Pixel-Traction-Installation-and-Adjustment-V02

Pixel Control System
Installation & Adjustment

For Traction Elevator Applications
Utilizing AC Vector or DC Drive Motor Control
(For Pixel Software Version 2.0.0.0 or Later)
Product Documentation that’s Simple to NavigateTM

This is the Installation and Adjustment Manual that is the guide for
installation, startup and final adjustment of all Pixel Traction Series
elevator controllers. Other resources include:
• Motor Drive Specific Manuals

• Maintenance & Troubleshooting Training Manual provided in
conjunction with Factory and Customer Site technical training classes
• Telephone Technical Support available for Customers at no charge
• call: 916/428-1708
• e-mail: [email protected]
• fax: 916/428-1728
• Onsite Product & Engineering Support available worldwide by prior
arrangement.
All information contained herein is confidential and proprietary to
Elevator Controls Corporation. This document shall not be used or reproduced,
in whole or part, without the prior written consent of Elevator Controls.
Pub ID: Pixel Traction Installation and Adjustment V02

Rev 04-20-20
© 2015 Elevator Controls Corporation
Table of Contents
Introduction CONVENTIONS IN THIS MANUAL
Warning, Caution, and Note Icons xii
System Menu Navigation xiv
Section 1 PIXEL OVERVIEW
1.1 System Description, Capabilities and Advantages 1
1.2 System Components 2
1.2.1 Typical System Components 3
1.2.2 Pixel Traction Series Capabilities 5
1.3 About Pixel 6
1.3.1 Typical Pixel Controller Layout 6
1.3.2 Typical Pixel TOC Top of Car Interface 7
1.4 New Technology, New Terms 7
1.4.1 Pixel Dashboard – Overview 7
1.4.2 Pixel Dashboard – Screen and Navigation 9
1.4.3 Pixel Screen – Home/Startup Display 10
1.4.4 Quick Reference to Home/Startup Screen Display 11
1.4.4.1 Visual Door Status 11
1.4.4.2 Modes of Operation 12
1.4.4.3 Intended Direction 12
1.4.4.4 Current and Destination Floors 13
1.4.4.5 Speed 13
1.4.4.6 Control System Configuration 13
1.4.4.7 Active Fault 13
1.5 Pixel New Features Quick Overview 13
1.5.1 Landa Dual Positioning System 13
1.5.2 Virtual Safety Limits 14
1.5.3 CAN-bus Network 14
1.5.4 Parallel Independent Safety Processors 14
1.5.5 Integrated I/O Testing and Remapping 14
1.5.6 Consolidated Field Wiring 15
1.5.7 Remote Assist 15
1.6 Pixel Menu System Overview 15
1.6.1 Home/Startup Menu – Top Tier 15
1.6.2 Install Menu – Second Tier 16
1.6.3 Adjust Menu – Second Tier 16
1.6.4 Troubleshoot Menu – Second Tier 17
EC Pixel Traction Controller Installation & Adjustment Manual ii

Section 2 YOUR INSTALLATION PLAN
2.1 General Information 18
2.2 Installation Considerations 18
2.3 Environmental Considerations 18
2.4 Recommended Tools, Test Equipment & Manuals 19
2.5 Controller Wiring Guidelines 20
Section 3 INSTALL THE CONTROL SYSTEM
3.1 Pixel Traction Control System Steps to Startup 22
3.2 Install the Controller Cabinet 22
3.3 Wire the Control System 22
3.3.1 Test Ground Continuity 22
3.3.2 Remove Primary Controller Fuses 23
3.3.3 Place Disconnect Switch in Off Position 23
3.3.4 Wire Main Line to Controller 23
3.3.5 Verify Supply Voltages at Equipment 24
3.3.6 Pixel Dashboard Interface – Indicators 24
3.3.7 Verify Motor, Encoder and Brake(s) Data Tag Information 26
3.3.8 Identify the Correct Appendix for Your Drive 26
3.3.9 Verify Drive Parameters 27
3.3.10 Auto Tune Drive 27
3.3.11 Enable Construction Mode of Operation 28
3.3.12 Wire Circuits Required for Construction Mode 28
3.3.13 Verify Speed Parameters 29
3.4 Run the Car on Construction Mode 31
3.4.1 Attempt to Move Car 32
3.4.2 Brake(s) Adjustment 32
3.4.2.1 Main Brake Relay Logic Interface Adjustment 32
3.4.2.2 Auxiliary Brake Relay Logic Interface Adjustment 32
3.4.3 Brake(s) Mechanical Operation 33
3.4.4 Verify Car Speed 33
3.4.5 System Startup Complete 33
3.5 System Components Installation and Wiring 33
3.5.1 TOC Box Installation 33
3.5.2 COP Installation Wiring 34
3.5.3 Traveler Cable Installation and Wiring 34
3.5.4 Positioning System Installation 34
3.5.4.1 Landa™ Encoded Tape 34
3.5.4.2 Landa Dual Sensor Head Installation and Wiring 35
3.5.4.3 Landa Positioning System Verification 35
3.5.5 Cab and Hoistway Wiring 36
EC Pixel Traction Controller Installation & Adjustment Manual iii

3.5.5.1 Mechanical Switches and Peripherals Wiring 36
3.5.5.2 Hall Network 36
3.5.5.2.1 Pixel RJ45 Hall Wiring Option 36
3.5.6 Verify Network Set Up 37
3.5.6.1 MP Cab Node Network Setup Verification 37
3.5.6.2 Hall Node Network Setup Verification 37
3.5.7 Verify Network Communications 37
3.5.7.1 Car Network Landscape 38
3.5.7.2 Pixel Car Nodes Switchgear Configuration 38
3.5.7.3 Car Hall Network Landscape 38
3.5.7.4 System Hall Network Landscape 39
3.5.7.5 Unknown Node Landscape 39
3.6 Verify Hoistway Clearance 40
3.7 Verify Connectors Properly Seated 40
3.8 Hoistway Position Learn 40
3.8.1 Floor Setup 41
3.8.1.1 Bottom Landing Setup 41
3.8.1.2 All Other Landings Setup 42
3.8.2 Limit Switches 43
3.8.3 Virtual Limits 44
3.8.3.1 Top and Bottom Access Virtual Limits 44
3.8.3.2 Mid-Hoistway Virtual Position 46
3.9 Transfer of Hoistway Layout 47
3.10 Disable Construction Mode of Operation 48
Section 4 FINAL ADJUSTMENT
4.1 Door Adjustment 49
4.2 Check Hoistway Clearances 49
4.3 Use of Test Switch 49
4.4 Speed Profile Parameters 50
4.4.1 Position & Velocity Feedback System (PVF) 50
4.4.2 Parameters for Position & Velocity Feedback 51
4.4.3 Contract Speed 52
4.4.4 Inspection Speed 52
4.4.5 Leveling Speed 52
4.4.6 Re-leveling Speed 53
4.4.7 Earthquake Speed 53
4.4.8 Initial Jerk 53
4.4.9 Rollover Jerk 54
4.4.10 Deceleration Jerk 55
4.4.11 Acceleration 56
EC Pixel Traction Controller Installation & Adjustment Manual iv

4.4.12 Deceleration 56
4.4.13 Leveling Decel Time 57
4.4.14 SLDN End Marker 57
4.4.15 Pattern Delay 58
4.4.16 Highspeed Trip Speed 58
4.4.17 Inspection Trip Speed 58
4.4.18 Leveling Trip Speed 59
4.4.19 Earthquake Trip Speed 59
4.4.20 Terminals % Trip Speed 60
4.4.21 Level Zone 60
4.4.22 Dead Zone 61
4.4.23 Traction Loss Speed % 61
4.4.24 Releveling Distance 62
4.4.25 Releveling Timeout 62
4.4.26 Releveling Offset 63
4.4.27 Speed Pattern Scaling 63
4.4.28 Ramp to Stop 63
4.4.29 ISTU_ISTD Factor 64
4.4.30 L1000A Reg. Release 64
4.4.31 Pattern Type 64
4.4.32 Emergency Slowdown Factor 65
4.5 Motor/ Brake Timers 65
4.5.1 Brake Pick Delay 66
4.5.2 Brake Drop Delay 66
4.5.3 Brake Hold Delay 66
4.5.4 Zero Speed Hold Delay 67
4.5.5 BPI Input Timeout 67
4.5.6 Aux Brake Hold Delay 68
4.5.7 Aux Brake Idle Timer 69
4.6 Alternate Speed Parameter Set 69
4.7 Speed Profile Adjustment 70
4.7.1 Get Car Ready to Run in Test Mode 70
4.7.2 Reset Non-TEST Modes 71
4.7.3 Entering Calls to Run in Test Mode 72
4.7.4 Run Car to Every Landing 73
4.7.5 Adjust Floor Levels 73
4.7.6 Final Ride Adjustment 75
4.7.6.1 Load Weighing Device Installation and Pre-Torque 75
4.7.6.2 Speed Pattern Adjustment 75
4.7.6.3 Decreasing Brake-to-Brake Time 75
EC Pixel Traction Controller Installation & Adjustment Manual v

4.7.6.4 Improving Passenger Comfort 77
4.7.6.5 Improve Re-Leveling Performance 78
4.7.7 ETS Learn 79
4.8 Verify Overall Car Performance 79
4.9 Transfer Safety Configuration File to Microprocessors 80
Section 5 SPEED MONITORING ADJUSTMENT

5.1 Car Speed Monitoring System 81
5.1.1 Defining Overspeed 81
5.1.2 Monitoring Overspeed 82
5.1.3 Speed Monitoring Adjustment 82
Section 6 CODE COMPLIANCE VERIFICATION
6.1 Performing Elevator Safety Tests & Inspections 85
6.2 Intentionally Left Blank 85
6.3 Ascending Car Overspeed 85
6.4 Safety Speed Tests 86
6.4.1 Car Buffer Test – Fully Loaded Car 86
6.4.2 Counterweight Buffer Test – Empty Car 88
6.4.3 Safeties Overspeeds 89
6.4.3.1 Car Safeties Overspeed 89
6.4.3.2 Counterweight Safeties Overspeed 91
6.4.4 Emergency Terminal Stop 92
6.4.5 NTS Slowdown Test (ASME A17.1 Section 2.25.2) 93
6.5 Overspeed Tests 95
6.5.1 Inspection Overspeed 95
6.5.2 Leveling Overspeed 96
6.5.3 Earthquake Overspeed 97
6.5.4 Contract Overspeed 99
6.6 Governor Test (ASME A17.1-2000 Section 2.19.1) 100
6.7 Terminal Stopping Devices 101
6.7.1 Terminal Stopping Devices (ASME A17.1, Section 2.25) 101
6.7.2 Final Terminal Stopping Devices 102
6.8 Landa Redundant Position System Verification 104
6.9 Monitoring Compliance Verification 106
6.9.1 EB1-EB2 and EBX1-EBX2 Relays Contacts 106
6.9.2 AA Motor Contactor Force Guided Relay 107
6.9.3 P Potential Force Guided Relay 108
6.9.4 BK Brake Relay 108
6.9.5 Hoistway & Car Door Bypass Switches 109
6.9.6 Detection of Jumpers on Door Safety String 111
EC Pixel Traction Controller Installation & Adjustment Manual vi

6.9.7 Door Open and Close Simultaneously 112
6.9.8 Unintended Movement 113
6.9.9 Single Ground 115
6.9.10 Permit Car Speeds Over 150 fpm 115
6.9.11 Traction Loss verification procedure 116
Section 7 TROUBLESHOOTING
7.1 General Troubleshooting Tips 118
7.2 General Checklist 118
7.3 Fault Help Menu Navigation Example 119
7.3.1 Troubleshooting Example 119
7.4 Pixel Fault Listing Table 121
Section 8 Section intentionally left blank 176
Section 9 MAINTENANCE
9.1 Maintenance 177
9.2 Replacement Parts List 177
9.2.1 Elevator Controls PC Boards 177
9.2.2 Relays 177
9.2.3 Fuses 178
9.2.4 Modules 178
9.2.5 Semiconductors 178
Appendix A1 L1000A Vector Drive for Induction Motors

A1 L1000 Elevator Drive Overview 179
A1.1 Drive Interface Overview 179
A1.2 Job Parameters Verification 179
A1.3 Autotuning 180
A1.3.1 Preset Pixel Interface for Autotuning 180
A1.3.2 Motor Autotuning 180
A1.3.3 Reset Pixel Interface following Autotuning 181
A1.4 Motor Rotation Verification 181
A1.5 Commanded vs. Measured Speed Calibration 182
A1.6 Motor Control 183
A1.7 Overspeed Using the Drive to Drive the Hoist Motor 184
A1.8 Program Run Output to Drive Ready 184
Appendix A2 L1000A Vector Drive for PM Motors

A2 L1000 Elevator Drive Overview 185
A2.3 Autotuning 186
EC Pixel Traction Controller Installation & Adjustment Manual vii

Appendix A3 HPV-900 Drive for Induction Motors
Appendix A4 HPV-900 Drive for PM Motors
A4 HPV-900 Elevator Drive Overview 194
A4.3 Autotuning 195
A4.6.1 Verify Proper Counter Balance 200
A4.6.2 System Inertia Calculations 200
A4.6.3 Motor Response Adjustment 200
Appendix A5 Combivert F5 Drive for Induction Motors

Appendix A6 KEB Combivert F5 Drive for PM Motors
A6 Conbivert F5 AC Elevator Drive Overview 202
A6.3 Autotuning 203
Appendix A7 Quattro AC Drive for Induction Motors
Appendix A8 Quattro AC Drive for PM Motors
A8 Quattro AC Elevator Drive Overview 210
A8.3 Autotuning 211
EC Pixel Traction Controller Installation & Adjustment Manual viii

A8.6.2 System Inertia Calculations 215
A8.8 Brake Control Output to Drive Ready 216
Appendix A9 M1000 Vector Drive for Induction Motors

A9 M1000 Elevator Drive Overview 218
A9.3 Autotuning 219
Appendix A10 M1000 Vector Drive for PM Motors

A10 M1000 Elevator Drive Overview 225
A10.3 Autotuning 226
Appendix A11 KEB Combivert F5-LCD Drive for IM Motors
A11 Combivert F5-LCD Elevator Drive Overview 233
EC Pixel Traction Controller Installation & Adjustment Manual ix

Appendix A12 KEB Combivert F5-LCD Drive for PM Motors
A12 Combivert F5-LCD Elevator Drive Overview 240
Appendix B1 DSD-412 DC Drive for DC Motors
B1 DSD-412 Elevator Drive Overview 247
B1.1 Drive Interface Overview 247
B1.2 Job Parameters Verification 247
B1.2.1 Saving Drive Parameters 249
B1.3 Autotuning 250
B1.3.1 Self Diagnostics 250
B1.3.2 Motor Adaptive Tuning 251
B1.4 Motor Rotation Verification 252
B1.5 Commanded vs. Measured Speed Calibration 252
B1.6 Motor Control 253
B1.6.1 Verify Proper Counterbalance 253
B1.6.2 Gain Parameters Adjustment 253
B1.7 Overspeed Using the Drive to Drive the Hoist Motor 255
B1.8 Brake Control Output to Drive Ready 256
Appendix B2 Quattro DC Drive for DC Motors

B2 Quattro Elevator Drive Overview 257
B2.1 Drive Interface Overview 257
B2.2 Job Parameters Verification 258
B2.3 Autotuning 259
B2.4 Motor Rotation Verification 260
B2.5 Commanded vs. Measured Speed Calibration 261
B2.6 Motor Control 262
B2.6.1 Verify Proper Counterbalance 262
B2.6.2 Gain Parameter Adjustment 262
B2.6.2.1 Motor Field Adjustment 262
B2.6.2.2 System Inertia Calculations 263
B2.6.2.3 Motor Response Adjustment 263
B2.7 Overspeed Using the Drive to Drive the Hoist Motor 264
B2.8 Brake Control Output to Drive Ready 264
Appendix C Load Weighing Device Installation and Pre-Torque

C1 Dinacell DCLO Load Weighing Device 265
C1.1 Load Weighing Device Components 265
C1.2 Setup Installation 265
C1.3 DLCO LWD Configuration Set Up 266
EC Pixel Traction Controller Installation & Adjustment Manual x

C1.4 Parameter Configuration 267
C1.5 Calibrating the DCLO Load Weighing Device 268
C2 Henning Weight Watcher AE12 load weigh device 269
C2.1 Load Weighing Device Components 270
C2.2 Set Up Installation 270
C2.3 Henning Weight Watcher AE12 Configuration Setup 271
C2.4 Parameter Configuration 271
C2.5 Calibrating the AE12 load weigh device 272
C3 Load Weighing and Pre-Torque Overview 272
C3.1 Load Weighing and Pre-Torque Requirements 273
C3.2 Verify Pixel Parameters Settings 273
C3.3 Verify Load Weighing Device Performance 275
C3.4 Load Weighing Learn 276
C3.4.1 Learn Empty CAB 276
C3.4.2 Learn Full CAB 277
C3.5 Manually Zero Load Weighing Device 278
C3.6 Pre-Torque Calibration Procedure 278
C3.7 Positional Learn 279
C3.8 Load Learn 280
C3.9 Final Tuning 282
C3.10 Factory Default 283
Appendix D Pneumonic Description Translation Tables 284
Appendix E APS Positioning System

E APS Positioning System 288
E1 Install APS Positioning System 289
E2 APS Positioning System Verification 296
Appendix F Serial Brake(s) Setup and Adjustment

F1 Serial Brake(s) Interface Overview 298
F1.1 Serial Brake(s) Hardware Configuration 298
F1.2 Voltage AC Input vs. DC Output Requirements 298
F2 Serial Brake(s) Parameter Configuration 298
F3 Initial Serial Brake Adjustment 300
F3.1 Input Parameters 300
F3.2 Output Control Parameters 300
F3.3 Performance Verification 301
F4 Serial Brake Fine Tuning Adjustment 303
F5 Serial Brake Troubleshooting 304
EC Pixel Traction Controller Installation & Adjustment Manual xi

Introduction
Conventions in this Manual
Warning, Caution, and Note Icons
Throughout this manual, icons call attention to text that issues

safety warnings, cautions, and/or notes to which particular attention
should be paid.
 WARNING: Operating procedures or practices that may

result in personal injury and/or equipment damage if not
followed correctly.
 CAUTION: Operating procedures and practices that may

result in equipment damage if not correctly followed.
 NOTE: Useful information or procedures.
All instructions in this manual assume that work will be done by

qualified field personnel, trained and experienced in the installation
of elevator equipment. No attempt has been made to define terms
or procedures that should be familiar to qualified elevator
personnel.
 NOTE: Throughout this manual you will find references to job prints
with two names, example QR7/ DPS where QR7 is the recent page
numbering, both refer to same information, The Drive Parameters
List.
 CAUTION: Equipment installation must comply with all

Local and other applicable Elevator and Electrical Codes
and regulations.
 NOTE: It is assumed that all switches serving as stop

and overtravel limits – at both terminal landings – have
been verified to be of the proper type, correctly placed
and operating as intended.
EC Pixel Traction Controller Installation & Adjustment Manual xii

This manual is intended only to acquaint elevator personnel with
the information required to successfully install the Pixel elevator
control system. Installation personnel must be familiar with all
codes and regulations pertaining to safe installation and
operation of the elevator systems.
 WARNING: THE AC POWER SUPPLIED to this

equipment must be provided through a PROPERLY
FUSED DISCONNECT OR CIRCUIT BREAKER.
Improper circuit protection may create a
HAZARDOUS CONDITION.
 CAUTION: Restrict access to elevator control equipment

and apparatus to qualified personnel only.
 NOTE: Installation and wiring must be in accordance with

the National Electrical Code and consistent with all local
codes, as well as National elevator codes and
regulations.
 NOTE: Connection of field wiring to controller terminals

must be accomplished in a neat and careful manner.
Stranded wire conductors must be twisted together to
avoid any strands that, if left out of terminals, would
create potential shorts. All controller connections, field
terminals, and cable connectors must be checked to be
sure they are tight and properly seated. When
connecting flat cable connectors, take care to match pin
#1 marks (arrow symbol on connector, red stripe on
cable) to prevent damage.
EC Pixel Traction Controller Installation & Adjustment Manual xiii

Conventions in this Manual
System Menu Navigation
The Pixel system has a very powerful and flexible set of menus.
To view and access selections, a high resolution color LCD

screen has been paired with an intuitive Touch &GoTM selection
knob. Simply rotate to scroll up and down any selection list.
Then press to select the desired function (or setting) and keep
right on working.
DASHBOARD
• High Resolution LCD Screen
• Direct-Select Keys
• Help Key
• Home Key
• Touch &GoTM Navigation
Figure i1 – System Access Point
Above the silver Touch & Go knob – within easy reach – are six
key. The GREEN key is Home, the YELLOW key is Help and
the four GREY keys between have menu-specific functions.
GREY keys are Direct-Select keys, for which function labels

appear just above the keys at the bottom of the LED screen,
based on the specific menu being viewed.
EC Pixel Traction Controller Installation & Adjustment Manual xiv

Throughout this manual, visual shorthand is used to describe
how to quickly locate and interact with various menus and
options.
Pixel Navigation Icons

Knob Rotate/Push Key Press
 Rotate to locate  Home
 Push to select  Direct-Select
 Help
Figure i2 – Pixel Visual Shorthand Navigation Icons
Narrative Navigation Instructions

This manual might instruct you to press the Green HOME key,
and then use the Touch & Go knob to navigate to INSTALL.
Once this selection is highlighted, select it by pressing the
Touch & Go knob. Then use the knob again, to navigate to
ABOUT. Press to select.
Visual Shorthand: Simplified version of the instructions above.
 Home 
 Install 
 About 
Another Example: Modify Fire Return Floor
 Home 
 Adjust 
 Select Car Performance 
 Fire Return Floor 
 Select New Value 
 Save or  Cancel
EC Pixel Traction Controller Installation & Adjustment Manual xv

Section 1 – Pixel Overview
1.1 System Description, Capabilities & Advantages
The Pixel Traction Control System uses advanced technology to
enable more routine tasks to be accomplished faster.
Everything about Pixel has been designed to save field labor time.
This digital elevator control system provides three points of system
access – Machine Room, Cartop, and Inside the Cab – so the most
convenient location can be used to complete tasks quickly and easily.
Each of the three system access points includes a vivid color LCD
display, unique Touch & GoTM interface, one-button access to context-
responsive help, and intuitive direct-select keys. Instant real-time
awareness of current car operation is provided on all displays when not
otherwise in use.
The LandaTM car positioning system provides absolute cab position

information with high tech accuracy – using dual sensor heads to track
cab position to 0.8 millimeter. Landa components are mounted quickly
– all limits, slowdowns and landings are defined virtually, stored
digitally, and easily readjusted. No need to install or wire vanes or
switches in the hoistway (except top and bottom physical limit switches
as required by elevator safety code).
Powerful yet simplified diagnostics are built into each system access
point, including the ability to intuitively view and easily reprogram
elevator “personality” parameters onsite. Review and adjust drive
parameters, access fault diagnostics and playback the operating
sequence leading to a fault notification.
The integrated Pixel control system package typically includes the

car controller, cartop box with access point, COP access point, Landa
positioning system, and hall nodes that communicate using EC’s
enhanced c-LINKTM CAN-bus serial communication system. c-LINK
reduces wire count for hall, car and cartop signals without
compromising EC’s Safe & SensibleTM standards.
Dual CAN-bus controller area networks provide high speed internal

system communication. Use of this industrial standard communication
protocol opens the door to interoperability with a variety of current and
future products and peripherals – including the latest door operators.
Overall reliability is enhanced by surface-mount electronic

components, large scale integrated circuits, and state-of-the-art PC
boards.
EC Pixel Traction Controller Installation & Adjustment Manual 1

When the power of technology is used to simplify essential tasks –
including installation, adjustment, maintenance and troubleshooting –
everybody wins.
1.2 System Components

The Pixel system design is based on a dual high-speed CAN-bus
controller area network communications architecture, which supports
group operation for up to twelve cars. The most basic component – a
car control system – is made up of the following:
a Pixel Car controller

b P-TOC Pixel top of the car interface controller
c P-COP Pixel car operation panel interface controller (one per
COP; up to four per car supported)
d P-HALL Pixel hall nodes (as required for hall calls, fire recall,
gongs, etc.)
e Landa™ dual sensor car positioning system

1.2.1 Typical System Components
The Pixel control system – depending on the
specific application – typically includes:
a Pixel Car Controller

The Pixel car controller is usually
located in a machine room or – in
machine-room-less applications, in an
equipment closet. Various enclosures
are available to fit your specific
application… and meet your NEMA
rating requirements.
b P-TOC Pixel Cartop Interface

The cartop system access point
provides access to configuration
information, parameters and
diagnostics. The cartop interface box
provides a convenient wiring termination
for Landa, door operator, load weighing,
safety edge, cab light and fan, traveler
cable and the provided TOC-to-COP
wire harness. Optional (similar to photo)
cartop inspection station with light and
service outlet is available.
c P-COP Pixel Car Operating

Panel Interface
A system access point is located at
each COP. EC-Ready COP Fixtures
fully interconnect to the TOC box using
the provided TOC-to-COP harness.
One wiring harness is provided for each
of up to four COP’s per cab.

d P-HALL Pixel Hall Nodes
Universal hall nodes can provide
connections for hall calls, fire recall,
access, hall gongs, code blue calls and
more.
Each CAN-driven node supports two I/O

easily configurable using onboard
switchgear.
e Landa™ Dual Positioning System

Landa is a dual positioning system that
provides absolute cab location
information without the need for vanes
or switches in the hoistway. *
Dual communication channels, one for

each positioning system, provide truly
independent redundancy for failsafe
operation.
Landa provides precision accuracy –

tracking cab location to within 0.8
millimeter.
* Top and bottom physical limit switches

must be provided as required by elevator
safety code.

1.2.2 Pixel Traction Series Capabilities
Speed 1400 fpm | 7 mps
Stops 128 Stops maximum with selective door operation
Group Size 12 cars maximum
Environment 32 to 104 degrees Fahrenheit | 0C to 40C degrees
Altitude to 12,000 feet | 3,658 meters
95% relative humidity (non-condensing)
Motor AC induction or permanent magnet hoist motor
Control Variable voltage variable frequency VVVF elevator
drive with encoder feedback
DC hoist motor
SCR or IGBT elevator drive with encoder feedback
Positioning Landa™ absolute car positioning system using dual

sensor heads and coated tape to track position
accuracy to 0.032” (0.8mm)

1.3 About Pixel
1.3.1 Typical Pixel Controller Layout
PC BOARDS & COMPONENTS
• P-MP-IO Microprocessor
Main Input/Output Safety
Microprocessor
• P-PDB Power Distribution

Board
• P-MP Pixel Microprocessor

Board with onboard diagnostics
• Power Transformer
• 24 VDC Power Supply
• Motor Control Drive
• Brake and Potential Contactors
• Field Wiring Terminals
• Motor Isolation Contactor
Figure 1.3.1 – Typical Pixel Car Controller

1.3.2 Typical Pixel TOC Top of Car Interface
The Pixel TOC Top of Car Interface is provided with all mounting
hardware required to fasten it to the crosshead rail on the cartop.
COMPONENTS & SWITCHGEAR
• Traveler termination, COP

interconnection, Cab Lights and
Fans Terminals
• P-Aux System Access Point

Screen and Dashboard
• Optional Cartop Inspection
Switchgear and Light
• 24 VDC Power Supply
• P-TOC Cartop Microprocessor

Board
Figure 1.3.2 – Typical Pixel Cartop Interface
 NOTE: The P-TOC Top-of-Car Interface can optionally

include a cartop inspection station, with light and service
outlet, as an option (similar to picture).
1.4 New Technology, New Terms

Our goal was to design the Pixel system using advanced
technology to simplify routine tasks – so you can accomplish
more, faster.
Lots of traditional tasks are done with Pixel using a new, time saving
approach. Here’s a quick tour of key system components. We’ve
developed some new terms to make your transition to Pixel easy.
1.4.1 Pixel Dashboard – Overview

Complete tasks more easily and quickly by working from the
most convenient location.
Pixel concentrates switchgear, indicators, readouts and a vivid color
LCD display into an intuitive dashboard. The primary system access
point is the controller in the machine room.
Two convenient additional system access point locations are provided –

on the cartop, and inside the car operating panel. These provide
access for checking system status, viewing and resetting most system
parameters, and powerful diagnostics for troubleshooting.

DASHBOARD
• P-MP-IO Microprocessor
Main Input/Output Safety
Microprocessor
• Computer Status Indicators
• Car Status Indicators

• Resets
• Help Key
• Home Key
• P-MP Board
Dashboard Microprocessor
Figure 1.4.1 - Pixel Dashboard Overview
Pixel displays information on a vivid, full color LCD screen at each

system access point. Instant real-time awareness of current car
operation is provided on all system screens, when not otherwise in use.
The vast majority of functions and parameters can be viewed and

changed from any of the three system access point locations (there are
just a few exceptions to meet safety requirements).
Each System Access Point provides:

• Elevator “personality” parameters that are easily viewed
intuitively reprogrammed
• Simplified access to review and adjustment of drive parameters
• Learn landing zones and readjust position virtually by entering
offsets in inches or millimeters
• View of faults and access to diagnostics
• Powerful, easy to use system diagnostic tools

1.4.2 Pixel Dashboard – Screen and Navigation
Pixel uses a simple knob for navigation and selection – called
‘Touch and GoTM’ – everything you need is at your fingertips.
Pixel’s high resolution color LCD screen is paired with a simple, intuitive
selection knob called the Touch &GoTM interface. Rotate to scroll up and
down any selection list. Then – press this same knob – to select the
desired function (or setting) and keep right on working.
SCREEN & NAVIGATION
• Help Key
• Home Key
Figure 1.4.2 – Pixel Screen & Navigation
The dashboard provides a dedicated YELLOW button for immediate

access to con text-responsive help if needed.
Depending on the menu or parameter display being viewed, flexible

GREY direct-select keys are assigned helpful functions.
Return to the main menu at any time by pressing the GREEN home
key.

1.4.3 Pixel Screen – Home/Startup Display
Pixel’s screens continuously display information –
understood ‘at a glance’ – from multiple system access
points.
The top third of the

home screen displays
useful system
information – whether
seen in the machine
room, on the cartop, or
in the cab.
This view appears on

system startup Figure
1.4.3a. The icons and
text information are
each identified below for
reference Figure 1.4.3b
and described in detail
on the following pages.

1.4.4 Quick Reference to Home/Startup Screen Display
1.4.4.1 Visual Door Status

Available door openings are displayed as active (in green) or inactive
(in grey) using center parting door icons. Visual door status is indicated
as follows:
• Opened Small portion of door on each side of opening

• Closed Solid green door panels indicated
• Opening Animation: doors moving partly to fully open
• Closing Animation: doors moving partly to fully closed
• Faulted Solid red door panels indicated

1.4.4.2 Modes of Operation
Construction mode, when enabled, restricts operation to
inspection mode with limited speed and no positioning.
Pixel supports multiple modes of operation including:
Automatic Inspection Construction

• Main Fire Recall • Cartop Inspection • Cartop Inspection
• Machine Room Ins.
• Alternate Fire Recall • In Car Inspection
• Fire Phase 2 • Hoistway Access
• Emergency Power Phase 1 • Machine Room Ins.
• Emergency Power Phase 2
• Emergency Power Pre-transfer
• Battery Rescue Operation (traction)
• Battery Lowering Operation (hydraulic)
• Fire Service
• EMT Phase 1
• EMT Phase 2
• Hospital Service
• Earthquake Normal Mode
• Earthquake Abnormal Mode
• Test
• Capture
• Independent
• Wild / Sabbath
• Security
• Out of Service Recall
• Car to Lobby
• Flooded Pit Recall
• Piston Synchronization (hydraulic)
• Viscosity Operation (hydraulic)
• Car Overloaded
• Attendant Service
1.4.4.3 Intended Direction

When car direction is determined, the Pixel screen will display a solid
up Green or down Red directional arrow. If direction has not been
assigned, both arrows appear in outline.

1.4.4.4 Current and Destination Floors
The Pixel screen always displays the current floor, found between the
up and down directional arrows, indicated in three digits.
If a destination floor has been assigned, it will be displayed just below

the current floor, labeled Target, indicated in three digits. The Target is
dynamic and may change during a run.
1.4.4.5 Speed
The Pixel screen displays cab speed, just to the right of the Front door
icon. Scale can be toggled between fpm (feet per minute) and mps
(meters per second).
1.4.4.6 Control System Configuration

The Pixel screen displays system configuration, just to the left of the
Rear Door icon. Car configuration can be Simplex or Group. In group
configuration, the current priority to assume dispatching functions for
the group is indicated, under the word ‘Group’.
1.4.4.7 Active Fault

The Pixel screen displays the active fault with the highest priority or No
Faults if none present.
 NOTE: Faults are classified as either latching or non-latching.

While non-latching faults self-reset, all faults are recorded in fault
counters and logs.
1.5 Pixel New Features Quick Overview
1.5.1 LandaTM Dual Positioning System

No more time consuming and costly hoistway work mounting
vanes, wiring and readjusting switches.
Landa is a dual positioning system that provides absolute cab location
information. Dual communication channels, one for each positioning
system, provide truly independent redundancy for failsafe operation.
Landa provides precision accuracy – tracking cab location to within 0.8

millimeter. All limits, slowdowns and landings are defined virtually,
stored digitally, and easily readjusted. No wiring, vanes or switches are
required in the hoistway (*except top and bottom physical limit switches
as required by elevator safety code).

1.5.2 Virtual Safety Limits
Pixel remembers where the car is always.
The Landa car positioning system captures high resolution position data
that is maintained through power cycling. During the hoistway ‘learn’
procedure, the control system generates and records the location and
associated position for all required virtual safety limits.
Once learned, virtual safety limits function in the same way that vane
and switch systems worked in the past. Safety code requires
placement of top and bottom physical limit switches, for which Pixel
provides inputs (described in the wiring Section).
1.5.3 CAN-bus Network

Proven industrial standard communication protocol provides
simplified interoperability using high speed dual CAN-bus
networks.
The Pixel controller uses dual CAN-bus controller area networks to
provide high speed internal system communication, including group to
and between individual car controllers. Use of this industrial standard
protocol opens the door to interoperability with a variety of current and
future products and peripherals – including the latest door operators.
1.5.4 Parallel Independent Safety Processors

If at any time, Pixel’s two independent safety systems do not
agree, an automatic system shutdown is executed to keep
passengers safe.
In compliance with current elevator safety code, Pixel’s design
incorporates parallel independent safety processors. Two independent,
redundant means are used to monitor safe operation. The logic output
from both safety systems is continually compared.
EC design engineers devised SP1, a powerful software-based safety

processor, which is continually crosschecked by SP2, a hardware-
based FPGA (floating point gate array) safety processor.
1.5.5 Integrated I/O Testing and Remapping

Local diagnostics function whether or not the access point
has an active connection to the system network.
Pixel has designed-in reliability and flexibility. Simple onboard I/O
testing is supported at each system access point. Every I/O is provided
with an associated LED indicator.

If an I/O is found to have failed, remap I/O can be used to reassign this
I/O to another location on the same PC board, or to another IO board,
using an intuitive, visually based process.
1.5.6 Consolidated Field Wiring

Consolidated field wiring saves time while separating low and
high voltage signals to help prevent component damaging
wiring errors.
The Pixel controller cabinet has been designed so you can bring field
wiring into a functional assigned color coded terminal strips – a
convenience we call consolidated field wiring.
1.5.7 Remote AssistTM

Virtual tech support is delivered to your machine room on
demand – with system access you always approve and
control.
Elevator mechanics have long wished that support technicians could
join them in the machine room with a simple call for help. Remote
Assist enables the Pixel technical support team to virtually view the
system you are working on, in real time, and provide guidance and
recommendations.
1.6 Pixel Menu System Overview

Menu content is strategically organized, and logically
sequenced, with related tasks grouped together.
The broad range of selections within the Pixel system are presented in
menus, each containing a reasonable number of selections within each
tier. The number of tiers has also been minimized to simplify navigation
and selection.
The breadth and depth of the Pixel menu system provides access to the
extensive parameters demanded by the most experienced But many
installers will find that the top two or three menu tiers will satisfy the
majority of their needs.
1.6.1 Home/Startup Menu – Top Tier

The Pixel home menu displays on startup – or whenever the green 
Home key is pressed.
This screen displays a greeting message, “Hi, I’m Pixel. What would
you like to do?” along with the following Menu options:

• Install
• Adjust
• Troubleshoot
• Date/Time display/reset
Start by selecting one of three basic tasks – Install, Adjust, or

Troubleshoot – by using the  Touch &GoTM knob to scroll through
selection options. When your desired selection is highlighted, press the
 knob to select.
Note that system date/time settings and preferences are accessed from
the Home screen as well.
1.6.2 Install Menu – Second Tier

The Install menu presents a range of options which are roughly
organized in the most likely sequence in which tasks will be completed:
• About
• Initial Settings
• View Selector Data
• Learn Functions
• Code Compliance Test
• Construction Mode
• File Transfer
• I/O Mapping
• Contact
Again, the  Touch &GoTM knob is used to scroll through selection

options. When your desired selection is highlighted, press the  knob
to select.
1.6.3 Adjust Menu – Second Tier

The Adjust menu presents a range of options for optimizing ride, car
and group dispatching performance:
• About
• Car Performance
• Ride Performance

• Group Performance
• Contact
The  Touch &GoTM knob is used to scroll through selection options.

When your desired selection is highlighted, press the  knob to select.
Each of these options, and their submenus, are presented in detail in

Section 4 – Final Adjustment.
1.6.4 Troubleshoot Menu – Second Tier

The Troubleshoot menu presents a range of tools designed to simplify
and expedite system troubleshooting if required:
• About
• Single Call Enter
• Auto Car Call Simulation
• View Selector Data
• Serial Brake(s)
• Drive
• Controller Network
• Flags
• Event Logs
• Sequence Log
• Statistics Counters
• View Current Events
• Local Diagnostics
• Contact
The  Touch &GoTM knob is used to scroll through selection options.

When your desired selection is highlighted, press the  knob to select.
Each of these options, and their submenus, are presented in Section 7
– Troubleshooting.

Section 2 – Your Installation Plan
2.1 General Information
This section contains important instructions and recommendations to
ensure successful Pixel Control System installation.
Successful installation and reliable, trouble free operation of all elevator control
equipment depends on proper assessment of the installation environment and
proper wiring methods. Completing both correctly protects equipment from
disruption by external sources.
2.2 Installation Considerations

When selecting the best physical location for the control equipment consider the
following:
a. Make sure the control system is placed logically, while taking into
consideration all elevator system components and non-elevator equipment
sharing the space.
b. Provide adequate working space for control system installation, wiring, and
maintenance. Elevator Controls standard equipment enclosures require
front access only. This eliminates many constraints that would otherwise
limit how equipment can be located.
c. Do not install equipment where it may create a hazard.
 WARNING: Install Pixel Control equipment according to all

applicable electrical, fire, and building codes. Improper
installation and/or equipment location may create a
HAZARDOUS CONDITION.
d. Do not install control system components in areas or on surfaces where

there is exposure to vibration that may be produced by other equipment.
Modern control systems contain socket-mounted parts whose function may
be compromised by vibration.
e. Provide adequate lighting for safety and efficiency.
f. An internet connection, with fixed IP address, is desirable for access to
Remote AssistTM from the EC factory technical support team.
g. If wireless service at the installation location is poor or intermittent, have a
wired phone installed in the machine room.
2.3 Environmental Considerations

The elevator control system should be installed according to the following
requirements to ensure proper operation and longevity:

a. Temperature inside the control system enclosure should be maintained
between 32 and 104 degrees Fahrenheit (0 to 40 degrees Celsius).
Temperatures outside this range may affect normal operation and/or
reduce system life. If required, make provisions for machine room air
conditioning. EC can quote and provide an enclosure-mounted air
conditioning unit.
b. Air in the machine room should be free of corrosive gases and sufficiently
dry to prevent condensation from moisture. NEMA 4 or NEMA 12
enclosures, with integral air conditioning units, are recommended for
applications that do not meet these requirements. EC can quote and
provide the full range of specialized NEMA rated enclosures for proper and
safe operation in non-standard environments.
c. Locate control system enclosures and components away from any window
or opening to minimize the risk of equipment damage due to severe
weather conditions.
d. Protect control system equipment from exposure to extreme levels of
electromagnetic (EM) and radio frequency (RF) radiation. EC control
systems are certified to current EMI/RFI standards though independent
testing by CKC Laboratories, Inc. However, note that EMI and RFI have
the potential to interfere with normal operation of any electronic system.
 NOTE: Hand-held communications devices used close to the system

microprocessors have been known to generate disruptive RF interference.
2.4 Recommended Tools, Test Equipment & Manuals

The following tools are recommended for installation:
a. Digital multi-meter
b. Assorted tools used for electronics work such as pliers, cutters, flashlight,
EC small straight blade screwdriver (supplied with each controller), etc.
c. Amprobe or similar probe equipped ammeter
d. Telephone
e. Test weights
f. Control system “as built” job wiring prints
g. This installation and adjustment manual
h. Motor Drive Control Manual (AC-Vector or DC-SCR or IGBT as required)
i. Oscilloscope and meter that measures megohms may be desirable for
advanced troubleshooting (rarely required)
j. Tachometer to determine actual elevator car speed

2.5 Controller Wiring Guidelines
 CAUTION: Restrict access to elevator control equipment and apparatus to

qualified personnel only.
 NOTE: It is very important to follow control system wiring guidelines to

prevent problems with EMI/RFI interference and feeder line pollution.
 NOTE: Wiring to controller terminals must be done neatly and carefully.

Stranded wire conductors must be twisted together, avoiding stray strands
that could create short circuits if not contained in terminals.
 NOTE: All terminals and cable connectors should be checked to ensure

that they are properly and solidly seated. When connecting flat cable
connectors, be certain to match pin #1 marks (arrow symbol on connectors;
red stripe on cable) to prevent mechanical damage to connectors and
electrical damage to system components
There are five wiring entry points provided in order to maintain proper separation
between wiring for various purposes to ensure proper system operation:
a. Power Wiring: The line power feeders and ground coming from the
elevator service disconnect.
b. Motor Wiring: Power wiring to hoist motor, brake(s) and ground.
c. Safety and Logic Wiring: All wiring to fixtures and switches, as well as
signal cross-connect cables from one car to another in a multi-car group
system.
d. Communications Cable: Communication cables run from one controller to
another in a group of two or more cars.
e. Encoder Feedback Cables: Wiring used to provide motor performance
information from the encoder to the drive for speed control.
 WARNING: DO NOT CONNECT BUILDING POWER DIRECTLY TO THE

MOTOR CONTACTOR. This will DAMAGE power devices in the drive.
 NOTE: The standard EC NEMA 1 enclosure is provided with factory

knockouts for recommended ideal field wiring entry points.
Knockouts and intended use are listed:
a. Top right side
• Communication cable
b. Middle left side

• Encoder Feedback cable
c. Middle right side
• Safety & Logic wiring
d. Lower left and right side
• Main Line Power wiring
• Motor and Brake(s) wiring
 WARNING: METAL SHAVINGS AND/OR WIRE CLIPPINGS can cause

immediate and delayed DAMAGE to circuits – in any part of the
system – if they bridge or short any circuit or connection. They can
also COMPROMISE SAFE AND PROPER SYSTEM OPERATION if they
become positioned in a way that modifies a circuit or circuits.
 CAUTION: Ensure that metallic shavings and/or wire clippings are

minimized and prevented from remaining in any enclosure interior.
Thoroughly check for and remove residue before applying power. Methods
used to capture and remove metal fragments should not be allowed to
create static buildup or discharge.
Good Practice: Soft clean paint brush (gently sweep particles on

enclosure bottom into pile and remove); masking tape (use to remove
particles; create adhesive pocket under intended hole locations with tape to
catch shavings when drilling).
Risky Practice: Use of small vacuum (potential ESD electrostatic

discharge damage); compressed air (may drive particles into inaccessible
or undetectable locations, potential for eye injury).
 NOTE: Alternate wiring entry points may be created in the field to

accommodate specific installation conditions.
 NOTE: Study your control system layout to develop the best arrangement
for keeping the five entry points separated and laid out logically to suit your
application.

Section 3 – Install the Control System
3.1 Pixel Traction Control System Steps to Startup
Protect printed circuit boards from dust and foreign materials.
Remove main fuses. Complete elevator controller mounting,
installation, and wiring.
Observe controller field terminal locations in relation to wiring ducts to determine
optimum locations for wiring to enter the control equipment enclosure.
Complete the steps in Sections 3.2 through 3.4.5 below in order to run the car
on Construction mode.
 CAUTION: Use care to protect circuit boards from metal debris

when cutting.
 CAUTION: Do NOT connect the building power supply to the motor

contactor.
 CAUTION: Power capacitors in the drive remain charged for some time
after power is removed. Use caution to prevent shock injury.
 NOTE: The standard Pixel traction controller enclosure has several ¾”

knockouts marked for wiring ducts which can be used as guides for
location of knockouts required for each particular job.
3.2 Install the Controller Cabinet

In Section 2 you reviewed the general considerations for machine room layout and
developed your installation plan. Now, proceed to locate and mount the controller
enclosure.
3.3 Wire the Control System

3.3.1 Test Ground Continuity
Test all terminals for continuity to ground. If continuity is found, resolve the
problem before proceeding.
 NOTE: Terminal 3 is connected to ground and used as system common.

3.3.2 Remove Primary Controller Fuses
Remove fuses FL1, FL2, FCT1, FCT2, F4A in order to remove power to controller
logic, brake(s) control circuits, and the door operator. Place Machine Room
Inspection to INSP and the Test switch to TEST. Both switches are located on
the P-MP board.
 NOTE: Always review job prints to confirm correct fuse designations and
amperages, as well as to become familiar with job specific circuit
requirements.
3.3.3 Place Disconnect Switch in Off Position

Place the disconnect in the off position then check voltage on the line side to verify
that all three legs are correct based on job prints page QR4/ HMW.
 WARNING: CONFIRMTHAT FEEDER LINEVOLTAGE is within 10% of

specified control voltage or PERMANENT DAMAGE could occur to
both the motor drive and elevator control system logic. TURN OFF
THE MAIN DISCONNECT and CORRECT any voltage problem
BEFORE PROCEEDING with installation.
 CAUTION: Remove any protective covering that may still be in place on

PC boards and components before applying power.
3.3.4 Wire Main Line to Controller

Wire the main line from the disconnect to the terminal block provided in the
controller enclosure as indicated on job prints page QR4/ HMW.
 CAUTION: Do NOT attempt to connect the building power supply to the

motor contactor to prevent damage.
 NOTE: Use proper wire size for amperage.
 NOTE: Ground wire size must provide equal or greater ampacity than the
incoming feeders.

3.3.5 Verify Supply Voltages at Equipment
Turn on the disconnect switch to verify that voltages at controller terminals are
correct based on job prints page QR4/ HMW. For AC-Vector systems, you may
check voltages on the EMI-RFI or Line Reactor filter input terminals (if the job
includes such filters).
Turn off the disconnect switch then replace the fuses removed previously in
Section 3.3.2 above.
Turn on the disconnect switch and confirm that the motor drive powers up. Verify
that computer power supply input and output voltages are correct based on job
prints page 2. Verify that buss voltages are 24 volts DC for terminals 6, 50, 50F,
and S24V; and 120 VAC for terminal 4A.
Confirm that the P-MP color display is on and the screen shows the Pixel
home/startup display, “Hi, I’m Pixel. What would you like to do?”
 NOTE: After verifying input voltages and fuses as required per job prints, if
you are unable to correct conditions to confirm voltages and behaviors
described, call Elevator Controls technical support at 916-428-1708.
3.3.6 Pixel Dashboard Interface – Indicators

You will find multiple LED indicators have been provided on PC boards, and
onboard computer diagnostics are included. Both are very useful tools that will
save installation and troubleshooting time.
 NOTE: Review the Pixel system dashboard indicators and

switchgear before continuing to the Section 3.3.7.

SWITCHGEAR
• System Fault Reset
• Earthquake Reset
• Computer Reset
MACHINE ROOM INSPECTION

• Inspection Switch
• Up Button
• Enable Button
• Down Button
• Test Switch
DOOR BYPASS PANEL

• Hoistway Door Bypass
Figure 3.3.6a - Pixel • Car Door Bypass

Switchgear
• Capture Switch
INDICATORS
• Computer Status
• Communication Status
• Car Status Indicators
• I/O Indicators
• High Resolution LCD
Display
Figure 3.3.6b - Pixel Dashboard

Indicators

3.3.7 Verify Motor, Encoder and Brake(s) Data Tag Information
This step confirms that the data provided to manufacture the control system
agrees with actual nameplate data for key components: motor, encoder and
brake.
a. Compare motor nameplate data to that found on the job prints page 1.
b. Compare encoder nameplate data, for type and PPR, to that found on the
job prints page 1.
c. Compare brake nameplate data, for pick voltage, hold voltage, and
resistance, to that found on job prints page 2, for both Main and Auxiliary
Brake if applicable.
 WARNING: DO NOT CONTINUE if any DATA discrepancy is found.
 NOTE: If any data does NOT agree with job prints, call Elevator Controls
Technical Support at 916-428-1708. Be prepared with your job number,
nameplate data, and job print data.
3.3.8 Identify the Correct Appendix for Your Drive

A wide variety of drives are available for each unique application in order to
optimize best function for the specific job, budget considerations, and installing
contractor familiarity and preferences. Appendices A (for AC) and B (for DC)
contain drive-specific notes for your unique application, including parameters and
motor auto tuning instructions. Using the following tables, identify the appendix
that corresponds to the drive in your control system.
Appendix A – AC Vector Motor Control Drives

A1 L1000A drive for Induction Motors
A2 L1000A drive for PM Motors
A3 HPV-900 drive for Induction Motors
A4 HPV-900 drive for PM Motors
A5 Combivert F5 drive for Induction Motors
A6 Combivert F5 drive for PM Motors
A7 Quattro AC drive for Induction Motors
A8 Quattro AC drive for PM Motors
A9 M1000 drive for Induction Motors
A10 M1000 drive for PM Motors
A11 Combivert F5 LCD drive for Induction Motors
A12 Combivert F5 LCD drive for PM Motors

Appendix B – DC Motor Control Drives
B1 DSD-412 DC drive for DC Motors
B2 Quattro DC drive for DC Motors
 NOTE: Identify the correct Appendix section for your drive, and then mark
the first page for easy reference. If, for example, you are working with a
L1000A drive and THIS manual says, “Adjust the drive gain, Refer to
Appendix Section x1.6, it would refer to Appendix A1 Section A1.6.
 WARNING: DO NOT ATTEMPT TO RUN THE CAR until Sections 3.3.9

to 3.3.13 below are completed.
3.3.9 Verify Drive Parameters

This step confirms that the parameters programmed in the drive agree with the job
prints page QR7/ DPS. Refer to respective drive Appendix Section x1.2.
 WARNING: DO NOT ATTEMPT TO MOVE THE CAR before making

sure ALL PARAMETERS ARE SET in the drive per actual motor
characteristics and MOTOR AUTO TUNING has been successfully
completed.
 NOTE: Before attempting to configure drive parameters, study the

manufacturer’s drive manual and the Appendix in THIS manual for your
specific drive.
 WARNING: DO NOT CONTINUE if any DATA discrepancy is found.
 NOTE: If any drive parameters do NOT agree with job prints, call Elevator
Controls Technical Support at 916-428-1708. Be prepared with your job
number, nameplate data, and job print data.
3.3.10 Auto Tune Drive

This step allows the Drive to calculate the electrical characteristics of the hoist
motor. Refer to Appendix Section x1.3.
 WARNING: DO NOT ATTEMPT TO MOVE THE CAR before MOTOR
AUTO TUNING has been successfully completed.

 NOTE: If Auto Tune cannot be completed successfully, and you have
exhausted instructions provided in the Drive manual, call Elevator Controls
Technical Support at 916-428-1708 for assistance. Be prepared with your
job number, nameplate data, and job print data.
3.3.11 Enable Construction Mode of Operation

The steps described starting in this section will allow you to operate the car in
Construction mode when you reach the end of Section 3.4.5. Construction Mode
allows the car to be operated on Cartop or Machine Room inspection modes
without Landa™ selector feedback – while maintaining elevator safeties
consistent with both inspection modes.
Construction mode is enabled or disabled by using the Touch & GoTM knob,
navigate to:
 Home  Pixel Navigation Icons

Knob Rotate/Push Key Press
 Install 
 Rotate to locate  Home
 Construction Mode   Push to select  Direct-Select
 Enable or  Cancel  Help
 NOTE: Construction Mode must be set to Disable in order to Enable any

automatic mode of operation.
3.3.12 Wire Circuits Required for Construction Mode

Construction Mode allows the car to be operated on Car Top or Machine Room
inspection modes. All safety circuits required for these modes of operation must
be operational:
a. Governor switch contact wired between Terminals 4A and GOV.

b. Car Safety String wired between terminals 4A and SAFC.
c. Hoistway Safety String wired between terminals SAFC and SAFH.
d. Wire Motor and Encoder unit, refer to page 1 of prints
e. Wire Brake and Auxiliary brake, refer to page 2 of prints
f. Set HOISTWAY DOOR BYPASS and CAR DOOR BYPASS SWITCHES to
BYPASS position, to will allow running the car on Cartop Inspection; OR
ensure that all car and hoistway gates and locks are closed to run on either
Car Top or Machine Room inspection mode.

 NOTE: Use proper wire size for amperage, with the ground wire size of
equal or greater ampacity than the motor power wires.
 NOTE: Encoder must be wired with a single length of properly shielded

cable to work correctly. An encoder cable that is too short must NOT be
spliced but replaced. Contact the supplier that provided the original
encoder cable for a replacement with required length.
 NOTE: Refer to job prints page 1 for the encoder wiring diagram. Care
must be taken to properly connect shield wiring as shown on job prints for
encoder to work correctly.
g. Wire Inspection Station to controller terminals ICT, ICTE, ICTU, and

ICTD as shown on job prints page QR1/ CW.
3.3.13 Verify Speed Parameters
 NOTE: Even though Pixel’s “This Job” parameters have been factory
preset it is important to verify them, when this manual instructs you to do
so, for optimum system performance.
Pixel’s microprocessor MP calculates and generates the speed pattern that is fed
to the drive to achieve optimum ride and performance. These calculations are
dependent on programmed speed parameters, current car position, and car
speed.
Verify that Pixel speed parameters match job requirement. View parameters,
using the Pixel screen, and compare settings to the speed profile table below,
navigate to:
 Home 
 Install 
 Initial Settings 
 Speed Profile 

Speed Profile Table
SPEED PROFILE DEFAULT SETTING L1000A or M1000
Contract Speed XXX fpm Job Specific XXX fpm Job Specific
Inspection Speed 40 fpm 40 fpm
Leveling Speed 5 fpm 5 fpm
Re-Leveling speed 5 fpm 5 fpm
Earthquake Speed 120fpm 120fpm
Initial Jerk 060 fpm 060 fpm
Roll Over Jerk 060 fpm 060 fpm
Deceleration Jerk 060 fpm 060 fpm
Acceleration 060 fpm 060 fpm
Deceleration 060 fpm 060 fpm
Leveling Decel Time 0000 msec 0000 msec
SLDN End Marker 1.0 ft 1.0 ft
Pattern delay 0000 msec 0400 msec
Highspeed trip speed Contract Speed + 10% Contract Speed + 10%
Inspection Trip Speed 100 fpm 100 fpm
Leveling trip Speed 100 fpm 100 fpm
Earthquake trip Speed 132 fpm 132 fpm
Terminal % Trip Speed 10% 10%
Level Zone 0.83 ft 0.83 ft
Dead Zone 0.05 ft 0.05 ft
Traction Loss Speed % 50% 50%
Releveling Distance Speed % .120 ft .120 ft
Releveling Timeout 3000 msec 3000 msec
Releveling Offset 0.012 ft 0.0120 ft
Speed Pattern Scaling OFF OFF
Ramp to Stop No Yes
ISTU-ISTD Factor 1.50 1.50 (Test Parameter)
L1000A Reg. Release No Yes
Pattern Type HP HP
Emergency Slowdown Factor 1.75 1.75
 NOTE: Ramp to Stop parameter Yes setting is for Pixel controllers

interfacing to L1000A or M1000 drive units.
If Ramp to Stop is set “Yes” set Pattern Delay = Drive S1-04 parameter, to 400
msec and Pixel Brake Pick Delay timer 00:00:30 seconds, adjust value to prevent
excessive rollback or taking off with brake set.
A general rule of thumb can be useful when setting speed parameters with
preliminary values. During final adjustment these values will be refined, example:

For Contract Speed up to 300 feet per minute
Divide contract speed by three, and use this value to set Jerks,
Acceleration, and Deceleration parameters (marked with  in the table).
Example: Contract speed = 200 feet per minute
Compute 200/3 = 67
Set parameters marked  to 67
For Contract Speed above 300 feet per minute

Set all parameters marked  to 100
Example: Contract speed = 400 feet per minute

Set parameters marked  to 100
 WARNING: CONTRACT SPEED must be entered ACCURATELY to
prevent personal injury and/or equipment damage. A single missing
character (i.e.: 100 vs. 1000) will produce a GREATER THAN
INTENDED EFFECT on speed pattern calculated internally by Pixel.
3.4 Run the Car on Construction Mode
 NOTE: Pixel will prevent the car from moving until the required
Construction Mode signal status is achieved.
 NOTE: Construction Mode allows the car to run On Car Top or Machine
Room Inspection to a maximum speed of 50 fpm or the programmed
inspection speed, whichever is less.
Navigate to the home screen, and then follow step-by-step instructions.

