notes:
The position of DZ1, DZ2, (DZ) can be display as A, B, C, D in the SVT (<M<>2<>1<>6>)
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.4 MCS 321M / MCS 413M with PRS-2

3.4.1 General description
The Position Reference System (PRS-2) contents a steel tape, which is installed in the
shaft and a tape header with sensors. The position signal is given by the south and north
magnets mounted on the tape, to set position references at each floor and at the terminal
landings. The system serves lifts with a speed up to 4 m/s and a rise of 160 m. That means,
it is available for the following MCS controller: MCS 120(M), MCS 220(M), MCS 321M, MCS
413M
The steel tape slides through guides, that reside on the tape reader mounted directly on the
top of the car. The tape reader assembly contains the sensors, which detect the presence
of the magnets. The sensor itself contains the Hall element and the electronical compo-
nents necessary to interface with the controller.
The Hall sensors will be supplied from the transformer (unregulated voltage:18... 39 VDC)
mounted in the controller cabinet, i.e. derived from the power supply of the remote stations.
The PRS-2 should provide the different signals required from the controller and the drives
according to the given configuration. The general requirements are:
- The door zone signals 1LV and 2LV should be detected.

- In case of relevelling two additional signals UIS and DIS have to be provided.
- The Normal Terminal Slowdown Limit signal LS installed in the top (2LS) or in the
bottom (1LS) in the hoistway should be available. This allows a correction run of the
car after a power on/reset or ERO/TCI switch.
- The Door Zone Indicator (DZI) lamp, located in the Electrical Recall Operation (ERO)
- box, should be also activated, if the power supply from the controller is failed, using
the existing Emergency Car Unit (ECU).
3.4.2 Installation of the Door Zone Sensors
The adjustment of the door zone magnets is of major importance for achieving a good
stopping accuracy with the system.
- Clean the floating tape from oil before setting the magnets. Set (do not stick) in every
floor the 250 mm door zone magnets with the North Pole up to you and mark the top of
the door zone magnets on the tape.
- Set the 1LS (South Pole) and 2LS (North Pole) track magnets and make sure it is in-
stalled up to the 7 and 8LS limit switches.
- In the bottom landing you have to add an adhesive pad between 1LS and door zone
magnet to avoid movement of them.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.4.3 Assembly of the PRS-2 floating tape.
DZ-MAGNET
MAIN
FLOOR (N-POLE)
SAC-MAGNET
(S-POLE)
CPDR-MAGNET
(N-POLE)
DZ-MAGNET
BOTTOM
(N-POLE)
FLOOR
1LS-MAGNET
(S-POLE)
Figure 3\3: Assembly of the PRS-2 floating tape

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.4.4 PRS-2 Hall sensor positions
Supplied signals:
UIS, DIS, 1LV, 2LV, 1LS, 2LS, DZI
UIS
DZI
B Levelling Accuracy:
2LS
+/- 3 mm typical
+/- 6 mm maximal
2LV
1LV D
Relevelling Zone:
+/- 8 mm
1LS
C
Distance:
DIS
B= (upper) doorzone length 102 mm
C= (lower) doorzone length 102 mm
D= LV1 / LV2 distance 30 mm
Figure 3\4: PRS-2 Hall sensor positions
3.4.5 Minimum Floor to Floor Distance with MCS 413M
MCS 413M Minimum floor to floor distance

Velocity 250 mm Magnets
[m/s] (PRS-2)
2,5 - 4,0 380 mm
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.5 Minimum Floor to Floor Distance MCS 311 / 321(M) with

Magnet Switches
The hoistway signal must be detected 50 ms continuously.
Minimum magnet length:
CAR A = V x 50ms + D + X
UIS ------------
B e.g.:
LV1------------ at 1,6m/s =205mm
A D at 2,5m/s =250mm
LV2 -----------
C
DIS ----------- Minimum distance between the
magnets:
E = v x 50ms + Y
E e.g.:
at 1,6m/s =130mm
at 2,5m/s =175mm
CAR
A = magnet length
UIS ------------
B B = doorzone length (upper)
C = doorzone length (lower)
LV1------------
D = LV1/LV2 distance
A D
LV2 ----------- E = distance between magnets
v = nominal velocity
C
DIS ----------- x = 75 mm safety margin to eliminate
DZ hysteresis
y = 50 mm safety margin to eliminate
DZ1 / DZ2 hysteresis
Figure 3\5: Minimum Floor to Floor Distance
MCS 311 / MCS 321(M) Minimum floor to floor distance

Velocity 250 mm Magnets 495 mm Magnets
[m/s] (magnet sensors) (floating tape selector)
1,0 350 mm 595 mm
1,5 375 mm 620 mm
2,0 400 mm 645 mm
2,5 425 mm 670 mm
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
3.5.1 Installation of Door Zone Sensors

The adjustment of the floor level sensors and magnets is of major importance for achieving
a good stopping accuracy with the system.
The vertical floor positioning of each doorzone magnet : ± 1mm
The distance of the sensors to all magnets: 15 mm ± 5 mm
The distance of the floor level sensors to the upper border of the doorzone magnet (tin
plate) for
- UIS = None Relevelling Zone length / 2

- 1LV = Door Zone length / 2
- 2LV = Magnet length - (Door Zone length / 2)
- DIS = Magnet length - (None Relevelling Zone length / 2)
Example: Floating Tape.
The sensorhead should be pre-assembled and the jumpers B and C on the PCB of the
control box must be cut.
The hall sensors which operates the relays VU (1LV) and VD (2LV) should be placed to-
gether as close as possible!
Magnet length A = 495.0 mm

Half Door Zone length (upper part) B = 232.5 mm
Half Door Zone length (lower part) C = 232.5 mm
None Relevelling Zone length = ±10.0 mm
Distance of VUH (UIS) to the upper border of the magnet: 10.0 mm

Distance of VU (1LV) to the upper border of the magnet: 232.5 mm
Distance of VD (2LV) to the upper border of the magnet: 262.5 mm
Distance of VDH (DIS) to the upper border of the magnet: 485.0 mm
Example: MSVF Doorzone Magnets.
1LV and 2LV should be placed together as close as possible!
The magnetical field is limited to the tin plates at the end of the magnets. Therefore UIS
and DIS should be installed 250 mm apart to assure a none revelling zone of ±10 mm.
Magnet length A = 250 mm

Half Door Zone length (upper part) B = 115 mm
Half Door Zone length (lower part) C = 115 mm
None Relevelling Zone length = ±10 mm
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
Distance of UIS to the upper border of the magnet: 0 mm

Distance of 1LV to the upper border of the magnet: 115 mm
Distance of 2LV to the upper border of the magnet: 135 mm
Distance of DIS to the upper border of the magnet: 250 mm
A mechanical measurement of these distances is not exact enough. During the final door
zone adjustment a comparison of the electrically measured floor level with the physical
floor level should be performed to correct the magnet positions.
4 Learn Mode
The learn run is a basic feature of the position reference.
By running slowly through the hoistway all important positions of the hoistway switches are
checked for consistency and the exact positions are written into the EEPROM.
Preconditions:
Before performing a learn run it is necessary that all hoistway installation is finished and
adjusted properly and that all setup parameters in the EEPROM are valid for the present
installation.
To check especially the setup parameters which are used for the position reference please
use the Service Tool menu PVT Test (<Modul<>2<>4<>2>). Make an inspection run and
compare during the run the dictated velocity (DV) with the actual velocity (AV) which is
measured with the PVT (Primary Velocity Transducer).
If these velocities are not equal please check the profile generator setup parameter "VE-
LOCITY NORMAL", "MOTOR SPEED" AND "COUNTS PER REVOL" or the speed dicta-
tion in the drive might also be wrong.
During the start sequence of the learn run the distance for the 1LS, 2LS switches to the
terminal landings is calculated from the actual setup of profile parameters. Make sure that
the distance for the limit switches in the hoistway matches the displayed distance plus or
minus the "1LS 2LS TOLERANCE" setup parameter. Otherwise the learn run might pass
the last doorzone or stop before reaching the doorzone and abort the learn run.
During the Run:
During the learn run, the car is moved slowly from above the 1LS switch down below the
bottom floor, up through the hoistway, above the top floor and then down to the non-
relevelling zone of the top floor.
On the way the positions for 1LS, 2LS and the rising and falling edges of the doorzone
switches for DZ1 and DZ2 are learned and written to the EEPROM.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
Notes:
If the position of any learned hoistway signal is moved then it is necessary to execute a new
learn run.
If one of the setup parameters "MOTOR SPEED" or "COUNTS PER REVOL" was changed
it is necessary to execute a new learn run.
A normal run can only be done after the learn run was finished successfully.
Prior to the first learn run the car can be moved only in inspection mode.
For MCS 321(M), MCS 413M, controller also the Door Check Sequence (DCS) must be
performed before a normal run can be done.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
4.1 Starting the Learn Run with the Service Tool
Before starting the learn run, the car should be close to 1LS or the bottom floor, because
the learn run will always look for 1LS and start the sequence above 1LS in down direction.
(Monitor 1LS with the Service Tool, Key-sequence: <Modul<>2<>1<>3<>GOON>)
To perform a learn run enter the learn menu (Key-sequence: <Modul><-2<>4<>1>). Use
the GOON key and follow the instructions given on the Service Tool display.
If le a rn ru n m e n u is e n te re d in n o rm a l m o d e :
S w itc h o n
s w itc h e le v a to r in in s p e c tio n m o d e .
in s p e c tio n
If a lre a d y in in s p e c tio n m o d e :
to s ta rt le a rn ru n
u s e th e G O O N k e y to e n te r th e le a rn ru n .
p re s s G O O N
c h e c k 1 L S a n d 2 L S s w itc h p o s itio n s to c o rre s p o n d to

