V3 Manual

EQUIPMENT INSTALLATION MANUAL

Hydraulic Controllers
AC Traction Controllers

Version 3.16
This manual contains information for software version 3

www.smartrise.us | 2601 Fair Oaks Blvd, Sacramento, CA 95864 | 916.457.5129
Smartrise Engineering offers several options for customer training:
 30 Minute phone introductory training for new customers

 4 or 8 hour personal training classes at customer’s office or jobsite
 4 hour regional training classes held throughout the U.S.A. & Canada
 Online training videos to supplement regional training courses
To accommodate the busy work schedules of our customers all regional training
classes are 4–hours each and are held in one day from 8am to 5pm.
Training classes can also be performed at the customer’s site in place of the
universal 4 or 8-hour training.
Smartrise Training is recognized by the NAEC for CET credits for up to 8 hours.
For more information, contact the main office at (916) 457-5129 or send an email
to: Training@smartrise.us
1
WARRANTY
Products sold by Smartrise Engineering (Smartrise) are warranted to be free from defects in
workmanship and material for a period of fifteen (15) months from the date of shipment. Any
products defective in workmanship or material shall, at the discretion of Smartrise, be repaired
or replaced at no charge to the Buyer. Determination as to whether a product is defective and
eligible for an authorized return rests with Smartrise. The obligation of Smartrise shall be limited
solely to that of repairing or replacing of defective products returned to Smartrise by the Buyer.
It is the obligation of the Buyer to return defective products to Smartrise with all parts and
documentation. A return merchandise authorization (RMA) number must be obtained from
Smartrise prior to returning products.
Smartrise makes no warranty as to the fitness of its products for any application not specified in
writing by Smartrise. Use of Smartrise products in any unauthorized manner will void this
warranty and may cause damage to the product and/or injury.
This warranty is exclusive and in lieu of all other warranties, expressed or implied, including, but
not limited to, any warranty of merchantability or of fitness for a particular purpose and
therefore, the Buyer hereby waives any and all claims.
LIMITATIONS OF LIABILITY
In no event shall Smartrise Engineering be liable for loss of profit, indirect, consequential, or
incidental damages whether arising out of warranty, breach of contract or tort. Failure to
understand the elevator control system could result in damage to the system and possibly even
danger to the passengers. Only properly trained and qualified personnel should attempt to work
on the system.
CODE COMPLIANCE
Smartrise controllers are certified by ASME A17/CSA B44 and the State of California. Depending
on the jurisdiction where the controller is operating, it will be configured per the specific local
code requirements as specified by the buyer.
2
PERSONAL SAFETY: PERSONAL INJURY
AND/OR DEATH MAY OCCUR
Smartrise Engineering controllers should only be installed by qualified, licensed, trained elevator
personnel familiar with the operation of microprocessor-based elevator controls. All safety
devices, known as electronic protective devices (limits, governors, hoistway locks, car gate, etc.)
shall be tested to be fully functional prior to attempting to run the elevator. Never operate the
system with any safety device rendered inoperative in any way. The User is responsible for
compliance with the current National Electrical Code with respect to the overall installation of
the equipment, and proper sizing of electrical conductors connected to the controls. The User is
responsible for understanding and applying all current Local, State, Provincial, and Federal Codes
which govern practices such as controller placement, applicability, wiring protection,
disconnections, over current protection, and grounding procedures. To prevent the risk of
personal shock, all equipment should be securely grounded to earth ground as outlined in the
National Electrical Code. Failure to obtain an actual earth ground source may result in electrical
shock to personnel.
EQUIPMENT SAFETY
All equipment chassis should be securely grounded to earth ground as outlined in the National
Electrical Code. Improper grounding is the most common cause of electrical component failures
and electrically noise-induced problems. All component replacement must be done with the
main line power off. Unauthorized modifications to circuits or components should not be
attempted without Smartrise Engineering authorization to ensure all safety features are
maintained. Care should be taken when using test leads and jumpers to avoid applying high
voltage or ground to low voltage microprocessor circuits.
3
CONTROLLER GROUNDING REQUIREMENTS
NOTE – For the controller to function properly it is very important to
provide proper building ground connections to the controller.
 Examples of a proper building-to-controller ground connection is

to attach the ground cable to:
 The street side of the incoming water main.
 To a grounding rod that has been driven into the pit flooring.
 The controller has a common ground bus terminal connection.
 All grounds need to land at this common point including building,

motor, transformer, and filter grounds. This prevents ground loops,
and will limit the impedance between the grounds and noise will
be channeled back to building ground.
Providing a proper ground is mandatory and will improve the

performance of the controller.
4
TABLE OF CONTENTS
CONTROLLER GROUNDING REQUIREMENTS ................................................................................................ 4
GENERAL INFORMATION .............................................................................................................................. 9
Bypass Term Limits ................................................................................................................................. 19
HYDRO INSTALLATION ................................................................................................................................ 21
Main Power Setup................................................................................................................................... 22
Motor Wiring – 3/9 Lead Motor Wiring.................................................................................................. 23
Motor Wiring – 6/12 Lead Motor Wiring................................................................................................ 24
Valve Wiring ............................................................................................................................................ 25
Soft Start setup – Sprecher + Schuh ....................................................................................................... 26
Soft Start setup – Siemens ...................................................................................................................... 30
AC TRACTION INSTALLATION ...................................................................................................................... 36
Main Power Setup................................................................................................................................... 37
Motor & Brake Wiring ............................................................................................................................. 38
Encoder Wiring (Instructions per Manufacturer Drive Type) ..................................................................... 39
MAGNETEK HPV900-S2 DRIVE ................................................................................................................ 46
INDUCTION MOTOR SETUP ................................................................................................................. 46
PERMANENT MAGNET SETUP ............................................................................................................. 51
MAGNETEK L1000A DRIVE ...................................................................................................................... 58
PERMANENT MAGNET SETUP ............................................................................................................. 64
KEB DRIVE................................................................................................................................................ 71
PM MOTOR SETUP .............................................................................................................................. 80
Brake Board Adjusting & Replacing Procedure........................................................................................... 90
Brake Board Replacement ...................................................................................................................... 91
Brake Board Adjustment ......................................................................................................................... 92
STEEL TAPE LANDING SYSTEM .................................................................................................................... 96
IP8300 SELECTOR, TAPE AND MAGNETS ................................................................................................ 97
DOOR ZONE MAGNET INSTALLATION – TAPE....................................................................................... 100
TRACTION DZ1/DZ2 MAGNET PLACEMENT – ALL LANDINGS ........................................................... 101
HYDRO DZ1/DZ2 MAGNET PLACEMENT – TOP TERMINAL LANDING ............................................... 102
HYDRO DZ1/DZ2 MAGNET PLACEMENT – INTERMEDIATE LANDINGS ............................................. 103
5
HYDRO DZ1/DZ2 MAGNET PLACEMENT – BOTTOM TERMINAL LANDING ....................................... 104
UT1/DT1 MAGNET DESCRIPTION – TAPE .............................................................................................. 105
UT1/DT1 MAGNET ALIGNMENT – TAPE ............................................................................................... 106
UET/DET MAGNET PLACEMENT – TAPE................................................................................................ 107
HOISTWAY SWITCH POSITIONING TABLE – NTS ............................................................................... 108
TAPELESS LANDING SYSTEM ..................................................................................................................... 109
GOVERNOR ENCODER LANDING SYSTEM INSTALLATION ..................................................................... 113
UET/DET MAGNET PLACEMENT – RAIL ................................................................................................. 121
NTS MAGNET PLACEMENT – RAIL......................................................................................................... 122
SLIDE DISTANCE DETERMINATION PROCEDURE FOR ETS MAGNET PLACEMENT .................................... 123
MANUAL ETS and FINAL LIMIT SWITCHES ................................................................................................ 130
FINAL SWITCH PLACEMENT - TAPE ....................................................................................................... 131
FINAL SWITCH PLACEMENT – RAIL ....................................................................................................... 132
SMOKE SENSORS, SHUNT, & LOAD WEIGHING ........................................................................................ 133
Smoke Sensor Setup ............................................................................................................................. 134
SMOKE SENSOR SETUP ILLUSTRATION – LOWER LEVEL MACHINE ROOM....................................... 138
Shunt Operation.................................................................................................................................... 139
Load Weighing ...................................................................................................................................... 140
EMERGENCY POWER & SAFETY STRING ................................................................................................... 141
Emergency Power ................................................................................................................................. 142
SAFETY STRING DESCRIPTION ............................................................................................................... 143
SAFETY STRING TROUBLESHOOTING ................................................................................................ 143
DOOR OPERATOR GENERAL ...................................................................................................................... 144
INSTALLATION ........................................................................................................................................... 144
MOVFR DOOR OPERATOR..................................................................................................................... 145
MOVFR DOOR OPERATOR – G.A.L. CERTIFIED PHE........................................................................... 146
IPC DOOR OPERATOR CONTROL MODEL D3000................................................................................... 147
Adjusting Door Dwell Times .................................................................................................................. 152
Battery Lowering Device ........................................................................................................................... 153
Reynolds & Reynolds Battery Lowering Device – “BLD” ....................................................................... 154
BLD / MOVFR Door Operator Voltage Issues ........................................................................................ 156
Learning the Hoistway .............................................................................................................................. 157
Adjusting Car Speeds ................................................................................................................................ 161
Car Speed Profiles Overview ................................................................................................................. 162
Adjusting Floor Levels ............................................................................................................................... 166
6
Adjustment Too High/Too Low method ............................................................................................... 167
Adjusting up/down Stop Points method............................................................................................... 169
Testing Procedures for Hydro Controllers ................................................................................................ 172
Emergency Power Testing..................................................................................................................... 173
Normal Limit Testing Setup................................................................................................................... 174
Normal / NTS Stopping test .................................................................................................................. 175
ETS Slowdown Test ............................................................................................................................... 176
Normal/Directional limits Test .............................................................................................................. 177
Re-leveling with In-Car Stop switch (Hydraulic System): ...................................................................... 177
Redundancy test ................................................................................................................................... 178
Battery Lowering Test ........................................................................................................................... 178
Buffer Test............................................................................................................................................. 179
Stop Ring Test – Low Speed .................................................................................................................. 180
Low Oil / Low Pressure Test .................................................................................................................. 180
Leveling Speed Test (v2.35e or newer only) ......................................................................................... 181
Leveling Zone Test................................................................................................................................. 181
Pressure Test (Hydraulic System): ........................................................................................................ 182
Hydro Rupture setup............................................................................................................................. 182
Testing Procedures for Traction Controllers ............................................................................................. 183
Normal Limit Testing Setup................................................................................................................... 184
NTS SWITCH DRIVE SETUP .................................................................................................................... 185
NTS SWITCH POSITION SETUP ............................................................................................................ 189
NTS SWITCH TESTING PROCEDURE .................................................................................................... 191
EMERGENCY TERMINAL STOPPING DEVICE (ETS) ............................................................................. 191
NORMAL/DIRECTIONAL LIMITS............................................................................................................. 193
REDUNDANCY TEST ............................................................................................................................... 194
MANUAL BRAKE RELEASE TEST ............................................................................................................. 194
BATTERY LOWERING TEST .................................................................................................................... 194
BUFFER TEST ........................................................................................................................................ 195
PRESSURE TEST (HYDRAULIC SYSTEM): ............................................................................................. 196
RE-LEVELING WITH IN-CAR STOP SWITCH (HYDRAULIC SYSTEM): ....................................................... 196
STOP RING TEST – LOW SPEED ............................................................................................................. 197
OVERSPEED AND GOVERNOR TEST – MAGNETEK DRIVE ..................................................................... 198
OVERSPEED AND GOVERNOR TEST – L1000A ....................................................................................... 199
EARTHQUAKE COUNTERWEIGHT TEST ................................................................................................. 201
7
LEVELING ZONE TEST ............................................................................................................................ 201
UNINTENDED MOVEMENT ................................................................................................................... 202
RACK AND PINION DROP TEST .............................................................................................................. 203
LOSS OF TRACTION TEST (2010 code compliance only) ....................................................................... 204
OTHER ADJUSTMENTS .............................................................................................................................. 205
ACCESS TOP/BOTTOM LIMITS:.............................................................................................................. 205
POSITION INDICATOR VIA CE: ............................................................................................................... 205
RESYNCHING - HYDROS ......................................................................................................................... 205
SIMPLEX PARKING SETUP...................................................................................................................... 205
HYDRO RUPTURE SETUP ....................................................................................................................... 205
SMARTRISE MENU DEFINITIONS ............................................................................................................... 206
FAULTS & ALARMS .................................................................................................................................... 214
Common Fault Clearing Procedures ..................................................................................................... 217
ALARM DESCRIPTION INDEX ..................................................................................................................... 249
SRU INPUT / OUTPUT PROGRAMMING TUTORIAL ................................................................................... 253
APPENDIX A – SMARTRISE BOARDS .......................................................................................................... 256
APPENDIX B – MAKING CAT5 CABLES ....................................................................................................... 258
APPENDIX C – REPLACING RELAYS ............................................................................................................ 259
ADDENDUM I – REPLACING AND PROGRAMMING A DEFECTIVE SRU BOARD ......................................... 262
ADDENDUM II – ENCODER WIRING TABLES ............................................................................................. 269
ADDENDUM III – TRACTION BRAKE PICK OPERATION .............................................................................. 270
ADDENDUM IV – PARAMETER ADJUSTMENTS ......................................................................................... 271
ADDENDUM V – SECURITY ........................................................................................................................ 274
ADDENDUM VI – SCREEN LOCKOUT FEATURE.......................................................................................... 276
ADDENDUM VII – PI CONVERSION TABLE ................................................................................................. 277
8
GENERAL INFORMATION
THE JOB BINDER
The job binder is a 2.5” white binder that contains specific information about the job
you are installing. The cover contains the job name and job number that is required
for technical support with Smartrise Engineering. This binder should be kept at the
jobsite at all times for future reference and troubleshooting.
COMPONENTS
The following components are included in each job binder.
1. Software
a. The binder contains a 256meg USB flash drive that contains all the software,
drawings and programs needed for each specific job.
2. Drawings or Prints
a. There are anywhere from 13 to 17 sheets of drawings that pertain to that
specific controller. These prints include an index indicating the job specifics,
tables that show correct dip switch settings, jumper settings for individual
boards, and factory and field wiring diagrams and generic wiring references.
i. The solid lines on the prints show factory installed wiring.
ii. The dashed lines show installer wiring.
b. If the voltages or wiring for your job does not match the Job Specification table
on the ‘Sheet 01: Getting Started’ page of the drawings, contact Smartrise
Engineering for clarification before powering up.
3. Manual
a. The Equipment Installation Manual contains useful information for installation,
testing, adjusting, troubleshooting, menu navigation and much more.
For the most recent version of our installation manual go to

www.smartrise.us, click on Support and download a pdf copy of our latest
release.
4. IO Sheets
a. All binders include an IO sheet that shows each board’s input & output
programming. This is very useful when locating a specific IO for installation
and/or troubleshooting and for recording changes in the SRU IOs.
5. Drive, Door Operator, and other operating manuals (optional)
9
Common Installation Issues & Procedures
CARTOP COMMUNICATION ISSUES
Make sure to connect the shield of the CN+/CN- shielded pair to reference (REF) on
both ends. This communication cable part of the traveler located between the
machine room and car top board. Make sure the CN+ & CN- wires are connected to
the same terminals in the machine room as well as the cartop DIN rails.
Special Note on 2-Board Systems – Make sure the software on the COP SRU
says “Prewire CT” and NOT “Prewire COP”. Prewire COP software WILL NOT
communicate with the machine room SRU board.
HALL BOARD COMMUNICATION TESTING
To test communication on any hall board turn on Dip Switch 8. The two green LEDs
on the hall board blink indicating it is transmitting and receiving communication
from the machine room. This is a test dip switch only. Do this one floor at a time
when installing the hall boards; it will confirm that the wiring and board are good.
Always do this before moving onto the next floor.
JUMPING OUT UNUSED INPUTS
If the drawings show a normally closed contact for an Input your system does not
require, apply a jumper from 24vdc to the specified Input terminal. All Smartrise
boards Receive 24vdc inputs ONLY and provide 24vdc reference via programmed
outputs.
Entering Car Calls
You can enter a car call from the Machine Room or Cartop SRU by going to MAIN
MENU | DEBUG | ENTER CAR CALLS and using the Up/Down arrow keys to select
a floor to go to. Press the Enter button to latch that floor.
NOTE: There will be a noticeable delay between the time a call is latched and
the time the car actually initiates the call. This is normal because the call is
initiated through the software and not the physical car call button.
*** Note: Before getting started, take a few minutes learning to
navigate the LCD reader of the Smartrise board. The board and the
menu options are the same for all locations (MR, CT or COP) and all
menu items are located in Appendix A – Smartrise Menu Definitions ***
10
SRU BOARD REVISION 8 LAYOUT
Revision 8 Board
POWER
Inputs TERMINAL
Inputs
Inputs
LCD SCREEN
Inputs Inputs
Dip Switch 1
JTAG
PROGRAMMING
PORTS
DIP SWITCH A
Outputs Outputs
LCD NAVIGATION
BUTTONS
DIP SWITCH B
J24
Outputs
Inputs Inputs
11
SRU LED Indicator Table
Each LED on the SRU board has a reference designator next to it. The table below
explains the function of each LED.
You will notice that the LEDs come in three colors: red, yellow, and green.
 Red indicates a problem. Either a fault has been detected or the board is
resetting.
 Yellow is used to indicate an active output terminal.
 Green is used to show power on an input terminal, power to the board, and
as a “heartbeat” to show the software is running on the two processors.
 The heartbeat is displayed by the CPU LEDs (063 and 064) which flash when
the board is functioning.
Inputs
The input terminals are labeled 501 through 548. Each terminal has a green LED
next to it which indicates when there is power present on the input. Inputs are
designed for DC current only. Putting AC current on an input will damage it.
Outputs
The yellow LED indicates the output transistor is on and current can flow
through the output terminal. The output terminal provides a reference (REF)
signal which means it will always connect to the negative side of the load. The
positive side of the load should be connected to a +24vDC power source.
** Never connect +24vDC directly to the output terminal. Without a load to

limit the current, the output transistor may be damaged. **
When the yellow LED is off, it means the output transistor is also off which
means any load connected to it will not be actuated.
12
DIP Switches and Jumpers (Rev 8 bds.)
The Revision 8 SRU board has two sets of DIP switches, each containing eight
switches. The sets are labeled A and B and are located in the lower right area of
the board. The table below explains their functions.
13
SMARTRISE SRU LCD SCREEN VIEWS
Normal View Screen

Current Mode (Normal, Inspection, Fire, etc) Floor Position Indicator
Normal DZ Door Zone

indicator
Door position .. [ | ] PI: 1 T-14
658 0’ 03.37”
CMD: 0 FPM: 0
Door Zone Step value:
B + ## (up direction)
T – ## (down direction)
Controller Command speed
Current FPM
MAIN MENU SCREEN
M a i n M e nu
*Statu s
Fault s
Setup
CAR DOOR DATA SCREEN (SEE NEXT PAGE)
UP [ | ] PI: 1 T-14
GSW DCL DOL DO DC ND
DCB DOB PHE SE DPM
CAM RES RUN HVY
14
Car Door Data Screen
These screens show the status of the door operator signals.
When the letters are visible the flag is being made.
Below are two examples of the car door status screen when Open and Closed:
Car Door Closed Car Door Open
---CAR DOOR DATA---- ---CAR DOOR DATA----

DN [ | ] PI:25 T-14 DN [ | ] PI:25 T-14
GSW DCL ... .. .. .. ... ... DOL .. .. ..
... ... ... .. DPM ... ... ... .. ...
--- CAR DOOR DATA ----

FIRST LINE
1. UP / DN – Direction of travel
2. [ | ] – Door status
3. PI: – Position Indicator
4. T-# / B+# – Magnet steps (only in door zone)
SECOND LINE
1. GSW – Gate Switch
2. DCL – Door Close Limit
3. DOL – Door Open Limit Inspection (CT) DZ
DN [ | ] PI:25 T-14
4. DO – Door Open
16385 246’00.18”
5. DC – Door Close
CMD:-LEV FPM:-10
6. ND – Nudge
---CAR DOOR DATA----
THIRD LINE DN [ | ] PI:25 T-14
1. DCB – Door Close Button GSW DCL DOL DO DC ND
2. DOB – Door Open Button DCB DOB PHE SE DPM
3. PHE – Photo Eye CAM RES RUN HVY
4. SE – Safety Edge ---HALL DOOR DATA---
5. DPM – Door Position Monitor DN [ | ] PI:25 T-14
FOURTH LINE BL BC ML MC TL TC
1. CAM – Door Cam
2. RES – Door Restrictor
3. RUN – Providing low current output to doors during travel
4. HVY – Used for heavy car/hall doors
15
Hall Door Data Screen
--- HALL DOOR DATA ---
FIRST LINE – SAME AS CAR DOOR DATA
SECOND LINE
1. BL / BC – Bottom Hall Lock / Bottom Close Switch
2. ML / MC – Middle Hall Lock / Middle Close Switch
3. TL / TC – Top Hall Lock / Top Close Switch
---HALL DOOR DATA---

.. .. ML MC TL TC
Bottom Hall Door Open –
BL / BC not flagging
Door Status Descriptions

DOOR ICON MEANING
[ | ] Doors are fully closed
[< >] Doors are opening
[ ] Doors are fully open
[ > < ] Doors are closing or nudging
[<|>] Doors are opening but gate switch is still made
< > Doors are fully open but the Door Open output is still on
[| |] Doors are ajar or not flagging properly – Unknown status
16
Smartrise SRU LCD Screen Adjustment
If the LCD screen is

blank but the LEDs on
the SRU board are lit
then adjust
Potentiometer R249
(located above the
LCD screen) counter-
clockwise.
Keep turning
Potentiometer R249
counter-clockwise until
Normal DZ the display comes on.
Caution: Turning
.. [ | ] PI: 1 T-14
Potentiometer R249
658 0’ 03.37” too far will cause dark
CMD: 0 FPM: 0 boxes to appear around
the letters and may
burn out the LCD
screen prematurely.
Normal DZ Turn Potentiometer

R249 clockwise until
.. [ | ] PI: 1 T-14 the dark boxes
658 0’ 03.37” disappear but you can
CMD: 0 FPM: 0 still read the screen.
17
GENERAL INSTALLATION
While Smartrise takes every measure to provide the

customer with an out of box installation, sometimes
incomplete information leads to default values being
set on equipment and voltage settings. This is done
to protect your equipment from overvoltage issues.
[For example, the door operator for your job might
operate on 240vac but Smartrise wasn’t supplied with
that information when the job was developed,
therefore, the DR breaker (door operator voltage
supply) will be set to 120vac for safety reasons.]
Please take a moment to verify that all required
voltages for the existing equipment matches the
voltages set by Smartrise PRIOR TO POWERING UP
THE CONTROLLER. You can verify this with the
drawings provided in your job binder.
18
BYPASS TERM LIMITS
(Check off box when complete)
Toggle the Inspection/Normal switch to the “INSP” position.
Set BYPASS TERM LIMITS to YES:
On the Smartrise Machine Room controller board, press the Left
Arrow (ESC) button several times to get to the MAIN SCREEN.
Press the Right Arrow to go to MAIN MENU. Use the Up / Down
Arrow keys and move the asterisk to SETUP and press the enter
key.
Use the Up / Down Arrow keys and move the asterisk to MISC
and press the enter key.
BYPASS TERM LIMITS should be the first item listed. If it’s not, use
the Up / Down Arrow keys and move the asterisk to BYPASS
TERM LIMITS and press the enter key.
19
 Use the Up / Down Arrow keys to change the word “NO” to “YES”.
Use the RIGHT Arrow key and move the asterisk under the
word “SAVE” and press enter.
 Hit the LEFT Arrow (ESC) button several times to get to the MAIN
SCREEN.
 Verify the LCD displays “Construction” Mode on the MAIN SCREEN.
Verify that the drive is not showing a fault on its display.
20
HYDRO INSTALLATION
QUICK START MANUAL

Smartrise now sends a quick start manual inside the
controller cabinet. These manuals allow the technician
to get the controller running in Construction Mode. If
the manual for the controller is missing it can be
downloaded at:
http://www.smartrise.us/support/
21
MAIN POWER SETUP
Main Disconnect
Verify that main disconnect is turned off prior to installing wiring on
controller
Push Button Breakers

Verify that all green push button breakers are in the up position (OFF).
Do this for all 120vac, 240vac and 24vdc breakers.
Controller Main L1/L2 Breaker
Verify that the L1/L2 breaker is in the OFF position (green shows in
windows)
Down = ON
NO White
showing
Up = OFF
Red in Window Green in Window
White showing
ON OFF
22
MOTOR WIRING – 3/9 LEAD MOTOR WIRING
Connect motor leads to the terminals T1/T2/T3 on the fault contactor.
23
MOTOR WIRING – 6/12 LEAD MOTOR WIRING
Connect motor leads to terminals T1/T2/T3 on the softstart and
T6/T4/T5 on the fault contactor.
24
VALVE WIRING
Wire the valve solenoids to the Machine Room DIN Rail terminals.
One lead of each valve solenoid goes to the “N” UP/DN (Neutral) DIN
Rail terminals and the other lead goes to the corresponding High/Low
UP/DN DIN rail terminals. See drawings for connection reference.
Refer to “Sheet 4 – Drive and Motor” for voltage requirements.
UPH Up High valve coil NUH Neutral Up High
UPL Up Low valve coil NUL Neutral Up Low
DNH Down High valve coil NDH Neutral Down High
DNL Down Low valve coil NDL Neutral Down Low
Valve Leads
UP High Valve Coil UPL / NUL
DNL / NDL
Valve Leads
Valve Leads
UPH / NUH
DNH / NDH
25
SOFT START SETUP – SPRECHER + SCHUH
SETUP
 Verify the motor line or delta configuration and ensure that DIP switch 15 on
the Soft Starter reflects this configuration.
 If the Soft Start faults out upon initial up run command, check for a red-
blinking LED on the Soft Start and count the number of times it illuminates
sequentially before a brief pause.
o The most likely cause is a line rotation issue which can be resolved by
switching T1 & T2 motor leads or change DIP switch 9 on the soft starter
to its alternate position (refer to “Sprecher + Schuh PCE Soft Start Dip
Switch Settings”).
o After changing the position of this switch, press the Reset Button adjacent
to the DIP switch group.
 A noisy pump motor usually indicates a motor wiring issue. Check the pump
motor wiring and make sure it’s connected per the manufacturers
specifications.
 If problems persist, refer to the Sprecher + Schuh manual for all faults
associated with the light.
26
Troubleshooting
If the Smartrise controller indicates a “Drive Fault” and the softstart has the fault
LED flashing, refer to the following table for troubleshooting:
27
1) If the pump is too noisy or the motor is running in the wrong direction, it can
usually be fixed by swapping any two main lines.
2) If the car doesn’t move verify that the valve relays are turning on when a
direction is given (i.e. UPL and SM for Up direction, DNL for Down direction).
If they are then check the wiring and voltages to the valves.
3) At this point the car should be able to run using Construction Mode. Use this
mode to adjust your valves, install the traveler, tape, and the permanent
safety string.
4) Adjust your valves as required to get proper starts, stops, and run speeds.
There are two parameters that affect the pump motor during starts and
stops.
a. MAIN MENU | SETUP | TIMERS | UP TO SPEED DELAY
i. This parameter allows the pump motor to run for a specified amount
of time at the start of a run before opening the UP valves.
b. MAIN MENU | SETUP | TIMERS | PUMP OFF DELAY
i. This parameter allows the pump motor to continue running for a
specified amount of time at the end of a run after closing the UP
valves.
Sprecher + Schuh PCE Soft Start Dip Switch Settings

The PCE elevator controller is programmed through dipswitches located on
the front of the controller. Default settings are indicated by the shaded
areas.
28
29
SOFT START SETUP – SIEMENS
SETUP
 If the Soft Start displays a fault on the LCD screen, refer to the provided
Siemens manual for troubleshooting.
 If the initial fault is for an “out of line rotation” condition, remedy this by
swapping motor wires (T1 and T3 with power off) or change the “line
rotation” (ABC to CBA or vice versa) found in the Parameter Menu of the Soft
Start.
 A noisy pump motor usually indicates a motor wiring issue. Check the pump
motor wiring and make sure it’s connected per the manufacturers
specifications.
 Proceed to “Troubleshooting” section if necessary.
Smartrise controllers purchased through a packager

will not have the softstart pre-installed. When
installing a softstart not purchased from Smartrise,
make sure ALL FACTORY JUMPERS are removed
unless shown on the Smartrise drawings. Improper
voltages caused by factory jumpers may damage
the controller!
30
Siemens LCD Troubleshooting Table
31
32
33
Soft Start setup
1) Apply Main Line Power.
a. The LCD on the Smartrise board should come on.
b. Verify the Soft Start is not showing a fault.
2) SIEMENS:
a. If the Soft Start is a Siemens, it will display “Fault” on the LCD. If the
Soft Start displays a fault, refer to the provided Siemens manual for
troubleshooting.
b. If the initial fault is for an “out of line rotation” condition, remedy this
by swapping motor wires (T1 and T3 with power off) or change the
“line rotation” (ABC to CBA or vice versa) found in the Parameter
Menu of the Soft Start.
c. Proceed to “Troubleshooting” section if necessary.
3) SPRECHER + SCHUH:
a. Verify the motor line or delta configuration and ensure that DIP switch
15 on the Soft Starter reflects this configuration.
b. If the Soft Start faults out upon initial up run command, check for a
red-blinking LED on the Soft Start and count the number of times it
illuminates sequentially before a brief pause.
c. The most likely cause is a line rotation issue which can be resolved by
switching T1 & T3 motor leads or change DIP switch 9 on the soft
starter to its alternate position (refer to soft start manual for dip
switch location).
d. After changing the position of this switch, press the Reset Button
adjacent to the DIP switch group.
e. If problems persist, refer to the manual for all faults associated with
the light.
Troubleshooting
1) If the pump is too noisy or the motor is running in the wrong direction, it can
usually be fixed by swapping any two main lines.
2) If the car doesn’t move check the wiring and voltages to the valve coils.
3) At this point the car should be able to run using Construction Mode. Use this
mode to adjust your valves, install the traveler, tape, and the permanent
safety string.
34
4) Adjust your valves as required to get proper starts, stops, and run speeds.
There are two parameters that affect the pump motor during starts and
stops.
a. MAIN MENU | SETUP | TIMERS | UP TO SPEED DELAY
i. This parameter allows the pump motor to run for a specified amount
of time at the start of a run before opening the UP valves.
b. MAIN MENU | SETUP | TIMERS | PUMP OFF DELAY
i. This parameter allows the pump motor to continue running for a
specified amount of time at the end of a run after closing the UP
valves.
5) If you’re still experiencing problems running in Construction Mode, use the
following checklist to verify wiring and setup.
35
AC TRACTION
INSTALLATION
QUICK START MANUAL

Smartrise now sends a quick start manual inside the
controller cabinet. These manuals allow the technician
to get the controller running in Construction Mode. If
the manual for the controller is missing it can be
downloaded at:
http://www.smartrise.us/support/
36
MAIN POWER SETUP
Main Disconnect
Verify that main disconnect is turned off prior to installing wiring on
controller
Push Button Breakers