 Home
Confirm that the Pixel screen displays, “No Faults.”
If a fault condition is indicated

 Help
Read the fault description and follow instructions for resolving the issue
Once recommended actions are completed press the

 System Fault Reset
This will clear a “fault latched” state.
 NOTE: The highest priority fault is displayed on the Pixel home screen (No
Faults is the default). Lower priority faults may be revealed once the first
fault is resolved. Repeat instructions above until No Fault are displayed.

 NOTE: Faults are classified as either latching or non-latching. While non-
latching faults self-reset, all faults are recorded in fault counters and logs.
3.4.1 Attempt to Move Car
Command the car to move on Inspection up or down while observing drive sheave
directional rotation. If directional rotation agrees with commanded direction skip to
section 3.4.2 below.
Refer to Appendix Section x1.4, Motor Rotation verification if necessary, to correct

reversed rotation.
 WARNING: Motor control, speed, and directional rotation must be

confirmed BEFORE PROCEEDING to section 3.4.2 below.
3.4.2 Brake(S) Adjustment
 NOTE: Refer to Appendix F for Serial interface driven main brake for set-
up and adjustment instructions, then continue at step 3.4.2.2 below.
3.4.2.1 Main Brake Relay Logic interface adjustment
While attempting to run the car, adjust the main brake pick and hold voltage
outputs by adjusting power resistors for picking and holding voltages, refer to job
prints Page 2 for brake power resistors adjustment instructions.
 NOTE: Brake power resistors are located inside the resistor cage on top of
the controller.
3.4.2.2 Auxiliary Brake Relay Logic interface adjustment
 NOTE: Refer to Appendix F for Serial interface driven Auxiliary brake for
setup and adjustment instructions then continue on step 3.4.2.3 or for
Rope Gripper to respective manufacturer installation and adjustment for
set-up and adjustment instructions then continue on step 3.4.2.3 below
While attempting to run the car, adjust Auxiliary brake pick and hold voltage
outputs by adjusting power resistors for picking and holding voltages, refer to job
prints Page 2 for brake power resistors adjustment instructions.
 NOTE: Brake power resistors are located inside the resistor cage on top of
the controller.

3.4.3 Brake Mechanical Operation
Prove that the Main brake will properly hold at least an empty car. Perform any
necessary mechanical adjustments to obtain proper brake operation. Refer to the
brake manufacturer adjustment instructions to perform necessary brake
adjustments.
3.4.4 Verify Car Speed

Command the car to move on Inspection up or down while measuring car speed,
verify commanded vs. measured speed agree. If commanded vs. measured
speeds agree skip to section 3.4.5 below.
Refer to Appendix Section x1.5, Commanded vs. Measured Speed Calibration if

necessary, to correct a speed mismatch.
 WARNING: Commanded vs. Measured speed must agree BEFORE

PROCEEDING to section 3.4.5 below.
3.4.5 System Startup Complete

At this point the system startup is complete: the elevator car should run correctly
on Construction mode Machine Room Top Inspection or Machine Room
Inspection modes.
If you are unable to run the car, review the steps in Section 3 to section 3.4.5
above, and repeat as required.
Elevator system hardware installation should be completed next, including
installation of the Cartop box, Car Operating Panel, Landa™ dual head positioning
system etc. in order to enable the car to transition from Construction Mode to
Inspection and Automatic modes of operation.
3.5 System Components Installation and Wiring

3.5. 1 TOC Box Installation
The Pixel TOC box is supplied with necessary hardware to permanently attach it
to the crosshead using Unistrut and clamps.
Survey the cartop and determine the best quadrant for mounting, setup and ease
of wiring to door operator(s), load weighing devices, Landa™ positioning
hardware, fans and cab accessories to the TOC box. Refer to job prints page
QR6/ TOC1 for instructions and details of TOC mechanical installation.
Install the TOC box provided. If your TOC box includes the optional pre-wired Car
Top Inspection Station, install the TOC box the light bulb and light bulb mesh
protection provided. Install the Emergency Stop push button switch.

 NOTE: Pixel’s pre-wired Car Top Inspection Station light bulb, light bulb
mesh protection, and the Emergency Stop push button switch are shipped
inside the TOC box.
Once the TOC box has been installed, if you did not order the pre-wired Car Top
Inspection Station, wire the job Inspection Station provided by others to the TOC
Box, referring to page QR3/ CW of the prints for wiring instructions.
3.5.2 COP Installation Wiring

Refer to your COP panel provider and cab manufacturer for any special
installation instructions for the pre-wired COP panel. Use the harness provided to
connect to the TOC box. Refer to job prints page QR3/ CW for harness wiring
details.
 NOTE: A color-coded harness is provided to simplify connection of the

COP(s) to the TOC. One harness is shipped with the TOC box for each
COP.
 NOTE: Place the switch for Independent Service to on and leave it on to
make sure car will open doors while transferring from TEST to Independent
service as indicated in Section 4, final adjustment below, to ensure car will
open doors to enable access to cab.
3.5.3 Traveler Cable Installation and Wiring

Install the Traveler Cable and wiring. Refer to your traveler cable provider and cab
manufacturer for any special installation instructions. Refer to page QR3/ CW of
the prints for traveler wire count as well as for one-to-one terminal wiring
instructions.
 NOTE: A separate black terminal strip is provided, in the controller, to wire

one to one the traveler cable conductors to the controller. Another
identical terminal strip is located inside the TOC box. The top portion of
the TOC box terminal strip is intended for termination of traveler cable
conductors.
3.5.4 Positioning System Installation
 NOTE: If using an APS position system instead of a Landa™, refer to

Appendix E for installations instructions then skip to section 3.5.5 below.
3.5.4.1 Landa™ Encoded Tape

Landa™ Positioning System is supplied with necessary hardware to permanently
attach it to the rails and crosshead using Unistrut and clamps. Survey the cartop

and hoistway to determine the quadrant that provides clearance for the Encoded
Tape to run the entire length of the hoistway. Refer to page QR5/ PS1 of the
prints for installation guidelines.
Start by fastening the top end of the tape to the top-of-hoistway bracket, and then
allow the roll to descend the hoistway.
 NOTE: The Encoded Tape is polarized so it must be installed with the start
position at the bottom of the hoistway. To simplify installation, tape has
been coiled with the top end on the outside of the roll.
3.5.4.2 Landa™ Dual Sensor Head Installation and Wiring
The sensor heads can be mounted on any of their three sides to facilitate
encoded tape position and sensor head assemble locations. Refer to page QR5/
PS1 of the prints for installation guidelines.
Connect the Sensor heads to the TOC box using the color-coded wiring
harnesses provided. Refer to page QR5/ PS1 of the prints for wiring details.
 NOTE: The Auxiliary sensor head (selector 2) is the one mounted at the
top of the Landa Dual Sensor Head bracket assembly. It connects to the
TOC JASEL connector on the TOC board. The Main sensor head (selector
1) is the one mounted at the bottom of the bracket and connects to the
TOC JMSEL connector.
3.5.4.3 Landa™ Positioning System Verification
Using the TOC access point, verify the distance between the two position sensor
heads. Navigate to:
 Home 
 Install 
 Learn Functions 
 Virtual Limits 
 Tape Reader Offset 
 Learn or  Back
Verify proper operation of the Landa system. Navigate to:
 Home 
 Install 
 View Selector Data 

a. Confirm that the position displayed for selector 1 should be smaller than
selector 2. If not, swap the pluggable terminal strips JMSEL and JASEL on
the P-TOC board.
b. Confirm that selector positions increment and decrement together as you
run the car either up or down.
c. Confirm that the RAW delta difference is between 0.7 to1 feet, and roughly
matches the physical distance between the two sensor heads as mounted.
 NOTE: If you cannot confirm performance as described above, repeat

steps in Section 3.5.4 until the landing system operates correctly.
3.5.5 Cab and Hoistway Wiring

3.5.5.1 Mechanical Switches and Peripherals Wiring
Refer to page QR3/ CW of the prints for cab peripherals, such as Door Operator,
Photo Detectors, Fans and Lights, etc. requirements and wiring guidelines. Install
and wire as necessary.
Refer to page QR4/ HMW of the prints for hoistway switches requirements and
wiring guidelines. Install and wire necessary mechanical switches.
3.5.5.2 Hall Network
Refer to your Fixture manufacturer for any special installation instructions for the
EC-Ready pre-wired Hall Stations. See page QR4/ HMW of the prints for hall
station node wiring guidelines.
 NOTE: CAN-driven hall station nodes require power and data wiring. Care
must be observed not to interchange data wires and power wires so
node(s) will be able to access the network and communicate.
3.5.5.2.1 Pixel RJ45 Hall Wiring Option
If the controller purchase included the optional Pixel RJ45 Hall Wiring option,
consisting of all the necessary RJ45 cables and RJ45 cable splitters to wire the
Hall network to Pixel, refer to page QR4/ HMW of prints and observe that the use
of RJ45 splitters is optional the P-Hall boards have two RJ45 female jacks that
can be used to interconnect the hall network eliminating the need of splitters and
the three feet RJ45 cables used to connect from the splitter to the hall nodes.
 NOTE: The on-board P-Hall RJ45 female jacks can be used for either input
or output to connect them directly to the hall network eliminating the RJ45
splitters and the three feet cables from splitter to hall nodes.

3.5.6 Verify Network Set Up
Pixel network is divided into Cab and Hall node networks to facilitate setup and
troubleshooting. Pixel needs to be told what to expect as part of each network
through configuration parameters that can be manipulated navigating to:
 Home 
 Install 
 MP CAB Node Network  or  HALL Node Network 
 NOTE: Even though Pixel’s “This Job” network parameters have been
factory preset it is important to verify them or be able to re-configure to
match job requirements.
3.5.6.1 MP Cab Node Network Setup Verification

The Cab Node Network window indicates to Pixel which nodes to expect as part
of “This Job” Cab nodes, verify settings to match job requirements for the correct
number and type COP nodes, Door Operator, and load weigh device.
 NOTE: If the door operator interface is not CAN driven set CAN Driven
Door Operator to No. if no Load Weigh Device is to be used set Load
Weigh device to None, or Discrete for dry contact interface, or CAN Based if CAN
driven.
3.5.6.2 HALL Node Network Setup Verification

The Hall Node Network window indicates to Pixel which nodes to expect as part of
“This Job” Hall Nodes on top of the Hall Call Nodes which are defaulted to be part
of the network based on car landing eligibility, verify settings to match job
requirements for the correct number and type
 NOTE: If top or/ and bottom inspection access operation will be required
and the job has front and rear doors openings, the top and bottom access
nodes must be configured to the door opening access operation which
locks will be bypassed while active.
3.5.7 Verify Network Communications

Once wiring has been completed, and the network set up verified, Pixel needs to
acknowledge each node throughout the network, to facility this task Pixel network
verification has been divided into four landscape windows as follows:

3.5.7.1 Car Network Landscape
Once cab wiring has been completed can be viewed navigating to:
 Home 
 Install 
 Car Network Landscape 
Selecting the Car Network Landscape menu causes the Pixel MP to perform a
node search for all available CAN-driven cab nodes and display a list of nodes
found. Verify that the list confirms all expected and required cab nodes and
correct wiring or Pixel nodes switchgear as needed to obtain expected network
nodes listing.
3.5.7.2 Pixel Car Nodes Switchgear Configuration

Each Pixel node member having an on-board configuration switchgear, must be
configured to behave for the selected task to be performed as follows:
a. COP main front switch 1 On, switches 2, 3, and 4 Off

b. COP Main Auxiliary front switch 2 On, switches 1, 3, and 4 Off
c. COP main rear switch 1 and 2 On, switches 3, and 4 Off
d. COP Main Auxiliary front switch 3 On, switches 1, 2, and 4 Off
e. CNEX Nodes utilize switches 1 to 4 in binary mode to identify node
number, with all switches off as reserved configuration, i.e. CNEX one will
have switch 1 On, switches 2, 3, and 4 Off.
 NOTE: Press theRefresh soft key if any node switch gear has been
modified or if any node wiring has been correct to cause the Pixel MP to
perform a node search and refresh window data.
3.5.7.3 Car Hall Network Landscape

Once hall wiring has been completed can be viewed navigating to:
 Home 
 Install 
 Car Hall Network Landscape 

Selecting the Car Hall Network Landscape menu causes the Pixel MP to perform
a node search for all available CAN-driven Car Hall nodes and display a list of
nodes found. Verify that the list confirms all job required Car Hall nodes, i.e. Top
and Bottom Access, Hall Gongs, Etc., refer to job prints page 9 for job required
car hall node configuration switch gear.
 NOTE: Press theRefresh soft key if any node switch gear has been
3.5.7.4 System Hall Network Landscape

 Home 
 Install 
 System Hall Network Landscape 
Selecting the System Hall Network Landscape menu causes the Pixel MP to
perform a node search for all available CAN-driven system nodes and display a
list of nodes found. Verify that the list confirms all required System Hall nodes, i.e.
Hall Calls, Fire Service, Hospital Calls, Etc, refer to job prints page 9 for job
required system hall node configuration switch gear.
 NOTE: Press the Refresh soft key if any node switch gear has been
3.5.7.5 Unknown Node Landscape

 Home 
 Install 
 Unknown Node Landscape 
Selecting the Unknown Node Landscape menu causes the Pixel MP to perform a
node search for all CAN-driven nodes whose switchgear has an invalid switchgear
configuration and display a list of nodes found, this window is useful in helping to

determine if the correct number of nodes has been installed but their switch gear
may not be properly configured, refer to job prints page 9 for job required system
node configurations switch gear.
 NOTE: Press the Refresh soft key if any node switch gear has been
3.6 Verify Hoistway Clearance

Inspect the full length of the hoistway to ensure availability of required free
running clearances. Check all door locks to ensure that they also have proper
clearances.
While running the car, verify that the Landa encoded tape selector heads allow
tape to pass freely with no continuous contact. Make necessary adjustments to
correct any misalignment.
 NOTE: The position of the Landa sensor heads in relation to the encoded
tape must be consistently maintained throughout the entire hoistway for the
system to function reliably.
3.7 Verify Connectors Properly Seated
Verify that all connectors in the system are correctly seated. Ribbon and plug in
field wiring connectors can work loose during shipment or installation. Press firmly
on all connectors to verify seating. If this car is part of a group system, verify that
required car-to-car communications cables are installed, along with any #18 Awg.
cross connection wiring according to the page QR4/ HMW of the prints.
 CAUTION: Proper seating and secure latching of all connectors is critical to

reliable system operation.
3.8 Hoistway Position Learn
Pixel needs to “learn” the position of the virtual door zone positions, as well as
virtual positions for the top and bottom normal and access limit positions. This
process can be completed all at once or by individual “target”. The learn process
is broken into sections for clarity.
 NOTE: Pixel must learn the virtual bottom landing door zone position first
such position will be used to normalize all other virtual positions.

3.8.1 Floor Setup
3.8.1.1 Bottom Landing Setup
Pixel must “learn” the position of the bottom landing first; such position must be
learned by positioning the car at the bottom landing position. The bottom landing
position will be used to normalize the encoded position read from the tape at the
bottom landing to 1.2 feet and use this virtual position to scale all other floors and
virtual limits required by Pixel logic.
 NOTE: The bottom landing position does not have to be set precisely at
this time, its value will be fine-tuned during Final Adjustment Section 4, and
all other positions will be automatically adjusted to reflect change in bottom
floor normalized position.
To learn the bottom landing position, drive the car to the approximate bottom
landing location and navigate to:
 Home 
 Install 
 Floor Set Up 
 Landing Number 
 Rotate Landing Number value to select bottom landing 
Press the  Learn soft key, to learn position.
Press the  Save soft key, to permanently store position.
 NOTE: Press the  Cancel soft key to abort learning position and make a
new selection, or to return to the previous menu without saving.
 NOTE: The Car’s Current Position value and the Door Zone Position
values change to 1.2 ft value
 NOTE: The Down Normal Terminal virtual switch position, DNL, will be
defaulted to a position 2 inches below the bottom landing Door Zone
Position value, i.e. 1 ft, its position can be adjusted from 0.5 to 4 inches as
needed to match elevator performance.

3.8.1.2 All Other Landings Setup
Pixel will use the bottom landing position to learn and normalize the remaining
landing positions. Positions can be learned by Learn by Position (indicated by this
symbol ) or Learn by Input Value (indicated by this symbol)

 NOTE: The landing position does not have to be set precisely at this
time – values will be fine-tuned during Final Adjustment Section 4.
Learn by Position
Drive the car to the landing position to “Learn” and navigate to:
 Home 
 Install 
 Rotate to select landing position to be learn 
Press the Learn soft key, to learn position.
Press the Save soft key, to permanently store position.
 NOTE: Press the Cancel soft key to abort learning position and make a
Repeat Steps above for all landings.
 Learn by Input Value

If the approximate landing to landing distance is known, such distance can be
entered to Pixel data base, instead of driving the car to the landing position to
learn it.
 NOTE: To use this method, Step 3.8.1.1 Bottom Landing Setup must have
been performed.
Examples of calculations for landing position entry values, assuming 10
feet from landing to landing:

a. Landing Position second landing= Bottom Landing position + Distance
from bottom to second landing.
Landing position second landing = 1 ft + 10ft = 11ft.
b. Landing Position fifth landing = Bottom Landing position + Distance
from bottom to fifth landing.
Landing Position fifth landing = 1ft + (4 landings x 10 ft per landing)
Landing Position fifth landing = 1ft + 40 ft = 41 ft
Calculate values for all landings then navigate to:
 Home 
 Install 
 Rotate to select landing position to be entered 
 Rotate to enter calculated value for Landing Position 
 NOTE: The x1  soft key can be used to adjust the magnitude/size of
rotational increments by 1, 10, 100, or 1000, back to1.
Repeat Steps above for all but bottom landing landings.
 NOTE: The FLOOR SETUP window allows the manipulation of the position
indicator landing labels displayed, as well as verification of individual
landing CAN-driven network devices. This area will be explored further in
Final Adjustment Section 4 of this manual.
3.8.2 Limit Switches

Pixel logic will default the Up , Up Normal Limit (UNL), and Down, Down Normal
Limit (DNL), normal travel positions to be two inches below the bottom landing for
the down normal limit position of travel and two inches above the top landing for
the up normal limit position of travel.

The UNL and DNL positions can be adjusted to be a maximum of 4 inches past
the direction of travel if required, navigating to:
 Home 
 Install 
 Limit Switches 
 Up Normal Limit (UNL)  or  Down Normal Limit (DNL) 
 Rotate to desired position value to be entered 
 NOTE: Press the Cancel soft key to abort learning position and make a
 NOTE: The x1 soft key can be used to adjust the magnitude/size of

 NOTE: The Top and Bottom Terminal Markers are not currently used by
pixel logic, changing their value has no effect on the elevator behavior.
3.8.3 Virtual Limits
3.8.3.1 Top and Bottom Access Virtual Limits

Pixel must “learn” the position of top and bottom access travel positions. Choose
from two learn methods below: Learn by Position (indicated by this symbol ) or
Learn by Input Value (indicated by this symbol  ).
On inspection mode, drive the car to the bottom access travel position.
Navigate to:
 Home 
 Install 

 Bottom Access Limit (BAL) 
 NOTE: Press the  Back soft key to abort learning position and make a
Repeat procedure at the top of the hoistway.
Navigate to:
 Home 
 Install 
 Top Access Limit (TAL) 
 Learn by Input Value
 NOTE: To use this method, Step 3.8.1 Bottom Landing Setup must have
been performed.
a. Note the positions for the Bottom and Top landing recorded on Step 3.8.1.1
and 3.8.1.2 above.
b. Determine the allowed travel distance, based on your cab size and elevator
code requirements.
c. BAT position = Bottom landing Position + allowed travel distance from b
above
d. TAL position = Top landing Position - allowed travel distance from b above
Navigate to:

 Home 
 Install 
 Bottom Access Limit (BAL) 
 Rotate to desired value for BAL position 
 Top Access Limit (TAL) 
 Rotate to desired value for TAL 
 NOTE: The x1  soft key can be used to adjust the magnitude/size of

3.8.3.2 Mid-Hoistway Virtual Position
 WARNING: Mid-Hoistway position must be learned for installations

requiring seismic operation, otherwise skip section 3.8.3.2.
Pixel must “learn” the position where the counterweight meets the elevator cab to
determine direction of movement away from the counterweight in the event of
earthquake detection. All do position can be entered by value it is recommended
to be learned by actually driving the car to the position where the top of the
elevator cab meets the bottom of the counterweight as described below:
On inspection mode, drive the car to the position where the top of the elevator cab
meets the bottom of the counterweight position, navigate to:
 Home 
 Install 

 Mid-Hoistway 
3.9 Transfer of Hoistway Layout

Sections 3.2to 3.8 above allowed Pixel MP Microprocessor to create a virtual
image of the hoistway, such image needs to be transferred to the safety
microprocessors as part of the Safety Configuration for Pixel to allow the car to
operate under TEST mode once Construction Mode is disable, to transfer the
Safety Configuration File to SP1 and SP2 microprocessors follow instructions in
File Transfer submenu, navigate to:
 Home 
 Install 
 File Transfer 
 Safety Configuration Upload 
Press the  Transfer soft key to transfer a configuration file to safety

microprocessors or the  Back soft key to abort transfer.
 NOTE: Through this procedure Pixel will prompt you to wait while the
system enters and exits file transfer mode operation. Do not press any
keys during a wait timeout to prevent file transfer corruptions. Wait for
Pixel to confirm that it is ready to receive dashboard command.

3.10 Disable Construction Mode of Operation
Pixel components have now been installed and functional operation verified. You
can now transition Pixel from Construction Mode to Inspection Mode.
Construction mode is enabled or disabled by using the Touch&GoTM knob
navigate to:
 Home 
 Install 
 Construction Mode 
 Disable or  Cancel


Section 4 – Final Adjustment
4.1 Door Adjustment

The elevator door operator (or operators) should be adjusted to provide desired
door performance
a. Position the car in a convenient location within the hoistway to adjust car
doors to a preliminary setting.
b. Place the car on inspection mode then follow the adjustment procedure
provided by the door operator manufacturer.
 NOTE: Most solid-state door control systems use adjustment procedures

that require no interaction with the elevator controller.
4.2 Check Hoistway Clearances

For the door operator to operate properly, all door equipment clutches, rollers, etc.
must be adjusted to the correct running clearances.
Make sure all hoistway and car doors for this elevator are closed and locked.
Run the car the entire length of the hoistway on inspection, while riding the cartop,
to be sure that the hoistway is completely clear of obstructions. View the cartop
system access point to confirm that the positioning system tape and sensor head
continuously track car position. Navigate to:
 Home 
 Install 
Make any necessary adjustments to tape alignment before proceeding.
4.3 Use of Test Switch

Place the TEST switch in the “Test” position (the TEST switch is located on the
lower right of the P-MP board). In the test position the controller will not open
doors (either front or rear) and the car will behave as on Independent Service
mode of operation.
Switch from inspection to normal operation. The car should travel to the closest
landing.

 NOTE: If this does not happen, view the Pixel screen from any system
access point and see if a fault condition is displayed. Consult onboard help
by pressing the yellow  Help key for guidance to resolve any fault that
might prevent the car from moving.
The car will be ready to respond to car call demand as soon as the READY and
AT FLOOR indicators are lit and the RE-LEVEL indicator is off. This confirms that
the car has completed leveling at a landing. If any door opening device is active –
Door Open Button, DOB, Safety Edge, SE, Photo Eye Sensor PHE, Door Lock,
Door Closed, Car Gate not closed – the car will be prevented from responding to
car call demand.
Observe door input status by navigating to:
 Home 
 Troubleshoot 
 Flags 
 Door Flags 
Correct wiring or repair any device necessary to eliminate the active input that is
preventing car movement.
Refer to Section 7 – Troubleshooting in this manual for more troubleshooting

assistance.
4.4 Speed Profile Parameters

This section is intended to empower the adjustor with an understanding of the
relationship between Pixel and its Speed Profile Parameters. This understanding
is essential to obtain maximum ride performance and comfort during final ride
adjustment.
4.4.1 Position & Velocity Feedback System (PVF)

Pixel uses the elevator’s speed and position – captured using a dual feedback
servo loop – to deliver optimum ride and performance. The Position and Velocity
Feedback system (PVF) firmware uses jerk rates, acceleration rates and
deceleration rates to generate a steeples speed pattern. Figure 4.4.1 illustrates
these basic physical characteristics of motion.

CONSTANT
VELOCITY
Rollover Decel
Jerk Jerk
SPEED
Acceleration Deceleration
LEVELING
SPEED
Initial
LEVELING
Jerk
DECEL TIME
TIME
Figure 4.4.1 Physical Characteristics of Motion
4.4.2 Parameters for Position & Velocity Feedback (PVF)

Table 4.4-1 lists adjustable parameters available to customize car speed and
performance profiles. Sections4.4.3 through 4.4.30 provide a brief description for
each parameter, the adjustment range, and a more detailed explanation for each
available parameter.
Table 4.4-1 Parameters for Position & Velocity Feedback

4.4.3 Contract Speed 4.4.18 Leveling Trip Speed
4.4.4 Inspection Speed 4.4.19 Earthquake Trip Speed
4.4.5 Leveling Speed 4.4.20 Terminal % Trip Speed
4.4.6 Re-Leveling Speed 4.4.21 Level Zone
4.4.7 Earthquake Speed 4.4.22 Dead Zone
4.4.8 Initial Jerk 4.4.23 Traction Loss % Speed
4.4.9 Roll Over Jerk 4.4.24 Releveling Distance
4.4.10 Deceleration Jerk 4.4.25 Releveling Timeout
4.4.11 Acceleration 4.4.26 Releveling Offset
4.4.12 Deceleration 4.4.27 Speed Pattern Scaling
4.4.13 Leveling Decel Time 4.4.28 Ramp to Stop
4.4.14 SLDN End Marker 4.4.29 ISTU-ISTD Factor
4.4.15 Pattern Delay 4.4.30 L1000A Reg. Release
4.4.16 Highspeed Trip Speed 4.4.31 Pattern Type
4.4.17 Inspection Trip Speed 4.4.32 Emergency Slowdown Factor

4.4.3 Contract Speed
Brief Description: The Contract Speed parameter must be set to
the contract speed of this car. The value is
preset at the factory based on speed specified
on your data sheets.
Adjustment Range: 25 - 1400 fpm

Units of Measure: feet per minute
Detailed Explanation: The Contract Speed parameter sets the scale
values for all other parameters of the PVF
loop. This parameter must be set correctly for
all other speed parameters to function
properly.
4.4.4 Inspection Speed

Brief Description: Inspection Speed parameter limits maximum
car speed on inspection mode, higher values
in inspection speed result in faster speeds
during movement on inspection.

Default: 040 fpm
Detailed Explanation: Acceleration parameter controls the rate at
which the car reaches inspection speed. The
higher the acceleration value the sharper the
rate.
4.4.5 Leveling Speed

Brief Description: Leveling Speed parameter controls the final
speed of the car when coming into a floor.
Increasing leveling speed will increase this
final speed.

Default: 05 fpm
Detailed Explanation: Decreasing leveling speed will reduce the stop
shock felt when the break sets. If leveling
speed is set too high it will cause the car to
overshoot the floor. Once Leveling Speed is

set, use SLDN End Marker to eliminate any
overshoot.
4.4.6 Re-leveling Speed

Brief Description: Re-leveling Speed parameter limits maximum
car speed during re-leveling. Higher values in
re-leveling speed result in faster speeds
during a re-level.

Default: 06 fpm
Detailed Explanation: Acceleration parameter controls the rate at
which the car reaches re-leveling speed. The
higher the acceleration value the sharper the
rate.
4.4.7 Earthquake Speed

Brief Description: Earthquake Speed parameter limits maximum
car speed during Earthquake normal operation
higher values in Earthquake speed result in
faster speeds during Earthquake Normal
mode of operation.

Default: 120 fpm
Detailed Explanation: Earthquake speed will replace the Contract
speed value for cars allowed to operate in
automatic mode once an earthquake normal
mode of operation has been initiated.
4.4.8 Initial Jerk

Brief Description: The Initial Jerk parameter controls the
softness of the start of the velocity pattern.
Larger values result in car occupants feeling a
greater g-force when starting. With larger jerk
values, the car reaches contract speed more
rapidly, since the pattern spends less time in
rounding.
Adjustment Range: 25 - 500 fpm/s/s

Default: 80 fpm/s/s
Units of Measure: feet per minute per second per second
Detailed Explanation: The exact amount of time spent in rounding
depends on the acceleration rate. Rounding
time is acceleration ÷ initial jerk and should
normally be adjusted between 0.6 to 1.3
seconds. You can easily set a one second
round by setting the jerk numerically equal to
the acceleration.
If the acceleration is 200 FPM/S, an initial jerk

value of 200 FPM/S/S will provide one second
of initial rounding. The jerk rate should not be
set so low that the car cannot reach contract
speed. Initial rounding should never take more
than one half of the total time to reach contract
speed.
The minimum jerk Jmin is equal to:
Jmin= (Acceleration x Acceleration) /

Contract Speed
4.4.9 Rollover Jerk
Brief Description: The Rollover Jerk parameter controls the

softness of the transition of velocity pattern to
constant velocity. Larger values result in a
greater g-force felt in the car when attaining
maximum speed. With larger jerk values, the
pattern also spends less time in rounding and
reaches contract speed sooner. If the car
overshoots contract speed, decrease the
rollover jerk to reduce overshoot.
Adjustment Range: 25 - 500 fpm/s/s
Default: 80 fpm/s/s
depends on the acceleration rate. The time is
acceleration ÷ rollover jerk and should
normally be 0.6 to 1.3 seconds. You can
easily set a one second rounding time by
setting the jerk numerically equal to the
acceleration. If the acceleration is 200 FPM/S,

roll over jerk value of 200 FPM/S/S will give
one second of rollover rounding. The jerk
should not be so low that the car cannot reach
contract speed. Rollover rounding should
never take more than one half of the total time
to reach contract speed.
Jmin= (Acceleration x Acceleration) /

Contract Speed
4.4.10 Deceleration Jerk

Brief Description: The Deceleration Jerk parameter controls the
softness of the transition from constant
velocity to constant deceleration. Larger
values resulting car occupants feeling a
greater g-force when rounding into constant
deceleration. With larger jerk values, the car
reaches leveling speed more rapidly; since the
pattern spends less time in rounding reaches
leveling speed sooner.
Adjustment Range: 25 – 500 fpm/s/s

Default: 80 fpm/s/s
depends on the deceleration. Rounding time
is deceleration ÷ deceleration jerk and
should normally be adjusted between 0.6 to
1.3 seconds. You can easily set a one second
rounding time by setting the jerk numerically
equal to the deceleration. If the deceleration
is 200 FPM/S, a deceleration jerk value of 200
FPM/S/S will provide one second of
deceleration rounding. The jerk should not be
so low that the drive cannot slowdown from
contract speed. Deceleration rounding
should never take more than one half of the
total time to reach leveling speed.
Jmin= (Deceleration x Deceleration) /

Contract Speed

4.4.11 Acceleration
Brief Description: Acceleration parameter defines the rate at
which the car reaches contract speed. The
higher the acceleration value, the sharper the
rate. For example, with Contract Speed set at
350 FPM, and Acceleration set to 100 FPM/S,
the car will reach contract speed in 3.5
seconds (this calculation does not allow for
rounding). Each rounding corner will normally
add about half of its rounding time to the time
required to reach contract speed.
Adjustment Range: 25 – 300 fpm/s

Default: 80 fpm/s
Units of Measure: feet per minute per second
Detailed Explanation: The acceleration parameter is also used to
control the pattern ramp-up during re-level or
inspection mode. Changing this parameter will
change the rate at which respective rated
speeds are attained for automatic run
patterns, inspection patterns and re-level
patterns.
 NOTE: Divide FPM/S by 60 to get ft/s2
4.4.12 Deceleration
Brief Description: Deceleration parameter defines the rate at
which the car reaches leveling speed. The
higher the deceleration value, the sharper the
rate.
Adjustment Range: 25 – 300 fpm/s

Default: 80 ftm/s
Units of Measure: feet per minute per second
Detailed Explanation: For example, with Contract Speed set at 350
FPM, and Deceleration set to 100 FPM/S, the
car will reach leveling speed in 3.5 seconds.
This calculation is before rounding is
considered. Each rounding corner will
normally add about half of its rounding time to
the time to reach contract speed.

4.4.13 Leveling Decel Time
Brief Description: Leveling Decel. Time parameter creates a
pattern ramp down from leveling speed to
stop, instead of a step from leveling speed to
stop. The default value for this parameter is 0
and should remain 0 for most applications.
Adjustment Range: 0 - 1000 msec

Default: 0000 msec
Units of Measure: milliseconds
Detailed Explanation: Increasing this parameter will allow car to
“float” further into the dead zone after leveling
has completed using a time controlled “level
decel rate”. A value of zero, or too high a
value, may cause overshoot.
 NOTE: With Leveling Decel. Time set to zero, leveling speed output is
maintained until an up or down command drops (no “level decel” applied).
4.4.14 SLDN End Marker

Brief Description: SLDN End Marker determines where the car
begins targeting the floor. The larger the
value, the further away targeting begins.
SLDN End Marker also controls the softness
of the final rounding during an automatic run.
Larger values produce softer approaches to
the floor.
Adjustment Range: 0.1 - 2.0 ft

Default: 1.0 ft
Units of Measure: feet
Detailed Explanation: SLDN End Marker works with leveling speed
to determine how the car comes into a floor.
High values of SLDN End Marker and low
leveling speeds produce more accurate and
softer approaches to the floor. Reducing
leveling speed will reduce stop shock as the
brake sets. However, softer and more
accurate approaches also mean longer brake-
to-brake times.

4.4.15 Pattern Delay
Brief Description: Pattern Delay timer holds the pattern at zero
speed for the amount of time specified, after
the UP or DN command is sent to the motor
drive unit.

Default: 0000 msec
Units of Measure: milliseconds
Detailed Explanation: Use pattern delay to compensate for a
sluggish brake pick. If the car pulls through the
brake at start, increase pattern delay to hold
zero pattern longer time at start, which will
allow time for the brake to pick before pattern
begins to accelerate the car.
4.4.16 Highspeed Trip Speed

Brief Description: Speed value at which the safety processors,
SP1 or SP2 will declare an Overspeed
condition to trigger a Contract Overspeed
latching fault bringing the car to a halt.
Adjustment Range: 0001 - Contact Speed + 25%

Default: Contract Speed + 10%
Detailed Explanation: Adjust Contract Trip Speed in conjunction with
the motor drive unit response to prevent safety
processors, SP1 or SP2 from intermittently
declaring an Overspeed latching fault.
Contract Overspeed condition usually occurs
while the car is transitioning from reaching
contract speed to stable contract speed, thus
reducing the Rollover Jerk value allows for
smoother transition demanding less torque
from the motor drive unit lowering contract
speed overshoot.
4.4.17 Inspection Trip Speed

condition to trigger an Inspection Overspeed

Adjustment Range: 000 – 187 fpm
Default: 100 fpm
Detailed Explanation: Adjust Inspection Trip Speed in conjunction
with the motor drive unit response to prevent
safety processors, SP1 or SP2 from
intermittently declaring an Inspection
Overspeed latching fault.
Inspection overspeed condition usually occurs
while the car is transitioning from reaching
inspection speed to stable inspection speed,
thus reducing the Acceleration parameter
value allows for smoother transition
demanding less torque from the motor drive
unit lowering contract inspection speed
overshoot.
4.4.18 Leveling Trip Speed

condition to trigger a Leveling Overspeed

Default: 100 fpm
Detailed Explanation: Adjust Leveling Trip Speed in conjunction with
the motor drive unit response to prevent safety
processors, SP1 or SP2, from intermittently
declaring a Leveling Overspeed latching fault.
Leveling overspeed condition usually occurs
while the car enters the Leveling Zone.
Decreasing the Deceleration parameter value
allows for lower speeds while entering the
Leveling Zone.
 NOTE: Leveling Trip Speed is not monitoring the Leveling or Re-Leveling

final speeds, rather the maximum speed allowed for the car to be running
within the Leveling Zone.
4.4.19 Earthquake Trip Speed

SP1 or SP2 will declare an overspped

condition to trigger an Earthquake overspeed
Default: 150 fpm
Detailed Explanation: Adjust Earthquake Trip Speed in conjunction
intermittently declaring an Earthquake
Overspeed latching fault. Earthquake
Overspeed condition usually occurs while the
car is transitioning from reaching earthquake
speed to stable earthquake speed. Reducing
the Rollover Jerk value allows for smoother
transition, demanding less torque from the
motor drive unit, and lowering earthquake
speed overshoot.
4.4.20 Terminals % Trip Speed

Brief Description: This is the percentage speed value from
learned slowdown speed profiles – up and
down – at which the safety processors, SP1 or
SP2, will declare a Slowdown Overspeed
condition that in turn will trigger a Slowdown
Speed latching fault, bringing the car to a halt.
Adjustment Range: 000 - 100 %

Default: 10 %
Units of Measure: Percentage of digitized learned pattern
Detailed Explanation: Adjust Percentage Overspeed in conjunction
intermittently declaring a Slowdown
Overspeed latching fault.
 NOTE: Percentage Overspeed monitors the difference between the
learned slowdown position and speed and compares it to the current the
current car position and speed dynamically.
4.4.21 Level Zone

Brief Description: Level Zone, or Trucking Zone, defines the
Door Zone area where leveling and door
operations are allowed

Adjustment Range: 0.01 - 1.00 ft
Default: 0.83 ft
Detailed Explanation: Increasing the Level Zone, increases the area
where door operations and leveling speed
monitoring take place.
4.4.22 Dead Zone

Brief Description: Area within Door Zone, or Trucking Zone,
where the car is considered to be leveled with
the floor, the accuracy value is the parameter
value divided by two to account for above and
below the car leveled center position.
Adjustment Range: .01 - .25 ft

Default: 0.05 ft
Detailed Explanation: Increasing the Dead Zone allows less
accuracy while leveled with the floor,
decreasing the re-leveling operation.
4.4.23 Traction Loss Speed %

Brief Description: Parameter determines the % differential of
how much less the measured speed from
commanded speed is permitted before a
Traction Loss Fault is triggered.
Adjustment Range: 001 – 100 %

Default: 050 %
Units of Measure: Percentage of Commanded Speed
Detailed Explanation: The higher the % value the larger speed

differential allowed, it works in conjunction
with Traction Lost Timer so that the speed
differential has to be larger than the
programmed % for a timeout larger than the
programmed timeout to declare a Traction
Loss Fault.

Traction Lost Timer location navigate to:
 Home 
 Adjust 
 Car Performance 
 Timers 
 Traction Timers 
 Traction Loss Timer  Default Value to 10 Seconds
4.4.24 Releveling Distance

Brief Description: Area within the Leveling Zone where
releveling operation will be timed before
execution to allow for the Cab to settle.
Adjustment Range: .000 - .500 ft

Default: 0.120 ft
Detailed Explanation: Enter a distance value corresponding to the
cable stretch at the lowest landing where the
car will be allowed to settle before releveling,
to prevent up-down releveling rocking motion.
4.4.25 Releveling Timeout

Brief Description: Timeout period allowed for the car to settle
before releveling operation is allowed, while
the car is within the Releveling Distance area.

Default: 2500 msec
Units of Measure: Thousands of a Second
Detailed Explanation: Enter a timeout value required to allow for the
rope stretching settling, to allow releveling
operation.

4.4.26 Releveling Offset
Brief Description: Offset value added to the Leveling Up or
Down location to allow Pixel to drive the car
further towards the center of the Dead Zone
on a Relevel Up or Down operation.
Adjustment Range: 0 – 0.250 Feet

Default: 0.012 ft
Units of Measure: Feet
Detailed Explanation: Incrementing parameter value allows Pixel to
drive the cab farther into the Dead Zone area
to avoid leaving the cab at a position too close
to the up or down leveling position to prevent
excessive releveling.
 NOTE: Make sure that the value entered for Releveling Offset parameter is
less than the Dead Zone Parameter value dived by 2 to prevent leveling
zones overlaps during releveling operation.
4.4.27 Speed Pattern Scaling

Brief Description: Drive speed command is scaled down to the
programmed percentage value.
Adjustment Range: OFF- 001 – 100%

Default: OFF
Units of Measure: Percentage of Speed Command
Detailed Explanation: The speed command sent to the drive unit is
scale down, to allow running of a motor at job
contact speed below the minimum drive
programmable speed output.
4.4.28 Ramp to Stop

Brief Description: Drive direction command at stop.
Adjustment Range: No / Yes

Default: No
Units of Measure: None
Detailed Explanation: Directs Pixel’s logic if set to Yes to remove
drive direction from the drive command while
at Stop Position Lock, if set No to keep
direction as part of the drive stop command.

4.4.29 ISTU-ISTD Factor
Brief Description: Factory test parameter set at 1.50.
4.4.30 L1000A Reg. Release

Brief Description: Parameter indicates Pixel that the L1000 Drive
parameter P1-04 has been set to 20 instead of
4B to switch register U1-12 with U1-20 in the
communicated buffer from the L1000A drive to
Pixel.
Adjustment Range: No / Yes

Default: Yes
Detailed Explanation: Using information from register U1-20 Pixel is
able to optimize brake pick control by turning
on the brake control logic after the L1000A
drive has turned on its brake release control
output driving the RUN relay through terminals
M1-M2 configured through parameter H2-01
for brake control output with a value of 50.
 NOTE: Pixel jobs provided with the L1000A drive unit set drive parameter
H2-01 to 50 regardless of the setting of L1000A Reg. Release parameter
settings. If setting L1000A Reg. Release to Yes will require a setting of P1-
04 =20, if set to No will require a setting of P1-04 =4B.
4.4.31 Pattern Type

Brief Description: Generate speed command profile utilizing full
drive and positioning system resolution.
Adjustment Range: Legacy / HP

Default: HP
Detailed Explanation: If set to legacy Pixel will generate speed
profile command using a scaled factor of the
positioning system, if set to HP it will generate
a speed command profile utilizing full drive
and positioning system resolution.
 NOTE: Reset the P-MP if parameter is modified to allow Pixel to re-initialize
its firmware.

4.4.32 Emergency Slowdown Factor
Brief Description: Multiplier applied to the Deceleration rate
during an emergency slowdown speed ramp.
Adjustment Range: 1.00 – 2.50

Default: 1.75
Detailed Explanation: Multiplier determines the rate of change added
to decelerate the car during an emergency
slowdown approach such as the one
generated during a NTS, Normal Terminal
Stop, event or upon seismic detection.
A value of 1 utilizes the same rate as the
deceleration rate, while a value of 2 will
decelerate the car at twice the rate of
deceleration.
 NOTE: Lower parameter value if the motor drive unit is unable to follow the
deceleration speed pattern without the generating a fault during an
emergency slowdown. Consult with Elevator Controls technical support if
value needs to be set below 1.30.
4.5 Motor/ Brake Timers

This section is intended to empower the adjustor with an understanding of Pixel
brake and emergency brake timing parameters available to customize brake and
emergency brake activation and release to improve on the hoist motor
performance, table 4.5-1 below list the timers while sections 4.5.1 through 4.5.7
provide a brief description their adjustment range and a functional explanation for
each available timer.
Table 4.5-1 Motor/ Brake Timers

4.5.1 Brake Pick Delay 4.5.5 BPI Input Timeout
4.5.2 Brake Drop Delay 4.5.6 Aux Brake Hold Delay
4.5.3 Brake Hold Delay 4.5.7 Aux Brake Idle Timer
4.5.4 Zero Speed Hold Delay
 NOTE: Timers resolution is in minutes, seconds and tenths of a second.

4.5.1 Brake Pick Delay
Brief Description: Time delay that the BK, Brake Output, is
penalized at the start of every run.
Adjustment Range: 00:00:00 – 59:59:10

Default: 00:00:00
Units of Measure: Minutes: Seconds: Tenths of a Second
Detailed Explanation: Brake Pick Delay controls the time the BK
output, driving the BK relay, will be held off at
the start of all automatic or inspection runs
after Pixel has determined that it is safe to
start a run, usually adjusted to prevent roll-
back on takeoff or to compensate for a fast
responding brake unit.
4.5.2 Brake Drop Delay

Brief Description: Time delay added to the BK, Brake Output, at
the end of every run.

Default: 00:00:00
Detailed Explanation: Brake Drop Delay controls the time the BK
output, driving the BK relay, will be held on at
the end of all automatic or inspection runs
stop the motor, usually adjusted to allow the
motor to complete an electrical stop before
setting the brake.
4.5.3 Brake Hold Delay

Brief Description: Time delay that the BH, Brake Hold Output, is
penalized at the start of every run.

Default: 00:02:00
Detailed Explanation: Brake Hold Delay controls the time the BH
output, driving the BH relay, will be held off at

start a run, adjusted to allow the brake to fully
pick, keep nominal brake voltage applied to
brake coil, before switching the brake voltage
to holding.
4.5.4 Zero Speed Hold Delay

Brief Description: Time delay added at the end of every run
while Pixel commands zero speed to the drive
unit and holds the AA, Motor Contactor output
on to allow the drive unit to perform a motor
electrical stop and position lock processes.

Default: 00:02:00
Detailed Explanation: Most solid-state motor control units execute an
electrical stop and position lock process at the
end of each run. Zero Speed Hold timeout is
programmed to allocate time for these
processes to take place.
 NOTE: 100 ms are added to Zero Speed Hold timeout after zero speed
command is removed before turning off AA output to prevent AA contactor
arching and to protect drive unit transistor logic.
4.5.5 BPI Input Timeout

Brief Description: Timeout allowed for the brake auxiliary contact
to indicate to the controller through the BPI
input that the brake has lifted.

Default: 00:02:00
Detailed Explanation: Pixel monitors the brake operation through a
monitor contact on the brake unit and declares
a fault if the contact feedback does not
indicate that the brake has lifted before the car
is taken out of service with a Brake Did Not
Lift latching fault.

 NOTE: The BPI input polarity, behavior, and the number of consecutives
runs the car can execute before the Brake Did Not Lift latching fault is
declared are adjustable navigating to:
 Home 
 Adjust 
 Traction Options 
 Break Pick Input Option ; Enables or disables BPI monitoring, with

following configuration options:
a. No = Brake input detection disabled
b. Dest = Allows the car to travel to the current destination landing
c. NextFlr = Allows the car to travel to the next available landing
 BPI NO NC Option ; Polarity of contact normally open or closed
 BPI Fault Threshold ; # of runs allowed before latching BPI fault, default
to 3, for detection on the first occurrence set to 1.
4.5.6 Aux Brake Hold Delay

penalized at the start of run in both up and
down directions.

Default: 00:00:00
back on takeoff to compensate for fast
responding brake units.

4.5.7 Aux Brake Idle Timer
penalized at the start of run in both up and
down directions.

Default: 00:00:00
back on takeoff to compensate for fast
responding brake units.
4.6 Alternate Speed Profile Parameter Set

Pixel provides a set of alternate speed profile parameters to allow for an equal or
lesser performing speed control operation, which can be selected to operate from
the configuration of the Alternate Spd Profile parameter navigating to:
 Home 
 Install 
 Basic Pixel Settings 
 Alternate Spd Profile ; Set to enable/ Disable the Alternate Spd Profile
functionality with following configurations:
a. Disabled = No Alternate Speed Profile functionality
b. L.W. Comm Loss = Enabled by the loss of communications with the
load weighing device.
c. ASP Input = Enabled by an input, requires P-MP IO mapping for input.
d. EPI = Enabled while running under emergency power operation
e. CTF = Enabled while car to floor mode of operation is active
f. ASP + EPI = Either or both c and d above enable operation
g. ASP + CTF = Either or both c and e above enable operation
h. ASP + EPI + CTF= Either c, d , e or all three above will enable
operation

The speed profile parameters and motor brake timers involved in the alternate
speed profile generation are listed on tables 4.6-1 and 4.6-2 below, each
parameter retain the same functionality as its counterpart parameter listed on
sections 4.4 and 4.5 above, and are accessible navigating to:
 Adjust 
 Ride Performance 
 Alternate Speed Profile 
Table 4.6-1 Alternate Speed Profile Parameters

4.6-1.1 Contract Speed 4.6-1.5 Deceleration Jerk
4.6-1.2 Earthquake Speed 4.6-1.7 Acceleration
4.6-1.3 Initial Jerk 4.6-1.8 Deceleration
4.6-1.4 Roll Over Jerk
And to:
 Adjust 
 Alternate Motor/Brake Timers 
Table 4.6-2 Motor/ Brake Timers

4.6-2.1 Brake Pick Delay 4.6-2.4 Zero Speed Hold Delay
4.6-2.2 Brake Drop Delay 4.6-2.5 Aux Brake Hold Delay
4.6-2.3 Brake Hold Delay 4.6-2.6 Aux Brake Idle Timer
4.7 Speed Profile Adjustment
 NOTE: After the speed pattern is adjusted as well as possible from the
machine room, the adjuster should ride the car. The speed pattern
parameters are accessible from the COP access point. There is simply no
substitute for adjusting while riding the car.
4.7.1 Get Car Ready to Run in Test Mode

Set the Machine Room Inspection switch located in Pixel MP Board to INSP and
the TEST switch to TEST position, release the car from car top, in car, or Access
inspection modes to allow it to be operated from Machine Insp. Mode.

Set pixel display to Home/Startup and observe for Machine Insp. and No Faults
display indication, press the HELP push button for guidance in resolving any
reported fault condition.
Using the onboard Machine Room Inspection station drive the car pass the bottom
landing until the down terminal switch opens and the display reports Down
Terminal Switch Open fault. At this position the car should be positioned within a
couple of inches below the bottom floor.
Enable ETS Bypass to prevent SP1 and SP2 safety processors from triggering
Slowdown Terminal Overspeed faults, navigate to:
 Home 
 Install 
 ETS Learn 
 ETS Learn Up 
 ETS Bypass Option 
 Yes
Press the Save soft key, to enable bypass.
 NOTE: Press the  Cancel soft key to abort and make a new selection, or
to return to the previous menu without saving.
Remove the car from Machine Insp. observe for TEST mode and No Faults
display indication. Press the HELP push button for guidance in resolving any
reported fault condition, and section 4.7.2 below to reset Non-TEST Mode of
operation. The car should re-level up to the floor.
 NOTE: The car will attempt to re-level into floor position once Inspection
Mode of operation switches to TEST Mode.
4.7.2 Reset Non-TEST Modes

If Pixel main window displays other Mode of operation, such as Emergency
Power, Hospital Service, Fire Service, etc. such modes must be cleared to allow
TEST Mode functional operation, in order to reset non latching modes of operation
one must clear the mode triggering input, and for latching modes of operation
such Fire Service and Earthquake Operation they can be reset by clearing the

triggering inputs, then entering and exiting Construction Mode. Refer to section
3.10 to Disable Construction Mode of Operation
 NOTE: At this point Pixel’s screen should display TEST Mode, doors
closed, and No Fault in order for the car to run in TEST Mode.
4.7.3 Entering Calls to Run in Test Mode

Pixel provides an Auto Call Simulation menu to allow car calls to be entered in
TEST Mode. Four choices are provided in this menu as follows:
a. Up and Down from xxx to yyy, where xxx and yyy represent the
landing numbers where the car will run to and from.
b. Circle xx floors around landing yyy, where xx represent the number of
floors above and below the landing yyy where the car will run to and
from.
c. xx floors to runs Up and Down, where xx represent the number of
floors to runs, one, two, etc.. floor runs up or down until the end of
hoistway in the direction of travel before proceeding with the same
pattern in the opposite direction.
d. Run to floor xxx, where xxx represents the destination landing.
Auto Call Stop Dwell Timer, from 00 to 99 seconds, represents the timeout to be
allowed between each run for entries a, b, and c above.
To access the Auto Call Simulation menu, navigate to:
 Home 
 Adjust 
 Auto Call Simulation 
 Desired entry from a to d above” 
 Select xxx and yyy landing numbers 
 Auto Call Stop Dwell Timer 
 “Dial up time out period” 
Press the Enable soft key, to enable and start auto call simulation.

 NOTE: As soon as the Enable soft key is press the car call entry process
will start and the car may start a run.
4.7.4 Run Car to Every Landing

Verify the car can run to every landing on TEST Mode from the machine room
using Auto Call Simulation section 4.7.3 above. Refer to Drive Unit x1.6 Motor
Control, to correct oscillations and stabilize ride if required.
 NOTE: The ride quality must be acceptable before proceeding forward;

steps below require riding the car.
 NOTE: The COP Independent Service switch was switched to ON position

during installation of the COP, before switching car TEST Mode operation
OFF verify it still on the ON position.
Place the CAPTURE switch to CAPTURE, to prevent the car from participating in
any hall system dispatching, remove the car from TEST MODE, to place it in
Independent Service Mode and be able to run it from within the car while enabling
door operation.
4.7.5 Adjust Floor Levels
To prevent SP1 and SP2 safety processors from triggering Unintended
Movement Fault latching fault, while adjusting floor levels, place the CAPTURE
switch on the P-PM board to CAPTURE, Independent Service Mode of operation
inside the cab, and enable Unintended Movement Bypass navigating to:
 Home 
 Install 
 Code Compliance Test 
 Unintended Movement 
 Unintended Movement Bypass 
 Yes
Press the  Save soft key, to enable bypass.