1 L S ,2 L S D is t. to th e d is p la y e d d is ta n c e to th e te rm in a l la n d in g s .
T e rm . flo o r= 1 2 3 4
use G O O N key
s w itc h b a c k to If in s p e c tio n is s w itc h e d o ff th e le a rn ru n

N o rm a l w ill b e s ta rte d im m e d ia te ly .
D is p la y d u rin g le a rn s e q u e n c e :
d: ru n d ire c tio n
u = up,
d a f : ** d o 1 L S d = down,
A : 07345 L : 07100 - = n o d ir
a f: a c tu a l flo o r n u m b e r (** = in v a lid p o s .)

do 1LS: le a rn ru n s ta tu s
A: A c tu a l p o s itio n in h o is tw a y [m m ]
L: L a s t le a rn e d p o s itio n [m m ]
Note: - Example of typical sequence and explanation see next page.
- All positions are related to bottom doorzone with an offset of approximately

2000 mm.
- After finishing a learn run press ENTER and leave the menu.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
4.2 Learn Run Example

Typical sequence of a learning run:
Service Tool description

display
UP/1LS moving up to not 1LS switch
stop , change run direction
DOWN 1LS moving down to 1LS switch

DOWN BFL moving down to bottom floor
DO/DZ2 moving down to not DZ2 switch
stop , change run direction at bottom floor
UP DZ1 moving up to DZ1 switch

UP DZ moving up to DZ switch
UP DZ2 repeat for
moving up to DZ2 switch
UP /DZ1 moving up to not DZ1 switch every
UP /DZ doorzone
moving up to not DZ switch
UP /DZ2 moving up to not DZ2 switch
stop , change run direction at top floor
DOWN TFL down to none relevelling zone of top floor
stop , learn run successfully finished
FINISHED
Table 4\1: Learn Run Example
Press ENTER to leave the LEARN STATE and to continue the installation.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
4.3 Errors during the Learn Run

If an error is detected the learn run stops and the learn state display shows: ' ERROR '
In the second line of the Service Tool one of the following error descriptions is displayed:
Service Tool Display description
1LS DISTAN ERROR Check distance from 1LS to bottom floor.
2LS DISTAN ERROR Check distance from 2LS to top floor.
SWITCH SEQ ERROR Check sequence of doorzone switches(DZ1,DZ,DZ2)
PCI READIN ERROR try new learn run, internal error of

Position reference system.
NO 1LS AT BOTFLR 1LS disappears at or below bottom floor.
NO 2LS AT TOPFLR 2LS disappears at or below top floor.
E2P WRITE DISABL Set eeprom write protection switch to enable.
NO BOTTOM FLR Distance from 1LS to bottom floor is too big.
LEARN CANCELED Learn run was stopped by ENTER or inspection switch.
LEARNING RUN For more information check the event logging display
ABORTED with the Service Tool (<Funct<>2<>2<>GOON>)
- At bottom floor: Check the position of the 7LS switch.
If it is o.k. reduce VELOCITY LEARN
and try again.
- At top floor: Check the position of the 8LS switch.If
it is o.k. reduce VELOCITY LEARN
and try again.
Table 4\2: Errors during the Learn Run
Note: to change between error description and positions display use the GO ON key.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
5 Door Check Sequence for MCS 321(M) / MCS 413M

The Door Check Sequence (DCS) is a safety feature for MCS 321(M), MCS 413M Control-
lers. It insures that all hoistway door contacts are installed correctly and are able to open
the safety chain.
Before the Door Check Sequence was finished successfully it is only possible to move the
car in inspection mode. Normal runs are disabled.
The Door Check Sequence is an automatic run which is started by the Service Tool.
Systems with TLD / CLD doors this check runs full automatically from the bottom to the top
landing.
Systems with ACG doors the DCS run stops at the ACG door and waits until the hoistway
door was opened by hand.
As it is not allowed to run faster than 0.6 m/s it uses the "VELOCITY INSPECT" and
"ACCELERA INSPECT" profile parameters.
It can be started at any position in the hoistway with or without a valid position.
It first runs to the bottom floor, operates the front and if available the rear door and checks
via the DW input if the safety chain at the hoistway door is open. Then it runs to all other
floors, cycles the doors what are setup in the LANDING mask and checks the DW input. It
finishes at the top floor with the message that the test was successfully or it stops at the
floor where a DW failure occurs.
If the parameters "Top Floor" or "Bottom Floor" are changed than the flag which in-
dicates that the DCS run was successful performed is reset and a new DCS run must
be performed.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
5.1 Starting the Door Check Sequence with the Service Tool
To perform the Door Check Sequence first setup the profile parameter "VELOCITY IN-
SPECT" and "ACCELERA INSPECT" which are used during the run. The velocity can be
close to the maximum allowed value (0.64 m/s).
Then enter the Calibrate - Door Check menu (Key-sequence: <Modul<>2<>4<>5>).

Follow the instructions given on the Service Tool display.
If the Door Check Sequence can not be started one of the following
messages is displayed:
DCSS Start Error possible errors:
"error message" Set 321 Contr.Ty - "Controller type" parameter is not
1 = MCS 321
2 = MCS 321M , MCS413M
Enable E2P write - EEPROM is write protected
Disconnect OCSS ! - OCSS must be disconnected
Connect DCSS ! - DCSS must be connected
End of TCI error - System is still in TCI mode
Not able to Run ! - System is not able to run,
not in Stand by mode
Press GOON to start DCS despite following message:
already done > - DCS already has been performed
If all start conditions are fulfilled then start

to start DCS the DCS run with ENTER.
press ENTER
<ENTER>
Display during automatic sequence:

03u DW : on ][ [ ] 03: actual floor position
Status Anzeige u: run direction
DW: status of DW input
][ [ ]: status of front and rear doors
status display:
moving to bottom
open front door
open rear door
check DW input
close front door
close rear door
up to next floor
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
DCS TEST OK The Door Check Sequence was finished successfully

press GOON
GOON
Hint to check all other similar wired contacts of the safety

Check now : PES,
chain.
BFS, GTC...Switch>
Running in normal mode is enabled now.

The DCS menu can be left.
If an error occured during the sequence one of the following

error messages is displayed:
03u DW : close ][ ][
"error message" Front Door Error: DW failure at front door
Rear Door Error: DW failure at front door
Aborted by ENTER:Sequence was finished by ENTER key
DFC on but no DW: Doors are closed but DW is inactive
Door opening error: Door did not open within 20 sec.
Note: The sequence can be interrupted anytime by pressing ENTER.
After an error occurred normal modes are still disabled and after removing the error a new
DCS run must be started.
If the parameters "Top Floor" or "Bottom Floor" are changed than a new DCS run
must be performed.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
6 Emergency Terminal Slowdown circuit with short

buffer stroke
In accordance with the code requirements elevators with a speed higher than 2.5 m/s and
short buffer stroke must have an Emergency Terminal Slowdown circuit to control the
speed during the deceleration in the top and bottom floor. The speed is measured with two
independent systems: the LMCSS- and the ANSI Speed Check Board.
2 channels (A and B) from the 3 channel speed encoder are connected to the LMCSS
Board, and 1 channel ( C ) is connected to the ANSI Board.
The LMCSS Board calculates the speed via channel A and B of the encoder and activates
the ETS1 relay dependent from the parameter VELOC ETSD.
The ASCB calculates the speed via channel C of the speed encoder and activates the
ETS2 relay.
The switching point of the ETS1 and ETS2 relays is usually 80 % of the contract speed. If
the speed is less than 80 % the ETS1 and ETS2 relays are energised and bridges the both
ETS control switches SS1 and SS2 (see wiring diagram) in the stopbox mounted on top of
the car.
6.1.1 Parameter and limit switch set up

Check the following parameter with the Service Tool:
- To activate the ETS function the parameter ENABLE ETSD must be enabled.
- Select from the following table the SS1, SS2 limit switch distances and parameter val-
ues for VELOCITY ETSD.
ENABLE ETSD N=0 ETSD disabled N=1 ETSD enabled
VELOC ETSD VELOC ETSD < VELOCITY REINIT

VELOCITY REINIT = 0,9 x VELOCITY NORMAL
VELOC ETSD = 0,8 x VELOCITY NORMAL
max ETSD faults number of retries in case of at the input ETSCHECK
6.1.2 Velocity parameter and SS1/SS2 limit switch distances
VELOCITY NORMAL VELOCITY ETSD SS1/SS2 Dist.

[mm/s] [mm/s] [mm]
2500 2000 1500
3000 2400 2400
3500 2800 3500
4000 3200 4500
Table 6\1: Velocity parameter and SS1/SS2 limit switch distances

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
6.2 Setting of the ETS2 relay trip point
The ANSI Speed Check Board (ASCB) should now be set up to a preliminary setting (which
will be very close to the final setting. Only the SP (ETS2 relay) output of the ASCB is used,
the SC circuit is not connected. Above a selectable percent of contract speed (usually
80 %) the ETS2 relay will be de-energised.
SC ETSC VTR
Led´s
U2 U3 F3 Pin 1
4A/250V
J1
F2
1A/250V
F2
1A/250V
SW1 SW2 SW3 SW4
J3 SC SP J2 Pin 2
Setpoint Setpoint
Figure 6\1: ANSI Speed Check Board
ASCB on Board Led´s
When the car is on idle, the ETSC Led´s on the ASCB should be lit, and the ETS2 relay
should energised. If the car starts and reach 80 % of contract speed the ETSC Led should
be off and the ETS2 relay de-energised.
The VTR Led should be off. When the car starts to move, the VTR Led on the ASCB should
begin blinking. The blinking rate will increase as the car speed increases until the VTR Led
appears to be constantly.
The SC Led is not used.