Verify that all green push button breakers are in the up position (OFF).
Do this for all 120vac, 240vac and 24vdc breakers.
Controller Main L1/L2 Breaker
Verify that the L1/L2 breaker is in the OFF position (green shows in
windows)
37
MOTOR & BRAKE WIRING
Main Line Connection
Connect main line power to terminal block L1/L2/L3.
Ground Connection
Connect the ground wire to the yellow/green terminal block next to
L1-L3. Refer to page 4 of the manual for proper grounding
requirements.
Motor Connection
Connect motor leads to the M contactor at terminals T1/T2/T3.
Brake Terminal
Connect the main brake wiring to terminals K1 / K2 (J1 / J2 is optional
for 2nd brake) located on the terminal block next to the M contactor.
J2
J1
38
ENCODER WIRING (INSTRUCTIONS PER
MANUFACTURER DRIVE TYPE)
Encoder Terminal Locations – (HPV – Inductions Only)
39
Encoder Terminal Locations – HPV900s2 – (PMs Only)
Connect the encoder cable to terminal block TB2 on the EnDat Card
located under the top cover. Write the existing encoder wire colors for
this job in the column provided.
40
Encoder Terminal Locations – HPV900s2 Axial Flux – (PM Only)
Connect the encoder cable and the proximity sensor cable to terminal
block TB1 on the drive located under the bottom cover.
Terminal
TB1
Encoder /
Proximity Sensor
wiring terminals
41
Encoder Terminal Locations – L1000A – (Inductions Only)
Connect the encoder cable to the encoder terminal block located
under the drives cover. The following table contains wiring
references for common encoders.
42
Encoder Terminal Locations – L1000A – (PMs Only)
Connect the encoder cable to the PG Card located under the top
cover. The following table contains wiring references for common
encoders.
43
Encoder Terminal Locations – KEB – (Inductions Only)
Connect the encoder cable wiring to the X3A terminal block on the
encoder card mounted on the drive. The following table contains
wiring references for common encoders.
44
Encoder Terminal Locations – KEB – (PMs Only)
Connect the encoder cable serial plug to the X3A terminal serial plug
on the EnDat card mounted on the drive. The following table contains
wiring references for common encoders.
45
MAGNETEK HPV900-S2
DRIVE
INDUCTION MOTOR SETUP
46
Equipment/Settings verification
Verify that the Job Specification parameter table on the drawings
“Sheet 1: Getting Started” matches the actual equipment.
Below is a sample table showing the important values that will
affect operation.
Magnetek Parameter location Reference

ADJUST A0
DRIVE A1
Encoder Pulses (Encoder PPR – 1024/2048)
POWER CONVERT – A4
Input L-L Volts
MOTOR – A5
Rated Mtr Power (Kw)
Rated Mtr Volts (VAC)
Rated Exit Freq (60Hz)
Rated Motor Curr (FLA – Amps)
Motor Poles
Rated Mtr Speed (RPM)
CONFIGURE C0
USER SWITCHES – C1
Motor Rotation
- Forward/Reverse
Encoder Connect
- Forward/Reverse
47
Operation
Run the car and verify the following:
No Faults
 Make sure the car is moving without triggering a fault either on
the Smartrise SRU or the drive. If the SRU board displays a “Drive
Fault” on the SRU, look at the drive to see what the fault is. The
most common fault is “Encoder Flt”.
o Go to “Troubleshooting – Drive Fault / Encoder Flt” for
corrective actions.
Proper Direction
 Make sure the car is moving in the same direction as the control
switch on the Run Bug.
o Go to “Troubleshooting – Wrong Direction” for corrective
actions.
At Speed
 Make sure that the car is moving at the proper inspection speed
(approx. 50 FPM).
o Go to “Troubleshooting – Car Moving Too Slow or Rough”
for corrective actions.
Under Control
 Make sure that the car is moving under full control. The car
should stop when commanded from the Run Bug. Verify that the
car runs with no faults for 10 seconds or more.
o Go to “Troubleshooting – Brake Not Lifting” for corrective
actions.
48
Troubleshooting
Drive Fault / Encoder Flt
 The most common fault at startup with a Magnetek drive is the
Encoder fault. Perform the following checks to correct this fault:
a. Check for a solid shield-to-ground connection at the motor
and drive.
b. Check for correct colored encoder wires to the terminals.
c. Swap A+ / A- on terminal TB1 – #1 (A+) and #2 (A-).
i. After swapping the A signal wires it may be necessary to
change the direction of the “C1 – Encoder Connect”.
Brake not lifting
1. If the brake is not picking make sure that it is wired according to
“Sheet 5 – Brake & Hydro Options” and verify that the EB terminal
is jumped to the terminal listed on “Sheet 01 – Getting Started”. If
it has the proper voltage check the following:
a. During a run command, check for DC voltage between points
K1 and K2. Verify this voltage is also at the Brake Coil when
commanded to pick.
b. Verify the actual brake voltage matches the Brake Coil voltage
setting shown on “Sheet 1: Getting Started” table.
Wrong Direction
 If the car is moving in the wrong direction:
a. On the Smartrise controller board make sure that IO 521
comes on when commanding the UP direction and IO 522
comes on when commanding the DOWN direction.
b. Swap two of the motor leads (T1 with T2).
Car moving too slow or rough
 Swap A+ / A- on terminal TB1 – #1 (A+) and #2 (A-).
a. After swapping the A signal wires it may be necessary to
 Verify the brakes are lifting fully.
SETUP FAULT ONE
49
This is caused when the HPV900 is programmed with motor data (A5)
that conflicts with the drive software.
1. Unplug the CAT5 cable from the DRIVE port on the machine room
SRU board. This will restore access to the HPV LCD screen.
2. Go to A5 – Motor Parameters – Motor Poles and verify that you
have the correct number of poles listed.
3. Next, go to A5 – Motor Parameters – Rated Motor Speed and lower
the RPM 15-20 rpms and save.
4. Plug the CAT5 cable back into the DRIVE port on the machine room
SRU.
Speed Adjustment on Magnetek (CMD vs. FPM)

1. Make sure all your motor data is entered correctly.
2. On the Magnetek drive adjust this parameter:
a. Motor Drive (A1) “Contract Mtr Spd”
i. Adjust this up or down to match CMD speed to FPM actual
speed.
ii. This does not have to match your motor’s actual RPM.
50
MAGNETEK HPV900-S2
DRIVE
PERMANENT MAGNET SETUP
51
Equipment/Settings verification
affect operation.
MAGNETEK PARAMETER LOCATION REFERENCE

ADJUST A0
DRIVE A1
Encoder Pulses (Encoder PPR – 1024/2048)
POWER CONVERT – A4
Input L-L Volts
MOTOR – A5
Rated Mtr Power (Kw)
Rated Mtr Volts (VAC)
Rated Exit Freq (60Hz)
Rated Motor Curr (FLA – Amps)
Motor Poles
Rated Mtr Speed (RPM)
CONFIGURE C0
USER SWITCHES – C1
Motor Rotation
Forward/Reverse
Encoder Connect
Forward/Reverse
52
Auto Tuning
The auto tune function must be performed for a PM motor to properly
operate. The two functions are Encoder Alignment and Motor
Alignment.
** During the alignment process the Smartrise SRU board may display
several faults. These are normal and won’t affect the alignment
procedure. **
Motor Alignment
 Use the Left|Right arrow buttons to select the “AUTOTUNE SEL
U12” menu and then use the Up|Down arrow buttons to change
AUTOTUNE SELECT to “YES” but DON’T PRESS THE ENTER BUTTON
YET!
 Press and hold the M contactor button in.
 Press the Enter button on the drive to start the alignment.
Encoder Alignment (non-rotational)
 On the drive: in the ROTOR ALIGN U10 menu change the following
parameters:
O ALIGNMENT METHOD to either “HF Inject” or “AUTO ALIGN” and
press Enter (see note on next page under Drive Info U6 table).
O ALIGNMENT from DISABLED to ENABLE.
O BEGIN ALIGNMENT to “YES” but DON’T PRESS THE ENTER
BUTTON yet!
 Press in and hold the M contactor button.
 Press the Enter Button on the drive to start the alignment.
If the drive displays the error message “CAN NOT CHANGE AT THIS
TIME” make sure U10 ROTOR ALIGN – ALIGNMENT is set to ENABLE.
53
If there are other faults during this process, refer to the fault section
of the Magnetek technical manual for diagnostic information.
54
Operation
No Faults
 Make sure the car is moving without triggering a fault either
on the Smartrise SRU or the drive. If the SRU board displays a
“Drive Fault” on the SRU, look at the drive to see what the
fault is. The most common fault is “Encoder Flt”.
corrective actions.
Proper Direction
 Make sure the car is moving in the same direction as the
control switch on the Run Bug.
actions.
At Speed
 Make sure that the car is moving at the proper inspection
speed (approx. 50 FPM).
Under Control
should stop when commanded from the Run Bug. Verify that
the car runs with no faults for 10 seconds or more.
actions.
55
Troubleshooting
Drive Fault / Encoder Flt
1. The most common fault at startup with a Magnetek drive is the
and drive.
c. Verify that “C1 - Encoder Select” is set to “endat”.
d. Swap A+ / A- on terminal TB2 – #1 (A+) and #2 (A-).
i. After swapping the A signal wires it may be necessary to
ii. After changing any encoder wiring the Encoder Alignment
should be ran again (See page 6).
Brake not lifting
Sheet 5 – Brakes and verify that the EB terminal is jumped to the
terminal listed on “Sheet 01 – Getting Started”. If it has the proper
voltage check the following:
K1 / K2 and J1 / J2 (if 2nd brake installed). Verify the voltages
are also at the Brake Coil(s) when commanded to pick.
b. Verify that the voltages match the Brake Coil voltages shown
on “Sheet 1: Getting Started” table.
Wrong Direction
1. If the car is moving in the wrong direction:
b. Change the direction of the motor in the drive by going to “C1
– Motor Rotation” and toggling between FORWARD/
REVERSE.
c. Swap two of the motor leads (T1 with T2). After swapping the
motor wires it may be necessary to change C1 – Motor
56
Rotation again.
Car moving too slow or rough
1. Swap the encoder wires A+ and A- on drive TB2 (terminals 1 & 2).
2. Verify the brakes are lifting fully.
SETUP FAULT ONE

This is caused when the HPV is programmed with motor data (A5) that
conflicts with drive software.
1. Unplug the CAT5 cable from the DRIVE port on the machine room
SRU board. This will restore access to the HPV LCD screen.
2. Go to A5 – Motor Parameters – Motor Poles and verify that you
have the correct number of poles listed.
3. Next, go to A5 – Motor Parameters – Rated Motor Speed and lower
the RPM 15-20 rpms and save.
4. Plug the CAT5 cable back into the DRIVE port on the SRU.
Speed Adjustment on Magnetek (CMD vs. FPM)

i. Adjust this up or down to match CMD speed to FPM actual
speed.
This does not have to match your motor’s actual RPM.
57
MAGNETEK L1000A
DRIVE
58
EQUIPMENT/SETTINGS VERIFICATION
affect operation.
Motor Motor Motor
Volts Amps RPM
Main Line Motor Motor Motor

Volts HP Poles Frequency
Sample: Sheet 1: - Getting Started
Brake Volts Encoder

Pick/Hold PPR
STATIONARY AUTO TUNING

The auto tune function must be performed for an Induction motor to
properly operate.
** During the alignment process the Smartrise SRU board will display
procedure. **
59
Stationary Motor Auto-Tuning
1) Install a temporary jumper between H1 on the drive and REF on the
DIN rail.
2) Turn on the power to the drive. The initial display appears.
3) Press UP or DOWN arrow key until the Auto-Tuning display
appears.
4) Press ENTER key to begin setting parameters.
a) Press ENTER key to select the value for T1-01. Set to “1”
5) Save the setting by pressing ENTER.
6) The display automatically returns to the display shown in Step 3.
Verifying/Entering Data from Motor Nameplate

1) The drive comes pre-set with the customer’s motor data. When
performing the motor Auto-Tune, verify the following parameters
match current equipment and change if needed, otherwise, leave
the defaults:
2) After verifying the data listed on the motor nameplate, press UP
arrow key to confirm and get to the “Tuning Ready” message.
3) Press and hold down the M Contactor during the duration of the
Auto-Tune.
4) Press RUN to activate Auto-Tuning.
** Remove the temporary jumper from drive H1 to REF. **
T1-01 “1” – Selects Stationary Auto-Tune for Induction Motor
T1-02 Motor Rated Power (kW) = (Motor HP x .74)
T1-03 Motor Rated Voltage (VAC)
T1-04 Motor Rated Current (AMPS)
T1-05 Motor Rated Frequency (Hz)
T1-06 Number of Motor Poles (See RPM Table)
T1-07 Motor Speed (RPM)
T1-08 Encoder Pulses (PPR)
T1-09 No-Load Motor Current (AMPS) Use 45% of T1-04
Auto-Tuning finishes in approximately one to two minutes

60
RPM - MOTOR POLE TABLE
INPUTTING MOTOR DATA - SAMPLE

1) If the data in the drive doesn’t match the existing equipment, use
the following procedure to correct the values:
a) Press UP arrow key to access the motor output power
parameter T1-02.
b) Press ENTER key to view the default setting.
c) Press F1 (left), F2 (right), RESET, UP and DOWN arrow keys to
enter the motor power nameplate data in kW – (kW) = (Motor
HP) x (.74)
i) Example: 12 HP x .74 = 8.88 kW (in this example T1-
02 would be 8.88)
d) Press ENTER key to save the setting
e) The display automatically returns to the display in Step 2.
61
OPERATION
No Faults
Fault” on the SRU, look at the drive to see what the fault is.
corrective actions.
Proper Direction
actions.
At Speed
(approx. 50 FPM).
Under Control
actions.
62
TROUBLESHOOTING
DRIVE FAULT / ENCODER FLT
 The most common fault at startup with a Magnetek drive is the
and drive.
c. Swap A+ / A- on terminal TB2 – #1 (A+) and #2 (A-).
i. After swapping the “A” signal wires it may be necessary
to change the direction of the “C1 – Encoder Connect”.
BRAKE NOT LIFTING
Sheet 5 – Brakes, the EB terminal has power and then check the
following:
WRONG DIRECTION
CAR MOVING TOO SLOW OR ROUGH
 Swap the encoder wires A+ and A- on drive TB2 (terminals 1 & 2).
63
MAGNETEK L1000A
DRIVE
PERMANENT MAGNET SETUP
64
affect operation.
Motor Motor Motor
Volts Amps RPM

Sample: Sheet 1: - Getting Started Volts HP Poles Frequency
Brake Volts Encoder

Pick/Hold PPR
STATIONARY PM AUTO TUNING

The auto tune function must be performed for a PM motor to
properly operate. The three “Auto Tunes” required are: Motor
Tuning, 1st Phase of Encoder Tuning and 2nd Phase of Encoder Tuning.
** During the alignment process the Smartrise SRU board will display
procedure. **
65
Stationary Motor Auto-Tuning
1) Turn on the power to the drive. The initial display appears.
2) Press UP or DOWN arrow key until the Auto-Tuning display
appears.
3) Press ENTER key to begin setting parameters.
a) Press ENTER key to select the value for T2-01. Set to “1”
4) Save the setting by pressing ENTER.
5) The display automatically returns to the display shown in Step 3.
Verifying/Entering Data from Motor Nameplate

1) The drive comes pre-set with the customer’s motor data. When
performing the motor Auto-Tune, verify the following parameters
match current equipment and change if needed, otherwise, leave
the defaults:
T2-01 “1” – Selects Stationary Auto-Tune for PM Motor

T2-04 Motor Rated Power (kW) = (Motor HP x .74)
T2-05 Motor Rated Voltage (VAC)
T2-06 Motor Rated Current (AMPS)
T2-08 Number of Motor Poles (See Specification Table – Sheet: 01)
T2-09 Motor Speed (RPM)
T2-16 Encoder Pulses (PPR)
66
INPUTTING MOTOR DATA SAMPLE
1) If the data in the drive doesn’t match the existing equipment, use
the following procedures to correct the values:
a) Press UP arrow key to access the motor output power
parameter T2-04.
b) Press ENTER key to view the default setting.
c) Press F1 (left), F2 (right), RESET, UP and DOWN arrow keys to
enter the motor power nameplate data in kW – (kW) = (Motor
HP) x (.74)
i) Example: 12 HP x .74 = 8.88 kW (in this example T2-
04 would be 8.88)
d) Press ENTER key to save the setting
e) The display automatically returns to the display in Step 2.
2) After verifying the data listed on the motor nameplate, press UP
arrow key to confirm and get to “Tuning Ready” message.
3) Press and hold down the M Contactor during the duration of the
Auto-Tune.
Auto-Tuning finishes in approximately one to two minutes
Encoder Auto-Tuning
1st Phase Encoder Auto-Tuning
1) Press ENTER key to select the value for T2-01.
2) Set T2-01 to “3” and save the setting by pressing ENTER.
3) Press and hold down the M Contactor.
2nd Phase Encoder Auto-Tuning
1) Press ENTER key to select the value for T2-01.
2) Set T2-01 to “4” and save the setting by pressing ENTER.
3) Press and hold down the M Contactor.
** Remove the temporary jumper from drive H1 to REF. **
The Two-Phase Encoder Auto-Tunings finish very fast
67
OPERATION
No Faults
Fault” on the SRU, look at the drive to see what the fault is.
o Go to “Troubleshooting – PG Encoder Rotation Direction”
Proper Direction
actions.
At Speed
(approx. 50 FPM).
Under Control
actions.
68
TROUBLESHOOTING
PG ENCODER ROTATION DIRECTION
Perform the following steps to make sure the PG encoder rotation
direction is set up correctly in the drive:
1. Turn the motor manually or run the elevator in the up direction
while checking the value of monitor U1-05.
a. If the value in U1-05 is positive, no adjustment is needed.
b. If the value in U1-05 is negative, change the setting of
parameter F1-05 between “0” & “1” to match change it to
positive.
BRAKE NOT LIFTING
following:
WRONG DIRECTION
1. If the car is moving in the wrong direction:
c. Check drive parameter b1-14 and toggle between “0” & “1”.
1. Swap the encoder wires A+ and A- on EnDat card terminal TB2.
a. After swapping A+ / A-, run both of the encoder auto tunes
(T2-01 = 3 / T2-01 = 4).
2. Verify the brakes are lifting fully.
69
SPEED ADJUSTMENT ON MAGNETEK (CMD VS. FPM)
i. Adjust this up or down to match CMD speed to FPM actual speed.
ii. This does not have to match your motor’s actual RPM.
70
KEB DRIVE
71
KEB Introduction
affect operation.
Scroll through the motor parameters and verify that they are set to the
motor nameplate values prior to performing the Motor Learn procedure.
Motor Motor Motor
Volts Amps RPM

Brake Volts Encoder

Pick/Hold PPR
72
KEB Motor Learn
NOTE: Smartrise programs the KEB drive with factory defaults to properly
communicate with the controller. After factory testing, customer motor data (from
customer’s EDF) is programmed into the drive to provide an easier “out of box”
installation.
Initial Start Up
The complete motor data must be learned with the automated learn function.
The Motor Learn function can be found under the Tune Parameters group from the
Programming menu (Home > Prog > Tune Parameters > LL01).
Begin the procedure by setting:
• Motor Tuning LL01 = Start
Follow the instructions on the LCD screen. The user is instructed to:
1. Disable the brake (turn off the BR and EBR breaker).
2. Set command to zero on the MR SRU board under MAIN MENU | SETUP
| SPEED AND SLOWDOWNS | INSPECTION SPEED – set to “0”.
3. On the controller press and hold inspection (speed + direction + enable
inputs) until completed.
The process should take 2-5 minutes and will emit a high pitched noise while the
drive measures various motor parameters.
If not performing the Encoder Synchronization, turn on BR and EBR

breakers and return the inspection speed to factory setting on the
controller.
SETUP OF THE MOTOR LEARN IS NOW COMPLETE!
73
KEB Encoder Learn
1. Encoder Synchronization
The Encoder Synchronization process will determine the correct A/B encoder
channel phasing and direction of rotation for Induction motors.
Begin the process by setting:
• LL07 - Encoder Synchronization to “Start”
Follow the directions on the keypad. The drive will run the elevator and swap
the phasing and direction of the A/B channels as needed.
Turn on the BR and EBR breakers and return the inspection speed to
factory setting on the controller.
SETUP OF THE ENCODER LEARN IS NOW COMPLETE!
74
OPERATION
No Faults
fault is.
corrective actions.
Proper Direction
actions.
At Speed
Under Control
actions.
75
TROUBLESHOOTING
 The most common fault at startup with drive startup is the
Encoder fault.
and drive.
c. Swap the wires on A with A/ or swap A & A/ with B & B/.
d. Perform the “Encoder Synchronization” process after
swapping any encoder wires.
BRAKE NOT LIFTING
 If the brake is not picking make sure that it is wired according to
following:
WRONG DIRECTION
 Swap the encoder wires A+ and A- on drive.
76
KEB PROGRAMMING MENU
The programming menu is where all manual parameter adjustment is made and
can be accessed at Home > Prog (F3).
The Parameter menu contains the following groups:
Operator System: OS00...OS22

These parameters provide general information about the operator and drive
hardware and software. Additionally, the operator password level is set here which
allows for different access levels.
Basic Setup: US02...US06

These parameters provide the very basic information needed to configure the
drive, including: motor type, control type, and contract speed.
Inputs: LI01...LI20
These parameters define the logic of the inputs and assign control functionality to
the digital inputs.
Motor Data: LM01...LM33

These parameters define and display all relevant motor values and motor
protection settings.
Encoder Data: LE01...LE36

These parameters define the settings and scalings of the drive encoders
Machine Data: LN01...LN05

These parameters define the machine data, including: sheave diameter, roping
ratio, and rated load values.
Speed Profile: LS01...LS55

These parameters adjust the speed, acceleration, and jerk values across the
elevator run profile.
Tune Parameters: LL01...LL17

These parameters contain the automatic tuning parameters. Here you can program
the system inertia, motor data, and motor pole positions.
77
Control Setting: LC01...LC44
These parameters contain advanced adjustment parameters which affect the
motor gains, system inertia gains, pre-torque, etc.
Timer Parameters: LT01...LT13

These parameters adjust brake and drive signaling timers.
Positioning Parameters: LP01...LP08

These parameters contain the adjustments needed for the drive
Special Functions: LX01...LX18

These parameters allow advanced adjustment of the drive and facilitate function
tests of drive components.
Configuration Handling: CH01...CH03

These settings allow a user to save parameters and default to OEM settings.
Analog I/O: LA01...LA40

These parameters define and adjust the analog inputs and outputs.
Outputs: LO01...LO20
These parameters define the functionality of the relay and solid-state drive
outputs.
78
ADVANCED TROUBLESHOOTING
The following list of troubleshooting steps are to help with the startup and
smooth running of the drive.
STARTING OVER! (DEFAULTING DRIVE)
Sometimes parameters get changed (and forgotten) or certain functions that
should work are not working for no apparent reason. In this case, starting over
with factory defaults may solve these issues.
DEFAULT DRIVE TO FACTORY SETTINGS:
1. Go to US.03 and load the opposite configuration of what is shown:
(example: PM Gearless – load Induction Geared / for PM Geared load
Induction Gearless) and save. After this value is saved, go back and load the
correct type. This does a complete background default on the drive.
2. Go to US.03 and choose “Write Configuration to Drive”.
Defaulting the drive:
US.03: Choose opposite drive configuration (PM > Induction / Geared > Gearless)
US.05: Write Configuration to Drive
Reload the original drive configuration using the previous (2) steps
RE-LOAD OEM VALUES (PROGRAMMED BY SMARTRISE):

1. Go to US.05 and choose “Restore OEM Defaults”.
Restoring Smartrise Defaults:
US.05: Restore OEM Defaults (To Reload Smartrise Settings)
MOTOR NOISE / VIBRATION

1. Vibration:
a. Cut the KP (LC03, LC04) and KI (LC08, LC09) gains in half.
2. Noise:
a. Change LE.05 to 8 (PM)
MOTOR NOT RUNNING WHEN GIVEN COMMAND:

1. Check LI.01: Needs to be NPN for the drive to receive signals from
controller.
2. Verify that parameters LF.41 through LF.43 are set to correct values. Refer
to parameter sheet located in job binder for correct values.
79
KEB DRIVE
PM MOTOR SETUP
80
KEB Introduction
affect operation.
Scroll through the motor parameters and verify that they are set to the
motor nameplate values prior to performing the Motor Learn procedure.
Motor Motor Motor
Volts Amps RPM

Brake Volts Encoder

Pick/Hold PPR
ENCODER CABLE INSTALLATION

Proper connection of the encoder cable to the drive is key to a proper running
elevator. Many drive issues can be attributed to a defective encoder, encoder
cable or the encoder (or cable) not installed properly.
The cable shall be kept a minimum of 8 inches (20 cm) away from all wires
having greater than 24VDC on them. For best results run the encoder
cable in a separate conduit from the controller to the motor.
It is absolutely necessary to ensure these signals are well shielded! Noise

on the analog signals resulting from breaks in the shield or improper
shield termination will result in vibration in the motor and poor ride
quality.
81
KEB Motor Learn
NOTE: Smartrise programs the KEB drive with factory defaults to properly
communicate with the controller. After factory testing, customer motor data (from
customer’s EDF) is programmed into the drive to provide an easier “out of box”
installation.
Initial Start Up
The complete motor data must be learned with the automated learn function.
The Motor Learn function can be found under the Tune Parameters group from the
Programming menu (Home > Prog > Tune Parameters > LL01).
• Motor Tuning LL01 = Start
2. Set command to zero on the MR SRU board under MAIN MENU | SETUP |
SPEED AND SLOWDOWNS | INSPECTION SPEED – set to “0”.
3. On the controller press and hold inspection (speed + direction + enable
inputs) until completed.
The process should take 2-5 minutes and will emit a high pitched noise while the
drive measures various motor parameters.
If not performing the Encoder Learn function, turn on BR and EBR

breakers and return the inspection speed to factory setting on the
controller.
SETUP OF THE MOTOR LEARN IS NOW COMPLETE!
82
KEB Encoder Learn
For absolute encoders on PM motors, if at any time the
physical relation between the motor shaft and encoder
changes (i.e. encoder replaced, encoder slippage, etc.) the
encoder position must be relearned.
1. SPI Encoder Learn - Stationary

SPI can be done with the ropes on and the brake set. To start the SPI
functionality go to LL05 and follow the instructions on the LCD:
• Motor Tuning LL05 = SPI (Start)
2. Set command to zero on the MR SRU board under MAIN MENU | SETUP
| SPEED AND SLOWDOWNS | INSPECTION SPEED – set to “0”.
3. On the controller press and hold the inspection (direction + enable
button) until completed.
During the SPI process, the motor will make a series of chirps and the LCD display
will show the encoder position samples.
Proceed to Section #3 “Encoder Synchronization” for further details.
If the Encoder Synchronization process has previously been completed, the user
may abort the Encoder Synchronization step without losing the learned Encoder
Pole Position.
83
2. Encoder Pole Position Learn – (Optional)
The Encoder Pole Position Learn is only used when the car is balanced or the
ropes have not been installed as this procedure requires frictionless movement
(un-roped sheave or balanced car). It sets the correct A/B channel phasing in
addition to the pole position.
• LL06 - Encoder Pole Position Learn = Start

The user will be prompted to:
“Press and hold the inspection (direction + enable button) until finished.”
The controller speed should still be at “0” FPM.
If the A/B phasing is incorrect the process will stop and notify the user. Then it
will resume and automatically make the change and prompt the user to hold
the inspection buttons again.
When the process is complete, the keypad will prompt the user to release the
inspection buttons.
Proceed to Section #3 “Encoder Synchronization” for further details.
If the Encoder Synchronization process has previously been completed, the user
may abort the Encoder Synchronization step without losing the learned Encoder
Pole Position.
3. Encoder Synchronization
The Encoder Synchronization process will determine the correct A/B encoder
channel phasing and direction of rotation for PM motors and immediately
follows either method of learning the encoder pole position.
Begin the process by setting:
• LL07 - Encoder Synchronization to “Start”
Follow the directions on the keypad. The drive will run the elevator and swap
the phasing and direction of the A/B channels as needed.
Turn on the BR and EBR breakers and return the inspection speed to
factory setting on the controller.
SETUP OF THE ENCODER LEARN IS NOW COMPLETE!
84
OPERATION
No Faults
fault is.
corrective actions.
Proper Direction
actions.
At Speed
Under Control
actions.
85
TROUBLESHOOTING
 The most common fault at startup with drive startup is the
Encoder fault.
and drive.
c. Swap the wires on A with A/ or swap A & A/ with B & B/.
d. Perform the “Encoder Synchronization” process after
swapping any encoder wires.
BRAKE NOT LIFTING
 If the brake is not picking make sure that it is wired according to
following:
WRONG DIRECTION
 Swap the encoder wires A+ and A- on drive.
86
KEB PROGRAMMING MENU
The programming menu is where all manual parameter adjustment is made and
can be accessed at Home > Prog (F3).
The Parameter menu contains the following groups:
Operator System: OS00...OS22

These parameters provide general information about the operator and drive
hardware and software. Additionally, the operator password level is set here which
allows for different access levels.
Basic Setup: US02...US06

These parameters provide the very basic information needed to configure the
drive, including: motor type, control type, and contract speed.
Inputs: LI01...LI20
These parameters define the logic of the inputs and assign control functionality to
the digital inputs.
Motor Data: LM01...LM33

These parameters define and display all relevant motor values and motor
protection settings.
Encoder Data: LE01...LE36

These parameters define the settings and scalings of the drive encoders
Machine Data: LN01...LN05

These parameters define the machine data, including: sheave diameter, roping
ratio, and rated load values.
Speed Profile: LS01...LS55

These parameters adjust the speed, acceleration, and jerk values across the
elevator run profile.
Tune Parameters: LL01...LL17

These parameters contain the automatic tuning parameters. Here you can program
the system inertia, motor data, and motor pole positions.
87
Control Setting: LC01...LC44
These parameters contain advanced adjustment parameters which affect the
motor gains, system inertia gains, pre-torque, etc.
Timer Parameters: LT01...LT13

These parameters adjust brake and drive signaling timers.
Positioning Parameters: LP01...LP08

These parameters contain the adjustments needed for the drive
Special Functions: LX01...LX18

These parameters allow advanced adjustment of the drive and facilitate function
tests of drive components.
Configuration Handling: CH01...CH03

These settings allow a user to save parameters and default to OEM settings.
Analog I/O: LA01...LA40

These parameters define and adjust the analog inputs and outputs.
Outputs: LO01...LO20
These parameters define the functionality of the relay and solid-state drive
outputs.
88
ADVANCED TROUBLESHOOTING
The following list of troubleshooting steps are to help with the startup and
smooth running of the drive.
STARTING OVER! (DEFAULTING DRIVE)
Sometimes parameters get changed (and forgotten) or certain functions that
should work are not working for no apparent reason. In this case, starting over
with factory defaults may solve these issues.
DEFAULT DRIVE TO FACTORY SETTINGS:
1. Go to US.03 and load the opposite configuration of what is shown:
(example: PM Gearless – load Induction Geared / for PM Geared load
Induction Gearless) and save. After this value is saved, go back and load the
correct type. This does a complete background default on the drive.
2. Go to US.03 and choose “Write Configuration to Drive”.
Defaulting the drive:
US.03: Choose opposite drive configuration (PM > Induction / Geared > Gearless)
US.05: Write Configuration to Drive
Reload the original drive configuration using the previous (2) steps
RELOAD OEM VALUES (PROGRAMMED BY SMARTRISE):

1. Go to US.05 and choose “Restore OEM Defaults”.
Restoring Smartrise Defaults:
US.05: Restore OEM Defaults (To Reload Smartrise Settings)
MOTOR NOISE / VIBRATION

1. Vibration:
a. Cut the KP (LC03, LC04) and KI (LC08, LC09) gains in half.
2. Noise:
a. Change LE.05 to 8 (PM)
MOTOR NOT RUNNING WHEN GIVEN COMMAND:

1. Check LI.01: Needs to be NPN for the drive to receive signals from
controller.
2. Verify that parameters LF.41 through LF.43 are set to correct values. Refer
to parameter sheet located in job binder for correct values.
89
BRAKE BOARD
ADJUSTING &
REPLACING PROCEDURE
90
BRAKE BOARD REPLACEMENT
The Small Brake board is mounted on the rail directly below the Drive.
1. Turn off the controller main disconnect power.
2. With power removed, remove the 6-terminal plug on the brake
board.
3. Remove the 4 screws attaching the brake board to the rail.
4. Install the new brake board on the rail and attach re-install the 4
screws.
5. Plug in the 6-pin connector on the brake board.
The Large Brake board is mounted on the rail directly below the Drive.
1. Turn off the controller main disconnect power.
2. With power removed, remove the 6-terminal and both 2-terminal
plugs on the brake board.
3. Remove the 4 screws attaching the brake board to the rail.
4. Install the new brake board on the rail and attach re-install the 4
screws.
5. Plug in the 6-terminal and both 2-terminal plugs back on the
brake board.
91
BRAKE BOARD ADJUSTMENT
The adjustment procedure is the same for both the small and large
brake boards. The brake coils MUST be connected to the terminals to
provide a load when measuring voltages. The brake terminals are
located between the M contactor and the L1~L3 main line terminals.
L1~L3 Terminals M Contactor
Adjustment Pot Descriptions

1. Pick Voltage
a. This pot adjusts the PICK voltage that the board initially
sends out to the brake coil to pick the brake.
2. Hold Voltage
a. This pot adjusts the HOLD voltage that keeps the brake
picked during running. This is usually lower than the Pick
voltage.
3. Pick-Hold Timer
a. This is the adjustable delay between the time the PICK
voltage activates and transitions to the HOLD voltage. This
timer can be adjusted as high as 3.5 seconds.
The location of the adjustment potentiometers are shown on the next
page:
92
Small Brake Board Adjustment Pots
Adjustment Pots
Pick Voltage
Hold Voltage
Pick-Hold Timer
Large Brake Board Adjustment Pots
Adjustment Pots
Pick-Hold Timer
Hold Voltage
Pick Voltage
93
Special Note when Adjusting Voltages:
The voltages between the PICK and HOLD levels are interconnected.
Adjusting one will affect the other.
Adjust the PICK voltage to its maximum. If more voltage is required,
lower the HOLD voltage down a little bit and readjust the PICK voltage.
Example:
1. The PICK voltage is 175vDC and the HOLD voltage is 75vDC.
2. The PICK voltage is raised to 200vDC max while the HOLD voltage is still
75vDC.
3. The HOLD voltage is adjusted down to 55vDC.
4. The PICK voltage has more room for adjustment and can be raised to
210vDC.
94
Main Brake Adjustment
These potentiometers are 30 turn pots. Only turning it a few times may
seem like the pots are not working. This is normal and does not mean
the brake board is faulty.
1. Make sure that the brake coil is connected to the K1/K2 terminals.
2. Connect a voltage meter to the K1 and K2 terminals.
3. Pick the brake so that there is voltage going to the brake coil.
4. Measure across K1 and K2 to see what the current voltage is.
5. Adjust the PICK voltage potentiometer to obtain the required
voltage level.
6. Adjust the HOLD voltage potentiometer to obtain the required
voltage level.
7. Adjust the PICK to HOLD timer potentiometer to obtain the
required time difference between the PICK and HOLD voltage
change.
Emergency Brake Adjustment (Dual Sheave Only)
The adjustment for the e-brake on a Dual Sheave Motor is the same as
the Main Brake adjustment with the following exceptions:
1. Make sure that the e-brake coil is connected to the J1/J2
terminals.
2. Measure across J1 and J2 to see what the voltage is.
95
STEEL TAPE
LANDING
SYSTEM
96
IP8300 SELECTOR, TAPE AND MAGNETS
IP8300 Selector - The IP8300 uses a CAT5 cable to connect the reader
head to a breakout board with eight screw terminals. Guide shoes bring
the tape through the reader head where sensors read the magnets.
Steel Tape - The IP8300 system uses a perforated steel tape that runs
the length of the hoistway. Speed and direction is detected as the holes
in the tape interrupt two light beams from the IP8300 selector.
Tape Mounting Kit – The tape mounting kit contains the hardware to
attach the steel tape to the top and bottom of the hoistway. The lower
mounting bracket contains an adjustable spring to tighten the tape’s
tension.
Magnets - Magnets are placed on the tape to mark door zones, UET, and
DET positions.
97
Door Zone (DZ) – refers to the Door Zone magnet. Proper installation of
the door zone magnets is very important for floor leveling and Normal
Limits.
6’ Door Zone Magnets
DZ1 (Black) side

facing away from
Tape
Bright Yellow side against Tape
DZ2 (Light Yellow)
This side contains an adhesive
side facing away
strip to permanently attach the
from Tape
magnet to the steel tape.
ETS (North/South) – The ETS magnets are a dual North/South

combination that allows the IP8300 selector to determine which
terminal landing it’s at. The placement of the magnets is shown on
the “UET/DET MAGNET INSTALLATION – DISTANCE FROM DOOR
ZONE” illustration.
98
TAPE AND SELECTOR SET UP
Setup
Use Construction Mode to complete Hoistway set up (i.e. running the
tape, placing magnets, setting up the Hall Network, etc.).
Tape
Make sure the tape has the proper tension. Torque down the tension
spring at end of the tape until tape has ½” to 1” full inch of play. Failing
to torque down the tape may compromise the ability of the landing
system to count the tape holes and cause premature wear on the
selector guide shoes.
Selector
Install the IP8300 Landing system on the Cartop so that the selector
can move freely during travel.
Make sure to use a standard CAT5 cable and NOT a modified cable to
connect the selector to the breakout board in the cartop box
(SmartConnect only). NOTE: Using a modified cable causes DP1 and
DP2 to not toggle on and off.
Testing
If either DP1 (GEA) or DP2 (GEB) is constantly on while the other is
flashing make sure that the IP8300 selector is aligned properly and not
obstructed or that the governor encoder is not slipping on the
governor shaft. Make sure all plates and covers are secure.
Verify that a positive FPM feedback is displayed on the LCD during an
UP command. If the values are backwards (i.e., CMD = 50, FPM = – 50)
swap the DP1 (GEA) and DP2 (GEB) on the Cartop Board (501/502).
99
DOOR ZONE MAGNET INSTALLATION – TAPE
Refer to “DZ1/DZ2 Magnet Placement Illustrations” on the
following pages.
Measuring magnet placement (using paper jig)

1. From the cartop, level the elevator to the Landing and then gain
access to the tape.
2. Place the paper jig (packaged with IP8300 selector) across the top
of the IP8300 tape selector guide rails. Mark a line on the steel
tape at the top of the selector.
3. Move the car down to expose the tape enough to align the top of
the paper jig with the scribed line.
4. Fold the paper jig around the steel tape with the numbered side
facing out and the “LEV” marking at the top aligned with the mark
you made in Step 2. Mark a line on the tape at the 6” mark on the
paper jig.
5. Secure the 6” DZ1 magnet to the steel tape at the mark you made
in Step 4 so that the magnet is slightly covering the holes.
Measuring magnet placement (No Jig)

1. From the cartop, level the elevator to the floor (Landing) to access
the tape.
2. Place a mark on the tape along the top of the selector.
3. Move the car down until the top of the selector is at least 18”
below the line you made in Step 2.
4. Put a mark 8.5” down from the line you made in Step 2.
5. Place the black 6” DZ1 magnet to the steel tape at the mark you
made in Step 4.
6. Place the light yellow 6” DZ2 magnet below the DZ1 magnet
based on the installation type (traction or hydro)
100
TRACTION DZ1/DZ2 MAGNET PLACEMENT – ALL
LANDINGS
Step 2
Step 3
LEV
14
12
10
LEV
8
14 8.5”
Step 4 12
10
DZ1
Step 5
DZ2
Set the DZ magnet on the left

side of the tape holes. Place the
paper jig on the tape and align
the magnet against the jig.
101
HYDRO DZ1/DZ2 MAGNET PLACEMENT – TOP TERMINAL
LANDING
Step 2
Car level at Step 3
floor landing
LEV
14
12
10
LEV
8
14 8.5”
Step 4 12
10
DZ1
Step 5
DZ2
102
HYDRO DZ1/DZ2 MAGNET PLACEMENT – INTERMEDIATE
LANDINGS
Step 2
Step 3
Car level at
floor landing
LEV
14
12
10
LEV
8
14
8.5”
Step 4 12
10
DZ1
Step 5
No DZ2 magnet is used

on middle landings
103
HYDRO DZ1/DZ2 MAGNET PLACEMENT – BOTTOM
TERMINAL LANDING
Step 2
Step 3
Car level at
floor landing
LEV
14
12
10
LEV
8
14 8.5”
Step 4 12
10
DZ1
Step 5
Approx 4” gap
DZ2
104
UT1/DT1 MAGNET DESCRIPTION – TAPE
The Emergency Terminal Stopping magnets provide an indication that
the car is near the top terminal (UET) or bottom terminal (DET).
Orientation of the North/South magnet is very important since this signal

is driven by a relay within the selector as it passes over the magnet pairs.
Improper orientation will cause the signals to not function properly and
the car to fail the Learn Procedure.
UT1 DT1
UT1 is a 3.5 inch DT1 is a 3.5 inch
South magnet North magnet
above a 1.5 inch above a 1.5 inch
North magnet. South magnet.
105
UT1/DT1 MAGNET ALIGNMENT – TAPE
IMPORTANT!
Make sure that the
selector shoe clears the
outside edge of the
magnet as it passes by.
106
UET/DET MAGNET PLACEMENT – TAPE
DZ1
UT1
Hydros/Low Speed Traction Cars – Use the ETS

Hoistway Switch Positioning Table on the next
page for proper distance.
High Speed Traction Cars – Use the “Slide
Distance – Determining ETS Magnet Placement”
procedure for proper distance.
DT1
HYDRO’s ONLY
When installing the DT1 magnet: For low
speed cars make sure the DT1 magnet DZ1
has a min gap of 4” from bottom of DT1
magnet to Top of DZ Magnet.
107
HOISTWAY SWITCH POSITIONING TABLE – NTS
Hoistway Switch Positioning Table
Contract UT1 / DT1 UT2 / DT2 UT3 / DT3
Speed [inches from [inches from [inches from
terminal DZ] terminal DZ] terminal DZ]
10 - 50 5”
51 - 75 7”
76 - 100 9”
100 - 125 11”
126 - 150 13”
151 - 175 15”
176 - 200 17”
201 - 250 21”
251 - 300 27”
301 - 350 33”
351 - 400 39”
401 - 450 45”
451 - 500 51”
108
TAPELESS
LANDING
SYSTEM
109
DESCRIPTIONS
Bistable Sensors (ETS/NTS) – The Gray Bistable Sensor on the Rail
Encoder Landing system reads the ETS and NTS magnets on the
extension plates. It is latching so it changes state whenever it crosses
over the lifesaver magnets.
Grey Bistable Cigar
Sensor ETS/NTS
Black Monostable Cigar

Sensor DZ1/DZ2
Mono-Stable Sensors (DZ) – The Black Monostable Sensor reads the
Door Zone (DZ) magnets on the rails. Some installations require 2 door
zones (DZ1 / DZ2) so two cigar sensors would be used. It is Non-latching
so it only changes state while it is passing over the 6” magnets.
DOOR ZONE MAGNETS

Refer to “UET/DET MAGNET PLACEMENT – BEAM” illustration
The Door Zone magnets are 6” black magnets placed on a steel beam so
that the black “cigar” sensor, mounted on the cartop, can see them when
it passes over.
The door zone magnets are double stacked and aligned along the inside
of the beam.
110
For best operation, the black Monostable sensor should be adjusted ½”
away from the double-stacked DZ magnets.
ETS (LIFESAVER) MAGNETS

The ETS magnets for the Steel Beam landing system are 2“ round
reversible magnets and perform a similar function as their flat magnet
counterparts. The RED side closes the bi-stable switch and the GREEN
side opens the bi-stable switch.
The orientation of the magnets determine when the ETS switch closes (in
middle of hoistway) and when it opens (at terminal landings). The upper
Emergency Terminal Stopping magnets (UETS) and lower (DETS) provide
an indication that the car is near the top terminal (UET) or bottom
terminal (DET).
Improper orientation will cause the signals to not function properly and
the car to fail the Learn Procedure.
Because the cigar sensor is Bistable (latching) it remains in the same
state even when power is turned off.
UET DET
The UET is a The DET is a
Green magnet Red magnet
above a Red above a Green
magnet. magnet.
111
SENSOR HEAD
The sensor head straddles one of the cars guide rails and contains (x2)
Door Zone sensors and (x2) ETS sensors.
GOVERNOR ENCODER
Smartrise recommends using the Governor Encoder landing system on
jobs that are greater than 12 landings or faster than 350 FPM.
The governor encoder is installed on the governor shaft in the machine

room and the feedback wires go to the cartop SRU board via a shielded
pair in the traveler cable.
112
GOVERNOR ENCODER LANDING SYSTEM INSTALLATION
Introduction
Cigar Sensors
(DZ)
Cigar Sensors
Guide (NTS)
Wheels
NTS Mounting
Plate
CAT5
Fixture Connectors
Base (x2)
Tapeless Landing System Mount

Install the fixture on top of the car so that the Blue Guide wheels
are on both sides of the center of the guide rail. There are 4
mounting brackets supplied for easy installation and removal.
The fixture should be

mounted so that the outer
edge of the guide wheels
(flat side) run along the
outer edge of the center
guide rail.
When installed correctly, a flat edge can be placed across both

guide wheels and the narrow face of the guide rail and should
make contact with all three surfaces.
113
Adjusting the Guide Wheels
The guide wheels are pre-adjusted for a standard 15lb. rail width from the factory. The following
procedure should be used to ensure proper placement on the guide rail.
If the guide wheels are not adjusted to the appropriate guide rail width, loosen (don’t remove) the
precision rail mounting bolts (x4) on the sensor assembly.
The bolts allow you to adjust the wheel mounts to fit the guide rail. Slide the sensor assembly back
onto the base and slide the whole assembly onto the rail.
Precision Rail Bolts
Set the wheel rail width so that the wheels are not too tight against the rail. Tighten the 2 outside
precision rail bolts. Now move the assembly away from the guide rail and tighten the inside bolts.
Now move the rail back onto the guide rail and secure the assembly mount to the crosshead.
114
Adjusting the “Cigar” Magnet Sensors
There are two black “Cigar Sensors” installed on each side of the guide rail. Each Monostable and
Bistable sensor is for sensing the Door Zone (DZ) magnets.
The Monostable Sensors (Black) are for reading the Door Zone (DZ1) magnets. These read the 6”
magnets that are doubled up and installed closest to the center web of the guide rail. Version 3
software requires both the DZ1 & DZ2 magnets installed on both sides of the center web of the
guide rail.
DZ2 DZ1
DT1~3 UT1~3
The Bistable Sensors (Grey) are for reading the round NTS “Lifesaver” magnets. These sensors
read the magnets mounted on a separate plate that’s bolted to the guide rail. The right side is
for the Up NTS (UT# - Up Terminal Slowdown) magnets and the other side reads the Down NTS
(DT# - Down Terminal Slowdown) magnets.
The DZ1 & DZ2 magnets are installed next to the central protruding part of the guide rail and are
doubled up during installation.
The lifesaver magnets are not doubled up when installed and they’re placed on the NTS mounting
plates attached to the guide rail.
All of the sensors should be installed with no more than ½” distance from the end of the sensor
head to the face of the magnets.
The last thing to check is that the sensors clear the hardware that anchors the guide rail to the
building. Slowly move the car in CT Inspection and verify that the sensors all clear the guide rail
anchoring hardware during entire length of travel.
115
Installing the NTS mounting plates on the Guide Rail
There is one mounting plate for each NTS magnet set. These plates are installed on the backside
of the guide rail using the supplied clamps.
The clamps should be slid all the way against the outside edge of the rail for the best support.
The magnet surface plate should be facing outward towards the car, providing a smooth
surface for magnet placement. Make sure the plate can accommodate the magnet placement
in regards to the sensor placements.
V3 Terminal Label Descriptions

Top Terminal
DIN Rail UET UT1 UT2 UT3

Description UETS UNTS1 UNTS2 UNTS3
Bottom Terminal
DIN Rail DET DT1 DT2 DT3
Description DETS DNTS1 DNTS2 UNTS3
116
Installing the Magnets
The installation of the top terminal NTS magnets is shown in the following diagram:
Top
Terminal
Landing
Rail Clamp with ½”

Hardware
The installation of the bottom terminal NTS magnets is shown in the following diagram:
Bottom
Terminal
Landing
117
Positioning the NTS Magnets
A good starting point for placing the NTS magnet brackets on the rail is by using the Hoistway
Switch Positioning Table from the “Sheet 01: Getting Started” page of the Smartrise drawings.
This table provides a starting distance for the NTS magnets for V3 software controllers and should
be used for reference only.
The actual distance will be determined by using the “NTS Switch Drive Setup” and the “NTS Switch
Position Setup” procedure in the Smartrise Equipment Installation Manual.
The following example shows the initial installation distance using the Hoistway Switch
Positioning Table for a 350FPM car.
Hoistway Switch
Positioning Table 48” DT3
Up To UT1/ UT2/ UT3/

Speed DT1 DT2 DT3
50 6 6 X
100 6 11 X
40” DT2
150 9 16 X
200 11 21 X
250 13 28 X
300 22 31 X 30” DT1

350 30 40 48
400 38 48 60
450 49 60 70 Bottom Terminal

DZ Magnets
118
The following picture shows the sensor rail placement in regards to the DZ the magnets:
DZ2 Magnet DZ1 Magnet
Final Setup for the Tapeless Landing System

1. Install the CAT5 cables from the “Landing System” breakout boards to the Car-Top
enclosure.
2. Make sure the (DZ) magnets are installed properly at the floor levels. Refer to the
“Magnet Placement” section of the Smartrise manual for additional placement
instructions if required.
3. Verify that the proper signals are flagging on the CT SRU board from the landing system
CIGAR SENSORS
The Door Zone (DZ) and ETS magnets are read by long sensors typically
known as “Cigar Sensors”.
119
UT#/DT# MAGNET ALIGNMENT – RAIL
Top Terminal DZ1: Black North Pole Magnet
Sensor: Black Monostable cigar sensor
Landing Door Placement: Right side of center rail
Zone
DZ2: Lt. Yellow South Pole Magnet
Placement: Left side of center rail
UET: Red/Green Lifesaver Magnets

Sensor: Gray Bistable cigar sensor
Placement: [SEE NOTE]
UT1: Red/Green Lifesaver Magnets

UT2: Red/Green Lifesaver Magnets

DT2: Red/Green Lifesaver Magnets

DT1: Red/Green Lifesaver Magnets

DET: Red/Green Lifesaver Magnets

DZ1: Black North Pole Magnet

Placement: Right side of center rail
Bottom Terminal
DZ2: Lt. Yellow South Pole Magnet
Sensor: Black Monostable cigar sensor Landing Door
Placement: Left side of center rail Zone
NOTE: The actual distance will be determined by using the actual slide distance
determined from the “Slide Distance – Determining ETS Magnet Placement”
procedure on the following pages.
120
UET/DET MAGNET PLACEMENT – RAIL
UET (UET) DZ1

Measure center of Door Zone Magnet down to
middle of Lifesaver magnets
UET
UT1
Initial placement can be determined by

using the “Hoistway Switch Position Table” UT2
on Sheet 01: Getting Started of the
drawings or page 106 of this manual.
Setting Magnet Distance:
1. Follow the “Slide Distance –
Determining ETS Magnet DT2
Placement” in this manual.
DT1
DET
DET (DET)
Measure center of Door Zone Magnet up to DZ1
121
NTS MAGNET PLACEMENT – RAIL
UT# (UNTS) DZ1

Measure center of Door Zone Magnet down to
UET
UT1
Initial placement can be determined by

using the “Hoistway Switch Position Table”
UT2
on Sheet 01: Getting Started of the
drawings or on page 106.
Setting Magnet Distance:
1. Follow the “NTS Switch Setup
Procedure” located in the testing DT2
section of this manual
DT1
DET
DT# (DNTS)
Measure center of Door Zone Magnet up to
DZ1
122
SLIDE DISTANCE
DETERMINATION
PROCEDURE FOR
ETS MAGNET
PLACEMENT
123
PROCEDURE
DET Magnet Placement
1. Install the DET magnet approx. 2’ from the lower terminal landing
DZ magnet.
2. Perform the Learn function (see “Learning the Hoistway” section).
The hoistway has to be learned in order to run the car at full
Contract Speed.
3. After the learn is complete, run the car from the cartop inspection
station above the DET magnet. Remove the magnet and run the car
up to the next door zone above the bottom terminal landing. This
will allow the car to come to an emergency stop without going onto
the buffer.
4. Position the DET magnet on the tape opposite the DZ magnet.
5. Go to MAIN MENU | STATUS | MAGNETS | DZ MAGNET ## and
scroll to the floor the car is currently at. Record the TOP position
for the magnet.
DZ MAGNET FLOOR ##
Top:22’06.87”
Bottom:22’00.87”
Top: ____’ ____.____”
6. Run the car up to a door zone far enough above the magnet for a
full speed run.
124
7. From the machine room, enter a car call to the bottom terminal
landing, sending the car down towards the DET magnet at Contract
Speed (MAIN MENU | DEBUG | ENTER CAR CALLS).
8. As the car passes the DET switch it will get a “F81:DETS Overspeed”
fault and perform an emergency stop.
9. When the car comes to a complete stop, quickly switch the car to
Inspection (MR) before the controller resets and tries to correct
itself.
10. Record the position the car is currently stopped at from the
home screen of the LCD.
Inspection (MR) DZ
..[ | ]PI: 3 T-14
1340 20’11.25”
CMD: 0 FPM: 0
E-Stop Position: ____’ ____.____”
11. Subtract the position from where the car stopped at (Step
#10) from the known position of the DET magnet (Step #5). This will
be the actual slide distance of the car.
Slide Distance (SD): ____’ ____”
12. Position the DET magnet no less than the minimum distance
(refer to the Minimum Distance Equation). Measure from the
middle of the terminal landing DZ magnet up to the top of the DET
magnet.
125
NOTE: This distance is the MINIMUM distance to install the DET magnet.
The magnet can be placed at a greater distance but verify that it is not
outside the highest speed profile’s slowdown distance.
UET Magnet Placement

1. After placing the DET magnet in the correct location, run the car to
just above the newly placed magnet.
2. Turn on Dip Switch #2 (Dip A) and switch the car to Normal.
3. Go to MAIN MENU | SETUP | LEARN MODE COMMANDS | HOMING
RUN. Press enter and select YES.
4. When the car stops at the new DET position (IOs 511/512 = OFF)
press the left arrow button once and scroll down to MOVE TO
BOTTOM. Press enter and select YES.
5. When the car stops at the bottom door zone, turn Dip Switch #2
(Dip A) to OFF and enter a car call to the floor below the top
terminal landing.
6. From CT Inspection, run the car up just below the UET magnet and
remove it.
7. Run the car down to the next door zone below the terminal landing
and position the UET magnet on the tape opposite the DZ magnet.
8. Go to MAIN MENU | STATUS | MAGNETS | DZ MAGNET ## and
scroll to the floor the car is currently at. Record the TOP position
for the magnet.
Top: ____’ ____.____”
9. Run the car down to a door zone far enough below the magnet for
a full speed run.
126
DZ MAGNET FLOOR ##
Top:34’09.06”
Bottom:34’03.06”
10. Enter a car call to the top terminal landing send the car up
towards the UET magnet at Contract Speed (MAIN MENU | DEBUG
| ENTER CAR CALLS).
11. As the car passes the UET magnet it will get a “F80:UETS
Overspeed” fault and perform an emergency stop.
12. When the car comes to a complete stop and the fault “A64:
Stop No DZ” appears on the screen, quickly switch the car to
Inspection (MR) before the controller resets and tries to correct
itself.
13. Record the position the car is currently stopped at from the
home screen of the LCD.
Inspection (MR) DZ
..[ | ]PI: 3 T-14
2340 36’06.75”
CMD: 0 FPM: 0
E-Stop Position: ____’ ____.____”
127
13. Subtract the position from where the car stopped at (from
Step #12) from the known position of the DET magnet (from Step
#8). This will be the actual slide distance of the car.
Slide Distance: ____’ ____”
14. Position the UET magnet no less than the slide distance
measured from the middle of the terminal landing DZ magnet
down to the top of the UET magnet.
NOTE: This distance is the MINIMUM distance to install the UET magnet.
The magnet can be placed at a greater distance but verify that it is not
outside the highest speed profile’s slowdown distance.
Once both magnets are placed in the proper location move the car to the
bottom terminal landing and perform the learn function again (see
“Learning the Hoistway” section). This will save the new locations of the
ETS magnets.
128
ETS Slide Distance Overview
DET Illustration UET Illustration

Once the distance is determined, move the DET Once the distance is determined, move the
magnet at the bottom terminal landing to a UET magnet at the top terminal landing to a
distance equal to or greater than the one distance equal to or greater than the one
calculated in the “DET Magnet Placement” calculated in the “UET Magnet Placement”
procedure. procedure.
129
MANUAL ETS and FINAL LIMIT SWITCHES
ETS Switches
1. The UET and DET are Normally Closed (NC) 24vdc switches.
2. The distance measured from the door zone magnet to the switch
is the same as the ETS magnet placement.
3. Ensure the switch inputs stay low the entire time the car is within
the terminal landing Door Zone.
4. Install both switches so that if the car actuates the final limit switch
the cam will still have the appropriate UET or DET switch actuated.
a. UET: this switch is located at the top terminal landing. It must
be installed within the programmed slowdown distance to
ensure that the controller has already started to slow down by
the time the switch is actuated, or a “UETS Overspeed” fault
can occur.
b. DET: same as UET, but at the bottom terminal landing. This
switch should be placed at a distance measured up from the
center of the bottom terminal landing magnet.
Final Switches
1. The Final Limit switches must be installed in the safety string. Place
the Final switches after the UET and DET switches above (top
terminal) and below (bottom terminal) Door Zone Magnets.
2. The Finals should be installed with a minimum run distance of 3”
from when the terminal DZ magnet Normal Limit is flagged at the
bottom edge of the magnet.
3. Refer to the Final Switch Placement illustrations on the following
pages for tape or beam installations.
130
FINAL SWITCH PLACEMENT - TAPE
Top Final Limit Switch (TFL) - Min 3” travel from Normal Limit
Top Normal Limit - [Activated at DZ magnets edge]
Door Zone Magnet (DZ)
Top
Terminal
Landing
Bottom
Terminal
Landing
Door Zone Magnet (DZ)
Bottom Normal Limit (NL) - [Activated at DZ magnets edge]
Bottom Final Limit Switch (BFL) - Min 3” travel from Normal Limit
131
FINAL SWITCH PLACEMENT – RAIL
Top Final Limit Switch (TFL) - Min 3” travel from Normal Limit
Top Normal Limit (NL) - [Activated at DZ magnets edge]
Double stacked Door Zone Magnet - (DZ1) Black Cigar Sensor

Double stacked Door Zone Magnet - (DZ2) Black Cigar Sensor
Top
Terminal
Landing
Bottom
Terminal
Landing
Double stacked Door Zone Magnet (DZ1) Black Cigar Sensor

Double stacked Door Zone Magnet (DZ2) Black Cigar Sensor
Bottom Normal Limit (NL) -
[Activated at DZ magnets edge]
Bottom Final Limit Switch (BFL) –
Min 3” travel from Normal Limit
132
SMOKE SENSORS,
SHUNT, & LOAD
WEIGHING
133
SMOKE SENSOR SETUP
SMOKE SENSORS
Smartrise controllers include four inputs for connecting smoke sensors. In a 4-

Smoke setup activation of any smoke sensor will put the controller in Fire Recall
operation. In a 3-Smoke setup only Smokes 1 & 2 will put the controller in Fire
Recall operation.
The inputs are: Smoke 1, Smoke 2, Smoke 3, and Smoke 4. See Sheet 2 of the job
prints to determine which SRU board input is configured for each smoke
designation.
During installation, the smoke inputs should temporarily be jumped to M24 until
such time as the smoke sensors are installed. The jumper must be removed when
the smoke sensor is connected. Leave the jumper in place on any smoke input
which will not be used.
Smartrise recommends wiring and programming the smoke inputs in the following
manner for proper compliance with A17.1/B44 safety code. The following table
illustrates the sensor number, the location the sensor is installed and where the car
goes to during activation.
134
Smoke 1 – Smoke 1 will never flash the in-car fire lamp.
This input should connect to the smoke sensors of all the floors served by the
elevator except the Main Level where the Fire Phase 1 key switch is located.
Wire the smoke sensors from all the other floors except the Main Level in series
and connect them to Smoke 1. Do not wire the smoke sensor(s) located at the Main
Level to Smoke 1.
Smoke 1 should be programmed to send the car to the Main Level since its
activation indicates fire at another floor.
Smoke 2 – Smoke 2 should be programmed not to flash the in-car fire lamp.
This input should connect only to the smoke sensor(s) located at the Main Level.
Do not wire any other smoke sensors to this input.
Smoke 2 should be programmed to send the car to the Alternate Level since its
activation indicates a fire at the Main Level.
Smoke 3 – Smoke 3 should be programmed to flash the in-car fire lamp.