The task to verify and correct the learned landing level position is best performed
from inside the cab on Independent Service mode of operation and is accomplish
by driving the car to every landing and adjusting the landing level position Learned
during initial set up to its final “perfectly” level position, to perform this task from
the COP access point navigate to:
 Home 
 Install 
 Floor Setup 
 Door Zone Position 
 “Adjust current Position up-down as needed” 
Press the Save soft key, to save modified position or the Cancel soft key to
reset to back value to last stored position.
 NOTE: As soon as the Save soft key is press the car will re-level into the
saved floor level position.
 NOTE: The PI Label can also be modified while performing the floor level
task from within this menu by Selecting PI Label menu entry and
manipulating its contents to match those on the COP landing push buttons.
 NOTE: The Hall Call and Hall Gong nodes operation can also be verified
from within this menu by Selecting Verify Floor Hall Nodes menu entry.
 NOTE: Disable Unintended Movement Bypass option as soon as floor

levels adjusting have been completed by following procedure to enable
Unintended Movement Bypass above replacing last selection  Yes
with  No.
 NOTE: An Unintended Movement Bypass option fault will be triggered as

soon as Capture or Independent service switch change from on to off,
preventing any mode of Automatic operation while Unintended Movement
Bypass enabled

4.7.6 Final Ride Adjustment
It is more of an art than science to Adjust speed pattern. There are two goals in
this process: maximize ride comfort and minimize brake-to-brake time.
 NOTE: Seasoned adjustors will tell you it’s best to work on one goal at a
time.
4.7.6.1 Load Weighing Device Installation and Pre-Torque
 NOTE: Skip to section 4.7.6.2 if Pre-Torque option is not part of this

installation.
Refer to appendix “C” at the end of this manual for Load Weighing Device
Calibration and Pre-Torque operation Setup
4.7.6.2 Speed Pattern Adjustment

The two goals are not exclusive; both can be achieved. The sections below
provide information and hints to help fine-tune the elevator for optimum
performance and comfort. Best results are achieved if you first review and
thoroughly familiarize yourself with these sections. Then go through the step-by-
step adjustment process as required.
 NOTE: For controller equipped with Serial Brake(s) control feature refer to
Appendix F section F4 “Brake Fine Tuning Adjustment” for guidance in
improving brake(s) performance to contribute in improving takeoff and stop
ride comfort.
4.7.6.3 Decreasing Brake-to-Brake Time
a. Increase Acceleration “Acceleration to speed”.
 NOTE: When you do this, you will probably have to increase Initial Jerk
“Soft Start” and Rollover Jerk “Round up to speed.” The jerk values should
be larger than or equal to the Acceleration value. Example: if Acceleration
is set to 100 FPM/s, Initial Jerk and Rollover Jerk should be set between
100 FPM/s/s and 200 FPM/s/s.
b. Increase Initial Jerk “Soft Start” and Rollover Jerk “Round up to speed”.
 NOTE: Both parameters should be changed whenever “Acceleration to
speed” is changed significantly. For quick brake-to-brake times, use 1.4 to
2 times the Acceleration value. Higher jerk values cause the pattern to
reach contract speed faster.
c. Increase Decel “Deceleration”.

 NOTE: Deceleration value is typically set from 25 to 50 FPM/s less than the
Acceleration value. This improves passenger comfort and also makes final
approach into the floor more accurate.
d. Decrease SLDN End Marker “Final approach”.
 NOTE: SLDN End Marker should normally be greater than 6”. A good
working range is 8” to 12”.
e. Pre-Start functionality
To improve elevator floor-to-floor performance the Pre-Start option, EPS, can be
used to minimize the hoist motor preconditioning delays associated with the start
of a run. The EPS begins the hoist motor preconditioning prior of the doors being
in the fully close-locked position upon activation of the Door Position Monitoring
cam (DPM input) usually set to activate about 6” from the doors fully close-locked
position. The EPS process is comprised of the following major phases, each with
a set of conditions that allows that phase to commence:
Start EPS Phase 1: Pick Brake Move Car

Phase 3:
Conditions Energize Motor Conditions Phase 2: Conditions
Generate Speed
Contactor and Energize Brake
Pattern to Move
Enable Drive Contactors
the Car
(Zero Speed)
The initiation of the EPS function is initiated when there is a demand to move the
elevator to another floor, it has completed demand at its current floor (i.e., no
further reason to open or hold open the doors), and it is in a state that indicates
that departure is imminent.
The “departure is imminent” is defined as the time when the motor control start
sequence shall begin as controlled by the Pre-Start configuration parameters
found navigating to:
 Home 
 Adjust 
 Elevator Pre-Start 
 PS Option  ; Default setting = OFF

1. OFF = Pre-Start Option Disabled, motor start sequence will commence
upon door(s) being closed and Locked.
2. Timed = Motor start sequence will commence upon expiration of the PS
Door Close Timeout.

3. Doors Closed = Motor start sequence will commence upon the DPM,
Door Position Monitoring input(s) Closing.
 PS Brake Pick  ; Default setting = Doors Locked

1. Immediate = Brake Picking sequence will commence in conjunction with
motor preconditioning. Verify the car does not roll back since pattern
generation will not start until doors are locked, setting only
recommended if Pre-Torque functionality is part of this controller options.
2. Doors Locked = Brake Picking sequence will commence once doors are
closed and locked.
3. Doors Closed = Brake Picking sequence will commence once doors are
closed. Verify the car does not roll back since pattern generation will not
start until doors are locked, setting only recommended if Pre-Torque
functionality is part of this controller options.
 PS Door Close Timeout  ; Default setting = 3 Seconds

Timer associated with PS Option while set to Timed, the PS sequence will
commence after the specified timeout has passed since the doors started
closing. This timer should be set such that the timer expires within a few
inches of the doors being locked.
 NOTE: If PS Door Close Timeout is set to 0, the system will not start the PS
sequence until after the doors are closed and locked.
 NOTE: The brake sequence will only be allowed after the drive provides
Pixel with Regulation Release status active, indicating that the drive has
control of the motor regardless of how the “PS Brake Pick” option described
above is set, and the brake sequence will always be allowed to start if the
car gate and door lock contacts are all closed.
 PS Timeout  ; Default setting = 8 Seconds
PS Timeout once expired will abort the Pre-Start sequence if unable to
complete the PS process to prevent from keeping the elevator locked in
Pre-Start condition.
4.7.6.4 Improving Passenger Comfort

a. Increase “Pattern Delay”.
 NOTE: Increasing this setting is only useful if the car is pulling through the
brake when the pattern starts. Increasing pattern delay produces a wait for
a fixed user defined amount of time, allowing the brake to pick.
b. Decrease “Leveling Speed”.
 NOTE: Leveling speed is typically set high at the factory, so the car will not
stall coming into a floor. In most applications, leveling speed will need to be

decreased, to about 4 to 5 FPM, in order to eliminate any bump felt when
stopping.
c. Decrease Initial Jerk “Soft Start”.
 NOTE: Excessively high jerk values can cause passenger discomfort.
 NOTE: Some motors cannot follow high jerk values. The resulting
overshoot can cause bumps during the ride.
d. Decrease Rollover Jerk “Round down to decel”.
e. Decrease Deceleration “Decel”.
 NOTE: Excessively “Deceleration” values can cause passenger discomfort

and can also cause the car to overshoot the floor.
 NOTE: At this point the car should be performing as expected and required
by the job installation. Steps below will need to be re-done if speed
parameters are modified.
4.7.6.5 Improve Re-Leveling Performance.

To prevent the car from releveling up-down in a rocking motion due to rope stretch
and passengers entering and exiting the cab follow procedure below:
a. Determine the distance on cab movement in ft and enter value into
parameter “Releveling Distance”
b. Determine timeout required for the rope stretch to settle and enter
value into “Releveling Timeout” , navigate to:
 Home 
 Adjust 
 Releveling Distance  “Enter distance value for a above” 
 Releveling Timeout  “Enter Timeout value for b above” 
Press the Save soft key, to save values entered or the Cancel soft key to reset
values to last stored position.

 NOTE: Minimum values for parameters above will Increase overall elevator
performance.
4.7.7 ETS Learn

After all ride adjustments described above are complete, Pixel needs to learn the
speed profiles as the car approaches the terminal landings this task is accomplish
through the ETS Learn menu and following display instructions, ETS Learn menu
can be accessed by navigating to:
 NOTE: Take the car to a terminal landing placing a car call, the car must
be at a terminal landing for Pixel to enable ETS Learn operation.
 Home 
 Install 
 Learned Functions 
 ETS Learn 
 NOTE: As the car will need to perform one run up and one run down
through the entire length of the hoistway to perform this task.
 NOTE: The learned terminal landings speed profiles will must be
transferred to SP1 and SP2 safety microprocessors follow displayed
instructions to perform transfer or the car will not be allowed to run
automatic modes of operation.
Reset ETS Bypass option and verify that the car can run the entire length of the
hoistway runs without triggering a Slowdown Overspeed fault. Refer to section
4.7.1 above to access and reset ETS bypass option.
4.8 Verify Overall Car Performance

Pixel car controller must be operating with to desired performance, verify and
correct following operations:
c. Position Indicator displays proper landing labels.
d. Car calls can be entered through the COP push buttons.
e. Every push button in the COP performs its function Door Open, Door
Close, Passing Gong Enable, etc.
f. Car responds to all capable Hall Calls.
g. Hall and Car gongs performance.
h. Overall car functionality and performance.

 NOTE: If Alternate Speed profile functionality is part of this job adjust the
Alternate Speed Profile parameters to match expected performance, refer
to section 4.6 and 4.7 above.
.
 WARNING: Safety tests sections 5 and 6 below, overall car function
performance, and all local safety inspections must be completed before
releasing car to public.
4.9 Transfer Safety Configuration File to Microprocessors

To transfer the Safety Configuration File to SP1 and SP2 microprocessors follow
instructions in File Transfer submenu as follows:
 Home 
 Install 
 File Transfer 
 Safety Configuration Upload 
Press the  Transfer soft key to transfer a configuration file to safety

microprocessors or the  Back soft key to abort transfer.
 NOTE: Through this procedure Pixel will prompt you to wait while the
system enters and exits file transfer mode operation. Do not press any
keys during a wait timeout to prevent file transfer corruptions. Wait for
Pixel to confirm that it is ready to receive dashboard command.

Section 5 – Speed Monitoring Adjustment
5.1 Car Speed Monitoring System
The Pixel Elevator Controller – working in conjunction with the Landa™ dual head
positioning unit – monitors the position and speed of the elevator throughout the
entire hoistway.
The Landa™ Positioning System provides actual car position “on demand”
(absolute position is read from the Landa™ Encoded Tape) and car speed is
calculated based upon change in car position over a time interval.
The SP1 and SP2 safety processors individually read the Landa™ Positioning
System at a rate of approximately once every 10 milliseconds for current car
position.
The Landa™ Positioning System includes dual sensor heads. These redundant
heads continuously read encoded tape and position information from each which
is compared against the other for validation (“Main Tape Position” and “Auxiliary
Tape Position”). A free-running timer is used to provide an accurate measure of
the time between position samples, which is used to calculate car speed as
follows:
Cab speed = ∆position ÷ ∆time, where
∆position = (previous cab position) – (current cab position)
∆time = (previous cab position time) – (current cab position time)
5.1.1 Defining Overspeed

Pixel’s SP1 and SP2 safety processors always monitor car speed to detect car
speeds in excess of the car’s programmed speeds, including overspeed
conditions as the car approaches the terminal landings.
To determine if the speed of the car is normal or an overspeed as the car

approaches either terminal landing, Pixel’s main computer learns the landing zone
for each floor during the hoistway position learning process. It also learns the
“normal speed profile” that is executed as the car approaches the terminal
landings in order to compare the two. The normal speed profile is learned from
the moment the car begins its deceleration process to the final stop at the terminal
landing. Both up and down terminal deceleration profiles are learned and stored.
The learn process once performed and verified during elevator installation will be
transferred and permanently stored by the three microprocessors that make up
the Pixel controller’s main processing unit (MP, SP1, SP2). The learn process
must be accomplished and transferred before the car can be run on any
passenger automatic mode of operation (otherwise the car is only allowed to run
on Machine Room Test operation).

5.1.2 Monitoring Overspeed
Pixel’s SP1 and SP2 safety processors independently monitor the following
overspeed conditions:
a. Elevator Highspeed Trip Speed elevator cab speed exceeds
programmed Contract trip speed.
b. Inspection Trip Speed elevator cab speed exceeds 150 ft-min or
programmed Inspection trip speed, whichever is less.
c. Leveling Trip Speed elevator cab speed exceeds 150 ft-min or
programmed Leveling trip speed within the landing leveling zone,
whichever is less
 NOTE: Leveling Trip Speed does not monitor the target programmed final
leveling speed. Speeds at which the cab approaches the landing zone are
normally faster than the programmed final leveling speed.
d. Earthquake Trip Speed elevator cab speed exceeds 150 ft-min or

programmed Earthquake trip speed, whichever is less.
e. Terminals % Trip Speed elevator cab speed in the direction of travel

exceeds learned terminal speed profile plus programmed % trip speed.
 NOTE: Speed monitoring final adjustments should be performed only after

elevator speed performance has been attained. It must be readjusted
following any speed parameter change.
 NOTE: Confirm that Pixel’s main screen displays contract speed and speed
performance correctly before proceeding with final speed monitor
adjustments. Refer to the Drive Appendix Section x1.5 to synchronize
commanded and measured speed values.
5.1.3 Speed Monitoring Adjustment
 NOTE: Place the car in TEST Mode of operation before proceeding

with speed monitoring adjustments.
Pixel speed monitoring parameters are part of the Speed Profile group and can be
accessed by navigating to:
 Home 
 Install 

 High Speed Trip Speed  (entry 14 of 20)
Set to contract speed value plus 10%
OR
 Inspection Speed Trip Speed  (entry 15 of 20)
Set to Inspection Speed times two, up to a maximum value of 150

ft/min.
OR
 Leveling Trip Speed  (entry 16 of 20)
Set to Leveling Speed times 10, up to a maximum value of 150 ft/min.
 NOTE: Leveling Trip Speed does not monitor the target programmed final
leveling speed. Speeds at which the cab approaches the landing zone are
normally faster than the programmed final leveling speed.
OR
 Earthquake Trip Speed  (entry 17 of 20)
Set to Earthquake speed value plus 10%, up to a maximum value of 150

ft/min.
 NOTE: Earthquake Trip Speed does not need to be set if car does not
include Earthquake operation. Simply leave at the 132 ft/min default factory
setting.
OR
 Terminal’s % Trip Speed  (entry 18 of 20)
Set Terminal’s % Trip Speed parameter to 10% then run the car from the top
to the bottom landing, increment % value as needed to prevent car from
tripping Slowdown Overspeed Fault while adjusting drive response to have the
car follow the commanded speed, refer to Drive Appendix section x1.6 Motor
Control for guidance.

Press the Save soft key, to save modified speed trip value or the Cancel soft
key to abort speed monitoring value change.
Run the car to confirm that revised settings do not cause a speed monitoring fault.
Verify that speed Commanded vs. Measured is working properly by using the
Drive Performance Data submenu which can be accessed by navigating to:
 Home 
 Drive 
 Drive Performance Data 
 NOTE: Drive Performance Data is a view only submenu parameters cannot

be changed from here.
If Speed Monitoring Trips are occurring as the car runs, adjust the corresponding
trip speed value. Refer to Drive Appendix Section x1.6 Motor Control to increase
drive response as required. Also see Section 4.7.5 above for how to prevent car
commanded vs. measured speed overshoots.
 NOTE: Verification of Speed Monitoring will be performed in Code

Compliance Verification Section 6 following.
 NOTE: Refer to section 4.9 above to perform a transfer the Safety
Configuration File to SP1 andSP2 microprocessors.

Section 6 – Code Compliance Verification
A17.1/B44 Elevator Safety Tests & Inspection
6.1 Performing Elevator Safety Tests & Inspections
 WARNING: Safety tests should be performed by a QUALIFIED

ADJUSTER OR SERVICE PERSONNEL. A helper should always be
present and prepared to turn off the main line disconnect to remove
power from the elevator if needed when the car is run with safety
switches bypassed. PROCEED WITH CAUTION.
 CAUTION: Perform each test procedure below only after the elevator
system has been adjusted and verified to comply with job performance
requirements and transfer of final safety configuration data from the MP to
the SP1 and SP2 processors has been performed.
 NOTE: The following procedure is intended as a guide while performing

periodic inspection and safety tests of the elevator system. Please refer to
the Safety Code for Elevators and all applicable local codes for specific
requirements.
6.2 Intentionally Left Blank

6.3 Ascending Car Overspeed
The Pixel Ascending Car Overspeed test is accomplished using a simple menu
driven process and the procedure below:
 NOTE: Test verifies operation and deployment of the emergency brake by

Pixel, if electrical overspeed contact of the governor activates from empty
car overspeed detection in the up direction.
 NOTE: For DC hoist motor applications, remove power from controller to

disconnect RM1, motor armature shunt resistor, by disconnecting wires
from terminals R1 and R2, once test has been completed, turn power off
and replace wiring to terminals R1 and R2, refer to page 1 of prints for
motor armature circuit wiring.
a. Set CAPTURE switch, located on the MP board, to CAPTURE which will

prevent the car from servicing Hall Calls.
b. Set TEST switch, located on the MP board, to TEST which will enable Test
Mode operation and disable door operation.

c. Drive the car below the counterweight position to allow enough distance
from the top landing for the car to accelerate and overspeed due to gravity.
d. On Pixel control navigate to:
 Home 
 Install 
 Code Compliance 
 Overspeed Tests 
 Ascending Car Overspeed 
Press the  Back soft key to abort test or  Page Up to enter test.
e. Once ready to perform test Press the  Page Up soft key, to enter
Ascending Car Overspeed test mode.
f. The LCD will display instructions prior to Ascending Car Overspeed test,
follow directions on the Screen to enable Pixel to lift the main brake without
commanding the motor drive unit, and observe the car to travel by gravity
in the up direction until the electrical contact from the governor activates
deploying the emergency brakes to stop the car.
 NOTE: The main brake will remain lifted for as long as the Enable and Up
Machine Room Inspection push button are held push in, allowing
verification of auxiliary brake capacity to stop the car upon failure of main
brake.
g. Cycle power on control unit and verify Governor Latching Fault remains
after power cycle.
h. Reset the drive Run Enable to Brake in the motor control in the drive unit.
i. Press the System Fault Reset push button to clear Governor Latching
Fault.
j. Set Machine Room Inspection switch to Normal and observe Pixel
repositioning the cab to its closest landing zone.
k. Set CAPTURE, TEST switches to OFF position to return car to service.
6.4 Safety Speed Tests

6.4.1 Car Buffer Test – Fully Loaded Car
The Pixel Car Buffer test is accomplished using a simple menu driven process
and the procedure below:

b. Place full load test weights in the car.
c. Drive the car to the top landing by entering a Car Call.
d. Set TEST switch, located on the MP board, to TEST which will enable Test
e. Turn off main power to the controller.
f. Verify that the CAB Final Terminal Stop Switch will permit full compression
of the buffer during test or relocate as needed to comply with code
requirements Section 8.10.2.2.5, Entry (C) (6).
g. Turn on main power to the controller.
h. Navigate to:
 Home 
 Install 
 Code Compliance Tests 
 Safeties Speed Tests 
 Car Buffer 
 ETS Buffer Strike Speed 
Set Buffer Strike Speed to the rated buffer striking speed
 ETS Bypass Option 
Set ETS Bypass Option to Yes
Press the  Save soft key to Save ETS Bypass Option selection or  Cancel to
abort test.
Press the  Run Test soft key to start the Car Buffer test run or the  Back soft
key to abort test run.
 CAUTION: Once the Run Test soft key has been pressed, the car will
accelerate to contract speed in the down direction until the car strikes the
car buffer. Once the car strikes the car buffer, and drive sheave slips under
the cables, flip the controller inspection switch to the INSP position to stop
the hoist motor from continuing to drive the car into the buffer.

i. Turn off main power to the controller.
j. Inspect the mechanical condition of the cab, traction cables, etc. to ensure
the car can be returned to service.
k. Jump from SAFC to SAFH terminals to bypass the CAB Final Terminal
Stop Switch if tripped.
l. Turn on main power to the controller.
m. Using Controller Inspection, run the car up past the bottom landing door
zone area. Remove jumper placed in item k above.
n. Reset ETS Bypass option,  ETS Bypass Option, Set to No
o. Set the TEST switch to the off position and remove test weights from the
car.
p. Set the CAPTURE switch to off, which will enable the car to service hall
calls and return to Automatic Mode operation.
6.4.2 Counterweight Buffer Test – Empty Car

The Pixel Counterweight Buffer test is accomplished using a simple menu driven
process and the procedure below:
b. Drive the empty car to the bottom landing by entering a Car Call.
c. Set TEST switch, located on the MP board, to TEST which will enable Test
Mode operation, and disable door operation.
d. Turn off main power to the controller.
e. Verify that the Counterweight Final Terminal Stop Switch will permit full
compression of the buffer during test or relocate as needed to comply with
code requirements Section 8.10.2.2.5, Entry (C) (6).
f. Turn on main power to the controller.
g. Navigate to:
 Home 
 Install 
 Counterweight Buffer 
 ETS Buffer Strike Speed  ; Set to buffer rated or desired strike speed

 ETS Bypass Option  ; Set to Yes
Press the  Save soft key to Save ETS Bypass Option selection or  Cancel to
abort test.
Press the  Run Test soft key to start the Counterweight Buffer test run or the
 Back soft key to abort test run.
accelerate to contract speed in the up direction until the car strikes the
counterweight buffer. Once the car strikes the counterweight buffer, and
drive sheave slips under the cables, flip the controller inspection switch to
the INSP position to stop the hoist motor from continuing to drive the car
into the buffer.
h. Turn off main power to the controller

i. Inspect the mechanical condition of the cab, traction cables, etc. to ensure
j. Jump from SAFC to SAFH terminals to bypass the Counterweight Final
Terminal Stop Switch if tripped.
k. Turn on main power to the controller
l. Using Controller Inspection run the car down past the top landing door
zone area. Remove jumper placed in j above.
m. Reset ETS Bypass option,  ETS Bypass Option, Set to No
n. Set the TEST switch to the off position.
o. Set the CAPTURE switch to off, which will enable the car to service hall
calls and return to Automatic Mode operation
6.4.3 Safeties Overspeeds
 WARNING: Safeties Overspeed tests should only be performed if

speed governor(s) are fully adjusted and verified, refer to Section
6.6 below for Governor Test procedure.
6.4.3.1 Car Safeties Overspeed

The Pixel Car Safety Overspeed test is accomplished using a simple menu driven
process and the procedure below:

b. Place full load test weights in the car

c. Drive the car to the top landing by entering a Car Call.
d. Set TEST switch, located on the MP board, to TEST which will enable Test
e. Turn off main power to the controller.
f. Place a jumper from controller terminals 4A to GOV (Governor Electrical
Contact).
g. Turn on main power to the controller.
h. Refer to Drive section xx.7 “Overspeed Using the Drive to Drive the Hoist
Motor” to set up the drive to overspeed the car to 140% of contract speed.
i. Navigate to:
 Home 
 Install 
 Car Safeties Overspeed 
Press the  Run Test soft key to start the Car Safeties Overspeed test run or
the  Back soft key to abort test run.
accelerate to 140% of contract speed in the down direction until the car
safeties set. Once the car safeties set, flip the controller inspection switch
to the INSP position.
j. Refer to Drive section xx.7 “Overspeed Using the Drive to Drive the Hoist
Motor” to return drive parameter settings to limit motor to contract speed.
k. Turn off main power to the controller.
l. Remove jumper placed in item e above.
m. Inspect the mechanical condition of the cab, traction cables, etc. to ensure
n. Follow car safeties manufacturer instructions to reset the car safeties.
o. Turn on main power to the controller.
p. Toggle the CONTROLLER INSPECTION switch to NORMAL which will
enable the car to re-level into the closest landing.
q. Toggle the TEST switch to off. And remove load from the car.

r. Set the CAPTURE switch to off which will enable the car to service hall
6.4.3.2 Counterweight Safeties Overspeed

The Pixel Counterweight Safety Overspeed test is accomplished using a simple
menu driven process and the procedure below:
b. Drive the car to the bottom landing by entering a Car Call.
d. Turn off main power to the controller.
e. Place a jumper from controller terminals 4A to GOV (Governor Electrical
Contact).
f. Turn on main power to the controller.
g. Refer to Drive section xx.7 “Overspeed Using the Drive to Drive the Hoist
Motor” to set up the drive to overspeed the car to 140% of contract speed.
h. Navigate to:
 Home 
 Install 
 Counterweight Safeties Overspeed 
Press the  Run Test soft key to start the Counterweight Safeties Overspeed
test run or the  Back soft key to abort test run.
accelerate to 140% of contract speed in the down direction until the car
safeties set. Once the car safeties set, flip the controller inspection switch
to the INSP position.
i. Refer to Drive section xx.7 “Overspeed Using the Drive to Drive the Hoist
Motor” to return drive parameter settings to limit motor to contract speed.
j. Turn off main power to the controller.
k. Remove jumper placed in item e above.

l. Inspect the mechanical condition of the cab, traction cables, etc. to ensure
m. Follow car safeties manufacturer instructions to reset the car safeties.
n. Turn on main power to the controller.
o. Toggle the CONTROLLER INSPECTION switch to NORMAL which will
p. Toggle the TEST switch to off.
q. Set the CAPTURE switch to off which will enable the car to service hall
6.4.4 Emergency Terminal Stop (ASME A17.1, Section 2.25.4)

The Pixel Emergency Terminal (up and down) Stop tests are accomplished using
simple menu driven process and the procedures below:
Down Direction:
b. Drive the car to the top landing by entering a Car Call.
d. Navigate to:
 Home 
 Install 
 Emergency Terminal Stop 
 NOTE: The Emergency Terminal Stop parameter “Slowdown Position”

represents the hoistway position at which the car must start its deceleration
into the bottom landing (relative to the down normal limit).
Press the  Run Test soft key to start the Emergency Terminal Stop test run or
accelerate to contract speed in the down direction and run past the
Slowdown Position.

e. Observe that the Display shows a Slowdown Overspeed Trip latching
fault, and that the car comes to a halt.
f. Press the System Fault Reset key to clear the fault and enable the car to
re-level into the closest landing.
Up Direction:
b. Drive the car to the bottom landing by entering a Car Call.
d. Navigate to:
 Home 
 Install 
 Emergency Terminal Stop 
NOTE: The Emergency Terminal Stop parameter “Slowdown Position”

into the top landing (relative to the up normal limit).
Press the  Run Test soft key to start the Emergency Terminal Stop test run or
accelerate to contract speed in the up direction and run past the Slowdown
Position.
e. Observe that the Display shows a Slowdown Overspeed Trip latching

f. Press the System Fault Reset key to clear the fault and enable the car to
re-level into the closest landing.
6.4.5 NTS Slowdown Test (ASME A17.1, Section 2.25.2)

The NTS Slowdown test forces the car to execute an emergency slowdown into
the terminal landing (up and down) utilizing the Landa Auxiliary sensor head Only
to verify that the failure of the primary terminal slowdown device, the Main Land
Sensor head, does not prevent the car from landing into terminal landing position,

the NTS Slowdown tests are accomplished using simple menu driven process and
the procedures below:
Down Direction:
b. Drive the car to the top landing by entering a Car Call.
d. Navigate to:
 Home 
 Install 
 NTS Slowdown Test 
 NOTE: The NTS Slowdown Test parameter “Slowdown Position”

into the bottom landing (relative to the virtual down normal limit).
Press the  Run Test soft key to start the NTS Slowdown Test run or the
accelerate to contract speed in the down direction and run past the
Slowdown Position.
e. Observe that the Display shows an NTS Slowdown Overspeed Trip

latching fault, and that the car comes level to the bottom landing.
f. Press the System Fault Reset key to clear the fault and enable the car.
Up Direction:
g. Set CAPTURE switch, located on the MP board, to CAPTURE which will
h. Drive the car to the bottom landing by entering a Car Call.
i. Set TEST switch, located on the MP board, to TEST which will enable Test

j. Navigate to:
 Home 
 Install 
 NTS Slowdown Test 
 NOTE: The NTS Slowdown Test parameter “Slowdown Position” represents

the hoistway position at which the car must start its deceleration into the top
landing (relative to the virtual up normal limit).
Press the  Run Test soft key to start the NTS Slowdown Test run or the
accelerate to contract speed in the up direction and run past the Slowdown
Position.
k. Observe that the Display shows an NTS Slowdown Speed Trip latching
fault, and that the car comes level to the top landing.
l. Press the System Fault Reset key to clear the fault and enable the car
6.5 Overspeed Tests

The Pixel safety microprocessors monitor four different overspeed states,
depending on elevator operational mode, and provide a menu driven interface to
verify overspeed monitoring performance as follows:
6.5.1 Inspection Overspeed

Inspection Overspeed monitors cab speed during all four inspection modes of
operation Car Top, In Car, Access, or Controller inspection. Use the following
process for verification:
c. Place the car on Controller Inspection.
d. Navigate to:
 Home 

 Install 
 Inspection Overspeed 
 NOTE: The Inspection Overspeed display shows the programmed

inspection speed parameter, overspeed tripping speed setting, and prompts
for entry of the inspection tripping speed parameter to be use when running
an inspection trip detection test. Enter a speed below the current inspection
speed parameter setting before running the test.
Press the  Run Test soft key to enable – for the next inspection run only –to
detect Inspection Overspeed condition using the Test Trip Speed parameter or
e. Use the Machine Room Inspection switchgear, located on the MP board, to
run the car up or down.
m. Observe that the Display shows an Inspection Overspeed Trip latching
f. Verify the car will not accept a command to run while the latched fault is
present.
g. Press the System Fault Reset key to clear the fault and enable the enable
the car to accept a command to move.
h. Toggle the MACHINE ROOM Inspection switch to NORMAL which will
i. Set the TEST and CAPTURE switches to off, which will enable the car to
service hall calls and return to Automatic Mode operation.
6.5.2 Leveling Overspeed

Leveling Overspeed monitors cab speed while the car is running within the door
zone or trucking zone and is in the process of leveling into a landing. Use the
following process for verification:
 NOTE: Leveling Trip Speed does not monitor the target final programmed
leveling speed. Pixel’s car landing zone approach is normally greater than
the final programmed leveling speed code permits speeds of up to 150
ft/min within the leveling zone.

c. Navigate to:
 Home 
 Install 
 Leveling Overspeed 
NOTE: The Leveling Overspeed display shows the programmed Leveling

speed parameter, overspeed tripping speed setting, and prompts for entry of
the leveling tripping speed parameter to be use when running a leveling trip
detection test. Enter a speed below the current leveling speed parameter
setting before running test.
Press the  Run Test soft key to enable – for the next leveling run only – to
detect Leveling Overspeed condition using the Test Leveling Overspeed
parameter or the  Back soft key to abort test run.
d. Observe that the Fault Display entry for the safety processors shows a
Leveling Overspeed latching fault as the car slows down into the target
landing’s door zone, and that the car comes to a halt.
e. Verify the car will not accept a command to run while the latched fault is
present.
f. Press the System Fault Reset key to clear the fault and enable the enable
the car to accept a command to move.
g. Verify that the car re-levels into the closest landing
h. Set place the TEST and CAPTURE switches to off, which will enable the
car to accept hall calls and return to Automatic Mode operation.
6.5.3 Earthquake Overspeed

Earthquake Overspeed monitors the cab speed while the car is running in
Earthquake Normal automatic mode. Use the following process for verification:
 NOTE: Car must be provided with earthquake mode operation, if not skip
test.

prevent the car from accepting additional Hall Calls.
b. Momentarily disconnect the field wire at terminal EQA to simulate seismic
activity condition.
c. Observe that the Fault Display shows Earthquake Abnormal mode
operation.
d. Reconnect the EQA field wire and wait the time out period (default is 30
seconds) for Pixel to switch from abnormal to Normal Earthquake mode of
operation.
e. Set TEST switch, located on the MP board, to TEST which will enable Test
f. Navigate to:
 Home 
 Install 
 Earthquake Speed 
 NOTE: The Earthquake Speed display shows the programmed Earthquake

speed parameter, overspeed tripping setting, and prompts for entry of a
tripping speed parameter to be used when running an earthquake speed trip
detection test. Enter a speed below the current earthquake speed
parameter setting before running test.
Press the  Run Test soft key to enable – for the next earthquake automatic run
only to detect Earthquake Overspeed condition using the Tripping Speed
parameter or the  Back soft key to abort test run.
g. Observe the display Fault entry for the safety processors to declare a
latching Earthquake Overspeed fault, and the car come to a halt.
h. Verify the car will not be commanded to run while the latched fault is
present.
i. Press the System Fault Reset push button to clear fault and observe the
car to re-level to its closest landing.
j. Press the Earthquake Reset push button, located in the MP board, to reset
Earthquake Mode.

k. Set the TEST and CAPTURE switches to off, which will enable the car to
accept hall calls and return to Automatic Mode operation.
6.5.4 Contract Overspeed

Contract Overspeed monitors the cab speed while car is running on automatic
mode use the following process for verification:
a. Set CAPTURE switch, located in the MP board, to CAPTURE to remove
car from servicing Hall Calls.
b. Set TEST switch, located in the MP board, to TEST which will enable Test
c. Place a car call to a terminal landing to be able to run test.
d. Navigate to:
 Home 
 Install 
 Contract Overspeed 
 NOTE: The Contract Overspeed Speed display shows the programmed

contract speed parameter, overspeed tripping setting, and prompts for entry
of a tripping speed parameter to be used when running a Contract
Overspeed speed trip detection test. Enter a speed below the current
Contract Overspeed speed parameter setting before running test.
Press the  Run Test soft key to enable – for the next automatic run only to
detect Contract Overspeed condition using the Tripping Speed parameter or
e. Observe the display Fault entry for the safety processors to declare a
latching Contract Overspeed fault and the car come to a halt.
f. Verify the car will not be commanded to run while the latched fault is
present.
g. Press the System Fault Reset push button to clear fault and observe the
car to re-level to its closest landing
h. Set the TEST and CAPTURE switches to off, which will enable the car to
i.

6.6 Governor Test (ASME A17.1-2000 Section 2.19.1)
There are three components to be verified to confirm proper operation of the
Governor device and controller interface circuits. They are the Governor
Overspeed Electrical contact, the Governor inputs to the safety processors, and
the Governor set trip speed. Follow procedure below to verify operation:
Governor Electrical Contact and GOV Inputs to Safety Microprocessors:
 NOTE: Refer to page 4 of prints: Governor Interface circuits.

a. Set CAPTURE switch, located on the MP board, to CAPTURE to prevent
the car from responding to hall call demand.
c. Manually momentarily trip and reset the governor overspeed switch, then
verify that the following occurs:
• Pixel screen displays Governor Latching Fault
• Relays EB1-EB2, EBX1-EBX2, located in the PDB board drop,
setting the Emergency Brake or “Rope Gripper”.
• The car cannot be commanded to run.
• Cycle power and confirm that the fault condition has not been
cleared.
d. Press the System Fault Reset button to clear the fault condition and pick
the EB1-EB2 or EBX1-EBX2 relays to energize the Emergency Brake or
“Rope Gripper”.
 NOTE: If performing Governor Electrical Contact test on Car Top Inspection

toggling the Car Top Inspection switch Off and back to On Position will reset
the Governor Latching Fault.
Governor Device Operation Verification:

a. Set Machine Room Inspection switch, located on the MP board, to INSP.
b. Lift the governor cable off the Governor, and then spin the Governor while
measuring its speed. View the Pixel display to observe and note electrical
and mechanical tripping speeds.
 NOTE: A variable speed drill motor is a good method for spinning the
governor. Refer to Governor manufacturer instructions for tripping speed
calibration as needed.
c. Once the Governor trips verify that the following occurs:
• Pixel screen displays Governor Latching Fault

• Relays EB1-EB2, EBX1-EBX2, located in the PDB board drop out,
setting the Emergency Brake or “Rope Gripper”.
• The car cannot be commanded to run.
• Cycle power and confirm that the fault condition has not been
cleared.
• Confirm that the measured tripping speed, shown on the Pixel
display, agrees with the tripping speed requirements for this
elevator.
d. Replace the Governor Cable, lifted off in step f above, and return the
Governor overspeed switch to the normal position.
e. Press the System Fault Reset button to clear the fault condition and pick
the EB1-EB2 or EBX1-EBX2 relays to energize the Emergency Brake or
“Rope Gripper”.
f. Repeat steps in the procedure above for a counterweight Governor, if
required.
6.7 Terminal Stopping Devices

6.7.1 Terminal Stopping Devices
Down Direction:
 NOTE: Stopping positions function identically in both inspection and

automatic operation.
b. Run the car down past the bottom landing. The car should stop when the
Down Normal Stopping position is reached.
c. Verify that the Pixel screen displays Down Terminal Switch Open.
d. Run the car up. The car should move in the up direction.
e. Return Machine Room Inspection switch, on the MP board, to NORMAL.
Up Direction:
 NOTE: Stopping devices function identically in both inspection and

automatic operation.
b. Run the car up past the top landing. The car should stop when the Up
Normal Stopping position is reached.

c. Verify that the Pixel screen displays Up Terminal Switch Open.
d. Run the car down. The car should move in the down direction.
e. Return Machine Room Inspection switch, on the MP board, to NORMAL.
6.7.2 Final Terminal Stopping Devices (ASME A17.1Section 2.25.3)
Down Direction:
a. Position the car at the bottom landing.
b. Set CAPTURE switch, located on the MP board, to CAPTURE which will
d. Set Machine Room Inspection switch, located on the MP board, to INSP.
 NOTE: Final Stopping devices (FSTD) function identically in both

Construction and automatic modes of operation.
e. Set the car to Construction mode using the Touch& GoTM knob to navigate:
 Home 
 Install 
 Enable or  Cancel
Press the  Enable soft key to enable

f. Run the car down in Machine Room Inspection, past the bottom landing.
The car should stop when the Final Stopping device (FTSD) contact is
opened.
g. Attempt to run the car. It should not move in either direction.
h. Verify that the Safety String is open by measuring 0 volts between terminal
3 and the SAFC and SAFH terminals with a voltmeter.
i. Verify that the Pixel screen displays Hoistway Safety String Open.
j. Turn main power to controller off.
k. Place jumper between controller terminals 4A to SAFC and 4A to SAFH.
l. Turn main power to controller on.

m. Run the car in Machine Room Inspection up to the bottom landing door
zone area.
n. Turn main power to controller off.
o. Remove jumpers between terminals 4A to SAFC and 4A to SAFH.
p. Turn main power to controller on.
q. Return Machine Room Inspection, TEST, and Capture switches on the MP
board, to NORMAL and OFF positions respectively.
r. Remove the car from Construction Mode.
Up Direction:
a. Position the car at the top landing.
b. Set CAPTURE switch, located on the MP board, to CAPTURE which will
d. Set Machine Room Inspection switch, located on the MP board, to INSP.
 NOTE: Final Stopping devices (FSTD) function identically in both

Construction and automatic modes of operation.
e. Set the car to Construction mode using the Touch& GoTM knob to navigate:
 Home 
 Install 
 Enable or  Cancel
Press the  Enable soft key to enable

Automatic mode of operation.
f. Run the car up in Machine Room Inspection, past the top landing. The car
should stop when the Final Stopping device (FTSD) contact is opened.
g. Attempt to run the car. It should not move in either direction.
h. Verify that the Safety String is open by measuring 0 volts between terminal
3 and the SAFC and SAFH terminals with a voltmeter.
i. Verify that the Pixel screen displays Hoistway Safety String Open.
j. Turn main power to controller off.

k. Place jumper between controller terminals 4A to SAFC and 4A to SAFH.
l. Turn main power to controller on.
m. Run the car in Machine Room Inspection down to the top landing door
zone area.
n. Turn main power to controller off.
o. Remove jumpers between terminals 4A to SAFC and 4A to SAFH.
p. Turn main power to controller on.
q. Return Machine Room Inspection, TEST, and Capture switches on the MP
board, to NORMAL and OFF positions respectively.
r. Remove the car from Construction Mode.
6.8 Landa™ Redundant Position System Verification

Critical Component: Landa™ Main and Auxiliary Position Sensor Heads
Redundant Component: Landa™ Main and Auxiliary Position Sensor Heads
Monitored Component: Car Speed, and Position
 NOTE: The following tests verify that Pixel can safely position the cab using
either of the two independent sensor heads that comprise the Landa™
positioning system.
The Pixel control uses a dual head positioning system – Landa™– incorporating a
positional encoded tape that runs the entire length of the hoistway. This system
enables each either sensor head to provide absolute position information
independent of the other. Refer to page 6 of the prints for Landa™ interface
circuits.
The Main Positioning head communicates its absolute position to the main
processor via dedicated RS485 serial port while the Auxiliary Positioning head
communicates its absolute position to the main processor via CAN.
The Landa™ positioning system verifies absolute cab position to 0.032” (0.8mm)
accuracy throughout the entire length of the hoistway.
The Pixel computer network, MPU, will “learn” and then build a positional image of
the entire hoistway including:
• Door Zone or Trucking Zone, one per landing

• Top and Bottom Access Limits
• Mid hoistway position
• Physical open position for the top and bottom normal limit switches
• A speed profile deceleration ramp for the top and bottom landings

 NOTE: The landing zones are limited to a maximum of six inches plus or
minus learned position and are set at a factory default of three inches.
The learn process – once performed and verified during elevator installation – will
be transferred and permanently stored by the three microprocessors that make up
the Pixel controller’s main processing unit (MP, SP1, SP2). The learn process
must be accomplished and transferred before the car can be run on any
passenger automatic mode of operation.
 NOTE: Pixel always “knows” the car position by reading it from the encoded
tape and validating it through comparison to the learned/stored positional
image.
Verification of Landa™ Main Sensor Head:

prevent the car from responding to hall call demand.
c. Enter a car call to a floor several floors away from current car position (if two
stop elevator place a call to the other floor).
d. While car is running, unplug the Main Selector RJ45 cable labeled
“SELECTOR” from Pixel MP, and observe that Pixel displays a Main
Selector Fault, makes an emergency slowdown, and positions the elevator
cab at the next available landing.
e. Pixel will remove the car from service until proper Landa™ Main sensor
head communications is re-established.
f. Verify that the car will not respond to car calls.
g. Reconnect the RJ45 cable at the Pixel MP. Confirm that Pixel clears the
Main Selector Fault, and that the car to respond to car call demand.
h. Return the CAPTURE and TEST switches to their off positions, which will
enable the car to return to Automatic Mode of operation and serve hall call
demand.
Verification of Landa™ Auxiliary Sensor Head:

a. Set CAPTURE switch, located on the MP board, to CAPTURE, which will
c. Enter a car call to a floor several floors away from current car position (if a
two-stop elevator place a call to the other floor).

d. While car is running, unplug the cable labeled “CAB CAN” from the Pixel
MP, and observe that Pixel displays Aux. Selector Fault makes an
emergency slowdown and positions the elevator cab at the next available
landing.
e. Pixel will remove the car from service until proper Landa™ Auxiliary sensor
head communication is re-established.
f. Verify that the car will not respond to car calls.
g. Reconnect the RJ45 cable at the Pixel MP. Confirm that Pixel clears the
Aux. Selector Fault, and that the car to respond to car call demand.
h. Return the CAPTURE and TEST switches to their off positions, which will
enable the car to return to Automatic Mode of operation and serve hall call
demand.
6.9 Monitoring Compliance Verification
Monitoring Critical Circuits ASME 17.1 Sections 2.26.9.3 and 2.26.9.4
6.9.1 EB1-EB2 and EBX1-EBX2 Relays Contacts
Critical Component: EB1-EB2 and EBX1-EBX2 Relay Contacts
Redundant Component: RG1-RG2 and RGBP1-RGBP2, SP1 and
SP2 Computer Monitoring Inputs
Monitored Component: EB1-EB2 and EBX1-EBX2 Relay Contacts
 NOTE: Test verifies that Pixel can detect failure of Emergency Brake relay
contacts to open and responds by preventing car motion. Refer to page 2 of
prints for Emergency Brake circuits.
Set TEST switch, located on the MP board, to TEST which will enable Test
Place Machine Room Inspection switch to INSP.
 NOTE: EB1-EB2 and EBX1-EBX2 Relays Contacts Verification functions

identically in both inspection and automatic modes of operation.
Momentarily short RG to RGBP inputs by using a jumper to bridge pin 3 to pin
4 on the PDB board at the JSMP harness connector.
Verify that the Pixel screen displays EB Relay Fault or EBX Relays Fault, the
EB1-EB2 and EBX1-EBX2 relays are off, and the Emergency brake sets.
Verify that the car will not accept a run command while the fault is present.
Cycle power and confirm that the fault condition has not been cleared.
Press the  System Fault Reset button to clear the fault condition. Verify that
either the EB1-EB2 or EBX1-EBX2 relays activate and that the car will
accept a run command.

Set the TEST and CAPTURE switches to off, which will enable the car to
Place Machine Room Inspection switch to NORMAL.
 NOTE: Pixel alternates use of EB1-EB2 and EBX1-EBX2 relay contacts

that provide power to the emergency brake circuits, at the end of every run.
Proper contact opening operation is verified prior to allowing the next run.
6.9.2 AA Motor Contactor Force Guided Relay

Critical Component: AA Relay
Redundant Component: STOP1-STOP2, SP1 and SP2 Computer
Monitoring Inputs
Monitored Component: AA Relay Contacts
 NOTE: Test confirms that Pixel correctly detects a motor contactor failure to
open. Pixel checks for a stuck contact at the end of every run before
allowing the next run. Refer to page 1and 4 of prints.

c. Place Machine Room Inspection switch to INSP.
 NOTE: AA Contactor Verification functions identically in both inspection and

d. Manually press and hold the AA contactor movable and verify that the Pixel
screen displays AA Relay Fault. Then release and confirm that the fault
condition has been cleared (screen displays No Faults).
e. While holding AA contactor movable, use Controller Inspection to
command the car Up or Down.
f. Verify that the car will not accept a run command while the fault is present.
g. Release the AA contactor movable and confirm that the Pixel screen
displays No Faults.
h. Return the Controller Inspection, TEST and CAPTURE switches to their off
positions, which will enable the car to return to Automatic Mode of
operation and serve call demand
i. Place Machine Room Inspection switch to NORMAL.

6.9.3 P Potential Force Guided Relay
Critical Component: P Relay
Redundant Component: Pin1-Pin2, SP1 and SP2 Computer
Monitoring Inputs
Monitored Component: P Relay Contacts
 NOTE: Test confirms that Pixel correctly detects a P relay failure to open.
Pixel checks for a stuck contact at the end of every run before allowing the
next run. refer to page 1 and 4 of prints. P contactor is one of two force-
guided relays that provide power to the brake circuits.

b. Set TEST switch, located on the MP board, to TEST, which will enable Test
 NOTE: P Relay Verification functions identically in both inspection and

d. Manually press and hold the P relay movable and verify that the Pixel
screen displays P Relay Fault. Then release and observe that the fault
e. While holding P relay movable, use Machine Room Inspection to command
the car Up or Down.
g. Release the P contactor actuator and confirm that the Pixel screen displays
No Faults.
operation and serve call demand.
6.9.4 BK Brake Relay

Critical Component: BK Relay
Redundant Component: BKI1-BKI2, SP1 and SP2 Computer
Monitoring Inputs
Monitored Component: BK Relay Contacts

 NOTE: Test confirms that Pixel correctly detects a BK relay failure to open.
Pixel checks for a stuck contact at the end of every run before allowing the
next run. Refer to page 1 and 4 of prints. BK contactor is one of two force-
guided relays that provide power to the brake circuits.

b. Set TEST switch, located on the MP board, to TEST, which will enable Test
 NOTE: BK Relay Verification functions identically in both inspection and

d. Manually press and hold the BK relay movable and verify that the Pixel
screen displays BK Relay Fault. Then release and observe that the fault
e. While holding BK relay movable, use Machine Room Inspection to
command the car Up or Down.
g. Release the BK contactor actuator and confirm that the Pixel screen
displays No Faults.
operation and serve call demand.
6.9.5 Hoistway & Car Door Bypass Switches

Critical Component: Hoistway and Car Door Bypass Switches
Redundant Component: HDB1-HDB2 and CDB1-CDB2, and SP1
and SP2 Computer Monitoring Inputs
Monitored Component: Hall and Car Door Bypass Switches
 NOTE: This test verifies that Pixel will only allow the car to operate in
Cartop or In Car Inspection modes under the following conditions: (1)

Hoistway bypass switch is on BYPASS; (2) Car Door Bypass switch is on
BYPASS; (3) both are on BYPASS.

Hoistway Door Bypass Switch:
a. While the car is on Automatic Mode of Operation, place the Hoistway
Door Bypass switch to the BYPASS position.
b. Confirm that the Pixel screen displays Inspection Mode and a Hall Door
Bypass w/o Inspection fault.
c. Verify that the car will not respond to a car or hall call demand and will not
move in Controller or Access inspection modes.
d. Place the controller on Cartop Inspection and verify that the car will
respond to an up or down cartop inspection command with any hoistway
door in the not fully closed position.
e. With a hoistway door still in the not fully closed position, place the
Hoistway Door Bypass switch to OFF position. Verify that the car will not
respond to an up or down cartop inspection command.
f. Fully close the test door. Verify that the car will now respond to an up or
down cartop inspection command.
Car Door Bypass Switch:

a. While the car is on Automatic Mode of Operation, place the Car Door
Bypass switch to the BYPASS position.
b. Confirm that the Pixel screen displays Inspection Mode and also a Car
Door Bypass w/o Inspection fault.
respond to an up or down cartop inspection command with the car door in
the not fully closed position.
e. With the car door still in the not fully closed position, place the Car Door
Bypass switch to OFF position. Verify that the car will not respond to an up
or down cartop inspection command.
f. Fully close the car door. Verify that the car will now respond to an up or
down cartop inspection command.
Hoistway and Car Door Bypass Switches:
a. While the car is on Automatic Mode of Operation, place the Hoistway and
Car Door Bypass switches to the BYPASS position.
b. Confirm that the Pixel screen displays Inspection Mode and also a
Hoistway Door Bypass w/o Inspection fault.

respond to an up or down cartop inspection command with any hoistway
and car door in the not fully closed position.
e. With any hoistway and car door still in the not fully closed position, place
the Car Door Bypass switch to OFF position. Verify that the car will not
f. Fully close the hoistway doors and car door. Verify that the car will now
 NOTE: Referring to page MP of job prints, observe that both Hoistway and
Car Door Bypass switches are being monitored on the Normally Open and
The Normally Closed sides of their respective contacts. If the input state of
SP1 and SP2 are not opposite, a Car Door Bypass System Fault or
Hoistway Door Bypass System Fault will be displayed on the Pixel
screen and the car will be prevented from moving.
6.9.6 Detection of Jumpers on Door Safety String

Critical Component: Car Gate and Hoistway Door Locks
Redundant Component: SP1 and SP2
computer Monitoring Inputs
Monitored Inputs: Front Doors: CGF1-CGF2, DLAT1-DLAT2,
DLSF1-DLSF2, DLAB1-DLAB2
Additional inputs for front and rear doors
Rear Doors: CGR1-CGR2, DLSR1-DLSR2,
 NOTE: Test verifies that Pixel will detect jumpers placed on the door safety
string and prevent doors from closing and any car movement. Refer to page
4 of the prints for job required door safety string inputs.
a. Place the car on Independent Service and run the car to the bottom
landing. Car will automatically open the doors.
b. Place a jumper from 4A to CGF. Confirm that the Pixel screen displays
Door Lock System Fault.
c. Verify that the car will not respond to a car call demand.
d. Remove jumper from 4A to CGF. Confirm that the Pixel screen displays No
Faults.
e. Place a jumper from 4A to DLAB. Confirm that the Pixel screen with
displays Door Lock System Fault.
f. Verify that the car will not respond to a car call demand.
g. Remove jumper from 4A to DLAB. Confirm that the Pixel screen displays
No Faults.

h. Run the car to an intermediate landing.
i. Place a jumper from 4A to DLSF. Confirm that the Pixel screen displays
j. Verify that the car will not respond to a car call demand.
k. Remove jumper from 4A to DLSF. Confirm that the Pixel screen displays
No Faults.
l. Run the car to the top landing.
m. Place a Jumper from 4A to DLAT. Confirm that the Pixel screen displays
n. Verify that the car will not respond to a car call demand.
o. Remove Jumper from 4A to DLAT. Confirm that the Pixel screen displays
No Faults.
 NOTE: Skip to step w below if car has no rear doors.

Run the car to a rear door landing and open the rear doors.
p. Place a jumper from 4A to CGR. Confirm that the Pixel screen displays
q. Verify that the car will not respond to a car call demand.
r. Remove jumper from 4A to CGR. Confirm that the Pixel screen displays No
Faults.
s. Place a jumper from 4A to DLSR. Confirm that the Pixel screen displays
t. Verify that the car will not respond to a car call demand.
u. Remove jumper from 4A to DLSR. Confirm that the Pixel screen displays
No Fault
v. Release car from Independent service.
6.9.7 Door Open and Close Simultaneously

Critical Component: Door Open & Door Close Limits
Redundant Component: DOL and DCL Computer Monitoring Inputs
Monitored Component: Door Opened & Door Close Limits
 NOTE: Test verifies that Pixel will detect a condition where the door open
and door close limit switches are opened simultaneously.
a. Place the car on Cartop Inspection.

b. Turn main power to the controller off.
c. Remove and isolate the wire from the DCLF terminal on the P-TOC board.

d. Remove the car from Cartop Inspection and place the car on Independent
service.
e. Turn main power to the controller on.
f. Allow the car to reposition to the closest landing and open the doors.
g. Confirm that the Pixel screen displays Front Door Limit Switches Fault.
h. Verify that doors will not close by pressing the door close button in the
COP.
i. Place the car on Cartop Inspection.
j. Reconnect wire to the DCLF terminal.
k. Remove car from Cartop Inspection. Confirm that the Pixel screen displays
No Faults.
l. Remove Car from Independent Service. Confirm that doors operate
normally.
 NOTE: Repeat for rear doors if car has front and rear door operation. Use
DCLR and DOLR in place of DOLF and DCLF to perform steps above.
6.9.8 Unintended Movement (ASME 2.19.2)

Critical Component: Car Gate and Hoistway Door Locks
Redundant Component: SP1 and SP2 safety microprocessors, Landa™

Position System
Monitored Inputs: Front Doors: CGF1-CGF2, DLAT1-DLAT2,

DLSF1-DLSF2, DLAB1-DLAB2
Additional inputs for front and rear doors

Rear Doors: CGR1-CGR2, DLSR1-DLSR2
 NOTE: Test verifies operation and deployment of the emergency brake by

Pixel if the cab travels outside a landing zone with both car and the
hoistway doors open.
 NOTE: Refer to Section 4, Landa™ Selector Design, for verification of

position system operation.
a. On Pixel control Verify Unintended Movement Bypass option is set to

No, navigate to:
 Home 
 Install 

 Unintended Movement Bypass 
 No
Press the  Save soft key, to disable bypass.
b. Enable Unintended Movement Test, UIM test, navigate to:

 Home 
 Install 
 Unintended Movement Test 
c. Follow UIM test directions on Pixel LCD.
 WARNING: Place approved barricade across elevator door opening.