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
The ETS2 trip point is controlled by the setting of switches SW3 and SW4 labelled „SP set-
point“. The value of SP is dependent only on motor RPM and can be set based on the fol-
lowing Table.
Motor RPM Encoder Pulses SP Value SW 3 setting SW 4 setting

1350 1024 112 7 0
1294 1024 106 6 A
1238 1024 99 6 3
1181 1024 92 5 C
1125 1024 84 5 4
1069 1024 75 4 B
1013 1024 65 4 1
956 1024 54 3 6
900 1024 41 2 9
844 1024 27 1 B
788 1024 11 0 B
400 5000 156 9 C
375 5000 150 9 6
350 5000 142 8 E
325 5000 134 8 6
300 5000 124 7 C
275 5000 112 7 0
250 5000 97 6 1
225 5000 80 5 0
200 5000 58 3 A
175 5000 30 1 E
281 10000 185 B 9
253 10000 177 B 1
225 10000 167 A 7
197 10000 155 9 B
169 10000 138 8 A
141 10000 115 7 3
113 10000 80 5 0
84 10000 21 1 5
Table 6\2: ETS2 relay trip point

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
6.3 Calculation of the SP value

If the RPM of your motor not defined in the table 6, you can use the following formula to
determine the setting of SP:
With VELOC ETSD = 0.8 * VELOC NORMAL
The RPM value can be found by looking at the parameter MOTOR SPEED.
1024 PPR encoder 5000 PPR encoder 10000 PPR encoder

192545 39434 19717
SP= 255 - ---------- SP= 255 - ---------- SP= 255 - ----------
RPM RPM RPM
Convert the decimal SP to their hexadecimal value with following table.
Conversion table decimal into hexadecimal
SW4¯ ¬ SW3 ®
hex 00h 10h 20h 30h 40h 50h 60h 70h 80h 90h A0h B0h C0h D0h E0h F0h
00h 00 16 32 48 64 80 96 112 128 144 160 176 192 208 224 240
01h 01 17 33 49 65 81 97 113 129 145 161 177 193 209 225 241
02h 02 18 34 50 66 82 98 114 130 146 162 178 194 210 226 242
03h 03 19 35 51 67 83 99 115 131 147 163 179 195 211 227 243
04h 04 20 36 52 68 84 100 116 132 148 164 180 196 212 228 244
05h 05 21 37 53 69 85 101 117 133 149 165 181 197 213 229 245
06h 06 22 38 54 70 86 102 118 134 150 166 182 198 214 230 246
07h 07 23 39 55 71 87 103 119 135 151 167 183 199 215 231 247
08h 08 24 40 56 72 88 104 120 136 152 168 184 200 216 232 248
09h 09 25 41 57 73 89 105 121 137 153 169 185 201 217 233 249
0Ah 10 26 42 58 74 90 106 122 138 154 170 186 202 218 234 250
0Bh 11 27 43 59 75 91 107 123 139 155 171 187 203 219 235 251
0Ch 12 28 44 60 76 92 108 124 140 156 172 188 204 220 236 252
0D h 13 29 45 61 77 93 109 125 141 157 173 189 205 221 237 253
0E h 14 30 46 62 78 94 110 126 142 158 174 190 206 222 238 254
0F h 15 31 47 63 79 95 111 127 143 159 175 191 207 223 239 255
Table 6\3: Conversion table decimal into hexadecimal
Example: If you convert 85 decimal to hexadecimal look into the horizontal and vertical
hex field, add both values and set appropriate the SW3 and SW4 switch.
50h + 05h = 55h = 85d

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
6.4 Function test of the ETS relays

To verify the setting of the ASCB switches and LMCSS parameter set up, you can use the
MGru2 profile (alternate profile). Adjust the VELOC PROFILE2 parameter just above and
then just below 80 % of the contract speed. The relays ETS1 and ETS2 should drop when
the car is running at higher speed, but remain picked when the car is running at lower
speed. To activate the MGru2 profile disconnect the OCSS plug J 10 from the LMCSS and
enter the following Service Tool sequence: <M<>2<>1<>2>
5 x GOON (MGru2) , ENTER , 5 x GOBACK (GTN_ _), set floor number , ENTER
Set the velocity 0.1m / sec higher than the ETS1 and ETS2 switching speed calculated in
the previous section. Now send the car on a long run (one floor above bottom floor and one
floor below top floor). The car will reach top speed specified by the parameter VELOC
PROFILE2. The ETS relays should drop out when the car reaches constant velocity.
If the ETS1 relay does not drop out check the parameter VELOC ETSD.
If the ETS2 relay does not drop out, decrease the setting of the SW4 switch one setting at a
time. If switch SW4 is set to 0, move it to the „F“ position and set SW3 down to one posi-
tion.
Set the velocity 0.1m / sec less than the ETS1 and ETS2 switching speed calculated in the
previous section. Now send the car on a long run. The car will reach top speed specified by
the parameter VELOC PROFILE2. The ETS relays should not drop out when the car
reaches constant velocity.
IF the ETS1 relay does drop out check the parameter VELOC ETSD.
If the ETS2 relay does drop out, increase the setting of the SW4 switch one setting at a
time. If switch SW4 is set to F, move it to the „0“ position and set SW3 up to one position.
During a high speed run with contract velocity the ETS relays must energise or de-energise
at the same time. If the switch time of both relays is not within 1 second it can cause ETS
stops during the deceleration in the top or bottom floor.
To adjust the stopswitches SS1, SS2 you have to run the car with contract speed into the
top or bottom floor.
The adjustment screws for the SS1, SS2 switches must be turned further after every run
(approx. ½ turn) until the exact switch point is found and the elevator makes an ETS stop.
Then the adjustment screw has to be turned back approx. ½ turn and then fixed.
To return to the normal VELOC PROFILE1 either reconnect the OCSS or enter the follow-
ing Service Tool sequence.
<M><2<>1<>2> , 4 x GOON (Mgru1) , ENTER

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
7 FINAL MCSS ADJUSTMENT

Requirements to this operation:
- the learn run has been finished successfully.

- the adjustment is to be completed to a point where a normal run can be performed.
7.1 PRS-2 Magnet Final Adjustment

When the learnrun is finished successfully it is possible to check the stopping accuracy.
Make sure that the floating tape is clean from oil before sticking the magnets.
Measure in each floor the stopping accuracy and in case of nonaccording accuracy adjust
the door zone magnets and repeat a learnrun.
If the stopping accuracy is correct (+/- 3 mm) stick the LV magnets on the tape.
7.2 Adjust Magnet Switch Hysteresis

To adjust the switching hysteresis of the door zone magnets move the car to one floor
(not the terminal landings)
- in UP direction and
- in DOWN direction.
Measure the difference between the landing positions in mm.
Set the parameter POSITION DISPLMT to the half value of the measured distance.
(Key-sequence: <Function<>3<>2<>GOON>)
When the correct levelling is verified the position of each door zone magnet must be
checked during the Final Door Zone Magnet Adjustment.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
7.3 Final Door Zone Magnet Adjustment
The following adjustment has to be performed in normal run mode
move car to bottom floor

(Key-sequence: <F<>1<>2<>0<>ENTER>)
adjust the bottom doorzone magnet due to the physical

car - floor position
move car to the next floor in up direction

(Key-seq.: <F<>1<>2<>'flr'<>ENTER>)
adjust the doorzone magnet due to the physical

car - floor position
no top floor reached ?
yes
perform a new learn run and check the landing positions again
7.4 Adjust Acceleration Limit due to Drive Limit

To find out the maximum acceleration (ACCELERA REINIT) of the drive this adjustment
has to be done.
Under normal conditions the drive should operate without reaching the drive limit. Therefore
the demanded acceleration has to be limited to a value where a safe operation with duty
load is possible.
The parameter ACCELERA REINIT is the maximum acceleration value of the MCSS.
Requirements to this operation:
- the learn run has been finished successfully

- the adjustment has to be completed to a point where a normal run may be performed
- the car must be empty
- disconnect the OCSS
- plug on the Service Tool to the MCSS
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
The following adjustment has to be performed in normal run mode
set ACCELERA NORMAL to the value around the drive limit

(only during the adjustment)
(Key-sequence: <Function<>3<>2<>GOON>)
move car to top floor - 1

(because of the increased ACCELERA NORMAL the NTSD function would operat
at the terminal landing) (Key-sequence: <Function<>1<>2<>'top<>1'<>ENTER>)
clear all events (Key-sequence: <Function<>2<>2<>SELOUT>)
move car in DOWN direction (Key-seq.: <F<>1<>2<>1<>ENTER>)

- not to the bottom floor! (because of NTSD)
- Profile Generator State ACO (acceleration constant)
must be reached (Key-sequence: <Function<>1<>1>)
torque limit operation ?

(Key-sequence: <Function<>2<>2>) no
Event number 2705
set ACCELERA REINIT to the current

yes value of ACCELERA NORMAL
reduce use table 1 to set
ACCELERA NORMAL ACCELERA NTSD and ACCELERA
- 50 [mm/s^2] NORMAL !!!
Perform this test excluding the terminal landings. The NTSD function does not work with
temporally increased ACCELERA NORMAL.
Check the installation values of the Limit Switches in on page 13 if the parameters ACCEL-
ERA NTDS and ACCELERA NORMAL have to be corrected too.
Note: The corrected acceleration parameters have to meet the condition:
!! ACCELERA NORMAL < ACCELERA NTSD < ACCELERA REINIT !!