This input should connect to any machine room or hoistway smoke sensor whose
activation sends the car to the Main Level.
If the machine room is located away from the Main Level (e.g. on the roof), its
smoke sensor should be connected to this input.
Consult your local code to determine which hoistway smoke sensors should send
the elevator to the Main Level and connect them to this input.
135
Smoke 4 – Smoke 4 should be programmed to flash the in-car fire lamp.
This input should connect to any machine room or hoistway smoke sensor whose
activation sends the car to the Alternate Level.
If the machine room is located at the Main Level, its smoke sensor should be
connected to this input to send the elevator to the Alternate Level.
Consult your local code to determine which hoistway smoke sensors should send
the elevator to the Alternate Level and connect them to this input.
Programming Smoke Sensor Floor Recalls

Go to MAIN MENU | SETUP | FIRE/EARTHQUAKE. For each smoke sensor (1-4) -
Enter the floor location the car is to be recalled to once that sensor is activated.
Note: The Fire Key is the same as Smoke 1.
Programming Smoke Fire Hat Flashing

If the code requires a specific smoke to flash the fire hat in the Car Station and
Hoistway, go to MAIN MENU | SETUP | FIRE/EARTHQUAKE | FLASH ON SMOKE
2~4, set the smoke sensor option to “YES” and then save it.
136
SMOKE SENSOR SETUP ILLUSTRATION – UPPER LEVEL
MACHINE ROOM
137
SMOKE SENSOR SETUP ILLUSTRATION – LOWER LEVEL
MACHINE ROOM
138
SHUNT OPERATION
The Shunt Output is designed to kill the main power to the controller in case of
a fire in the Machine Room. The output on the SRI board allows the controller
to activate an external “Shunt Disconnect” device after the car has moved to the
recall floor and opened its doors.
1. Smoke Sensor activates.
2. Car(s) move to programmed recall floor and open the doors.
3. Shunt Output activates and opens the Shut bypass switch, killing power
to the main disconnect.
NOTE: Battery Lowering Instructions: The ML1/ML2 line (Sheet 3) MUST be ran
through the shunt disconnect so that the BLD won’t power up when the Shunt
disconnect trips. Failure to do this will cause high voltage to be present even
after the main power is cut.
3 Smoke – Group Shunt Setup
The Shunt Output for a duplex setup is two-fold: both the car and group SRU
need to have parameters set to activate the Shunt Operation.
The Shunt input is on the group SRU board via Smoke 3 (IO 531) and the output
for the disconnect is on the individual car’s SRU board, since activation is
dependent on when the car has moved to the recall floor and opened its doors.
1. Group Binary Parameter (MAIN MENU | DEBUG | BINARY PARAMETERS)
a. 00-018.0 = “YES”
b. This changes the smokes to the following:
i. Smoke 1 sends car to Main Floor
ii. Smoke 2 sends car to Alternate Floor
iii. Smoke 3 activates input for Shunt Trip operation
iv. Smoke 4 flashes the In-Car Fire Lamp
2. Car Binary Parameter (MAIN MENU | DEBUG | BINARY PARAMETERS)
a. 13-172.5 = “YES”
3 Smoke – Simplex Shunt Setup

a. 13-172.5 = “YES”
b. When this parameter is set it changes the function of the smoke
inputs to the following:
i. Smoke 1 sends car to Main Floor
139
ii. Smoke 2 sends car to Alternate Floor
iii. Smoke 3 activates output for Shunt Trip disconnect after recall
operation
iv. Smoke 4 flashes the In-Car Fire Lamp
NOTE: Smoke 3 and Smoke 4 have no effect unless either Smoke 1 or Smoke 2
are active. When parameter 13-172.5 is set to “NO” the smokes behave as a 4–
Smoke system. This feature was added in version 2.32b.
4 Smoke – Simplex/Group Shunt Setup
2. The following parameters activate the programmed Shunt Trip Output
when the car has completed Phase 1 recall and has opened its doors at
the recall level. The Shunt Trip Output is only activated if the specified
smoke sensor is active:
a. Shunt Trip on Smoke 1 – 00-088.0 = “YES”
b. Shunt Trip on Smoke 2 – 00-088.1 = “YES”
c. Shunt Trip on Smoke 3 – 00-088.2 = “YES”
d. Shunt Trip on Smoke 4 – 00-088.3 = “YES”
NOTE: These bits are ignored if Binary Parameter 13-172.5 = “YES” (3-Smoke
Setup – Simplex or Group).
LOAD WEIGHING
Traction systems occasionally use a load weighing system that monitors the
weight of the car. The following shows the definitions of the inputs that the
Smartrise SRU uses for the various load weighing devices.
1. Overload – this input will ignore hall and car calls until the load is
lightened.
2. Full Load – this input will still answer car calls but ignore hall calls until
load is lightened.
3. Light Load – this input is used for anti-nuisance purposes. This input will
allow the controller to cancel multiple car calls as long as the light load is
active. The amount of calls accepted can be changed in the parameters.
If you don’t have a load weighing device installed but your system has the
inputs programmed, don’t wire any of the inputs and the car will operate as
if on light load.
140
EMERGENCY POWER &
SAFETY STRING
141
EMERGENCY POWER
The Emergency Power option on the Smartrise controller allows 1 or more cars
to run on a generator during power outages. The following shows the definitions
of the inputs that the Smartrise SRU uses for Emergency Power:
1. On Emergency Power – This input tells the controller that the car is on
Emergency Power. When this input is active the controller will stop the car
at the closest landing and open the doors until the Generator Up to Speed
is active.
2. Generator Up to Speed – This input tells the controller that the generator
is supplying the power to operate the car(s). When this input is active the
car will go into normal operation or if selected by the group board
(duplexes only).
3. Pre-Transfer – This input is used for changing from generator to normal
power. When this input is active the controller will send the car to the
programmed recall landing and open the doors.
142
SAFETY STRING DESCRIPTION
The Safety String is a SERIES based circuit where any open switch will cause the
controller to be inoperative. Wire the Traveler and Safety String to the
appropriate terminals using the provided drawings. The Safety String is
designed to:
1. Operate on 120vac.
2. Pass through a customer installed Stop Switch
and a series of safety switches (buffer, pit,
hatch, finals, machine room stop switch, etc.),
the SF2 relay on the Cartop and through the
Machine Room SF1 relay when commanded.
3. Stops the car immediately if any switch is opened during operation.
4. For Emergency Situations: The Safety String is bypassed by jumping SF1 to
120, allowing the car to run as if the safety circuitry is intact.
5. Hydros – Provides power to the Valve Interface Board (COM) and Fault
contactor.
6. Tractions – Provides power to the M, B1 & B2 contactors.
SAFETY STRING TROUBLESHOOTING

The first step in troubleshooting the Safety String is to determine:
1. Do you have 120vAC at terminal SF2 on the machine room DIN rail?
2. Are there any active faults?
3. Are the proper relays or contactors functioning?
Safety String open:
1. Start by measuring the safety string at the TSF terminal on the machine
room DIN rail.
a. If it measures 120vAC then the open is either in the hoistway or
machine room. Check the PIT, Buffer, Bottom or Top Final switch.
b. If it measures less than 70vAC then the open is on the cartop. Check
the cartop stop switch, car safeties, escape hatch or fire stop -
second pole switch.
143
DOOR OPERATOR
GENERAL
INSTALLATION
MANUAL OPEN/CLOSE – Command the front or rear doors to open or

close (nudge) from any Smartrise station by using MAIN MENU |
SETUP | DOOR SETUP | MANUAL OPEN & CLOSE. However, the
controller must be in Inspection Mode and in a door zone to operate.
You may get a gateswitch fault but that is normal.
144
MOVFR DOOR OPERATOR
NOTE: Verify that the voltage supplied to the door operator from breaker
DR in machine room matches the actual supply voltage (120vac / 240vac)
for the door operator before applying power.
Remove the Temporary Gate switch jumper when installing the Gate Switch circuit.
Remove Temporary DPM jumper at Cartop Input 519 when making permanent DPM
connection from Door Operator. If the DPM is not used then you can jump it to the Gate
Switch terminal. Check provided drawings for correct wiring.
A photoeye may be used as a separate input to the cartop controller or wired into the door
operator. This will need to be installed for the doors to operate correctly. If a photoeye is not
used then jump out the PHE Input to C24 (refer to provided drawings for proper Input
terminal).
Photoeyes can have main power of 24vdc or 120vac.
For 24vdc attach to C24 and REF.
For 120vac attach to 120 and N terminals. Note: Never connect a 120vac photoeye to the
terminals on the SRU board. THE SRU TERMINALS OPERATE ON 24VDC ONLY.
The normally closed contact (NC) can be connected between the door operator “reopen”
terminal and the PHE Input terminal or, if door operator doesn’t support a PHE, then connect
a jumper between C24 and the PHE Input terminal.
Push DIP Switch #3 (third from the top) to the ON position. This bypasses door operation and
hall calls which will be checked later in this procedure.
The MOVFR door operator requires jumpers to be removed when operated by the low
voltage from the Smartrise SRU. See the following figure for jumper location.
MOVFR Control Board

Remove these jumpers to
work with the Smartrise
24vdc signals.
CAUTION: MAKE SURE YOU DON’T OVERTIGHTEN THE SCREW TERMINALS ON THE MOVFR
TERMINAL STRIP. DAMAGE TO THE CONTACT PIN CAN OCCUR.
145
MOVFR DOOR OPERATOR – G.A.L. CERTIFIED PHE
To use a G.A.L. certified light curtain on the MOVFR door operator you must follow the 4 steps listed
below:
1. Insert the G.A.L. programmable chip in socket U5 (DPPC-0001N) as shown below. If you don’t
have this chip then you must call G.A.L. and get it.
2. Remove jumper JP1 located at the end of the terminal strip.
3. Plug the G.A.L. light curtain plug into the orange socket next to the JP1 jumper.
4. IMPORTANT! Connect the PHE input on the SRU board to the REOPEN terminal on the MOVFR.
Make sure the REOPEN COM is connected to C24.
146
IPC DOOR OPERATOR CONTROL MODEL D3000
The IPC D3000 Door Operator Control Board is designed as an interface

control board that operates on the low voltage signals supplied by the
Smartrise SRU. Refer to Sheet 11 of the Smartrise drawings for correct
wiring connections.
D3000 WARNINGS AND NOTES:

1. AC1-AC2 INPUT POWER IS 115VAC. DO NOT OPERATE AT ANY HIGHER VOLTAGE.
2. NEVER APPLY A CAPACITIVE LOAD TO THIS ASSEMBLY. NEVER ADD ANY

CAPACITORS TO THE MOTOR OR TO THE FIELD FOR ANY PURPOSE.
3. DANGER! CAPACITORS STAY CHARGED FOR 10 MINUTES AFTER POWERING OFF.

ALLOW SUFFICIENT TIME BEFORE SERVICING.
4. THIS CIRCUIT OPERATES WITH LETHAL VOLTAGES AND MAY CAUSE SERIOUS
INJURY OR DEATH IF MISAPPLIED.
5. CONTROL POWER {AC1-AC2} MUST BE APPLIED BEFORE MOTOR AND FIELD

POWER {H1-H2}.
6. DO NOT GROUND ANY CONNECTION EXCEPT AC1 AT ANY TIME.
7. TEST FIELD AND ARMATURE FOR INFINITE RESISTANCE TO GROUND. USE A

“MEGGER” IF POSSIBLE.
8. INPUT POWER MUST BE FUSED EXTERNALLY FOR 8 AMPS.
9. DO NOT PLACE ELEVATOR IN SERVICE UNTIL THE SETUP PROCEDURE HAS BEEN
COMPLETED AND DOOR OPERATION COMPLETELY TESTED.
147
MOTOR FIELD MANUAL / AUTO JUMPER SETTINGS
1. SP1 – “FIELD BOOST MANUAL” – CONNECT THIS JUMPER ONLY TO MAKE THE FIELD FOLLOW
THE EXTERNAL STANDBY / RUN INPUT.
IE: RUN = STANDBY CONTACT DE-ENERGIZED; STANDBY = STANDBY CONTACT ENERGIZED
2. SP2 – “AUTO OPEN” – IN THIS POSITION ONLY – FIELD WILL AUTOMATICALLY FOLLOW THE
RUN SETTING IN OPEN DIRECTION AND DEFAULT TO THE STANDBY SETTING IN CLOSE.
3. SP3 – “AUTO CLOSE” – IN THIS POSITION ONLY – FIELD WILL AUTOMATICALLY FOLLOW THE
RUN SETTING IN CLOSE DIRECTION AND DEFAULT TO THE STANDBY SETTING IN OPEN.
4. INSTALL BOTH SP2 – “AUTO OPEN”- AND SP3 – “AUTO CLOSE” – FOR FULL AUTOMATIC
OPERATION
IE: FIELD WILL FOLLOW THE RUN SETTING WHENEVER THE OPEN OR CLOSE PILOTS ARE
ENERGIZED. WHEN BOTH PILOTS ARE DE- ENERGIZED, FIELD WILL FOLLOW THE STANDBY
FIELD POT SETTING.
148
D3000 CONTROL ADJUSTMENTS
1. DOOR OPEN HIGH – OPEN HIGH AND OPEN MED CONTACTS OPEN, ADJUST R11 {4 TURN POT}
2. DOOR OPEN MED – OPEN HIGH CONTACTS CLOSED, OPEN MED CONTACTS OPEN. ADJUST R7
{4 TURN POT}
3. DOOR OPEN LOW – OPEN HIGH AND OPEN MED CONTACTS CLOSED. ADJUST R2 {4 TURN
POT}
4. DOOR CLOSE HIGH – CLOSE HIGH AND CLOSE MED CONTACTS OPEN. ADJUST R23 {4 TURN
POT}
5. DOOR CLOSE MED – CLOSE HIGH CONTACT CLOSED, CLOSED MED CONTACT OPEN. ADJUST
R21 {4 TURN POT}
6. DOOR CLOSE LOW – CLOSE HIGH AND CLOSE MED CONTACTS CLOSED. ADJUST R17 {4 TURN
POT}
7. TRIP THRESHOLD – ADJUST R16 FOR REMAINING DOOR FORCE AFTER TRIP {30LBS@EDGE} {4
TURN POT}
8. CLOSE FORCE – ADJUST R37 TO SET POINT AT WHICH THE DOOR TRIPS TO SLOW SPEED/TQ
UPON AN OBSTRUCTION {4 TURN POT}
9. NUDGE SPEED – ADJUST R27 TO SET THE NUDGE SPEED {4 TURN POT}
10. ACCEL / DECEL – ADJUST R3 AND R1 TO SET RESPECTIVE ACCEL AND DECEL RATES {1 TURN
POT}
11. FIELD CURRENT STANDBY – ADJUST R91 TO SET FIELD OUTPUT VOLTAGE WHEN BOTH OPEN
AND CLOSE PILOTS ARE REMOVED. RANGE OF 50 TO 200 VDC – SET TO 50VDC {1 TURN POT}
12. FIELD CURRENT RUN – ADJUST R92 TO SET FIELD OUTPUT VOLTAGE- SET TO 90 – 100 VDC
RANGE OF 50 TO 200 VDC {1 TURN POT}
TURN POTS CLOCKWISE TO INCREASE FORCE, SPEED or RATE
WARNING! – DO NOT OVERVOLTAGE MOTOR FIELD – DAMAGE TO CIRCUIT CAN

OCCUR! -- GENERALLY ONLY 90 – 120VDC REQUIRED TO OPERATE FIELD AT RUN
149
SET UP INSTRUCTIONS FOR D3000 DOOR OPERATOR
1. INSTALL CONTROL ACCORDING TO IPC HOOK UP DIAGRAM. SET FIELD MANUAL/AUTO
JUMPER SETTINGS AS DESIRED. USE 110V FOR “H1-H2” WHENEVER POSSIBLE IF ADEQUATE
DOOR PERFORMANCE CAN BE OBTAINED.
2. BEFORE APPLYING POWER, PRESET ALL POTENTIOMETERS AS FOLLOWS:
a. 0-HI, 0-MED, C-HI, C-LO to FULLY CCW:
b. 0-LO, C-LO, NUDGE SPD., ACCEL/DECEL to MID POSITION:
c. C-FORCE and T-THRESH to FULLY CW:
d. STANDBY and RUN to ¼ TURN CW.
3. APPLY POWER AND CYCLE DOOR OPEN AND CLOSED. DOOR SHOULD OPERATE ONLY AT
SLOW SPEED SINCE MED AND HI POTS ARE ALL THE WAY DOWN.
a. ADJUST 0-LO AND C-LO AND CAM SWITCHES FOR A SATISFACTORY FINAL OPEN AND
FINAL CLOSE. CHECK FIELD VOLTAGE SETTINGS
b. SET STANDBY FOR APPROX 50VDC. RUN FOR APPROX. 90 – 110 VDC.
4. ADJUST THE OPEN MED AND CLOSE MED POTS FOR APPROPRIATE MIDRANGE SPEEDS AND
ADJUST THE CAM SWITCHES FOR DESIRED SLOW-DOWN POINTS. AT THIS POINT THE
ACCEL/DECEL POTS MAY ALSO BE ADJUSTED TO OBTAIN A QUICK BUT SMOOTH TRANSITION
FROM MEDIUM TO SLOW SPEED.
5. ADJUST OPEN HI AND CLOSE HI POTS FOR THE DESIRED MAXIMUM DOOR SPEEDS AND
ADJUST THE CAMS FOR PROPER TRANSITION POINTS FROM SLOW TO MEDIUM TO HIGH AND
BACK DOWN IN EACH DIRECTION.
6. ADJUST THE ACCEL/DECEL POTS AND FINE TUNE CAM POSITIONS AND SPEEDS FOR THE BEST
DOOR PERFORMANCE POSSIBLE. IT MAY BE DESIRABLE TO START THE DOOR DIRECTLY TO
MEDIUM OR EVEN HIGH SPEED IF VERY HIGH DOOR PERFORMANCE IS NECESSARY. CHECK
FOR SMOOTH OPERATION ON BOTH THE LIGHTEST AND HEAVIEST DOORS IN THE SHAFT. IF
THE TORQUE LIMIT LED BUNKS DURING CLOSING AND DOOR “TRIPS”, THE ACCEL / DECEL OR
TOP SPEED IS SET TOO FAST FOR THE WEIGHT OF THE DOOR AND MUST BE REDUCED.
7. DURING A NORMAL CLOSE (DO NOT OBSTRUCT DOOR). ADJUST CLOSE FORCE POT {R37} CCW
UNTIL DOOR “TRIPS” ON ITS OWN {TQ LIMIT LED SHOULD FLICKER}. THEN ADJUST POT ½ TO
1 TURN CW TO ADD HEADROOM SO DOOR DOES NOT TRIP ON ITS OWN DURING CLOSE. NEXT
ADJUST “TRIP THRESH” (R16) {STEP 8}
8. TURN R16 “TRIP THRESH” POT FULL CCW. ONCE DOOR IS TRIPPED, STALL DOOR AND APPLY
PRESSURE GAUGE SLOWLY. ADJUST THE R16 “TRIP THRESH” UNTIL THE FORCE GAUGE READS
THE MAXIMUM DESIRED FORCE DURING A STALL CONDITION. SINCE DOOR MECHANISMS
VARY IN LEVERAGE OVER THE TRAVEL OF THE DOOR, CHECK THE FORCE AT SEVERAL
DIFFERENT POSITIONS IN THE CYCLE.
NOTE: IF DOOR DOES NOT MOVE IN THE CLOSE DIR, TURN TRIP THRESH OR LOW SPEED CLSE
CW.
9. IF EQUIPPED WITH NUDGING, DURING CLOSING CALL FOR A NUDGE INPUT AND SET THE
NUDGE SPD POT FOR THE DESIRED DOOR SPEED. THIS CAN BE DONE USING THE ON-BOARD
PUSHBUTTONS. IT IS NECESSARY TO PRESS NUDGE AND CLOSE SIMULTANEOUSLY.
10. SET THE CAR FOR NORMAL OPERATION AND VERIFY OPEN AND CLOSE DOOR PERFORMANCE
AT ALL FLOORS. CHECK TO MAKE SURE TORQUE LIMIT LED DOES NOT FLICKER DURING
150
CLOSING (A SHORT BLINK DURING INITIAL OPENING IS OK) AND THAT THE DOOR OPERATION
IS SMOOTH AND DOES NOT BUMP EXCESSIVELY AT THE START OR END OF TRAVEL. VERIFY
THAT THE STALL FORCE IS WITHIN SPECIFICATIONS ON SEVERAL FLOORS.
151
ADJUSTING DOOR DWELL TIMES
You can specify how long the controller keeps the car doors open when answering
a call. Navigate to the MAIN MENU | SETUP | DOOR SETUP menu. Use the
following parameters to set the desired dwell times:
DOOR DWELL HC
This parameter specifies how long the car will keep the doors open after
answering a hall call. It may be desirable to keep the doors open longer when
answering a hall call since the person waiting may not be at the elevator door
when it arrives at the floor.
DOOR DWELL CC
answering a car call.
DOOR DWELL REOPEN

reopening them in response to a photo-eye, safety edge, or Door Open button
being pressed. You may wish to make this timer relatively short.
NO DEMAND DOOR OPEN

This option tells the controller to keep the door open until a call demand is
entered into the system. This option is normally used when an automatic car
door is opposite a swing style hall door.
DOOR TIMEOUT OPEN/CLOSE/NUDGE

These three timers specify the maximum allowed time for the specified door
operation. For example, when the car arrives at a floor, the controller will issue
a door open command. If the controller does not see the Door Open Limit
reached within the specified Door Timeout Open period, it will attempt to cycle
the doors closed and open again. The close and nudge timeouts work in a similar
way for those door operations.
DCB CANCELS DWELL

This parameter allows the Door Close button to cancel the current door dwell
and close the doors. If this parameter is set to “no” then the Door Close button
has no effect during normal operation.
152
BATTERY LOWERING
DEVICE
153
REYNOLDS & REYNOLDS BATTERY LOWERING DEVICE –
“BLD”
The Reynolds & Reynolds RB2-120 (120vac) and the RB2-240 (240vac) is the battery
lowering device Smartrise uses for both their Hydraulic and Traction controllers.
When the controller cabinet arrives, the BLD will have 3 jumpers installed to
operate the controller without the BLD being activated.
1. The jumpers between PWR3 & PWR4 and PWR5 & PWR6 are in place to
bypass the power at the BLD. When these jumpers are removed and the
BLD wiring is properly connected the batteries will start to charge.
2. The jumper between T-CTRL6 & T-CTRL8 is to bypass the Battery Lowering
input on the controller. It will need to be removed for the controller to go
into Battery Lowering operation.
CAUTION – You must remove the bypass jumpers

between the input and output lines (PWR3-PWR4 &
PWR5-PWR6) BEFORE attaching the wires and turning
on the BLD. Otherwise, damage could occur to the
input/output terminals.
Installation
When the controller arrives the BLD will not have its control wires connected.
This is to prevent the batteries from discharging fully during shipping. The
technician must plug these wires in before the BLD is fully functional.
** (SEE CAUTION NOTE ABOVE) **
The three items that need to be plugged
in are:
1. The RED wire to the +B terminal
2. The 9-pin wire harness to the
molex plug (MTC) on the control
board
3. The BLACK wire to the terminal
154
Testing
To test the BLD perform the following steps:
1. Make sure the BLD is properly connected, all bypass jumpers removed and
the batteries have been fully charged (min 24hours).
2. Install a jumper between ML1 & ML2 (see prints for location). This will
activate the BLD input.
3. Verify that the Battery Lowering input is active.
4. Turn off main disconnect.
5. Verify that the output voltages match job specifications.
6. The car should lower to the bottom floor and open the doors. The doors
will open and then close. The DOB inside the car will function but the hall
call button should not.
Troubleshooting
If the input voltages on the BLD are incorrect, follow the section “CHANGING
BLD VOLTAGES”.
If the MOVFR door operator doesn’t’ open, follow the section “MOVFR DOOR
OPERATOR VOLTAGE ISSUES”.
Changing BLD Output Voltages
The RB2-240 can operate at voltages from 200vac to 240vac. The tap on the
main transformer is factory set for 240vac (#7). The output voltage will be
240vac or greater. If the voltage required is less than 240vac then the blue wire
from terminal #7 needs to be moved to the 208vac terminal (7A). This will allow
the output voltages to range from 208vac to 220vac.
155
BLD / MOVFR DOOR OPERATOR VOLTAGE ISSUES
Occasionally a GAL MOVFR door operator will not operate because the output
voltage from the BLD going into the secondary transformer is too high. This
causes the output voltage to exceed the door operator voltage range and the
door operator to fault out. In this case, trimpot “TR” will need to be adjusted to
lower the voltage to the secondary transformer which in turn lowers the output
voltage to the door operator.
The following procedure will allow you to compensate for the voltage
differences in case the voltage cannot be lowered enough using the TR
potentiometer.
1. Determine the voltage output requirement for your job and connect the tap
accordingly. To adjust, see “CHANGING BLD OUTPUT VOLTAGES”:
a. Tap 7 – 240vac
b. Tap 7A – 208vac-220vac
Note: When blue wire is on #7 you cannot lower the voltage down below
240vac. You must move the blue wire to terminal #7A and adjust the voltage up
from 208vac to 220vac (See CHANGING BLD OUTPUT VOLTAGES in
TROUBLESHOOTING section).
2. Turn off main disconnect and start battery lowering.
3. Measure the output of the BLD from Terminal T-PWR Line 3 or 6 to neutral
(N).
4. Adjust the output voltage to the proper range the door operator can run at
by adjusting trimpot “TR” (See picture below).
156
LEARNING THE
HOISTWAY
157
Overview
This part of the manual explains how to learn the hoistway and adjust the car.
Learning the hoistway is the operation where the controller runs the car from
the bottom to the top of the hoistway, recording the location of switches and
door zone magnets it sees along the way. Once the hoistway is learned, the
controller can run on automatic operation and adjustments to the ride and
performance can be made.
Pre-Check
A. Does the car move? If not check the Safety String and for correct Door
Limit and Hall Lock signals.
B. Do the DZ magnets register on the selector when passed over?
C. Is leveling speed < 20 FPM in both directions?
D. On the machine room SRU: does 509/510 go out when at top floor DZ
and 511/512 go out when at the bottom floor DZ?
E. On the LCD screen: when the car moves up is FPM positive and when
moving down is FPM negative?
Procedure
On the Machine Room SRU board put the controller in Learn mode by flipping
DIP Switch #2 (on Dip A) to the right (ON) position. Inspection takes priority over
Learn so be sure all the Inspection/Hoistway Access switches in the machine
room, cartop, and in the car are in the Normal (automatic) position.
The LCD should now show “Learn” on the Home Screen. This indicates the
controller is ready to learn the hoistway. If it still shows “Inspection” then you
need to check to see which inspection input(S) are not powered and jump them
to 24vdc.
A. “Inspection (MR)” machine room inspection.
B. “Inspection (CT)” Cartop Inspection inputs.
C. “Inspection (HA)” Hoistway Access inputs.
D. “Inspection (IC)” In-Car inspection inputs.
There are three main steps involved in learning the hoistway. They are all
performed from the MAIN MENU | SETUP | LEARN MODE COMMANDS menu
of the machine room SRU (this option is only available on the Machine Room
SRU).
158
1. Go to MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS and set to
“YES”.
2. Move the car in Inspection Mode in between the bottom landing and 2nd
landing.
3. Are the DET inputs 511/512 on the Machine Room SRU lit?
a. If not, go to cartop and check the following:
i. Move car next to the DET magnets and check orientation (N/S).
ii. Move car over magnet to verify that IP8300 selector is flagging BZ.
4. Go to MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS and set to
“NO”. Press the Enter button.
5. On Dip A – Turn DIP switch #2 to the ON position.
6. Set the controller Inspection switch to Normal.
7. Go to MAIN MENU | SETUP | LEARN MODE COMMANDS | HOMING RUN
– set to “YES”. Press the Enter button.
8. The car will run down until the DET inputs 511/512 go off. If the car is at the
bottom landing it will move up until the DET inputs 511/512 come on.
9. Press the left arrow key and select MOVE TO BOTTOM and set it to “YES”.
Press the Enter button.
10.The car will run down to the top of the door zone – DZ will be in the upper
right of the screen.
11.Press the left arrow key and select LEARN MAGNETS and set it to “YES”.
Press the Enter button.
12.The car will begin running up at leveling speed until it reaches the top door
zone magnet.
13.When finished turn DIP switch #2 (DIP A) to the OFF position
Troubleshooting
1. HOMING RUN
If the car runs down into the pit or runs up beyond the top floor, it
means that the DET signal is not being seen by the controller. Check to
make sure you don’t have the DET terminals jumped to M24.
2. MOVE TO BOTTOM
If the car goes down into the pit it most likely means that the controller is
not seeing the bottom door zone magnet or the DZ magnet is too close to
the DET magnet. Check that the selector is installed correctly, connected
with a standard CAT5 cable and that the door zone magnet is properly
159
placed with the correct side facing selector. Be sure your leveling speed
is around 10 fpm.
3. LEARN MAGNETS
At the end of the Learn procedure there may be faults that appear on the
screen that are not actually faults but flags that come on during the
procedure.
After turning Dip Switch #2 (DIP A) to off you may get the following
faults/alarms appear on the LCD screen. This does not mean the Learn
was unsuccessful.
A60: Position Error F205: Need to Learn
Press the Left (ESC) arrow button. Wait a few moments and verify that
these faults are not latched by viewing the RED fault light at the top of
the SRU. If the light is not on or goes away then these faults are not
“Active” (current) faults and can be ignored.
4. “F127:TERM LIMITS” FAULT
Go to MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS and set it to
“NO”.
5. “F91: LEARN ERROR” FAULT
The controller did not see the correct number of door zone magnets. Go
to MAIN MENU | DEBUG | ADJUST PARAMETERS and look at parameter
00-000. The number after the “x” indicates the number of floors this car
has. (x05 = 5 floors). Adjust as necessary and re-learn.
(Example: 00-000 x05 = five floors).
6. ETS SWITCH IS OVERLAPPING A DOOR ZONE.
In this case, repeat the learn process and watch the “DZ” indicator on the
Home Screen. See that the indicator comes on as the car passes each floor
and goes off as it leaves. Watch the feet and inches count and make sure
that DZ only comes on at the position of a floor. Also, be sure that you are
not missing a door zone magnet at any floor. Finally, be sure that UET and
DET are flagging on and off correctly.
7. CAR NOT MOVING – DOOR ISSUE
Using the “Car Door” and “Hall Door” data screens verify that the doors
are closed and are getting proper signals.
Doors Closed = GSW / DCL / DPM
Doors Open = DOL
160
ADJUSTING CAR SPEEDS
161
CAR SPEED PROFILES OVERVIEW
Tractions - The Smartrise Controller has individual “Speed Profiles” programmed
to operate the car at different speeds based on demand.
Each Speed Profile has the following:
Speed
The speed the car is expected to achieve (and sustain for 1 second or
more) when that profile is selected for a run.
Slowdown Distance
The distance from the target floor that the controller will command a
speed reduction to leveling speed.
S# All – Changes all settings to same value
S# Up Normal – Changes the slowdown going UP into a floor for ALL
floors (including terminal landings)
S# Down Normal – Changes the slowdown going DOWN into a floor
for ALL floors (including terminal landings)
S# Up NTS – Changes the slowdown going UP into the TOP terminal
landing ONLY
S# Down NTS – Changes the slowdown going DOWN into the Bottom
terminal landing ONLY
Minimum Run Distance
The minimum distance a call must have in order for this speed profile to
be selected for a run.
This setting is the one that determines which speed profile is used
based on the distance the car is traveling (one floor, two floors, etc.).
Hydros only have one Fast and Slow speed so the controller only uses
one Speed Profile (S1) which is equal to the Contract Speed. The slow
speed is normally equal to the leveling speed.
162
The operation of each speed profile must be defined so the speeds
conform to this logic: S8 > S7 > S6 > S5 > S4 > S3 > S2 > S1. A setting
of zero at any “S” speed profile disables that speed setting.
Example: The contract speed of a car is 350FPM. The following
parameters could be defaulted as:
Contract = 350 FPM
Inspection = 50 FPM
Leveling = 10 FPM
S1 (S1 Speed) = 87 FPM (1 – Floor Run)
S2 (S2 Speed) = 175 FPM (2 – Floor Run)
S3 (S3 Speed) = 350 FPM (3 or more – Floor Run)
S4 thru S8 = 0 FPM (Disabled)
In this example, the controller will command any one of the 3
programmed target speeds based on the MINIMUM RUN DISTANCE.
163
Setting the Minimum Run Distance for Car Speeds
Adjust the MINIMUM RUN DISTANCES for every Speed Profile to optimize the
speed the car runs between floors. This is done by going to MAIN MENU| SET UP|
SPEEDS & SLOWDOWNS| S1, S2, etc. | MIN RUN DISTANCE.
NOTE: Do not command too much speed for too short of a rise. This will cause
the car to over shoot the landing and fault the drive.
Example: Using the Speed Profile example below the slowdowns and Min Run
Distance can be programmed as illustrated in the following table:
With a floor height of 10’:

 The Min Run Distance determines what Speed Profile is used based on the
distance of travel requested.
 If the distance of travel falls between two Speed Profiles then the lower
Speed Profile is used.
 Since a 1-Floor run is 10’, the S2 Speed Profile is used because the Min Run
Distance requested falls between the S2 and S3 Speed Profiles.
 A 2 or more Floor run will use the S3 Speed Profile since 2 floors (20’) is
greater than the Min Run Distance for S3 (16’).
164
Adjusting Slowdowns
Note: If the Controller is power cycled or initialized in the middle of the
Hoistway it will NOT command high speed until a terminal landing run has
been achieved.
The controller uses different speed profiles determined by the length of run the
car is going to make. Before you adjust the slowdowns, look at the commanding
car speed on the lower left hand corner of the LCD main screen.
1. To adjust the slowdown distance, make sure you’re adjusting the slowdown
distance in the profile you’re running the car.
a. For instance, using the speed profiles from the previous page, if you’re
running the car and it’s commanding 175FPM then you’ll adjust the S2
Slowdown distances. If it’s running 350 FPM then you’ll adjust the S3
Slowdown distances.
2. Start by adjusting the slowdown distance in the Down direction. Move the
car to the top of the Hoistway.
3. On the Machine Room SRU, go to | MAIN MENU | DEBUG | ENTER CAR
CALLS to enter a car call for a One Floor run DOWN and observe
performance.
4. Note: The car may level for an excessive period of time using the factory
defaults. As the Car is leveling observe the performance and reduce or
expand the slowdown distance to meet a sustained 4-6 inches of Leveling
Speed (or 3-5 seconds) prior to the car reaching floor level and stopping.
5. Adjust all of the Slowdowns Distances in this profile by going to | MAIN
MENU | SETUP | SPEEDS AND SLOWDOWNS | S# | S# SLOWDOWNS | S#
ALL.
6. If more or less slowdown is desired, simply increase or decrease the distance
value in “S1 All” by increasing or decreasing the count value.
7. Now move the car to the bottom of the Hoistway.
8. Enter a car call for a One Floor Run in the up direction to verify that the
slowdown previously adjusted is good.
9. Once the One Floor Profile is adjusted, repeat the same procedure for all the
higher Speed Profiles you may have.
10. When testing the leveling distance, make sure that the car call you entered
is for the correct speed profile.
165
ADJUSTING FLOOR
LEVELS
166
ADJUSTMENT TOO HIGH/TOO LOW METHOD
** CAN ONLY BE DONE FROM THE CT or COP SRU BOARDS **
NOTE: BE SURE RELEVELING IS TURNED OFF BEFORE
ATTEMPTING TO ADJUST THE FLOOR LEVELS.
Navigate to MAIN MENU | SETUP | FLOOR LEVELS | RELEVELING and set it to
“NO”. Make sure to turn it back on after all floor levels have been set.
Bottom Floor
1. Send the car on a call down to the bottom floor.
2. When the car stops, see if it is level with the landing floor.
3. If the car is level you are finished adjusting this floor.
4. If the car is not level, navigate to the MAIN MENU | SETUP | FLOOR LEVELS
| TOO HIGH/TOO LOW screen.
5. Use the up and down arrow keys to specify how high or low the car is relative
to the landing. Save the value. Be sure the car does not leave the bottom
floor until the value has finished saving or that value may get applied to the
next floor the car stops at.
6. Send the car to an upper floor then back down to the bottom floor.
7. If the car stops level with the floor you are now finished adjusting the bottom
floor. If not, repeat steps 1-6.
Intermediate Floors
1. Start with the car below the target floor (the floor you wish to adjust).
2. Send the car on a call up to the target floor.
4. If the car is level go to the TOP FLOOR procedure.
to the landing. Save the value. Be sure the car does not leave the target floor
until the value has finished saving or that value may get applied to the next
floor the car stops at.
7. Send the car down to a lower floor then back up to the target floor. The car
should now stop level with the floor. If not, repeat steps 5-6.
167
8. Send the car to a floor above the target floor.
9. Enter a call to the target floor so that the car comes down into the floor.
10.If the car stops level with the floor you are now finished adjusting this floor.
11.If the car is not level, perform steps 5-6 above.
12.Repeat these steps for all remaining intermediate floors.
Top Floor
1. Send the car on a call up to the top floor.
3. If the car is level you are finished adjusting this floor.
to the landing. Save the value. Be sure the car does not leave the top floor
until the value has finished saving or that value may get applied to the next
floor the car stops at.
6. Run the car down to a lower floor and then back up to the terminal landing.
Repeat steps 4-5 above until car is level when going into landing.
7. You are now finished adjusting the top floor.
NOTE: BE SURE RELEVELING IS TURNED ON WHEN FINISHED

ADJUSTING THE FLOOR LEVELS.
“YES”.
168
ADJUSTING UP/DOWN STOP POINTS METHOD
NOTE: BE SURE RELEVELING IS TURNED OFF BEFORE
ATTEMPTING TO ADJUST THE FLOOR LEVELS.
“NO”. Make sure to turn it back on after all floor levels have been set.
UP STOP POINTS
1. To modify the car’s height going UP into a floor (B + ##) navigate to MAIN
MENU | SETUP | FLOOR LEVELS | UP STOP POINT and scroll to the floor
number to adjust. Change the step value to raise or lower the car’s floor level
with the landing level.
a. If the cars floor is too high going up into the landing lower the B + ##
value – (1 step = 3/16”). If the car is too low going up into the landing
raise the B + ## value.
DOWN STOP POINTS
1. To modify the car’s height going DOWN onto a landing (T – ##) navigate to
MAIN MENU | SETUP | FLOOR LEVELS | DOWN STOP POINT and scroll to
the floor number to adjust. Change the step value to raise or lower the car’s
floor level with the landing level.
a. If the cars floor is too high going down into the landing raise the T – ##
value – (1 step = 3/16”). If the car is too low going down into the
landing lower the T – ## value.
The illustrations on the next two pages show the position of the car in relation to
the floor landing. Adjustments will be made depending on direction of travel.
If the car is going UP into a landing then the value to change will be that landing’s
UP STOP POINTS (B + #).
If the car is going down into a landing then the value will be that landing’s DOWN
STOP POINTS (T - #).
The value to change is determined by where the car stops at the landing.
NOTE: BE SURE RELEVELING IS TURNED ON WHEN FINISHED

ADJUSTING THE FLOOR LEVELS.
“YES”.
169
UP STOP POINTS - Illustration
If the car stops below the floor level the “B” value will need to increase.
If the car stops above the floor level the “B” value will need to decrease.
170
DOWN STOP POINTS - Illustration
If the car stops below the floor level the “T” value will need to decrease.
If the car stops above the floor level the “T” value will need to increase.
171
TESTING PROCEDURES
FOR HYDRO
CONTROLLERS
172
EMERGENCY POWER TESTING
The Emergency Power option on the Smartrise controller allows 1 or more cars
to run on a generator during power outages. The following shows the testing
steps for the Emergency Power function:
1. Step 1 – On Emergency Power – When this input is activated the fault
“F123: Emergency Power” will display on the screen and stop the car
immediately until the Generator Up to Speed input is activated.
a. Pull the wire from the Emergency Power input (if Normally Closed)
or apply 24vDC to the input (if Normally Open).
2. Step 2 – Generator Up to Speed – When this input is activated the simplex
car will go into normal operation. In a group configuration, each car will
move to the recall landing one at a time until all cars are recalled. The car
selected by the group switch will then go into Normal Operation while the
other cars will stay Out Grp.
a. Pull the wire from the Generator Up to Speed input (if Normally
Closed) or apply 24vDC to the input (if Normally Open).
b. On cars with no Generator Up to Speed switch, this input will be
activated with the On Emergency Power input.
NOTE: The time the cars take to recall in a group configuration can make it
appear that the feature is not working. This time is dependent on the
a. Number of cars group,
b. Distance the cars have to travel for recall, and
c. Whether there are cars not in group at time of recall
When performing this test there can be a minimum of 5-6 minutes for a 2-
car group and much longer with more cars.
3. Step 3 – Pre-Transfer – When this input is active the controller will send
the car to the programmed recall landing and open the doors. When the
Emergency Power input is deactivated then the car(s) will go into Normal
Operation.
a. Apply 24vDC to this input to activate this feature.
173
NORMAL LIMIT TESTING SETUP
Special Note:
 When testing the limits at the top landings the car should be empty to
provide the proper speeds.
 When testing the limits at the bottom landings the car should be fully
loaded to overcome the counterweight and provide the proper speeds.
SPEED PROFILES:
 During the various testing procedures certain speeds of your car may
have to be adjusted. These speeds are located in profiles labeled S1, S2,
S3…S8 and are usually different for every job. These profiles are located
in MAIN MENU | SETUP | SPEEDS & SLOWDOWNS.
 Use the following chart to record your car speeds.
MAIN MENU|SETUP|SPEEDS & SLOWDOWNS|S1..S8

S1 Speed: _____ FPM
MAIN MENU|SETUP|SPEEDS & SLOWDOWNS

Contract Speed: _______FPM
Inspection Speed: _____ FPM
Leveling Speed: _______FPM
TOP SPEED PROFILE:

Hydro controllers only have one speed profile as there is only high and
leveling. The S1 profile will be the one that is adjusted for all high speed
testing.
174
NORMAL / NTS STOPPING TEST
1. Move the car to the top landing.
2. Go to your Top Speed Profile speed (S1) in MAIN MENU | SETUP | SPEEDS
& SLOWDOWNS | S1 | S1 DOWN __, record the existing values and
temporarily set the new values to 00001.
a. S1 DOWN Normal – Value:__________
b. S1 DOWN Normal – Set to 00001. Save this parameter.

3. Enter a call DOWN to a couple of intermediate floors to obtain top speed.
Manual car calls will only work from the MR or CT SRU boards.
4. Observe that car achieves top speed, blows through the called floor and logs
an “A64:STOP NO DZ” alarm message. This will confirm that the normal
means of slowdown is disabled.
5. Send the car to the BOTTOM floor and observe that the car stops at the
bottom terminal level. The controller should log a “A72:NTS Overspeed”
alarm. This is normal and will confirm the DOWN NTS setting is functioning
properly.
6. Restore the previous recorded S# DOWN Normal parameter from (Step 2a).
7. Go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S1 | S1
SLOWDOWNS | S1 UP__, record the existing value and temporarily set the
new value to 00001.
a. S1 UP Normal – Value:__________
b. S1 UP Normal – Set to 00001. Save this parameter.
8. With the car at the bottom landing, enter a call UP to a couple of
intermediate floors to obtain top speed. Manual car calls will only work from
the MR or CT SRU boards.
9. Observe that car achieves top speed, blows through the called floor and logs
an “A64:STOP NO DZ” alarm message. This will confirm that the normal
means of slowdown is disabled.
10. Send the car to the TOP floor and observe that the car stops at the top
terminal level. The controller should log a “A72:NTS Overspeed” alarm. This
is normal and will confirm the UP NTS setting is functioning properly.
11. When testing is complete for the bottom landing restore the previous
recorded S# UP Normal parameter from (Step 7a).
175
ETS SLOWDOWN TEST
1. This procedure will test the UET (up) and DET (down) stopping devices. The
procedure will demonstrate that the car will emergency stop (e-stop) as it
passes the ETS locations at contract speed. To demonstrate the operation of
the ETS, both the software normal stopping means and the normal terminal
stopping device (NTS) will need to be bypassed.
2. On MR controller turn on Dip switch #3 to disable door operation during
testing.
3. Prior to starting this procedure take a moment and write down the
parameters for S# Slowdowns. This is found by going to the MAIN MENU |
SETUP | SPEEDS & SLOWDOWNS | S1 | S1 SLOWDOWNS.
4. Write down the following 5-digit number for the parameters below:
a. S1 UP Normal – Value:__________
b. S1 UP NTS – Value: __________
c. S1 Down Normal – Value:__________
d. S1 Down NTS – Value: __________
5. These values will need to be manually restored after the ETS testing is
completed.
6. Command the Car to several floors away from a top terminal and disable the
normal stopping means by:
7. Go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S1 | S1
SLOWDOWNS | UP __.
a. S1 UP Normal – set to 00001. Save this parameter.
b. S1 UP NTS – set to 00001. Save this parameter.
8. Initiate a car call from MAIN MENU | DEBUG | ENTER CAR CALLS to send the
car to the top terminal landing. Manual car calls will only work from the MR
or CT SRU boards.
9. Run the car at contract speed to the top terminal landing and verify that the
car e-stops (faults). The fault should be “F81:UETS Overspeed”.
10.When testing is complete for the top landing restore the previous recorded
S1 UP Normal & S1 UP NTS parameter from (Step 4a-b).
11.Go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S1 | S1
SLOWDOWNS | S1 DOWN __.
a. S1 DOWN Normal – set to 00001. Save this parameter.
b. S1 DOWN NTS – set to 00001. Save this parameter.
12.Run the car at contract speed from several floors above the bottom terminal
176
landing and verify that the car e-stops (faults). The fault should be “F80: DETS
Overspeed”.
13.When testing is complete restore the previous recorded S1 DOWN Normal
& S1 DOWN NTS parameters from (Step 4c-d).
NORMAL/DIRECTIONAL LIMITS TEST

These limits are physical switches electronically calculated by the Smartrise board.
Special magnet placement is required for V3 Hydro systems.
1. Run the car on inspection toward the last door zone in either direction
and verify that the car stops in the direction of travel when it reaches the
last edge of the 2” South Pole magnet.
2. If car did not stop, refer to the “HYDRO DOOR ZONE / TERMINAL LIMIT
MAGNET SPECIFICATIONS” section for proper magnet placement.
Completion:
Once the edge of the magnet is reached the car should stop and “A10: At Bottom
Term” (for bottom landing) or “A9: At Top Term” (for top landing) should be
displayed on the LCD screen.
RE-LEVELING WITH IN-CAR STOP SWITCH (HYDRAULIC

SYSTEM):
1. Make sure releveling is set to “YES” in MAIN MENU | SETUP | FLOOR
LEVELS | RELEVELING
2. Stop car in door zone and turn on In-Car Stop switch.
3. Bleed out valve SLOWLY to allow car to drop out of dead zone but NOT out
of door zone.
4. Car should re-level within a few seconds.
177
REDUNDANCY TEST
1. If there is a grey jumper installed on a Redundant Input:
a. Remove the grey jumper on the terminal you are testing on the SRU
board and then test the input. If a grey jumper is connecting two
terminals then there should only be one wire going to it. When the state
changes on this wired input and the grey jumper is removed then a RND:
fault should occur.
2. If there are two wires going to a redundant input:
a. Remove one wire and test the input. A RND: fault should occur.
BATTERY LOWERING TEST

the batteries have been fully charged (min 24 hours).
178
BUFFER TEST
The physical goal of the buffer test for a hydro system is to run the car at full
speed down onto the buffer under power without dropping the down valve. On
hydro systems this is only done in the down direction to test the car buffer.
Hydro systems:
1. Make sure the hoistway and car-top are clear of any personnel and then
move the car to the center of the hoistway to ensure the car runs at contract
speed.
2. Set all the slowdowns to a value of 00001. This will be done for the fastest
speed (usually S1 for Hydros). To do this go to MAIN MENU | SETUP | SPEEDS
& SLOWDOWNS | S1 | S1 SLOWDOWNS | S1 ALL.
a. Step 1: Record original value of S1 All:__________
b. Step 2: Temporarily change S1 All to 00001 to perform test.
3. On the Din Rail:
a. Jump the UET (UET) to DET (DET) terminals together. This will bypass
the UET / DET switches.
b. Bypass the safety string by jumping terminal SF1 to terminal 120 on
the Din Rail. This will allow you to move the car away from the
overhead/buffer.
4. Enter a Car call to the bottom landing. The car should go full speed onto the
buffer. Care should be taken when operating the car at full speed without
safety features in place.
Test Completion:
1. Restore all slowdown values recorded in Step 2.
2. Run the car in MR Inspection up above the bottom landing door zone.
3. On the Din Rail:
a. Remove the jumper from UET (UET) to DET (DET).
b. Remove the jumper from SF1 to 120.
179
STOP RING TEST – LOW SPEED
move the car to the top landing of the hoistway.
2. Go to MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS and set to “Yes”.
3. Verify that only the UPL valve goes on when moving in Inspection Speed. If
not, go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | INSPECTION
SPEED and lower it enough that only the UPL valve actuates when moving in
Inspection Mode.
4. Bypass upper final limit switch (if installed).
5. Install a jumper from UET (UET Switch) on the din rail to M24.
6. Run car slowly up onto stop ring using Machine Room Inspection mode.
7. When test is complete, lower car back down to the top landing door zone.
8. Set Bypass Term Limits back to “No”.
9. Set the Inspection Speed back to original value (if changed).
LOW OIL / LOW PRESSURE TEST

There are 2 ways of testing for Low Oil or Low Pressure:
1. Low Pressure / Low Oil input programmed

a. While the car is running or stopped at a higher floor, pull the wire
going to the Low Oil / Low Pressure IO.
b. The car should lower to the bottom landing and open the doors.
2. No IO programmed:
a. Start with the car on the bottom landing.
b. Close the gate valve or remove the coil wire on the UPH terminal.
c. Go to MAIN MENU | SETUP | TIMERS | MAX RUN TIME and set it to
010 seconds.
d. Issue a Car Call to send the car to the top floor.
e. In 10 seconds the alarm A50:MLT should appear on the LCD screen
and the car should lower to the lower landing and the fault F29: Out
of Service should appear on the LCD screen.
3. Reset the car by performing a Dip1+Reset on Dipswitch A.
180
LEVELING SPEED TEST (V2.35E OR NEWER ONLY)
1. Navigate to MAIN MENU | SETUP | SPEED AND SLOWDOWNS | LEVELING
SPEED and change the speed to a value greater than 150 FPM. Save this
value.
2. After saving the new value, you should get a ‘F161: Invalid Parameter’ fault
in Active Faults. This indicates that the leveling speed is outside its proper
operational range.
3. Change the leveling speed back to the original value and save. The fault will
automatically reset.
LEVELING ZONE TEST

1. Enter a car call to the bottom landing using MAIN MENU | DEBUG | ENTER
CAR CALLS and put car in Inspection (MR) Mode.
2. Move the car in Inspection Mode about a foot above the bottom landing.
3. Open the doors using MAIN MENU | SETUP | DOOR SETUP | MANUAL OPEN
& CLOSE.
a. Move asterisk under Open and press and hold the Enter button on
the SRU controller. The door icon “[ | ]” will change to “[ < | > ]”
while opening and then to “< >” when they’re fully open. Release the
Enter button at this time and the doors will remain open.
4. Move the Inspection switch back to Normal Mode.
5. Verify that the doors close prior to the car moving. After the doors close the
car will move back to the door zone (DZ) in leveling speed.
181
PRESSURE TEST (HYDRAULIC SYSTEM):
1. Ensure that the MAIN MENU | SETUP | MISC | BYPASS TERM LIMIT is still
set to “Yes”, and run the car on inspection to the top landing. This procedure
ensures the motor’s bypass valve and stop rings operate correctly.
2. In order to test the functionality of the stop ring:
a. Command the Car to the top terminal landing and place in Inspection
MR.
b. Command the car up from the Machine Room and verify the car stops
on the ring.
c. Disable the car bypass terminal limits by going to MAIN MENU |
SETUP | MISC | BYPASS TERM LIMITS and set this parameter to “NO”
and save it.
d. Move the car back down to door zone. If you receive a “Term Limit”
error then go back to MAIN MENU | SETUP | MISC | BYPASS TERM
LIMITS and verify it is saved to “NO”.
3. Place the car in Normal Operation.
4. If experiencing a problem with pressure valve parameter adjustments may
be made by utilizing the following submenu:
a. MAIN MENU | SETUP | TIMERS | UP TO SPEED DELAY : increase or
decrease to allow more or less time for the motor to reach speed
before the controller operates the up valve (UPL).
HYDRO RUPTURE SETUP

1. If you need to setup and adjust the rupture valve you need to move the car
down in a multi-floor run at the highest speed possible.
a. If your Contract speed is < 150fpm then you can increase your inspection
speed to 150fpm and run it the car on Inspection.
b. If your Contract speed is > 150fpm then you have to run the car in
Normal mode. You can place car calls using MAIN MENU | DEBUG |
ENTER CAR CALLS
182
TESTING PROCEDURES
FOR TRACTION
CONTROLLERS
183
NORMAL LIMIT TESTING SETUP
Special Note:
 When testing the limits at the top landings the car should be empty to
provide the proper speeds.
 When testing the limits at the bottom landings the car should be fully
loaded to overcome the counterweight and provide the proper speeds.
SPEED PROFILES:
 During the various testing procedures certain speeds of your car may
have to be adjusted. These speeds are located in profiles labeled S1, S2,
S3…S8 and are usually different for every job. These profiles are located
in MAIN MENU | SETUP | SPEEDS & SLOWDOWNS.
 Use the following chart to record your car speeds.
MAIN MENU|SETUP|SPEEDS & SLOWDOWNS|S1…S8 MAIN MENU|SETUP|SPEEDS & SLOWDOWNS
S1 Speed: _____ FPM Contract Speed: _______FPM

S2 Speed: _____ FPM Inspection Speed: _____ FPM
S3 Speed: _____ FPM Leveling Speed: _______FPM
S4 Speed: _____ FPM
S5 Speed: _____ FPM Top Speed Profile = S__
TOP SPEED PROFILE:

The following tests require changing values in the Top Speed Profile (hereafter
referred to as “S#”) determined from the table above. The Top Speed Profile will
be whatever “S” speed that matches the Contract Speed.
Example:
S3 Speed = 350FPM
Contract Speed = 350FPM
S3 is the profile that will be used for S#
184
NTS SWITCH DRIVE SETUP
The NTS switch parameter defaults for the SRU controller are listed in
the following table:
Car
Speed Parameter # of Switches NTS 1 Trip Threshold NTS 2 Trip Threshold
(FPM)
13-176 x01
<= 300 13-160 xD0
13-161 xD0
13-176 x02
13-160 X80
<= 500 13-161 X80
13-177 xD0
13-178 xD0
L1000A DRIVE SETUP ONLY

1. INITIAL SETUP
a. Place all NTS switches as shown in the drawings.
b. Make sure the drive is outputting approximately 9.5VDC at contract
speed. If it’s not reading close to this value, perform the following
adjustment:
i. Increase or decrease drive parameter H4-02 to increase or
decrease analog output signal from drive.
c. Verify the following NTS parameters are set to their default values. Set
them if necessary.
i. 13-174 = x00 (Trip percentage to use default value)
ii. 13-157 = x00 (Deceleration test to use default rate)
iii. 13-158 = x10 (Treat outputs below 0.6V as stopped)
185
d. Verify all NTS offset values are set to 0.
i. 13-184 = x00
ii. 13-185 = x00
iii. 13-186 = x00
iv. 13-187 = x00
v. 13-188 = x00
vi. 13-189 = x00
vii. 13-190 = x00
viii. 13-191 = x00
e. Set the number of NTS switch sets to 1.
i. 13-176 = x01
f. Set UT1 trip threshold to 9.0V.
i. 13-160 = xE5
g. Set DT1 trip threshold to 9.0V.
i. 13-161 = xE5
2. VERIFY DRIVE DOES NOT FAULT WHEN DOING A QUICK STOP
a. Set deceleration for Quick Stop to 6 ft/s/s.
i. Drive parameter C1-09 = 6
b. Run upward at contract speed and pull UT1 wire from SRU board.
i. Car should stop with an NTS fault.
ii. Verify drive does not fault.
iii. Call Smartrise if drive faults.
c. Run downward at contract speed and pull DT1 wire from SRU board.
GO TO “NTS SWITCH SETUP PROCEDURE”

MAGNETEK HPV900 SERIES 2 DRIVE SETUP ONLY
1. INITIAL SETUP
a. Place all NTS switches as shown in drawings.
b. Verify that when car is stopped, drive is outputting 5.0 VDC. If not,
set the following drive parameters:
i. A1 | Ana 1 Out Offset = 50
ii. A1 | Ana 1 Out Gain = 0.5
186
c. Verify the drive is outputting 5.0 VDC when stopped. If not, increase
or decrease the “Ana 1 Out Offset” parameter to get the value as
close to 5.0 VDC as possible.
d. Verify the drive is outputting 9.5 VDC when running UP at contract
speed and 0.5 VDC when running DOWN. Increase or decrease the
“A1 | Ana 1 Out Gain” parameter to get the value as close to 9.5 VDC
(running UP) and 0.5 VDC (running DOWN) as possible.
e. Verify the following NTS parameters are set to their default values. Set
them if necessary.
i. 13-174 = x00 (Trip percentage to use default value)
ii. 13-157 = x00 (Deceleration test to use default rate)
iii. 13-158 = x10 (Set analog threshold for “stopped”)
iv. Set MAIN MENU | DEBUG | BINARY PARAMETERS | 00-020.2 =
ON
NOTE: (5.0 VDC is zero speed, NOT 0.0 VDC)
f. Verify all NTS offset values are set to 0.
i. 13-184 = x00
ii. 13-185 = x00
iii. 13-186 = x00
iv. 13-187 = x00
v. 13-188 = x00
vi. 13-189 = x00
vii. 13-190 = x00
viii. 13-191 = x00
g. Set the number of NTS switch sets to 1.
i. 13-176 = x01
h. Set UT1 trip threshold to 9.0V.
i. 13-160 = xE5
i. Set DT1 trip threshold to 1.0V.
i. 13-161 = xE5
2. VERIFY DRIVE DOES NOT FAULT WHEN DOING A QUICK STOP
a. Set deceleration for Quick Stop to 6 ft/s/s.
b. Drive parameters:
i. A2 | DECEL RATE 3 = 6.00 ft/s2
ii. A2 | DECEL JERK IN 3 = 8.0 ft/s3
iii. A2 | DECEL JERK OUT 3 = 8.0 ft/s3
187
c. Run upward at contract speed and pull UT1 wire from SRU board.
d. Run downward at contract speed and pull DT1 wire from SRU board.
KEB DRIVE SETUP ONLY

1. INITIAL SETUP
a. Place all NTS switches as shown in the drawings.
b. Verify parameter specifying number of NTS switch matches number
shown on drawings. Cars with contract speeds below 300 fpm usually
have just one set of switches (UT1) and (DT1). Higher speed cars will
have additional sets (UT2/DT2), (UT3/DT3), etc..
c. Parameter 13-176 specifies how many sets. Navigate to MAIN MENU
| DEBUG | ADJUST PARAMETERS. Use up/down arrows to select
parameter 13-176. The value should be as follows:
x01 if 1 set of switches
x02 if 2 sets of switches, etc.
2. VERIFY THE NTS MAGNETS READ PROPERLY AS THE CAR PASSES THEM.
a. As car approaches top terminal, the inputs on the machine room SRU
board, corresponding to the UT# signals (refer to drawings for input
numbers) should change from on to off as the car passes each UNTS
magnet approaching the terminal. As the car leaves the terminal, the
inputs should come on as the car passes each UNTS magnet.
b. The same thing should happen with the DNTS magnets as the car
passes them at the bottom terminal. The LEDs on the DT# input
terminals should go off as the car passes each DNTS magnet,
approaching the bottom terminal. The LEDs should come on as the
car leaves the terminal.
188
3. ON THE KEB DRIVE, SET THE TRIP SPEED FOR EACH SET OF NTS SWITCHES.
a. You can find your run speeds on the machine room SRU board under
MAIN MENU | DEBUG | SETUP | SPEEDS AND SLOWDOWNS
b. If job has one set of NTS switches:
i. Set drive parameter LX17 to 90% of contract speed (0.9 x
contract).
c. If job has two sets of NTS switches:
ii. Set drive parameter LX19 to 90% of contract speed (0.9 x
contract).
iii. Set drive parameter LX17 to 90% of second fastest run speed..
If S3 is your contract speed run then set LX17 to 90% of the
speed specified by S2.
NTS SWITCH POSITION SETUP

1. SET UT1
a. Do a normal, contract speed, run to the top terminal.
b. If car trips on the UT1 switch then:
i. Move UT1 switch toward terminal in 6” increments until a
contract speed run to the top does not trip on NTS.
ii. Now move the switch back away from terminal in 3” increments
until the car does trip.
iii. Finally, move the switch back 3” toward terminal.
c. If car did not trip in step 1.a then:
i. Move UT1 switch away from terminal in 6” increments until a
contract speed run to the top trips on NTS.
ii. Now move switch back toward terminal in 3” increments until
no trip.
2. SET DT1
a. Do a normal, contract speed, run to the bottom terminal.
b. If car trips on the DT1 switch then:
i. Move DT1 switch toward terminal in 6” increments until a
contract speed run to the bottom does not trip on NTS.
189
i. Move DT1 switch away from terminal in 6” increments until a
contract speed run to the bottom trips on NTS.
no trip.
3. SET UT2 (SKIP IF THIS SWITCH IS NOT PRESENT ON YOUR JOB)
a. Set the number of NTS switch sets to 2.
i. 13-176 = x02
b. Do a normal, contract speed, run to the top terminal.
c. If car trips on the UT2 switch then:
i. Move UT2 switch toward terminal in 6” increments until a
contract speed run to the top does not trip on NTS.
d. If car did not trip in step 3.b then:
i. Move UT2 switch away from terminal in 6” increments until a
contract speed run to the top trips on NTS.
no trip.
4. SET DT2 (SKIP IF THIS SWITCH IS NOT PRESENT ON YOUR JOB)
a. Do a normal, contract speed, run to the bottom terminal.
b. If car trips on the DT2 switch then:
i. Move DT2 switch toward terminal in 6” increments until a
contract speed run to the bottom does not trip on NTS.
i. Move DT2 switch away from terminal in 6” increments until a
contract speed run to the bottom trips on NTS.
no trip.
190
NTS SWITCH TESTING PROCEDURE
1. TEST UNTS STOPPING
a. Set Normal Up Slowdown to 0 for whichever speed profile is set to
contract speed. NOTE: Write down original value before setting it to 0.
i. MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S# | S#
SLOWDOWNS | S# UP = 0
b. Do normal, contract speed, run to the top terminal.
c. Verify car trips on the NTS magnets and stops prior to final limit switch.
d. Replace slowdown parameter from 0 to original value.
2. TEST DNTS STOPPING
a. Set Normal Down Slowdown to 0 for whichever speed profile is set to
contract speed. NOTE: Write down original value before setting it to 0.
i. MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S# | S#
SLOWDOWNS | S# DOWN = 0
b. Do normal (contract speed) run to the bottom terminal.
c. Verify car trips on the NTS magnets and stops prior to final limit switch.
d. Replace slowdown parameter from 0 to original value.
EMERGENCY TERMINAL STOPPING DEVICE (ETS)