Station qualified supervision at opening. PREVENT ACCIDENTAL
INGRESS ATTEMPT DURING TEST.
d. Once ready to perform test Press the Page Up soft key, to enter UIM test
mode.
e. The LCD will display instructions and current distance information prior to
UIM test, follow directions on the Screen to enable Pixel to lift the main
brake without commanding the motor drive unit and observe the car to
travel by gravity out of the door zone area triggering an Unintended
Movement latching Fault deploying the emergency brakes to stop the car.
 NOTE: The main brake will remain lifted for as long as the Enable and Up
Machine Room Inspection push button are held push in, allowing
verification of auxiliary brake capacity to stop the car upon failure of main
brake.
f. Verify on Pixel Screen that the Distance Moved by the car is less than or
equal to 48 inches, if Distance Moved is more than 48 inches, auxiliary
brake adjustment must be performed to comply with the code maximum
stooping distance allowed for Unintended Movement, please refer to the
auxiliary brake manufacturer for instructions on brake adjustment, and
repeat UIM test.

g. Cycle power on control unit and verify Unintended Movement Fault remains
after power cycle.
h. Reset the drive Run Enable to Brake in the motor control in the drive unit.
i. Press the System Fault Reset push button to clear Unintended Movement
Fault.
j. Set Machine Room Inspection switch to Normal and observe Pixel to close
the cab doors and reposition the cab to its closest landing zone.
k. Remove barricades, set Capture switch to off, to conclude UIM test.
6.9.9 Single Ground

Critical Component: N/A
Redundant Component: F4A Fuse
Monitored Component: N/A
Test Verification of Single Ground:
a. Place the car on Machine Room Inspection.
 NOTE: The Single Ground Test can be performed on either automatic or

inspection operation.
 NOTE: The system logic is driven by a source of 110 Volts AC, and has
one side already connected to ground, the 3 buss. The other side, the 4A
buss, is protected by a fuse feeding the logic power. Any accidental
grounding will result in a blown fuse F4A, which will remove controller
power to the safety string and logic circuits.
b. Short terminal SAFH to ground. Verify that fuse F4A blows, and the Pixel
screen displays Safety String Open Fault.
c. Turn main power to controller off.
d. Replace fuse F4A.
e. Turn main power to controller on.
f. Confirm that the Pixel screen displays No Faults.
g. Remove the car from Machine Room Inspection.
6.9.10 Permit Car Speeds Over 150 fpm

ASME 2.26.9.3.c except 2.26.1.5.10(b)
Critical Component: Landa™ Main and Auxiliary Selectors
Redundant Component: Landa™ Main and Auxiliary Selectors
Monitored Component: Car Speed

 NOTE: Refer to Section 6.6, Landa™ Redundant Position System
Verification, for verification of the speed and position feedback system.
 NOTE: Refer to Section 6.3.1, Inspection Overspeed and 6.3.2 Leveling

Overspeed, for verification of inspection and leveling overspeed.
6.9.11 Traction Loss verification procedure

Pixel system provides menu driven test capabilities to verify operation for Traction
Loss”, where a car commanded to run does not follow the commanded speed,
even do the motor is rotating at the commanded RPM by providing a modified
pattern to the drive unit only to run the car slower from commanded speed
provided to Pixel’s safety microprocessors as follows:

prevent the car from servicing Hall Calls and wait for car to finish servicing any
pending car calls.
c. Navigate to:
 Home 
 Install 
 Traction Lost 
d. Follow directions on Pixel Screen window to perform test.
 NOTE: The display shows the programmed Traction Lost Time Out
corresponding to the time Pixel will wait before declaring Traction Loss fault,
and the Traction Lost Trip Percentage corresponding to the percentage of
speed the car will be allowed to run below commanded speed to trigger
timeout and traction loss fault.
e. Once Traction Loss fault is declared, cycle controller power to verify the fault
will remain latched through power outages.
f. To clear fault press the System Fault Reset.
g. Set CAPTURE and TEST switches to OFF position to release car back to
Automatic.

 NOTE: Traction Loss feature is available from software version 2.0.1.12
or higher, refer to section 4.7.22 Traction Loss % to set up parameters to
enable feature, and perform a Safety Configuration file transfer to transfer
the Traction Loss parameter settings to SP1 and SP2 safety
microprocessors, refer section 4.9 for instructions to perform transfer.

Section 7 – Troubleshooting
The Elevator Controls Microprocessor Controller is the most reliable part of any
elevator system. While problems are possible, the most efficient troubleshooting
approach is to first look to the “outside world” for the source of malfunctions that
most frequently take elevators out of service.
7.1 General Troubleshooting Tips.

Pixel controller is equipped with multiple indicators designed to help troubleshoot
at a glance; significant time and frustration can be avoided by simply paying
attention to the indicators on the MP and P-I/O boards.
7.2 General Checklist

a. The Pixel home screen always displays the most prominent fault
preventing the car from Automatic operation.
 NOTE: If an active fault is displayed, pressing the  HELP button will

display the fault help screen and possible corrective action. Refer to
section 7.3 below for example of fault and HELP diagnostics navigation.
b. Verify that each power control step-down transformer has the correct input
and output voltages (refer to job prints page 2 for terminal and fuse
numbers). Replace fuses as necessary.
c. Verify that the 24 VDC power supply module green LED is illuminated, and
that voltage output is within 10 % tolerance. If not, check the following:
i. Verify input power to the power supply.
ii. Check the power supply input switch setting, set per job prints page 2.
iii. Verify that fuses FSP1 and FSP2 are good.
d. Check voltage between terminals 4A and 3 to confirm approximately 110
VAC.
e. Check voltage between terminals 6 and 3; 50 and 3; and 50F and 3.
Confirm approximately 24 VDC. If any of the above power supply voltages
are not within range, check the appropriate fuses.
 NOTE: System common is the 3 buss (normally terminal 3 is connected to

chassis ground). Unless otherwise noted, all DC voltages are measured
with respect to Terminal 3.
 NOTE: Refer to Appendix D for complete list of pneumonic descriptions.
 NOTE: Refer to Section 7.4, Pixel Fault Listing Table, for a complete list of
Help Menu fault entries with expanded Possible Causes/ Solutions.

7.3 Fault Help Menu Navigation Example
Pixel recognizes over two hundred faults. All faults can be resolved using the
same method. The example below illustrates the use of the HELP menu in
correcting a Car Safety String Open fault.
Pixel home screen displays

Car Safety String Open Fault
(shown in red).
Press the yellow  HELP

button and details about how
to resolve the fault are
displayed.
 NOTE: Every fault Pixel declares follows the same display and HELP menu
format.
7.3.1 Troubleshooting Example

Continuing with the Car Safety String Open fault from above, use the help menu
instructions to troubleshoot and correct fault per the example below:
a. Verify the SAFC input LED, located on the P-I/O, board is not illuminated;
indicating that SAFC input voltage is missing.
b. Open the job prints, page 3, as indicated by the HELP menu.
c. Verify that power between terminals 3 and 4A is approximately 120 VAC.

For example purpose consider that voltage measured is within range.

Power supply voltage troubleshooting is covered in Section 7.2 above,
General Check List.
d. Verify that power between terminals 3 and SAFC is not present.
e. Verify that the COP Fire Panel Stop Switch is closed, and power between
terminals 3 to 20B is approximately 120 VAC inside the COP. For example
purposes the Fire Panel Stop Switch is closed and the voltage measured is
within range.
f. Access the top of the car and place the car on Cartop Inspection mode.
g. Verify that the power between terminals 3 and 20B at the TOC terminal
strip is approximately 120 VAC. For example, purposes the voltage
measured is within range.
h. Determine which device is open between terminals 20B and SAFC in the
TOC terminal strip. Correct as required.
i. Verify power between terminals 3 and SAFC is approximately 120 VAC on

the TOC terminal strip.
j. Verify voltage at the controller traveler terminal strip SAFC and SAFC LED
is illuminated on the P-I/O board.
k. Press  HOME to return to Pixel main menu and verify fault has cleared.
 NOTE: Some faults are latching and require that the  RESET System
Fault Reset button be pressed to clear fault after it is no longer present.
Refer to Table 7.3.1 below for a list of latching faults requiring manual
reset.
l. If another fault is displayed, follow steps 1 to 11 above to correct and return

the car to service.
Latching Event Table 7.3.1

1. Unintended Movement
7. Leveling Overspeed
2. Governor Switch Open
8. Earthquake Overspeed
3. Aux. Brake Main Relays
9. High Speed Overspeed
4. Aux. Brake Aux. Relays
10. Motor Limit Time Out
5. Inspection Overspeed
11. Pit Flood
6. Slowdown Overspeed

7.4 Pixel Event Listing Table
The Pixel Event Listing is intended to provide an explanation of the event
conditions that may be generated by Pixel controller and to empower the
troubleshooter with a better understanding of each event to expedite corrective
actions.
 NOTE: Events are listed in alphabetical order.
 NOTE: Events for Serial Brake(s) interface are listed as part of Appendix F
section F5 under Serial Brake Event Listing Table.
 NOTE: Under the Event Message column, the message description portion
in ( ) parenthesis is for Pixel software versions 3.0.3.xx and prior.
 NOTE: Under the Event Message column, the message description portion
in { } curly brackets is used to provide an explanation about the XX portion
of the event message and will not be displayed as part of the event
message
Event Message Description Logical Conditions

Possible Causes/
Solutions
• Verify the AA Auxiliary Contacts are
properly seated
• Manually actuate the AA motor contactor
TRACTION and observe the STOP input Led on the P-
AAo = 1 MPIO board turns off as contactor is
STOP = 1 pressed and turns on when released.
OR • Verify the operation of the STOP input on
The AAo Motor Contactor AAo = 0 the P-MPIO Board – Navigate to
output state is off but its STOP = 0 Troubleshoot→Flags →Safety I/O Flags
monitored contact did not and observe the STOP flag changing states
close or AAo state is on but its HYDRO in memory when the AA motor contactor is
monitored contact did not w/Contactor Proof manually actuated.
AA
Open, Option • If the STOP flag doesn’t change state in
Contactor/STOP
AA Contactor failed to pick, SU = 0 memory, but it does change state on the
Input
drop or it has a bad Auxiliary SD = 0 P-MPIO status LED– Replace the P-MPIO
Contact, verify contact(s) AAo = 0 Board
wired to the STOP input and STOP = 0 • If STOP flag does change state in memory
AAo contactor output triacs; and it matches the LED status – Navigate to
refer to page 4 of prints. HYDRO Troubleshoot→Flags →Safety I/O Flags
w/o Contactor Proof observe the AAo output flag to match the
Option AAo output status LED on the P-MPIO, if
AAo = 0 it does not replace AAo output triacs Q4
STOP = 0 and Q5 on the P-MPIO Board and repeat
this step.
• If step above did not fix the problem,
Replace the P-MPIO Board

Possible Causes/
Solutions
• The parameters entered into the alternate
Error is generated when speed profile are out of range– Refer to
Initial Jerk
Acceleration, Deceleration, Section 4.6 of the Pixel Manual for allowed
Roll Over Jerk
and Jerk parameters for the range values.
Alternate Pattern Deceleration Jerk
Alternate Speed Profile are out
Acceleration • Enter factory default values and adjust
Error
of range to allow Pixel the parameters as needed for best performance
Deceleration
generation of a continuous Navigate to Adjust→Ride
speed pattern output. Performance→Alternate Speed Profile to
verify and enter speed parameters
• Verify RG, RGBP, and RGOK slide
jumpers setting on the PDB board and
The auxiliary brake monitor Auxiliary Brake interface wiring; refer to
input RGOK status is off, the page2 of the prints.
EB1and EB2 = 1
emergency brake failed to lift, • Verify voltage or terminal RG3 to be 120
or
refer to Page2 of prints to or 240 VAC as required for this job; refer
Aux Brake Tripped EBX1 and EBX2 = 1
verify Auxiliary Brake and to to page 2 of the prints.
And
pages 2 and 3 for RGOK input
RGOK = 0 • Verify RGOK input LED on the P-MPIO is
interface and wiring on, then Navigate to Troubleshoot → Flags
→ Safety I/O Flags to verify that RGOK
input flag matches input LED status, if not
replace the P-MPIO board.
• Unplug the Cedes APS unit from the P-
TOC to remove power then plug it back in
and verify the fault has been cleared.
• Verify the connection between the Cedes
Cedes APS Sensor
APS Sensor and the P-TOC board is
Communication error. Verify
correct. Refer to Page 6APS of the prints.
the connection from the device
• After verifying the connection is correct,
to P-TOC is correct; refer to
interchange the Main and Auxiliary
Aux Cedes Unit Page 6APS of the prints. This
connection on the APSC and confirm on
Bus Error error can be caused by the
the View Selector Data Window
power supply not being within
(Install→View Selector Data) that the fault
+/- 20% of the 24VDC and
is now displayed on the Main data.
can also be cleared by a power
cycle to the device. • If the fault does not move to the Main
device, then replace the Auxiliary Cedes P-
HNA board
• If the fault does move to the Main device,
replace the Cedes APS Sensor.

Possible Causes/
Solutions
correct. Refer to page 6APS of the prints.
Cedes APS Sensor response interchange the Main and Auxiliary
fails the Pixel Checksum connection on the APSC and confirm on
Aux Cedes Unit Integrity Check. Verify the the View Selector Data Window
Checksum Error connection from the device to (Install→View Selector Data) that the fault
P-TOC is correct; refer to page is now displayed on the Main data.
6APS of the prints. • If the fault does not move to the Main
HNA board
• Clean the optical window on the Cedes
APS Sensor device
Cedes APS Sensor is almost or
• Clean the coded tape from any dust or
completely out of reading
grease.
range. Verify that mounting
• Verify the alignment of the device is
Aux Cedes Unit and alignment of the code tape
Contrast Error and the device is correct centered to the coded tape. Be sure to use
the position indicators on the device to
utilizing the device LED(s).
verify alignment, refer to Appendix E of
Clean the optical window,
Controller manual
code tape.
• If the fault does not clear, replace the Cedes
APS Sensor device
Cedes APS Sensor internally • Unplug the Cedes APS unit from the P-
generated error. This error can TOC to remove power then plug it back in
be caused by the power supply and verify the fault has been cleared.
Aux Cedes Unit
not being within +/- 20% of • Verify the 24VDC power supply is within a
Internal Error
the 24VDC and can also be +/- 20% range.
cleared by a power cycle to • If the fault continues to appear, replace the
the device. Cedes APS Sensor.
APS Sensor device
Cedes APS Sensor cannot read grease.
the code tape correctly. Clean • Verify the alignment of the device is
Aux Cedes Unit
the optical window, code tape, centered to the coded tape. Be sure to use
Position Error
and verify the alignment of the position indicators on the device to
sensor with the code tape. verify alignment, refer to Appendix E of
Controller manual
APS Sensor device

Possible Causes/
Solutions
APS Sensor device
Aux Cedes Unit
POS A Error
Controller manual
APS Sensor device
APS Sensor device
Aux Cedes Unit
POS B Error
Controller manual
APS Sensor device
APS Sensor device
Aux Cedes Unit
Velocity Error
Controller manual
APS Sensor device
fails the Pixel Zero Bit connection on the APSC and confirm on
Aux Cedes Unit Integrity Check. Verify the the View Selector Data Window
Zero Error connection from the device to (Install→View Selector Data) that the fault
P-TOC is correct; refer to page is now displayed on the Main data.
6APS of the prints. • If the fault does not move to the Main
HNA board

Possible Causes/
Solutions
• Verify the wiring of the Auxiliary Landa
Sensor Unit for data and shield wires. Refer
to page 6b of the prints.
• Replace Auxiliary Landa wire harness to
Bad/Corrupted data packets
Aux Landa Unit the TOC and verify operation, continue
from the Auxiliary Landa unit
Bad Integrity Data with steps below if problem persist.
are being received.
• Replace Auxiliary Landa Sensor Unit and
verify operation, continue with step below
if problem persist
• Replace P-TOC board
• Auxiliary Landa Sensor Unit is misaligned
and is unable to read positional data. Verify
Auxiliary Landa Sensor Unit alignment.
• Ensure that the tape is straight though the
entire length of the hoistway and that is
The Landa Tape is not aligned
braced at appropriate intervals to prevent
Aux Landa Unit inside the Auxiliary Landa
excessive drift.
Completely Off sensor unit; refer to page QR5
Rail of the prints for tape • Navigate to Install→View Selector Data
installation directions. Window and verify the Landa tape
alignment while running on Inspection the
entire length of the hoistway. If properly
align replace the Auxiliary Landa Sensor
Unit, refer to page QR5 of the prints for
tape installation directions.
• Navigate to Install→View Selector Data
Window and verify if the Auxiliary Landa
sensor unit reads a position of 0.00ft
• If the position is 0.00ft, verify that the
Landa tape is installed properly by ensuring
Auxiliary Landa Sensor unit is
that the arrows on the Landa tape are
constantly reading a position
Aux Landa Unit pointing in the UP direction.
of 0.00ft, Refer to page QR5
has Invalid Data
of the prints for Landa tape • If pointing down Landa tape is hanging
upside down and needs to be flipped.
installation directions.
• If arrows are located to run inside sensor
unit, tape is backwards and needs to be
turned. i.e. arrows need to be away from
sensor unit reading area, refer to page QR5
of the prints for tape installation directions.
Aux Landa Unit
Can’t Read Pos. A • Clean the optical unit of any possible dirt.
Or Auxiliary Landa Sensor Unit • Verify the direction of reading relative to
Can’t Read Pos. B cannot calculate the current code rail is correct
position, clean sensor unit • Verify the wire harness connection between
(Pos. A: Aux reading area and verify it is the Landa unit and the P-TOC board is
Landa Unit Lost 1) free from scratches, if secured tightly
or scratched replace sensor unit. • Verify that the plastic liner is not scratched;
(Pos. B: Aux if it is then the unit must be replaced.
Landa Unit Lost 2)

Possible Causes/
Solutions
• Auxiliary Landa Sensor units partially
misaligned and is unable to read positional
data. Verify the Auxiliary Landa Sensor
unit alignment.
The Landa Tape is partially
misaligned inside of the
Aux Landa Unit braced at appropriate intervals to prevent
Auxiliary Landa Sensor unit;
Partially Off Rail excessive drift. Refer to page QR5 of the
refer to page QR5 of the prints
prints for tape installation directions.
for tape installation directions.
Window and verify the Landa alignment
while running on Inspection the entire
length of the hoistway. If properly aligned
replace the Auxiliary Landa Sensor unit
• Verify the wiring of the Auxiliary Landa
Sensor unit for data and shield wires. Refer
to Page 6b of the prints.
Aux Landa Unit The CRC of the data packet
• Replace Auxiliary Landa wire harness to
Checksum Error did not match the calculated
the TOC and verify operation, continue
CRC; Bad/Corrupted data
with steps below if problem persist.
(Aux Landa Unit packets from the Auxiliary
• Replace Auxiliary Landa Sensor unit and
Read Data Error) Landa Unit are being received.
if problem persist

Possible Causes/
Solutions
• If building power is not available the
behavior is correct, wait for building power
service to be reestablished.
• If building power is available verify power
fed to the controller matches job
requirements, refer to page 1 of the prints.
• Verify battery lowering unit is operating
properly, refer to Pages. 1 & 5 of prints.
BPL input should be wired to a normally
open contact.
• Verify that BPL input is not active, voltage
The building power has failed
is not present on BPL terminal, if active
and the battery power to lower
refer to battery lowering unit manual to
the elevator and let passengers
determine and correct input activation
Battery Lowering out has been engaged, the BPL = 1
behavior.
Battery Lowering input BPL is
active; refer to pages 1 & 5 of • If not active, BPL IO input may have
the prints failed, verify BPL input IO Mapping
matches its terminal assignment
• If it matches verify that the input state
matches in Local Diagnostics. Navigate to
Troubleshoot → Local Diagnostics, and
then select the board BPL is mapped on.
• If it does not match, try reassigning BPL
input to a different IO input or replace the
board if no spare available IO inputs
available. I/O mapping navigate
to:(Install→I/O Mapping→ select board
and BPL input location)

Possible Causes/
Solutions
• Verify Mechanical Operation of BK
contactor and its Auxiliary contacts
• Manually actuate the BK contactor and
observe the BKI input Led on the P-MPIO
board turns off as contactor is pressed and
turns on when released.
• Verify the operation of the BKi input on the
P-MPIO Board – Navigate to
The BKo Brake contactor Troubleshoot→Flags →Safety I/O Flags
output state is off but its and observe the BKi flag changing states in
monitored contact did not memory when the BK motor contactor is
close. BK Contactor failed to manually actuated, if the BKi flag doesn’t
BK = 0
BK Contactor Fault drop or it has a bad Auxiliary change state in memory, but it does change
BKi = 0
Contact, verify contact(s) state on the P-MPIO status LED – Replace
wired to the BKi input and the P-MPIO Board.
BKo contactor output triac; • If BKi flag does change state in memory
refer to page 4 of prints. Navigate to Troubleshoot→Flags →Safety
I/O Flags observe the BKo output flag
matches the output status LED on the P-
MPIO board, if it does not match replace
BKo output triacs Q1_05 on the P-MPIO
Board and repeat this step.
Cedes APS Sensor

Communication error. Verify • Unplug the Cedes APS unit from the P-
the connection from the device TOC to remove power then plug it back in
to P-TOC is correct; refer to and verify the fault has been cleared.
Both Cedes Unit page 6APS of the prints. This • Verify the connection between the Cedes
Bus Error error can be caused by the APS Sensor and the P-TOC board is
power supply not being within correct. Refer to page 6APS of the prints.
+/- 20% of the 24VDC and • If the connection is correct and the fault
can also be cleared by a power continues, replace the Cedes APS Sensor.
cycle to the device.
APS Sensor device
grease.
Both Cedes Units and alignment of the code tape
centered to the coded tape. Be sure to use
Contrast Error and the device is correct
Controller manual
code tape.
APS Sensor device

Possible Causes/
Solutions
Cedes APS Sensor response
fails the Pixel Checksum
Both Cedes Unit Integrity Check. Verify the
Checksum Error connection from the device to
• If the connection is correct and the fault
P-TOC is correct; refer to page
continues, replace the Cedes APS Sensor.
6APS of the prints.
Both Cedes Unit
Internal Error
APS Sensor device
Both Cedes Unit
Position Error
Controller manual
APS Sensor device
APS Sensor device
Both Cedes Unit
POS A Error
Controller manual
APS Sensor device
APS Sensor device
Both Cedes Unit
POS B Error
Controller manual
APS Sensor device

Possible Causes/
Solutions
APS Sensor device
Both Cedes Unit
Velocity Error
Controller manual
APS Sensor device
Cedes APS Sensor response
fails the Pixel Zero Bit
Both Cedes Unit Integrity Check. Verify the
Zero Error connection from the device to
• If the connection is correct and the fault
P-TOC is correct; refer to page
continues, replace the Cedes APS Sensor.
6APS of the prints.
• Verify the wiring for both Main and
Auxiliary Landa Sensor units for data and
shield wires. Refer to Page 6b of the prints.
• Replace Main and Auxiliary Landa Sensor
Bad/Corrupted data packets units wire harnesses to the TOC and verify
Both Landa Units
from both Main and Auxiliary operation, continue with steps below if
Bad Integrity Data
Landa Unit are being received problem persist.
• Replace Main and Auxiliary Landa Sensor
units and verify operation, continue with
step below if problem persist
• Main and Auxiliary Landa Sensor units are
misaligned and are unable to read
positional data. Verify Main and Auxiliary
Landa Sensor unit alignment. Refer to page
QR5 of the prints for Landa installation
directions.
The Landa Tape is not aligned • Ensure that the tape is straight though the
Both Landa Units
inside the sensor units; refer to entire length of the hoistway and that is
Completely Off
page QR5 of the prints for braced at appropriate intervals to prevent
Rail
tape installation directions. excessive drift.
Window and verify the Landa tape
align replace Main and Auxiliary Landa
Sensor units.

Possible Causes/
Solutions
Window and verify Main and Auxiliary
Landa sensor unit read a position of 0.00ft
Both Main and Auxiliary Landa tape is installed properly by ensuring
Landa Sensor units are that the arrows on the Landa tape are
Both Landa Units constantly reading a position pointing in the UP direction
Have Invalid Data of 0.00ft, Refer to page QR5 • If pointing down Landa tape is hanging
of the prints for Landa tape upside down and needs to be flipped
installation directions. • If arrows are located to run inside sensor
unit tape is backwards and needs to be
turned, i.e. arrows need to be away from
sensor unit reading area, refer to page QR5
of the prints for tape installation directions.
Both Landa Units
Can’t Read Pos. A • Clean the optical units of any possible dirt.
Main and Auxiliary Landa
Or • Verify the direction of reading relative to
Sensor Unit cannot calculate
Can’t Read Pos. B code rail is correct
the current position, clean
• Verify the wire harness connection between
sensor units reading area and
(Pos. A: Both the Landa unit and the P-TOC board is
verify it is free from scratches,
Landa Unit Lost 1) secured tightly
if scratched replace sensor
or
unit(s). • Verify that the plastic liner is not scratched;
(Pos. B: Both if it is then the unit(s) must be replaced.
Landa Unit Lost 2)
• Main and Auxiliary Landa Sensor units are
partially misaligned and are unable to read
positional data. Verify Main and Auxiliary
Landa Sensor unit alignment.
misaligned inside the Main
Both Landa Units and Auxiliary Landa Sensor
excessive drift, refer to page QR5 of the
Partially Off Rail units; refer to page QR5 of the
prints for tape installation
directions. • Navigate to Install→View Selector Data
length of the hoistway. If properly aligned
replace the Main and Auxiliary Landa
Sensor units
• Verify the wiring of the Main and Auxiliary
Landa Sensor units for data and shield
wires. Refer to Page 6b of the prints.
The CRC of the data packet
Both Landa Units • Replace Main and Auxiliary Landa wire
did not match the calculated
Checksum Error harness to the TOC and verify operation,
continue with steps below if problem
packets from Main and
(Both Landa Units persist.
Auxiliary Landa Units are
Read Data Error) • Replace Main and Auxiliary Landa Sensor
being received.
units and verify operation, continue with
step below if problem persist

Possible Causes/
Solutions
• Verify brake and brake auxiliary contact
mechanical operation.
• BPI failed to change states for a set number
of trips. Could be high or low based on
what contact polarity used (normally open/
normally closed) – Verify BPI contact
functionality/ ensure that BPI changes
states on the controller. Navigate to
Troubleshoot→Flags→ Safety I/O Flags
BPI Option = NO • If BPI is changing states in memory –
BK= 1 and BPI = 1+ Ensure that the controller is set to the type
The brake monitored input
BPI Timeout Expired of contact being used. Navigate to
BPI indicates the brake failed
Brake Did Not Lift OR Adjust→Car Performance→Traction
to lift, refer to Pages. 2 and 5
BPI Option = NC Options→ BPI NO NC Option. Select NO
of prints
BK=0 and BPI = 0 + for normally open or select NC for
BPI Timeout Expired normally closed contact
• Extend the timeout to declare the fault to
allow the brake contact to properly engage
by increasing the BPI Timeout timer,
Navigate to Adjust→Ride
Performance→Motor/Brake Timers→BPI
Timeout.
• Verify settings for BPI timeout and desired
detection performance refer to controller
manual section for BPI Input Timeout
• Verify proper Brake Pick and Hold
voltages at terminals B1 and B2 and adjust
resistors taps as required to apply required
brake voltages, refer to page 2 of the prints.
• Verify the operation of the P and AA
auxiliary contacts in series with the BK
BKI input turned on while car
relay coil, refer to page 4 of the prints,
was traveling at a speed
Note: An intermittent auxiliary contact will
greater than 10fpm, indicating
generate an intermittent fault behavior
that the BK monitored contact
SU or SD = 1 • Verify that the BKI input goes low when
closed, possibility of a bad
Brake Drop During BK = 1 BK picks, Navigate to
BK, P, or AA Relay or one of
Run BKI = 1 Troubleshoot→Flags→Safety I/O Flags
their Auxiliary contacts, or the
Speed > 10fpm It’s possible that the BK output is not
drive dropped the Run Relay
causing the BK contactor to pick – Verify
output, refer to Pages2 and 4
that when the BK output goes high in
of prints
memory the BK contactor picks. Navigate
to Troubleshoot→Flags→Safety I/O Flags
If BK goes high but contactor BK contactor
does not pick replace Q5 output triac.
• After verifying functionality for all relays
and replacing Q5 triac if the problem
persists – Replace the P-MPIO Board.

Possible Causes/
Solutions
• Verify traveler wiring from controller to
TOC and from the TOC to COP(s), refer to
Pages. 6 & 8 of the prints
• Verify COP(s) configuration node ID SW2
Unable to establish CAN
switch settings refer to Page 8 of the prints
communication between the P-
• Verify CAB network to make sure all
CAB Comm. MP and any of the Cab Nodes
expected boards are being accounted by
Failed (P-TOC, P-COP or P-CNEX).
Refer to Pages. 6 & 8 of the Pixel navigate to →Install →Learn
Functions→Car Network Landscape
prints
• Verify CAB Network Status Good versus
Bad counts. Navigate to
Troubleshoot→Controller Network→Car
CAN Network
The Car Call Disconnect
function has been tripped • Navigate to Troubleshoot→Statistic
Car Call causing all car calls to be Counters→CCD Trigger Code
CCD = 1
Disconnect Tripped dropped, refer to statistics • Use the trigger code to guide you on
counter window for the trigger seeking a solution.
code.
• Navigate to Troubleshoot → Flags →
Inspection Flags and make sure that CDB is
either black or blue
• Verify the communication status for SP1
SP1 and SP2CDB1 and CDB2 CDB1 = 1
and SP2 by navigating to Troubleshoot →
inputs are both on or both off CDB2 = 1
Car Door Bypass Controller Network → (SP1) and (SP2)
simultaneously, Pixel monitors OR
Switch
both sides of the switch status CDB1 = 0 • If the SP1 and SP2 processors still read the
for. Refer to Page3 of prints CDB2 = 0 same status and are communicating
correctly – Replace the P-MP Board; the
switch may have failed. If they are not
communicating correctly – Replace both
the P-MP and P-MPIO Boards
• Car door bypass switch cannot be active
while the controller is not on either car top
or in car inspection – Turn off Car Door
Bypass switch
• If the car door bypass switch is off – verify
The Car Door Bypass switch ICT = 1 that the switch is off in memory. Navigate
Car Door Bypass is active while the car is not on IIC = 1 to Troubleshoot → Flags → Inspection
w/o Inspection Car Top inspection or In Car CDB = 1 Flags and look at the status of CDB. The
inspection flag is low if the switch is off and high if
the switch is on.
• If the switch status doesn’t change and/ or
is reflected incorrectly in memory –
Change the P-MP Board; the switch may
have failed.

Possible Causes/
Solutions
• Voltage loss on 4A (120VAC) – Check
Fuse F4A on PDB Board (Page2 of prints).
Note jobs with Cycle Testing will reference
4CT rather than 4A.
• Fire Panel Stop Switch, Safety Clamp,
Emergency Exit Switch, or Cartop
Voltage lost to the Car Safety
Inspection Stop Switch is open. – Verify
String (SAFC) Terminal on
that full voltage is making it to SAFC. If
the P-MPIO Board OR not
it’s not, trace backwards until the voltage
making it to memory. Fire
Car Safety Sting loss is found refer to Pages 3 & 6 of prints)
Panel Stop Switch, Safety SAFC = 0
Open • Verify the yellow jumpers SAFC1 and
Clamp, Emergency Exit
SAFC2 located on the right lower corner of
Switch, or Cartop Inspection
the P-MP-IO board are set to the left
Stop Switch is open. Refer to
(closed position).
Pages 3 and 6 of the prints
• If 120VAC voltage has been verified on
terminal SAFC and the SAFC LED is lit,
then navigate to Troubleshoot → Flags →
Safety I/O Flags and ensure that SAFC is
ON in memory. If the SAFC flag is low in
memory – Replace the P-MPIO Board.
• Verify the closing attempts fault counter is
not set too low – Navigate to Adjust→Car
Performance→Door Options→Closing
Attempts Fault Counter. This is the number
of times it will try to close the doors before
the fault comes up. Current default setting
is 5 times. (If set to 0, it will try to close
indefinitely)
• Doors may not be responding to the close
Demand exists and the car was command from the controller – Ensure that
held at the floor for a time DCF output is coming in. Navigate to
Car Timed Out of
greater than the programmed TOS = 1 Troubleshoot→Flags→Door Flags. Look
Service
amount of the Time Out of at DCFF or DCFR (front or rear).
Service Timer • DCF is making it to the door operator, but
there is a door operator issue. – Verify the
door operator.
• A stuck photo-eye (PHE), door open button
(DOB), car call, or hall call might be
preventing the doors from closing.
• Make sure the Time Out of Service timer is
programmed with an appropriate value, the
factory default is 45 seconds. Extend the
timer as necessary.

Possible Causes/
Solutions
• Verify the closing attempts fault counter is
not set too low – Navigate to Adjust→Car
Performance→Door Options→Closing
Attempts Fault Counter. This is the number
of times it will try to close the doors before
the fault comes up. Current default setting
is 5 times. (If set to 0, it will try to close
indefinitely)
Car was unable to close its
• Doors may not be responding to the close
doors and or respond to call
command from the controller – Ensure that
service demand and the Time
DCF output is coming in. Navigate to
Out of Service timeout expired
Troubleshoot→Flags→Door Flags. Look
and then the Car Out of COS =1
Car Out of Service at DCFF or DCFR (front or rear).
Service Timer timeout also TOS = 1
• DCF is making it to the door operator, but
expired placing the car out
there is a door operator issue. – Verify the
service and to cancel call
door operator.
demand(s).
• A stuck photo-eye (PHE), door open button
(DOB), car call, or hall call might be
preventing the doors from closing.
• Make sure the Time Out of Service timer is
programmed with an appropriate value, the
factory default is 45 seconds and the car out
service timer is set for at least 5 times the
time out of service value, default is 6
minutes, extend the timers as necessary
ICT1 = 1
ICT2 = 0
OR
ICT1 = 0
• If the Fault is generated when the car is not
ICT2 = 1
in Car Top Inspection Mode, verify that
OR
ICTE, ICTU, and ICTD LEDs are off on
ICTE1 = 0
the P-MPIO board, refer to pages 3 and 6 of
ICTE2 = 1
the prints.
OR
• If fault is observed while commanding the
ICTE1 = 1
SP1 and SP2 ICT1 and ICT2 car to move, verify the ICT LED status on
ICTE2 = 0
or ICTE1 and ICTE2 inputs the P-MPIO board is off as the car top
OR
status are not the same or inspection switch is placed to Inspection.
ICT = 1
Car-Top Inspection ICTE input is active and the • If the fault persists, Navigate to
ICTE = 1
Switch car is not on Car Top Troubleshoot → Flags → Inspection Flags
OR
Inspection Mode Refer to and verify that ICT and ICTE, ICTU, and
ICT = 1
Pages 3 and 6 of the prints ICTD follow their respective switch setting,
ICTU = 1
refer to page 6 of the prints, if they do not
OR
follow replace the P-MPIO Board
ICT = 1
ICTD = 1 • If the flags for ICT or ICTE are a color
OR other than black or blue, then a mismatch
ICTE = 0 exists when the Safety processors SP1 and
ICTU = 1 SP2 read these inputs. – Replace the P-
OR MPIO Board
ICTE = 0
ICTD = 1

Possible Causes/
Solutions
• Contact Elevator Controls Technical
P-MP, P-TOC, and P-COP
Company Support
company exclusive version
Exclusive • Navigate to Install→Initial
codes do not match one
Mismatch Settings→Exclusive Conversion to resolve
another
the mismatch.
• Verify the correct COP configuration
settings are correct to account for this car’s
COP nodes, Navigate to Install→ Initial
Settings → MP Cab Node Network → COP
Unable to maintain CAN Config
Communications between the • Verify the COP dipswitch (COP CONFIG)
COP Aux Front MP and the Aux. Front COP. is set accordingly, refer to page 8X of the
Comm. Failed Refer to Page8X of the prints prints
to verify CAB CAN network • Verify wiring from the TOC to COP Aux
wiring. Font.
• Make sure CAN-H and CAN-L are wired
the CAB CAN either on JCCB1 or JCCB
RJ45 Type Connector NOT to the local
COP CAN Bus.
Unable to maintain CAN
Config
Communications between the
• Verify the COP dipswitch (COP CONFIG)
MP and the Aux. Rear COP.
COP Aux Rear is set accordingly, refer to page 8RX of the
Refer to Page 8RX of the
Comm. Failed prints
prints to verify CAB CAN
• Verify wiring from the TOC to COP Aux
network wiring.
Rear.
COP CAN Bus.
Config
MP and the Main Front COP.
COP Main Front is set accordingly, refer to page 8 of the
Refer to Page 8of the prints to
Comm. Failed prints
verify CAB CAN network
• Verify wiring from the TOC to COP Main
wiring.
Front.
COP CAN Bus.

Possible Causes/
Solutions
Config
MP and the Main Rear COP.
COP Main Rear is set accordingly, refer to page 8R of the
Refer to Page 8Rof the prints
Comm. Failed prints
to verify CAB CAN network
• Verify wiring from the TOC to COP Main
wiring.
Rear.
COP CAN Bus.
• Verify the CTR relay picks when the CTR
output on the P-MPIO Board turns on.
Flags in RED failed Cycle Refer to Page 5 of the prints.
Test, refer to pages 3 and 4 of • Verify the inputs failing test are using as
the prints common 4CT and not the 4A bus. Refer to
(GOV, DLAT, DLSF, DLAB, pages 2, 3, 4, and 5 of the prints.
Cycle Test Failed ICT, ICTE, HDB, CDB, • If wired correctly verify that the failed
ESTP, IA, IIC, ESCO, SAFC, input flag is changing states in memory.
SAFH, IMR, IICE, CGF, Navigate to Troubleshoot → Flags →
CGR, DLSR, DCAT, DCAB, Safety I/O Flags and confirm that the failed
DCSF, DCSR) input flag changes states in memory when
its corresponding field wire is removed, if it
does not replace the P-MPIO board
• Bad contact on the D relay – Replace the D
The DNL-DRM input is on relay, refer to page 1 of the prints
while D relay output is off • DNL-DRM input may have failed – Verify
DNL-DRM = 1
D Relay Monitor indicating D Relay contact 1 that DRM flag is changing states in
SD = 0
failed to break open, possibly
(Hydro Only) memory. Navigate to Troubleshoot →
(D Relay Fault) due to a bad D relay. Refer to Flags → Safety I/O Flags and confirm that
Page 1 of the prints the DRM input flag changes states in
memory when D relay is removed, if it does
not replace the P-MPIO board
• Try a Computer Reset and verify that the
fault cleared.
• If the fault persists after the Computer
Reset, perform a bottom landing Floor
DNL Offset Data integrity error has been
Setup Procedure, refer to section 3.8 of
Corrupted detected with the learned DNL
controller manual
Position.
• If error persists, replace the P-MP Board.
and perform a new Floor Setup Procedure,
refer to section 3.8 of controller manual

Possible Causes/
Solutions
• Verify the L1000A drive parameters are
programmed correctly:
P1-01 = AC
P1-02 = 26
P1-03 = 45
P1-04 = 20
• Verify the pending counts for the Drive
Command Aborted fault are set correctly.
Navigate to Troubleshoot→Event
Logs→Event Pending Counts→Monitor
Event Pending Counts→Drive Command
If speed command is greater There may be condition
Aborted: MP=010, SP=005.
than 3 FPM and the AA motor or minor fault holding
• Verify the drive Safe Disable Input 1 and 2
contactor is picked, Pixel the Drive in the stopped
are asserted when the AA contactor picks,
Drive Command verifies the “During Run” state, “During Run” bit
refer to page 1 of the prints.
Aborted status to be active, if not the can be seen using the
• If the Pixel Emergency Slowdown
run is aborted, this fault is monitoring drive
Command Output (ESCO) is on, the fast
declared, and a new run parameter, U1-12, bit 0
stop drive input, drive terminal S7, will be
process is attempted. Refer to drive manual
(L1000A Only) U:Monitors section activated forcing the drive to stay in the
STOPPED State, verify that ESCO output
is off. Terminal S7 status can be monitored
through drive parameter U1-10 bit 6.
Safety I/O Flags to verify the ESCO flag.
• If ESCO is low in memory but the output
LED is high, you can try replacing the U9
chip on the right side of the P-MPIO board,
spare chips were provided in the pixel spare
replacement parts kit that comes with the
controller or replace the P-MPIO board.
• Verify the Drive model and type is
programmed correctly. Navigate to
Install→Initial Settings→Basic Pixel
Unable to establish Settings→ Drive Selection.
communication between the P- • Verify RJ485 communication drive port
Drive Fault MP and the drive. Refer to (Traction Only) wiring, refer to page 1 of the prints
Page 1 of the prints • Verify Drive Status Good versus Bad
counts. Navigate to Troubleshoot →
Controller Network → Drive
• If the fault continues – Replace P-MP
Board.

Possible Causes/
Solutions
• Verify the L1000A was not left in the
programming mode; hold ESC key for 2-3
seconds to return to the Main Screen.
While car is stopped Pixel
Monitoring Drive • Correct any faults displayed on drive
verifies the Drive is ready
Parameter screen, refer to drive manual
before starting a new run.
Drive is Not Ready Check the drive display for
U1-12, Bit 5 = Drive • Verify the L1000A drive parameters are
Ready programmed correctly:
any drive fault or that drive is
Refer to drive manual P1-01 = AC
not in programming mode.
U: Monitors section P1-02 = 26
(L1000A Only)
P1-03 = 45
P1-04 = 20
• Drive fault relay output is active – Check

Drive for Faults, refer to Motor Drive Unit
Manual and Page 1 of the prints
• If there are no drive faults, verify DSAF
The Drive fault relay output is
input LED on the P-MPIO board is on.
active indicating a drive
Drive Safeties • If it is on verify Pixel input status, Navigate
tripped condition; refer to DSAF = 0
Tripped to Troubleshooting→Flags→Safety I/O
Motor Drive Unit Manual and
Flags and observe the DSAF flag to be on.
Page 1 of the prints
• If it is not on replace the P-MPIO Board.
• If input LED is off, verify wiring and
voltage at MB and MC drive terminals to
verify Drive Fault Relay operation.
• The Car, while in Earthquake operation,
exceeded the earthquake trip speed. –
Verify that the Earthquake trip speed is not
Car speed exceeded the
Earthquake set lower than the earthquake speed but
programmed earthquake
Overspeed rather is set to about 10% above earthquake
overspeed threshold.
speed setting, Navigate to Install→Initial
Settings→Speed Profile→Earthquake Trip
Speed.
jumpers setting on the PDB board; refer to
page2 of the prints.
• Verify EB1 and EB2 output LEDs match
RG input LED on the P-MPIO, if doesn’t
EB1 and EB2 = 0 match replace Q1_03 and Q1_04 output
EB1 and EB2 relays cycle
EB1-EB2 Relays RG = 1 triacs, if replacing triacs does not resolve
testing verification failed.
Fault the problem it’s possible that one or more
OR relays could have failed, try replacing EB1
RG input did not match EB1-
(Aux Brake Main and/ or EB2 relays; refer to pages 2 and 3
EB2 status state, refer to pages
Relays Fault) EB1 and EB2 = 1 of the prints.
2 & 3 of the prints
RG = 0 • Once Output and Input LEDs match, if the
problem persists, navigate to
Troubleshoot→Flags →Safety I/O Flags to
verify that EB1 and EB2 outputs vs. RG
input status, if they do not match replace
the P-MPIO board.

Possible Causes/
Solutions
jumpers setting on the PDB board; refer to
page2of the prints.
• Verify EBX1 and EBX2 output LEDs
match RGBP input LED on the P-MPIO, if
EBX1 and EBX2 = 0
EBX1 and EBX2 relays cycle doesn’t match replace Q1_01 and Q1_02
RGBP = 1
EBX1-EBX2 testing verification failed. output triacs, if replacing triacs does not
Relays Failure resolve the problem it’s possible that one or
OR
RGBP input did not match more relays could have failed, try replacing
(Aux Brake Aux EBX1- EBX2 status state, EBX1and/ or EBX2 relays; refer to pages 2
EBX1 and EBX2 = 1
Relays Fault) refer to pages 2 & 3 of the and 3 of the prints.
RGBP = 0
prints • Once Output and Input LEDs match, if the
problem persists, navigate to
Troubleshoot→Flags →Safety I/O Flags to
verify EBX1 and EBX2 outputs vs. RGBP
input status. If they do not match replace
the P-MPIO board.
• Verify the Emergency Stop switch in the
COP is set to Run position
• Confirm that the Emergency Stop switch is
wired correctly, refer to Pages 3 and 6 of
ESTP1 = 0
the prints
The Emergency Stop switch in ESTP2 = 0
• Verify 120 VAC are measured at the ESTP
the COP has been set to Stop, CSB = 0
terminal on the P-TB board.
return to Run position or SP1 OR
Emergency Stop
and SP2 do not read the same • Verify ESTP LED is on the P-MPIO board,
ESTP1 = 0
Switch Open and observe memory flag status, Navigate
switch status for the ESTP1 & ESTP2 = 1
ESTP2, refer to Pages 6and 3 to Troubleshoot → Flags →Safety I/O
OR
of prints Flags.
ESTP1 = 1
ESTP2 = 0 • If flag status color in other than black or
blue, SP1 and SP2 are not agreeing on the
ESTP input status, replace the P-MPIO
board
• If the flag status doesn’t match the LED,
replace the P-MPIO board
• Verify Mechanical Operation of ESCO
contactor.
• Manually actuate the ESCO contactor and
observe the DSAF input Led on the P-
MPIO board turns on as contactor is
ESCO = 0 pressed and turns off when released, if not
ESCO Contactor ESCO Output is Off and it’s DSAF = 1 replace the ESCO contactor.
Fault monitored NO contact through • Verify the operation of the DSAF input on
the DSAF input remained Test Performed only the P-MPIO Board – Navigate to
(ESCO Contactor) active. when Troubleshoot→Flags →Safety I/O Flags
STOP = 1 and observe the DSAF flag changing states
in memory when the ESCO contactor is
manually actuated, if the DSAF flag
doesn’t change state in memory, but it does
change state on the P-MPIO status LED –
Replace the P-MPIO Board.

Possible Causes/
Solutions
• The ETS Bypass Option is set to yes while
The ETS Bypass option is not
the car is on automatic mode of operation.
ETS Bypass allowed during Automatic
ETS Bypass = On Navigate to Install → Learn Functions →
Enabled Operation, reset the ETS
ETS Learn → ETS Learn Up (or Down)
Bypass option
and set the ETS Bypass option off
• Perform an ETS learn for both the up &
down directions. – Place the car at a
terminal landing. Navigate to
Install→Learn Functions→ETS Learn.
• Select either ETS Learn Up or Down based
on car current landing position then follow
the on-screen instructions to complete the
ETS learns.
• Once the ETS learns are complete –
Navigate to Install→File Transfer →
(follow the on-screen instructions to get
The Up/Down ETS, into file transfer mode) → Safety
Emergency Terminal Configuration Upload. Hit the transfer
Slowdown, learn has not been button in the bottom right corner to begin
performed or a parameter the transfer. Once the transfer is complete,
ETS Learn configuration change has been hit the home button to return to the home
ESTD = 1 screen.
Required performed to landing positions
or speed profile parameters The Emergency Slowdown Table Done
requiring a new ETS learn be (ESTD) flag is reset by changes to any of the
performed parameters below, forcing Pixel to request for
a new ETS learn be performed in order to
clear the fault condition:
Floor Positions
Top/Bottom Floor Number
Contract Speed
Leveling Speed
Acceleration
Deceleration
Initial Jerk
Rollover Jerk
Decel Jerk
Hydro STD Offset
DNL/ UNL Position
• Navigate to Troubleshoot→Flags→Safety
IO Flags and verify the mFRST flag is only
FRST = 1
The System Fault Reset PB is on when the System Fault Reset pushbutton
Fault PB Stuck Fault Reset PB Stuck
stuck in the ON position is being pressed.
Timer Expired
• If it is always on – Replace the P-MP
Board.

Possible Causes/
Solutions
• If flag status color is other than black or
blue, SP1 and SP2 are not agreeing on the
FRST input status, replace the P-MPIO
Board
FRST1 = 0
SP1 and SP2 FRST1 and • Verify the flag mFRST changes state
FRST2 = 0
FRST2 input status are the accordingly. Navigate to
Fault Reset Switch OR
same, refer to Page 3 of prints Troubleshoot→Flags→Safety I/O Flags
FRST1 = 1
verify that is on when System Fault Reset
FRST2 = 1
push button is pressed and low when
released.
• If it does not go low when released, replace
both the P-MP and P-MPIO Boards.
Discrete Ph1 switch
interface
AND
{FOFF = 0
• Verify wiring of the Fire Ph1 Switch; refer
The Fire Ph1 Switch has none RES = 0
Discrete Fire Ph1 to Page 5b or 5Zb of the prints, Navigate to
of is inputs active, must have FON = 0
Switch Troubleshoot→Flags→Emergency Service
at least one input active to be OR
Flags and verify only one of the Fire Ph1
on a valid state, refer to page 9 FON = 1
(Fire Ph1 Switch) Switch inputs is active.
of the prints RES = 1
OR
FON = 1
FOFF = 1
OR
RES = 1
FOFF = 1}
FCS = 0
F2OFF = 0 • Verify the wiring of the Fire Ph2 Switch
FDHD = 0 and the P-COP Configuration switch
The Fire Ph2 Switch has none OR settings. Refer to Page. 8 of the prints.
of is inputs active, must have FCS = 1 • Navigate to Troubleshoot→
one input active to be on a F2OFF = 1 Flags→Emergency Service Flags and
Fire Phase 2 switch
valid state, or has more than OR verify only one of the Fire Ph2 Switch
one active at the same time, FCS = 1 inputs is active.
refer to page 8 of the prints FDHD = 1 Note: Navigation to screen above is
OR available through the P-COP on board
F2OFF = 1 diagnostics also.
FDHD = 1
• Try a Computer Reset and verify that the
fault cleared.
• If the fault persists after the Computer
Data integrity error has been
Reset, perform anew Floor Setup
Floor DZ Pos. detected with one or more of
Procedure, refer to section 3.8 of controller
Corrupted the learned Per Floor Door
manual
Zone Positions.
• If error persists, replace the P-MP Board.
and perform a new Floor Setup Procedure,
refer to section 3.8 of controller manual

Possible Causes/
Solutions
• Verify programmed contract speed matches
the actual car speed. Navigate to
Adjust→Ride Performance→Speed
Profile→Contract Speed: _ _ _ FPM
The car is running at a speed
• Verify the settings that trigger this fault are
lower than the commanded
Navigate to the Drive set correctly.
speed and the difference is
Performance Data a) Adjust→Car Performance
Following Error/ more than the percentage
Window and observe the →Timers→Traction Timers→Traction
Traction Loss programmed in Traction Loss
Command and Loss Timer: 00:10.00.
Speed % for a time longer
Measured Speed. b) Adjust→Ride Performance→
than the programmed in
Speed Profile→Traction Loss Speed %:050%
Traction Loss timer
• The fault can be due to traction loss caused
by wear and tear in the ropes or sheave
• Verify and Make “100% “sure that your
brake is physically opening
SDI Pattern = Soft Start
H=1
HI = 1
AND
• DLKF or CGF dropped momentarily
CGF= 0 during takeoff. Navigate to
DLKF = 1 Troubleshoot→Event Logs→Event
Front Door
OR Playback→Standard DDR Event Log and
Bounced At Floor
The Front door bounced open CGF= 1 review the door flags for this fault to
XX
while the car was taking off DLKF = 0 confirm which of the door signals dropped
from a floor on an automatic OR during take off
XX = Landing
run CGF= 0 • At the floor number displayed in the fault,
number
DLKF=0 verify the door closing adjustments prevent
any door bouncing from a slammed closing
*DLKF flag comprises • Verify that doors don’t roll back or relax
the Status of All the open on takeoff.
Front Door Locks and
Front Door Close
Contacts when the door
option is configured to
Freight or Manual door.

Possible Causes/
Solutions
H=1
HI = 1
AND
CGF = 0
• DLKF or CGF dropped momentarily while
DLKF = 1
traveling on high-speed. Navigate to
OR
Front Door Clipped Troubleshoot→Event Logs→Event
CGF = 1
At Floor XX The front car gate or one of Playback→Standard DDR Event Log and
DLKF = 0
the interlocks clipped, while review the door flags for this fault to
OR
XX = Landing the car was travelling in high confirm which of the door signals dropped
CGF = 0
number speed during the run
DLKF=0
• At the floor number displayed in the fault,
verify door clearances as the car travels
*DLKF flag comprises
through the hoistway.
the Status of All the
front Door Locks and
front Door Close
Freight or Manual door
• DOLF and DCLF are both low in memory
– Verify the current position of the doors/
verify the status of the door limits on the
The front door open limit and door operator.
door closed limit are both low
• If the door operator limits are in the correct
at the same time.
state – Verify that the door limit signals are
reflected correctly on the P-TOC board
Front Door limits valid states:
terminals DOLF and DCLF.
Door Fully Open
• If the door limits are not displayed correctly
Front Door Limit DOLF = 0, DCLF = 1 DOLF = 0
on the TOC Board – Correct/verify the door
Switches DCLF = 0
limit wiring/ setup.
Door Fully Closed
DOLF = 1, DCLF = 0 • If the DOLF and DCLR signals seem
correct on the P-TOC board – Verify that
Door Partially Close-Open they match in memory. Navigate to
DOLF = 1, DCLF = 1 Troubleshoot→Flags→Door Flags
• If the door limits status on the TOC and
their status in memory does not match –
Then the DOLF/ DCLF inputs could be
damaged. Replace the P-TOC Board
• The car gate or the door lock didn’t open –
Verify status of DOLF, DLKF & CGF.
DOLF = 0
Navigate to Troubleshoot→Flags→Door
The front door open limit is CGF = 1
Flags and Figure out which flag is in the
open; indicating that the doors DLKF = 0
wrong state.
Front Door Locks are fully open, but either or OR
• Verify that the door contacts are open by
Fault both the front car gate or front DOLF = 0
ensuring that there is no voltage on CGF or
hoistway door locks are still CGF = 0
the door lock contact for that floor Refer to
closed. DLKF = 1
Page4 of the prints
• If there is no voltage but it stays high in
memory – Replace the P-MPIO Board.

Possible Causes/
Solutions
• Either the front door close limit, the car
CGF = 1 gate closed contact, or a hoistway door
DLKF = 1 closed contact is in the incorrect state. –
DCLF = 1 Verify which state the doors are in.
The front door close limit is
OR Navigate to Troubleshoot→Flags→Door
closed while the doors are
CGF = 0 Flags. Verify and correct whichever flag
locked.
Front Door Not DLKF = 1 isn’t in the correct state.
OR
Fully Closed DCLF = 0 • Verify that the door contacts are closed by
The front door close limit is
OR ensuring that there is voltage (120VAC) on
open, but either the car gate or
CGF = 1 CGF and the door lock contacts, refer to
door lock is not closed.
DLKF = 0 Page4 of the prints
DCLF = 0 • If there is voltage but corresponding
input(s) stay low in memory – Replace the
P-MPIO Board
• Verify the PHETF output picks the PHETF
relay and verify both the PHEF and the
PEMF inputs come in when the PHETF
PHETF = 1
relay is picked. Refer to pages 6 and 6b of
PHEF = 0
the prints.
PEMF = 0
• Verify that the Input PEMR and Output,
Front Photo Eye has failed its OR
PHETF, are mapped correctly in the Pixel
cycle test, test performed after PHETF = 1
Front PHE Cycle System. Navigate to Install→IO Mapping.
the door has reached its fully PHEF = 0
Test Failed
opened position and before PEMF = 1
Test information detail:
door closing starts OR
PHETF = 1 • Prior to the door closing PHETR output
PHEF = 1 will be turned on to signal door operator to
PEMF = 0 test the reopening device. Pixel will wait
for about 5 seconds for PHEF and PEMF
inputs to both are active to terminate or fail
test.
• Verify the PHEF input is not stuck in the
active state by disconnecting the field wire
from its assigned location and viewing the
PHEF input remained high for
PHEF = 1 status by navigating to
more than the programmed
Front PHE Fault Photo Eye Fail Timer Troubleshoot→Flags→Door Flags
Photo Eye Fail Timer value
Expired • Extend the Photo Eye Fail Timer as needed,
default value of 5 minutes, Navigate to
Adjust→Car Performance→Timers→Front
Door Timers→Photo Eye Fail

Possible Causes/
Solutions
• Verify and make sure the Governor switch
is closed
• If the Governor switch is closed –verify
voltage on the GOV Terminal (120VAC), if
Governor auxiliary monitored there is no voltage on GOV terminal Verify
contact opened. Verify the Governor Switch wiring, refer to Page 3 of
Governor mechanical the prints
Governor Switch operation, reset the Governor • If there is voltage verify that GOV flag is
GOV = 0
Opened and press the System Fault active in memory. Navigate to
Reset pushbutton on the P-MP Troubleshoot → Flags → Safety I/O Flags.
board. Refer to Page3 of the • If GOV has voltage but is off in memory,
prints replace the P-MPIO Board.
• If the flag for GOV is a color other than
black or blue, then a mismatch exists when
the Safety processors SP1 and SP2 read this
input – Replace the P-MPIO Board
• Verify named Hall node wiring or integrity
of RJ45 cables and that the cables are
properly seated into RJ-45 sockets
Communication to the named
Hall Board Lost
P-Hall node was lost. Verify • If a P-Hall Node has been physically
(Name of Node reconfigured to a different node (change in
P-Hall node wiring, refer to
Lost) the dipswitch) this fault will occur since the
page 9 of the prints
previous setting is no longer detected. Press
the Fault Reset Button to clear the message
from the Main Window
The Hall Call Disconnect
function has been tripped • Navigate to Troubleshoot→Statistic
Hall Call causing all hall calls to be Counters→HCD Trigger Code
HCD = 1
Disconnect Tripped dropped, refer to statistics • Use the trigger code to guide you on
counter window for the trigger seeking a solution.
code.
Successful communication to • Remove the Hall Nodes network from the
at least one Hall node was controller and install a known good Hall
established, but all Hall Node board and verify that the Hall LED
Hall Comm. Failed communication has stopped, status indicator on the P-MP board comes
verify nodes configuration and on, if it does not turn on replace the P-MP
wiring. Refer to Page 9 of the board; if it turned on verify hall network
prints wiring, refer to page 9 of the prints.