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
If you have changed ACCELERA NTSD you have to correct the position of the 1LS / 2LS
switches and to perform a new learn run!
Operating at the Drive Limit Boundary:
To achieve a better flight time the car can operate at the drive limit boundary during the
acceleration phase. The value of ACCELERA NORMAL can be increased if the decelera-
tion is reduced with the parameter DECEL / ACCEL %.
The maximum allowed percentage to increase ACCELERA NORMAL is

100 % - DECEL / ACCEL %.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
8 LOAD WEIGHING ADJUSTMENT

The loadweighing is used for two purposes:
- information for the OCSS about modes like ANS, LNS or Overload
- pretorque information for the DBSS to achieve better starting behaviour
8.1 Discrete Load Weighing

It is used for MCS 321M for geared MSVF (SPEC 90), OVF 30 and MSDD drives.
The car should be empty for at least half an hour before the adjustment is done. The load
weighing adjustment has to be performed continuously without any pause. Put load into the
car according to the load percentage for each operating point of the switches as shown be-
low. Adjust the corresponding microswitches and verify the operation using one of the fol-
lowing Service Tool menus:
Example: LW 30 operated:
MONITOR, COMMANDS MONITOR, LOAD STATUS

(Keys: <M<>2<>1<>2>) (Keys: <M<>2<>1<>7>)
-00 STB INA ][ ][ Input : OCSS = LW30

OCSS > GTN00 LW30 o : OC=DEF DB = 40%
Switch Operating Point for : Operating Point for : Functionality in OCSS

Name: MSVF (SPEC 90),MSDD OVF 30 (old switch name)
LW10 above 10 % or above 10 % Anti Nuisance
above 100 kg nominal load [LWX]
LW30 above 30 % above 35 %
nominal load nominal load
LW50 above 50 % above 55 %
nominal load nominal load
LW80 above 80 % above 75 % Load non Stop
nominal load nominal load [LNS]
LW90 not used above 90 %
nominal load
LW110 above 110 % of above 110 % Overload
nominal load nominal load [LWO]
Table 8\1: Discrete Load Weighing
NOTE: - For a description of the load weighing parameter setup refer to the Service Tool
Manual - Reference List
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
8.2 Analog Load Weighing
8.2.1 General description
Analog load weighing is a standard feature for gearless applications for MCS 413M and
MCS 321M. It also can be used for MCS 321M geared instead of the discrete load
switches.
It improves the starting behaviour of the car by applying a correct motor pretorque which
prevents that the car rolls away from the landing in the moment the brake is lifted.
Also the OCSS gets its load states from this measurement.
The Load Weighing Device is usually located on the car. The sensors are usually located
between the car frame and the platform.
For DISS / ADISS door operators the analog load weighing equipment is connected to the
ADISS PCB.
· LW-1 Load Cells & ADISS
· LW-2 LVDT & ADISS
Note: LW-2 requires an additional power supply for the LVDT and a LWI PCB as an
adapter between the LVDT output and the ADISS input.
For DO2000, HPDS, HSDS, DCDS, DCSS 5 (DO-1… DO-5) door systems which are com-
municating via the multidrop serial link it is necessary to use additional an LWSS (Load
Weighing Subsystem).
As LWSS the Japanese LDB (Load Detecting Board) is used.
The Multidrop Buffer Board which is used in MCS 411 applications is not necessary.
For the HPLIM door system which is also communicating via the multidrop serial link the
analog load weighing equipment is directly connected to the HPLIM door operator.
It is required to use the Multidrop Buffer Board.
· LW-3 Load Cells & DO-1…4

· LW-4 LVDT & DO-1…4
Applicable load sensors for LWSS and ADISS:

· LVDT: Linear Voltage Displacement Transducer
· 2 Load cells.
Part: 4 - AA 3
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Servicetool Displays (example):
MONITOR, COMMANDS MONITOR, LOAD STATUS

(Keys: <M<>2<>1<>2>) (Keys: <M<>2<>1<>7>)
-00 STB INA ][ ][ Input : LWSS = 037%

OCSS > GTN00 037% o: OC=DEF DB = -013%
The input is read via the: LWSS: 37% of car load (range: 0 … 127%)
The output to the: OCSS: default load,
The output to the: DBSS: -13% related to "% Overbalance" = 50%
(range: ± 127% related to 0% as %Overbalance)
Note: ***% shows that the communication from the subsystem is not working.
For a detailed description refer to the Servicetool Users Guide.
8.2.2 Distribution of load information in the system

The load is measured in the loadweighing subsystem LWSS or the door operators ADISS
or HPLIM and is sent via serial communication to the LMCSS where a percent value is cal-
culated.
This percent value is sent serial to the DBSS and as a load state to the OCSS.
There are two requirements for load measurement in the system:

· Motor pretorque for the moment when the brake is lifted
· select OCSS modes like ANS, LNS, or overload
8.2.3 Sequence of calibration

· First check that communication from the loadweighing system is received:
See: 8.2.1: General description: Servicetool displays:
042% : value received, ***% : no communication from the subsystem.
· Than the parameters "OFFSET ADJUST" and "GAIN ADJUST" must be calibrated be-
fore correct percent values can be measured.
See: 8.2.7 Manual Calibration of the Load Weighing System
Note: It is suggested to use the manual calibration routine rather than the automatic
adjustment.
· If there is a system configuration which causes wrong load measurement under certain
conditions like missing compensation ropes or car hitch loadweighing than check if one
or both compensation routines will solve the problem.
See: 8.2.8 Adjustment of Imbalance Load Compensation for DBSS values
8.2.9 Adjustment of Imbalance Load Compensation for OCSS values
Part: 4 - AA 3
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8.2.4 Adjustment of Loadweighing PCB's and setup of sensors
Using the LDB (Load Detecting Board) as LWSS (Load Weighing Subsystem):
For DO2000, HPDS, HSDS, DCDS (DO-1- DO-4) door systems an additional LWSS (Load
Weighing Subsystem) is used. It is called LDB (Load Detecting Board).
The LDB is usually located on top of the car.
The function can be checked by the 3 LED's:

· PWR: blinking slow (1Hz) - Power-on and running
· TX: blinking fast - Data are send out (transmit)
· RX: blinking very fast - Data are received
On the LDB there are 4 switches which need to be adjusted as follows:
SW3-1 SW3-2 Type of load weighing transducer

ON ON 2 load cells
ON OFF 1 load cell
OFF OFF 1 LVDT (Linear voltage displacement transducer)
SW2-1 ON Baudrate 9600 baud

SW2-2 ON Address Address 1
Error handling:
· The RX LED is blinking but the TX is not: check switches SW2-1 and SW2-2 to be on.
· All LED's are blinking but no correct load values are received by the LMCSS, check :
- Switches SW3-1 and SW3-2
- correct connection of sensors as shown in system wiring diagram
- output voltage of sensors
- adjustment of Offset and Gain values:
(8.2.7 Manual Calibration of the Load Weighing System)
Using the ADISS (Alternate Door Interface Subsystem as Load Weighing Subsystem:
The ADISS can support 2 load cells which are connected directly to the ADISS or the LVDT
which is connected via an voltage adapter board (LWB).
Adjusting the sensor voltages:

LVDT: empty car: 0.0 … 1.0 VDC
max. load: 0.6 … 2.5 VDC (including overload)
2 Load cells: empty car: 8mV ± 4mV
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8.2.5 Use of compensation of measurements for DBSS and OCSS

Depending on the configuration of the system there might be a need for a compensation of
the measured value.
Examples:
· With platform loadweighing it is not possible to measure correctly the required motor
torque in case of missing compensation ropes.
But the in car load will be measured correct and so will be the modes for the OCSS.
· If the travelling cable is connected to the platform instead of the car frame there will be a
position dependent difference of the measured value. (measurement between frame and
platform)
But the position dependent measurement is the correct motor torque.
· The same situation occurs with a hitch loadweighing at the car top.
Note: The software cannot compensate the position dependent difference in the OCSS
values in case of load measurement at the dead end hitch of a 2:1 roping if the
measured values are higher at the bottom floor that at the top floor!
8.2.6 Imbalance load compensation for OCSS & DBSS

Imbalance load compensation is used for units with analog load weighing to compensate
the position dependant influence and therewith wrong measurement for the DBSS motor
torque and / or the OCSS modes.
There are two different load compensation calculations used in the LMCSSS software:
a) Correction of values sent to DBSS (used for pretorquing)
This is used for the position dependent drive pretorquing which cannot be measured
by the load weighing equipment.
Example: The load is measured between car frame and the platform but the unit
does not have compensation ropes.
Parameters: Load device type = 1 or 2

% Overbalance = balanced car load in middle of hoistway
% Overbal. Top = balanced car load at top floor
% Overbal. Bot = balanced car load at bottom floor
b) Correction of values sent to OCSS (used for operational modes)

This is used if the load weighing equipment measures different values for the same
load in the car at different positions in the hoistway.
Example: The load is measured between car frame and the platform and the
travelling cable is connected to the platform.
Parameters: Load device type = 2

Imb. Comp. Factor = difference between top and bot measurement in %
% Overbalance = balanced car load
Part: 4 - AA 3
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8.2.6.1 Explanation of Parameters
LOAD DEVICE TYPE = 1: Analog loadweighing and compensation for DBSS
DBSS load information:

- Without compensation:
If the parameters "% Overbal. Bot." and "% Overbal. Top" are set to 0 or invalid than the
received load percent value will be sent without modification to the DBSS.
- With compensation:
It is used if the loadweighing cannot measure the different loads related to the position.
For compensation of the position dependent imbalance of the car caused by the ropes
use the parameters: "% Overbal. Bot." and "% Overbal. Top".
Enter the balance load percentages measured at the bottom and top floor.
NOTE: See: 8.2.8 Adjustment of Imbalance Load Compensation for DBSS values
% Overbal. Bot. > % Overbalance" > % Overbal. Top or:
% Overbal. Bot. < % Overbalance" < % Overbal. Top
OCSS load information:

- The received load percent value triggers following OCSS messages.
<10% ANS
10% - 80% Default
80% - 110% Full
>110% Overload
LOAD DEVICE TYPE = 2: Analog loadweighing and compensation for OCSS and DBSS
DBSS load information:

- equal to LOAD DEVICE TYPE = 1
OCSS load information:

- This setup is used for analog loadweighing equipment which measures different car
loads related to the position caused by the weight of e.g. the travelling cable which is
connected to the car platform instead of the car frame.
- From the measured load percentages the "IMB: COMP: FACTOR" is subtracted position
dependant ( 0% at bottom floor, 100% at top floor, linear interpolated in-between.)
From this value the following OCSS messages are triggered:
see table at LOAD DEVICE TYPE = 1
Notes:
· The analog loadweighing can be connected to the DISS / ADISS door system, to
the HPLIM door operator or to a LWSS (Loadweighing Subsystem).
· To display the measured load percentages (input) and the values sent to the OCSS
and DBSS (output) see servicetool menu M-2-1-7: Monitor Load Status.
Part: 4 - AA 3
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8.2.7 Manual Calibration of the Load Weighing System
It is suggested to use the manual calibration rather than the automatic adjustment.
<M><2><4><4>
MANUAL SEQUENCE:
Load Percent = 42 Load percent value received from subsystem.
OFSET o: 121 n:.... New value for selected Parameter.
MANUAL SEQUENCE:
Load Percent = aaa 11111 = load weighing parameter.
11111 o: aaa n: aaa
MANUAL SEQUENCE:
Ld=aaa Ld%=aaa 222 = old value of load weighing parameter

aaaaa o: 222 n: aaa
MANUAL SEQUENCE:
Ld=aaa Ld%=aaa 333 = new value of load weighing parameter if the
aaaaa o: aaa n: 333 eeprom is write protected, the display will
shows ´---´
Use GO ON / GO BACK to skip to next / previous parameter

Enter three digits to store the new value into the EEPROM.
Note:
Description of load weighing parameter refer to the document:
Service Tool Reference List
For safety purposes it is not possible to change Data in the EEPROM if the MCSS system
is moving.
Part: 4 - AA 3
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8.2.8 Adjustment of Imbalance Load Compensation for DBSS values

This routine makes a correction of the load states sent to the DBSS.
It is used for units with analog load weighing to compensate the position dependant imbal-
ance of the car in the top an bottom of the shaft, which is caused by the hoistway ropes and
the travelling cable and cannot be measured by the equipment.
The imbalance load condition can cause rollback or startjerk and can be solved by adjust-
ing the parameters "% Overbal. Top" and "% Overbal. Bot".
First the calibration of the load weighing sensors (chapter 8.2.7) must be finished.
Sequence of adjustment:
· Put test weights for the calculated balanced load into the car.
· Check in the middle of the hoistway that the balance of the car is correctly setup in
the parameter "%Overbalance".
· Run the car with balanced load to the bottom landing.
· Set the parameter % Overbal. Top and % Overbal. Bot to zero.
· To get the "% Overbal. Bot" value, change the "% Overbalance" parameter until no
rollback during a start is noticeable and note this value down.
(Rollback check: see below)
· Run the car with balanced load to the top landing.
· To get the "% Overbal. Top" value, change the "% Overbalance" parameter until no
rollback during a start is noticeable and note this value down.
(Rollback check: see below)
· After the values have been determined set the "% Overbal. Top" and "% Overbal. Bot"
parameter to the noted values.
· Set the "% Overbalance" parameter back to the balance value of the middle of the
hoistway.
Note:
· The software will calculate automatically the imbalance factor for each floor and add it
to the DBSS biastorque depending on the position of the car.
· % Overbal. Bot. > % Overbalance" > % Overbal. Top or:
% Overbal. Bot. < % Overbalance" < % Overbal. Top
Rollback Check:
· HSVF: Set the parameter Delay Brake Lifted to a high value (2 sec. or more).
· HSDD: Bridge out the brake contacts so that the drive does not detect brake lifted.
· Start the system by using ERO up or down button.
· Watch if the drive sheave moves within the first 2 seconds.
· Release ERO up or down button.
· Change the % Overbalance parameter until no rollback occurs.
Part: 4 - AA 3
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Operations
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8.2.9 Adjustment of Imbalance Load Compensation for OCSS values

This routine makes a correction of the load states sent to the OCSS.
It is used for analog load weighing equipment which measures different values for the same
load inside the car at different positions in the hoistway.
This can be caused by:
· The travelling cable is connected to the platform instead of the car frame. This results in
a position dependent difference of the measured value if the load cells are between the
car frame and the platform.
· Hitch loadweighing at the car top will measure the travelling cable and the difference
between the main and the compensation ropes. This is also position dependant.
The imbalance load condition can cause rollback or startjerk and can be solved by adjusting
the parameter "IMB.COMP.FACTOR" - Imbalance Compensation Factor.
Sequence of adjustment:
The adjustment can be done either by a manual sequence or by an automatic sequence. It
is suggested to use the manual sequence rather than the automatic one.
Manual sequence:
· First the calibration of the load weighing sensors (chapter 8.2.7) must have been per-
formed at the bottom floor!
· Read out the measured load percentage at the bottom floor and note it down.
· With the same load in the car move it to the top floor.
· Read out the measured load percentage at the top floor.
· The value of the top floor must be higher than the one form the bottom floor.
· Enter the difference of the both values in the parameter "IMB.COMP.FACTOR".
Automatic sequence:
See chapter:
8.2.11 Automatic Calibration of the Analog Load Weighing Equipment with imbalance
load compensation
Result:
The load states for the OCSS are calculated based on the measured load value.
Now before the states are calculated the "IMB: COMP: FACTOR" is subtracted position
dependant from the measured load percentages.
( 0% at bottom floor, 100% at top floor, linear interpolated in-between.)
From this value the following OCSS messages are triggered:
<10% ANS
10% - 80% Default
80% - 110% Full
>110% Overload
Note: The software cannot compensate the position dependent difference in the OCSS
values in case of load measurement at the dead end hitch of a 2:1 roping if the
measured values are higher at the bottom floor that at the top floor!
Part: 4 - AA 3
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8.2.10 Automatic Calibration of Analog Load Weighing Equipment

Without imbalance load compensation.
To calibrate the load weighing transducer (LWT), enter the automatic load calibration menu,
and follow the instructions given on the Service Tool display.
<M><2<>4<>3>
Start the LWT calibration with no load in the car at

any hoistway position.
press GOON when
Then press GOON
car load = empty
Offset will be automatically adjusted.

Offset adjusting
The value given in brackets is the actual offset value.
please wait (123)
Put load in car For gain adjusting it is neccessary to put a load

enter load% >000 between 20% and 100% of rated load in the car.
Gain adjusting Gain will be automatically adjusted.

please wait (123) The value given in brackets is the actual gain value.
LWT adjustment The calibration of the LWT was finished successfully.

finished
The parameters are now stored in the EEPROM.
continued on the next page
Part: 4 - AA 3
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8.2.10.1 Load Weighing Error Messages
During calibration of the LWT there are some possible error displays.
Wrong installation of the device type:
The load device type in the setup load parameter

menue is set to a wrong type.
Load Device Type
Change parameter to 1, 2, or 3!
is not 1, 2, or 3!
Wrong load percent value entered:
The load in the car for adjusting the gain value must be
between 20% and 100% of rated load.
Valid range is :
Press GOON and enter new value.
20%-100%. <GOON>
Calibration failed, no adjusting possible:
With the present situation there is no calibration

possible.
LWT calibration
Check installation of LWT!
failed! Error 1
Failure description:
error 1: offset adjust, upper limit reached
2: offset adjust, lower limit reached
3: gain adjust, lower limit reached
4: gain adjust, upper limit reached
5: imbalance compensation factor to big
EEPROM write enable switch is on protected position:
Set switch to write enable.

As soon as switch is in the correct position the LWT
enable eeprom
calibration is finished.
writing !
Part: 4 - AA 3
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8.2.10.2 LWT Information Display
It is possible to switch at any time during the LWT calibration to an info display with the ON
/ OFF key.
- It shows the actual values of :
OFFSET range : 0-255

GAIN range : 0-255
LOAD VALUE range : 0-255
(transmitted by DISS)
LOAD PERCENT VALUE range : 0-150%
(calculated from load value)
During the info display the calibration stops, and continues as soon as the info display is
switched off.
ofs : Offset value

ofs = 108 gain = 76 val : Load value
val = 136 ld% = 80 gain : Gain value
ld % : load percentage
Part: 4 - AA 3
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8.2.11 Automatic Calibration of the Analog Load Weighing Equipment with

imbalance load compensation for OCSS values
If the car isn't at the bottom floor, use the OCSS to
move it there.
use OCSS to move Then enter the automatic load calibration menue again.
car to bot floor
Start the LWT calibration with no load in the car.
Then press GOON.

press GOON when
car load = empty
Offset will be automatically adjusted.

The value given in brackets is the actual offset value.
Offset adjusting
please wait (1 2 3)
For gain adjusting it is neccessary to put a load

between 20% and 100% of rated load in the car.
Enter the load value which is actually in the car
Put load in car ( value in % of rated load )
enter load% >0 0 0 and finish with the ENTER key.
Gain will be automatically adjusted.