This procedure will test the UET (up) and DET (down) emergency stopping
devices. The procedure will demonstrate that the car will emergency stop (e-
stop) as it passes the ETS locations at contract speed. To demonstrate the
operation of the ETS the normal terminal stopping switches (NTS) will need
to be bypassed.
1. On MR controller turn on Dip switch #3 to disable door operation during
testing.
2. Prior to starting this procedure take a moment and write down the
parameters for S# Slowdowns. This is found by going to the MAIN MENU |
SETUP | SPEEDS & SLOWDOWNS | S# | S# SLOWDOWNS (S# represents the
highest speed profile).
3. Write down the following 5-digit number for the parameters below:
a. S# UP – Value:__________
b. S# Down – Value:__________
4. These values will need to be manually restored after the ETS testing is
completed.
191
5. Jump H24 to the installed DNTS# switch inputs (refer to Sheet 02 for SRU
terminals):
a. DT1
b. DT2
6. Send the Car to several floors away from the bottom terminal and disable
the down normal stopping means:
7. Go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S# | S# SLOWDOWNS
| DOWN.
a. S# DOWN – set to 00001. Save this parameter.
8. Enter a car call from MAIN MENU | DEBUG | ENTER CAR CALLS to send the
car to the bottom terminal landing. Manual car calls will only work from the
MR or CT SRU boards.
9. Run the car at contract speed to the bottom terminal landing and verify that
the car e-stops (faults). The fault should be F80: DETS Overspeed.
10.When testing is complete for the bottom landing reset the controller with a
Dip #1+Reset and restore the previously recorded S# DOWN parameter from
(Step 3b).
11.Jump H24 to the installed UNTS# switch inputs (refer to Sheet 02 for SRU
terminals):
a. UT1
b. UT2
12.Go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S# | S# SLOWDOWNS
| DOWN.
a. S# UP – set to 00001. Save this parameter.
13.Enter a car call from MAIN MENU | DEBUG | ENTER CAR CALLS to send the
car to the top terminal landing. Manual car calls will only work from the MR
or CT SRU boards.
14.Run the car at contract speed from several floors below the top terminal
landing and verify that the car e-stops (faults). The fault should be F81: UETS
Overspeed.
15. When testing is complete for the top landing reset the controller with a Dip
#1+Reset and restore the previously recorded S# UP parameters from (Step
3a).
192
NORMAL/DIRECTIONAL LIMITS
These limits are physical switches electronically calculated by the Smartrise board
and activated at the outside edge of the terminal landing DZ magnets.
1. Run the car on inspection toward the last door zone in either direction
and verify that the car stops in the direction of travel when it reaches the
last edge of the last door zone magnet.
a. If the floor level is in the middle of the magnet then the limits are
3 inches below the magnet for the bottom terminal -- 3 inches
above for the top magnet. If 3 inches of over-travel is too much,
simply move the bottom magnet(s) up more and move the top
magnet(s) down more in order to achieve your desired result.
b. If magnets are moved in step 1.a then a “Learn” procedure will
have to be performed and floor height settings readjusted at these
locations.
193
REDUNDANCY TEST
1. If there is a grey jumper installed on a Redundant Input:
a. Remove the grey jumper on the terminal you are testing on the SRU
board and then test the input. If a grey jumper is connecting two
terminals then there should only be one wire going to it. When the state
changes on this wired input and the grey jumper is removed then a RND:
fault should occur.
2. If there are two wires going to a redundant input:
a. Remove one wire and test the input. A RND: fault should occur.
MANUAL BRAKE RELEASE TEST
See Addendum III – Traction Brake Pick Operation
BATTERY LOWERING TEST

the batteries have been fully charged (min 24hours).
194
BUFFER TEST
1. The physical goal of the buffer test is to run the car at full speed into the
buffer under power without dropping the brake, thus breaking traction. This
is done in the down direction to test the car buffer and the up direction to
test the counterweight buffer.
2. Set the slowdowns to a value of 00001. This will be done for all the speeds
(S1, S2, and S3) in | MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | S# |
S# SLOWDOWNS | S# ALL.
a. Record original value of S1 All:__________
b. Record original value of S2 All:__________
c. Record original value of S3 All:__________
3. Temporarily change all 3 to 00001 to perform test.
4. Jump out the UET and DET inputs to M24.
5. Jump out the finals by jumping terminal block SF1 to terminal block PIT on
the MR din rail.
6. Set the Brake Drop Delay – Fault to the maximum of 2.55 seconds do this by
going to | MAIN MENU | SETUP | TIMERS | BRAKE DROP FAULT.
7. Ensure the hoistway and car-top are clear of any mechanics.
8. Move the car to a door zone near the center of the hoistway to ensure the
car runs at full contract speed.
9. Enter Car call to the bottom landing.
10.When test is finished restore the S# All slowdowns changed in Step 3.
195
PRESSURE TEST (HYDRAULIC SYSTEM):
1. Ensure that the MAIN MENU | SETUP | MISC | BYPASS TERM LIMIT is still set
to “Yes”, and run the car on inspection to the top landing. This procedure
ensures the motor’s bypass valve and stop rings operate correctly.
2. In order to test the functionality of the stop ring:
a. Command the Car to the top terminal landing and place in Inspection
MR.
b. Command the car up from the Machine Room and verify the car stops
on the ring.
c. Disable the car bypass terminal limits by going to MAIN MENU | SETUP
| MISC | BYPASS TERM LIMITS and set this parameter to “NO” and save
it.
d. Move the car back down to door zone. If you receive a “Term Limit”
error then go back to MAIN MENU | SETUP | MISC | BYPASS TERM
LIMITS and verify it is saved to “NO”.
3. Place the car in Normal Operation.
4. If experiencing a problem with pressure valve parameter adjustments may
be made by utilizing the following submenu:
a. MAIN MENU | SETUP | TIMERS | UP TO SPEED DELAY : increase or
decrease to allow more or less time for the motor to reach speed
before the controller operates the up valve (UPL).
RE-LEVELING WITH IN-CAR STOP SWITCH (HYDRAULIC

SYSTEM):
1. Stop car in door zone and turn on In-Car Stop switch.
2. Bleed out valve SLOWLY to allow car to drop out of dead zone but NOT out
of door zone.
3. Car should re-level within a few seconds.
196
STOP RING TEST – LOW SPEED
move the car to the top landing of the hoistway.
2. Go to MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS and set to “Yes”.
3. Verify that only the UPL valve goes on when moving in Inspection Speed. If
not, go to MAIN MENU | SETUP | SPEEDS & SLOWDOWNS | INSPECTION
SPEED and lower it enough that only the UPL valve actuates when moving in
Inspection Mode.
4. Bypass upper final limit switch (if installed).
5. Install a jumper from UT1 (or UET Switch) on the din rail to M24.
6. Run car slowly up onto stop ring using Machine Room Inspection mode.
7. When test is complete, lower car back down to the top landing door zone.
8. Set Bypass Term Limits back to “No”.
9. Set the Inspection Speed back to original value (if changed).
197
OVERSPEED AND GOVERNOR TEST – MAGNETEK DRIVE
There are three tests to perform for the Overspeed and Governor test; Smartrise
Overspeed test, Governor Switch test and Governor Mechanical test. The
following procedures will test all three items.
Smartrise Controller Overspeed test:

2. Go to the Magnetek Drive Menu Parameter. Adjust Drive A1:
a. Increase the “Contract Mtr Spd” by 50%:
Original Value: _________ x (1.5) = New Value: __________
3. Enter a Car Call in the Down Direction via MAIN MENU | DEBUG | ENTER CAR
CALLS.
4. The drive will run the motor at an increased speed causing it to run faster
than commanded resulting in an overspeed fault. If more speed is required
to achieve an overspeed condition, simply increase this parameter further.
Governor Electrical Switch test:

1. On the Smartrise controller, increase Contract speed by 150% (MAIN MENU
| SETUP | SPEEDS & SLOWDOWNS | CONTRACT SPEED).

NOTE: (Smartrise controllers cannot exceed 900FPM)
2. Set the S# speed by 50%. S# is your highest speed profile on SRU controller.

CALLS.
4. At 125% of rated contract speed the Governor should trip causing the car to
E-Stop.
a. The Governor contact should open and the Machine Room Board Input
should NOT be on.
b. A mechanical reset might be needed if the Governor doesn’t reset
automatically.
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Governor Mechanical test:
1. This test will reuse the settings changed in the previous two tests.
2. Apply a jumper from M24 to the governor input on the Smartrise SRU board.
CALLS.
than commanded. At approximately 125%-150% of rated contract speed the
Governor should mechanically trip causing the car to E-Stop.
Resetting and restoring values:

1. Reset the Magnetek parameter Drive A1 - “Contract Mtr Spd” and the SRU
Contract speed back to original values.
2. Turn on DIP Switch #1 and press the Reset Button.
3. Turn off DIP switch #1 and the Car should return to Normal Operation.
OVERSPEED AND GOVERNOR TEST – L1000A

There are three tests to perform for the Overspeed and Governor test; Smartrise
Overspeed test, Governor Switch test and Governor Mechanical test. The
following procedures will test all three items.
Smartrise Controller Overspeed test:

2. Go to the L1000A Drive Menu Parameter E1-04 and D1-0(x). D1-0x is the
L1000A parameter that matches your highest speed setting on the SRU board
(S1, S2, S3 etc.). Take note of the special condition when changing D1-0(x) in
Step 3b below.
3. Adjust both of these values to 150% higher than currently set:
a. Parameter E1-04
b. Steps to change parameter D1-0(x):
1. Save the original value first
Record original Value here: _________
2. Exit to previous menu and then go back into D1-0(x)
3. Input new value and then save it again.
199
4. Run car down on a multi-floor run. The Smartrise SRU should result in an
overspeed fault.
NOTE: Do not restore original values until after the mechanical governor testing.
Governor Electrical Switch test:

1. On the Smartrise controller, increase Contract speed by 150% (MAIN MENU
| SETUP | SPEEDS & SLOWDOWNS | CONTRACT SPEED). This should now
match the Yaskawa D1-0(x) speed value from previous test.
CALLS.
than commanded. At approximately 125% of rated contract speed the
Governor should trip causing the car to E-Stop.
a. The Governor contact should open and the Machine Room Board
Input should NOT be on.
b. A mechanical reset might be needed if the Governor doesn’t reset
automatically.
Governor Mechanical test:

1. This test will reuse the settings changed in the previous two tests.
2. Apply a jumper from M24 to the governor input on the Smartrise SRU board.
CALLS.
than commanded. At approximately 125%-150% of rated contract speed the
Governor should mechanically trip causing the car to E-Stop.
Resetting and Restoring values:

1. Turn on DIP Switch #1 and press the Reset Button.
2. Turn off DIP switch #1 and the Car should return to Normal Operation.
3. Reset the Yaskawa parameters E1-04, D1-0(x) and the SRU Contract speed
back to original values.
200
EARTHQUAKE COUNTERWEIGHT TEST
This test is designed to test the operation of earthquake and counterweight
logic
1. Make sure the counterweight mid-point parameter is set. Go to MAIN MENU
| SETUP | FIRE/EARTHQUAKE | COUNTERWEIGHT MID PT and input the
midpoint distance of the hoistway. The midpoint distance can be determined
by moving the car in the hoistway level with the counterweight and recording
the step position from the SRU screen, located above the “CMD:” value in
the lower left corner.
Normal Record Midpoint Value here:

.. .. [ | ] PI: 1 ---
4493 60’ __________
02.43”
CMD: 0 FPM: 0
2. Momentarily jump either of the EQ (+/-) terminals on the Machine Room DIN
rail to the Earth Ground terminal on the DIN rail.
3. The Car should stop and correct away from the counterweight to the nearest
landing. There it will open the doors, fault out, and go out of service.
4. To reset: Make sure the counterweight input is high (LED is on) and then
press the reset button. This will reset the Earthquake logic.
LEVELING ZONE TEST

6. Enter a car call to the bottom landing using MAIN MENU | DEBUG | ENTER
CAR CALLS and put car in Inspection (MR) Mode.
7. Move the car in Inspection Mode about a foot above the bottom landing.
8. Open the doors using MAIN MENU | SETUP | DOOR SETUP | MANUAL OPEN
& CLOSE.
a. Move asterisk under Open and press and hold the Enter button on
the SRU controller. The door icon “[ | ]” will change to “[ < | > ]”
while opening and then to “< >” when they’re fully open. Release the
Enter button at this time and the doors will remain open.
9. Move the Inspection switch back to Normal Mode.
10. The doors will close and the car will move back to the door zone (DZ) in
leveling speed.
201
UNINTENDED MOVEMENT
This test is designed to test the operation of the rope gripper in the event that the
car moves unintentionally in a door zone with the Hall AND Car doors open. This
test is normally performed in Normal Operation mode. NOTE: If performing this test
in Inspection MR mode, make sure Binary Parameter 00-110.4 is set to “Yes”.
1. Verify that (DIP A) Dip switch #3 on the machine room SRU controller is not
on.
2. Go to MAIN MENU | SETUP | DOOR SETUP | NO DEMAND DO to “YES” and
SAVE it.
3. Enter a car call to the bottom landing.
4. The car should remain at the landing with the Hall AND Car doors open so
long as another Hall or Car call is not entered.
5. Manually lift the brake by:
a. Install a jumper from M24 to A1 on the PICK relay.
b. Install a jumper from REF to A2 on the PICK relay.
6. Manually compress/close the M and B contactors. This will apply a picking
voltage to the brake and it should lift.
a. For PM only: Go to MAIN MENU | DEBUG | ADJUST PARAMETERS and
record the value for 13-175, then change it to x00. This will allow the
Ebrake to stay picked until an emergency situation occurs.
Original Value: x______ New Value: x00
7. The car should drift up. If not the gearing of the machine may be low such
that it may have to be turned via a wrench with the brake lifted.
8. If car still doesn’t move try raising the car to the top landing and putting in
weights to overcome the counterweight.
9. As soon as the controller detects an out of Door Zone state with the doors
open the Controller will drop the Gripper.
10. Release the Brake or M and B Contactors.
11. If the doors did not close automatically, place the Car on Inspection MR and
go to MAIN MENU | SETUP | DOOR SETUP | MANUALLY OPEN AND CLOSE
and close the doors manually by moving the asterisk under the NUDGE
option and holding the ENTER key.
12. Remove all jumpers from the PICK relay.
a. For PM only: Restore the recorded value from step 6a back into 13-175.
13. Turn on DIP Switch #1 and press the Reset Button. The E-Brake fault may
require a power cycle to clear.
202
14. Turn off DIP Switch #1.
15. On the SRU go to MAIN MENU | SETUP | DOOR SETUP | NO DEMAND DO to
“NO” and SAVE it.
16. Set the car back to Normal Operation mode. The car should correct to the
floor.
RACK AND PINION DROP TEST

Setup
1. Move car to top landing
2. Pick the brakes by:
a. Install a jumper wire between 120 and SF1 on the Din Rail.
b. Install a jumper wire between M24 and A1 of the Pick relay.
c. Install a jumper wire between REF and A2 of the Pick relay.
Testing
1. Manually press in the M and B contactor. This will allow the car to drop.
2. When the car reaches the over speed threshold it will trip the over speed
device, and the car should come to a stop.
3. The Smartrise controller should register a governor fault at this time.
Restore
1. Install a jumper wire between M24 and the Governor input
a. Refer to the drawings – Sheet 2 or the supplied IO sheet located in the
binder for the location of the Governor input.
2. Put the car into MR Inspection mode and run the car up 8” or so to unlock
the over speed device.
3. While still in MR Inspection move the car down until the top of car can be
accessed.
4. Reset the over speed device located on top of the car.
5. Remove previously installed jumpers:
a. M24 and the governor input
b. 120 and SF1 on the Din Rail
c. Pick Relay:
i. M24 to A1
ii. Ref to A2
6. Turn off MR Inspection Mode
203
LOSS OF TRACTION TEST (2010 code compliance only)
TESTING NOTES:
This procedure is for Traction cars only. This test causes the controller to fault
when it commands a speed and receives no car speed feedback, simulating
loss of traction.
SETUP
1. Go to MAIN MENU | DEBUG | BINARY PARAMETERS
a. Enter 00-017.7 and change it to “NO”. Save value.
2. Disconnect the DP1/DP2 wires from the Car (CT) SRU board.
3. Go to MAIN MENU | DEBUG | ENTER CAR CALLS and enter a call to another
floor.
The car may move slightly prior to faulting out with a ‘F71: Speed Dev Err’ fault.
When this fault occurs the car will stop and will not run until reset. In order to
get the car operational again the technician will have to manually reset the
system by turning on Dip Switch 1 (on Dip A) and pressing the Reset button at
the top of the SRU board.
** Power cycling the controller will not work. **
RESTORE
1. Reconnect DP1/DP2 wires.
2. Turn on Dip1 (on Dip A) and push the Reset button to clear this fault.
3. Turn off Dip Switch 1.
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OTHER ADJUSTMENTS
ACCESS TOP/BOTTOM LIMITS:
1. To set the access distance, simply adjust the parameters ACCESS DIST TOP
and ACCESS DIST BOTTOM located under MAIN MENU | SETUP.
POSITION INDICATOR VIA CE:
1. Floor labels can be programmed at MAIN MENU | SETUP | PI LABELS if a CE
micro-com or Emotive fixture is installed.
RESYNCHING - HYDROS
1. Set real-time clock time/date at MAIN MENU | SETUP | REAL-TIME CLOCK
2. Set releveling to Yes in MAIN MENU | SETUP | FLOOR LEVELS | RELEVELING
3. Set resynch start time at MAIN MENU | SETUP | MISC | RESYNCH START
TIME
4. Set resynch duration at MAIN MENU | SETUP | MISC | RESYNCH DURATION
SIMPLEX PARKING SETUP

1. Go to MAIN MENU | SETUP | GROUP SETUP | PARK DELAY TIME to setup the
delay time until the car goes into park mode (000 secs)
2. Parameter 00-083 sets the park floor in MAIN MENU | DEBUG | ADJUST
PARAMETERS
a. (x00 = bottom floor, x02 = 2nd floor, etc.)
b. Example: PI for a 4 stop is labeled: G, L, 2, 3
i. 00-083 = x00 car will park at G,
ii. 00-083 = x01 will park car at L, etc.
HYDRO RUPTURE SETUP
2. If you need to setup and adjust the rupture valve you need to move the car
down in a multi-floor run at the highest speed possible.
a. If your Contract speed is < 150fpm then you can increase your inspection
speed to 150fpm and run it the car on Inspection.
b. If your Contract speed is > 150fpm then you have to run the car in
Normal mode. You can place car calls using MAIN MENU | DEBUG |
ENTER CAR CALLS
205
SMARTRISE MENU DEFINITIONS
 MAIN MENU | STATUS |

 I/O
 INPUT GROUPS
 Displays the real time status of any programmed input.
 MAGNETS
 DZ1 Top/Bottom for all floors
 Displays the precise location, in feet and in counts, of the Top and Bottom on every programmed
DZ magnet.
 SWITCHES
 HOISTWAY SWITCHES (UET/DET)
 Displays the precise location, in feet and in counts, of the UET and DET switches.
 HALL BOARDS
 ACCESS BOTTOM
 Displays the communication and button status of the Access Bottom Hall Board.
 ACCESS TOP
 Displays the communication and button status of the Access Top Hall Board.
 FIRE RECALL
 Displays the communication and button status of the Fire Recall Hall Board.
 EMS
 Displays the communication and button status of the EMS Hall Board.
 HALL CALL BOARDS (F/R)
 Displays the communication and button status of the Riser Hall Board.
 HALL LANTERNS (F/R)
 Displays the communication and button status of the Lantern Hall Board.
 MAIN MENU | FAULTS |
 ACTIVE
 Displays current active faults that are preventing the car from running.
 LOGGED
 Displays the 15 latest faults stored in the board’s non-volatile memory with the most recent faults at
the bottom.
 CLEAR LOG
 Clears the fault log history.
 MAIN MENU | SETUP | SPEEDS & SLOWDOWNS |
 CONTRACT
 Sets the Contract speed the car should or is actually running at. See actual car speed next to “FPM” to
see if this value is correct.
 INSPECTION SPEED
 Sets the speed the Controller uses for all inspection modes. By code this speed may not exceed 150
FPM.
 LEVELING SPEED
 Sets the speed the Controller uses while leveling in a Door Zone.
 RELEVELING SPEED
 Sets the speed the Controller uses while releveling in a Door Zone.
206
 LIMITED SPEED
 Sets the speed a user can program to prevent the car from over-speeding.
 S1
 S1 SPEED
 Speed set for S1. For tractions this is usually the slowest speed for the car. For Hydro’s this is
usually the contract speed.
 S1 SLOWDOWNS
 S1 ALL
 This parameter will set the same level for the Up and Down Normal and NTS slowdowns. Use
this if individual slowdowns are not needed.
S1 UP NORMAL
 This is the slowdown distance for a car traveling Up into all Door Zones.
 S1 DOWN NORMAL
 This is the slowdown distance for a car traveling Down into all Door Zones.
 S1 MIN RUN DISTANCE
 Sets the Minimum Run Distance needed to activate the S1 speed profile.
 S2, S3…S8
 These are separate speed profiles with S1 being the slowest and S8 being the fastest (example: S1 =
50 FPM / S2 = 100 FPM / S3 = 200 FPM / etc.). These profiles contain the same menu selections as S1
above and are set according to job specific speed requirements. Hydros usually only use the S1 profile
since the valves are only one speed.
 NUMERIC CMD SPEED
 When enabled (Yes) this parameter will display the “CMD” speed numerically. Otherwise it will
display the commanded speed in English (e.g. High).
 At the beginning of a run the time between a nonzero speed command and the Brake Pick command.
 MAIN MENU | SETUP | FLOOR LEVELS |
 TOO HIGH/TOO LOW
 This enables the user to set the car to floor level by pressing the up or down arrow keys.
 DEAD ZONE SIZE
 This feature sets the maximum distance, in counts, the car is permitted to drift or creep
before a re-level command is issued. This parameter should not be changed.
 RELEVELING
 When this parameter is enabled (Yes) the controller will correct for out of Dead Zone
conditions. Otherwise the controller will not make automatic corrections.
 RELEVEL DELAY
 This parameter defines the time the controller will wait before engaging a Relevel command
while in a Door Zone’s Dead Zone.
 UP STOP POINTS
 This parameter permits the user to make advanced adjustments to floor levels. The stop
point defined here is the point in the specific floor magnet where the leveling command is
removed.
 DOWN STOP POINTS
 This parameter permits the user to make advanced adjustments to floor levels. The stop
point defined here is the point in the specific floor magnet where the leveling command is
removed.
207
 MAIN MENU | SETUP | TIMERS
 BRAKE HOLD TIME
 The time interval between a Brake Pick command and a Brake Hold command.
 BRAKE DROP (NORM)
 After a Brake Drop command, the time the controller waits before asserting a Brake Drop command
in Normal mode.
 BRAKE DROP (INSP)
in Inspection mode.
 BRAKE DROP (FAULT)
during a fault condition.
 DC FIELD ENABLE
 DC Traction controllers only. The time after a run command the controller waits before asserting the
DC Field enable output.
 MOTOR ENERGIZE DELAY
 The duration the controller waits for the motor to become energized.
 RUN DROP (NORM)
 This timer adjusts the duration of time after the Brake Drop command is given to remove the zero
speed command. The drive and controller are still in control of the motor but after the brake has
dropped. This timer aids in preventing roll back in Normal mode.
 RUN DROP (INSP)
dropped. This timer aids in preventing roll back in Inspection mode.
 RUN DROP (FAULT)
dropped. This timer aids in preventing roll back during a fault condition.
 SAF DROP DELAY
 At the end of a run, this timer adjusts the time the controller waits to drop the brake after a zero
speed command is given.
 MAX FAULT DELAY
 This timer is how long the controller will try to attempt an orderly stop, or under drive power.
 SAF REPICK DELAY
 After the Pump Off Delay expires, the amount of time the controller will wait to activate the SF1
relay.
 MAX RUN TIME
 The maximum time allowed for the motor to run without the car reaching the destination. If this
occurs a F114: run too long fault occurs.
 FAN & LIGHT TIME
 For application with timed cab lighting: this defines the time the controller will keep cab lighting on
after a hall or car call.
 MAIN MENU | SETUP | LEARN MODE COMMANDS |
 HOMING RUN
 Moves the Car to the DET magnet/switch. If no DET is present the car will hit the buffer.
 MOVE TO BOTTOM
 Moves the car to DZ magnet below the DET. If no switch is present the car will hit the buffer.
 LEARN MAGNETS
208
 Learns the position of all magnets for programmed landings.
 MAIN MENU | SETUP | DOOR SETUP |
 MANUAL OPEN AND CLOSE
 Allows the user to open or nudge the doors closed on any mode of inspection.
 DOOR DWELL HC
 The amount of time the controller will wait before asserting door close at the lobby. This time may be
canceled by pressing the door close button or a car call button.
 DOOR DWELL CC
 The amount of time the controller will wait before asserting door close at a non-lobby landing. May
be canceled as above.
 DOOR DWELL REOPEN
 The amount of time the controller will wait before asserting the Door Close (DC) command after a
reopen command is given.
 NUDGING TIME
 The amount of time the controller will permit the photo eye (PHE) to be obstructed before asserting a
nudging command. If left at “0” door nudging will be disabled.
 LOCK CLIP TIME
 The amount of time the controller will disregard an open hall lock. This prevents intermittent
interlock faults and for safety reasons this timer should not exceed .5 seconds.
 PREOPENING
 When enabled (Yes) this parameter enables preopening of the doors while the car is leveling and in a
Door Zone. Enabled after properly calibrated.
 NO DEMAND DOOR OPEN
 Allows the user to keep the car doors open at a landing with no active calls present.
 DC ON ANY MOVE
 Applies a squeeze command when the car moves in any direction.
 DETECT DOOR JUMPERS
 With this setting enabled (Yes) the controller will check that the gate switch and hall lock inputs mate
and de-mate each time a door cycle occurs. Do not adjust without direction from Smartrise.
 TIMEOUT OPEN
 This timer is the maximum length of time the controller will expect the Door Open Limit (DOL) to
activate after issuing a Door Open (DO) command.
 TIMEOUT CLOSE
 This timer is the maximum length of time the controller will expect the Door Close Limit (DCL) to
activate after issuing a Door Close (DC) command.
 TIMEOUT NUDGE
 This timer is the maximum length of time the controller will expect the Door Close Limit (DCL) to
activate after issuing a Nudge command.
 AUTO CLOSE
 Turns on/off the auto close command (DC) for automatic doors.
 AUTO OPEN
 Turns on/off the auto open command (DO) for automatic doors.
 SWING REOPENS CAR
 For manual hall swing doors: when enabled (yes) opening the swing door will cause the controller to
issue a door reopen command.
 DC WARNING TIME
 This timer is the amount of time the door close buzzer goes off prior to the controller issuing a Door
Close (DC) command.
209
 DCB CANCELS DWELL
 When enabled (Yes) “DCB” neglects the door dwell time and closes car doors.
 ANTI-NUI DO W/O PHE
 How many calls allowed without a break in PHE before cancelling calls.
 NUDGE OUTPUT NORMAL
 When set to “NO” the Nudge output will be set to Normally Closed (NC).
 MAIN MENU | SETUP | GROUP SETUP |
 CAR ID
 Sets the Controller Car ID. For Group systems this specifies car number. For simplex systems this
should default at 000.
 PARK DELAY TIME
 Set the amount of time the controller will wait before issuing a park command. If set to “0” the
controller will NOT issue a park floor command.
 MAIN MENU | SETUP | FIRE/EARTHQUAKE |
 ON SMOKE 1/KEY GO TO
 Sets the commanded floor when either Smoke 1 trips or when the fire recall key is turned on.
 ON SMOKE 2 GO TO
 Sets the commanded floor when Smoke 2 trips.
 RESET TO EXIT PHASE 1
 When enabled (Yes) a phase 1 key reset is required to return the car to normal operation after the
fire recall sequence.
 LATCH SMOKES
 If enabled (Yes) a momentary trip of a smoke input will latch Fire Recall. If set to No the controller
will return to Normal operation after the Smoke input is remade.
 LATCH PHASE 1 KEY
 If enabled (Yes) a momentary contact of the Fire Recall Switch will put the controller in Fire Recall
Mode. If disabled (No) the Fire Recall Switch must remain “On” until the car is placed on Fire Phase 2.
 PHASE 1 BYPASS
 When enabled (Yes) the controller will permit the fire recall system to be bypassed via a key switch.
Do not adjust without Smartrise
 DOL TO EXIT PHASE 2
 When enabled (Yes) the controller will exit phase 2 operation when the DOL is achieved.
 PH2 DOB MOMENTARY
 If enabled (Yes), allows user to press “DCB” once instead of holding to close car door.
 FLASH SMOKE 2
 Regardless of sequencing, if Smoke 2 is tripped the controller will illuminate the fire hat
intermittently as required by group 4 code.
 FLASH SMOKE 3
intermittently as required by group 4 code.
 FLASH SMOKE 4
intermittently as required by group for code.
 COUNTERWEIGHT MID POINT
210
 Sets the position at which the counterweight will pass the car.
 MAIN MENU | SETUP | ACCESS DIST TOP |
 Sets the allowable distance the car is allowed to travel down on Top Access.
 MAIN MENU | SETUP | ACCESS DIST BTM |
 Sets the allowable distance the car is allowed to travel up on Bottom Access.
 MAIN MENU | SETUP | PI LABELS|
 This feature permits the user to label any landing to a 2 digit alpha-numeric or numeric configuration.
 MAIN MENU | SETUP | REAL-TIME CLOCK|
 TIME
 This feature sets the internal clock time for fault identification.
 DATE
 This feature sets the internal clock date for fault identification.
 MAIN MENU | SETUP | LOCAL INPUTS |
 The feature allows the user to see if the Smartrise SRU is registering an input. The inputs are board
specific; For example, when looking on the Car Top SRU it will show just the Car Top inputs.
 MAIN MENU | SETUP | LOCAL OUTPUTS |
 The feature allows the user to see the programmed output configuration for any Smartrise SRU. For
example, if using the Machine Room SRU this would allow the user to see all programmed outputs on
the Machine Room Board.
 MAIN MENU | SETUP | SECURITY |
 ENABLE CC LOCKOUT
 When enabled (Yes) input(s) will become actively monitored to secure all car calls. The input requires
a 24VC input from the security source.
 TIMED LOCKOUT HC
 When enabled (Yes) the controller will lock out all Hall Calls in the programmed time period below.
 USE FLOOR CODES
 When enabled (Yes) the user set codes for each floor are now active.
 IND SRV OVERRIDES
 When enabled (Yes) Independent Service will override all Car Call security specifications.
 START TIME (M-F)
 When timed Hall or Car call is enabled this parameter defines the time of the day Mon-Fri the
controller will start locking out the call.
 STOP TIME (M-F)
 When timed Hall or Car call is enabled this parameter defines the time of the day Mon-Fri the
controller will stop locking out the call.
 START TIME (S-S)
 When timed Hall or Car call is enabled this parameter defines the time of the day Sat-Sun the
controller will start locking out the call.
 STOP TIME (S-S)
 When timed Hall or Car call is enabled this parameter defines the time of the day Sat-Sun the
controller will stop locking out the call.
 PER FLOOR OPTIONS
 FLOOR # (F) 24/7
 This parameter turns on security for the front door of Floor # for 24hrs/7days week.
211
 FLOOR # (R) 24/7
 This parameter turns on security for the rear door of Floor # for 24hrs/7days week.
 FLOOR # (F) TIMED
 This parameter turns on security for front door of Floor # based on time of day.
 FLOOR # (R) TIMED
 This parameter turns on security for rear door of Floor # based on time of day.
 ACCESS CODE (F)
 This parameter will set an access code to be used for accessing the front door of a security
enabled floor.
 ACCESS CODE (R)
 This parameter will set an access code to be used for accessing the rear door of a security
enabled floor.
 MAIN MENU | SETUP | MISC |
 BYPASS TERM LIMITS
 When enabled (Yes) permits the controller to move above or below the bottom and top Door Zone
magnets on inspection only.
 EMERGENCY POWER
 When set to Yes the controller will monitor an Emergency Power input to determine when to initiate
emergency power operation.
 MONITOR BPS
 When set to Yes the controller will monitor the brake pick switch on the input it is wired to.
CAUTION! Setting this function to No will ignore the brake pick switch which could lead to a
dangerous situation, and possibly a fire if the brake doesn’t open and the car is still running.
 BPS IS N.C.
 Allows the user to change the input for the brake pick switch from normally open (NO) to normally
closed (NC).
 NUM COP EXP BOARDS
 This parameter defines how many extra COP boards the controller is expecting. This parameter is
only pertinent to specific applications.
 HOLD WITH PICK
 Not used for hydraulic applications
 RESYNC START TIME
 For hydraulic applications only. This parameter defines the time to initialize the jack re-synchronizing
command.
 RESYNC DURATION
 For hydraulic applications only. This parameter defines the duration the controller will remain in jack
re-synchronization.
 SABBATH
 Sets the car to automatically run to every floor, stop, and open the doors.
 UP VALVE UL WHEN UH
 This turns on the UPL valve when the UPH valve is actuated (Hydros Only).
 MAIN MENU | SETUP | DEFAULT ALL |
 Defaults all parameters to the conditions listed here. If DIP switch one is placed down in conjunction
with a default all critical values will be defaulted as well.
 MAIN MENU | DEBUG |
 ENTER CAR CALLS
 Allows the user to input a car call from the Car Top or the Machine Room.
212
 VIEW MEMORY
 This is a troubleshooting parameter that is reserved for factory setup. Do not change unless directed
by Smartrise.
 ADJUST PARAMETERS
 These are troubleshooting parameters that are reserved for factory direction. Do not change unless
directed by Smartrise.
 BINARY PARAMETERS
 These are parameters that can be changed by the installer to adjust operation. Refer to Addendum V
for a complete list of parameters currently available.
 COMM STATUS
 This is a troubleshooting parameter that is reserved for factory direction. Do not change unless
directed by Smartrise.
 PASSCODE
 The 5-digit password required to enable Normal Operation. The passcode can be obtained from the
Smartrise Accounting Dept.
 MAIN MENU | SETUP | ABOUT |
 Describes the controller board, job name and software version the controller is using.
213
FAULTS &
ALARMS
Each SRU board maintains a log of the
last 15 faults and alarms.
214
DESCRIPTION
Many faults are caused by loose wiring or cables. Check the wiring
associated with the fault item before contacting Smartrise. On CAT5
cables, reseat cable in net port making sure that locking tab is fully
secure.
Each SRU board maintains a log of the last 15 faults and alarms.
The fault log is maintained even if the controller is powered off.
To view this fault history, navigate to:
MAIN MENU | FAULTS | LOGGED FAULTS
The fault log is displayed as a list of faults and alarms with the newest faults at the
bottom of the list. Scroll up and down to see the list if the last 15 faults and alarms.
10:30P F123:Emergenc
05:01A F23:Hall Lock
07:30A A22:Relevelin
*09:45A F207:Door Clo
To get detailed information on a particular fault or alarm, move the cursor next to
that fault and press the ENTER button.
Below is an example of how faults are displayed on the Fault Detail screen.
F207:Door Close Fail Fault number and description