Possible Causes/
Solutions
• Hall door bypass switch cannot be active
while the controller is not on either car top
or in car inspection – Turn off Hall Door
Bypass switch
• If the hall door bypass switch is off – verify
The Hall Door Bypass switch ICT = 1 that the switch is off in memory. Navigate
Hall Door Bypass is active while the car is not on IIC = 1 to Troubleshoot → Flags → Inspection
w/o Inspection Car Top inspection or In Car HDB = 1 Flags and look at the status of HDB. The
inspection flag is low if the switch is off and high if
the switch is on.
• If the switch status doesn’t change and/ or
is reflected incorrectly in memory –
Change the P-MP Board; the switch may
have failed.
• Heat Detector input was or still is active
triggering the Heat Detector mode of
operation
• Verify Heat Detector device operation if
temperature is not above detection settings.
• Verify the polarity of the input is set
correctly. Navigate to Adjust→Car
Heat Sensor input has been Performance→Fire Service Options→ Heat
Heat Detector activated. Refer to Pages 5or Sensor Input
HSR = 1
Tripped 5b of the prints. • Verify the state of the physical input using
the Local Diagnostics. Navigate to the
appropriate window depending on where
the Input is mapped to, Troubleshoot→
Local Diagnostics, if input does not match
voltage at input terminal try re-mapping the
HSR input to an unused input if available
or replace the Pixel board where the HSR
input is mapped.

Possible Causes/
Solutions
• The HLI input is activated and the car will
bypass hall calls, if the car is empty, verify
the load weighing device configuration and
operation.
• For discrete load weighing unit, if there is
no voltage on HLI – Ensure that HLI is low
in memory. Go to Troubleshoot → Flags →
The load-weighing device Service Flags, if not low try remapping HLI
indicates that the car is loaded input to an unused input if available or
to capacity. When a Heavy replace Pixel board where input is mapped.
Heavy Load In Car HLI = 1
Load Condition is registered • For CAN Based Load Weighing unit,
the Hall Calls are bypassed verify the settings for Heavy Load are
until the condition is cleared. programmed correctly, navigate to:
Install→Initial Settings→Load Weighing
Config, i.e. about 80% of full load capacity
• Verify Load Weigh Readings to be in line
with current load weight in the cab, if not in
line refer to Pixel Controller manual
Appendix C for Load weighing device Zero
and recalibration processes
• The Car, while in Automatic operation,
exceeded the contract overspeed threshold
Verify that the High Speed trip speed is not
set lower than the contract speed but rather
is set to about 5% to 10% above contract
speed setting, Navigate to Install→Initial
Settings→Speed Profile→ Highspeed Trip
Speed
• Verify car is not overshooting contract
High Overspeed programmed contract
speed during acceleration; Navigate to
overspeed threshold.
Troubleshoot →Drive→Drive Performance
Data and observe that the measured speed
does not reach the overspeed threshold
value. If close to the threshold value
decrease speed profile parameters
Acceleration and Roll Over Jerk values and
adjust drive response as needed to prevent
car from overshooting contract speed
• Verify the front car gate is closed
• If closed verify CGF LED is on in the P-
MPIO board, if is not on verify CGF wiring
CGF = 0 refer to pages 4 and 6b of the prints
The car cannot be commanded
to move in Hoistway Access
IA = 0 • If LED is on verify the CGF flag is active,
Hoistway Access because the car gate front,
And Navigate to Troubleshoot → Flags →Door
Access Operation Flags, if not active in replace the P-MPIO
CGF is Open CGF, is open and Access
assigned to the rear board.
operation is assigned to bypass
doors Note: Access door operation assignment
the rear gate and locks
parameters can be adjusted by navigating to
Install→Initial Settings→Hall Node
Network (Top Access Node and Bottom
Access Node)

Possible Causes/
Solutions
• Verify the rear car gate is closed
• If closed verify CGR LED is on in the P-
MP-REAR board, if is not on verify CGR
CGR = 0 wiring refer to pages 4 and 6R of the prints
IA = 0 • If LED is on verify the CGR flag is active,
And Navigate to Troubleshoot → Flags →Door
Hoistway Access because the car gate rear,
Access Operation Flags, if not active in replace the P-MP-
CGR is Open CGR, is open and Access
assigned to the front REAR board.
operation is assigned to bypass
the front gate and locks
doors • Note: Access door operation assignment
parameters can be adjusted by navigating to
Install→Initial Settings→Hall Node
Network (Top Access Node and Bottom
Access Node)
• Verify the bottom access door close contact
is closed
DCAB = 0 • If closed verify DCAB LED is on in the P-
IA = 0 MP-REAR board, if is not on verify DCAB
Hoistway Access because the door close contact,
And wiring refer to page 4 of the prints
DCAB is Open DCAB, bottom is open and the
car is not within the bottom
Car not within the • If LED is on verify the DCAB flag is
access zone.
bottom access zone active, Navigate to Troubleshoot → Flags
→Door Flags, if not active in memory
replace the P-MP-REAR board.
• Verify the top access door close contact is
closed
DCAT = 0 • If closed verify DCAT LED is on in the P-
IA = 0 MP-REAR board, if is not on verify DCAT
Hoistway Access because the door close contact,
DCAT is Open DCAT, top is open and the car
is not within the top access
Car not within the top • If LED is on verify the DCAT flag is
zone.
access zone active, Navigate to Troubleshoot → Flags
• Verify all intermediate front door close
contacts are closed
The car cannot be commanded • If closed verify DCSF LED is on in the P-
to move in Hoistway Access MP-REAR board, if is not on verify DCSF
Hoistway Access DCSF = 0
because the intermediate front wiring refer to page 4 of the prints
DCSF is Open IA = 0
door close contacts string, • If LED is on verify the DCSF flag is
DCSF, is not closed active, Navigate to Troubleshoot → Flags
• Verify all intermediate rear door close
contacts are closed
The car cannot be commanded • If closed verify DCSR LED is on in the P-
to move in Hoistway Access MP-REAR board, if is not on verify DCSR
Hoistway Access DCSR = 0
because the intermediate rear wiring refer to page 4 of the prints
DCSR is Open IA = 0
door close contacts string, • If LED is on verify the DCSR flag is
DCSR, is not closed active, Navigate to Troubleshoot → Flags

Possible Causes/
Solutions
• Verify the bottom access door lock contact
is closed
DLAB = 0 • If closed verify DLAB LED is on in the P-
IA = 0 MPIO board, if is not on verify DLAB
Hoistway Access because the door lock bottom,
DLAB is Open DLAB is open and the car is
not within the bottom access
Car not within the • If LED is on verify the DLAB flag is
zone.
bottom access zone active, Navigate to Troubleshoot → Flags
• Verify the top access door lock contact is
closed
The car cannot be commanded • If closed verify DLAT LED is on in the P-
to move in Hoistway Access MPIO board, if is not on verify DLAT
Hoistway Access DLAT = 0
because the door lock top, wiring refer to page 4 of the prints
DLAT is Open IA = 0
DLAT is open and the car is • If LED is on verify the DLAT flag is
not within the top access zone. active, Navigate to Troubleshoot → Flags
• Verify all intermediate front door lock
contacts are closed
The car cannot be commanded • If closed verify DLSF LED is on in the P-
to move in Hoistway Access MPIO board, if is not on verify DLSF
Hoistway Access DLSF = 0
because the intermediate front wiring refer to page 4 of the prints
DLSF is Open IA = 0
door lock contacts string, • If LED is on verify the DLSF flag is
DLSF, is not closed active, Navigate to Troubleshoot → Flags
• Verify all intermediate rear door lock
contacts are closed
The car cannot be commanded • If closed verify DLSR LED is on in the P-
to move in Hoistway Access MP-REAR board, if is not on verify DLSR
Hoistway Access DLSR = 0
because the intermediate rear wiring refer to page 4 of the prints
DLSR is Open IA = 0
door lock contacts string, • If LED is on verify the DLSR flag is
DLSR, is not closed. active, Navigate to Troubleshoot → Flags
replace the P-MP-REAR board

Possible Causes/
Solutions
• Fault will be generated if access command
to move is requested when the car is not in
Inspection Access mode. If the fault is
observed when trying to command the car
to move, verify that the activation of the in
car access switch places the car on
Inspection Access mode of operation.
• Verify that the IA LED in the P-MPIO
board turns off as the in-car access
inspection switch is placed to access and
IA1 = 1 Pixel mode of operation changes to access
SP1 and SP2 IA1 and AI2 IA2 = 0 mode, verify switch wiring, and refer to
inputs status are not the same OR pages 7 and 9 of the prints. If LED status
or a top or bottom access IA1 = 0 does not match the switch position; replace
Hoistway Access
command to move is active IA2 = 1 the P-MPIO board.
Insp. Switch
and access operation is not OR • If the fault clears as soon as the in car
enabled and Refer to Pages 3, IA1=IA2= 1 and switch is place on access a command to
7 and 9 of the prints IATU or IATD or IABU move from one of the access hall nodes is
or IABD is 1 being received, Navigate to Troubleshoot
→ Flags → Inspection Flags and verify that
IA flag status follows the in car Access
switch settings and do the same for the
IATU, IATD, IABU and IABD, refer to
page 9 of the prints for top and bottom
access to access node boards wiring.
• If the flag for IA is a color other than black
or blue, then a mismatch exists when the
Safety processors SP1 and SP2 read this
input – Replace the P-MPIO Board
• If car inspections access zones are at the
top and bottom landings zero out values for
the Top and Bottom Access Marker
parameters Navigate to Install→Learn
The car’s current position is Functions→Virtual Limits→TAM and
either above the Bottom BAM = 000.000 ft
Hoistway Access
Access Limit (BAL) or below • Verify the Car’s current position is within
Out of Zone Fault
the Top Access Limit (TAL) the BAL or TAL position and that their
while in Access Inspection respective positions agree with job
requirements
• Press the Help pushbutton in the Virtual
Limits window for a pictorial view of how-
to setup these limits.

Possible Causes/
Solutions
Inspection Flags and make sure that HDB
is either black or blue
SP1 and SP2 HDB1 and
• Verify the communication status for SP1
HDB2 inputs are both on or HDB1 = 1
and SP2 by navigating to Troubleshoot →
both off simultaneously, Pixel HDB2 = 1
Hoistway Door Controller Network → (SP1) and (SP2)
monitors both sides of the OR
Bypass Switch
switch status for. Refer to HDB1 = 0 • If the SP1 and SP2 processors still read the
Page 3 of prints HDB2 = 0 same status and are communicating
correctly – Replace the P-MP Board; the
switch may have failed. If they are not
communicating correctly – Replace both
the P-MP and P-MPIO Boards
• All landing positions have not been learned.
– Complete the hoistway Position Learn,
refer to section 3.8 Hoistway Position
The hoistway Position Learn Learn for tractions and hydraulics in the
has not been complete to allow installation and adjustment manuals,
Hoistway Not the car to run on automatic • Verify the learned DNL position is below
Learned mode. Verify all landing and the Bottom Landing learned position.
virtual limit switches • Verify the learned UNL position is above
positions. the TOP Landing learned position.
• Verify each floor’s learned position has a
learned position greater than the previous
floor.
• For Traction: The Up or Down Terminal
Switches, the Buffer Switches, or the Pit
Stop Switch is open. – Verify that full
voltage is making it to SAFH. If it’s not,
trace backwards until the voltage loss is
found., refer to Page3 of the prints
• For Hydro: Up Over Travel Limit, Plunger
Following Guide (if required), Slack Cable
Voltage lost to the SAFH (if required), or Pit Access Door (if
Terminal on the P-MPIO required) may be open. – Verify that full
Board or not making it to SAFH = 0 voltage is making it to SAFH. If it’s not,
Hoistway Safety trace backwards until the voltage loss is
memory. The pit stop switch, SAFC = 1
String Open found, refer to Page3 of the prints
buffer switch, or the up / down
terminal switches are open. • After confirming the SAFH
Refer to Pages3 of the prints terminal has 120VAC verify that
the SAFH LED is lit, then
navigate to Troubleshoot →
Flags → Safety I/O Flags and
ensure that SAFH is ON in
memory. If the SAFH flag is low
in memory – Replace the P-
MPIO Board.

Possible Causes/
Solutions
• Hot Oil input was or still is active
triggering the Hot Oil mode of operation
• Verify the Oil temperature
• If the Oil is not hot, verify the state of the
HOT input, if active verify that the oil
temperature sensor works correctly.
Hot Oil input has been correctly. Navigate to Adjust→Car
Hot Oil Input Performance→Hydraulic Options→Hot Oil
activated. Refer to Pages 4 and HOT = 1
Active
5 of the prints. • Verify the state of the physical input using
the Local Diagnostics. Navigate to the
appropriate window depending on where
the Input is mapped to,
Troubleshoot→Local Diagnostics, if input
does not match voltage at input terminal try
re-mapping the HOT input to an unused
input if available or replace the Pixel board
where the HOT input is mapped.
• If the Fault is generated when the car is not
In Car Inspection Mode, verify that IICE,
LED is off on the P-MPIO board and IICU
and IICD LEDs are off on the P-COP
IIC1 = 1
board, refer to pages 3 and 7 of the prints.
IIC2 = 0
• If fault is observed while commanding the
OR
SP1 and SP2 IIC1 and IIC2 or car to move, verify the IIC LED status on
IIC1 = 0
IICE1 and IICE2 inputs status the P-MPIO board is off as the in car
IIC2 = 1
are not the same or IICE input inspection switch is placed to Inspection.
OR
is active and the car is not on • If the fault persists, Navigate to
IICE1 = 0
In-Car Inspection In Car Inspection Mode Refer Troubleshoot → Flags → Inspection Flags
IICE2 = 1
Switch to Pages 3 and 7 of the prints and verify that IIC and IICE, IICU, and
OR
IICE1 = 1 IICD follow their respective switch setting,
refer to page7 of the prints, if IIC and IICE
IICE2 = 0
do not follow replace the P-MPIO board or
OR
if the IICU or IICD do not follow replace
IIC = 1
the P-COP board.
IICE = 1
• If the flags for IIC or IICE are a color other
than black or blue, then a mismatch exists
when the Safety processors SP1 and SP2
read these inputs, replace the P-MPIO
board

Possible Causes/
Solutions
• Verify which inspection signals are active
ICTU = 1 when the fault condition occurs – Navigate
ICTD = 1 to Troubleshoot → Flags → Inspection
OR Flags.
IICU = 1 • Verify wiring/inspection switches, refer to
IICD = 1 pages 3, 6, and 7 of the prints, verify
Both inspection up and down
OR whether the issue goes away if the wire in
are active at the same time for
Inspection Up and IATU = 1 question is removed (car top inspection up/
one or more modes of
Down IATD = 1 ICTU for example)
inspection operation, refer to
OR • If the flag goes low when the wire is
pages 3, 6, and 7 of the prints
IABU = 1 removed – Then the issue is in the field
IABD = 1 wiring. Could be a stuck button or a button
OR failure.
IMRU = 1 • If the flag does not go low when the wire is
IMRD = 1 removed replace the Pixel board where
input is connected.
• The Car, while running on Inspection
operation, exceeded the overspeed
threshold
• Verify that the inspection trip speed
(Default 100fpm) isn’t set lower than the
inspection speed. Navigate to
Install→Initial Settings→Speed
Inspection programmed inspection
Profile→Inspection Trip Speed.
Overspeed overspeed threshold during an
• If the Controller is a Hydraulic System and
Inspection Run
has the High Speed on inspection Option
enabled, Pixel will use the High-Speed Trip
Speed instead of the inspection trip
• Navigate to the speed profile as shown
above, then verify / adjust the Car’s High-
Speed Trip Speed settings.
• Navigate to Install→File Transfer→
System Restore and try reloading a
previously saved IO Mapping file to the P-
MP.
• Navigate to Install→File Transfer→IO
Data integrity error has been
Mapping Download and try reloading a
detected with the IO Mapping
IO Mapping File previously saved IO Mapping file to the P-
file, reset P-MP board or re-
Corrupted MP
enter all job programmable
Inputs and Outputs. • If no previously saved file is available,
contact Elevator Controls Technical
Support for the default IO Mapping for the
specific job or navigate to the IO Mapping
Window Install → IO Mapping) and remap
all job programmable IO(s)

Possible Causes/
Solutions
• The Car, while in Automatic operation,
exceeded the leveling overspeed threshold,
verify that the leveling trip speed (default
100fpm) isn’t set lower than the speed of
the car as it enters the leveling zone from
an automatic run
programmed Leveling
Leveling • Navigate to Install→Initial
Overspeed threshold while
Overspeed Settings→Speed Profile→Leveling Trip
leveling or Releveling into a
Speed.
landing
• Note: Leveling overspeed condition usually
occurs while the car enters the Leveling
Zone. Decreasing the Deceleration
parameter value allows for lower speeds
while entering the Leveling Zone
• Verify Load Weigh Device is powered ON
Unable to establish
• Verify Communication wiring; refer to
communications between
Page QR3 or QR4 of the prints.
Load Weigh Device and the
Load Weigh
Pixel, verify wiring from the • Verify Load Weigh Device Communication
Communication Baud rate is set to 125kbps on the device
TOC or the P-TB-C board to
Load Weigh Device. Refer to itself., refer to Appendix D of controller
Page QR3 or QR4 of the prints manual for Load Weighing set up and
installation instructions
• Verify the load weigh device operation
• If the Load Weigh Device is a CAN based
device, verify the Heavy Load and Light
Load settings are set correctly, about 80%
and 20% of full load, Navigate to
Install→Initial Settings→Load Weighing
Both inputs Light Load and Config
Load Weigh Error
Heavy Load Input are HLI = 1 • If the Load Weigh Device is dry contact
simultaneously active, refer to LLI = 1 based, Navigate to
page 6 of the prints Troubleshoot→Flags→Services Flags to
verify the status of HLI and LLI inputs in
memory, if both inputs are active remove
field wiring, if condition remains, try re-
mapping one or both inputs to unused
inputs if available or replace the Pixel
board where the inputs are mapped.
• Perform a Computer Reset on the Pixel
Controller
• If the fault still occurs, reload the saved IO
Mapping File to the Pixel Controller.
The Pixel I/O Mapping file
Navigate to Install→File Transfer→System
either did not load properly
Logical Physical Restore or IO Mapping Upload
during power up or it did not
IO Map
save properly during a recent • If no previously saved file is available,
update to the I/O Mapping file contact Elevator Controls Technical
Support for the default IO Mapping for the
specific job or navigate to the IO Mapping
Window Install → IO Mapping) and remap
all job programmable IO(s)

Possible Causes/
Solutions
• Low Oil input was or still is active
triggering the Low Oil mode of operation
• Verify Low Oil device operation
correctly. Navigate to Adjust→Car
Performance→Fire Service Options→ Low
Oil Input
Low Oil input has been • Verify the state of the physical input using
Low Oil Input
activated. Refer to Page 5 of LOIL = 1 the Local Diagnostics.
Active
the prints. • Navigate to the appropriate window
(depending on where the Input is mapped
to) Troubleshoot→ Local Diagnostics
• If input does not match voltage at input
terminal try re-mapping the LOIL input to
an unused input, if available, or replace the
Pixel board where the LOIL input is
mapped, refer to page5 of the prints
• Low Pressure input was or still is active
triggering the Low-Pressure mode of
operation
• Verify Low Pressure device operation
• Verify the state of the physical input using
the Local Diagnostics.
Low-pressure input has been
Low Pressure
activated. Refer to Page 5 of LPS = 0 • Navigate to the appropriate window
Switch Active (depending on where the Input is mapped
the prints.
to) Troubleshoot→ Local Diagnostics
• If input does not match voltage at input
terminal try re-mapping the LPS input to an
unused input, if available, or replace the
Pixel board where the LPS input is mapped,
refer to page5 of the prints.
• Verify the Car is at the Bottom landing,
place the Pixel Controller on Test. Navigate
to Install→Learn Functions→Load
Weighing Learn→Load Weighing
Readings, and press an Auto Zero soft key
Load Weigh Device has failed
pushbutton to perform auto-zero.
the recalibration process. A
• Place known weights inside the cab and
LWD Re-Cal manual auto-zero process must
verify it agrees with Pixel Controller
failure be performed. Verification of
display values navigating to: Install
the Load Weighing device
→Learn Functions→Load Weighing
must be performed.
Learn→Load Weighing Readings. If
reading does not agree a load weighing
verification may need to be performed,
refer to Appendix C of the controller
manual for directions.

Possible Causes/
Solutions
• The Aux. Landa Unit is physically
connected to the Main Landa Unit
connection (JMSEL on the P-TOC) is
reporting a higher position than the Landa
The Main Selector cable is Unit connected to the Auxiliary Landa Unit
M. Landa & A.
attached to the Aux Selector position (JASEL on the P-TOC)
Landa Units
connector on the P-TOC • Swap the JMSEL and the JASEL plugs on
Swapped
Board, and vice versa the P-TOC Board. The Main Landa Unit
should be at the bottom & the Auxiliary
Landa Unit should be at the top of the
Landa Bracket. Refer to Page 6b of the
prints.
Machine Room Inspection
Enable Input IMRE is active
IMR = 0 • Verify the flags IMR and IMRE change
but IMR1 and IMR2 state
IMRE = 1 state accordingly. Navigate to Troubleshoot
NOT for Machine Room
OR → Flags → Inspection Flags and verify that
Inspection.
IMR1 = 1 IMR and IMRE are both in the same state
IMR2 = 0 when both are activated.
OR • If they are both high – Verify that they go
Machine Rm IMR1 = 0 low when deactivated
OR
Inspection Switch IMR2 = 1 • If they do not go low – Replace both the P-
OR MP and P-MPIO Board.
SP1 and SP2 do agree on
switches status for the
IMRE1 = 1 • If the flags for IMR or IMRE are a color
IMRE2 = 0 other than black or blue, then a mismatch
Machine Room Inspection
OR exists when the Safety processors SP1 and
and/ or Machine Room
Inspection Enable. Refer to
IMRE1 = 0 SP2 read these inputs – Replace both the P-
IMRE2 = 1 MP and P-MPIO Board.
Page 3 of prints
• Verify both Landa Sensor Units’

mechanical placement on top of the car
Both the Main and the
• Perform a Landa Tape Reader Offset learn.
Auxiliary Landa Sensor Units
Main Aux Landa • Navigate to Install→Learn
read positions that deviate
Mismatch Functions→Virtual Limits→Tape Reader
above learned offset distance
Offset.
between the two sensor units
• Press Learn / Save when Tape Reader
Offset is highlighted

Possible Causes/
Solutions
• Unplug the Cedes APS unit from the P-
TOC to remove power then plug it back in
and verify the fault has been cleared.
Cedes APS Sensor
Communication error. Verify
correct. Refer to Page 6APS of the prints.
the connection from the device
to P-TOC is correct; refer to
interchange the Main and Auxiliary
Main Cedes Unit Page 6APS of the prints. This
connection on the APSC and confirm on
Bus Error error can be caused by the
the View Selector Data Window
power supply not being within
(Install→View Selector Data) that the fault
+/- 20% of the 24VDC and
is now displayed on the Auxiliary data.
can also be cleared by a power
cycle to the device. • If the fault does not move to the Auxiliary
device, then replace the Main Cedes P-
HNA board
• If the fault does move to the Auxiliary
device, replace the Cedes APS Sensor.
fails the Pixel Checksum connection on the APSC and confirm on
Main Cedes Unit Integrity Check. Verify the the View Selector Data Window
Checksum Error connection from the device to (Install→View Selector Data) that the fault
P-TOC is correct; refer to page is now displayed on the Auxiliary data.
6APS of the prints. • If the fault does not move to the Auxiliary
HNA board
APS Sensor device
grease.
Main Cedes Unit and alignment of the code tape
centered to the coded tape. Be sure to use
Contrast Error and the device is correct
Controller manual
code tape.
APS Sensor device
Main Cedes Unit
Internal Error

Possible Causes/
Solutions
APS Sensor device
Main Cedes Unit
Position Error
Controller manual
APS Sensor device
APS Sensor device
Main Cedes Unit
POSA Error
Controller manual
APS Sensor device
APS Sensor device
Sensor cannot identify a valid • Clean the coded tape from any dust or
code tape. Check that the code grease.
tape is mounted. Clean the • Verify the alignment of the device is
Main Cedes Unit
optical window. Clean the centered to the coded tape. Be sure to use
POS B Error
code tape. Check the the position indicators on the device to
alignment of sensor with the verify alignment, refer to Appendix E of
code tape. Controller manual
APS Sensor device
APS Sensor device
Main Cedes Unit
Velocity Error
Controller manual
APS Sensor device

Possible Causes/
Solutions
fails the Pixel Zero Bit connection on the APSC and confirm on
Main Cedes Unit Integrity Check. Verify the the View Selector Data Window
Zero Error connection from the device to (Install→View Selector Data) that the fault
P-TOC is correct, refer to page is now displayed on the Auxiliary data.
6APS of the prints. • If the fault does not move to the Auxiliary
HNA board
• Verify the wiring of the Main Landa Sensor
Unit for data and shield wires. Refer to
page 6b of the prints.
• Replace Main Landa wire harness to the
Bad/Corrupted data packets
Main Landa unit TOC and verify operation, continue with
from the Main Landa unit are
Bad Integrity Data steps below if problem persist.
being received.
• Replace Main Landa Sensor Unit and
if problem persist
• Main Landa Sensor Unit is misaligned and
is unable to read positional data. Verify
Main Landa Sensor Unit alignment.
The Landa Tape is not aligned
Main Landa Unit inside the Main Landa sensor
excessive drift.
Completely Off unit; refer to page QR5 of the
Rail prints for tape installation • Navigate to Install→View Selector Data
directions. Window and verify the Landa tape
align replace the Main Landa Sensor Unit.
Refer to page QR5 of the prints for tape
installation directions.

Possible Causes/
Solutions
Window and verify if the Main Landa
sensor unit reads a position of 0.00ft
Landa tape is installed properly by ensuring
Main Landa Sensor unit is that the arrows on the Landa tape are
constantly reading a position pointing in the UP direction.
Main Landa Unit
of 0.00ft, Refer to page QR5 • If pointing down Landa tape is hanging
has Invalid Data
of the prints for Landa tape upside down and needs to be flipped.
installation directions. • If arrows are located to run inside sensor
unit, tape is backwards and needs to be
turned. i.e. arrows need to be away from
sensor unit reading area.
• Refer to page QR5 of the prints for tape
installation directions
Main Landa Unit
Can’t Read Pos. A • Clean the optical unit of any possible dirt.
Or Main Landa Sensor Unit • Verify the direction of reading relative to
Can’t Read Pos. B cannot calculate the current code rail is correct
position, clean sensor unit • Verify the wire harness connection between
(Pos. A: Main reading area and verify it is the Landa unit and the P-TOC board is
Landa Unit Lost 1) free from scratches, if secured tightly
or scratched replace sensor unit. • Verify that the plastic liner is not scratched;
(Pos. B: Main if it is then the unit must be replaced.
Landa Unit Lost 2)
• Main Landa Sensor unit is partially
misaligned and is unable to read positional
data. Verify the Main Landa Sensor unit
alignment.
misaligned inside the Main
Main Landa Unit braced at appropriate intervals to prevent
Landa Sensor unit; refer to
Partially Off Rain excessive drift. Refer to page QR5 of the
page QR5 of the prints for
tape installation directions.
length of the hoistway. If properly align
replace the Auxiliary Landa Sensor unit
• Verify the wiring of the Main Landa Sensor
unit for data and shield wires. Refer to Page
6b of the prints.
Main Landa Unit The CRC of the data packet
• Replace Main Landa wire harness to the
Checksum Error did not match the calculated
TOC and verify operation, continue with
steps below if problem persist.
(Main Landa Unit packets from the Main Landa
• Replace Main Landa Sensor unit and verify
Read Data Error) Unit are being received.
operation, continue with step below if
problem persist

Possible Causes/
Solutions
• Default Motor Limit Timer Value is 3.00
min. Verify that the timer has not been
adjusted to a value that is too low. Navigate
to Adjust→Car
Performance→Timers→Controller
Timers→Motor Limit Timer. Increase as
necessary to allow time a complete top to
bottom run plus 25%.
• If the timer is set correctly verify
For Traction cars:
a. The brake mechanical performance and
Brake Pick and hold voltages
b. Inch the car up and down at several
The car exceeded the landings, including the top and bottom,
maximum time allowed to to make sure is able to relevel
Motor Limit
complete a run and was shut c. Verify the drive unit fault logs to
Timeout
down to prevent motor determine if the drive unit faulted and
damage address drive fault(s)
For Hydraulic cars:

a. Verify motor rotation and starter
interface wiring
b. Verify Valves circuits and voltages.
c. Inch the car up and down at several
landings, including the top and bottom,
to make sure is able to relevel
• Navigate to Troubleshoot→Event Logs →
Event Playback → Standard DDR Event
Play Back, to play back and analyze data
collected and stored by Pixel that led to the
triggering of this event.
• Navigate to Install→File Transfer→Board
Settings and perform a default on the P-MP
board. Note that this will require a
MP Board Settings The P-MP Board IP Settings
Computer Reset after executing the default
CRC are Invalid.
command.
• If the fault continues after the Computer
Reset – Replace the P-MP Board.
MP Internal Flash CRC did
MP Firmware CRC • If after a software update the fault persists
not pass, perform a USB MP
Fault – Replace the P-MP Board.
software upgrade.

Possible Causes/
Solutions
• Navigate to Install→File Transfer→
System Configuration Download and try
reloading a previously saved configuration
file to the P-MP.
• Or navigate to Install→File Transfer→
MP Invalid The current configuration file System Restore and try reloading a
Configuration on the P-MP is invalid. previously saved configuration file to the P-
MP.
• If no previously saved configuration file is
available, contact Elevator Controls
Technical Support for the default
configuration for this job.
• There is an issue with the parameters
Pattern Error is caused when entered into the speed profile – Refer to
Acceleration and Jerk Section 4.6 of the Pixel Manual for allowed
parameters are set to values Acceleration and Jerk parameters range
Pattern Error
that will not allow Pixel to values.
generate continuous speed • Navigate to Adjust→Ride
pattern curve Performance→Speed Profile and verify
parameter settings
• Verify the P Auxiliary Contacts, if loaded,
are properly seated
• Manually actuate the P contactor and
observe the Pin input LED on the P-MPIO
board turns off as contactor is pressed and
turns on when released.
• Verify the operation of the Pin input on the
P-MPIO Board – Navigate to
The Po contactor output state
Troubleshoot→Flags →Safety I/O Flags
is off but its monitored contact
and observe the Pin flag changing states in
did not close or Po output state
memory when the P motor contactor is
is on but its monitored contact Po = 0
manually actuated.
did not Open, P Contactor Pin = 0
• If the Pin flag doesn’t change state in
P Contactor Fault failed to pick, drop, or it has a OR
memory, but it does change state on the
bad Auxiliary Contact, verify Po = 1
P-MPIO status LED – Replace the P-MPIO
contact wired to the Pin input Pin = 1
Board
and Po contactor output triacs;
refer to Page 4 of prints • If Pin flag does change state in memory and
it matches the LED status – Navigate to
Troubleshoot→Flags →Safety I/O Flags
observe the Po output flag to match the Po
output status LED on the P-MPIO, if it
does not replace Po output triacs Q2 and
Q3 on the P-MPIO Board and repeat this
step.

Possible Causes/
Solutions
• Pit Flood input was or still is active
latching the Pit Floor recall operation
• Verify that the pit is not flooded.
• If the pit is not flooded, verify the state of
Pit Flood The Pit Flood input has been the PITI input if active, verify that the pit
Operation activated and the car is now at PITI = 1 flood switch works correctly (measure
Complete the Pit Flood recall landing. 24VDC voltage when active, and remove
the wire from PITI and see if the input goes
low).
• If PITI is low – Reset the condition by
pressing System Fault Reset push button
SDI Pattern = Soft Start
H=1
HI = 1
AND
• DLKR or CGR dropped momentarily
CGR= 0 during takeoff. Navigate to
DLKR = 1 Troubleshoot→Event Logs→Event
Rear Door
OR Playback→Standard DDR Event Log and
Bounced At Floor
The rear door bounced open CGR = 1 review the door flags for this fault to
XX
while the car was taking off DLKR = 0 confirm which of the door signals dropped
from a floor on an automatic OR during take off
{XX = Landing
run CGR = 0 • At the floor number displayed in the fault,
number}
DLKR=0 verify the door closing adjustments prevent
any door bouncing from a slammed closing
*DLKR flag comprises • Verify that doors don’t roll back or relax
the Status of All the open on takeoff.
Rear Door Locks and
Rear Door Close
Freight or Manual door.

Possible Causes/
Solutions
H=1
HI = 1
AND
CGR = 0
• DLKR or CGR dropped momentarily while
DLKR = 1
traveling on high-speed. Navigate to
OR
Rear Door Clipped Troubleshoot→Event Logs→Event
CGR = 1
At Floor XX The rear car gate or one of the Playback→Standard DDR Event Log and
DLKR = 0
interlocks clipped, while the review the door flags for this fault to
OR
{XX = Landing car was travelling in high confirm which of the door signals dropped
CGR = 0
number} speed during the run
DLKR=0
• At the floor number displayed in the fault,
verify door clearances as the car travels
*DLKR flag comprises
through the hoistway.
the Status of All the
Rear Door Locks and
Rear Door Close
Freight or Manual door
• DOLR and DCLR are both low in memory
– Verify the current position of the doors/
verify the status of the door limits on the
door operator.
The rear door open limit and • If the door operator limits are in the correct
door closed limit are both low state – Verify that the door limit signals are
at the same time. reflected correctly on the P-TOC board
terminals DOLR and DCLR
Rear Door limits valid states: • If the door limits are not displayed correctly
Door Fully Open on the TOC Board – Correct/verify the door
Rear Door Limit DOLR = 0, DCLR = 1 DOLR = 0 limit wiring/ setup.
Switches DCLR = 0 • Also verify that the rear door limits are
Door Fully Closed mapped correctly per the print.
DOLR = 1, DCLR = 0 • If the DOLR and DCLR signals seem
correct on the P-TOC board – Verify that
Door Partially Close-Open they match in memory. Navigate to
DOLR = 1, DCLR = 1 Troubleshoot→Flags→Door Flags
• If the door limits status on the TOC and
their status in memory does not match –
Then the DOLR/ DCLR inputs could be
damaged. Replace the P-TOC Board or the
board the inputs are mapped to.

Possible Causes/
Solutions
DOLR = 0 • The car gate, the door lock, or both didn’t
CGR = 1 open – Verify status of DOLR, DLKR &
DLKR = 0 CGR. Navigate to
OR Troubleshoot→Flags→Door Flags and
The rear door open limit is
DOLR = 0 Figure out which flag is in the wrong state.
open; indicating that the doors
Rear Door Locks CGR = 0 • Verify that the door contacts are open by
are fully open, but either the
Fault DLKR = 1 ensuring that there is no voltage on CGR or
rear car gate or rear hoistway
OR the door lock contact for that floor Refer to
door locks are still closed.
DOLR = 0 Page 4 of the prints
CGR = 1 • If there is no voltage but it stays high in
DLKR = 1 memory – Replace either the P-MPIO
Board or P-MP-REAR Board.
• Either the rear door close limit, the car gate
CGR = 1 closed contact, or a hoistway door closed
DLKR = 1 contact is in the incorrect state. – Verify
DCLR = 1 which state the doors are in. Navigate to
The rear door close limit is
OR Troubleshoot→Flags→Door Flags. Verify
closed while the doors are
CGR = 0 and correct whichever flag isn’t in the
locked.
Rear Door Not DLKR = 1 correct state.
OR
Fully Closed DCLR = 0 • Verify that the door contacts are closed by
The rear door close limit is
OR ensuring that there is voltage (120VAC) on
open, but either the car gate or
CGR = 1 CGR and the door lock contacts, refer to
door lock is not closed.
DLKR = 0 Page 4 of the prints
DCLR = 0 • If there is voltage but corresponding
input(s) stay low in memory – Replace the
P-MP-REAR Board
• Verify the PHETR output picks the PHETR
relay and verify both the PHER and the
PEMR inputs come in when the PHETR
PHETR = 1 relay is picked. Refer to Pages 6B and 6R
PHER = 0 of the prints
PEMR = 0 • Verify that the Inputs, PHER and PEMR,
Rear Photo Eye has failed its OR and Output, PHETR, are mapped correctly
cycle test, test performed after PHETR = 1 in the Pixel System. Navigate to
Rear PHE Cycle
the door has reached its fully PHER = 0 Install→IO Mapping.
Test Failed
opened position and before PEMR = 1
door closing starts OR • Test information detail:
PHETR = 1 Prior to the door closing PHETR output
PHER = 1 will be turned on to signal door operator to
PEMR = 0 test the reopening device. Pixel will wait
for about 5 seconds for PHER and PEMR
inputs to become active to terminate or fail
the test.

Possible Causes/
Solutions
• Verify the PHER input is not stuck in the
high state by disconnecting the field wire
from its assigned location and viewing the
status by navigating to
PHER input remained high for PHER = 1
Troubleshoot→Flags→Door Flags
Rear PHE Fault more than the programmed Photo Eye Fail Timer
• Verify the Photo Eye Fail Timer is not set
Photo Eye Fail Timer value Expired
too short(default value of 5 minutes)
• Navigate to Adjust→Car
Performance→Timers→Rear Door
Timers→Photo Eye Fail
• Verify Regulator Release option is set
correctly. Navigate to Install→Initial
Settings→Speed Profile →Regulator
Release
• Yes for L1000A drives only, No for all
other drives
• Verify fault pending counts Navigating to:
Pixel did not get confirmation
Troubleshoot → Event Logs →Pending
from the L1000A drive unit
Counts →Regulator Release Aborted and
Regulator Release that the requested run
set MP = 025 and SP = 005
Aborted command has been accepted
forcing run command to be • Verify the L1000A drive has the following
aborted and re-entered. programmed options. H2-01 = 50 and P1-
04 = 20
• Verify job has been upgraded with
auxiliary motor contactor upgrades, i.e. it
has two normally open AA auxiliary
contacts wired in parallel to enable the
drive Safe Enable 1 and 2 inputs, refer to
page 1 of the prints
• Adjust the Releveling Timeout value to
allow the car to settle before declaring the
need to relevel. This helps for cases when
people are walking in and out of the car.
• Adjust the Releveling Offset. This will give
the car a push more towards the center of
The car is repositioning Down
the Door Zone.
into door zone center after
• If the Car is arriving to the floors correctly
being bounced up out of
Re-Leveling Down and not over/under shooting the floor,
position, people walking in
increase the Dead Zone.
and out of car/ rope stretch
• All speed control parameters can be found
by navigating to Adjust →Ride
Performance→Speed Profile
• Refer to controller manual for traction
section 4.6 and for hydraulic to section 4.7
for detailed information on speed profile
parameters description and adjustments

Possible Causes/
Solutions
• Adjust the Releveling Timeout value to
allow the car to settle before declaring the
need to relevel. This helps for cases when
people are walking in and out of the car.
• Adjust the Releveling Offset. This will give
the car a push more towards the center of
The car is repositioning Up the Door Zone.
into door zone center after • If the Car is arriving to the floors correctly
Re-Leveling Up being bounced down out of and not over/under shooting the floor,
position, people walking in increase the Dead Zone.
and out of car/ rope stretch • All speed control parameters can be found
by navigating to Adjust →Ride
Performance→Speed Profile
• Refer to controller manual for traction
section 4.6 and for hydraulic to section 4.7
for detailed information on speed profile
parameters description and adjustments
• If DLK goes high when the retiring cam is
picked – Ensure that the retiring cam picks
when RCO is high.
• Verify setting of Retiring CAM timer,
(default value of 10 seconds)
The retiring cam while picked • Navigate to: Adjust →Car
RCO = 1
is failing to lock the doors. Performance→Timers →Flags→ Front
DLK = 0
Retiring Cam The retiring cam RCO output Door Timers → Retiring Cam Timer
And
Failure is on, and the retiring cam
Retiring Cam Timer • If DLK doesn’t go high when the retiring
timeout allowed for locking
Expired cam is picked – Verify the status of the
the door has expired. door flags. Navigate to
Troubleshoot→Flags→Door Flags.
• Compare the status of the flags with the
inputs shown on Page 4 of the prints.
Verify which flag is stopping DLK from
making up to help identify problem.

Possible Causes/
Solutions
• Verify three phase power into controller is
within 10% range, refer to page 1 of prints.
• Verify reverse phase sensor unit is not
RGOK = 0
tripped, if tripped; verify that fuse FGP1 is
RG = 1
good, if fuse is good adjust the RP sensor
RGBP = 0
voltage setting before replacing the RP
Not on Battery
sensor unit.
The controller is powered up, Lowering
• If problem remains may need to swap two
but the RP Sensor monitored
lines from incoming power to get the
RP Sensor Drop contact is not closed to feed OR
reverse phase sensor to pick.
Fault voltage to the RGOK terminal.
• Note: If input lines were swapped, verify
Refer to Pages 2 and 3 of the RGOK = 0
motor rotation.
prints RG = 0
RGBP = 1 • If RP Sensor is active, verify RGOK input
Not on Battery LED on the P-MPIO board to be on and its
Lowering status match Pixel flag status, Navigate to
(Hydraulic Only) Troubleshoot→Flags→Safety I/O Flags
• If RGOK is high on the P-MPIO Board, but
low in memory – Replace the P-MPIO
Board.
• Navigate to Install→Initial
Service Timer has expired and
Service Request Settings→Password Access and enter the
needs to be renewed
service request password
• At a terminal slowdown, the car was
Car speed exceeded the travelling faster than the learned approach
learned terminal landings speed profile.
Slowdown speed profile, perform a new • If any changes were made that could affect
Overspeed slowdown speed learn if any the speed of the car – An ETS Learn in
speed parameters have been both directions must be completed.
modified Navigate to Install→Learn
Functions→ETS Learn
• Verify Auxiliary Selector Status Good
Unable to establish versus Bad counts. Navigate to
communications between the Troubleshoot→Controller
SP1 and the Auxiliary Landa Network→Auxiliary Selector
SP1 Aux Selector Sensor Unit, verify traveler • If there are more Bad counts versus Good
Comm Failed wiring from the Controller to counts, verify traveler wiring from
TOC and the TOC to Landa. controller to TOC and from the TOC to
Refer to pages 6 & 6b of the Landa.
prints • If there are Good Counts only – Replace
the P-MPIO Board.
and verify which of the faults is being
Landa Aux. Sensor
Safety Processors are reported.
Unit Fault
reporting a fault being • If no faults are being reported – Replace the
generated by the Auxiliary P-MPIO Board.
(SP1 Aux Vend.
Fault)
Landa Sensor Unit • If a fault is being reported seek guidance
under Fault Message description in this
document

Possible Causes/
Solutions
SP1 Both Main reporting a fault being • If no faults are being reported – Replace the
Aux Sel Fault generated by the Main and P-MPIO Board.
Auxiliary Landa Sensor Units • If a fault is being reported seek guidance
document
Landa Main Sensor
Unit Fault
generated by the Main Landa P-MPIO Board.
(SP1 Main Vend.
Fault)
Sensor Unit • If a fault is being reported seek guidance
document
• Navigate to Troubleshoot→ Controller
Network and select SP1 to verify
communications good counts.
• Navigate to Troubleshoot→About and
Unable to establish SPI verify the SP1 Software Version Number is
SP1 Comm. Failed Communications between the not 0.0.0.0.
P-MP and the SP1 • If there are no good counts or the Version
Number is 0.0.0.0, perform an individual
software update to the SP1.
• If the fault continues – Replace P-MPIO
Board.
• Navigate to Install → File Transfer (must
be on Construction or Machine Room
Inspection to enable)
• Wait for the 10 second count down to
The current configuration file
SP1 Invalid complete
for the Safety Processors is
Configuration • Select Safety Configuration Upload and
invalid. Perform a Safety
perform a Transfer.
Configuration Upload
• Once the Transfer is complete, hit the home
button
• If the Fault remains, replace the P-MPIO
Board.
• Verify Main Selector Status Good versus
Unable to establish Bad counts. Navigate to
communications between the Troubleshoot→Controller Network→Main
SP1 Main Selector
SP1 and the Main Landa Selector
Comm.
Sensor Unit, verify traveler • If there are more Bad counts versus Good
wiring from the Controller to counts, verify traveler wiring from
(SP1 Main Sel
TOC and from the TOC to controller to TOC and from the TOC to
Fault)
Landa. Refer to Pages 6 and Landa.
6b of the prints • If there are Good Counts only – Replace
the P-MPIO Board.

Possible Causes/
Solutions
SP1 Landa Main
SP1Safety Processors is reported.
Sensor Unit Fault
generated by the Main Landa P-MPIO Board.
(Landa Main
Sensor Unit)
Sensor Unit • If a fault is being reported seek guidance
document
• SP and MP Configuration files do note
match
• Navigate to Install → File Transfer (must
SP MP be on Construction or Machine Room
The main processor
Configuration Inspection to enable)
configuration file does not
Mismatch • Wait for the 10 second count down to
match the configuration file on
complete
the safety processors. Perform
(SP1 MP • Select Safety Configuration Upload and
a Safety Configuration
Configuration perform a Transfer.
Upload.
Mismatch) • Once the Transfer is complete, hit the
home button
• If the Fault remains, replace the P-MPIO
Board.
• Navigate to Troubleshoot→Controller
Network and verify the SP1 and SP2Good
Counts only are incrementing
• If only one of the SP1 or SP2 Bad Counts is
incrementing replace the P-MPIO Board.
• If both Bad Counts are incrementing then
A mismatch has occurred in
replace both the P-MP and P-MPIO boards.
SP1 and SP2 IO the Safety IO status between
Mismatch the SP1 and SP2 Safety • Navigate to Troubleshoot→Flags→Safety
Processors IO Flags to verify which input or output
status is in conflict. This will be shown
with a different color other than Black or
Blue for the current status.
• If they are in conflict, perform a Computer
Reset; if conflict remains, replace P-MPIO
Board.
• Navigate to Troubleshoot→ Controller
Network and select SP2 to verify
Unable to establish SP1 communications good counts.
SP2 Comm. Failed Communications between the • If there are no good counts, try to do an
P-MP and the SP2 individual software update to the SP2.
• If the fault continues – Replace P-MPIO
Board.
Unable to maintain CAN • Verify traveler wiring from the Controller
Communications between the to the TOC
TOC Comm.
MP and the TOC. Refer to • Make sure CAN-H and CAN-L are wired
Failed
Page 6 of the prints to verify properly and the connections are done to
CAB CAN network wiring. the CAB CAN on the JTRAV connector.

Possible Causes/
Solutions
• Bad contact on the U relay – Replace the U
The UNL-URM input is on relay, refer to page 1 of the prints
while U relay output is off • UNL-URM input may have failed – Verify
UNL-URM = 1
U Relay Monitor indicating U Relay contact 1 that URM flag is changing states in
SU = 0
failed to break open, possibly memory. Navigate to Troubleshoot →
(Hydro Only)
(U Relay Fault) due to a bad U relay. Refer to Flags → Safety I/O Flags and confirm that
Page 1 of the prints the URM input flag changes states in
memory when U relay is removed, if it does
not replace the P-MPIO board
• The UIM Bypass Option is set to yes while
The UIM Bypass option is not the car is on automatic operation.
UIM Bypass allowed during Automatic • Navigate to Install → Code Compliance
UIM Bypass = On
Enabled Operation, reset the UIM Test → Unintended Movement →
Bypass option Unintended Movement Bypass and set it to
no.
• Verify the doors are not blocked.
• Verify Door Close protection timer (default
30 seconds) is set properly.
Navigate to Adjust →Car Performance
→Timers→ Front Door Timers→ Close
Protection
• Verify Door Closing attempts (default 10
attempts) is set properly.
→Door Options→ Closing Attempts Fault
Counter
• If the doors are not blocked but are
DCLF = 1 physically open – Verify that the DCFF
DCFF = 1 signal is making it to the door operator.
Door Close Protection (Page 6b of prints)
Unable to close the front door Timer Expired • If the doors are physically closing, verify
Unable to Close
after the programmed number And that the door close limit is functioning
Front Door
of allowable attempts. Closing attempts = correctly. The DCLF input should open
number of attempts when the door close limit breaks.
allowed by the Closing • Verify that the DCLF LED on the P-TOC
Attempts Fault Counter board turns off as the doors reach their
closed limit position; if it does not turn off
adjust the limit position.
• If the door close limit is functioning
correctly, verify that DCLF is changing
states in memory.
Flags and confirm that the state of DCLF in
memory is reflected correctly, low when
doors are fully closed otherwise high.
• If DCLF is incorrect in memory, but the
LED input status is correct, replace the P-
TOC Board

Possible Causes/
Solutions
• Verify the doors are not blocked.
• Verify Door Close protection timer (default
30 seconds) is set properly.
→Timers→ Rear Door Timers→ Close
Protection
• Verify Door Closing Attempts (default 10
attempts) is set properly.
→Door Options→ Closing Attempts Fault
Counter
• If the doors are not blocked but are
DCLR = 1 physically open – Verify that the DCFR
DCFR = 1 signal is making it to the door operator.
Door Close Protection (Page 6b of prints)
Unable to close the rear door
Timer Expired • If the doors are physically closing verify
Unable to Close after the programmed number
And that the door close limit is functioning
Rear Door of allowable attempts.
Closing attempts = correctly. The DCLR input should open
number of attempts when the door close limit breaks.
allowed by the Closing • Verify that the DCLR LED on the P-TOC
Attempts Fault Counter board turns off as the doors reach their
closed limit position; if it does not turn off
adjust the limit position.
• If the door close limit is functioning
correctly, verify that DCLR is changing
states in memory.
Flags and confirm that the state of DCLR in
memory is reflected correctly; low when
doors are fully closed, otherwise high.
• If DCLR is incorrect in memory, but the
TOC Board

Possible Causes/
Solutions
• Confirm whether or not the doors actually
attempt to open.
• If the doors do not physically open, verify
that the DOFF signal is actually reaching
the door operator. (Page 6b of Prints)
• If the doors are physically opening, verify
that the door open limit is functioning
correctly. The DOLF input should open
when the door open limit breaks.
• Verify that the DOLF LED on the P-TOC
DOLF = 1
Unable to open the front door board turns off as the doors reach their
Unable to Open DOFF = 1
before the Door Open open limit position; if it does not turn off
Front Door Door Open Protection
Protection Timer expired. adjust the limit position
Timer Expired
• If the door open limit is functioning
correctly, verify that DOLF is changing
states in memory.
Navigate to Troubleshoot →Flags→Door
Flags and confirm that the state of DOLF in
memory is reflected correctly; low when
doors are fully open, otherwise high.
• If DOLF is incorrect in memory, but the
TOC Board
• Confirm whether or not the doors actually
attempt to open.
• If the doors do not physically open, verify
that the DOFR signal is actually reaching
the door operator. (Page 6b of Prints)
• If the doors are physically opening, verify
that the door open limit is functioning
correctly. The DOLR input should open
when the door open limit breaks.
• Verify that the DOLR LED on the P-TOC
DOLR = 1
Unable to open the rear door board turns off as the doors reach their
Unable to Open DOFR = 1
before the Door Open open limit position; if it does not turn off
Rear Door Door Open Protection
Protection Timer expired. adjust the limit position
Timer Expired
• If the door open limit is functioning
correctly, verify that DOLR is changing
states in memory.
Navigate to Troubleshoot →Flags→Door
Flags and confirm that the state of DOLR
in memory is reflected correctly; low when
doors are fully open, otherwise high.
• If DOLR is incorrect in memory, but the
TOC Board

Possible Causes/
Solutions
• Verify break operation and adjust as
necessary.
• Verify the car does not roll back
excessively or bounce up and down at a
landing as passengers enter or exit the cab
DZ = 0
• Verify Level Zone setting, Navigate to
CGF = 0
Car moved out of the door Adjust →Car Performance →Speed Profile
DLKF = 0
Un-Intended zone area with both the car
OR →Level Zone and increment value from 0.5
Movement gate and the hoistway doors to 0.83Ft to open your door zone area from
DZ = 0
open 2 to 4 inches in each direction then refer to
CGR = 0
traction manual section 4.7.6.5 Improve
DLKR = 0
Re-Leveling Performance for releveling
adjustment directions.
• Verify and adjust drive performance to
prevent excessive roll back while
performing a re-leveling run.
• Verify the Car’s current position vs. the
learned DNL position Navigate to
Install→Learn Functions→Limit Switches
• If the car is below the DNL value – Then
Car traveled beyond the run the car up on inspection
learned Down Terminal • Verify the learned position for the bottom
Virtual Down
Position preventing car from DNL = 0 landing to be 0.2 feet above the DNL
Terminal Open
continue moving in the down position,
direction. • If it is not performing a bottom landing
position learn and verify all other landing
positions, refer to Floor Set Up section of
the controller manual for directions for
learning landing positions.
• Verify the Car’s current position vs. the
learned UNL position Navigate to
Install→Learn Functions→Limit Switches
• If the car is above the UNL value – Then
run the car down on inspection
Car traveled beyond the
• Verify the learned position for the top
Virtual Up learned-Up Terminal Position
UNL = 0 landing to be 0.2 feet below the UNL
Terminal Open preventing car from continue
position,
moving in the up direction.
• If it is not performing a top landing position
learn and verify all other landing positions,
refer to Floor Set Up section of the
controller manual for directions for learning
landing positions.