The value given in brackets is the actual gain value.
Gain adjusting
please wait (1 2 3)
Switch to the OCSS and enter a call to the top floor.
use OCSS to move Then enter the automatic load calibration menue again.
car to top floor
The calibration of the LWT was finished successfully.
LWT adjustment The parameters are now stored in the EEPROM.

finished
Part: 4 - AA 3
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Operations
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9 START JERK REDUCTION
9.1 Start Jerk Reduction with OVF 416 drive

The normal software start jerk reduction function can not be used with OVF 416 drive type.
The parameter Start Jerk Reduction must be disabled. One cause for start jerks can be the
mounting of the PVT coupling. If start jerks occur, check the alignment of the shaft encoder
extension. The concentricity tolerance of the motor PVT shaft must be less than 1/500 mm
and can checked with a dial gauge. Additionally the right coupling must be installed. The
UNI-LAT coupling with the Otis part number GAA215AD2 must be used and has the fol-
lowing technical data:
- Backlash-free up to 108 turns
- 100 angular and 1 mm radial compensation
- Flex free mechanical action - low bearing loads
- Torsinonally damping
- Non-magnetic
- Electrically isolating encoder coupling
An Additional cause for a start jerk can be:
Wrong load weighing adjustment (see capital load weighing adjustment) and therefore
wrong motor pretorqueing.
9.2 Start Jerk Reduction function (SJR) with MSVF drives SPEC
90 and OVF 30
This function is only used for SPEC 90 and OVF 30 drives and is a possibility to reduce the
initial jerk when the car starts to move and to prevent acceleration overshoots.
The quality of the SJR function depends directly on the accuracy of the load weighing and
with SPEC 90 on the adjustment of the MSVF parameter "LOAD FACTOR".
The Start Jerk Reduction is enabled / disabled for SPEC 90 and OVF 30 drives with the
LMCSS parameter :
"SJR enable" 1 = enabled, 0 = disabled.
The parameter "SJR Start Velocity" which was used in older LMCSS software versions
does not need to be adjusted anymore. It is calculated in the LMCSS now.
Adjustment:
Normally the parameters for the SJR are preadjusted in the factory and do not need to be
changed. The function of the SJR for SPEC 90 can be checked via some events in the
event logging. See on page 54
Part: 4 - AA 3
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Operations
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9.3 Function of the Start Jerk Reduction for SPEC 90 drive type
Before the brake is lifted a direction depending load percentage is given to the DBSS.
The load percentage is selected from the load weighing information. With the same car
load a different load percentage is used to start in up or down direction.
After the brake is lifted the SJR function increases this load percentage to start in up direc-
tion or decreases the load percentage to start in down direction.
A change of the load percentage results directly in a change of the motor torque.
As soon as a movement is detected the normal profile is started.
For every start of a run where the SJR did not work correctly an event is counted.
Event Possible reason for error

2713 SJR roll back wrong motor torque, no static friction
- bad adjustment of load switches
- bad adjustment of DBSS parameter "LOAD FACTOR"
2714 SJR timeout change of load percentage did not result in movement
- DBSS parameter "LB TIME" too short
2715 SJR range limit changed load percentage did reach limit
(can count sometimes at empty car down)
Table 9\1: Possible Events during Start Jerk Reduction

For the setup of the load percent values see:
Service Tool Reference List: Load Weighing Installation Parameters.
Part: 4 - AA 3
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9.4 Function of the Start Jerk Reduction for OVF 30 drive type
Before the brake is lifted a direction depending load percentage is given to the DBSS.
The load percentage is selected from the load weighing information. With the same car
load a different load percentage is used to start in up or down direction.
After the brake is lifted the SJR function dictates a small velocity ramp to the drive.
The gradient of the velocity ramp is adjusted with the parameter "SJR OVF1 Ramp Dlt".
As soon as a movement is detected the normal profile is started. The number of PVT
counts which starts the normal profile is adjusted with the parameter "SJR OVF1 Pos dlt".
For the setup of the load percent values see : Service Tool Reference List : Load Weighing
Installation Parameters.
SJR OVF1 Pos dlt
SJR OVF1Ramp Dlt
Profil ohne SJR-Funktion
Figure 9\1: Start Jerk Profile

Part: 4 - AA 3
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10 INSPECTION MODE AT MCS 321(M) / MCS 413M
10.1 Running on Inspection

In MCS 321(M), MCS 413M controllers the 5LS / 6LS inspection direction limit switches are
replaced by a software function. At TCI inspection runs the car will automatically decelerate
to the floor level of the terminal landing after reaching the direction limit switch 1LS or 2LS.
Starting from inside 1LS or 2LS towards the terminal floor is only allowed with known posi-
tion and a reduced velocity (VELOCITY RECOVER).
Starting from inside 1LS or 2LS to the middle of the hoistway or with no limit switch oper-
ated will be with "ACCELERATION INSPECTION" to "VELOCITY INSPECTION".
Going below bottom floor or above top floor is only allowed in ERO mode.
If moving on ERO it is possible to run to the buffer with "VELOCITY INSPECTION" without
deceleration.
At any time it is possible to release the up / down inspection button which will initiate a ramp
down to zero velocity with "ACCELERATION REINIT".
Also it is possible to run the car on ERO with 1LS and 2LS operated. On TCI and in Normal
mode the car will not move.
Inspection run profile towards terminal floor with automatic stop
v inspection a recover
a recover
a inspection v recover
a relevel
v relevel
down----> 1LS DZ2 NRZ

up---> 2LS DZ1 NRZ
Figure 10\1: Inspection run profile

a = Acceleration/Deceleration
v = Velocity
1LS/2LS = down / up direction limit switch
DZ1/DZ2 = down / up first inner doorzone switch
NRZ = Non Relevelling Zone (DZ1, DZ, DZ2 operated)
Part: 4 - AA 3
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Operations
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In case of Event 2719: "TCI SHD at Term."

The car has overshoot the terminal floor:
1. increase Acceleration Recover

2. reduce Velocity Recover
3. increase Acceleration Relevel
4. increase Jerk Timed
Following installation parameter values must be adjusted in a range which allows the ele-
vator to decelerate inside the NRZ.
Veloc. / Acc. / Decel. Profil Generator Parameter <M<>2<>3<>2>

v inspektion VELOCITY INSPECT
a inspektion ACCELERA INSPECT
v recover VELOCITY RECOVER
a recover ACCELERA RECOVER
v relevel VELOCITY RELEVEL
a relevel ACCELERA RELEVEL
In case of malfunction following events will be counted:
"TCI, ERO inp. err" TCI, ERO, INS inputs not consistent.
Valid is :
TCI, ERO, INS = Top of Car Inspektion
tci, ERO, INS = Electrical Recall Operation
tci, ero, ins = Normal mode
"TCI unsafe start" tried to run in unsafe direction
e.g. due to unknown position
"TCI SHD at Term." Car did not stop in terminal landing and performed a
Shutdown at the terminal floor. Bad setup parameters.
Part: 4 - AA 3
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Operations
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10.2 Recovery to Normal after TCI Inspection
To protect the mechanic who is working on top of the car from automatic movement of the
car after switching back from TCI to NORMAL one of the following sequences must be
performed :
- The last action before returning to normal mode must be the closing of the hoistway door
with TCI switched off.
or:
- Switch to ERO mode and then back to NORMAL.
or:
- Power-off the system and power-on again on normal mode.
If sequence is OK ---> The system returns to NORMAL mode.

If sequence failed ---> The system stays in TCI-lock mode and will not move.
In case of a wrong sequence when returning from TCI to NORMAL mode the Service Tool
display MONITOR STATUS (<Module<>2<>1<>1>) will show:
- TCI: Motion Control Mode Top of Car Inspection

- SHD: Motion Logic State Shut Down
- INA: Motion Drive State Inactive
- IDL: Profile Generator State Idle
even if there is no input TCI or ERO or INS operated.
Also a blinking message "TCI-lock error" is shown in the MONITOR STATUS and MONI-
TOR COMMANDS menu.
In this case following event will be counted:
- "TCI recover err." tried to perform NOR run but sequence to return from TCI to NOR-
MAL was not correct.
Sequence: TCI off, DW changes from low to high.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
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11 Advanced Brake Lift

The Advanced Brake Lift function (ABL) is used to reduce the starting time and accordingly
the flight time of the elevator.
It takes use of the time while the door is closing to apply pretorque current to the machine
and to lift the brake, so that the car can start immediately after the door is fully closed.
Advanced brake lift is available only for MCS 413M controllers.
11.1 Requirements
IMPORTANT NOTE:
Wrong adjusted Brake or LMCSS parameters can cause severe problems to the
behaviour and the failure handling of the ABL function.
Please read carefully through the following requirements:
11.1.1 Hardware
Following described requirements are standard equipment of MCS 413M units:
· GSM signal (Gate Switch Monitor) indicates that the door is 150mm before fully closed.
- The doorsystems DO-1 - DO-3 create this signal internally from the door position and
transmit it via the serial communication to the LMCSS.
Here the distance is an adjustable parameter.
- The doorsystem DO-4 (DCDS) has an discrete input for a switch and transmits it via
the serial communication to the LMCSS.
- DISS/ADISS doorsystems need a separate switch that is connected to an LMCSS
input.
· GDS relay. With a contact of GDS the LMCSS can detect the closed door independent
of the door bypass circuit.
· Analog loadweighing equipment for gearless units.
11.1.2 LMCSS Parameters

Please check the following LMCSS parameters:
SVT - Display Value Adjustment

Default
Adv.Brk.Lift Typ 1 ABL enabled
max# Brake tout 3 Don’t let the parameter be 0!
Check the related event (2702) after a few normal runs.
max# GDS-ON flt 3 Don’t let the parameter be 0!
Check the related event (2914) after a few normal runs.
LEVEL TOLERANCE 2 Don’t let the parameter be 0!
2 should be correct, In case of stop jerk perhaps 1.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
11.1.3 Adjustments of the Drive and Brake Subsystem