09:45:40A, Date=28th
PI:02, 10’03.75” Time and date when fault occurred
FPM:0 C-M-0-0
Car PI and position when fault occurred
Extra byte 2
Extra byte 1
ETS position
CPU that detected the fault
Car speed when fault occurred
215
The time and date indicate when the fault was written to the log. It is important
that the real-time clock be set properly to have an accurate idea of when the faults
occurred.
The PI shows the floor label of the closest doors zone magnet and the position
shows feet and inches.
FPM indicates how fast the car was moving.
Four additional indicators on the bottom row show CPU, ETS position, and Extra
Bytes 1 and 2.
C–M–0–0
CPU that ETS Extra Extra
detected the Position Byte 1 Byte 2
fault
Extra Byte Definitions

CPU Computer that Detected the Fault or Alarm
A Machine Room SRU, J21 processor
B Machine Room SRU, J22 processor
C Cartop SRU, J21 processor
D Cartop SRU, J22 processor
ETS Meaning State of ETS Switches when Fault or Alarm Occurred

Position
B Bottom DET switch was open, UET switch was closed.
M Middle Both DET and UET switches were closed.
T Top DET switch was closed, UET switch was open.
U Unknown Either DET or UET were both open and the CPU recording the fault
did not have accurate information about the state of the switches.
Faults that occur shortly after a power on or during a system
communication loss may indicate an unknown ETS position.
Extra Byte 1 and Extra Byte 2 are normally both zero indicating that no additional
information is available. Several faults and alarms will store additional information
in these bytes that can be used to diagnose the cause of the fault.
216
Common Fault Clearing Procedures
 DIP SWITCH 1 + RESET – If the Controller gets stuck in a non-normal
mode (i.e. Fire Phase I, Earthquake, etc.), verify the required inputs
are connected or jumped out, set Dip Switch #1 (Dip A) to ON and then
press the RESET button on the SRU board. After pushing RESET turn
Dip Switch 1 to off. Latched faults can sometimes be cleared by
changing the mode between Normal and Inspection at the machine
room controller or car top inspection station.
 ROPE GRIPPER WON’T RESET – Perform “Dip1+Reset” resolution
above on cartop SRU board.
 ACTIVE FAULTS – A red LED flashing on the SRU board means a Fault
or an Alarm condition exists.
a. The faults are logged under MAIN MENU | FAULTS | LOGGED. If
the car does not move, look under MAIN MENU | FAULTS |
ACTIVE and record the fault number (Fxx).
b. When the LCD displays Axx (A57, for example) this indicates an
Alarm Condition. This is not an active fault but rather an
information message indicating a condition to be addressed.
c. When the LCD displays Fxx (F49, for example) this indicates an
Active Fault. The car will not run so long as an active fault is
present. This condition must be corrected before the car may
resume operation.
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F2 MS MR Mode Main/Safety Machine Room Mode fault.
Causes The J22 processor on the Machine Room SRU board has detected that input 508 is not
powered. This indicates that the controller should be either on Inspection or Construction
mode. This fault occurs if the J21 processor reports a different operation mode.
If a software upgrade has been performed recently then it is possible that one of the SRU
boards was mis-programmed.
Remedies Verify the wiring on inputs 507 and 508 of the Machine Room SRU board. These inputs should
go on and off together as the Machine Room Inspection Enable switch is toggled.
Controller boards may need to be reprogrammed if they contain invalid software.
Machine Room SRU board may need to be replaced.
“MS” faults are often caused by a fast power glitch on an input rather than longer glitches
which will cause a “Rdn” F30 fault.
F4 MS Hall Locks Main/Safety Hall Locks fault.
Causes The J22 processor on the Machine Room SRU board has determined the state of the hall door
locks by scanning inputs 502, 504, and 506. The J21 processor which scans redundant inputs
501, 503, and 505 reports the hall door locks in a different state.
Remedies Verify the wiring on inputs 501 through 506 of the Machine Room SRU board. These input
pairs [501,502], [503,504], and [505,506] should go on and off together as the bottom, middle,
and top hall locks open and close.
“MS” faults are often caused by a fast power glitch on an input rather than a longer glitch
which will cause a “Rdn” F39-F41 fault.
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F6 Safety String Safety String has caused a contactor to not close.
Causes The feedback from the M, B1 or B2 contactors shows a contactor in the open position when it
should be closed. Use Extra Byte 1, 2 or 3 to determine the reason for the fault and how to
correct it.
Extra Bytes 1-0: Both SF1 and SF2 are energized but the M contactor feedback shows it open
(de-energized). The M contactor should close (energize) whenever the safety string is made
and the SAF relays are both energized.
The machine room board monitors the normally closed auxiliary contact of the M contactor.
This contact is normally wired to an input on the Machine Room SRU board but can be moved
to another input. The input should be powered when the contactor is open and unpowered
when the contactor is closed.
Extra Bytes 2-0: The controller has been asserting a pick or hold command to the brake for at
least one second but one or more of the B1 contactors feedback show they are not energized.
Extra Bytes 3-0: The controller has been asserting a pick or hold command to the brake for at
least one second but one or more of the B2 contactors feedback show they are not energized.
Remedies Extra Bytes 1-0: If the M contactor does not energize at all, check the safety circuit for an open
switch. The coil of the M contactor gets its power from the safety circuit.
Also check the SF1 and SF2 relays. Verify the relays are properly seated in the sockets and do
not have any bent pins.
If the M contactor does energize, verify the normally closed feedback input on the Machine
Room SRU board is powered when contactor is de-energized, and not powered when
contactor is energized.
Verify the auxiliary contactor is securely attached to the M contactor. If the connection is
loose, try to snap it back on more snugly.
Extra Bytes 2-0: If the B1 contactor does energize, verify that the normally open feedback inputs
on the Machine Room SRU board are powered when contactor is de-energized and not powered
when contactor is energized.
Verify the auxiliary contactor is securely attached to the B1 contactors. If a connection is loose,
try to snap it back on more snugly.
Extra Bytes 3-0: If the B2 contactor does energize, verify that the normally open feedback
inputs on the Machine Room SRU board are powered when contactor is de-energized and not
powered when contactor is energized.
Verify the auxiliary contacts are securely attached to the B2 contactors. If a connection is
loose, try to snap it back on more snugly.
219
F7 MS ETS Zone Main/Safety ETS Zone fault
Causes The J22 processor on the Machine Room SRU board has determined the state of the ETS
hoistway switches by scanning inputs 510 and 512. The J21 processor which scans redundant
inputs 509 and 511 reports the switches in a different position.
Remedies Verify the wiring on inputs 509 through 512 of the Machine Room SRU board. The input pairs
[509,510] and [511,512] should go on and off together as the car passes the UET and DET
hoistway switches.
which will cause a “Rdn” F35-F36 fault.
F8 MSM GSW Main/Safety Gate Switch fault.
Causes The J22 processor on the Cartop SRU board has determined the state of the gate switch by
scanning input 508 (and 515 if car has rear doors). The J21 processor which scans redundant
inputs 507 and 514 reports the switches in a different position.
Remedies Verify the wiring on inputs 507 and 508 (and 514 and 515 if car has rear doors) of the Cartop
SRU board. The input pairs [507,508] and [514,515] (if rear doors) should go on and off
together as the car doors open and close.
Cartop SRU board may need to be replaced.
which will cause a “Rdn” F37 or F56 fault.
220
F9 SAF1 Open Fail Safety Relay SAF1 Failed to Open
Causes The controller is trying to de-energize (open) safety relay SF1 but the feedback from the relay
shows that it is still energized (closed).
Output 601 on the Machine Room SRU board controls the coil of the relay. Input 520 is the
normally closed feedback monitor.
When 601 is off, 520 should be on. If 520 reports the wrong state for more than 1 second then
this fault is logged.
Remedies Check to see if the SF1 relay is properly seated in the socket and does not have any bent pins.
Check Jumper J19 (Rev 5-7 SRU) and J24 (Rev 8 SRU) for proper configuration. Refer to
provided drawings.
Check MAIN MENU | STATUS | IO | INPUT GROUPS | CONTROLLER | SAF1 to see if the status
is changing with Output 601.
Check wiring for 601 / 520.
F10 SAF2 Open Fail Safety Relay SAF2 Failed to Open
Causes The controller is trying to de-energize (open) safety relay SF2 but the feedback from the relay
shows that it is still energized (closed).
Output 601 on the Cartop SRU board controls the coil of the relay. Input 526 is the normally
closed feedback monitor.
When 601 is off, 526 should be on. If 526 reports the wrong state for more than 1 second then
this fault is logged.
Remedies Check the SF2 relay. Verify it is properly seated in the socket and does not have any bent pins.
Check Jumper J19 (Rev 5-7 SRU) and J24 (Rev 8 SRU) for proper configuration. Refer to
provided drawings.
Check MAIN MENU | STATUS | IO | INPUT GROUPS | CONTROLLER | SAF2 to see if the status
is changing with Output 601.
Check wiring for 601 / 526.
221
F11 B Cont. Fail B Contactor Failed to Open
Causes Extra Bytes 2-0: B1 Contactor auxiliary contact indicates the B1 is energized (closed) when it
should be de-energized (open).
Extra Bytes 3-0: B2 Contactor auxiliary contact indicates the B2 is energized (closed) when it
should be de-energized (open).
Remedies Extra Bytes 2-0: Check that the B1 contactor de-energizes (opens) when there is no demand to
run.
Check the auxiliary contact on B1. Verify it is properly seated on the contactor and that no
wires have become loose or disconnected.
Check input terminal on Machine Room SRU board to verify that the wire has not become
loose or disconnected.
Check door data to see if all interlocks are being made.
Extra Bytes 3-0: Check that the B2 contactor de-energizes (opens) after relays RGM and DZM
de-energize.
Check the auxiliary contact on B2. Verify it is properly seated on the contactor and that no
wires have become loose or disconnected.
Check door data to see if all interlocks are being made.
F12 M Cont. Fail M Contactor Failed to Open
Causes The M contactor failed to open.

Remedies Check that the M contactor de-energizes (opens) when SF1 relay is de-energized.
Check the auxiliary contact on M contactor. Verify it is properly seated on the contactor and
that no wires have become loose or disconnected.
222
F13 MS CT Mode In-Car Stop Switch in Stop Position
Causes The J22 processor on the Cartop SRU board has scanned inputs 504 and 506 (and 513 if In-Car
Inspection option is enabled) to determine if car is on inspection or in automatic mode. The
J21 processor has scanned redundant inputs 503 and 505 (and 512 if IC inspection) and
determined a different mode of operation.
Remedies Verify the wiring on inputs 503 through 506 (and 512 and 513 if IC inspection). The input pairs
[503,504] and [505,506] (and [512, 513] if IC inspection) should go on and off together as the
various inspection/access enable switches are toggled on and off.
Cartop SRU board may need to be replaced.
which will cause a “Rdn” F31, F32, or F38 fault.
F22 Gate Switch GSW, DCL or DPM not flagging in Normal Operation
Causes Extra Bytes 0-0 (any door): Controller was trying to close or nudge the doors and timed out
before seeing GSW, DPM and DCL.
All three signals (GSW, DPM, DCL) have to be flagged in Normal Operation.
Car is on inspection, GSW is not made, and the Car Door Bypass enable switch is not active.
Car is outside of a door zone and the GSW is not made.
Extra Bytes 1-0 (front door): The GSW input for the front (or only) door is not powered, the car
is not in a door zone, and the current operating mode does not allow for running with the car
doors open.
Extra Bytes 2-0 (rear door): Same as above but for rear door.
Extra Bytes 3-0 (any door): Controller detected no GSW for at least 500ms while outside a door
zone and exceeding 20 fpm.
Remedies Extra Bytes 0-0 (any door): Check inputs for GSW, DPM, and DCL. Verify they are transition
properly as car door is opened and closed.
If DPM is not flagging, jump it to the GSW inputs so it flags at the same time as GSW.
If car is on inspection and needs to be moved then either close the car doors or activate the
Car Door Bypass Enable switch. Note that the bypass switch will not work on Machine Room
Inspection.
A bad door zone magnet may cause the controller to lose the DZ input while stopped at a
floor. If this happens while the doors are open this fault will be logged.
Extra Bytes 1-0 (front door): Verify that the front car door is closed.
Verify that the GSW circuit is operating correctly.
Verify that the door zone sensor and magnets are working.
Extra Bytes 2-0 (rear door): Same as above but for rear door.
Extra Bytes 3-0 (any door): Check gate switch and wiring.
223
F23 Hall Locks Hall Lock or Swing Door Closed fault.
Causes This fault will occur when a hall door lock is clipped or open during car operation. Two faults
may be logged for each occurrence, one for CPU A & one for CPU B. Both faults will have the
same Extra Byte 1.
Extra Bytes = CPU – Location at time of fault – Extra Byte 1 – Extra Byte 2
CPU: A or B
Location: T = Top floor, M = Middle Floors, B = Bottom floor
Extra Byte 1: 27 = Top Lock Open, 45 = Middle Lock Open, 54 = Bottom Lock Open
Extra Byte 2: CPU A records in increments of 1, CPU B records in increments of 10
Example: A–B–45–10 = CPU A, At Bottom Landing, Middle Lock Open, Lasted 10ms
Extra Byte 1 holds the hall door flags at the time of the fault.
Extra Byte 2 holds the time (in 10ms ticks) that the doors were in an unsafe position prior to
generating the fault.
CPU: A: Attempting to move car on inspection with one or more hall locks open and Bypass
Hall Doors Enable switch off.
Car is on Hoistway Access and the middle lock or closed input in not powered.
Car was running and clipped a door lock.
Car doors are closed and car is attempting to run for at least 5 seconds but hall locks have not
yet made.
CPU: B: One or more locks were not made for more than 500 ms at a time when all locks
should be made.
Remedies CPU: A: Using the Extra Bytes determine which lock was open at time of fault.
Try increasing the LOCK CLIP TIME under the DOOR SETUP menu.
Check hall locks and wiring.
CPU: B: Check hall locks and wiring.
F24 In Car Stop In-Car Stop Switch in Stop Position
Causes The In-Car Stop switch is in the Stop position.

The In-Car stop switch inputs on the SRU board are not powered or switch is wired incorrectly
(reversed).
The In-Car Stop switch is not present on car but inputs have not been jumped out.
Remedies Turn the In-Car Stop switch to the RUN position.
Both inputs on the SRU board must be powered for the car to run. Verify that the In-car Stop
switch is wired to both these inputs.
Verify the inputs have power when the switch is in the RUN position and that power is
removed in the STOP position.
If car does not have an In-car Stop switch then the Cartop SRU inputs must be jumped to the
C24 bus.
224
F27 Drive Comm No Serial Communication with Drive
Causes 1. CAT5 cable not plugged into DRIVE port.

2. Smartrise drive parameter not configured for serial control of drive.
3. Jumpers on Machine Room SRU board connector J20 set for half-duplex communication on
DRIVE port.
4. Bad CAT5 communication cable.
5. Magnetek drive not configured for serial communication.
6. Bad comport on Machine Room SRU board.
7. Excessive electrical noise or bad grounding.
8. Bad Comm port on Magnetek drive.
Remedies 1. Reseat CAT5 communication cable into DRIVE port.
2. Verify parameter 00-020 = xFF for Magnetek / Verify parameter 00-020 = xFC for Hydros
3. Verify there are no jumpers on Machine Room SRU board 10-pin header J20. This header is
located at top left corner of SRU board.
4. Replace CAT5 drive cable.
5. Verify Magnetek drive is configured for serial communication.
6. Replace Machine Room SRU board.
7. Be sure controller is properly grounded.
8. Replace Magnetek drive.
F29 Out of Service Car will no longer run on Automatic operation.
Causes Use Extra Byte 1 and Extra Byte 2 to determine the reason for the fault and how to correct it.
Extra Bytes 0-2: Hydro is in a “Can’t Run Up” condition. This is a condition where it cannot run
the pump motor. This can be due to low oil, running on battery power, or having exceeded the
motor limit timer (MLT).
Extra Bytes 1-0: Car has exceeded the maximum number of Starts Per Minute.
Parameter 00-042 limits how many times the controller may attempt to run the car in a one-
minute period. If the safety logic detects too many attempts, it will take the car out of service
until the minute field on the real-time clock changes.
Extra Bytes 2-0: Car has exceeded the maximum number of Faults Per Hour.
Parameter 00-041 limits how many times the controller may fault in a one-hour period. If the
safety logic detects too many faults, it will take the car out of service until the hour field on the
real-time clock changes.
Extra Bytes 4-0: Manual reset required per TSSA code.
Extra Bytes 7-N – Where N is floor (1 = bottom): Car has gone out of service due to activation
of the HUGS infant abduction security system at a floor the car was serving.
Extra Bytes 8-8: An Out of Service input has been activated on one of the SRU boards. An out
of service input will appear under Local Inputs as [CONTROLLER, GO OOS].
Extra Bytes 9-9: The Out of Service Timer is activated and took the car out of service.
225
Remedies Extra Bytes 0-2: Correct the condition preventing the car from running the pump motor. You
may also need to toggle the car on and off of inspection to manually clear the fault.
Extra Bytes 1-0: Verify parameter 00-042 has a valid value. By default, the car is allowed to
make 10 runs per minute. If the value is too small this fault may occur.
Check that the real-time clock is set and working. Navigate to MAIN MENU | SETUP | REAL-
TIME CLOCK | TIME. If the time is wrong, set it. If the time is correct, watch until the seconds
reaches 59. Verify the minute value increments when the seconds rolls over to 00. If it does
not the clock chip may need to be replaced.
To prevent this fault from occurring, you can set parameter 00-042 = x00. This should only be
done if the real-time clock is not working and a replacement is not immediately available.
Extra Bytes 2-0: During installation or testing, an excessive number of faults may be generated.
You can set parameter 00-041 = x00 to disable this fault however it is recommended that you
set it back to a non-zero number once the car is placed into normal operation.
Check that the real-time clock is set and working. Navigate to MAIN MENU | SETUP | REAL-
TIME CLOCK | TIME. If the time is wrong, set it. If the time is correct, verify that the hour value
increments when the minutes rolls over from 59 to 00. If it does not the clock chip may need
to be replaced. Set parameter 00-041 = x00 until the clock chip can be replaced.
Extra Bytes 4-0: Reset the controller via key switch or DIP #1 + RESET.
Extra Bytes 7-N:
Reset of the HUGS security system is required to put the car back in service.
Extra Bytes 8-8: If the controller has external circuitry for taking the car out of service, check if
it is functioning properly. The SRU input should be off for normal operation, on to take car out
of service.
Check the Local Inputs of each SRU board to see if any input is incorrectly assigned for the out
of service function.
Extra Bytes 9-9: The Out of Service Timer is under the MAIN MENU | DEBUG | OOS menu. To
put the car back in service, the appropriate OOS LOCK CODE must be entered. Contact
Smartrise for additional assistance if the lock code is not known.
226
F30 Rdn Insp MR
Causes This fault is related to safety critical inputs that come in on two input terminals. A fault occurs
when one input is on and the other is off.
Mismatch on MR input pair
Remedies Check for wiring mistakes on the inputs terminals.
Check for plug-in terminal blocks on SRU board that might be defective.
Verify input LEDs go on and off together. If LEDs do go on and off together, check SRU board
for metal shavings or anything that might be grounding or shorting the components on the
board.
Replace SRU board.
F31 Rdn Insp CT

Mismatch on CT input pair
board.
Replace SRU board.
F32 Rdn Insp IC

Mismatch on CT input pair or controller was configured for In-car Inspection but car does not
have IC Inspection key switch.
board.
Replace SRU board.
For fault F32 only, if car does not have an In-car Inspection key switch then set parameter 00-
004 = x51 to disable this feature.
227
F33 Rdn IC Stop
board.
Replace SRU board.
F35 Rdn UET

board.
Replace SRU board.
F36 Rdn DET

board.
Replace SRU board.
228
F37 Rdn GSW (F)
board.
Replace SRU board.
F38 Rdn Access

board.
Replace SRU board.
F39 Rdn Top Lock

board.
Replace SRU board.
229
F40 Rdn Intr Lock
board.
Replace SRU board.
F41 Rdn Btm Lock

board.
Replace SRU board.
F47 Main<->Saf MR
Causes These faults will occur normally during an upgrade of the system software since the CPUs are
halted during programming.
If these faults occur during normal operation then it may indicate a bad board.
Remedies It is probably safe to ignore this fault if it occurred during SRU programming.
Replace the Machine Room SRU board.
F48 Main<->Saf CT
Causes These faults will occur normally during an upgrade of the system software since the CPUs are
halted during programming.
If these faults occur during normal operation then it may indicate a bad board.
Remedies It is probably safe to ignore this fault if it occurred during SRU programming.
Replace the Cartop SRU board.
230
F49 Drive Fault A Fault has occurred on the drive or a fault on the controller has
registered as a drive fault.
Causes A drive fault can sometimes be the result of an emergency stop due to another fault.
On hydraulic systems a softstart fault has occurred either from the fault contactor not closing
or an actual drive fault.
On traction systems an encoder that is connected wrong can often cause a drive fault.
Remedies Check the Smartrise fault log to see if another fault occurred at the same time as the drive
fault. This may be the actual fault and the drive fault was just a result of the emergency stop.
Check the softstart for faults and refer to the softstart manual for troubleshooting codes and
corrections.
Check the fault history on the drive itself. This will give additional details as to what caused the
drive to fault.
F52 Overspeed Cmd Attempt to Command Drive to Run at Illegal Speed
Causes Inspection speed or Leveling speed set to a value greater than 150 fpm.
One of the run speeds set greater than 110% of Contract Speed.
Remedies Verify car speed parameters (S1-S3) are set with the values included on provided drawings.
F53 Fault Log Cleared All faults stored in memory have been automatically erased
Causes During power up of the controller, the software validates that the memory used to store the
fault log is valid. An F53 fault is thrown and the fault log memory is cleared if it is found to
contain invalid data.
A new SRU board that has not been powered on may have invalid data in the area of memory
used to store faults.
Reprogramming an SRU with a new software version may cause the fault log to get cleared.
If the controller lost power or an SRU board was reset during the recording of a fault, the log
data may become invalid and have to be cleared.
If the F53 fault happens every time the controller is powered up, it probably means that the
battery that provides power to the Real-Time Clock chip is dead. This is the large chip in the
center of the SRU board. It keeps track of time when the controller is powered off and also
stores the fault log in RAM.
Remedies With the exception of a dead RTC chip battery, an occasional F53 should not be a problem.
If you suspect a dead battery, you will need to replace the RTC chip. Most SRU boards
manufactured after 2009 have this chip socketed. If your board has the chip soldered, you will
need to replace the board.
It is perfectly safe to run the elevator with a dead battery in the RTC chip. It simply means that
the fault log will be erased if you lose power. Also, any functions that require knowing the time
and date (e.g. timed security) may not function properly after a power loss.
231
F56 Rdn GSW (R)
board.
Replace SRU board.
F71 Speed Dev Err Speed deviation error
Causes The detected car speed is different from the expected value.
Remedies Check for proper connection of DP1 and DP2 signals. Verify the DP1 and DP2 inputs on the CT
SRU toggle rapidly back & forth as the car moves.
IP8300:
Verify the CAT5 connection cable between the IP8300 breakout board and the selector head
has not come loose or disconnected. Reseat cable. Make sure the CAT5 cable is a standard
cable and not a modified or crossover cable.
Encoder:
Verify that the encoder has not become loose or disconnected. Check the encoder speed
feedback in the drive to determine if it’s reading accurately.
F75 Overspeed FPM Actual Overspeed of Car Detected
Causes True car speed exceeded 110% of Contract Speed.

True car speed exceeded 150 fpm while on Inspection.
Remedies Be sure Contract Speed parameter is set correctly to maximum speed at which the car will run.
For hydraulic cars, high speed inspection may cause car to over speed.
For traction cars, check contract motor speed on drive. Reduce the RPM value if necessary.
F77 CPU Stop Swch CPU Stop Switch is Active
Causes A or B: DIP switch 1 on Machine Room SRU board is in the ON position.

C or D: DIP switch 1 on Cartop SRU board is in the ON position.
Remedies Turn switch to OFF position to enable car to run.
Turn switch to OFF position to enable car to run.
232
F80 DETS Overspeed Overspeed of Car at DET switch.
Causes Extra Bytes A or B : Commanded car speed was 95% of Contract Speed as car crossed an ETS
switch while approaching the terminal.
Extra Bytes C or D : Actual detected car speed was 95% of Contract Speed as car crossed an
ETS switch while approaching the terminal.
Remedies Increase the slowdown distance parameters.
Move the ETS switch that caused the fault closer to the terminal.
Increase the slowdown distance parameters.
F81 UETS Overspeed Overspeed of Car at UET switch.
Causes Extra Bytes A or B : Commanded car speed was 95% of Contract Speed as car crossed an ETS
switch while approaching the terminal.
Extra Bytes C or D : Actual detected car speed was 95% of Contract Speed as car crossed an
ETS switch while approaching the terminal.
Remedies Increase the slowdown distance parameters.
Increase the slowdown distance parameters.
F91 Learn Error Learn Error
Causes The LEARN MAGNETS command was given when car was not in the bottom door zone.
Controller must see DZ on, DET off, and UET on to begin the learn process.
Remedies Verify the LEARN MAGNETS command is given only when car is at bottom door zone.
Verify the door zone input is correctly wired and magnets are reading properly.
Verify DET and UET are installed correctly and do not overlap with any door zone magnets.
233
F100 CN 0 Loss of communication between Machine Room and Cartop
Causes CN+ and CN- wires in traveling cable not properly connected.
Machine room REF terminal not connected to Cartop REF terminal.
Shield on communication cable not connected to REF at both ends.
CAT5 cable between Cartop and COP board not properly connected.
Factory “pig tail” CAT5 cables loose in machine room or cartop.
Either the Machine Room SRU board or the Cartop SRU board is not powered.
Remedies Verify the CN+ terminal in the machine room connects to the CN+ terminal on the cartop.
Verify the CN- terminal in the machine room connects to the CN- terminal on the cartop.
Verify the REF terminal in the machine room connects to the REF terminal on the cartop.
Verify the N terminal in the machine room connects to the N terminal on the cartop.
Verify the GND terminal in the machine room connects to the GND terminal on the cartop.
Verify the CN+ / CN- pair is shielded and that the shield is connected to REF at both ends.
Check communication status of J21:U0 under MAIN MENU | DEBUG | COMM STATUS. It
should normally be 100% at all times. If it is 100% but then drops when the car runs, it is most
likely a grounding problem.
Unplug the CAT5 cable that goes from the cartop to the COP board. If the F100 fault goes away
with the cable unplugged it may be a bad cable. It might also be that the cable is plugged into
the wrong comport. Verify the CAT5 goes from NET on the Cartop board to NET on the COP
board. For best results, a CAT5 cable with the orange pair cut should be used.
Bring the Cartop SRU board to the machine room and connect it directly to the Machine Room
SRU board. You will need to connect CN+, CN-, M24, and REF. If you have a standard CAT5
cable1 you can connect it from the MR NET port to the CT NET port. This will provide both
power and CN signals. If the F100 fault goes away during this test then there is a problem in
the wiring. If the F100 fault persists then one or both of the SRU boards is damaged.
1
A standard PC CAT5 cable must be used. The CAT5 cable provided by Smartrise to link the
Cartop and COP SRU boards usually has the internal orange pair cut and will not work for this
test.
234
F111 Closing SAF1 Safety Relay SAF1 Failed to Close
Causes Rev 5-7 Boards: Jumper J19 on the Machine Room SRU board may be in the wrong position.
Rev 8+ Boards: Jumper J24:1 on the Machine Room SRU board may be in the wrong position.
All: The controller is trying to energize (close) safety relay SAF1 but the feedback from the
relay shows that it is still de-energized (open). Output 601 on the Machine Room SRU board
controls the coil of the relay. Input 520 is the normally closed feedback monitor. When 601 is
on, 520 should be off. If 520 reports the wrong state for more than 1 second then this fault is
logged.
Remedies Rev 5-7 Boards: Verify the jumper on J19 shunts the upper two posts (pins 2 and 3).
Rev 8+ Boards: Verify the jumper on J24:1 shunts the right two posts (pins 2 and 3).
All: Check the SAF1 relay. Verify it is properly seated in the socket and does not have any bent
pins.
F112 Closing SAF2 Safety Relay SAF2 Failed to Close
Causes Rev 5-7 Boards: Jumper J19 on the Cartop SRU board may be in the wrong position.
Rev 8+ Boards: Jumper J24:1 on the Cartop SRU board may be in the wrong position.
All: The controller is trying to energize (close) safety relay SAF2 but the feedback from the
relay shows that it is still de-energized (open). Output 601 on the Cartop SRU board controls
the coil of the relay. Input 526 is the normally closed feedback monitor. When 601 is on, 526
should be off. If 526 reports the wrong state for more than 1 second then this fault is logged.
Remedies Rev 5-7 Boards: Verify the jumper on J19 shunts the upper two posts (pins 2 and 3).
Rev 8+ Boards: Verify the jumper on J24:1 shunts the right two posts (pins 2 and 3).
All: Check the SAF1 relay. Verify it is properly seated in the socket and does not have any bent
pins.
F118 Rdn Hall Byp Primary and Redundant Hall Lock Inputs don’t match
Causes The Hall Lock signals have a primary and a redundant input terminal on the controller. Under
normal conditions, the two inputs should change together. If the controller detects a
difference on the inputs, a redundancy fault is declared.
Remedies Check wiring between Hall Door Bypass switch and Machine Room SRU.
Verify that both Hall Door Bypass witch input LEDs transition at the same time when toggling
the switch.
235
F119 Rdn Car Byp Primary and Redundant Car Bypass Switch Inputs don’t match
Causes The Car Door Bypass Switch signals have a primary and a redundant input terminal on the
controller. Under normal conditions, the two inputs should change together. If the controller
detects a difference on the inputs, a redundancy fault is declared.
Remedies Check wiring between Car Door Bypass switch and Machine Room SRU.
Verify that both Car Door Bypass witch input LEDs transition at the same time when toggling
the switch.
F120 Hall Bypass Hall Bypass Switch error
Causes Attempting to bypass locks when car is not on correct mode of Inspection.
Remedies If the controller is equipped with Hall Lock Bypass switch, it must be in the off position when
not on Cartop or In-Car Inspection.
F121 Car Bypass Car Door Bypass Switch error
Causes Attempting to bypass gate switch when car is not on correct mode of Inspection.
Remedies If the controller is equipped with Car Door Bypass switch, it must be in the off position when
not on Cartop or In-Car Inspection.
F122 Low Pressure Low pressure input is active
Causes This applies only to hydraulic controllers. The car is not allowed to move if low pressure is
detected.
Remedies Verify that Low Pressure switch is wired and operating correctly.
If Low Pressure switch is not needed, connect a permanent jumper from M24 to Low Pressure
input terminal on Machine Room SRU
F123 Emergency Power Controller is on emergency power and not selected to run
Causes The Emergency Power input on the car or group SRU board is active but this car is not selected
to run.
Remedies Check generator Up to Speed input. If this input is not active no car will be allowed to run. If
no Generator Up to Speed contact is present on the generator, jump the Generator Up to
Speed input to the Emergency Power input on the controller board.
Check that the Emergency Power Selector Switch is set to AUTO or set to this car.
Wait for group control board to select this car to run. In a multi-car group, normally only one
car is allowed to run at a time under emergency power.
236
F127 Term Limits The “Bypass Terminal Limits” parameter was left on
Causes The controller will not allow the car to run on automatic operation if the Bypass Terminal
Limits parameter is turned on.
Remedies Turn the parameter off by setting MAIN MENU | SETUP | MISC | BYPASS TERM LIMITS = ”NO”
Check status of the following jumper located on SRU board and set per job specific provided
drawings:
Rev 5-7 SRU – Jumper J19
Rev 8 SRU – Jumper J24
F128 Overloaded Car overload input is active
Causes The car is on automatic operation and the overload input is indicating that too much weight is
in the car.
Remedies Remove weight from the car until below rated capacity.
Verify that load weighing device is wired and configured correctly.
F129 RST #2 UN
Causes Reset faults other than F130 and F131 may indicate a defective SRU board or mis-programmed
software.
Remedies For F129, or F132 – F136, contact Smartrise as this may indicate a bad board or software.
F130 Power-on Reset or Power-on of one of the computer processors
Causes Loss of power to an SRU board will generate an F130 on the J21 and J22 processors.
A short circuit on the M24 or C24 bus will cause the power supply to shut off while the short is
present. This will result in an F130 fault when the short is corrected.
AC power present on the M24 or C24 DC power busses may cause and F130 or F131 fault.
Reset faults other than F130 and F131 may indicate a defective SRU board or mis-programmed
software.
Remedies For F130 faults, check power to SRU boards. Verify M24 and C24 busses read 24vdc and that
the wires are not loose.
For F130 faults reported by CPU A or B, check for a short on the M24 bus. This includes power
to the hoistway and hall call stations.
For F130 faults reported by CPU C or D, check for a short on the C24 bus. This includes wiring
on the cartop and COP stations.
237
F131 Reset
Causes Pressing the reset button on one of the SRU boards will generate an F131 on the J21 and J22
processors.
Emergency stop where excessive electrical noise was generated due to arcing when the
contactors opened. This will sometimes result in an F131 fault.
AC power present on the M24 or C24 DC power busses may cause and F130 or F131 fault.
Missing connection from REF in machine room to REF on cartop may cause intermittent F131
faults.
Remedies For F131 faults, see if another fault caused an emergency stop that might have caused the
contactors to open in flight. This can sometimes cause enough electrical noise to make the
board reset.
Verify the REF terminal in the machine room is connected to the REF terminal on the cartop.
Check for AC voltage on M24 or C24 busses.
F132 RST #3 SW
software.
F133 RST #4 MC
software.
F134 RST #5 CO
software. For F129, or F132 – F136, contact Smartrise as this may indicate a bad board or
software.
Remedies
F135 RST #6 CP
software.
238
F136 RST #7 W
software.
F137 Counterweight A derailment of the counterweight was detected
Causes The controller detected a loss of power on the counterweight input.