Section 8 –
Intentionally Left Blank

Section 9 – Maintenance
9.1 Maintenance
The Pixel elevator controller has been designed to require as little routine
maintenance as possible. In fact, mechanical interconnections are the least
reliable portion of the solid-state system, so the less they are disturbed, the more
likely the system is to continue to function properly.
The elevator itself, however, is a complex mechanical apparatus that requires

routine preventive maintenance. This includes lubrication of various moving parts,
and regular cleaning and inspection of door lock contacts, since exposed contacts
are susceptible to dirt and corrosion. Doors themselves receive a lot of wear,
since they often make two or three cycles at each floor. Rotating machinery,
including belts and couplings, should be routinely inspected for wear.
If the elevator system develops intermittent problems, or fails to operate, refer to

the Troubleshooting guide in Section 7 of this manual.
9.2 Replacement Parts List

9.2.1 Elevator Controls PC Boards
a. MP Pixel microprocessor board
b. MP-IO Pixel safeties input-output board
c. MP-TOC Pixel top of the car microprocessor board
d. MP-COP Pixel COP microprocessor board
e. HALL Pixel hall node board
f. CN-EX Pixel general purpose16 IO expander board
g. PDB Pixel power distribution board
9.2.2 Relays
K10P-11A15-120 Tyco Electronics
Two pole ice-cube 120 VAC coil
CA7-16-01 Sprecher+Schuh
contactor 120 VAC coil
199ABX-14 Tyco YCO PRD-11AH0-120 2 POLE 20A

120VAC Coil, Power Relay (With DC
Blowout Magnet)

9.2.3 Fuses
AGC ¼, 1, 2, 3, 5, 6,10, 15 AMP 250VOLT
MDA TYPE 3, 5, 10 & 15 AMP 250 VOLT
FRN-R 10, 20, 30, 60 AMP 250 VOLT (208 to 240 VAC power supply)
FNQ 5, 10, 15A 500 VOLT (440 to 480 VAC power supply)
9.2.4 Modules
Switching Power Supply SPD24120, C.G. 24 VDC-5 Amps
Landa Sensor Head WCS3 Pepperel+Fuchs
APS Camera CEDES APS Camera System
9.2.5 Semiconductors
Bridge Rectifier 35A 1000V MB3510 Motorola
Triac 16A 800V BTA16-800CW3G ST
Triac Housing TO220AB
Triac 4A 800V T405-800T ST
Triac Housing TO220AB

Appendix A1
L1000A Vector Drive for Induction Motors
A1 L1000 Elevator Drive Overview
The L1000A elevator drive unit (the Drive from here on) incorporates innovative
technology and special hardware to deliver a long, maintenance free service life.
Advanced control functions provide optimum operation of induction and
permanent magnet (PM) motor applications in geared and gearless elevator
systems.
Review and become familiar with the manufacturer’s L1000A Drive User Manual
(the Drive Manual). Pay attention to all safety precautions.
This Appendix contains no explanation of the digital operator interface – refer to
the Drive Manual.
A1.1 Drive Interface Overview
Pixel’s interface to the L1000A drive requires the drive to operate in closed loop
vector mode – i.e. the drive interface must include an encoder attached to the
motor for speed feedback. The job prints Page 1 describe the interface to the drive
which consists of following basic drive inputs:
a. Hardware disable and Transistor Base Block enable inputs

b. RS422 Communications channel
c. Power inputs to terminals R/L1, S/L2 and T/L3
d. Encoder inputs
e. Motor Regeneration Circuits
The basic drive outputs are:

a. 3-Phase output power to the motor through the contactor
b. Fault output (drops fault relay if a fault condition is detected)
c. Drive Run output (enables brake)
 WARNING: Power capacitors in the drive REMAIN CHARGED for

some time after power is removed. USE CARE to prevent injury.
A1.2 Job Parameters Verification
Select the Modified Constants menu in the Drive Interface to verify that the
parameter list – provided on page QR7/ DPS of the job prints – agrees with actual
drive programmed parameters.

The Modified Constants menu allows scrolling only through the list of parameters
that have been modified from the Drive’s default settings. This provides a simple
way to view and verify required job-specific parameters.
Page QR7/ DPS of the job prints allocates three columns for parameter settings.
The first column is the Default Settings value. The second column is the EC
Settings list of starting values that have been programmed in the drive. The third
column is the Field Settings which the adjustor must enter as final parameter
adjustment values.
 NOTE: While performing a job startup, make sure parameters

programmed agree with the EC Setting column. If replacing the drive,
make sure parameters agree with the EC Settings and Field Settings
columns.
 NOTE: Do not change any parameters except those found on Page QR7/
DPS of the job prints. Other parameters are either not used for your
particular application or are pre-programmed by EC to default settings.
A1.3 Autotuning
The Autotuning process automatically calculates the motor parameter settings
required for optimum motor performance. Ideally, Autotuning is performed with the
motor disconnected from the load, a procedure called rotational Autotuning. When
this is not possible, a stationary Autotuning procedure can be done instead.
A1.3.1 Preset Pixel Interface for Autotuning

Pixel’s interface disables the drive while stopped, to prevent transistor misfiring, or
when unintended motion occurs. To perform a motor Autotune process these
circuits must be enabled through the following process:
a. Enable SAFE DISABLE hardware inputs on terminals H1 and H2.
Bridge H1 and H2 terminals to HC using the shunt provided in the drive
terminal strip.
b. Disable transistor base block input terminal S8. Temporarily reprogram
the H1-08 base block parameter from 9 to F, terminal not used.
c. Lower the Drive Speed Control Loop Proportional Gain. Temporarily
reprogram the drive C5-01and C5-19 Speed Control Loop Proportional
Gains from 15.00 to 3.00.
A1.3.2 Motor Autotuning
The Drive provides a dedicated menu to perform the motor Autotuning. This menu
allows scrolling through only the parameters required to perform motor
Autotuning. Keypad instructions are also provided for selecting the Autotuning
method.

Select the Autotuning menu to start Autotuning process.
a. Select the Autotuning method to be used

• For Rotational, set T1-01= 00
• For Stationary, set T1-01= 04
b. Enter all motor parameters when prompted by the drive interface.
c. When prompted, press the Run Key to start the tuning process. The motor
contactor must be manually activated to allow the drive to connect to the
motor and must be kept engaged until the drive indicates that the
Autotuning process has been completed.
 NOTE: Using an Ohmeter, confirm that manual activation has caused

motor contactor contacts to close. Some large contactors do not close
when pressed from the front and must be activated using the contactor bar
on the side to make them close.
d. Press the Run key while holding the motor contactor closed until the drive
indicates that the Autotuning process has been completed.
e. If the drive displays an Autotuning Successful message, the process is
complete, and you may skip to step g below.
f. If the drive displays an Autotuning error, refer to the section of the drive
manual addressing Autotuning errors to identify and correct the problem,
then repeat the Autotuning process until successful.
A1.3.3 Reset Pixel Interface following Autotuning
a. Remove the shunt previously placed to bridge H1 and H2 terminals to HC.

b. Enable transistor base block input terminal S8 by reprogramming the H1-
08 parameter to 9.
c. Set the drive Speed Control Loop Proportional Gains in parameter C5-
01and C5-02 back to 15.00.
A1.4 Motor Rotation Verification
Pixel and the Drive need to be in sync in regard to motor rotation vs. command
direction. For example, if Pixel issues a command to drive the cab up, the motor
must drive the cab in the up direction. If this command results in the motor driving
the cab in the down direction, the following steps must be taken:
a. Change drive parameter B1-14 from 0 to 1, or if already set to 1, to 0, in
order to reverse the drive’s three phase output power to reverse motor
rotation.

b. Run the car to verify that rotation command direction for Pixel and the drive
agree. If no drive fault occurs, the process has been successfully
completed.
c. If a drive Encoder fault is triggered, change drive parameter F1-05 from 0
to 1, or if already set to 1, to 0, in order to reverse encoder feedback order.
d. If other drive faults are triggered during Autotuning, refer to the Drive
manual for fault troubleshooting guidance.
A1.5 Commanded vs. Measured Speed Calibration

Pixel commanded speed needs to agree with actual elevator cab speed, during
initial installation and prior to installing Landa a hand held tachometer must be
used to measure speed, once Landa has been installed the cab speed is
displayed as the measured speed value, both Commanded and Measured speed
values can be viewed in the Drive Performance Data window which can be
accessed as follows:
 Home 
 Drive 
 NOTE: Drive Performance Data is a view only submenu, no parameter

manipulation is allowed in this window.
The commanded speed scaling needs to be adjusted in the drive unit as follows:
a. Measure/ observe and write down value of Measured Speed, while
measuring/ observing speed allow for the speed to stabilize before taking
measurement, if on Inspection mode allow a few seconds for inspection
speed to settle, if on Automatic mode have the car perform as long a
possible multi floor run
b. Obtain parameter values E1-04 and E1-06 from the drive unit.
c. If car is running below commanded speed and E1-04 and E1-06 are set to
60 Hz, call Elevator Controls with data findings for guidance.
d. If car is running above commanded speed lower the value of E1-04 and
E1-06 proportional to the change of speed desired, example:
i. Car contract speed is 300 ft/ min
ii. Car measured speed is 320 ft/ min
iii. Parameters E1-04 and E1-06 are set to 60

iv. Calculate new value for E1-04 & E1-O6, (60 x300) / 320 = 56.2
e. Program E1-O4 and E1-06 new value of 56.2 and repeat process if
necessary, until speed agrees within 1% accuracy.
A1.6 Motor Control

The drive unit needs to provide both speed regulation and ride comfort regardless
of Pixel commanded speed this is achieved by adjusting the “Drive Gains” thus
changing the sensitivity with which the drive follows the commanded speed
without undesirable vibration or discomfort. There are three sets of Gain
parameters utilized by the drive unit to best control motor performance, each set
affects the control performance at different stages of the motor run as follows:
a. C5-01, speed control proportional gain, and C5-02, speed control integral
gain, this set affects the performance of the car through the entire run,
increment or decrement both values together for tighter or looser motor
control, increments and decrements should be performed in increments no
larger than 10% of set value and should be evaluated for performance
throughout all run performance.
b. C5-19, speed control proportional gain at position lock-stop, and C5-20,

speed control integral gain at position lock-stop, this set affects the
performance of the car as the speed commanded reaches zero speed
command, increment or decrement both values together for tighter or
looser motor control, increments and decrements should be performed in
increments no larger than 10% of set value and should be evaluated for
performance while commanding zero peed and final stop.
c. S3-01 proportional gain, position lock gain, at start, S3-02 Anti-rollback

control gain at position start, S3-03 position lock gain at stop these gain
parameters add their value to the C5-19 and C5-20 values for a period of
time programmed in S1-04 and S1-05 position lock timeout periods,
increments and decrements should be performed in increments no larger
than 10% of set value and should be evaluated for performance at the start
and stop of each run.
 NOTE: While manipulating gain parameter settings it must be observed
that while incrementing values vibration and performance instability are not
generated, and while decrementing that rollback and floor overshoots do
not occur due to lack of control.
Gain manipulation should start with C5-01and C5-02 by incrementing or

decrementing EC setting values with increments of 10% for more control and
accuracy throughout the entire run, and then fine tune as needed with other 2 sets
of gains to obtain desired performance while maintaining ride stability and
comfort.

 NOTE: Larger gain values equal more control and may lead to vibration
and ride discomfort, while lower gain values equal less control and in most
cases softer ride and rollbacks on takeoff and overshoots on stops.
A1.7 Overspeed Using the Drive to Drive the Hoist Motor

The drive unit can be configured to run the hoist motor at a frequency larger than
the hoist motor base input frequency to create an overspeed condition by
manipulating parameters E1-04 and E1-06, Maximum Output Frequency.
To overspeed the car to 125% of contract speed perform following steps:
a. Set TEST switch, located on the MP board, to TEST which will enable Test
Mode operation, and disable door operation.
b. Run an empty car to the bottom landing, or a fully loaded car to the top
landing.
c. Multiply the value in E-04 by 1.25, and program the result into both E1-04
and E1-06.
d. Enter a car call for an intermediate landing.
e. Car will overspeed to 125% of contact speed.
 WARNING: When performing an overspeed test, MAKE SURE E1-04

and E1-06 PARAMETERS ARE RESET to the original values when
testing is completed.
A1.8 Program Run Output to Drive Ready

The drive can be configured so that the RUN output can be turned on to facilitate
the Unintended Movement Test, Option 2, and Section 6.9.
a. Program drive parameter H2-01 to 6, Drive Ready Output. The RUN relay
will energize once when the P relay is closed manually. Refer to page 4 of
the prints for RUN relay coil power supply circuit.
b. Once Unintended Movement Test, Option 2, Section 6.9.8 has been
completed, reset drive parameter H2-01 to 50, Brake Control.

Appendix A2
L1000A Vector Drive for PM Motors
A2 L1000 Elevator Drive Overview
The L1000A elevator drive unit (the Drive from here on) incorporates innovative
Advanced control functions provide optimum operation of induction and
permanent magnet (PM) motor applications for geared and gearless elevator
systems.
Review and become familiar with the manufacturer’s L1000A Drive User Manual
the Drive Manual.

Pixel’s interface to the L1000A drive requires the drive to operate in closed loop
vector mode – i.e. the drive interface must utilize speed feedback via an encoder
coupled to the hoist motor. Page 1 of the job prints illustrates the interface to the
drive, which consists of following basic drive inputs:
a. Hardware disable and Transistor Base Block enable inputs

d. Encoder inputs

c. Brake Control output (enables brake)

some time after power is removed. USE CAUTION to prevent injury.

Select the Modified Constants menu in the Drive Interface to verify that the
parameter list – provided on page QR7/ DPS of the job prints – matches with
actual drive programmed parameters.
The Modified Constants menu displays only the list parameters that have been
modified from the Drive manufactures default settings. This menu provides a
simple method to view and verify required job-specific parameters.
The first column is the manufactures Default Settings. The second column is the
EC Settings of starting values that have been programmed in the drive. The third
column is the Field Settings, which the adjustor must enter as the final parameter
values.
 NOTE: While performing the installation startup, make sure parameters

programmed match with the EC Setting column. If replacing the drive,
make sure parameters match with the EC Settings and Field Settings
columns.
application or are pre-programmed by EC to default settings.
A2.3 Autotuning
required for optimum motor performance. Ideally, Autotuning is performed with the
motor disconnected from the load, a procedure called rotational Autotuning. When
this is not possible, a stationary Autotuning procedure can be performed in lieu of
rotational Autotuning (Not recommended use as last resort only).

a. Enable SAFE DISABLE hardware inputs on terminals H1 and H2.
Temporarily bridge H1 and H2 terminals to HC using the shunt provided in
the drive terminal strip.
b. Disable transistor Base Block input terminal S8. Temporarily reprogram
the drive H1-08 Base Block parameter from 9 to F, terminal not used.
c. Lower the Drive Speed Control Loop Proportional Gain. Temporarily
reprogram the drive C5-01and C5-19 Speed Control Loop Proportional
Gains from 15.00 to 3.00.

provides editing ability for the parameters required to perform motor Autotuning.
Drive keypad instructions are also provided for selecting the Autotuning method.
Permanent Magnet motors require a three or four step Autotuning procedure
depending on whether rotational Autotuning is performed (4 steps) or non-
rotational Autotuning is performed (3 steps).
 NOTE: If the drive displays an Autotuning error, refer to the section of the
drive manual addressing Autotuning errors to identify and correct the
problem, then repeat the Autotuning process until successful.
1. Autotuning – Motor Data Input:
a. To begin the Autotuning Input Motor Data process, set Autotuning

parameter T2-01 to 1 then press enter. The drive keypad will display “Entry
Accepted”.
b. Using the keypad Up Arrow button, enter the motor parameters when
prompted until the drive keypad displays a prompt to Press the Run Key to
begin the Autotuning process. The motor parameters are shown on page
QR7/ DPS of the job prints. Refer to drive parameters E5-02 (motor kW),
E1-05 (motor voltage), E5-03 (motor full load amps), E5-04 (number of
motor poles) and F1-05 (encoder pulses per revolution) for programming
the motor data.
 NOTE: Most often the motor data tag on PM motors depicts the maximum
output capability of the motor and this data most often IS NOT the correct
motor data required to operate the elevator system. For this reason, refer
to the motor parameters on page QR7/ DPS of the job prints for inputting
the motor data into the drive.
c. Prior to pressing the drive keypad Run Key, the motor contactor must be
manually activated to allow the drive to connect to the motor and must be
kept engaged until the drive indicates that the Autotuning process has been
completed (Tune Successful).
 NOTE: Using an Ohmmeter, confirm that manual activation of the motor

contactor causes motor contactor contacts to close. Some large
contactors do not close when pressed from the front and must be
activated using the contactor bar on the side to make them close.
 WARNING: In the event the motor contactor opens during an
Autotuning process, the motor contactor may sustain permanent
damage.

d. Once the motor contactor has been manually activated, press the drive
keypad’s Run Key to start the Autotuning process.
e. Once the drive Keypad indicates the Autotuning process has been
completed, the motor contactor can be released.
2. Autotuning – Initial Magnet Pole Search:
a. To begin the Autotuning Initial Magnet Pole Search process, set Autotuning
parameter T2-01 to 3 then press enter. The drive Keypad will display “Entry
Accepted”.
b. Press the keypad Up Arrow button, the drive keypad displays a prompt to
Press the Run Key to begin the Autotuning process.
completed.
completed (Tune Successful), the motor contactor can be released.
3. Autotuning – Rotational Encoder Offset:
 NOTE: This is the preferred Autotuning method to be used when the motor
is un-roped and can rotate freely. If the motor is roped, skip this step and
proceed to step 4 below.
a. Prior to initiating a rotation Auto-tune, temporarily change the Brake Control

drive parameter to Drive Ready by changing parameter H2-01 from 50
(Brake Control) to 6 (Drive Ready).
b. To begin the Autotuning Rotational Encoder Offset process, set Autotuning
parameter T2-01 to 10 then press enter.
c. Press the keypad Up Arrow button, the drive keypad displays a prompt to
d. Prior to pressing the drive keypad Run Key, the motor contactor must be
completed (Tune Successful).
e. Once the motor contactor has been manually activated, press the drive

f. Once the drive Keypad indicates the Autotuning process has been
g. Next, perform a Rotational Back EMF Auto-tune by setting parameter T2-
01 to 11.
h. Press the keypad Up Arrow button, the drive keypad displays a prompt to
i. Prior to pressing the drive keypad Run Key, the motor contactor must be
completed.
j. Once the motor contactor has been manually activated, press the drive
k. Once the drive Keypad indicates the Autotuning process has been
completed, the motor contactor can be released (Tune Successful).
l. Modify drive parameter H2-01 back to 50 for Brake Control.
4. Autotuning – Non-Rotational Encoder Offset:
 NOTE: Skip this step if the Rotational Autotuning procedure in step 3 has
been performed. Use the following step if the motor is roped and a
Rotational Auto-tune cannot be performed.
a. To begin the Autotuning Non-Rotation Encoder Offset process, set

Autotuning parameter T2-01 to 4 then press enter.
b. Press the keypad Up Arrow button, the drive keypad displays a prompt to
completed.
Once the car is running in the proper direction and operating smoothly, record
learned Auto-tune drive parameters recorded in E5-05 through E5-24 on page
QR7/ DPS of the job prints.

a. Remove the shunt previously placed to bridge H1 and H2 terminals to HC.

b. Enable transistor base block input terminal S8 by reprogramming the H1-
08 parameter to 9.
c. Set the drive Speed Control Loop Proportional Gains in parameter C5-
01and C5-02 back to 15.00.

the cab in the down direction, the following steps must be taken.
 NOTE: In the event the parameters in this section require adjustment to

achieve proper motor and encoder rotation, the Autotuning processes
listed above must be repeated.
a. Change drive parameter B1-14 from 0 to 1, or if already set to 1, to 0, in
order to reverse the drive’s three phase output power to reverse motor
rotation.
b. Run the car to verify that commanded direction for Pixel and the drive
agree. If no drive fault occurs, no further adjustments are required.
c. If a drive Encoder fault or Over Current fault is triggered, change drive
parameter F1-05 from 0 to 1, or if already set to 1, to 0, in order to reverse
encoder feedback order.

Pixel commanded speed must be calibrated to the actual elevator car speed.
During initial Construction Mode installation, prior to the installation of the Landa
Landing System, a handheld tachometer must be used to verify the car speed.
Once the Landa Landing system has been installed, both the Commanded and
the Measured speed values can be viewed in the Drive Performance Data window
which can be accessed as follows:
Home 
Troubleshoot 
Drive 
Drive Performance Data 

a. Using a handheld tachometer, measure the car speed. If measuring the car
speed on Inspection mode allow a few seconds for inspection speed to
settle, if on Automatic operation have the car perform as long a possible
multi floor run. Make note of the measured car speed.
b. Obtain parameter values E1-04 and E1-06 from the drive unit.
c. If car is running below commanded speed and E1-04 and E1-06 are set to
the frequency listed on page QR7/ DPS on the job prints, contact Elevator
Controls with data findings for guidance.
d. If car is running above commanded speed lower the value of E1-04 and
E1-06 proportional to the change of speed desired, example:
iii. Parameters E1-04 and E1-06 are set to 22 Hz.
iv. Calculate the new value for E1-04 & E1-06 (22Hz. x 300fpm)/ 320 fpm =
20.63Hz.
v. Program E1-04 and E1-06 new value of 20.63 and repeat process if
necessary, until car speed is accurate within 1%.
A2.6 Motor Control

of Pixel’s commanded speed. This is achieved by adjusting the “Drive Gains” thus
without undesirable vibration or discomfort. There are three sets of Gain
parameters utilized by the drive unit to best control motor performance. Each set
affects the control performance at different stages of the motor control as follows:
a. C5-01 (speed control proportional gain) and C5-02 (speed control integral
gain) parameters affect the performance of the car throughout the entire
run. Increment or decrement these parameters for tighter or looser motor
response. Increments and decrements should be performed in increments
no larger than 10% of current value and should be evaluated for
performance throughout the run.
b. C5-19 (speed control proportional gain at position lock) and C5-20, (speed
control integral gain at position lock) parameters affect the performance of
the car when the commanded speed is zero (both start and stop).
Increment or decrement both values for tighter or looser motor control.
Increments and decrements should be performed in increments no larger

than 10% of the current value and should be evaluated for performance
while commanding zero speed at start and final stop.
c. S3-01 (position lock gain at start), S3-02 (anti-rollback control gain at start)
and S3-03 (position lock gain at stop) parameters add their values to the
C5-19 and C5-20 values for the period of time programmed in S1-04
(position lock time at start) and S1-05 (position lock time at stop).
Increments and/or decrements should be performed in increments no
larger than 10% of the current value and should be evaluated for
performance at the start and stop of each run.
 NOTE: While manipulating drive gain parameters, observe that

incrementing values does not induce vibration or performance instability.
When decrementing drive gain parameters, observe that rollback and floor
overshooting does not occur due to lack of control.
Gain manipulation should start with C5-01and C5-02 by incrementing or

decrementing EC setting values with increments of 10% for more control and
accuracy throughout the entire run, and then fine tune as needed with the other
sets of gains to obtain desired performance while maintaining ride stability and
comfort.
 NOTE: Larger gain values equate to tighter motor response but may lead
to vibration and ride discomfort. Lower gain values equate to less motor
response. Lower gain values can induce rollback on takeoff and
overshooting on final floor approach.

the hoist motor base input frequency to create an overspeed condition by
manipulating parameters E1-04 and E1-06, Maximum Output Frequency.
a. Set TEST switch, located on the MP board, to the TEST position to enable
Test Mode operation and disable door operation.
landing.
c. Multiply the value in E-04 by 1.25, and program the result into both E1-04
and E1-06.
e. Car will overspeed to 125% of contact speed.

 WARNING: When performing an overspeed test, MAKE SURE E1-04
and E1-06 PARAMETERS ARE RESET to the original values once
testing has been completed.
A2.8 Brake Control Output to Drive Ready

The drive can be configured so that the Brake Control output temporarily changed
to Drive Ready to facilitate Unintended Movement testing, Section 6.9 Option 2.
a. Temporarily re-program drive parameter H2-01 to 6 (Drive Ready). The

RUN relay will energize once when the P relay is closed manually. Refer to
page 4 of the prints for RUN relay coil power supply circuit.
completed, reset drive parameter H2-01 to 50 (Brake Control).

Appendix A4
HPV-900 Drive for PM Motors
A4 HPV-900 Elevator Drive Overview
The HPV-900 elevator drive unit (the Drive from here on) incorporates innovative
Advanced control functions provide optimum operation of AC motor applications
for geared and gearless elevator systems.
Review and become familiar with the manufacturer’s HPV-900 Drive User Manual
the Drive Manual.

Pixel’s interface to the HPV-900 drive requires the drive to operate in closed loop
mode – i.e. the drive interface must utilize speed feedback via an encoder
a. Hardware drive enable inputs and motor contactor closure confirmation

d. Encoder inputs
e. Optional thermistor motor temperature monitor, if motor equipped with
thermal resistor unit.
f. Motor Regeneration Circuits

b. Drive Fault output (drops DSAF controller input if a fault condition is
detected)
c. Speed Reg. Rel. output to enable motor brake control circuits
d. Motor Contactor dry contact output (Contactor redundancy monitoring)


Use the Drive Interface to verify that the parameter list – provided on page
QR7/DPS of the job prints – matches with actual drive programmed parameters.
values.

columns.
A4.3 Autotuning
The motor Autotuning is divided into two processes Rotor Alignment and
Autotune, both covered in detail in drive manual Appendix – PM Startup
Procedure and Appendix – Autotune Procedure respectively. Rotor Alignment
Procedure will allow the drive to determine the position of the motor permanent
magnets in relation to the encoder position while the Auto Tune Procedure will
allow it to determine the motor stator resistance and inductances.
Rotor Alignment (U0 UTILITY, U10 ALIGNMENT) can be performed Rotational,
Open Loop Alignment, preferred method, or Static, Auto Alignment, not
recommended only if rotational is not possible, while Auto Tune (U0 UTILITY, U12
AUTOTUNE SEL) procedure is performed statically.
 NOTE: Rotor Alignment must be performed prior to Auto Tune procedure
 NOTE: Follow Appendix- PM Startup Procedure and Appendix – Auto

Tune directions to perform Autotuning, refer to page QR4/ HMW of the
prints to identify encoder type for this job.
a. Pixel controller must be set to Construction Mode operation, refer to
section 3.3.11 Enable Construction Mode of Operation.
b. Read though drive manual Appendix – PM Startup Procedure, Appendix –
Auto Tune Procedure and drive manual insert.

c. If possible, the hoist motor should be decoupled, for geared machines, or
the traction ropes for gearless machines should be lifted to allow free
motor rotation.
d. Pixel controller should be capable of commanding Up or Down direction to
the drive unit and to lift the brake(s).
e. The machine brake and emergency brake (if applicable) must be
operational.
f. Verify Encoder installation and wiring.
 NOTE: Skip steps g through i below for motor coupled encoder units, steps
g through i apply only to brake surface driven incremental encoder
units.
g. Verify the Brake Surface Friction Driven Encoder and Hall Effect sensor
mechanical installation and wiring follow the drive manual insert sections
Mechanical Mounting Instructions.
h. Verify the drives Encoder PPR in menu A1 matches the EC Setting listed
on page QR7/DPS of the job prints.
i. Verify drive parameter Z Edge Count within menu D1 increments each
time the Hall Effect sensor passes over the motor rotor mounted target by
mechanically lifting the brakes and manually rotating the motor. Make any
necessary adjustments if necessary.

The Drive provides two dedicated menus to perform the motor Autotuning.
Permanent Magnet motors require a twostep Autotuning procedure.
1. Autotuning – Rotor Alignment (Rotational):
is decoupled or un-roped and can rotate freely. If the motor is coupled or
roped, skip this step and proceed to step 2 below.
a. Press the RIGHT or LEFT arrows on the drive until the U0 Utility menu is
displayed.
b. Press the UP or DOWN arrow on the drive until the Alignment (U10) sub-
menu is displayed.

c. Press ENTER on the drive then the UP arrow until Alignment Method is
selected.
d. Press ENTER on the drive then set the Alignment Method to Open Loop,
then press ENTER again.
e. Press the DOWN arrow on the drive until Alignment is selected.
f. Press ENTER on the drive then set Alignment to ENABLE, and then press
ENTER again.
g. Press the DOWN arrow on the drive until Begin Alignment is selected.
h. Press ENTER on the drive then set Begin Alignment to ON RUN, then
press ENTER again.
i. Run the controller on Machine Room Inspection until the drive displays
ALIGNMENT IS DONE.
j. Press ENTER on the drive to return to the U10 sub menu.
2. Autotuning – Rotor Alignment (Non-Rotational):
 NOTE: Skip this step if the Rotation Autotuning procedure in step 1 has
been performed. Use the following steps if the motor is coupled or roped
and a Rotational Autotune cannot be performed.
a. Turn off power to the controller and remove a fuse to open the machine
brake circuit (typically the fuse labeled FB1, refer to job prints).
b. Apply power to the controller. Press the RIGHT or LEFT arrows on the
drive until the U0 Utility menu is displayed.
c. Press the UP or DOWN arrow on the drive until the Alignment (U10) sub-
menu is displayed.
d. Press ENTER on the drive then the UP arrow until Alignment Method is
selected.
e. Press ENTER on the drive then set the Alignment Method to Auto Align,
f. Press the DOWN arrow on the drive until Alignment is selected.
g. Press ENTER on the drive then set Alignment to ENABLE, and then press
ENTER again.
h. Press the DOWN arrow on the drive until Begin Alignment is selected.
i. Press ENTER on the drive then set Begin Alignment to ON RUN, then
press ENTER again.
j. Run the controller on Machine Room Inspection until the drive displays
ALIGNMENT IS DONE.
k. Press ENTER on the drive to return to the U10 sub menu.

l. Turn off power to the controller and reinstall the machine brake circuit
fuse.
m. Apply power to the controller.
n. Verify that the motor can be commanded to run Up or down and that
speed matches commanded speed; refer to section A4.4 below to reverse
motor rotation if required.
3. Autotuning Motor Resistance and Inductance (Non-Rotational):
brake circuit (typically the fuses labeled FB1 and FB2, refer to Page 2 of
prints).
c. Press the UP or DOWN arrow on the drive until the AUTOTUNE (U12)
sub-menu is displayed.
d. Press ENTER on the drive then set the Autotune Select to ON RUN, then
press ENTER again.
e. Run the controller on Machine Room Inspection until the drive displays
AUTOTUNE IS DONE.
f. Press ENTER on the drive to return to the U10 sub menu.
g. Turn off power to the controller and reinstall the machine brake circuit
fuse.
h. Apply power to the controller.

Once the above Autotuning procedures have been completed successfully, the
hoist ropes can be reapplied to the traction machine or the motor can be coupled
to the machine in the event they were previously removed or decoupled.

the cab in the down direction, reverse the Motor Rotation in the drives C1 menu.


the Measured speed values can be viewed in the Drive Performance Data
window, which can be accessed navigating to:
 Home 
 Drive 

a. Using a handheld tachometer, measure the car speed. If measuring the
car speed on Inspection mode allow a few seconds for inspection speed to
b. Obtain the Contract MTR SPD parameter value from menu A1 in the drive
unit.
c. If car is running below commanded speed and the Contract MTR SPD (A1
menu) is set as listed on page QR7/ DPS on the job prints, contact
Elevator Controls with data findings for guidance.
d. If car is running above commanded speed lower the Contract MTR SPD
(A1 menu) value proportional to the change of speed desired, example:
v. Car contract speed is 150 ft/ min
vi. Car measured speed is 170 ft/ min
vii. Contract MTR SPD (A1 menu) is set to 121rpm.
viii. Calculate the new value for the Contract MTR SPD (A1 menu) (121rpm
x 150fpm)/ 170fpm = 106.7rpm.
ix.Program Contract MTR SPD (A1 menu) to the new value of 106.7rpm
and repeat process if necessary, until car speed is accurate within 1%.
A4.6 Motor Control

changing the sensitivity with which the drive follows the commanded speed without
undesirable vibration or discomfort.

A4.6.1 Verify Proper Counterbalance
With a balanced load in the cab, run the elevator up and down at contract speed
while observing the Motor Torque within drive menu D2. If the value displayed is
larger than 15%, the system is not balanced correctly. Make any necessary
adjustments to correct the system counterbalance.
A4.6.2 System Inertia Calculations

The drive software can calculate the inertia for the elevator system, which is used
accurate for tuning of the drives speed regulation. The following procedure can be
used to estimate the elevator system inertia:
a. With a balanced load in the elevator cab, run the car at 100% contract
speed from the top floor to the bottom floor then back to the top floor while
observing the drives EST INERTIA parameter in the D1 menu.
b. Make notes of the EST INERTIA value in the drives D1 menu for both the
up and down directions.
c. Average the up and down EST INERTIA values in the drives D1 menu and
enter this value in the drives INERTIA parameter in the A1 menu.
A4.6.3 Motor Response Adjustment

The drive response sets the sensitivity of the drive’s speed regular software to
follow the speed profile reference. The response needs to be adjusted to achieve
optimum motor control while maintaining stability. If the motor control is sluggish
in responding to the controller’s speed command increase the RESPONSE
parameter in the drive’s A1 menu. If the motor current and speed become
unstable, reduce the RESPONSE parameter value.


The drive unit can be configured to run the hoist motor at a higher rpm than the
hoist motor rpm to create an overspeed condition by manipulating drive parameter
OVERSPEED MULT (overspeed percentage) in the drive’s A1 menu and
parameter OVERSPEED TEST in the drives U4 menu.
landing.

c. Set the value in drive parameter OVERSPEED MULT in menu A1 for the
percentage the car is desired to overspeed.
d. Set the value in drive parameter OVERSPEED TEST in menu U4 to YES.
e. Enter a car call for an intermediate landing.
f. The car will overspeed to the percentage of contact speed programmed in
drive parameter OVERSPEED MULT in menu A1.
g. If additional overspeed tests are required, the OVERSPEED TEST
parameter in menu U4 will have to be programmed to YES for each
subsequent test.
h. Once the overspeed tests have been completed, confirm that the drive
parameter OVERSPEED TEST in menu U4 is programmed to NO.

The drive can be configured so that the Brake Pick control output temporarily be
changed to No Alarm to facilitate Unintended Movement testing, Section 6.9
Option 2.
a. Temporarily re-program drive parameter Relay Coil 2 from SPD REG

RLS to NOT ALARM in menu C3. The RUN relay will energize once when
the P relay is closed manually. Refer to page 4 of the prints for RUN relay
coil power supply circuit.
completed, reset drive parameter Relay Coil 2 from NOT ALARM to SPD
REG RLS in menu C3.

Appendix A6
KEB Combivert F5 Drive for PM Motors
A6 Combivert F5 AC Elevator Drive Overview
The Combivent F5 AC elevator drive unit (the Drive from here on) incorporates
innovative technology and special hardware to deliver a long, maintenance free
service life. Advanced control functions provide optimum operation of AC motor
applications for geared and gearless elevator systems.
Review and become familiar with the manufacturer’s Combivert F5 AC Drive User
Manual (the Drive Manual). Pay attention to all safety precautions.
the Drive Manual.

Pixel’s interface to the Combivert F5 AC drive requires the drive to operate in
closed loop mode – i.e. the drive interface must utilize speed feedback via an
encoder coupled to the hoist motor. Page 1 of the job prints illustrates the
interface to the drive, which consists of following basic drive inputs:
a. Hardware drive enable input

c. Power inputs to terminals L1, L2 and L3 or through PB and ++ terminals for
line regenerative drives
d. Encoder inputs

a. 3-Phase output power to the motor through AA motor contactor
b. Drive Ready output (drops fault relay if a fault condition is detected)


Use the Drive Interface to verify that the parameter list – provided on page QR7 of
the job prints – matches with actual drive programmed parameters.

programmed match with the User Setting column. If replacing the drive,
make sure parameters match with the User Settings column.
 NOTE: Do not change any parameters except those found on Page QR7
of the job prints. Other parameters are either not used for your particular
A6.3 Autotuning
The motor Autotuning is divided into three processes Auto-Tuning PM motors,
Stationary Pole Identification (SPI) and Absolute Encoder Setup (no ropes), all
covered in detail in drive manual Initial Start-up Section.
 NOTE: Auto-Tuning PM motors must be performed prior Stationary Pole

Identification (SPI) which must be performed prior to Absolute Encoder
Setup (no ropes) procedure.
 NOTE: Follow Initial Start Up section in the manual to perform Autotuning,

refer to page QR4of the prints to identify encoder type for this job.

a. Pixel controller must be set to Construction Mode operation, refer to
section 3.3.11 Enable Construction Mode of Operation.
b. Read though drive manual Start-up Section, Running the Motor sub-
section.
c. Pixel controller should be capable of commanding Up or Down direction to
the drive unit and to lift the brake(s) in Controller Inspection Mode
operation.
d. The machine brake and emergency brake (if applicable) must be
operational.
e. Verify Encoder installation and wiring.
f. Set drive gain parameters A.LF.31 = D.LF.31 = P.LF.31 = 300, A.LF.32 =
D.LF.32 = P.LF.32 = 50, and A.LF.33 = D.LF.3 = Off

Permanent Magnet motors require a twostep Autotuning procedure; The Drive
provides dedicated settings for LF.3 parameter to perform these procedures.

1. Auto-Tuning PM motors
 NOTE: The Auto-Tuning PM Motors function allows the drive to measure

the resistance and inductance of the hoist motor under the brake without
sheave movement.
a. Turn off power to the controller and remove fuses to open the machine
prints).
b. Apply power to the controller. Set Parameter LF.3 = S Lrn and observe the
Drive display to change to StArt.
c. Set Inspection Speed, in Pixel’s Speed Profile parameters, to 000fpm
d. Command and hold controller Inspection UP, the motor sheave should not
turn, and the Drive will display values being measured.
e. Once complete, donE will be displayed on the Drive. Release the
Inspection Up command, the Drive will display CALC while updating
parameters with measured values.
f. Continue with Pole Identification process below.
2. Pole Identification
Encoder position in relation to the motor permanent magnet poles needs to be
determined by the drive by one of the following two methods, with Absolute
Encoder Setup (no ropes) being most accurate recommended if motor could
be decoupled, for geared machine, or ropes can be lifted from gearless
machine or if Stationary Pole Identification (SPI) is not successful.
2.1 Stationary Pole Identification (SPI)
 NOTE: The Stationary Pole Identification SPI function allows the drive to
learn the absolute encoder position for a PM machine under the brake
without sheave movement.
a. Verify the correct encoder feedback card is installed in the drive. See
parameter 0.LF.26. Enter the encoder PPR in parameter LF.27. Make
sure LF.28 = 0 and the sample time, LF.29 = 4 (4mSec.)
b. Set Inspection Speed, in Pixel’s Speed Profile parameters, to 000fpm
c. Set Parameter LF.3 =SPI and observe the Drive display to change to
StArt.

d. Command and hold controller Inspection UP, the motor sheave should not
turn, and the drive display will show position values of the encoder.
Inspection Up command and make note of the final position number in
drive parameter LF.77.
 NOTE: This position number is valid only for this motor and encoder. If
the encoder is physically removed from the motor, this process will need
to be done again.
f. Turn off power to the controller and install the machine brake circuit fuses
(typically the fuses labeled FB1 and FB2, refer to Page 2 of prints).
g. Verify encoder position is correct by running the car and monitoring the
current drive parameter LF.93. If the current is excessive, the encoder
rotation may be incorrect. In this case change LF.28 from a value of 0 to 1
or from 1 to 0, else from 2 to 3 or from 3 to 2, and repeat the Stationary
Pole Identification SPI process.
2.2 Absolute Encoder Setup (no ropes)
 NOTE: The Absolute Encoder Setup (no ropes) allows the Drive to align
the absolute encoder to the permanent magnet motor poles. The motor
must be decoupled for a geared machine or the ropes must be lifted for a
gearless machine and be able to spin freely.
a. Verify the correct encoder feedback card is installed in the drive. See
parameter 0.LF.26. Enter the encoder PPR in parameter LF.27. Make sure
LF.28 = 0 and the sample time, LF.29 = 4 (4mSec.)
b. Set Inspection Speed, in Pixel’s Speed Profile parameters, to 000fpm
c. Set Parameter LF.3 =P Lrn and observe the Drive display to change to
StArt.
d. Command and hold controller Inspection UP. Motor current will begin to
flow in one phase and the current will ramp up to the motor’s rated value.
The motor sheave should turn slowly and then stop when the motor rotor
has lined up with one of the motor poles. The display should show the
actual position value of the encoder as the motor moves this value will
change. When the motor rotor has aligned with a pole, the value will
stabilize. At this point, the alignment has been found. Continue holding the
inspection switch as the drive will then try to move the motor clockwise
and counterclockwise to verify the motor’s rotation is consistent with the
encoder’s.
If the motor keeps rotating for more than 30 seconds, the phasing
between the encoder and the motor is not correct. Verify the motor

connection U to U, V to V, etc. and make sure LF.28 = 0. Go back to step
c above.
If the drive triggers the error E.ENC1, the encoder’s counting maybe
backwards. Release the inspection switch. The drive will then
automatically swap the encoder channels by changing the value of LF.28
and then display retry. Go back to step c above.
If the drive displays E.ENC1 again the motor is not able to rotate freely.
Release the inspection switch and verify the brake is opening completely
and that there is not excessive friction. The sheave should be able to turn
by hand. Verify the motor phasing U to U, V to V etc. and make sure LF.28
= 0. Go back to step c above.

Inspection Up command and make note of the final position number in
drive parameter LF.77.
 NOTE: This position number is valid only for this motor and encoder. If
the encoder is physically removed from the motor, this process will need
to be done again.

Once the above Autotuning procedures have been completed successfully follow
steps below to enable Pixel to run the car.
a. Set drive gain parameters A.LF.31, D.LF.31, P.LF.31,A.LF.32, D.LF.32,

P.LF.32, A.LF.33, and D.LF.3 per page QR7 of the job prints.
b. Set Drive Parameter LF.3 to Run
c. Hoist ropes can be reapplied to the traction machine or the motor can be
coupled to the machine in the event they were previously removed or
decoupled.
d. Set Inspection Speed, in Pixel’s Speed Profile parameters, to comfortable
construction speed setting, typically 040fpm

To determine whether the encoder is aligned with the motor run the car on
inspection in both the up and down direction. If the motor turns out of control, at
the wrong speed or the current going to the motor (seeLF.93) is greater than the
motor FLA, the encoder is reversed. This can be corrected by adjusting parameter
LF.28 from 0 to 1.
Run the car again in both the up and down direction. The motor should now be
running in a controlled manner but possibly in the wrong direction, meaning

inspection up drives the car down or inspection down drives the car up. Parameter
LF.28 can also be used to correct this. If LF.28 = 0then change the value to 2. If
LF.28 = 1 then change the value to 3. Now the motor should be controlled and run
in the correct direction.

the measured speed values can be viewed in the Drive Performance Data
 Home 
 Drive 

a. Verify the Rated Motor Speed LF.11, Contract Speed LF.20, Traction
Sheave Diameter LF.21, and Gear Reduction Ratio LF.22 are set to job
required values.
b. Using a handheld tachometer, measure the car speed. If measuring the
 NOTE: Measured vs. commanded speed should be within 10% or the

motor data, traction sheave diameter and contract speed parameters are
in conflict, contact Elevator Controls with all this information for guidance.
c. If car is running slightly above commanded speed increase the value of
LF.21 parameter if slightly running below commanded speed decrease
value and repeat measurements and process as needed calibrate speed.

A6.6 Motor Control

while observing the Motor Torque within drive in parameter ru.17. If the value
displayed is larger than 5%, the system is not balanced correctly. Make any
necessary adjustments to correct the system counterbalance by adding or
removing weight from the counterweight.

The drive response sets the sensitivity of the drive’s speed regular to follow the
speed profile reference. The response needs to be adjusted to achieve optimum
motor control while maintaining stability. If the motor control is sluggish in
responding to the controller’s speed command increase the gain parameters. If
the motor current and speed become unstable, reduce the gain parameters value.
Refer to drive manual Initial Start Up section, Speed Gain Adjustment sub-section
for gain parameter manipulation guidance.


LF.22, Gear Reduction Ratio.
landing.
c. Set the value of LF.22 to 1.25 of its current setting, i.e. if 1 to 1.25.
e. The car will overspeed to 125% of contact speed.
f. Set the value of LF.22 to its original setting.

changed to Rdy to facilitate Unintended Movement testing, Section 6.9 Option 2.
a. Temporarily re-program drive parameter do.83, Output Relay 2, from brC

BRAKE CONTROL, to Rdy, Ready. Verify the RUN relay energizes if the
P relay is closed manually. Refer to page 4 of the prints for RUN relay coil
power supply circuit.
completed, reset drive parameter do.83 to brC, BRAKE CONTROL.

Appendix A8
Quattro AC Drive for PM Motors
A8 Quattro AC Elevator Drive Overview
The Quattro AC elevator drive unit (the Drive from here on) incorporates
service life. Advanced control functions provide optimum operation of AC motor
applications for geared and gearless elevator systems.
Review and become familiar with the manufacturer’s Quattro AC Drive User
the Drive Manual.

Pixel’s interface to the Quattro AC drive requires the drive to operate in closed
loop mode – i.e. the drive interface must utilize speed feedback via an encoder
f. Hardware drive enable inputs and safety logic power.

g. RS422 Communications channel
h. Power inputs to terminals R, S and T
i. Drive Logic Power to Terminals F1 and F2
j. Encoder inputs
k. Motor Regeneration Circuits

e. 3-Phase output power to the motor through the ME drive contactor
f. Drive Fault output (drops DSAF controller input if a fault condition is
detected)
g. Speed Reg. Rel., Brake Pick, output to enable motor brake control circuits
h. ME Motor Contactor dry contact for contactor performance monitoring


Use the Drive Interface to verify that the parameter list – provided on page QR7 of
the job prints – matches with actual drive programmed parameters.
Page QR7 of the job prints allocates three columns for parameter settings. The
first column is the manufactures Default Settings. The second column is the EC
Settings of starting values that have been programmed in the drive. The third
values.

columns.
 NOTE: Do not change any parameters except those found on Page QR7
of the job prints. Other parameters are either not used for your application
or are pre-programmed by EC to default settings.
A8.3 Autotuning
The motor Autotuning is divided into two processes Rotor Alignment and
Autotune, both covered in detail in drive manual Appendix – PM Startup
Procedure and Appendix – Autotune Procedure respectively. Rotor Alignment
Procedure will allow the drive to determine the position of the motor permanent
magnets in relation to the encoder position while the Auto Tune Procedure will
allow it to determine the motor stator resistance and inductances.
Rotor Alignment (U0 UTILITY, U10 ALIGNMENT) can be performed Rotational,
Open Loop Alignment, preferred method, or Static, Auto Alignment,
recommended only if rotational is not possible, while Auto Tune (U0 UTILITY, U12
AUTOTUNE SEL) procedure is performed statically.
 NOTE: Rotor Alignment must be performed prior to Auto Tune procedure
 NOTE: Follow Appendix- PM Startup Procedure and Appendix – Auto

Tune directions to perform Autotuning, refer to page QR4 of the prints to
identify encoder type for this job.
Pixel controller must be set to Construction Mode operation, refer to section
3.3.11 Enable Construction Mode of Operation.
e. Read though drive manual Appendix – PM Startup Procedure, Appendix –
Rotor Alignment, and Appendix – Auto Tune.

f. If possible, the hoist motor should be decoupled, for geared machines, or
the traction ropes for gearless machines should be lifted to allow free
motor rotation.
g. Pixel controller should be capable of commanding Up or Down direction to
the drive unit and to lift the brake(s).
h. The machine brake and emergency brake (if applicable) must be
operational.
i. Verify Encoder installation and wiring.

The Drive provides two dedicated menus to perform the motor Autotuning.
Permanent Magnet motors require a twostep Autotuning procedure.
1. Autotuning – Rotor Alignment (Rotational):
is decoupled or un-roped and can rotate freely. If the motor is coupled or
roped, skip this step and proceed to step 2 below.
h. Press the RIGHT or LEFT arrows on the drive until the U0 Utility menu is
displayed.
i. Press the UP or DOWN arrow on the drive until the Alignment (U10) sub-
menu is displayed.
j. Press ENTER on the drive then the UP arrow until Alignment Method is
selected.
k. Press ENTER on the drive then set the Alignment Method to Open Loop,
l. Press the DOWN arrow on the drive until Alignment is selected.
m. Press ENTER on the drive then set Alignment to ENABLE, and then press
ENTER again.
n. Press the DOWN arrow on the drive until Begin Alignment is selected.
o. Press ENTER on the drive then set Begin Alignment to ON RUN, then
press ENTER again.
p. Run the controller on Machine Room Inspection until the drive displays
ALIGNMENT IS DONE.
q. Press ENTER on the drive to return to the U10 sub menu.

2. Autotuning – Rotor Alignment (Non-Rotational):
 NOTE: Skip this step if the Rotation Autotuning procedure in step 1 has
been performed. Use the following steps if the motor is coupled or roped
and a Rotational Autotune cannot be performed.
f. Turn off power to the controller and remove a fuse to open the machine
brake circuit (typically the fuses labeled FB1 and FB2, refer to job prints).
g. Apply power to the controller. Press the RIGHT or LEFT arrows on the
h. Press the UP or DOWN arrow on the drive until the Alignment (U10) sub-
menu is displayed.
i. Press ENTER on the drive then the UP arrow until Alignment Method is
selected.
j. Press ENTER on the drive then set the Alignment Method to Auto Align,
k. Press the DOWN arrow on the drive until Alignment is selected.
l. Press ENTER on the drive then set Alignment to ENABLE, and then press
ENTER again.
h. Press the DOWN arrow on the drive until Begin Alignment is selected.
i. Press ENTER on the drive then set Begin Alignment to ON RUN, then
press ENTER again.
j. Run the controller on Machine Room Inspection until the drive displays
ALIGNMENT IS DONE.
k. Press ENTER on the drive to return to the U10 sub menu.
l. Proceed to perform Autotuning Motor Resistance and Inductance below.
3. Autotuning Motor Resistance and Inductance (Non-Rotational):

prints).
c. Press the UP or DOWN arrow on the drive until the AUTOTUNE (U12)
sub-menu is displayed.
d. Press ENTER on the drive then set the Autotune Select to ON RUN, then
press ENTER again.
e. Run the controller on Machine Room Inspection until the drive displays
AUTOTUNE IS DONE.
f. Press ENTER on the drive to return to the U10 sub menu.

g. Turn off power to the controller and reinstall the machine brake circuit
fuse.
h. Apply power to the controller.

Once the above Autotuning procedures have been completed successfully, the
hoist ropes can be reapplied to the traction machine or the motor can be coupled
to the machine in the event they were previously removed or decoupled.

the cab in the down direction, reverse the Motor Rotation in the drives C1 menu.

the Measured speed values can be viewed in the Drive Performance Data
 Home 
 Drive 

d. Using a handheld tachometer, measure the car speed. If measuring the
e. Obtain the Contract MTR SPD parameter value from menu A1 in the drive
unit.

f. If car is running below commanded speed and the Contract MTR SPD (A1
menu) is set as listed on page QR7 on the job prints, contact Elevator
Controls with data findings for guidance.
g. If car is running above commanded speed lower the Contract MTR SPD
(A1 menu) value proportional to the change of speed desired, example:
x. Car contract speed is 150 ft/ min
xi. Car measured speed is 170 ft/ min
xii. Contract MTR SPD (A1 menu) is set to 121rpm.
xiii. Calculate the new value for the Contract MTR SPD (A1 menu) (121 rpm
x 150 fpm) / 170 fpm = 106.7 rpm.
xiv. Program Contract MTR SPD (A1 menu) to the new value of 106.7rpm
and repeat process if necessary, until car speed is accurate within 1%.
A8.6 Motor Control


while observing the Motor Torque within drive menu D2. If the value displayed is
larger than 10%, the system is not balanced correctly. Make any necessary
adjustments to correct the system counterbalance.
A8.6.2 System Inertia Calculations

The drive software has the ability to calculate the inertia for the elevator system,
which is used accurate for tuning of the drives speed regulation. The following
procedure can be used to estimate the elevator system inertia:
a. With a balanced load in the elevator cab, run the car at 100% contract
b. Make notes of the EST INERTIA value in the drives D1 menu for both the
c. Average the up and down EST INERTIA values in the drives D1 menu and

The drive response sets the sensitivity of the drive’s speed regular software to
follow the speed profile reference. The response needs to be adjusted to achieve
optimum motor control while maintaining stability. If the motor control is sluggish
in responding to the controller’s speed command increase the RESPONSE
parameter in the drive’s A1 menu. If the motor current and speed become
unstable, reduce the RESPONSE parameter value.


landing.
f. The car will overspeed to the percentage of contact speed programmed in
drive parameter OVERSPEED MULT in menu A1.
subsequent test.

Option 2.

a. Temporarily re-program drive parameter Relay Coil 1 from BRAKE PICK
to NOT ALARM in menu C3. The RUN relay will energize once when the
P relay is closed manually. Refer to page 4 of the prints for RUN relay coil
power supply circuit.
completed, reset drive parameter Relay Coil 2 from NOT ALARM to
BRAKE PICK in menu C3.

Appendix A9
M1000 Vector Drive for Induction Motors
A9 M1000 Elevator Drive Overview
The Magnetek M1000 elevator drive unit (the Drive from here on) incorporates
service life. Advanced control functions provide optimum operation of induction
and permanent magnet (PM) motor applications in geared and gearless elevator
systems.
Review and become familiar with the manufacturer’s M1000 Drive Manual (the
Drive Manual). Pay attention to all safety precautions.
the Drive Manual.

Pixel’s interface to the M1000 drive requires the drive to operate in closed loop
vector mode – i.e. the drive interface must include an encoder attached to the
motor for speed feedback. The job prints Page 1 describe the interface to the drive
a. Hardware drive enabled input
c. Power inputs to terminals R/L1, S/L2, T/L3 and ground
d. Encoder inputs
e. Motor regeneration circuits
a. 3-Phase output power to the motor through the AA motor contactor
b. Drive Ready Relay Fault output (drops fault relay if a fault condition is
detected)
c. Drive Relay output 1, Brake Control (enables brake)

some time after power is removed. USE CARE to prevent injury.

Select the U2 Modified Constants Sub-Menu in the Drive Interface to verify that
the parameter list – provided on page QR7 of the job prints – agrees with actual

The U2 Modified Constants Sub-Menu allows scrolling only through the list of
parameters that have been modified from the Drive’s default settings. This
provides a simple way to view and verify required job-specific parameters.
first column is the Default Settings value. The second column is the EC Settings
list of starting values that have been programmed in the drive. The third column is
the Field Settings which the adjustor must enter as final parameter adjustment
values.

columns.
 NOTE: Do not change any parameters except those found on Page QR7of
the job prints. Other parameters are either not used for your application or
are pre-programmed by EC to default settings.
A9.3 Autotuning
required for optimum motor performance.

a. Place Pixel in Construction Mode and Machine Room Inspection
b. Disable transistor base block input terminal S8, for line regenerative
applications only, program the C2 logic input Term S8 Func Sel= Term Not
Used.
c. Disable the brake, by removing fuses FB1 and FB2 from the P-PDB board
or by disconnecting the brake wires from terminals B1 and B2, refer to
page 2 of the job prints for brake connections.

allows scrolling through the parameters required to perform motor Autotuning.
Select the U9 Autotune menu to start Autotuning process, refer to section 6
Autotune of the drive manual for additional information.
a. Select the motor Autotuning method to Tune-No Rotate 1
b. Use the drive Key-Pad keys to enter all motor parameters when prompted
by the drive interface.

c. When the drive displays Tuning Ready, close the AA motor contactor by
manually activating the button on the front of the contactor, using a non-
conductive tool. Press & hold the AA motor contactor and then press the
ENTER button on the drive keypad. Autotuning will begin. Continue to hold
the AA contactor closed until autotune is complete.
d. If the drive displays Tune Successful message, the process is complete,
and you may skip to step A9.3.3 below.
e. If the drive displays an Autotune Fault, refer to section 7 of the drive
manual to address and correct the problem/ or fault reported by the drive
during the Autotuning process, then repeat the Autotuning process until
successful.

a. Enable transistor base block input terminal S8, for line regenerative
applications only, program the C2 logic input Term S8 Func Sel= Base
Block N.C.
b. Enable the brake, by reversing process performed on step A9.3.1 entry c.

a. If the motor is running slowly/uncontrolled and drawing high current, swap
the C1 Encoder Connection parameter (Forward/Reverse) and verify that
the encoder is working.
b. If the elevator is running at controlled/proper speed but in the opposite
direction of commanded, swap both the C1 Encoder Connect
(Forward/Reverse) and C1 Motor Rotation (Forward/Reverse).
c. If drive faults are triggered refer to the Drive manual for fault
troubleshooting guidance.