To reach the target of reducing the start delay significantly it is necessary to have the drive
adjusted correctly.
Experience has shown that there are sometimes misadjustments of HSDD systems so that
advanced brake lift cannot work correctly:
In these cases the drive took a very long time to stop at the landing. In-between the doors
opened, stayed open and closed again and than the main switches dropped.
It is strongly recommended to use the brake switches:

“Brake Sw I/O” and “2nd BRK SW” set to 255
And not to monitor the brake pick-up current:
“Brake Sw I/O” and “2nd BRK SW” set to 0 (brake adjustment by parameters only)
Note: ABL will only be able to reduce the start delay if the prior run was finished at a point
in time where there is enough time left over during the closing of the doors to start
the drive and lift the brake before the doors are closed completely.
That means the following must be established before the doors are fully closed:
· Full Field applied on MF
· Brake has lifted
· Zero speed command
HSDD Parameter Adjustment:

The “Pick Up %"and “Hold %" must be adjusted even if brake switches are used.
To do so the brake switches must have been disabled:
When the “Pick Up %"and “Hold %" are adjusted, enable the Brake switches again.
SVT - Display Default Adjustment

BHLD Amps 0…16 Brake Hold Amps
1. Reduce this value step by step to find the threshold where the
brake begins to release.
2. Increase the value just to avoid this releasing movement
BDRP Rate 1 Brake Drop –Out Rate
Reduce this value as low as possible without having brake drop
noises
Pick Up % 75 Brake Pick-Up Percent
1. Set the “Brake Sw I/O” and “2nd BRK SW” to 0.
2. Reduce the value to get the first BRK LED ON as soon as the
brake lever starts to lift the brake
3. Check this value by pressing DOB at the end of the closing
doors:
If brake slippage appears than the value is still too high.
to be continued on the next page.

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
Hold % 25 Brake Hold Percent

1. Set the “Brake Sw I/O” and “2nd BRK SW” to 0.
2. Keep this value lower than “Pick Up %”
3. Check is the first BRK LED stays ON during the run.
Drop Delay 0.3 Brake Drop Delay
Keep this value as low as possible
11.2 Servicetool functions

Parameter setup (Setup, Install, M-2-3-1):
Ena Adv. Brk. Lift 0-1 * enable Advanced Brake Lift (ABL)
0= disabled
1= ABL enabled (MCS 413M only)
Display Inputs (Monitor, Inputs, M-2-1-3):
GSM J6-5 J6-4 GSM Gate Switch Monitor input for advanced brake lift
(shows status of discrete input at LMCSS or serial via DCSS)
GDS J6-6 J6-5 relay input for Gate Door Switch
Error conditions (Test, Eventlogging, M-2-2-3):
Following errors can be detected during advanced brake lift:

2910 ABL: illegal move Overspeed condition ( > 150 mm/s ) was detected after
lifting the brake and before start moving or
Movement of the car ( > 50 mm )was detected after lift-
ing the brake and before start moving.
2911 ABL: GSM inp. err. Gate Switch Monitor input always on or off
(discrete input at LMCSS or serial via DCSS)
2912 ABL: GDS-off err Gate Door Switch relay input was OFF at start of run.
Car will not start: OCSS DTC mode is triggered
or LMCSS is blocked by “MLS Move timeout”
2913 ABL/ACG setup err. ABL and ACG is not allowed at the same time,
if both is enabled ABL will not be operative.
2914 ABL: GDS-ON err. Gate Door Switch relay input was ON at opened door.
Note: event can be checked only if the drive is inactive
while the doors are open.
(see note 2 and parameter "max# GDS-ON err.")
Note 2: If the error has exceeded the maximum number of retries (see General
Installation Parameters), the system will be shut down (blocked)
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
11.3 Functional description

Advanced brake lift will be started by the LMCSS when a run demand is active and the last
open door starts to close.
A reopening of a door by e.g. a reversal device will stop the advanced brake lift operation.
As soon as the door starts to close again advanced brake lift will be performed again.
Sequence of operation:
· The given run demand and the last closing door are the start signals for the LMCSS.
· It operates the door bypass and the U or D relay which close the main contactors.
· The prepare to run sequence for the drive is started. Pretorque current is applied to the
machine.
· If the GSM input is received from the door (discrete input or serial link, 150mm before
DFC) the lift brake command is given to the DBSS.
· The car waits in this state for the GDS (gate door switch) input. It indicates that both
doors are fully closed.
· As soon as GDS input is received, the car can start moving without further delay.
11.4 Error Descriptions & Solving
2910 - ABL: illegal move:

The car moved after lifting the brake and before the door is closed more than 50 mm or
faster than 150mm/s.
The pretorque applied to the motor did not match the required amount to hold the car
without movement after lifting the brake.
Please check the following:
· LMCSS parameters: "DBSS load enable" set to 1
"Load Device Type" set to 1 or 2
· Communication with loadweighing equipment is working:
LMCSS menu M-2-1-7, LOAD STATUS:
First line must show:
"input: LWSS= xxx %" or
"input: ADISS= xxx %" xxx = Load Value
if xxx shows: *** then there is no communication to the LWSS.
· Load message to DBSS:
LMCSS menu M-2-1-7, LOAD STATUS:
Second line must show a correct value after DB:
example: DB+032%
· For calibration of the analog loadweighing equipment refer to the chapter:
8.2 Analog Load Weighing.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
2911 - ABL: GSM inp. err.

The input Gate Switch Monitor (GSM) fails to be on at closed door or fails to be off at
open door.
GSM on at open door: System will start without performing advanced brake lift.
GSM off at closed door: System tries to start, waits for GSM "on" state, times-out and
retries 5 times. Afterwards it's blocked by MLS ready timeout.

· DISS door system or DCDS (DO-4): Discrete switch at door wired to DCDS or
LMCSS input J6-4.
· DO2000, HPDS, HSDS; HPLIM, Setup parameter of GSM distance at door
DCSS 5: system setup.
2912 - ABL: GDS –off err.

The input Gate Door Switch (GDS) fails to be ON at closed door.
GDS off at closed door: System tries to start, waits for GDS "ON" state, times-out and
retries 5 times. Afterwards it's blocked by MLS move timeout.

· Function of relay GDS, wired at door contacts in the safety chain.
· Relay contact of GDS, wired to LMCSS input J6-5.
· Servicetool display: M-2-1-3: Monitor Inputs: GDS signal display
2913 - ABL/ACG setup err.

Setup of the functions advanced brake lift (ABL) and automatic car gate (ACG) is not
allowed at the same time. Parameter: “Enable ACG & Type” must be 0.
If both are enabled ABL will not be operative.
2912 - ABL: GDS –ON err.

The input Gate Door Switch (GDS) fails to be off at open door.
GDS on at open door: - System will start without performing advanced brake lift.
- After exceeding the "max# GDS-ON err" the system will be
shut down (blocked)
- The event can be checked only if the drive is inactive while
the doors are open.

· Function of relay GDS, wired at door contacts in the safety chain.
· Relay contact of GDS, wired to LMCSS input J6-5.
· Servicetool display: M-2-1-3: Monitor Inputs: GDS signal display
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12 TESTS
12.1 Inspection Run

Switch on the inspection switch and press The car is moving at inspection velocity
the UP or DOWN button
Release the UP/DOWN button The car should slow down by a timed ramp
profile
If the car shuts down increase the time constant of the TUIR-/TDIR relays
(MCS 311 / MCS 321 only )
not possible on MCS 321M / MCS 413M
Press the UP or DOWN button again The car is moving at inspect. velocity
Switch off the inspection switch The car has to shut down immediately!
12.2 PVT-Test
Select the PVT-Test via Service Tool
(Key-sequence: <Function<>4<>2>).
Move the car in inspection mode and They should differ not more than 2 %!
compare the dictated velocity DV with the
actual velocity AV measured with the Pri-
mary Velocity Transducer
- if the difference is more than 2 % check the DBSS parameters and the PVT counts
per revolution again
- check the profile parameters in the LMCSS: MOTOR SPEED, VELOCITY NORMAL
and COUNTS PER REVOL
- the PVT, the parameter setting in the DBSS and the velocity (measured with a strobe
lamp) is OK you have to modify the parameter MOTOR SPEED in the LMCSS.
actual velocity < dictated velocity --> increase MOTOR SPEED
actual velocity > dictated velocity --> decrease MOTOR SPEED

Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12.3 Normal Run

Perform a run with nominal speed to the top floor Verify physical levelling accuracy
(Key-seq.: <F<>1<>2><'top flr num'<>ENTER>) with the On Board display
Perform a run with nominal speed to the bottom Verify physical levelling accuracy
floor the On Board display
(Key-seq.: <F<>1<>2<>'bot flr num'<>ENTER>)
Move the car between two floors in inspection

mode.
Perform a short run to the next floor Verify physical levelling accuracy
Key-seq.: <F<>1<>2<>'nxt flr num'<>ENTER> with the On Board display
Perform slow down and stop immediately with the

STIMD command.
Start the car with the GTNnn command Car is moving at nominal speed
(Key-sequence: <F<>1<>2<>'flr num'<>ENTER>)
Stop the car with the STIMD command Verify physical levelling accuracy
(Key-sequence: GOBACK...-ENTER) with the On Board display
- between two floors

- close by the landing position
12.4 Initialisation Run

Start the car with the GTNnn command Car is moving at nominal speed
(Key-sequence: <F<>1<>2<>'flr num'<>ENTER>)
Press the MCSS-RESET button The car is shut down and has lost
position
Perform an initialisation run with the REPOS com- If 1LS is operated :

mand - initialisation run in up direction
(Key-sequence: <M<>2<>1<>2<>GOON<>ENTER>)
If 1LS is not operated:
- initialisation run in down direc-
tion Car should stop inside the
door zone
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12.5 Recover Run