 Home 

 Drive 

The actual speed scaling needs to be adjusted in the drive unit as follows:
a. Measure/ observe and write down value of Actual Speed, while measuring/
observing speed, allow for the speed to stabilize before taking
speed to settle, if on Automatic mode have the car perform as long as
possible multi floor run.
b. If car is running below commanded speed adjust drive’s parameter under
menu A1 Contract Mtr Spd value up, if running above commanded speed
adjust parameter value down.
The following formula may be used to calculate desired contract speed
New Contract Mtr Spd = old Contract Mtr Spd x Desired elevator Speed
Measured Actual Speed
 NOTE: Perform a controller power cycle after manipulation of Contract

Mtr Spd parameter for change to take effect.
A9.6 Motor Control

without undesirable vibration or discomfort. There are several sets of Gain
a. Response (A1) parameter affects the speed tracking of the commanded
vs. actual speed performance of the car through the entire run, increment
or decrement value for tighter or looser motor control, increments and
decrements should be performed in increments no larger than 10% of set
value and should be evaluated for performance throughout all run
performance.
The parameters listed on Response Customization Parameters table below
can be used to manipulate the Response parameter at different stages of
the run refer to the drive manual for detail explanations of parameters and
guidance for application and adjustment

Response Customization Parameters
Parameter Name Parameter Description
Sets the speed level at which the Response (A1) gain will begin to
Gain Change Level (A1)
be reduced for low gain mode
This parameter is the percentage that the Response (A1) value will
Gain Reduce Mult (A1)
be reduced by when in low gain mode.
Notch Frequency (A1) Sets the center frequency of the notch filter
Notch Depth (A1) Sets the attenuation level of the notch filter
Sets the equivalent of the system inertia in terms of the time it
Inertia (A1) takes to accelerate to motor base speed at rated torque.
Setting of this parameter helps with reducing the effects of rope

Tach Rate Gain (A1)
Resonance.
b. Electrical Stop purpose is to have the motor stopped prior to the brake
seating and achieved by the drive performing position lock at the stop by a
timeout determined the Dc Brk Time Stop (A1) in conjunction with a
response parameter SpCtrlGn@PosLck (A1) & SpCtrlTim@PosLck (A1)
Adjust parameter Dc Brk Time Stop value to coordinate brake setting with
expiration of this timeout while incrementing/ Decrementing Gain values to
increase control or to reduce response if vibrations or instability occurs.
c. Position Lock at start is a function that will reduce the amount of roll back
in an elevator without Pre-Torque functionality, If Pre-Torque is used
position lock will be disabled.
 NOTE: Skip this step if Pre-Torque feature is part of this installation or

there is no roll back observed.
Verify that the following drive parameters are set for Position Lock at Start:
Pre-Torq Cmd Src (C1) = Disable
Term A1 FuncSel (C5) = Not set to Pre-Torque
Increase parameter StrPosLckGain 1 (A1), until rollback is eliminated; if
instability or vibration surfaces reduce parameter value until stability or
vibration is eliminated. If the StrPosLckGain 1 (A1) had to be reduced to
maintain stability and rollback remains, fine tune the position lock at start
by increasing StrPosLckGain 2 (A1) until rollback is eliminated.
The following parameters determine the time and response the drive will
perform during position lock:

DC Brk TimeStart (A1): Determines how long start position lock should be
performed at start (EC default = 0.40 sec)
 NOTE: DC Brk TimeStart (A1) value must be less than the Pixel value set
in Adjust>Ride Performance>Motor/Brake Timers> Pattern Delay.
Gain2 Dec Time (A1): Time spend by the drive at higher position lock start
gain before it starts to decrease to the lower gain (EC default = 0.10 sec)
Gain2 Reduce T (A1): The rate in seconds that the StrPosLockGain will
reduce to the lower gain (EC default = 0.10 sec) The max. setting is: DC
Brk TimeStart - Gain2 Dec Time.
Gain2 Redc Fact (A1): Sets the reduction factor for the position lock at start
(lower gain). Lower Gain = (StrPosLockGain 1 + StrPosLockGain 2) x
Gain2 Redc Fact (EC default = 0.50)
 NOTE: Parameter gain increments and decrements should be performed in

performance for every adjustment
d. Torque Ramp Down is a function that will gradually ramp the torque down
to help alleviating a “Bump” that may be created while transferring the load
from the motor to the brake. Gradually increment parameter
TorqRamp@Stp (A1) value in increments of 100 until “Bump” is eliminated.
 NOTE: The Torq Ramp@Stp (A1) value must be less than the Pixel value
set in Adjust>Ride Performance>Motor/Brake Timers>Zero Speed Hold
Delay.

the hoist motor base input frequency to create an overspeed condition, to
overspeed the car, for an overspeed test, perform following steps:
Mode operation, and disable door operation and hall calls.
landing.
c. Calculate value for desired overspeed using following formula:
Ovrspd Tst Mult = Required Overspeed / Elevator Contract Speed
d. Program calculated value into parameter Ovrspd Tst Mult (A1).
e. Set Overspeed Test? (U4) parameter to Enabled
f. Enter a car call for a landing that will allow the car to accelerate and
overspeed.

 NOTE: After one run test the drive, the drive overspeed U4 parameter will
be automatically set to Disabled; if another overspeed test needs to be
performed steps from b to f above will need to be repeated.

The drive can be configured so that the Brake Control output can be turned on to
facilitate the Unintended Movement Test, Option 2 Section 6.9.8
a. Program drive parameter under menu C3 M1-M2 Func Sel from Brake
Control to Drive Ready. The RUN relay will energize once when the P relay
is closed manually. Refer to page 4 of the prints for RUN relay coil power
supply circuit.
b. Once Unintended Movement Test, Option 2 Section 6.9.8 has been
completed, reset drive parameter C3 M1-M2 Func Sel from Drive Ready
back to Brake Control.

Appendix A10
M1000 Vector Drive for PM Motors
A10 M1000 Elevator Drive Overview
The Magnetek M1000 elevator drive unit (the Drive from here on) incorporates
service life. Advanced control functions provide optimum operation of induction
and permanent magnet (PM) motor applications in geared and gearless elevator
systems.
Review and become familiar with the manufacturer’s M1000 Drive Manual (the
Drive Manual). Pay attention to all safety precautions.
the Drive Manual.

Pixel’s interface to the M1000 drive requires the drive to operate in closed loop
vector mode – i.e. the drive interface must utilize speed feedback via an encoder
a. Hardware drive enabled input

b. RS422 communications channel
c. Power inputs to terminals R/L1, S/L2, T/L3 and ground
d. Encoder inputs

a. 3-Phase output power to the motor through the AA Motor contactor


Select the U2 Modified Constants Sub-Menu in the Drive Interface to verify that
the parameter list – provided on page QR7 of the job prints – agrees with actual

The U2 Modified Constants Sub-Menu allows scrolling only through the list of
parameters that have been modified from the Drive’s default settings. This
provides a simple way to view and verify required job-specific parameters.
first column is the Default Settings value. The second column is the EC Settings
list of starting values that have been programmed in the drive. The third column is
the Field Settings which the adjustor must enter as final parameter adjustment
values.

columns.
the job prints. Other parameters are either not used for your particular
A10.3 Autotuning

b. Disable transistor base block input terminal S8, for line regenerative
applications only, program the C2 logic input Term S8 Func Sel= Term Not
Used.
c. Disable the brake, by removing fuses FB1 and FB2 from the P-PDB board
or by disconnecting the brake wires from terminals B1 and B2, refer to
page 2 of the job prints for brake connections.

The Drive provides a dedicated menu to perform the motor Autotuning, this menu
allows scrolling through the parameters required to perform the motor Autotuning.
Select the U9 Autotune menu to start Autotuning process, refer to section 6
Autotune of the drive manual for additional information.
The PM Motor Autotune is a three-step tune process:
• Tune-No-Rotate, motor resistance and inductance
• InitPoleEstPrms, rotor alignment

• PolePos-norotate, position of the magnets in the motor
 NOTE: If the drive displays an Autotuning error, refer to section 7 of the

 NOTE: The data plate on the machine should correspond with the motor
parameters on page QR7 of the job prints. If the machine data plate does
not correspond with the information on page QR7, the PM machine may
have been de-rated for the elevator application. An application data plate
should be provided for the machine, contact the machine manufacturer.

damage.
1. Autotuning – Tune-No-Rotate:
a. Select the U9 AUTOTUNE menu in the drive to Tune-No-Rotate, press
enter then the down key to enter all required motor data, until the drive
Keypad displays “Tuning Ready”.
b. When the drive displays Tuning Ready, close the AA motor contactor
by manually activating the button on the front of the contactor, using a
non-conductive tool. Press & hold the AA motor contactor and then
press the ENTER button on the drive keypad. Autotuning will begin.
Continue to hold the AA contactor closed until Autotune is complete.
c. If the drive displays Tune Successful message, the process is
complete and you may continue to step 2, Autotuning InitPoleEtsPrms,
rotor alignment.
d. If the drive displays an Autotune Fault, refer to section 7 of the drive
manual to address and correct the problem or fault reported by the
drive during the Autotuning process, then repeat the PM Tuning Mode
– Tune-No Rotate process (steps a – c) until successful.
2. Autotuning InitPoleEstPrms, rotor alignment
e. Select the U9 AUTOTUNE menu in the drive to InitPoleEstPrms, press
enter then the down key to enter all required motor data, until the drive
Keypad displays “Tuning Ready”.
c. If the drive displays Tune Successful message, the process is
complete and you may continue to Autotuning PolePos-norotate,
position of the magnets in the motor.

– Tune-No Rotate process (steps a – c) until successful.
3. Autotuning – PolePos-norotate, position of the magnets in the motor
a. Select the U9 AUTOTUNE menu in the drive to PolePos-norotate,
press enter then the down key to enter all required motor data, until the
drive Keypad displays “Tuning Ready”
c. If the drive displays Tune Successful message, you have completed
the drive’s autotune process. Record the Enc Z-Pulse Offs (A5)
calculated from the alignment.
– PolePos-norotate process (steps a – c) until successful.

a. Enable transistor base block input terminal S8, for line regenerative
applications only, program the C2 logic input Term S8 Func Sel= Base
Block N.C.
b. Enable the brake, by reversing process performed on step A10.3.1 entry c.

a. If the motor is running slowly/uncontrolled and drawing high current, swap
the C1 Encoder Connection parameter (Forward/Reverse) and verify that
the encoder is working. Then repeat Autotuning U9 PolePos-norotate
process.
b. If the elevator is running at controlled/proper speed but in the opposite
direction of commanded, swap both the C1 Encoder Connect
(Forward/Reverse) and C1 Motor Rotation (Forward/Reverse), Then repeat
Autotuning U9 PolePos-norotate process.
c. If drive faults are triggered refer to the Drive manual for fault
troubleshooting guidance.

 Home 
 Drive 

a. Measure/ observe and write down value of Actual Speed, while measuring/
observing speed, allow for the speed to stabilize before taking
speed to settle, if on Automatic mode have the car perform as long as
possible multi floor run.
b. If car is running below commanded speed adjust drive’s parameter under
menu A1 Contract Mtr Spd value up, if running above commanded speed
adjust parameter value down.
The following formula may be used to calculate desired contract speed
New Contract Mtr Spd = old Contract Mtr Spd x Desired elevator Speed
Measured Actual Speed
 NOTE: Perform a controller power cycle after manipulation of Contract

Mtr Spd parameter for change to take effect.
A10.6 Motor Control
a. Response (A1) parameter affects the speed tracking of the commanded
vs. actual speed performance of the car through the entire run, increment

or decrement value for tighter or looser motor control, increments and
performance.
The parameters listed on Response Customization Parameters table below
can be used to manipulate the Response parameter at different stages of
the run refer to the drive manual for detail explanations of parameters and
guidance for application and adjustment.

Sets the speed level at which the Response (A1) gain will begin to
Gain Change Level (A1)
be reduced for low gain mode
This parameter is the percentage that the Response (A1) value will
Gain Reduce Mult (A1)
be reduced by when in low gain mode.
Notch Frequency (A1) Sets the center frequency of the notch filter
Notch Depth (A1) Sets the attenuation level of the notch filter
Sets the equivalent of the system inertia in terms of the time it
Inertia (A1) takes to accelerate to motor base speed at rated torque.
Setting of this parameter helps with reducing the effects of rope

Tach Rate Gain (A1)
Resonance.
b. Electrical Stop purpose is to have the motor stopped prior to the brake
seating and achieved by the drive performing position lock at the stop by a
timeout determined the Dc Brk Time Stop (A1) in conjunction with a
response parameter SpCtrlGn@PosLck (A1) & SpCtrlTim@PosLck (A1)
Adjust parameter Dc Brk Time Stop value to coordinate brake setting with
expiration of this timeout while incrementing/ Decrementing Gain values to
increase control or to reduce response if vibrations or instability occurs.
c. Position Lock at start is a function that will reduce the amount of roll back
in an elevator without Pre-Torque functionality, If Pre-Torque is used
position lock will be disabled.
 NOTE: Skip this step if Pre-Torque feature is part of this installation or

there is no roll back observed.
Verify that the following drive parameters are set for Position Lock at Start:
Pre-Torq Cmd Src (C1) = Disable

Increase parameter StrPosLckGain 1 (A1), until rollback is eliminated; if
instability or vibration surfaces reduce parameter value until stability or
vibration is eliminated. If the StrPosLckGain 1 (A1) had to be reduced to
maintain stability and rollback remains, fine tune the position lock at start
by increasing StrPosLckGain 2 (A1) until rollback is eliminated.
The following parameters determine the time and response the drive will
perform during position lock:
DC Brk TimeStart (A1): Determines how long start position lock should be
performed at start (EC default = 0.40 sec)
 NOTE: DC Brk TimeStart (A1) value must be less than the Pixel value set
in Adjust>Ride Performance>Motor/Brake Timers> Pattern Delay.
Gain2 Dec Time (A1): Time spend by the drive at higher position lock start
gain before it starts to decrease to the lower gain (EC default = 0.10 sec)
Gain2 Reduce T (A1): The rate in seconds that the StrPosLockGain will
reduce to the lower gain (EC default = 0.10 sec) The max. setting is: DC
Brk TimeStart - Gain2 Dec Time.
Gain2 Redc Fact (A1): Sets the reduction factor for the position lock at start
(lower gain). Lower Gain = (StrPosLockGain 1 + StrPosLockGain 2) x
Gain2 Redc Fact (EC default = 0.50)
 NOTE: Parameter gain increments and decrements should be performed in

performance for every adjustment
d. Torque Ramp Down is a function that will gradually ramp the torque down
to help alleviating a “Bump” that may be created while transferring the load
from the motor to the brake. Gradually increment parameter
TorqRamp@Stp (A1) value in increments of 100 until “Bump” is eliminated.
 NOTE: The Torq Ramp@Stp (A1) value must be less than the Pixel value
set in Adjust>Ride Performance>Motor/Brake Timers>Zero Speed Hold
Delay.

the hoist motor base input frequency to create an overspeed condition, to
overspeed the car, for an overspeed test, perform following steps:
landing.

c. Calculate value for desired overspeed using following formula:
Ovrspd Tst Mult = Required Overspeed / Elevator Contract Speed
d. Program calculated value into parameter Ovrspd Tst Mult (A1).
e. Set Overspeed Test? (U4) parameter to Enabled
f. Enter a car call for a landing that will allow the car to accelerate and
overspeed.
 NOTE: After one overspeed test, the drive Overspeed Test? (U4)
parameter will be automatically set to Disabled; if another overspeed test is
required, repeat steps b to f above.

a. Program drive parameter under menu C3 M1-M2 Func Sel from Brake
Control to Drive Ready. The RUN relay will energize once when the P relay
supply circuit.
completed, reset drive parameter C3 M1-M2 Func Sel from Drive Ready
back to Brake Control.

Appendix A11
Combivert F5 LCD Drive for IM Motors
A11 Combivert F5 LCD Elevator Drive Overview
The KEB Combivert F5 LCD elevator drive unit (the Drive from here on)
incorporates innovative technology and special hardware to deliver a long,
maintenance free service life. Advanced control functions provide optimum
operation of induction (IM) motor applications for geared and gearless elevator
systems.
Review and become familiar with the manufacturer’s Combivert F5 LCD Drive
the Drive Manual.

Pixel’s interface to the KEB Combivert F5 LCD drive requires the drive to operate
in closed loop vector mode – i.e. the drive interface must utilize speed feedback
via an encoder coupled to the hoist motor. Page 1 of the job prints illustrates the
a. Hardware drive enabled, Emergency Slowdown and Drive Fault Reset

inputs.
b. Serial communications channel
c. Power inputs to terminals L1, L2, L3 and PE (ground)
d. Encoder inputs

a. 3-Phase output power to the motor through the AA Motor contactor
b. Drive Ready output (drops Drive Ready relay if a fault condition is
detected)


Verify that the parameter list provided on page QR7 of the job prints agrees with
 NOTE: Verify parameters tagged with >> in page QR7 of the job prints
match the actual motor and job site data, call Elevator Controls technical
support if different.
Page QR7 of the job prints allocates two columns for parameter settings. The first
column is the EC Settings list of starting values that have been programmed in
the drive; the second column is the Field Settings which the adjustor must enter
as final parameter adjustment values.

columns.
A11.3 Autotuning

b. Position the elevator cab near the middle of the hoistway,
c. Set Pixel Inspection Speed to 000 fpm, navigating to:
 Home 
 Adjust 
 Inspection Speed , set to 000 fpm

d. Disable the brake, by disconnecting the brake wires from terminals B1 and
B2, refer to page 2 of the job prints for brake connections.

The IM Motor Autotune is a single step tune process:

damage.
Motor Learn:
a. Set parameter LL01 Motor Tuning to Start
b. Press and hold the Machine Room Inspection Enable and Up push
buttons, until completed, located on the Pixel P-MP board. The
process should take 2-5 minutes and will emit a high-pitched noise
while the drive measures various motor parameters.
c. The drive will confirm a successful motor learn, and LED 1 and 2 will
flash, indicating it is time to release the Enable and Up push buttons.
d. If the drive displays an Autotune Fault, refer to section 7.5, Learn
Procedure Troubleshooting, of the drive manual to address and correct
the problem or fault reported by the drive during the Autotuning
process, then repeat the Motor Learn procedure until successful.

Set Pixel Inspection Speed to setting prior to start of the Autotuning process,
reverse step A11.3.1 entry c and d above.

Pixel and the Drive need to be in sync regarding motor rotation vs. command
must drive the cab in the up direction. Verify motor rotation by running the elevator
on machine room inspection and adjusting LE03 (Swap Encoder 1 Channels), if
necessary:
Monitor the drive current using the Home screen on the drive. If the current is
excessive or the motor operation is erratic, then swap the encoder channel by
setting LE03 to A-B Swapped.
If the current is reasonable but the elevator runs in the opposite direction of what
is being commanded. Then set LE03 to Inverted Rotation or A-B Swap & Inverted
Rotation.

 Home 
 Drive 

a. Verify parameter LN01(Traction Sheave Diameter), ideally this value would
be measured from the center of the rope.
b. Read parameter LN05 (Estimated Gear Reduction Ratio), after verifying
parameter values LM02 (Motor Speed), US06 (Contract Speed), LN03
(Roping Ratio).
c. Enter this value into LN02 (Gear Reduction Ratio).
d. If car is running above commanded speed decrease LN02 value, if running
below commanded speed increase LN02 value to match commanded vs.
measured speed.
A11.6 Motor Control

a. Set LC30 (Maximum Torque) 250. The default setting of 150 is to protect
the motor from excessively high current which may occur during the startup
process if there are incorrect parameter settings. Under normal high speed
operation, LC30 typically is set to 200-250.

b. Inertia, for optimum control of the elevator, it is recommended to learn the
system inertia and activate the feed forward torque controller (FFTC) per
following procedure:
1. Verify the car is running at contract speed over a multiple floor run.
2. Place balance load in the cab and run on inspection in the middle of the
hoist way and monitoring the actual torque via Diag screen #3. The
motor torque in the up and down directions should be equal but in
opposite direction. If this is not the case, adjust the counterweights
before proceeding.
3. Run the car from bottom to top and top to bottom. For taller buildings,
run between at least 10 floors in the middle of the hoist way (5 above
and 5 below). This function will also consider rope compensation or lack
thereof.
 NOTE: It is necessary for the car to reach and maintain contract speed for
at least 2 seconds and to make this measurement in the middle of the
hoistway.
4. Set parameter LL10 Inertia Learn to Start
5. Follow the directions on the keypad. After each run, the user will have
the option to calculate the inertia for that run. After four runs, the drive
will automatically calculate the inertia based on the averages.
c. Response, Control Setting Parameters, the drive provides a set of gain
parameters that affect the speed tracking of the commanded vs. actual
speed performance of the car through the entire run, increment or
decrement value for tighter or looser motor control, increments and
performance.
If the inertia learn procedure has been completed, then the LC02 (Speed
Gain Optimization) can provide a quick adjustment of the speed control
response on a scale between 0 = Soft and 25 = Hard. From the learned
inertia value, the drive determines a ratio between the proportional and
integral gain and the adjustment of LC02 will scale each accordingly.
For reference LC02 = 10 normalizes the KP value to 3000 and the KI gains
will be calculated accordingly.
The Control Setting Parameters, listed on Response Customization
Parameters table below are divided into two functional groups
Proportional Gain and Integral Gain, refer to section 6.8 LC-Control
Setting Parameters of the drive manual for detailed parameter explanations
& adjustment guidance, and additional parameters.

LC03 Proportional speed control gain during acceleration and high
KP Speed Acceleration speed.
LC04 Proportional speed control gain during deceleration and low
KP Speed Deceleration speed.
LC05
Proportional speed control gain for synthetic pre-torque.
KP Speed Pretorque
LC08 Integral speed control gain during acceleration and high
KI Speed Acceleration speed.
LC09 Integral speed control gain during deceleration and low
KI Speed Deceleration speed.
LC10
Integral speed control gain for synthetic pre-torque.
KI Speed Pretorque
LC11 The integral offset gain for starting acceleration (low
KI Offset Acceleration speed)
LC12 The integral offset gain for stopping deceleration (low
KI Offset Deceleration speed)
LC25 Percentage increase or decrease of the proportional gain
KP High Speed at high speed after the point of resonance has been
passed
A11.7 Overspeed Using the Drive to Run the Hoist Motor

The drive unit can be configured to run the hoist motor at a speed higher than the
programmed contract speed to create an overspeed condition, to overspeed the
car, for an overspeed test, perform following steps:
landing.
c. Set parameter LL15 overspeed test mode to 2, Start Without Scaling
d. Set parameter LL16 to required overspeed value in feet per minute
e. Enter a car call for a landing that will allow the car to accelerate and
overspeed.
 NOTE: After one overspeed test, the drive Overspeed Test LL15 and LL16
parameters will be automatically set to default; if another overspeed test is
required, repeat steps a through e above.

a. Program drive parameter LO20 from Brake Control to Drive On. The RUN
relay will energize once when the P relay is closed manually. Refer to
completed, reset drive parameter LO20 from Drive On back to Brake
Control.

Appendix A12
Combivert F5 LCD Drive for PM Motors
A12 Combivert F5 LCD Elevator Drive Overview
The KEB Combivert F5 LCD elevator drive unit (the Drive from here on)
incorporates innovative technology and special hardware to deliver a long,
maintenance free service life. Advanced control functions provide optimum
operation of permanent magnet (PM) motor applications for gearless elevator
systems.
Review and become familiar with the manufacturer’s Combivert F5 LCD Drive
the Drive Manual.

Pixel’s interface to the KEB Combivert F5 LCD drive requires the drive to operate
in closed loop vector mode – i.e. the drive interface must utilize speed feedback
via an encoder coupled to the hoist motor. Page 1 of the job prints illustrates the
a. Hardware drive enabled, Emergency Slowdown and Drive Fault Reset

inputs.
b. Serial communications channel
c. Power inputs to terminals L1, L2, L3 and PE (ground)
d. Encoder inputs

d. 3-Phase output power to the motor through the AA Motor contactor
e. Drive Ready output (drops Drive Ready relay if a fault condition is
detected)
f. Brake Control output (enables brake)


Verify that the parameter list provided on page QR7 of the job prints agrees with
 NOTE: Verify parameters tagged with >> in page QR7 of the job prints
match the actual motor and job site data, call Elevator Controls technical
support if different.
Page QR7 of the job prints allocates two columns for parameter settings. The first
column is the EC Settings list of starting values that have been programmed in
the drive; the second column is the Field Settings which the adjustor must enter
as final parameter adjustment values.

programmed agree with the EC Settings column. If replacing the drive,
columns.
A12.3 Autotuning

b. Position the elevator cab near the middle of the hoistway,
c. Set Pixel Inspection Speed to 000 fpm, navigating to:
 Home 
 Adjust 
 Inspection Speed , set to 000 fpm

d. Disable the brake, by disconnecting the brake wires from terminals B1 and
B2, refer to page 2 of the job prints for brake connections.

The PM Motor Autotune is a three-step tune process:
• Motor Learn, motor resistance and inductance
• SPI Encoder Learn, stationary motor pole Identification
• Encoder Synchronization, determine correct encoder A/B channel phasing
 NOTE: The application data plate on the machine should correspond with
the motor parameters on page QR7 of the job prints. If the machine data
plate does not correspond with the information on page QR7, the PM
machine may have been de-rated for the elevator application. An
application data plate should be provided for the machine, contact the
machine manufacturer.

damage.
1. Motor Learn:
a. Set parameter LL01 Motor Tuning to Start
buttons, until completed, located in Pixel P-MP board. The process
should take 2-5 minutes and will emit a high-pitched noise while the
drive measures various motor parameters.
c. The drive will confirm a successful motor learn, and LED 1 and 2 will
flash, indicating it is time to release the Enable and Up push buttons.
process, then repeat the Motor Learn procedure until successful.
 NOTE: If the motor noise is excessive during the tuning process reduce
LL02 to 50.
2. SPI Encoder Learn:

a. Set parameter LL05 SPI to Start
buttons, until completed, located in Pixel P-MP board Upon successful
learn, the pole position will be written to parameter LE06, and LED 1

and 2 will flash, indicating it is time to release the Enable and Up push
buttons.
c. If the drive displays an Autotune Fault, refer to section 7.5, Learn

process, then repeat the SPI Encoder Learn procedure until
successful.
3. Encoder Synchronization:
a. Restore the settings changed in A12.3.1 steps c & d.
b. Set parameter LL07 Encoder Synchronization to Start
c. Follow the directions on the keypad. The drive will iteratively run the
elevator and swap the phasing and direction of the A/B channels as
needed.
process, then repeat the Encoder Synchronization procedure until
successful.

Restore the settings changed in A12.3.1 steps c & d, if not already done while
performing the Encoder Synchronization Autotuning process.

Pixel and the Drive need to be in sync regarding motor rotation vs. command
the cab in the down direction, set parameter LE03 from 0 (Not Inverted Rotation)
to 2 (Inverted Rotation) or vice versa to correct rotation vs. command direction.
 Home 

 Drive 

a. Verify parameter LN01 (Traction Sheave Diameter) ideally this value would
be measured from the center of the rope, LN02 (Gear Reduction Ratio) set
to 1 and LN03 (Roping Ratio), matches the job requirements 1 or 2
b. Measure/observe and write down value of Actual Speed. Allow for the
speed to stabilize before taking the speed measurement, if on Inspection
mode allow a few seconds for inspection speed to stabilize, if on Automatic
mode have the car perform as long multi floor run to allow the high speed
to stabilize.
c. If car is running below commanded speed decrease LN01 (Traction
Sheave Diameter) parameter, if the car is running above commanded
speed increase LN01.
 NOTE: While adjusting the LN01, Traction Sheave Diameter, parameter

value use increment or decrement values of one tenth of an inch or less
A12.6 Motor Control

 NOTE: Set LC30 (Maximum Torque) 250. The default setting of 150 is to
protect the motor from excessively high current which may occur during the
startup process if there are incorrect parameter settings. Under normal high
speed operation, LC30 typically is set to 200-250.
a. Inertia, for optimum control of the elevator, it is recommended to learn the
system inertia and activate the feed forward torque controller (FFTC) per
following procedure:
1. Place balance load in the cab and run on inspection in the middle of
the hoist way and monitoring the actual torque via Diag screen #3.
The motor torque in the up and down directions should be equal but
in opposite direction. If this is not the case, adjust the
counterweights before proceeding.

2. Run the car from bottom to top and top to bottom. For taller buildings,
run between at least 10 floors in the middle of the hoist way (5
above and 5 below). This function will also consider rope
compensation or lack thereof.
 NOTE: It is necessary for the car to reach and maintain contract speed for
at least 2 seconds and to make this measurement in the middle of the
hoistway.
3. Set parameter LL10 Inertia Lear to Start
4. Follow the directions on the keypad. After each run, the user will
have the option to calculate the inertia for that run. After four runs,
the drive will automatically calculate the inertia based on the
averages.
b. Response, Control Setting Parameters, the drive provides a set of gain
parameters that affect the speed tracking of the commanded vs. actual
speed performance of the car through the entire run, increment or
decrement value for tighter or looser motor control, increments and
performance.
If the inertia learn procedure has been completed, then the LC02 (Speed
Gain Optimization) can provide a quick adjustment of the speed control
response on a scale between 0 = Soft and 25 = Hard. From the learned
inertia value, the drive determines a ratio between the proportional and
integral gain and the adjustment of LC02 will scale each accordingly.
For reference LC02 = 10 normalizes the KP value to 3000 and the KI gains
will be calculated accordingly.
The Control Setting Parameters, listed on Response Customization
Parameters table below are divided into two functional groups
Proportional Gain and Integral Gain, refer to section 6.8 LC-Control
Setting Parameters of the drive manual for detailed parameter explanations
& adjustment guidance and additional gain parameters.

LC03 Proportional speed control gain during acceleration and high
KP Speed Acceleration speed.
LC04 Proportional speed control gain during deceleration and low
KP Speed Deceleration speed.
LC05
Proportional speed control gain for synthetic pre-torque.
KP Speed Pretorque
LC08 Integral speed control gain during acceleration and high
KI Speed Acceleration speed.

LC09 Integral speed control gain during deceleration and low
KI Speed Deceleration speed.
LC10
Integral speed control gain for synthetic pre-torque.
KI Speed Pretorque
LC11 The integral offset gain for starting acceleration (low
KI Offset Acceleration speed)
LC12 The integral offset gain for stopping deceleration (low
KI Offset Deceleration speed)
LC25 Percentage increase or decrease of the proportional gain
KP High Speed at high speed after the point of resonance has been
passed
A12.7 Overspeed Using the Drive to Run the Hoist Motor
The drive unit can be configured to run the hoist motor at a speed higher than the
programmed contract speed to create an overspeed condition, to overspeed the
car, for an overspeed test, perform following steps:
a. Set TEST switch, located on the P-MP board, to TEST which will enable
Test Mode operation, and disable door operation and hall calls.
landing.
c. Set parameter LL15 overspeed test mode to, Start Without Scaling
d. Set parameter LL16 to required overspeed value in feet per minute
e. Enter a car call for a landing that will allow the car to accelerate and
overspeed.
 NOTE: After one overspeed test, the drive Overspeed Test LL15 and LL16
parameters will be automatically set to default; if another overspeed test is
required, repeat steps a through e above.

a. Program drive parameter LO20 from Brake Control to Drive On. The RUN
relay will energize once when the P relay is closed manually. Refer to
completed, reset drive parameter LO20 from Drive On back to Brake
Control.

Appendix B1
DSD 412 SCR Drive for DC Motors
B1 DSD 412 Elevator Drive Overview
The DSD 412 elevator drive unit (the Drive from here on) incorporates innovative
Advanced control functions provide optimum operation of DC motor applications
Review and become familiar with the manufacturer’s DSD 412 Drive User Manual
the Drive Manual.
B1.1 Drive Interface Overview

Pixel’s interface to the DSD 412 drive requires the drive to operate in closed loop
mode – i.e. the drive interface must utilize speed feedback via an encoder coupled
to the hoist motor. Page 1 of the job prints illustrates the interface to the drive,
a. Hardware enable inputs

c. Power inputs to terminals L1, L2 and L3
d. Encoder inputs

a. Armature Variable DC voltage to the motor through the contactor
b. Motor field Variable DC Voltage
c. Drive Ready output (drops DSAF controller input if a fault condition is
detected)
d. Run Engaged output (enables brake)
e. Loop Pickup Output (enables motor contactor)
B1.2 Job Parameters Verification

Use the Drive Interface to verify that the parameter list – provided on page QR7/
DPS of the job prints – matches with actual drive programmed parameter page
QR7/ DPS of the job prints allocates three columns for parameter settings. The
first column is the manufactures Default Settings. The second column is the EC
Settings of starting values that have been programmed in the drive. The third

values.

columns.
Reference the parameter table below to conform to the job specific motor control
parameters:
Function Number: Drive Parameter: Description:
When ON the drive uses the data
calculated following a Self-Tune at
2 ON functions 613, 614 and 615. When OFF
the drive uses the manually entered
values at functions 4, 6 and 51.
The value entered in this parameter
Rated Armature should match the Motor Nameplate
3
Amps Armature Amps as listed on page 1 of
the job prints.
Rated Armature should match the Motor Nameplate
7
Volts Armature Voltage as listed on page 1
of the job prints.
should match the Isolation Transformer
9 Nominal AC Input
Secondary voltage supplied as listed
on the page 1 of the job prints.
should match the Encoder resolution
10 Encoder PPR
supplied as listed on the page 1 of the
job prints.
should match the Motor Nameplate
11 Rated Motor RPM
RPM as listed on page 1 of the job
prints.
17 Rated Car Speed should match the Rated Car Speed as
listed on page 1 of the job prints.

should match the Motor Field Running
Weakening Field
49 Voltage divided by the Motor Field
Current
Resistance as listed on page 1 of the
job prints.
should match the Motor Field Forcing
50 Full Field Current Voltage divided by the Motor Field
Resistance as listed on page 1 of the
job prints.
Rated Field Volts should match the Motor Field Forcing
52
DC Voltage as listed on page 1 of the job
prints.
should match the Motor Field Standing
Standby Field
53 Voltage divided by the Motor Forcing
Amp Percentage
Voltage as listed on page 1 of the job
prints.
The value entered in this parameter is
automatically set to the value entered
in Function 9. When an external Motor
Field transformer is used to buck or
Field Control AC boost the Motor Field AC input supply,
55
Source Volts enter the AC voltage measured at drive
terminals AC1 and AC2. Refer to page
1 of the job prints to determine if an
external transformer is being used for
the Motor Field AC input.
Relay K3 Logic
183 should be set to 3 as listed on page 1
Output Selection
of the job prints.
 NOTE: The drive does not automatically save parameters that have been
altered. In the event the drive power is cycled, or the drive is reset, any
changed drive parameters will be lost and have to be reprogrammed.
Refer to section B2.1.1 below for direction to permanently store drive
modified parameters
B1.2.1 Saving Drive Parameters

Drive Function 994 must be used to save drive parameters into the drives non-
volatile memory. Use the following procedure to save changed drive parameters:

a. Access drive Function 994 via the user interface.
b. Press the DATA/FCTN key until the drive displays “rESt”.
c. Press the drive-up arrow key until the drive displays “SAVE”.
d. On the upper right side of the drive there is a slide switch that when placed
in the up position will illuminate the drives “NV RAM NOT PROTECTED”
indicator, place this switch in the up position.
e. Press the drive “ENT” key, the drive should now display “994”.
f. Place the NV RAM protect switch I the down position such that the “NV
RAM NOT PROTECTED” indicator is not illuminated.
g. The drive parameters have now been saved such that the save parameters
will be the default parameters following a power cycle or drive reset.
B1.3 Autotuning
The drive has a built-in self-diagnostics and current regulator Self Tuning
functions that allows the user to verify drive hardware integrity and motor adaptive
tuning, perform both functions below to ensure proper motor Autotuning.
B1.3.1 Self Diagnostics

The drive has a built diagnostic routine that can be performed to test the integrity
of the built-in line fuses, SCR’s and motor field current. Drive function 998 is used
to perform the Self Diagnostics as follows:
 WARNING: Have personnel prepared to remove main line

disconnect power during this procedure in the event the motor
begins to rotate. If the motor rotates, immediately remove power
from the controller by turning off the main line disconnect switch.
a. Access parameter 998 via the user interface.

b. Press the DATA/FCTN key until the drive displays “Entr”, and then press
the ENT button on the drive.
c. While the drive is performing the Self Diagnostics, the drive displays “tESt”.
d. The motor contactor will pick and drop and few times while the drive is
performing the Self Diagnostics.
e. Once the drive successfully completes the Self Diagnostics routine, the
drive displays “PASS”.
f. In the event the drive displays an error code, refer to Page 39 of the drive
manual to diagnose the issue.
g. Once the drive has successfully performed the Self Diagnostics, press the
drive RESET button.

 NOTE: The Self Diagnostics function must be successfully performed,
contact Elevator Controls technical support department if unable to
succeed.
B1.3.2 Motor Adaptive Tuning

The drive has a built-in current regulator Self Tuning function. When the Self
Tuning function is activated, the drive measures the motor armature circuit
resistance, inductance including wiring and the motor field resistance and
inductance. Drive function 997 is used to perform the Motor Adaptive Tuning as
follows:

a. Access drive Function 997 via the user interface.

b. On the upper right side of the drive there is a slide switch that when placed
in the up position will illuminate the drives “NV RAM NOT PROTECTED”
indicator, place this switch in the up position.
c. Press the DATA/FCTN key until the drive displays “Entr”, and then press
the ENT button on the drive.
d. While the drive is performing the Self Tune, the drive displays “tESt”.
e. The motor contactor will pick and drop and few times while the drive is
performing the Self Diagnostics.
f. Once the drive successfully completes the Self Tune routine, the drive
displays “PASS”. In the event the drive displays an error code, refer to
Page 38 of the drive manual to diagnose the issue.
 NOTE: If Motor Adaptive Tuning triggers a fault, try increasing the Rated
Armature Volts, parameter 7, by 50 volts and re-try procedure once
successful return Rated Armature Volts to original value.
 NOTE: The drive does not automatically save the Motor Adaptive Tuning
parameters. It is important to perform the manually initiated save process
using drive function 994.Refer to section B1.2.1 and save the drive
parameters.
g. Once the drive has successfully performed the Self Tune and the drive
parameters have been saved, press the drive RESET button.

 NOTE: The Motor Adaptive Tuning function must be successfully
performed, contact Elevator Controls technical support department if
unable to succeed.
B1.4 Motor Rotation Verification

the cab in the opposite direction or if the motor runs too fast, the following steps
must be taken.
a. When commanding an Inspection up direction, if the car runs too fast in the
up direction, reverse the encoder wires at drive terminals A+ and A- (TB1-2
and TB1-3).
b. When commanding an Inspection up direction, if the car runs too fast in the
down direction, turn off main line power for 60 seconds then reverse motor
field wires F1 and F2.
c. When commanding an Inspection up direction, if the car runs in a
controlled speed in the down direction, turn off main line power for 60
seconds then reverse motor field wires F1 and F2 and reverse the encoder
wires at drive terminals A+ and A- (TB1-2 and TB1-3).
B1.5 Commanded vs. Measured Speed Calibration

which can be accessed navigating to:
 Home 
 Drive 


b. Obtain the value for function 11 (motor rpm) from the drive unit.
c. If car is running below commanded speed, increase drive function 11
(motor rpm).
d. If car is running above commanded speed lower the value of function 11
(motor rpm), for example:
iii. Drive function 11 is set to 125 rpm.
iv. Calculate the new value for function 11 (125 rpm x 350fpm)/ 370fpm = 118
rpm.
v. Program function 11 for new value of 118 rpm and repeat process if
necessary, until car speed is accurate within 1%.
vi. Observe that the correct car speed is displayed in drive function 600.
e. Refer to section B1.2.1to permanently store the new rpm parameter value.
B1.6 Motor Control

without undesirable vibration or discomfort.
B1.6.1 Verify Proper Counterbalance

With the cab in the middle hoistway with balanced load, verify the up and down
current output at drive function 611 (motor armature current) is equal in magnitude
but opposite in polarity. Make any necessary weight adjustments to the cab or
counterweight to achieve a proper balanced load.
 NOTE: Balanced load is defined to be between 40% and 50% of the rated
elevator load capacity, use 45% to verify proper counterbalance.
B1.6.2 Gain Parameters Adjustment
There are three sets of Gain parameters utilized by the drive unit to best control
motor performance. Each set affects the control performance at different stages of
the motor control as follows:
a. Run the elevator at contract speed and verify the car speed with a
handheld tachometer. Make any adjustments required to fine-tune the
contract speed by adjusting drive function 11 (motor rpm).

b. Run the elevator to a floor near the bottom of the hoistway. Place a full load
in the elevator.
c. Place the controller on Test mode of operation. On the drive access

function 610 (motor armature voltage). Press the data/function button to
display the motor armature voltage.
d. Place a car call near the top of the hoistway while observing the motor
armature voltage displayed on the drive.
e. Compare the observed motor armature voltage to the motor nameplate

armature voltage. If the observed drive motor armature voltage is above
the motor nameplate armature voltage, reduce drive function 49 (motor
field weakening current) until the motor nameplate armature voltage is
achieve while running full load in the up direction.
 NOTE: If the elevator system utilizes a geared machine, motor field

weakening adjustments will likely not be required. On geared installations it
may be required to increase drive function 50 (full motor field current) to
achieve rated motor armature voltage while running full load in the up
direction.
 WARNING: Use caution not to exceed rated motor field current to

prevent damage to the motor fields.
f. If the observed drive motor armature voltage is below the motor nameplate
armature voltage, increase drive function 49 (motor field weakening
current) until the motor nameplate armature voltage is achieved while
running full load in the up direction.
g. Once the motor field has been calibrated, the per unit system inertia (drive
function 41) must be calibrated. Use the drive default values for function 39
(high speed bandwidth = 6.0), 40 (low speed bandwidth = 6.0), 41 (per unit
inertia = 2.00) and 42 (stability = 1.0). With a balanced load in the cab, run
the elevator up and down between two selected landings that are far
enough apart that the elevator reaches contract speed. Observe the car
speed at drive function 600 while repeatedly running between the two
landings. The objective is to have the car accelerate to contract speed
without speed overshoot or undershoot in either direction of travel. If speed
overshoot is observed, increase the drive function 41 (per unit inertia)
proportionally to the amount of overshoot. If the speed ramps up as
expected, but slowly creeps in to contract speed (undershoot), decrease
drive function 41 (per unit inertia). Once the drive’s per unit inertia (function
41) has been optimized, refer to section B1.2.1to save the drive
parameters.

h. Once the per unit inertia has been optimized, adjust function 40 (low speed
bandwidth) and function 42 (stability) for optimum performance empty car,
balanced car and full car for both long and short floor runs.
i. In the event rope resonance is observed or vibration when traveling into

upper landings is observed, increase function 107 (tach rate gain) in 0.1%
increments until resonance or vibration is eliminated. It is advisable to set
this function for the lowest possible value to maintain consistent
performance.
 NOTE: While manipulating drive parameters, observe that incrementing

values does not induce vibration or performance instability. When
decrementing drive parameters, observe that rollback and floor
 NOTE: Parameter manipulation should be performed in the following

sequence: Function 41 (per unit inertia), function 40 (low speed
bandwidth), function 42 (stability) then function 107 (tach rate gain).
j. Once final drive adjustment has been completed, refer to section B1.2.1to
save the drive parameters.
B1.7 Overspeed Using the Drive to Drive the Hoist Motor

hoist motor rpm to create an overspeed condition by manipulating drive function
12 (overspeed percentage), 80 (overspeed test) and 81 (overspeed multiplier).
landing.
c. Multiply the value in drive function 12 (overspeed percentage) by 1.25.
d. Change drive function 80 (overspeed test) from OFF to On. This will allow
the drive to overspeed the elevator for one run only.
e. Multiply the value in drive function 81 (overspeed multiplier) by 1.25.
f. Enter a car call for an intermediate landing.
g. Car will overspeed to 125% of contact speed.
 NOTE: If additional overspeed tests are required, drive function 80 will

have to be set to On for each subsequent test.

 WARNING: When performing an overspeed test, MAKE SURE function
12, 80 and 81 ARE RESET to the original values once testing has been
completed.
B1.8 Program Run Output to Drive Ready

The drive can be configured so that the Brake Control output temporarily changed
to Drive Ready to facilitate Unintended Movement testing, Section 6.9 Option 2.
a. Temporarily re-program drive function 183 to 1 (excessive motor field

current). The RUN relay will energize once when the P relay is closed
manually. Refer to page 4 of the prints for RUN relay coil power supply
circuit.
completed, reset drive function 183 to 3 (run engaged).

Appendix B2
Quattro SCR Drive for DC Motors
B2 Quattro Elevator Drive Overview
The Quattro elevator drive unit (the Drive from here on) incorporates innovative
Advanced control functions provide optimum operation of DC motor applications
Review and become familiar with the manufacturer’s Quattro Drive User Manual
the Drive Manual.
 NOTE: The Quattro drive is normally provided in its own enclosure,

separate from Pixel control enclosure, therefore interconnect wiring
between the two must be field performed.
B2.1 Drive Interface Overview

Pixel’s interface to the Quattro drive requires the drive to operate in closed loop
mode – i.e. the drive interface must utilize speed feedback via an encoder coupled
to the hoist motor. Page 1 of the job prints illustrates the interface to the drive,
l. Hardware enable inputs

m. RS422 Communications channel
n. Power inputs to terminals TB1-1, TB1-2 and TB1-3
o. Encoder inputs
p. Safety Chain Input

i. Armature Variable DC voltage to the motor through the contactor
j. Motor field Variable DC Voltage
k. Drive Ready output (drops DSAF controller input if a fault condition is
detected)
l. Brake Pick output
m. Drive Output Power (to controller Safety Chain contacts)
n. Motor Contactor dry contact output (Contactor redundancy monitoring)

B2.2 Job Parameters Verification
Use the Drive Interface to verify that the parameter list – provided on page QR7/
DPS of the job prints – matches with actual drive programmed parameters.
values.

columns.
Reference the parameter table below to confirm the job specific motor control
parameters:
A1 Menu Drive Parameter: Description:

CONTRACT CAR
Rated Car Speed should match the Rated Car Speed as
SPEED
listed on page 1 of the job prints.
CONTRACT MTR should match the Motor Nameplate
Rated Motor RPM
SPEED RPM as listed on page 1 of the job
prints.
ENCODER should match the Encoder resolution
Encoder PPR
PULSES supplied as listed on the page 1 of the
job prints.

should match the Drive input voltage at
AC Line Voltage terminals TB1-1, TB1-2 and TB1-3 as
INPUT L-L VOLTS
Input listed on the page 1 of the job prints.

The value entered in this
parameter should match
the Motor Nameplate
RATED MOTOR CURR Rated Armature Current
Armature Amps as listed
on page 1 of the job
prints.
the Motor Nameplate
RATED ARM VOLTS Rated Armature Voltage
Armature Voltage as
listed on page 1 of the
job prints.
the Motor Field Forcing
FULL FLD CURRENT Rated Field Current Voltage divided by the
Motor Field Resistance
as listed on page 1 of the
job prints.
the Motor Field Running
WEAK FLD CURRENT Weakening Field Current Voltage divided by the
job prints.
the Motor Field Standing
STANDBY FIELD Standby Field Current Voltage divided by the
job prints.
B2.3 Autotuning
The drive has a built in Autotuning function. When the Autotuning function is
performed, the drive calculates the motor armature circuit inductance, armature
circuit resistance, motor field resistance, motor field inductance, motor field time
constant and the motor armature voltage drop at motor rated current. The
following procedure can be use to perform motor Autotuning:

a. Remove the field wire at controller terminal B1 (brake coil) to prevent the
brake from lifting during the Autotuning process.
b. The drive must not have any faults in order to proceed with the Autotuning.
c. The controller safety circuit must be made up in order to proceed with
Autotuning.
d. 15 seconds must elapse prior to reattempting Autotuning.
e. The Autotuning process may take up to 1 minute to complete. The drive will
display AUTOTUNE DONE when the procedure is complete.
f. To perform the motor Autotuning, access the AUTO TUNE MOTOR
parameter in the drives A4 menu.
g. Press the Enter key. If there are any active faults, the drive will display Not
Available at This Time and the Autotuning procedure cannot be completed.
h. If there are not any faults present, the drive will display PRESS ENTER TO
CONFIRM REQUEST.
i. Press Enter to begin the Autotuning process. There will be 5 sections
within the Autotuning process (Tuning #1, Tuning #2, Tuning #3, Tuning #4
and Tuning #5).
j. If the motor Autotuning is successful, the drive will display AUTO TUNE
DONE.
k. If the motor Autotuning is not successful, the drive will display AUTO TUNE
HAS ABORTED. Pressing the drives Enter key will display the fault the
occurred during Autotuning.
l. Once Autotuning has been completed, reconnect the field wire at controller
terminal B1 (brake coil).
B2.4 Motor Rotation Verification

the cab in the opposite direction or if the motor runs too fast, the following steps
must be taken.
a. When commanding an Inspection up direction, if the car runs too fast and
the drive trips with a Speed Deviation fault, reverse the encoder direction
from its current setting using the ENCODER CONNECT parameter in the
drives C1 menu. The encoder phasing should match the motor rotation.
b. When commanding an Inspection up direction, if the car runs in the down
direction reverse the motor direction from its current setting using the
MOTOR ROTATION parameter in the drives C1 menu.

B2.5 Commanded vs. Measured Speed Calibration
which can be accessed as follows:
 Home 
 Drive 

b. Obtain the value of parameter CONTRACT MTR SPD in the drive’s A1
parameter menu.
c. If car is running below commanded speed, increase the CONTRACT MTR
SPD parameter (motor rpm).
d. If car is running above commanded speed lower the value of CONTRACT
MTR SPD (motor rpm), for example:
iii. Drive function CONTRACT MTR SPD is set to 125 rpm.
iv. Calculate the new value for the CONTRACT MTR SPD parameter (125
rpm x 350fpm)/ 370fpm = 118 rpm.
v. Program CONTRACT MTR SPED for the new value of 118 rpm and
repeat process if necessary, until car speed is accurate within 1%.
vi. Observe that the correct car speed is displayed in the Speed Feedback
parameter in the drives D1 menu.

B2.6 Motor Control
without undesirable vibration or discomfort.
B2.6.1 Verify Proper Counterbalance

With the cab in the middle hoistway with balanced load, verify the up and down
current output in the Armature Current parameter in the drives D2 menu is equal in
magnitude but opposite in polarity. Make any necessary weight adjustments to the
cab or counterweight to achieve a proper balanced load.
 NOTE: Balanced load is defined to be between 40% and 50% of the rated
elevator load capacity, use 45% to verify proper counterbalance.
B2.6.2 Gain Parameters Adjustment

B2.6.2.1 Motor Field Adjustment
The hoist motor field should be adjusted such that rated hoist motor armature
voltage is achieved running full load in the up direction.
a. With a full load in the elevator cab, compare the measured motor armature
voltage to the motor nameplate armature voltage while running in the up
direction. If the measured armature voltage is above the motor nameplate
armature voltage, reduce drive parameter WEAK FLD CURRENT in the
drives A6 menu until the nameplate armature voltage is achieved while
running full load in the up direction.
 NOTE: If the elevator system utilizes a geared machine, motor field

weakening adjustments will likely not be required. On geared installations it
may be required to increase drive parameter FULL FLD CURRENT in the
drives A6 menu to achieve rated motor armature voltage while running full
load in the up direction.
 WARNING: Use caution not to exceed rated motor field current to

prevent damage to the motor fields.
b. If the observed drive motor armature voltage is below the motor nameplate
armature voltage, increase drive parameter WEAK FLD CURRENT in the
drives A6 menu until the motor nameplate armature voltage is achieved
while running full load in the up direction.

B2.6.2.2 System Inertia Calculations
The drive software can calculate the inertia for the elevator system, which is used
to accurate tuning of the drives speed regulation. The following procedure can be
used to estimate the elevator system inertia:
a. To properly calculate the system inertia, the drive cannot be weakening the
motor field. Make a note of the current setting of the WEAK FLD
CURRENT in the drives A6 menu. To temporarily disable motor field
weakening, set the WEAK FLD CURRENT in the drives A6 menu equal to
the FULL FLD CURRENT in the drives A6 menu.
b. With a balanced load in the elevator cab, run the car at 100% contract
c. Make notes of the EST INERTIA value in the drives D1 menu for both the
d. Average the up and down EST INERTIA values in the drives D1 menu and
e. Re-enter the original value of the WEAK FLD CURRENT in the drives A6
menu.
B2.6.2.3 Motor Response Adjustment
The drive response sets the sensitivity of the drive’s speed regulator software to
follow the speed profile reference; Response needs to be adjusted to achieve
optimum motor control while maintaining stability. The following procedure can be
used to adjust the drives response:
a. Once the per unit inertia has been optimized, adjust the RESPONSE
parameter within the drive’s A1 menu for optimum performance empty car,
balanced car and full car for both long and short floor runs.
b. In the event rope resonance is observed or vibration when traveling into

upper landings is observed, increase parameter Tach Rate Gain in the
drives A1 menu in 0.1% increments until resonance or vibration is
eliminated. It is advisable to set this function for the lowest possible value
to maintain consistent performance.
 NOTE: While manipulating drive parameters, observe that incrementing

values does not induce vibration or performance instability. When
decrementing drive parameters, observe that rollback and floor

 NOTE: Parameter manipulation should be performed in the following
sequence: Inertia, Response, and Tach Rate Gain.
B2.7 Overspeed Using the Drive to Drive the Hoist Motor

landing.
f. Car will overspeed to the percentage of contact speed programmed in drive
parameter OVERSPEED MULT in menu A1.
subsequent test.
B2.8 Program Run Output to Drive Ready

The drive can be configured so that the Brake Pick control output temporarily
Option 2.
a. Temporarily re-program drive parameter Relay Coil 1 from Brake Pick to

Not Alarm in menu C3. The RUN relay will energize once when the P relay
supply circuit.
completed, reset drive parameter Relay Coil 1 from Not Alarm to Brake
Pick in menu C3.

Appendix C
Load Weighing Device Installation and Pre-Torque
 NOTE: For the Henning Weight Watcher AE12 load weigh device skip to
Section C2 below.
C1 Dinacell DCLO Load Weighing Device

The DLCO load weighing device has great flexibility. It can operate with several
different load weigh sensors types. The sensors also can be easily changed or
removed, via the USB Load Cell Ports. Due to this flexibility it is necessary to
configure a number of parameters before calibrating the DLCO Load Weigh
Device (LWD).
C1.1 Load Weighing Device Components

Dinacell DLCO CAN-OPEN Microprocessor Unit Software Version 1.420 or latter,
support interface sensor types:
a. SWK = Rope Sensors (one sensor per rope). Number of ropes and rope
diameter required.
b. LCA = Rope Sensor System (single unit for all ropes). Number of ropes
and rope diameter required.
c. TCA = Under the Cab Sensor (isolated platform sensors). Each sensor
has a maximum capacity of 1,763lbs (800kg). A maximum of 8 TCA
sensors can be grouped together in parallel for a capacity of 14,100lbs
(6,400kg).
d. SV-3000 = Crosshead Deflection Sensor. Additional sensors may be
added for increased load accuracy.
C1.2 Setup Installation

1. Install the DLCO LWD on the elevator car top or in the machine room as
required for you installation, refer to job prints pages QR3 or QR4.