Move the car between two floors in inspection The actual position is known
mode.
Perform a recover run with the GTnUP or GTnDN The car should stop inside the next
command doorzone
(Key-sequence: <Function<>1<>2<>GOON/ENTER>)
- otherwise adjust the parameter VELOCITY RECOVER.
12.6 Backup Battery

Be sure to connect the 3V Lithium battery with the MCSS-Board.
The test is done via the Service Tool After the integration time ' OK ' is dis-
(Key-sequence: <Function<>2<>1>) played
- otherwise '! low voltage !' indicates low battery voltage. In this case change the battery
and try the test again
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12.7 Code Inspection Tests

TRA (262.62) / EN81(10.6.2)
- Runtime check
The runtime is checked by observing the DDP-time with the parameter CAR_NON_START.
This parameter gives the time in seconds until DDP function is triggered.
Reduce the value of the parameter

CAR_NON_START (Key-sequence:
<F<>3<>1<>GOON<>4<>ENTER>)
Perform a normal run (Key-sequence: The car has to be shut down by the
<F<>1<>2<>'flr num'<>ENTER>) internal logic
- Relevelling with open doors
TRA (265.1) / EN81(14.2.1.2)
The OCSS must be connected to the MCSS
Relevelling must be enabled with the pa-

rameter "Enabl RELEVEL NY" = 1 (Key-
sequence: <Modul<>2<>3<>1<>GOON>)
Move the car to the relevelling zone by open- One door zone switch (DZ1 or DZ2)
ing the brake mechanically or by using the must be released, DZ must be oper-
ERO mode ated. (Key-seq.: <Modul<>2<>1<>3<
>GOON>)
The actual and dictated velocity can

be examined via the Service Tool
(Key-sequence: <Function<>4<>2>)
The car should start relevelling to the

middle of the non-relevelling zone
Move the car behind the relevelling zone by Only one door zone switch (DZ1 or
opening the brake mechanically or by using DZ2) is operated, DZ is released.
the ERO mode. (Key-sequence: <Modul<>2<>1<>3<
>GOON>)
The car may not open the doors and do

not relevel
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
Coming in with open doors - velocity control
The advanced door opening is performed under velocity control. Advanced door opening is
only possible if the SC relay is operated. The following procedure describes how to check
the velocity when SC is operated/dropped. The reference measurement can be done with
an external speed measurement device.
The OCSS must be disconnected from the

MCSS
Setup the alternate velocity profiles The alternate acceleration and jerk
"VELOC PROFILE 2" to 280 mm/s should be the same as for the nominal
"VELOC PROFILE 3" to 320 mm/s profile.
(Key-sequence:
<Modul<>2<>3<>2<>GOON>)
Select profile 2 in the command menu MGrun is displayed on the Service Tool
(Key-sequence: <Modul>
<2<>1<>2<>GOON<>.MGru2 <>ENTER>)
Enter a call to floor nn GTNnn is displayed and the car starts a

(Key-sequence: <Set<>2<>nn<>ENTER>) normal run with the velocity 280 mm/s
(SC should be operated - ADO possible)
Select profile 3 in the command menu MGrun is displayed on the Service Tool
(Key-sequence:
<GOON...MGru3< >ENTER>)
Enter a call to floor xx GTNxx is displayed and the car starts a

(Key-sequence: normal run with the velocity 320 mm/s
<Set<>2<>xx<>ENTER>) (SC should be dropped - ADO disabled)
Be sure to reset the profile values and select

profile 1 after the test.
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
- Standstill control for Ward Leonard drives

TRA (262.611) / EN81(12.7.2)
The standstill control is performed by the MCSS and also by the MSWL system.
The MCSS checks if the car moves out of the doorzone while no lift brake command is
given and the doors are open.
The MSWL checks the velocity, voltage and current while the brake is dropped.
- the velocity must be less than "Speed 0 Level" = % of nominal speed
- the voltage must be less than "U arm 0 Level" = % of nominal motor voltage
- the current must be less than "I arm 0 Level" = % of starting current
(Key-sequence: <Modul<>4<>3<>4<>GOON>)
The OCSS must be connected to the MCSS.
Relevelling must be disabled with the parameter "Enabl RELEVEL NY" = 0.

(Key-sequence: <Modul<>2<>3<>1<>GOON>)
Move the car by lifting the brake mechani- If the speed exceeds "Speed 0 Level" the
cal and let the car move. MSWL will perform an emergency stop
switch of the motor-generator set.
If the car leaves the doorzone the MCSS
will perform an emergency stop and com-
mands the MSWL to switch of the motor
generator set.
12.8 Disable Safety Checks

For testing purposes it is possible to disable various safety functions for one run.
Use the Service Tool (Key-sequence: <Funct<>2<>5<>GOON..., GOBACK...ENTER>)

to select and disable the specific safety function.
After the completion of the test run the safety functions are automatically enabled.
(One shot function)
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
12.8.1 NTSD Test (1LS / 2LS)

To test the Normal Terminal Stopping Device operation, disable
(Key-sequence : <Funct<>2<>5<>GOON..., GOBACK...ENTER>)
- Stop Control Point calculation

- and Absolute Overspeed Check
Run the car with nominal speed to the upper and lower terminal landings.
If the limit switches 1LS/2LS are adjusted correctly the car should stop close by the terminal
floors independently of the car load.
12.8.2 Buffer Test

To run the car into the buffers, disable
(Key-sequence: <Funct<>2<>5<>GOON..., GOBACK...ENTER>)
- Absolute Overspeed Check

- NTSD Check
- and Stop Control Point calculation
12.8.3 Overload Check
In the case of a load weighing possibility an overload check can be performed.
- Using the MCSS the car should not move with a load above 125 % of duty load.
- Using the OCSS the car should not move with a load above 110 % of duty load.
The load percentage or load state is shown in the right down corner of the Service Tool
display :
"MONITOR COMMANDS" (Key-sequence: <Modul<>2<>1<>2>), or in the

"LOAD STATUS" display (Key-sequence: <Modul<>2<>1<>7>).
Part: 4 - AA 3
Vintage: 02 / 3
Operations
Administration
13 LEAVING JOBSITE
The DIP switches should be set as shown below.
Enhanced Diagnostics 1 disable

EEPROM write 2 disable
ANSI DZ Code 3 disable
The event/error logging should be cleared.

(Key-sequence: <MODUL<>2<>2<>2<>BLUE<>SELOUT>)
The battery should be connected.

Startup Routine

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Startup Routine

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Part: 4 - AA 3

OTIS Field Component Manual No.: JAA26801AAFII

Authorization Date : 7-Apr-2000

Running on PCB : JBA26801AAF or higher

Software Version : GBA30085JAA

Date Author Page Comments

Copyright 2000, OTIS GmbH Berlin

1 INITIAL STARTUP ROUTINE OF THE MCSS..........................................6

7.2 Adjust Magnet Switch Hysteresis ............................................................................36

Figure 3\1: Door Zone Arrangement ....................................................................................17

Figure 3\1: Assembly of the PRS-2 floating tape .................................................................19

Figure 3\1: PRS-2 Hall sensor positions ..............................................................................20

Figure 3\1: Minimum Floor to Floor Distance .......................................................................21

Figure 6\1: ANSI Speed Check Board .................................................................................32

Figure 9\1: Start Jerk Profile ................................................................................................55

Figure 10\1: Inspection run profile .......................................................................................56

Table 4\1: Learn Run Example ............................................................................................26

Table 4\1: Errors during the Learn Run ...............................................................................27

Table 6\1: ETS2 relay trip point ...........................................................................................33

Table 6\1: Conversion table decimal into hexadecimal........................................................34

Table 8\1: Discrete Load Weighing......................................................................................40

Table 9\1: Possible Events during Start Jerk Reduction ......................................................54

1 INITIAL STARTUP ROUTINE OF THE MCSS

- The following connections must be established from the MCSS board:

110 VAC outputs J1, J2

For inspection runs only, it is not necessary to connect the

1.1 DIP Switch Settings on the MCB (SW2)

Enhanced Diagnostics 1 disable

1.2 The First Step of Installation

LED Status meaning

- Plug in the Service Tool to the MCSS.

After initialisation the display shows :

2 SETUP / VERIFICATION OF INSTALLATION

Check the General Installation Parameters (Key-sequence: <Function<>3<>1>).

Special care must be taken with the following installation parameter:

MCS 321(M) / MCS 413M controller has additional features like:

Check the Profile Generator and Position Reference Installation Parameters

Special care must be taken with the following installation parameters:

- Check the Landing Installation Parameters (Key-sequence: <Function<>3<>3>) (Use the

!!! An INSPECTION run is now possible !!!

2.1 Inspection Run Condition: MCS 311

- SAF : Safe Input of Safety Chain OK

System Status (Service Tool Key-sequence: <Modul<>2<>1<>1>)

- INS : Motion Control Mode Inspection

If the following displays appear it is not possible to run the car:

2.2 Inspection Run Condition: MCS 321(M) / MCS 413M

- SAF : Safe Input of Safety Chain OK

- TCI : Top of Car Inspection input operated and / or

- DBD : Drive and Brake are Disconnected

Note: TCI ERO INS = Top of Car Inspection mode

System Status (Service Tool Key-sequence: <Modul><2><1><1>)

- TCI : Motion Control Mode Top of Car Inspection or

- IST : Motion Logic State Inspection Stopped

If the following displays appear it is not possible to run the car:

Note: See also chapter on page 56

3 INSTALLATION AND ADJUSTMENT OF HOISTWAY

- UIS, 1LV, 2LV, DIS:

- UIS generates the inner doorzone signal DZ1.

-DIS generates the inner doorzone signal DZ2.

Down/up slow down limit switches.

Down / up inspection direction limit switches.

- Mandatory with MCS 311 controller,

- Optional with MCS 321(M) / MCS 413M