2. For Car Top Installation using (2) 18AWG and (1) Shielded Pair to
interconnect the DLCO LWD to the P-TOC board. Refer to Pixel cartop
wiring diagrams for more details
P-TOC (JTOC1)toDLCO LWD
V+toPower 24VDC +
V-toPower 24VDC –
CH2toCAN HIGH
CL2toCAN LOW
Connect the shield to the SHLD terminal on the P-TOC board only.
P-TOC Board JTOC1 terminal block DLCO LWD connection terminals
3. Machine room installation, where the load weighing rope sensors will be
installed by the car Shackles, use (2) 18AWG and (1) Shielded Pair
interconnect the DLCO LWD to controller P-TB-C and P-TB-M boards.
Refer to, refer to job prints pages QR4 for wiring details
 NOTE: Place the DLCO LWD unit close to the car shackles location to
allow the rope sensors wires to reach the USB connections in the DLCO
LWD unit.
C1.3 DLCO LWD Configuration Setup

There are three different buttons at the DLCO LWD:
The CAN LED flashes
when communicating
to P-TOC board and is
ON continuously
when no
MENU –This button enters and navigates through the programming menu. With
communication.
this key you can also confirm any parameter changes. When a parameter is
modified, you must press MENU, then the display will blink for a few seconds, and

you must confirm the new parameter value by pressing MENU again. If MENU is
not pressed as the display blinks, the value will not be changed.
(RT Arrow) This button is used to access modification mode of any

parameter when displayed. This button is used to change the blinking digit at
modifying mode.
(UP Arrow) This button is used to increase the value of the blinking digit at
modifying mode.
Example of modifying a parameter setting:

1. Press the MENU button to enter the Quick Navigation Menu. Press the
MENU button again to skip to the next parameter in the menu.
2. To access the parameter, press the RT Arrow. The parameter will be
displayed.
3. To modify the parameter, press the UP Arrow. To select the next digit,
press the RT Arrow.
4. To confirm the changes to the parameter, press the MENU button and the
value will blink for a few seconds. Press the MENU button again while the
value is blinking to confirm and save the new value. Otherwise, the value
will not be changed.
 NOTE: At power-up verify the DLCO LWD software version displayed is

(1.420) and if the CAN LED is not flashing, remove the two-position power
connector from the DLCO unit and wait three seconds and reinstall.
C1.4 Parameter Configuration

Configure the following parameters prior to installing the load weigh sensors:
1. Perform a Factory Default parameter reset, refer to section C2.10 below.

2. nSEn = Number of sensors. This parameter must be set with the number of
sensors for the installation. The range values are 1-10.
3. SEnS = Type of sensor. This parameter must be set with the type of
sensor installed.
a. S_ _1= SWK Rope Sensors
b. SV_3= Crosshead Deflection Sensors
c. TCA = Under the Cab Sensors
d. LCA= Rope Sensor System
4. dIA = If applicable – Diameter of Rope Sensors (6, 8, 9, 10, 11, 12, 13, 14,
15, 16)
5. IrEF = If applicable – Rope Sensor Error Offset
The rope sensor error offset for SWK and LCA sensors must be completed

uninstalled from the ropes. Every sensor plugged into the USB connectors
has an offset error; this error is eliminated by setting the initial reference
(IrEF) of the sensor. The IrEF operation must be done for all rope sensors.
The sensors must be plugged into USB 1 from left to right.
Press RT Arrow, and then use the UP Arrow to select ALL. Press the
MENU button and as ALL blinks press the MENU button again. The display
will go back to IrEF.
6. tYPE = If applicable - Roping 1:1 or 2:1
7. bAud = _125 or _250. This should be set to _125 (125kbits/s) for Pixel
Controllers.
8. Unit = set to _Lb for up to 9999 Lbs capacity and to _Lb1 for jobs 10000
Lbs or more capacity.
9. Verify the CAN LED is flashing (this confirms communication to the P-TOC
board).
C1.5 Calibrating the DLCO Load Weighing Device

With the elevator Cab at the bottom landing follow calibration process below for
empty and full load car, make sure test weights are available to be placed in the
cab as instructed:
1. Mount the load weigh sensors according to the installation instructions

provided with the sensor.
2. CerO (Zero Setting Operation): This process will calibrate an empty
carload.
a. Press and hold down the MENU button for 2 seconds, until CerO is
displayed.
b. Press the RT Arrow button. 0005 will be displayed. This is the
countdown timer for the user to step off of the cartop. The timer can
be changed, if additional time is required to exit the cartop.
c. Verify the car is empty
d. Press the MENU button and the display will begin to blink, and then
press the MENU button while the display is blinking. The
countdown timer will begin. Once the countdown has completed the
empty car value is saved. The display will return to CerO.
3. Press the MENU button to get to PESO (Load Learn Operation) place full
load capacity in the cab.
a. Press the RT Arrow at the PESO display
b. Using the RT Arrow to navigate the digits and the UP Arrow to
change the value, enter the weight (lbs) that will be installed into
the elevator cab.

 NOTE: For jobs with capacity over 9999 Lbs, Load weighing device loaded
with software version 1.440 or latter is required. The weight value over
10000 pounds will be displayed by the four digits and a dot on the lower
right corner of the least significant digit, i.e 1500. indicates 15000 lbs.
c. Load the test weights (lbs) into the elevator cab.
d. Press the MENU button and the display will begin to blink, and then
press the MENU button while the display is blinking. The
countdown timer will begin. Once the countdown has completed the
load in the car will be saved. The display will return to PESO.
4. The remaining parameters are used for diagnostic purposes and can be
skipped by pressing the MENU button, until the load weight is displayed.
For applications using SV_3, Crosshead Deflection Sensor(s), AUTO
parameter requires a setting of 0000.
CELL = 1000-9000
PSEn = Individual sensor weight
AUTO = 0000 no automatic reset.
 NOTE: SV_3, Crosshead Deflection Sensors applications require setting of

Parameter AUTO = 0000.
rESE = A setting of YES cause all parameters to be defaulted
5. While observing the DLCO display, remove the weight from the elevator
cab. The weight displayed on the LWD should be fairly accurate
corresponding to the amount of weigh being removed. If not, verify all of
the above procedures were completed in the proper order and the load
sensor devices were installed according to the manufacturer installation
instructions.
C2 Henning Weight Watcher AE12 load weigh device
The Henning Weight Watcher AE12 load weigh device has great flexibility. It can
operate with several different load weigh sensor types which can be easily added,
removed or exchanged, via the Load Cell Ports. Due to this flexibility, it is
necessary to configure a number of parameters before using the Henning Weight
Watcher AE12 Load Weigh Device (LWD).

C2.1 Load Weighing Device Components
The Henning Weight Watcher AE12 CAN-OPEN Load Weigh Unit Version 1.24H
or latter supports the following sensor types:
a. LS 12 = Load sensor LS 1 and load sensor LS 2 (one sensor per rope)
b. 300 = Donut sensor RC 300 (one sensor per rope)
c. 500 = Donut sensor RC 500 (one sensor per rope)
d. 1000 = Donut sensor RC 1000 (one sensor per rope)
e. 3500 = Donut sensor RC 3500 (one sensor per rope)
f. 2000 = Load sensor LS 2000 (one sensor per rope)
C2.2 Setup Installation

1. Install the Henning Weight Watcher AE12 on the elevator car top or in the
machine room as required for you installation, refer to job prints pages
QR3 or QR4.
2. Car Top Installation using (2) 18AWG and (1) Shielded Pair to
interconnect the DLCO LWD to the P-TOC board. Refer to Pixel cartop
wiring diagrams for more details
P-TOC (JTOC1)toDLCO LWD
V+toPower 24VDC +
V-toPower 24VDC –
CH2toCAN HIGH
CL2toCAN LOW
Connect the shield to the SHLD terminal on the P-TOC board only.
CA
N
LO
W
CAN HGH
Sensor #1
P-TOC Board JTOC1 terminals Henning Weight Watcher AE12 LWD connection terminals
3. Machine room installation, where the load weighing rope sensors will be
installed by the car Shackles, use (2) 18AWG and (1) Shielded Pair
interconnect the Henning Weight Watcher AE12 to controller P-TB-C and
P-TB-M boards. Refer to, refer to job prints pages QR4 for wiring details
 NOTE: Place the Henning Weight Watcher AE12 unit close to the car
shackles location to allow the rope sensors wires to reach the harness
connections in the Henning Weight Watcher AE12 unit.

4. Connect the load sensors starting from left at channel 1, add in sequence,
no gap
C2.3 Henning Weight Watcher AE12 Configuration Setup
 NOTE: The LED Status indicators are not used for CAN based applications
There are three different buttons at the Henning Weight Watcher AE12:
- (DN Arrow) This button enters and navigates through the programming
menu.
- (LT Arrow) This button is used to access the modification mode of any
parameter when displayed. This button is used to change the blinking digit at
modifying mode and also to confirm parameter changes.
- (X Button) This button is used to cancel the modified value. Repeatedly

pressing this button will also lead to the display of the total current measured
weight.
Example of modifying a parameter setting:

1. Press the DN Arrow to enter the individual items menu. Press the DN
Arrow again to skip to the next parameter.
2. To access the parameter, press the LT Arrow. The parameter value will be
displayed.
3. To modify the parameter, press the DN Arrow. To select the next digit,
press the LT Arrow.
4. To save the new parameter value, press the LT Arrow until the individual
items menu is displayed.
 NOTE: The Henning Weight Watcher AE12 software version can be

displayed by pressing the DN Arrow repeatedly until 1.24H or later is
displayed.
C2.4 Parameter Configuration

Configure the following parameters prior to installing the load weigh sensors:
1. SEnS = Sensor model. This is the type of sensor being installed.
a. LS 12 = Load sensor LS 1 and load sensor LS 2
b. dnut: The following selections are available for the donut sensors
i. 300 = Donut sensor RC 300
ii. 500 = Donut sensor RC 500
iii. 1000 = Donut sensor RC 1000

iv. 3500 = Donut sensor RC 3500
c. 2000 = Load sensor LS 2000
2. rCnt = Number of sensors. This parameter must be set with the number if
sensors for the installation. The range value is 1-12.
3. rFCt = Roping ratio

a. 1:1set to 01
b. 2:1set to 02
4. Unit = Unit adjustment of the displayed weight. Set to LbS to display

weight in pounds.
5. CAn = Adjustments of the CAN Open parameters

a. Id = Required CAN ID. Set to 0001.
b. bAUd = baud rate(kbit/s) for the CAN communication. Set to 125.
c. tPdo = COB-ID and PDO settings. Enter to adjust the following
parameter:
i. t-id = COB-ID. Set to 0385.
C2.5 Calibrating the AE12 load weigh device

With the elevator bab at the bottom landing follow the tare process, to eliminate
the empty car weight and just measuring the load in the cab:
1. Mount the load weigh sensors according to the installation instructions

provided with the sensor.
2. CerO (Zero Setting Operation): This process will calibrate an empty car
load.
a. Verify the car is empty.
b. Press the DN Arrow until the CEro menu is displayed.
c. Press the LT Arrow twice, 9999 will be displayed and the
countdown timeout to allow the user to step off from the cartop for
units installed on top of the car. This timeout is fixed and cannot be
adjusted.
 NOTE: Full load calibration does not need to be performed
3. While observing the Load weighing display, add and remove weight from
the elevator cab, the weight displayed on the device should be accurate. If
not, verify steps on sections C2.4 and C2.5 above were completed in the
proper order and the load sensor devices were installed according to the
manufacturer installation instructions.
C3 Load Weighing and Pre-Torque Overview
Load weighing information provides Pixel car controller with desirable information
to optimize elevator call assignment, anti-nuisance functionality, and may be used
to enable Pre-Torque operation to reduce or eliminate rollback, Pixel will utilize

the load weighing information to create a pre-torque command to be applied to the
motor control speed command before starting a run. The amount & direction
(positive or negative) of pre-torque applied at the start of motion is calculated
based on the following:
1. Position Based Component: load due to the length of hoist ropes hanging
on either side of the sheave depending on the position of the car in the
hoistway shaft.
2. Load Based Component: cab weight, in-car load, items hanging from the
bottom of the cab (e.g., traveler cable, compensation ropes).
The “Position Based Component” is calculated based upon the knowledge of car
position and an empirically determined calibration setting at the top and bottom
landings.
The “Load Based Component” is calculated and learned using the load-weighing
device (CAN based communication) values for full and empty load at each
landing.
C3.1 Load Weighing and Pre-Torque Operation Requirements

a. Calibrated CAN based Load Weigh Device
b. Learn Empty and Full Cab values for each landing
c. Set the Pre-Torque Option = YES
d. Positional Learn calibration at top and bottom landing ( balanced load)
e. Pre-Torque Up Percentage calibration (full load at hoistway midpoint)
f. Pre-Torque Down Percentage calibration (empty cab at mid hoistway)
 NOTE: For load weigh device installation procedures refer to Appendix

C1.1 for Dinacell DCLO or C2.1 for Henning Weight Watcher AE12 above.
C3.2 Verify Pixel Parameter Settings

Verify Pixel parameters are set to interface with a CAN Based load weighing
device navigate to:
 Home 
 Install 
 Load Weighing Config 
 Load Weighing Device   CAN Based 
 Cab Capacity   “Set to Full load capacity of Cab” 
 Overload Capacity  “100% to115% of Full Load Capacity” 

 Heavy Load Capacity   “80% to100% of Full Load Capacity” 
 Light Load Capacity   “20% to 30% Full Load Capacity” 
 Directional Load Capacity   “50% Full Load Capacity” 
 Pre-Torque Option   “No” , To be set = YES once load learn

Process has been completed, section C.2.4 below.
 Automatic Recalibration   “Daily (default) or Weekly” 
 Recalibration Day  “Recalibration day of the week” 
 Recalibration Start Time   “Hour to start Recalibration process” 
 Recalibration End Time   “Hour to end Recalibration process” 
 NOTE: Recalibration Start and End Times should be set to the hour
interval when less elevator service demand may be present.
 NOTE: Verify Pixel time and date settings are correct for selected on time
Load Weighing recalibration execution time.
 # of Weigh Samples   “015” ; number of sample weight readings

averaged to create current weight value
 Absolute Position Diff   “003” ; reference position from last to new

reading to allow new reading to take place (1 → 0.03”). i.e. make sure
the car is not moving to allow for new reading to be accurate.
 Absolute Weight Diff   “0200” ; weight used to filter unexpected

readings while creating the average # of weight Samples entries
 NOTE: Setting the # of Weight Samples to ‘0’ will completely disable load
weighing weight sample filtering, Pixel will continue reading weight values
direct from the CAN Based Load Weigh Device without any filtration.
The Load Weighing Recalibration Timer can be adjusted to the required amount
of time that the car must be idle (no demand) before the Auto Zero Operation is
initiated navigating to:
 Home 
 Install 

 Adjust 
 Timers 
 Load Weighing Recalibration Timer  “Default 5 minutes”
The load weighing device errors can be tracked and store in Pixel fault logs by
enabling the load weighing fault pending counts navigating to:
 Home 
 Event Logs 
 Event Pending Counts 
 Communication Event Pending Counts 
 LWD Re-Cal Failure Fault  “MP = 1 and SP = 0”
 Load Weigh Communication  “MP = 50 and SP = 0”
Then navigate to:
 Home 
 Event Logs 
 Event Pending Counts 
 Function Event Pending Counts 
 Load Weigh Error  “MP = 5 and SP = 0”
C3.3 Verify Load Weighing Device Performance

Verify the load weigh device is properly setup by placing the car on Independent
service and a known load into the car at the bottom landing and navigating to:
 Home 

 Install 
 Load Weighing Learn 
 Load Weighing Readings 
Under “Current Weight” observe displayed weight value, it should be within 5 to

10 pounds accurate.
 NOTE: The carload is weighed only when the car is stopped, and the doors
are in the open position. A capacity setting of 000% will disable the
corresponding load weighing dispatching function. Load weigh dispatch
functions will not operate until both the Pixel Load Weighing Learn (empty
& full load) process has been completed. All load weigh dispatch functions
are disabled during fire service operation.
C3.4 Load Weighing Learn

Pixel needs to learn the weight of the cab empty and full to be able to calculate
the Pre-Torque value required to dynamically compensate for load.
C3.4.1 Learn Empty CAB

1. Set Pre-Torque option = No, refer to section C3.2 Above.
2. Remove all weight from the cab.
3. Place the controller on TEST Mode operation.
4. Navigate to Learn Empty CAB and follow instructions on Pixel Display.
 Home 
 Install 
 Learn Empty CAB 
 Cab Stop Settling Time  ” Adjust setting time 30 Seconds”
 NOTE: The Cab Stop Settling Time is the amount of time the car will stop at
the landing before recording the carload weight. This allows the load value

to stabilize before it is saved, value may need to be increased, if the load
measurement is not stable after 30 seconds.
5. Press the Learn soft key, to learn position. Once activated the car will go
to the bottom landing served and stop at each landing for the Cab Stop
Settling Time. Then the empty load weight will be saved for the
corresponding landing. After all landings have been learned the car will
return to the landing where the Learn Empty CAB function was initiated.
6. Remove car from TEST to be able to allow door open operation.
C3.4.2 Learn Full CAB

1. Place full load into the cab and verify load value using on screen weight
displayed, refer to section C3.3 above.
2. Place the controller on TEST Mode operation.
3. Navigate to Learn Full CAB and follow instructions on Pixel Display.
 Home 
 Install 
 Learn Full CAB 
 Cab Stop Settling Time  ” Adjust setting time 30 Seconds”
 NOTE: The Cab Stop Settling Time is the amount of time the car will stop at
the landing before recording the carload weight. This allows the load value
to stabilize before it is saved, value may need to be increased, if the load
measurement is not stable after 30 seconds.
4. Press the  Learn soft key, to learn position. Once activated the car will go
to the bottom landing served and stop at each landing for the Cab Stop
Settling Time. Then the Full load weight will be saved for the corresponding
landing. After all landings have been learned the car will return to the
landing where the Learn Full CAB function was initiated.
5. Remove car from TEST to be able to allow door open operation.
6. Remove test weights from the cab
 NOTE: Learned load weighing readings can be verified for empty and full
load following procedureC2.3 above on a per landing basis.

C3.5 Manually Zero Load Weighing Device
To manually Zero the load weigh unit in the event that the load weighing got out of
calibration prior to scheduled Auto Recalibration timeout, drive the empty car to
the bottom landing where the positional load does not affect the empty carload,
navigate to:
 Home 
 Install 
 Load Weighing Readings 
Press the  Auto Zero soft key.
C3.6 Pre-torque Calibration Procedure

The Pixel controller calculates and provides the drive the required amount of pre-
torque for a given run, to prevent rollback at start of motion. In order to calculate
the correct amount of pre-torque the following information needs to be learned by
the Pixel controller:
1. Pre-torque value required for a balanced car at the top landing served
2. Pre-torque value required for a balanced car at the bottom landing served
3. Pre-torque value required for full car
4. Pre-torque value required for empty car
• Midpoint: Location in the hoistway where the counterweight is adjacent to the car
• Balanced load: The required carload that makes the counterweight equal to the
total car weight. Example: If the elevator is 40% counterweighted, then the
balanced load should be 40% of full load car capacity. Capacity 3,500lbs,
balanced load would be 3500 x 0.40 = 1,400lbs.
Verify the calculated balanced load for the elevator is truly a balanced load. This
can be achieved by the following methods: Place the calculated balanced load
inside the car and run the car to the midpoint position on machine room
inspection.
1. While monitoring the drive output current move the car in the up direction.
From the midpoint run the car in the down direction. If the drive output
current is equal in both directions, then the car is properly balanced. If not,
note which direction required more current and adjust the carload to
achieve the true balanced load condition.

2. Manually lift the machine brake (with no electrical control placed on the
hoist motor) and observe if the car drifts away from the midpoint position. If
it remains relatively stable, then the car is properly balanced. If the car
drifts, note the direction of travel and adjust the carload to achieve a true
balanced load condition.
C3.7 Positional Learn

To learn the pre-torque gain offset required based on the car position in the
hoistway follow procedure below:
1. Set Pixel pre-torque parameters values to zero navigating to::
 Home 
 Install 
 Pre-Torque Learn 
 Final Tuning 
To set the values for Position Top, Position Btm, Load Up and Load Down
percentages to a value of 000.00%
2. Place a balanced load in the car
3. Place the controller on TEST Mode operation
4. Set the Pre-torque Option = Yes; refer to section C3.2 Verify Pixel
Parameter Settings above.
5. Move the car to the top landing and navigate to:
 Home 
 Install 
 Position Learn , To display screen shoot below.
 NOTE: Verify the Pre-torque values for Positional Learn and Load Lean are
all defaulted to 00.00%.

6. Using the Floor Dn and Floor Up buttons run the car between the top and
2nd from the top landings, while observing the drive sheave. If the car has
rollback, adjust the Pre-Torque Top Percentage as needed (range of -
99.99 to 99.99). Start in small increments of -1.00 and fine tune. Repeat
the car runs between the two top landings until the rollback is eliminated. If
the car starts to pull through, then the Pre-Torque Top Percentage has
been set to high and it needs to be decreased.
7. Move the car to the bottom landing
8. Using the Floor Up and Floor Dn buttons run the car between the bottom
and 2nd landings, while observing the drive sheave. If the car has rollback,
adjust the Pre-Torque Btm Percentage as needed (range of -99.99 to
99.99). Start in small increments of 1.00 and fine tune. Repeat the car runs
between the two bottom landings until the rollback is eliminated. If the car
starts to pull through, then the Pre-Torque Btm Percentage has been set to
high and it needs to be decreased.
 NOTE: Elevators with compensation systems (compensation cables),

typically do not require pre-torque positional values. Or the values may be
very low.
 NOTE: If the car has severe rollback at the start of motion, do not use the
terminal landings for the pre-torque positional learn. Use the landing below
the top and the landing above the bottom; this will prevent the possibility of
rolling back onto the final limits during the adjustment.
C3.8 Load Learn

To learn the pre-torque gain offset required based on the carload follow procedure
below:
1. Place a full load in the car

2. Place the controller on TEST Mode operation
3. Move the car to the hoistway midpoint
4. Place the controller on machine room inspection

5. Record existing value and set Inspection Speed = 000fpm, navigate to:
 Home 
 Install 
 Inspection Speed   Set value to 000 fpm
Press the  Save soft key to Save
6. Navigate to:
 Home 
 Install  .
 Position Learn , To display screen shot below.
7. Press the machine room inspection up and enable button (0fpm) and
observe the direction of rollback on the drive sheave. Typically, the car
should rollback in the down direction due to the full load. Increase the Pre-
Torque Up Percentage (range of –99.99 to 99.99) in increments of 5.00
and fine tune. Repeat the inspection zero speed activation until the rollback
is eliminated. If the car starts to pull through, then the Pre-Torque Up
Percentage has been set to high and it needs to be decreased.
8. Remove all weight from the car (empty car)

9. Move the car to the hoistway midpoint (restore inspection speed setting, if
required to position car at mid-point, refer to entry 5 above then set it back
to 000fpm)
10. Press the machine room inspection down and enable button (0fpm) and
observe the direction of rollback on the drive sheave. Typically, the car
should rollback in the up direction due to the counterweight. Increase the
Pre-Torque Dn Percentage (range of –99.99 to 99.99) in increments of -
5.00 and fine tune. Repeat the inspection zero speed activation until the
rollback is eliminated. If the car starts to pull through, then the Pre-Torque
Up Percentage has been set to high and it needs to be decreased.
11. Restore Inspection Speed = recorded value from entry 5 above.
C3.9 Final Tuning

The final step is to test the ride quality under a range of load conditions. This is
can be achieved by placing a different load in the car and observing how the
elevator starts motion at different landings.
The brake should be fully lifted before motion is started. If the car appears to be
pulling through the brake at start, a speed delay may need to be added. This
allows the brake to fully lift before the speed pattern is sent to the drive. Adjust the
Pattern Delay in small increments (50msec) navigating to:
 Home 
 Install 
 Pattern Delay   Set value to ensure brake is picked prior to pattern

speed command.
Adjust the Load Up and Load Dn Percentages to eliminate rollback under various
load conditions and positions in the hoistway, navigate to:
 Home 
 Install 
 Final Tuning , to display screen shot below

 NOTE: The pre-torque output to the drive (PTTotal), pre-torque positional
value (PTPos) and pre-torque load value (PTLoad) are displayed here,
additionally, the car current PI, car position and carload are displayed to
facilitate pre-torque fine-tuning.
 NOTE: Safety and buffer tests may affect the load weigh device calibration.
You may need to repeat the following setup procedures:
1. Load weighing device calibration
2. Empty and full load learn for each landing
3. Pre-torque Up and Down Percentage calibrations
C3.10 Factory Default for Dinacell DCLO Load Weighing Only

Performing a Factory Default procedure will reset all internal device settings to
factory defaults and prevent any previously stored settings from affecting a new
set up. Follow steps below to reset unit to factory default settings:
1. Press and Hold down the MENU button for 2 seconds, until the CerO is
displayed.
2. Press the MENU button until rESE is displayed.
3. Press the RT Arrow button at the rESE display.
4. Press the UP Arrow button until YES is displayed.
5. Press the MENU button once and the YES being displayed will begin to
blink.
6. Press the MENU button once again and the rESE will be displayed. This
indicates that the Reset has been completed.
 NOTE: The display will flash bOFF indicating that the load weighing device
is no longer communicating. To resolve this, continue with instructions at
C1.4 entry 2 above.

Appendix D –
Pneumonic Description Translation Tables
The Pneumonic may represent a Computer Input “I”, Output “O”, or an internally
generated flag “F”. Each table below represents a group of Pneumonics associated
with a screen shot on Pixel Display.
 NOTE: Some flags appear on duplicated on several screens; this is done to

facilitate troubleshooting while observing flags behavior.
Safety I/O Flags Door Flags

Name I/0/F Description Name I/0/F Description
GOV I Governor Switch DLAT I Door Lock Access Top
SAFC I Car Safety String DLAB I Door Lock Access Bottom
SAFH I Hoistway Safety String DCAT I Door Closed Access Top
ESTP I Emergency Stop Switch DCAB I Door Closed Access Bottom
UNL F Up Normal Limit Position NUDG 0 Nudging output Active
DNL F Down Normal Limit Position DLK F DLKF and DLKR both closed
DSAF I Drive Safety CGF I Car Gate Front
RG I EB1-EB2 Contacts Monitor DLSF I Int. Door Locks Front Closed
RGBP I EBX2-EBX2 Contacts Monitor DCSF I Int. Door Closed Contacts Front Closed
RGOK I Rope Gripper Contact DCLF I Door Close Limit Front
TTM I Not currently used DOLF I Door Open Limit Front
BTM I Not currently used DLKF F Front Door Locks & Contacts Closed
STOP I AA Contactor Monitored Contact CGR I Car Gate Rear
Pin I P Contactor Monitored Contact DLSR I Int. Door Locks Rear Closed
BKi I BK Contactor Monitored Contact DCSR I Int. Door Closed Contacts Rear Closed
AAi I AA Contactor Output monitor DCLR I Door Close Limit Rear
Pi I P Contactor Output monitor DOLR I Door Open Limit Rear
BPI I Brake Picked Contact DLKR F Rear Door Locks & Contacts Closed
mFRST I Logic Microprocessor Fault Reset PHEF I Photo Eye Front
sFRST I Safety Processors Fault Reset SEF I Safety Edge Front
EQR I Earthquake Reset Push Button DHDF I Door Hold Button Front
STPPD F Car Stooped PHER I Photo Eye Rear
SOvrd F Landa Position Override SER I Safety Edge Rear
DirOK F Pattern and Car Movement Agree DHDR I Door Hold Button Rear
BK O BK Contactor Output DCBF I Door Close Button Front
BH O BH Relay Output DCFF O Door Close Function Front
BPWN O Brake Failed to Pick Warning Ind. DCPF F Door Close Power Front
ESCO O Emergency Stop Override DOBF I Door Open Button Front
MFPF F Motor Field Weakening Enabled DOIF F Door Open Intent Front
- - DOFF O Door Open Function Front
AAo O AA Contactor Output DCBR I Door Close Button Rear
Po O P Contactor Output DCFR O Door Close Function Rear
EB1 O EB1 Relay Output DCPR F Door Close Power Rear
EB2 O EB2 Relay Output DOBR I Door Open Button Rear
EBX1 O EBX1 Relay Output DOIR F Door Open Intent Rear
EBX2 O EBX2 Relay Output DOFR O Door Open Function Rear

Inspection Flags Emergency Service Flags
ICT I Car Top Inspection FON2 I Alternate Fire Recall Switch
ICTE I Car Top Inspection Enable RES I Main Fire Recall Switch Reset Position
ICTU I Car Top Inspection Up FOFF I Main Fire Recall Switch Off Position
ICTD I Car Top Inspection Down FON I Main Fire Recall Switch On Position
HDB I Hoistway Door Bypass FRA I Alternate Fire Recall Smog Detectors
CDB I Car Door Bypass FRS I Main Fire Recall Smog Detectors
IIC I In Car Inspection HF1 I Hoistway Smog Detectors Main Recall
IICE I In Car Inspection Enable HF2 I Hoistway Smog Detectors Alt. Recall
IICU I In Car Inspection Up FCS I Fire Phase 2 Switch On Position
IICD I In Car Inspection Down F2OFF I Fire Phase 2 Switch Off Position
SAFH I Car Safety String FCC I Fire Phase 2 Car Call Cancel
SAFC I Hoistway Safety String FDHD I Fire Phase 2 Switch Hold Position
IA I Access Inspection FS1 O Fire Phase 1 Output
IATU I Top Access Up 85X O Fire Service Hat Indicator
IATD I Top Access Down FWI O Fire Warning Buzzer
IABU I Bottom Access Up CSAM O Canada Main Fire Indicator Output
IABD I Bottom Access Down CSAA O Canada Alternate Fire Indicator Output
IAOZ F Cab Outside Access Zones CSB F Car Stop Bypass
IMR I Machine Room Inspection HIS I Hospital Service Request
IMRE I Machine Room Inspection Enable HSW I Hospital Service in Car Switch
IMRU I Machine Room Inspection Up HSEL I Car Selected for Hospital Service
IMRD I Machine Room Inspection Down ESTD F Emergency Slowdown Table Done
RC O Retiring Cam Output Front EmrSD F Emergency Slowdown Active
RCR O Retiring Cam Output Rear - I
DCLF I Door Close Limit Front EMT I Mass. Emergency Medical Svc. Request
CGF I Car Gate Front EMTI1 I Mass. Emergency MedicalPhase1
Front Door Locks & Contacts Mass. Emergency Medical Phase 2
DLKF F EMTI2 I
Closed
DPMF I Door Position Front EMTp1 O Mass. Emergency Medical Phase1 Ind.
DCFF O Door Close Function Front EMTp2 O Mass. Emergency Medical Phase2 Ind.
DBF O Door Boost Function Front EPS F Emergency Power Selected to Run
DCLR I Door Close Limit Rear EPI I Emergency Power Active
CGR I Car Gate Rear EPPT I Emergency Power Pre-Transfer
DLKR F Rear Door Locks & Contacts Closed CSI I Car Selected to Run on Emergency Pwr.
DPMR I Door Position Rear EPR F Car Running W/ Emergency Power
DCFR O Door Close Function Front EP1 O Emergency Power Phase1 Ind.
DBR O Door Boost Function Rear EP2 O Emergency Power Phase2 Ind.

Motion Control Flags Call Demand Flags
SU F Car Intention to Run Up CCA F Car Call Above Car
SD F Car Intention to Run Down CCB F Car Call Below Car
RSU F Car Run Up UPF F Up Front Hall Call
RSD F Car Run Down UPR F Up Rear Hall Call
SUA O Up Arrow DNF F Down Front Hall Call
SDA O Down Arrow DNR F Down Rear Hall Call
HD F High Speed Delay CCCIF F A Car Call Front Being Pressed
STU F Step Up CCCIR F A Car Call Rear Being Pressed
ISTU F Intermediate Step Up UCAX I Up Hall Call Above Car
STD F Step Down UCBX I Up Hall Call Below Car
ISTD F Intermediate Step Down DCAX I Down Hall Call Above Car
STC F Stepping Complete DCBX F Down Hall Call Below Car
H F High Speed CCF F Car Call Cancel Front
HI F High Intermediate Speed CCR F Car Call Cancel Rear
RL F Car Releveling UCF F Up Call Cancel Front
LU F Car Leveling Up UCR F Up Call Cancel Rear
LD F Car Leveling Down DNCF F Down Call Cancel Front
RUN F Car in Motion DNCR F Down Call Cancel Rear
LVL F LU or LD CCD F Car Call Disconnect
DZ F Car Inside Door Zone HCR 0 Hall Call Reject
TFX F Stepping Transfer Function HCD F Hall Call Disconnect
CSB F Car Stop Switch Bypass LCD F Lobby Call Disconnect
EQS I Earthquake Operation Mode Active LT F Lobby Door Timer
MLT F Motor Limit Time Out TOS F Car Timed Out of Service
DMU F Demand Up SDTF F Short Door Timer Front
UPD F Up Previous Direction CCTF F Car Call Door Timer Front
UDP F Demand Up Previous Demand CCTR F Car Call Door Timer Rear
FLU F Fudge Leveling Up HCTF F Hall Call Door Timer Front
FLD F Fudge Leveling Down ADACF F A.D.A. Car Call Timer Front
PTR F Car Has Permission to Run ADAHF F A.D.A. Hall Call Timer Front
DMD F Demand Down ISR F Car In Service and Ready
DPD F Down Previous Direction ISRT F Car Truly In Service and Ready
DDP F Demand Down Previous Demand ISV F Car In Service
ArRLU F Armed Releveling Up HCTR F Hall Call Door Timer Rear
ArRLD F Armed Releveling Down ADACR F A.D.A. Car Call Timer Rear
DRun F Drive in Running Mode ADAHR F A.D.A. Hall Call Timer Rear

Services Flags Dispatching Flags
LLI I Light Load Weight in Cab BAL I/F Balance Demand
HLI I Heavy Load Weight in Cab INT I/F Intermittent Demand
OLI I Overload Weight in Cab DDP I/F Demand Down Peak
DRLW F Directional Load Weight LUP I/F Lobby Up Peak
DCWB O Door Close Warning Buzzer Font DUP I/F Demand Up Peak
DCWBR O Door Close Warning Buzzer Rear RESs I Fire Service Recall Sw. Reset “System”
iCWI I Counterweight Derail Input FOFFs I Fire Service Recall Sw. Off “System”
iEQI I Seismic Detected Input FONs I Fire Service Recall Sw. On “System”
eCWI F Latched Counterweight Derail Input FON2s I Fire Service Recall 2 Sw. On “System”
eEQI F Latched Seismic Detected Input EPIs I Emergency Power “System”
CWI F iCWI + eCWI AUTOs I Emergency Power Auto-select
EQI F iEQI + eEQI EP1s O Emergency Power Phase 1 “System”
EQA F Earthquake Abnormal Mode EP2s O Emergency Power Phase 2 “System”
EQN F Earthquake Normal Mode HSIs F Hospital Service Request “System”
EQS F Earthquake Operation Mode Active ACSs I/F Alternate Call Scheme Dispatch Mode
STRE I EQ Counterweight Stop Timer HCDD F Hall Call Disconnect “System”
EQR I Earthquake Reset Push Button AII F All Cars in Service
ACS I Alternate Call Scheme Selected NCII F No cars in Service
PGO O Passing Gong Output ECS1 I/F Car 1 Selected to Run on Emergence Pwr.
PGI I Passing Gong Enable Input ECS2 I/F Car 2 Selected to Run on Emergence Pwr.
MLT F Motor Limit Timeout ECS3 I/F Car 3 Selected to Run on Emergence Pwr.
OOS F Car Out of Service ECS4 I/F Car 4 Selected to Run on Emergence Pwr.
HOBF I Hoistway Door Open Button Front ECS5 I/F Car 5 Selected to Run on Emergence Pwr.
HOBR I Hoistway Door Open Button Rear ECS6 I/F Car 6 Selected to Run on Emergence Pwr.
RepoC F Car Repositioning to a Landing Hsel1 F Car 1 Selected to Run Hospital Service
CTL I Car to Lobby Hsel2 F Car 2 Selected to Run Hospital Service
EGR I Emergency Recall Command Active Hsel3 F Car 3 Selected to Run Hospital Service
BTR I Traction Battery Rescue Mode Hsel4 F Car 4 Selected to Run Hospital Service
HCBF I Hoistway Door Close Button Front Hsel5 F Car 5 Selected to Run Hospital Service
HCBR I Hoistway Door Close Button Rear Hsel6 F Car 6 Selected to Run Hospital Service
WILD F Car in Back Up Dispatch Mode PTR1 F Car 1 Has Permission to Run
SAB I Car in Sabbath Dispatch Mode PTR2 F Car 2 Has Permission to Run
IND I Independent Service PTR3 F Car 3 Has Permission to Run
IRSU I Rescue Operation Mode Active PTR4 F Car 4 Has Permission to Run
HSBF I Hoistway Door Stop Button Front PTR5 F Car 5 Has Permission to Run
HSBR I Hoistway Door Stop Button Rear PTR6 F Car 6 Has Permission to Run

Appendix E –
APS Positioning System
The APS positioning system provides Pixel with an absolute position, through the
entire length of the hoistway utilizing a dual camera system which scans the code
tape with its own IR illumination, with a resolution 0.5 mm, approximately 1/10 th of
an inch. A system view diagram of the Absolute Position System Selector is
shown below:
Top Tape Bracket
CAMERA MOUNTED
ON THE ELEVATOR CAB Intermediate Tape Guide Clip
Intermediate Tape Guide Clip
Intermediate Tape Guide Clip
Encoded Tape
Bottom Tape Bracket
APS Absolute Position System Selector Overview

E1 Install APS Positioning System
Step 1: Mount top bracket and connect the optical absolute encoded tape
• Mount the top J-hook selector bracket to the rail.

• Make sure the bracket is high enough that when the car is all the way at the
top, the tape can still be read by the camera and the bracket is not hit by
any part of the elevator.
• Connect the encoded tape to the Top Tape Bracket. See Figure E1.1.
• Make sure you feed the tape through the front side of the bracket first, the
side facing the car and then bend it around the top and lace it back down.
See Figure E1.2
• Fasten it down with the supplied bracket and screws.
Figure E1.1: Top Tape Bracket

Figure E1.2: Encoded Tape Connected to Top Tape Bracket
Step 2: Run down on inspection while unrolling the absolute encoded tape.
• Run down on inspection while unrolling the tape. See Figure E1.3.
• Make sure you do not kink the tape or bend it in too tight of a radius. The
tape can be damaged, and it should be handled with care.
• Make sure your hands are clean and you do not leave any grease or dirt on
the front of the tape.
Figure E1.3: Unroll the tape

Step 3: Mount the bottom bracket and connect the absolute encoded tape.
• Mount the bottom selector bracket.

• Make sure the bracket is low enough, that when the car all the way at
the bottom, the camera can still read the tape and the bracket is not hit
by any part of the elevator. See Figure E1.4.
• Connect the encoded tape the rail bracket with the slack tape switch.
• Make sure you feed the tape through the front side of the bracket, the
side facing the car, first and then bend it back up toward the back of the
tape. See Figure E1.5
• Push the bracket down until the springs are depressed to the mark, this
will put the equivalent of a 10kg weight. See Figure E1.6.
Figure E1.4: Bottom Tape Bracket

Figure E1.5: Encoded Tape connection.
Figure E1.6: Bottom Tape Bracket with springs depressed to the mark

Step 4: Mount the APS camera mounting bracket to the cross head.
• Mount the APS camera mounting bracket to the cross head.

• Use the roller or slide shoe guide bolts to hold the camera bracket. The
face of the bracket should be about 5 ½ inches from the back of the rail.
See Figure E1.7.
• The back of the bracket should be as close as possible to the
crosshead channel.
• Use a level and make sure it is plumb up and down.
Figure E1.7: APS Camera Mounting Bracket

Step 5: Mount the APS Camera.
• Mount the camera on the mounting bracket. The camera should be

centered with the encoded channel on the tape.
• The face of the camera should be 4 inches from the face of the tape.
See Figure E.1.8.
Figure E1.8: Camera 4 inches from tape
Step 6: Connect the APS Camera to APSC RJ45 Splitter in the TOC box
Electrical connection for power and communications to the APS Camera is
achieve through an RJ45 cable, prewired to the ASP Camera with an RJ45
connector to be plugged into the ASPC RJ45 cable splitter located inside the P-
TOC box, refer to page QR3 of the prints for a descriptive diagram.
Step7: Fine adjustment of the Camera
• Make the fine adjustment of the camera using the LED’s on top the
camera, adjust the camera position so only the green light in the middle
of the 4 red arrows is on, manipulate per adjustments shown in Figure
E.1.9 below.

• Put your hand in front of the camera for 5 seconds. Remove your hand
from in front of the camera. You should see 2 LED’s on the encoded
tape. Adjust the camera so the LED’s are in the center of the encoded
tape.
Figure E.1.9: Camera Sensor Alignment
• Level the camera with a leveling device, the APS camera must be
mounted to be parallel and square to the encoder tape.
Figure E1.10: Camera Level alignment

E2 APS Positioning System Verification
E2.1 Verify APS to Pixel Communications
Using the TOC access point, verify the distance between the two cameras inside
the camera sensor head. Navigate to:
 Home
 Install 
 Tape Reader Offset 
a. Confirm that the RAW delta difference is between 0.15 to 0.30 feet and
press the Learn soft key to store value into Pixel
 Learn or  Back
Verify proper operation of the Landa system. Navigate to:
 Home
 Install 
b. Confirm that selector positions are not both zero, increment and decrement
together as you run the car either up or down, and Selector 1 position is
smaller than Selector 2.
 NOTE: If you cannot confirm performance as described above, repeat

steps in Section E1 above until the landing system operates correctly.
E2.2 Install Intermediate Tape Brackets

Install intermediate rail tape brackets with a tape holder clip at approximately
every 20ft from one bracket to the next, then position the rail bracket and clip so it
is centered in-between the two red LED’s on the encoded tape. If the red LED’s
are not visible put your hand in between the camera and encoded tape for 5
seconds. See Figure E2.1

FigureE2.1: Red Setup LED’s.
 NOTE: Continue with job installation at Section 3.5.5 of this manual.

Appendix F
Serial Brake(s) Setup and Adjustment
F1 Serial Brake(s) Interface Overview
Pixel firmware is capable of selectively driving a GALX-1051 CAN interface driven
electronic brake control board to drive the Main, Auxiliary or both brake(s) as
applicable for brake control, this section deals with the setup and adjustment of
both hardware and parameter adjustments available to achieve best brake(s)
control performance.
F1.2 Serial Brake Board(s) Hardware Configuration

There are two versions of the GALX-1051 board. A 10 amp GALX-1051AN, and
50 amp GALX-1051BN, verify that the board in the controller is capable of
outputting the required brake current for the main and the auxiliary brake if
applicable; also verify that the on board SW2 configuration switch gear is set to
match job requirements per following chart:
Switch GALX-1051AN GALX-1051BN Main Auxiliary

Number (10 Amps) (50 Amps) Brake Brake
EBRK Off On
3 Off Off
2 Off On
1 Off Off
 NOTE: Brake board(s) switch gear configuration and expected brake(s) coil
characteristics data is available for reference on the job prints page 2.
F1.3 Voltage AC Input vs. DC Output Requirements

The GALX-1051board brake input power can be single or three phase power from
0 to 290 VAC with the following input to output relationship:
a. Single Phase Input: DC Output = AC Input*0.75

b. Three Phase Input: DC Output = AC Input*1.20
Verify that the required brake coil(s) DC voltage is within range of the brake input
voltage.
F2 Serial Brake(s) Parameter Configuration

Pixel firmware interface to the brake board has been implemented to generate a
brake control performance as shown on Figure F1, Main Brake Profile, though
parameters listed Table F1, Serial Brake Parameters, below.

 NOTE: The same set of parameters is available for both Main and Auxiliary
brakes for independent configuration and set up.
Parameter Settings Default Parameter Description

Main Serial Set to Enable for Serial Brake
Enable/ Disable Disabled
Brake board interface
Rope Gripper/ Set to Serial Brake for Serial
Rope Gripper
Auxiliary Brake/ Rope Gripper Brake board interface
Option
Serial Brake
Set to match the brake board
AC Phase Single/ Three N/A power AC input
characteristics
AC input 000 to 290 Set to match the brake board
N/A
Voltage VAC power AC input RMS voltage
Timeout used to declare loss
of communications between
Comm Loss
000 to 999 ms 250 ms the P-MP and the GALX-1051
Timer
(Parameter to remain at
default value)
000 ms to 2.5 Time to ramp brake voltage
Pick Time 000 ms
Sec from 0 to rated DC voltage
0 to brake DC Set to the rated brake DC
Pick Voltage N/A
rated voltage voltage
Hold Time 000 ms
Sec from rated to holding voltage
0 to brake DC Set to brake DC holding
Hold Voltage N/A
Hold voltage voltage
Drop Time 000 ms
Sec from holding to 0 volts
Table F1, Serial Brake Parameters

F3 Initial Serial Brake Adjustment
The brake initial adjustment will be performed as three step process input
parameters, output parameters and performance verification:
F3.1 Input Parameters

Similar adjustments will need to be performed for the Main and Auxiliary brakes
by Navigating to:
 Home
 Adjust 
 Serial Brake(s) Adjust 
 Main Brake Parameters  or  Aux Brake Parameters 
 AC Input Phase  ; Set to Single or Three phase to match input voltage

to terminals AC1-AC2-AC3 on the brake board, refer
to page job prints.
 AC Input Voltage  ; Set to measured voltage across terminals AC1-AC2

on the brake board.
Press the  Save soft key, to permanently store values in Pixel.
F3.2 Output Control Parameters

Similar adjustments will need to be performed for the Main and Auxiliary brakes
by Navigating to:
 Home
 Adjust 
 Serial Brake(s) Adjust 
 Main Brake Profile  or  Aux Brake Profile 
 Pick Time  ; Set to 000 ms

 Pick Voltage  ; Set to Rated Brake voltage
 Hold Time  ; Set to 000 ms
 Hold Voltage  ; Set to Brake Holding voltage
 Drop Time  ;Set to 000 ms
Press the  Save soft key, to permanently store values in Pixel.
F3.3 Performance Verification

Pixel provides two GUI windows that can be used to trouble shoot and verification
of the brake control performance. First is the “Brake Data” window responsible for
showing the most relevant data for both a main and emergency brake, while
attempting to move the car verify that output voltage matches the required
brake(s) voltage.
If either brake is disabled, the”View Brake Data” screen will display N/A”. An
example of what the Brake Data window looks like with the emergency brake is
disabled shown below

The second is the “Brake Performance Data” window that provides performance
and diagnostics information to aid in troubleshooting, with functionality data
contents description indicated by its corresponding letter and listed below.
 NOTE: Press the Aux soft key to toggle between Main and Auxiliary brake
displayed data.
 NOTE: A 3 to 5% discrepancy between commanded and measured values

is within acceptable range.
a. Current operation state of the brake module is in.

1) Dropped: output is disabled, Output voltage is 0V.
2) Picked: outputting PICK voltage.
3) Hold: outputting HOLD voltage.
B) Duty cycle for the brake power IGBT.
C) Commanded output voltage by Pixel to Brake Control board
D) Measured output voltage to the brake coil.
E) Measured output current to the brake coil.
F) Measured DC voltage of the rectified AC input.
G) Input Switches Status = 0000000
++++++--------- Manual Brake Pick Enable
+++++---------- Ebrake
++++------------ BKS2
+++-------------- BKS1
++--------------- Switch 3
+----------------- Switch 2
------------------- Switch 1

H) Faults = 000000000
++++++++--------- Communication error
+++++++----------- Over Current
++++++------------- Over Voltage
+++++--------------- No Current
++++----------------- No DC Buss
+++------------------- No Output Voltage
++--------------------- Low DC Bus
+---------------------- High Demand
+---------------------- EEPROM CRC error
If expected measured values do not match brake job requirements repeat steps
F3.1 to F3.3 above to make sure proper input voltage and parameter settings are
correct.
 NOTE: Brake performance will be fine-tuned during final adjustment, return

to section 3.4.3 Brake Mechanical Operation to continue with installation.
F4 Serial Brake Fine Tuning Adjustment

The break(s) mechanical pick and drop performance can be manipulated to help
improve the take off and stop elevator performance by adjusting the serial brake
control parameters, Pick Time, Hold Timer and Drop Time, for access to these
parameters refer to section F3.2 ,Output Control Parameters, above, and to Main
Brake Profile picture below for corresponding adjustment as follows:
 NOTE: The same set of parameters is available for both Main and Auxiliary
brakes for independent set up and configuration.
a. For takeoff to control roll back and to control mechanical brake

engage, increase Pick Time value, while observing that the car does
not take off from under the brake by incrementing Pattern Delay
timeout, parameter under Speed Profile GUI set.

b. For smooth transition from brake Pick to Hold adjust the Hold Time
c. For transition from brake hold to brake drop adjust Drop Time to
prevent the brake from slamming on to the brake drum and creating
audible noise while making sure the Brake Drop Delay timer,
parameter under Motor/ Brake Timers GUI set, is also adjusted to
account for by the Drop Time ramp down timer
F5 Serial Brake Troubleshooting

The GALX-1050 board incorporates a set four diagnostics LEDs, 5V, MCU,
COMM, and FAULT, to help troubleshooting and to determine current board
functional state as follows:
a. 5V LED indicates that the 5-volt board generated power supply is on.
If this LED is off the board will not function, verify that the 120 VAC power
supply wired to terminals S10 and GND is present, refer to page 2 of the
job prints for wiring details, if 120 VAC power supply is present the
GALX-1050 board needs to be replaced.
b. MPU LED will flash about once every second to indicate that the on-
board microprocessor is operating, if the LED is off replace the board.
c. COMM LED will flash once per second if CAN communications with Pixel
P-MP are healthy, if off verify CAN communications wiring to board at
terminals SHLD, CAN-H, and CAN-L, refer to page 2 of the job prints for
wiring details.
d. FAULT LED will be off if no fault is detected if a fault is detected it will

flash about once every second; refer to the Pixel P-MP home screen for
indication of event detected and to the Serial Brake Event Listing Table
below for event overview and possible corrective action.
 NOTE: The same diagnostics tools available for all Pixel events, including
Event Play Back are available for the Serial Brake interface; refer to section
7 of this manual for troubleshooting guidance.
 NOTE: The Serial Brake Event Listing Table is intended to provide an

explanation of the event conditions that may be generated by Pixel
controller and to empower the troubleshooter with a better understanding of
each event to expedite corrective actions.
 NOTE: Events are listed in alphabetical order.

Serial Brake Event Listing Table

Possible Causes/
Solutions
• Verify Serial Brake parameter settings,
Output current detected by refer to section F3 above
Board Overcurrent brake board exceeds board • Verify the brake coil matches brake data on
current limit. Page 2 of the prints, if not contact Elevator
Controls Technical support.
MP has not received a • Verify CAN wiring between P-MP and
message from brake board, or Brake boards, refer to Page 2 of the prints
Communication
the brake board has not • Verify Comm Loss Timer parameter value
received a message from the is set to at least 250 ms, navigating to:
P-MP within the user specified Adjust > Ride Performance > Serial Brake>
timeout window Main Brake Parameters
Parameters CRC values stored GALX-1051 CRC • Perform a Brake Configuration upload
EEPROM CRC
in the P-MP and the Brake != navigating to: Install > File Transfer >
Mismatch
board do not match P-MP CRC Brake Configuration Upload.
• Perform a Brake Configuration upload
EEPROM Data validation integrity in the navigating to: Install > File Transfer >
Unlocked GALX-1051 board failed. Brake Configuration Upload.
• Power cycle the controller
• Verify Brake board single phase AC input
Requested commanded is > 75% of brake rated DC voltage or for
voltage is higher than the three phase AC input is > 120% of brake
rectified AC voltage input. rated DC voltage, refer to Page 2 of the
High Demand
Single Phase > 75% prints to confirm brake(s) data matches
Three Phase > 120% actual job site requirements and contact
Elevator Controls technical support if
different.
Rectified AC input voltage refer to section F3 above.
Low DC Buss measurement is lower than • Verify with a multi-meter actual input
expected. voltage at brake board terminals AC1-AC2-
AC3, refer to Page 2 of the prints.
• Verify brake coil is wired to B1- B2 for the
main brake or to B1X –B2X terminals for
the auxiliary brake and those terminals are
Voltage output is being
tightened; refer to Page 2 of the prints
No Current commanded by the brake
• Verify SW2-2 is set according to Page 2 of
board, but no current is sensed
the prints.
• Brake board bad current sensor, replace the
board

Possible Causes/
Solutions
• Verify voltage at brake board terminals
AC1, AC2, and AC3 and those terminals
are tightened; refer to Page 2 of the prints.
For the Main brake manually actuate the P
and BK contactors to be able to verify
Brake board does not sense
No DC Buss voltage at terminals.
any rectified AC voltage.
• Verify that the P and BK contactors
energize while commanding to run.
• Brake board rectifiers, or input voltage
sensing devices may be bad, replace the
brake board.
• Voltage sensing circuit may be bad.
Brake board is commanding Replace board.
No Output Voltage brake output voltage but • IGBT or IGBT control optoisolator may be
unable to sense any voltage. bad. Replace board.
•
Measured output voltage is refer to section F3 above
Over Voltage greater than commanded • Verify the brake coil matches brake data on
voltage by at least 20V. Page 2 of the prints, if not contact Elevator
Controls Technical support.

Pixel-Traction-Installation-and-Adjustment-V02

Uploaded by

Copyright:

Available Formats

Pixel-Traction-Installation-and-Adjustment-V02

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pixel-Traction-Installation-and-Adjustment-V02

Uploaded by

Copyright:

Available Formats

Pixel Control System

Installation & Adjustment

Product Documentation that’s Simple to NavigateTM

• Motor Drive Specific Manuals

Pub ID: Pixel Traction Installation and Adjustment V02

EC Pixel Traction Controller Installation & Adjustment Manual ii

EC Pixel Traction Controller Installation & Adjustment Manual iii

EC Pixel Traction Controller Installation & Adjustment Manual iv

EC Pixel Traction Controller Installation & Adjustment Manual v

Section 5 SPEED MONITORING ADJUSTMENT

EC Pixel Traction Controller Installation & Adjustment Manual vi

Appendix A1 L1000A Vector Drive for Induction Motors

Appendix A2 L1000A Vector Drive for PM Motors

EC Pixel Traction Controller Installation & Adjustment Manual vii

Appendix A5 Combivert F5 Drive for Induction Motors

EC Pixel Traction Controller Installation & Adjustment Manual viii

Appendix A9 M1000 Vector Drive for Induction Motors

Appendix A10 M1000 Vector Drive for PM Motors

EC Pixel Traction Controller Installation & Adjustment Manual ix

Appendix B2 Quattro DC Drive for DC Motors

Appendix C Load Weighing Device Installation and Pre-Torque

EC Pixel Traction Controller Installation & Adjustment Manual x

Appendix D Pneumonic Description Translation Tables 284

Appendix E APS Positioning System

Appendix F Serial Brake(s) Setup and Adjustment

EC Pixel Traction Controller Installation & Adjustment Manual xi

Throughout this manual, icons call attention to text that issues

 WARNING: Operating procedures or practices that may

 CAUTION: Operating procedures and practices that may

 NOTE: Useful information or procedures.

All instructions in this manual assume that work will be done by

 CAUTION: Equipment installation must comply with all

 NOTE: It is assumed that all switches serving as stop

EC Pixel Traction Controller Installation & Adjustment Manual xii

 WARNING: THE AC POWER SUPPLIED to this

 CAUTION: Restrict access to elevator control equipment

 NOTE: Installation and wiring must be in accordance with

 NOTE: Connection of field wiring to controller terminals

EC Pixel Traction Controller Installation & Adjustment Manual xiii

To view and access selections, a high resolution color LCD

• High Resolution LCD Screen

• Touch &GoTM Navigation

Figure i1 – System Access Point

GREY keys are Direct-Select keys, for which function labels

EC Pixel Traction Controller Installation & Adjustment Manual xiv

Pixel Navigation Icons

Figure i2 – Pixel Visual Shorthand Navigation Icons

Narrative Navigation Instructions

Visual Shorthand: Simplified version of the instructions above.

Another Example: Modify Fire Return Floor

 Select Car Performance 

 Fire Return Floor 

 Select New Value 

EC Pixel Traction Controller Installation & Adjustment Manual xv

The LandaTM car positioning system provides absolute cab position

The integrated Pixel control system package typically includes the

Dual CAN-bus controller area networks provide high speed internal

Overall reliability is enhanced by surface-mount electronic

EC Pixel Traction Controller Installation & Adjustment Manual 1

1.2 System Components