Remedies Do not attempt to run the car if you are uncertain about the status of the counterweight. Until
this fault is reset, the car can only be run on Cartop Inspection.
Once the counterweight has been confirmed as safe, you can reset this fault with the
Earthquake Reset switch. If your controller is not configured for Earthquake Operation then
resetting the machine room SRU board with DIP switch 1 on will clear this fault.
If this fault occurred erroneously, check the counterweight derailment (“ring and string”)
circuit. Verify the grounding ring does not touch the wire at any point as the car moves.
F138 Construction Construction input powered without Machine Room Inspection
Causes The Construction input (MR.523) is powered but the machine room inspection switch is in the
“automatic” position.
Remedies If you are trying to run the car on Construction mode, turn the machine room inspection
switch to the “inspect” position.
If you are trying to run the car on standard inspection or automatic, remove the jumper wire
from input 523 on the Machine Room SRU board.
F139 Governor Speed governor tripped
Causes The controller detected a loss of power on the governor input. The controller monitors the
electrical contact on the governor. This contact will normally open before the mechanical
safeties engage.
Remedies Check the fault log to see what speed the car was at when the fault was recorded. If the car
was over speeding this could indicate a defective drive.
Over speeding can also occur if the drive is not properly configured. Try running the car on
inspection and verify that the FPM speed feedback tracks the CMD speed. If it does not, check
the drive parameters starting with the RPM value of DRIVE A1 | CONTRACT MTR SPD.
If this fault occurred while the car was stopped or at low speed, it could be a problem with the
governor switch or wiring.
239
F140 E. Brake Emergency Brake or Gripper fault
Causes The Emergency brake or the Gripper has dropped or the Car Top relays are not active.
Remedies Manually reset the emergency brake. If the problem persists check the inputs on the Car Top
board and Relays: RGM, DZM, RGC, DZC.
Perform a Dip1+Reset on the Cartop bd. If that doesn’t work then toggle the Cartop Inspection
switch on then off.
F146 Gate Coupling The gate switch is jumped out or inoperative
Causes During a door cycle the controller expects the status of the gate switch to change. This fault
indicates no change occurred and power was never removed from the GSW inputs during the
door cycle.
Remedies Check the Cartop board inputs for a jumped or shorted wire.
F147 Hall Coupling The hall locks are jumped out
Causes During a door cycle the controller expects the status of the hall locks to change. The correct
sequence is that the Gate Switch is made up first and then the Hall locks are made up.
This fault indicates that the switching sequence is opposite or no change occurred and power
was never removed from the inputs during the door cycle.
Remedies Check the Machine Room board inputs for a jumped or shorted wire.
Adjust door cams to activate gate switch before hall interlocks are activated.
For troubleshooting purposes, this function may disabled by the detect door jumpers option in
door set up. Set this value to “no” if this is the case.
F148 Brake Pick Switch Brake Pick Switch failed to close
Causes The controller is programmed to monitor the mechanical status of the brake.
Remedies Check the brake to see if mechanical lift occurs at the appropriate time. Next check to see if
the brake inputs are registering appropriately. The most likely cause is the actual brake pick
switch on top of the brake. Make sure it’s opening and closing fully when the brake activates.
Check to make sure that the 24v BPS line from the switch is NOT run in the same conduit with
high power lines. It may pick up an induced voltage causing intermittent faults. Run a separate
line to isolate from possible inductive voltages.
Locate the fault in “MAIN MENU | FAULTS | LOGGED FAULTS” and see if there are any other
faults that occurred at the same time and verify that they weren’t the cause of the F148: Brake
Pick Switch fault.
240
F151 Passcode The passcode required for normal operation is not entered
Causes The passcode required for normal operation is not entered.

Remedies Contact Smartrise for access to the passcode.
F160 Critical Params One or more of the “critical” parameters is not valid
Causes One or more of the following parameters is not set to a valid value:
Number of floor
Controller type
Number of car doors
Number of controller boards
Remedies After a power-on or board reset, this fault may come on briefly. If the fault clears right away
then no action is required.
If the fault persists, you may need to default the parameters by selecting MAIN MENU | SETUP
| DEFAULT ALL.
F161 Invalid Params One or more of the “critical” parameters is not valid
Causes Extra Bytes 1-0: No Run Speeds set.

Extra Bytes 2-0: Non-ascending Run Speeds.
Extra Bytes 3-0: One or more of the Run Speeds is set to a value greater than 900 fpm.
Extra Bytes 4-0: Inspection Speed set greater than 150 fpm. To comply with A17.1 code,
inspection speeds above 150 fpm are not allowed.
Extra Bytes 5-0: Unused Run Speeds not set to zero.
Remedies Extra Bytes 1-0: There are eight available Run Speeds (S1-S8). You must set at least one with a
non-zero value.
Extra Bytes 2-0: The speed defined by S2 must be larger than S1. Likewise S3 must be larger
than S2. This applies to all non-zero Run Speeds. All unused Run Speeds must be set to zero.
Example:
S1 = 50 fpm
S2 = 175 fpm
S3 = 300 fpm
S4 ~ S8 = 0
Extra Bytes 3-0: Reduce the offending Run Speed to less than 900 fpm or contact Smartrise for
software to support higher speeds.
Extra Bytes 4-0: Reduce Inspection Speed to 150 fpm or less.
Extra Bytes 5-0: Set all Run Speeds above highest one used to zero.
241
F200 *Internal
Internal software error.
Software Error
Causes Software has encountered an unexpected problem.
Remedies An F200 fault will sometimes occur immediately after saving a parameter. This is due to
technical details of how the CPUs update their internal Flash memory. No corrective action is
required in this case.
If an F200 fault occurs during normal operation, contact Smartrise. Please note the
information on the Fault Detail screen including the value of the Extra Bytes.
F201 Control Fault detected by the control logic.
Causes Commands to control the car movement are out of sequence or invalid for the current mode
of operation.
Remedies Fault detected at start of run. This fault can sometimes be caused be a hall lock not properly
making at the start of a run. Fault will automatically clear after 5 seconds. Contact Smartrise if
fault occurs excessively.
F202 DPM DPM input indicates an open car door.
Causes Extra Bytes: 1-0 = Front Door

Extra Bytes: 2-1 = Rear Door
The Door Position Monitor (DPM) input for the front (or rear) door is not powered, the car is
not in a door zone, and the current operating mode does not allow for running with the car
doors open.
Remedies Verify that the affected car door is closed.
Verify that the DPM signal is flagging correctly. Using the “Car Door” and “Hall Door” data
screen (See “CAR DOOR DATA SCREEN” section) verify that the doors are closed and are
getting proper signals.
Doors Closed = GSW / DCL / DPM
Doors Open = DOL
Verify that the door zone sensor and magnets are working.
F203 Test Condition1

Causes The internal drive speed command holds an invalid value.
Remedies Contact Smartrise
242
F204 Fire Stop Sw The Fire Stop Switch is in the STOP position
Causes The Fire Stop Switch is currently in the STOP position.

The controller is configured with a Fire Stop Switch but the car does not have one.
Remedies Turn the Fire Stop Switch to the RUN position.
If code does not require a Fire Stop Switch you can disable it. Find out which SRU board is
configured to receive the Fire Stop Switch. On that board, navigate to MAIN MENU | SETUP |
LOCAL INPUTS and set the input that is currently programmed for the Fire Stop Switch to
“unused”.
F205 Need to Learn Controller needs to learn the hoistway
Causes The positions of the door zone magnets and/or ETS switches that are stored in the controller’s
memory are invalid.
You can view the learned positions of the magnets under MAIN MENU | STATUS | MAGNETS.
The ETS switches are viewable under MAIN MENU | STATUS | SWITCHES.
Remedies Put the controller in LEARN mode and relearn the hoistway.
F206 Brake w/o Drive Brake lifted without drive run flag set
Causes The safety logic has detected that the brake pick or hold command is active without a run
command being sent to the drive.
Remedies Contact Smartrise.
F207 Door Close Fail Car door failed to close
Causes Controller attempted to close the car doors but did not achieve full closure within the
timeout period.
Controller detected 5 consecutive failures to nudge close the car doors.
Remedies Check doors for physical obstructions that might prevent doors from closing. Use fault log
data to determine if door is failing to close at a specific floor or if it is happening at multiple
floors.
Verify that Gate Switch (GSW) and Door Position Monitor (DPM) inputs come on when
doors close.
Verify the Door Close Limit (DCL) input goes off when doors fully close.
Verify that the time it takes for the doors to close normally is less than the timeout
specified by MAIN MENU | SETUP | DOOR SETUP | DOOR TIMEOUT CLOSE.
Verify that the time it takes for the doors to nudge closed is less than the timeout specified
by MAIN MENU | SETUP | DOOR SETUP | DOOR TIMEOUT NUDGE.
243
F208 Door Open Fail Car door failed to open
Causes Controller detected 5 consecutive failures to open the car doors.

Remedies Verify the Door Open Limit (DOL) input goes off when doors fully open.
Verify that the time it takes for the doors to open is less than the timeout specified by
MAIN MENU | SETUP | DOOR SETUP | DOOR TIMEOUT OPEN.
F209 Can’t Run Up Pump motor not coming on in up direction
Causes Caused by any fault that prevents a hydraulic controller from running the pump motor. This
fault will be accompanied by an alarm code specifying one of the following problems:
Low Oil Input
Motor Thermostat
Motor Limit Timeout
Battery Lowering
Remedies Check the status of inputs for Low Oil, Thermostat, and Battery Lowering.
F213 Rnd Swing Close

Causes Obsolete. No longer logged.
Remedies N/A
F214 Drv Enb Relay

Causes The M contactor is energized and the Drive Ready relay is not or vice versa.
Remedies Check for drive faults. Check for safety string open.
F215 CPLD Comm

Remedies N/A
F216 Ebrake Feedbk

Causes Extra Bytes:
X-X-{fault code}-0
Feedback from RGM and DZM relays indicate one or both is in the wrong state. 1 = RGM
(off) and DZM (off)
2 = RGM (on) and DZM (off)
3 = RGM (off) and DZM (on)
Remedies Check the machine room relays flagged in the extra bytes for proper operation. Replace as
needed.
244
F217 Rnd Governor
Remedies N/A
F218 Safety String Safety String is open
Causes Relay SS is de-energized because the safety string has lost power.
Remedies Verify that all stop switches, final limits, and other contacts in the safety string (see job
specific drawings) are in the closed position.
F219 Flood Sensor

Causes The elevator has been taken out of service at an upper floor due to flooding.
Remedies Verify that flood sensor is operating and wired correctly.
If Flood Sensor is not required, place a permanent jumper from M24 to Flood Sensor input
terminal on Machine Room SRU.
F220 UET and DET Both UET and DET are active
Causes Both ETS switches are in the active state.

Remedies Check the switches and controller input terminals. Check the CAT5 cable connections
between the IP8300 selector and the breakout board.
F221 Redundancy
Causes This error is normally caused by the jumpers (J24) or Dip Switch settings being set wrong.
Remedies Check the Jumpers and Switches on each board and verify correct settings with the
drawings specific to that board.
F222 Relay Feedback

Causes The software and the safety hardware circuit are not seeing the same feedback from one of
the safety
Remedies The first of the two extra bytes shows the SRU input terminal (1=501, 2=502, etc.)
monitoring.
245
F223 Rnd CT
Causes One of the safety input pairs on the Cartop SRU board is showing power on one input and
no power on the other. Safety inputs should always go on and off together. The Extra Bytes
indicate which terminals are mismatched. For example, if the Extra Bytes are 1-2 then
check inputs 501 and 502 on the Cartop SRU board.
Remedies Measure the voltage on the terminals to verify the mismatch. If both terminals show the
same voltage, the problem may be internal to the board in which case it should be
replaced.
Verify wiring is secure in both terminals.
F224 Lock w/o Closed

Causes The controller is configured with separate hall door signals for "doors closed" and "doors
locked" (e.g. swing doors). The controller has detected that the doors are showing as
locked but not closed. Check for wiring errors or jumpers on the lock inputs.
Remedies Add the value 501 to the Extra Bytes to determine the MR SRU inputs that detected the
problem. For example if the Extra Bytes are 2 and 27 the check terminals 503 and 528.
F225 SFH
Causes The safety hardware circuitry has detected a fault. Normally, another fault will be logged at
the same time.
There is too much noise on the PN1/PN2/PN3 wires from the machine room SRU to the
Cartop SRU.
Remedies If this fault occurs by itself, check setting of DIP switch bank B on both the Machine Room
and Cartop SRU boards.
Also verify traveler wires PN1, PN2, and PN3 are properly connected at both the car and
machine room.
Note the Extra Bytes and contact Smartrise if fault persists.
F226 Overspeed I/L

Causes Car exceeded allowed speed for Inspection or leveling with doors open.
Remedies Maximum speed for inspection is 150 FPM or 110% of programmed leveling speed
(whichever is lower).
Maximum speed for leveling with doors open is 20 FPM or 150% of programmed leveling
speed (whichever is lower).
246
F227 Preflight Check
Causes The system runs a preflight check of all safety connections/relays prior to car leaving a
landing
Remedies Look at fault log and see if there are any other faults with this one. Follow that fault’s
remedy.
If no other faults exist contact Smartrise technical support.
F228 E24 Input High

Causes During a preflight / post flight check an E24 input did not change state to low.
Example: B-M-1-5 is Input 505 on MR board (#1) / B-M-2-14 = Input 514 on CT board (#2)
Remedies Verify faulty input looking at fault log and recording the extra bytes. Troubleshoot by
swapping responsible relay with known good one or check wiring to/from terminal on
board.
Check MAIN MENU | STATUS | I/O | INPUT GROUPS | [GROUP] for viewing the proper
changing of state when power is applied or removed from input. When LED is ON the input
will have an [X] and when the LED is OFF the input will be inactive [ ].
F229 NTS Overspeed

Causes Car failed to slow normally as it approached a terminal and performed an NTS stop.
Remedies If physical NTS switches are being used, they may be too far away from the terminal.
Otherwise, try increasing the Normal slowdown parameter in the direction the car was
traveling when the fault occurred.
F230 Rdn MR Input

Causes One of the safety input pairs on the Machine Room SRU board is showing power on one
input and no power on the other. Safety inputs should always go on and off together. The
Extra Bytes indicate which terminals are mismatched. For example, if the Extra Bytes are 1-
2 then check inputs 501 and 502 on the Machine Room SRU board.
NOTE: Extra Byte 254 = Hall Door Bypass IOs; Extra Byte 255 = Car Door Bypass IOs
Remedies Measure the voltage on the terminals to verify the mismatch. If both terminals show the
same voltage, the problem may be internal to the board in which case it should be
replaced.
Verify wiring is secure in both terminals.
247
F231 UNTS and DNTS
Causes This can happen if the NTS switch inputs are not wired or the incorrect number of switches
is specified in parameter 13-176.
Remedies Make sure that the NTS switches are wired in and going to correct terminals.
Verify that the number of switches in parameter 13-176 is set correctly for your specific job
(x01 = UT1/DT1, x02 = UT2/DT2, etc).
F232 Missed Door Zone The fault records two extra bytes of information. The first
extra byte is the floor the car was trying to go to (0 = bottom
landing, 1 = 2nd landing, etc.) and the second extra byte is the
floor the car was at when this fault occurred.
Causes The fault occurs when the car has been leveling for more than 15 seconds and has not seen
the destination door zone magnet.
After the fault is asserted, the controller will attempt to send the car on a correction run to
an available floor.
Remedies This fault can indicate a bad or missing door zone magnet or it can indicate a bad door zone
sensor. If this fault occurs often and the first extra byte is always the same, it probably
means there is a bad or missing door zone magnet at that floor. If the first extra byte
changes from one F232 to another, it probably means the door zone sensor is bad.
248
ALARM DESCRIPTION INDEX
Note: Alarms provide information to the user but do not cause an emergency stop.
A9 At Bottom Term
Causes At Bottom Terminal
Remedies A command to move the car to the bottom of the hoistway was given but the car is already there.
A10 At Top Term

Causes At Top Terminal
Remedies A command to move the car to the top of the hoistway was given but the car is already there.
A17 Door F Stalled

Causes Front Doors are Stalled
Remedies The controller was unable to open or close the doors after repeated attempts. Doors are now in a
partially opened state.
A18 Nudging F Door

Causes Nudging front doors
Remedies The front doors are currently being nudged closed.
A22 Releveling
Causes The Car was in a relevel condition
Remedies The floor level may be set improperly. Check the re-level threshold - a count of 001 may be too
small and may induce re-levels
A37 IC Key Required

Causes Cartop inspection requires in car inspection active or access
Remedies Check in car inspection or access is activated before running the car from cartop
A38 Battery Lowering

Causes Car is being lowered via battery power
Remedies Check the battery lowering input. If the input in low when it should be the problem is in the dry
contact contained in the device
A39 Safety String

Causes Safety String open
Remedies The controller detected an open condition in the Safety String via the SF1 and SF2 relays. Check
these relays to ensure they close only when the car is commanded
A40 Chk Car Door

Causes Awaiting Car Doors to Close
Remedies Check the gate switch and associated wiring
249
A41 Chk Hall Door
Causes Awaiting Hall Doors to Close
Remedies Check the interlock wiring at the associated landing
A42 HN/GN Restart

Causes Reset in the Hall or Group Network
Remedies This may occur during power up or after a manual reset. If it occurs any other time contact
Smartrise for assistance
A43 Overheat
Causes Motor Overheat condition
Remedies The motor temperature sensor tripped. Check the motor to ensure this condition is not persistent
A44 Jack Resynch

Causes Resynching Jacks
Remedies The controller initiated a jack resynchronization.
A50 MLT
Causes Motor ran longer than Max Run Time
Remedies Tractions: This can be ignored. Reset the controller by cycling to Inspection MR and back to
Normal.
Hydros: Check to make sure system has proper pressure and oil levels and reset the controller.
Make sure that the Contract Car Speed allows the car to travel from terminal-to-terminal in the
amount of time set in MAIN MENU | SETUP | TIMERS | MAX RUN TIME.
Verify that the viscosity input is not stuck on causing the pump motor to run continuously.
A51 Low Oil Input

Causes Low Oil Input
Remedies Check oil level.
A52 Cold Oil Input

Causes Viscosity Input
Remedies Check oil level and temperature.
A53 Seismic
Causes Seismic Input
Remedies Reset the seismic unit.
A54 OOS Input

Causes Out of Service Input. This is used for a variety of functions.
Remedies The OOS input is active. Check the item wired to the OOS input to find out what is the cause.
250
A55 Auto Dispatch
Causes Group or Hall Network Comm Down
Remedies Check to see if group is communicating with car on (GN+/-). Check to see if Simplex SRU is
communicating with the Hall Network on (HN=/-). Check for loose wiring or missing shield.
A56 Limited Speed

Causes Limit Speed input active
Remedies Reset any installed features that are limiting car speed.
A57 Smoke/Heat Sensor

Causes Smoke Active
Remedies Reset tripped smoke sensor; check for loose wiring on MR board.
A58 Lobby Fire Key

Causes Lobby Fire Key Active
Remedies Alert indicating the Lobby Fire Key is on.
A59 Remote Fire Key

Causes Remote Fire Key Active
Remedies Alert indicating Remote Fire Key is on.
A60 Position Error

Causes Car corrected position on DZ magnet
Remedies Monitor travel of car at DZ magnet. Check for overspeed at DZ.

If you received this error after a software upgrade then go to Main Menu | Debug | Adjust
Parameters and change 13-097 from x00 to x04.
A61 Checking Parameters

Causes Normal on startup
Remedies No action needed.
A62 Check DOL

Causes Door open signal not made up when expected
Remedies Check for loose wire or intermittent switch contacts on DOL sensor.
A63 Anti Nuisance

Causes Max calls for light load, max stops without PHE
Remedies
A64 Stop No DZ
Causes Stopped outside of door zone
Remedies Car has stopped outside of door zone. Check safety string.
251
A66 Ind. Service
Causes On Independent Service
Remedies Alert that car is on Independent Service. Turn off Ind. Srvc.
A67 CPLD Speed

Causes N/A
Remedies Contact Smartrise
A68 Dip Switches B MR

Causes MR SRU: There are DIP B dip switches “On” that is conflicting with the software.
Remedies Verify that the software version on all SRU boards are identical. Verify that the dip switch settings
match sheet 02 of the drawings.
A69 Dip Switches B CT

Causes CT SRU: There are DIP B dip switches “On” that is conflicting with the software.
Remedies Verify that the software version on all SRU boards are identical. Verify that the dip switch settings
match sheet 08 of the drawings.
A70 UET and DET

Causes Inputs 509/510 (UET) & 511/512 (DET) are both high on the MR SRU.
Remedies Check for proper switch orientation (North above South) and placement on tape.
UET: 1.5” North above 3” South
DET: 3” North above 1.5” South
Check for loose wiring on MR inputs
A71 Flood Sensor

Causes The input for the flood sensor is high.
Remedies Verify the input is high and correct the flood sensor switch. If the input is low but it’s still alarming
then the input may be bad and will need to be moved (see Appendix D).
A72 NTS Overspeed

Causes The NTS slowdown was used at a terminal landing
Remedies This happens when the NTS slowdown was initiated instead of the Normal slowdown. The Normal
slowdown value is smaller than the NTS slowdown. This is normal during NTS testing at terminal
landings.
A148 Brake Pick Switch

Causes The brake pick switch is at a different state than expected
Remedies Check for loose wiring, sticking contact or relay for BPS.
252
SRU INPUT / OUTPUT PROGRAMMING TUTORIAL
The Smartrise SRU controller allows the user to program an Input or Output on any unused terminal.
The following example is how an Input is programmed for the addition of a Low Pressure switch on
the machine room SRU board:
Example: Programming Instructions for adding an Input for Low Pressure Switch on Input 524
Input Save
Group Parameter
1) Go to Main Menu | Setup | Local Inputs

a. With asterisk on first line “Input” use up/down arrows to scroll to “In 24/524”
b. Move asterisk over with right arrow to second line (Group) & change to
“Safety” using the up/down arrows
c. Move asterisk over with right arrow to “Parameter” section and change to
“Low Pressure” using the up/down arrows
d. Move asterisk over with right arrow to “Save” line and press “Enter” button to
save
2) You will need to supply the switch with M24vdc on one side and wire the other to this input
port.
3) You can perform this for many different types of inputs and outputs. Take some time to scroll
through the different categories to see which inputs / outputs are available.
To program an Input you will need to go to Main Menu | Setup | Local Inputs.
To program an Output you will need to go to Main Menu | Setup | Local Outputs.
Note: Not all controllers will have ALL of these options as they are
based on software revisions. This is just a generic reference for
determining which category has which input/outputs.
253
1. Auto Operation
a. (Inputs) Enable All CCBs, Independent Service, Light Load, Enable All
HCBs, Door Hold, EMS IC Key, Chime Enable, Sabbath Enable, Attendant
Enable, Attendant Up Button, Attendant Down Button, Attendant Bypass
Button, Car To Lobby, Swing Operation
b. (Outputs) PI 1~8, Hall Lantern Up A~D, Hall Lantern Down A~D, Travelling
Up, Travelling Down, Emergency Power, PI 9, In-Car Buzzer, Passing
Chime, EMS IC Lamp, Sabbath Lamp, Disable PHE, Attendant Hall Call
Above, Attendant Hall Call Below, In Service
2. Doors (Front)
a. (Inputs) GSW (1,2), DCL, DOL, PHE, Mechanical SE, DZ, DCB, DOB
b. (Outputs) Closer, Open, Nudge, Run/DCP, Hall Lock Cam, Restrictor,
Heavy Door, Door Hold Lamp, Car Lantern Up, Car Lantern Down
3. Doors (Rear)
a. Same as Doors (Front)
4. Fire/Earthquake
a. (Inputs) Smoke 1~4, Phase2 Hold, Phase2 Off, Phase2 On, Call Cancel,
Remote Key, Seismic, Counterweight, EQ Reset, Fire Stop Switch, On
Emergency Power, EP (Emer Pwr) Up to Speed
b. (Outputs) Fire Lamp IC, Fire Lamp Lobby, Earthquake Lamp, Fire Phase I,
Fire Phase II, Fire Main, Fire Alt, Shunt Trip, Doors Open @ Lobby
5. Inspect/Access
a. (Inputs) Inspection MR Enable (1,2), Inspection MR Up, Inspection MR
Down, Inspection CT Enable (1,2), Inspection CT Safe, Inspection CT Up,
Inspection CT Down, Access Enable (1,2), Access Bottom Up (1,2), Access
Bottom Down (1,2), Access Top Up (1,2), Access Top Down (1,2),
Inspection IC Enable (1,2), Inspection IC Safe, Inspection IC Up, Inspection
IC Down
b. (Outputs) On Inspection
6. Controller
a. (Inputs) Brake Pick, Viscosity, Battery Power, B Cont NO (Normally Open), B
Cont NO (Normally Open), M Contactor NC, SF1 Relay NC, SF2 Relay NC, DP1,
DP2, Pos Ref Switch, Drive Ready, Drive Fault, E-Brake RGM, E-Brake RGP, E-
Brake DZM, E-Brake DZP, Limit Speed, Go OOS, Shift Data, Shift Reset, Shift
Clock,, SPLD Relay NC, ECO Relay, B2 Cont NO (Normally Open), Drive Enable
b. (Outputs) SF1 Relay, SF2 Relay, SM Relay, Relay UPH, Relay UPL, Relay
DNH, Relay DNL, Brake Pick, Brake Hold, Drive Fault Reset, Drive Field
Enable, Drive Run Up, Drive Run Down, Drive S0~S3, Relay RGM, Relay
RGP, Relay DZM, Relay DZP, Fan/Light, Brake Relevel, Drive Run,
ECO/NCO Relay, SPLD Relay, S-Curve, Shift Reset, Shift Clock, Shift Data,
On Main Line, On Battery, R Relay, S Relay
254
7. Safety
a. (Inputs) Locks Top (1,2), Locks Middle (1,2), Locks Bottom (1,2), Hall
Closed Top, Hall Closed Middle, Hall Closed Bottom, DET, UET,
Construction, Stop Switch IC (1,2), Low Oil, Low Pressure, Overloaded,
Fully Loaded, Governor, Overheat, Normal Limit Top, Normal Limit
Bottom, Safety String, Flood Sensor, Governor (2)
b. (Outputs) Overloaded Lamp, UPH Cutoff, UPL Cutoff, DNH Cutoff, DNL
Cutoff
8. Car Call (Front)
a. (Inputs) Button 01~64
b. (Outputs) Lamp 01~64
9. Car Call Enable (Front)
a. (Inputs) Key 01~64
b. (Outputs) N/A
10. Car Call (Rear)
11. Car Call Enable (Rear)
a. (Inputs) Key 01~64
b. (Outputs) N/A
12. Hall Call Up (Front)
13. Hall Call Down (Front)
14. Hall Call Up (Rear)
15. Hall Call Down (Rear)
NOTE: Certain menu items are “Fixed” and cannot be changed.

Contact Smartrise if you suspect a defective input or output terminal
that is located on a fixed terminal.
255
APPENDIX A – SMARTRISE BOARDS
BREAKOUT BOARD CONFIGURATION
BOTTOM of BOARD
Breakout Board Layout
Pin 1
Orange White ------------

Orange Solid -------------
Green White -------------
Blue Solid ----------------- CAT5
Blue White --------------- TOP of BOARD Plug
Green Solid --------------
Brown White ------------
Brown Solid --------------
HALL BOARDS AND CABLING
Serial Port P1
12345678
Serial Port P3
Hall Board Layout
Dip Switch
Termination Block
256
HALL NETWORK BOARD CONFIGURATIONS
H24
R
UB
H24 DB
UB UL
DL
DB
REF
UL
D
DL HN
+
HN-
REF
HN
+
HN-
H24 H24
UB UB
DB DB
UL UL
DL DL
REF REF
HN HN
+ +
HN- HN-
H24 H24
UB UB
DB DB
UL UL
DL DL
REF REF
HN HN
+ +
HN- HN-
257
APPENDIX B – MAKING CAT5 CABLES
Standard
The standard CAT5 cables are used for most of the connections. It is used to connect the Hall
and Lantern networks toe the MR or Group SRU, the Selector to the IP8300 breakout board and
the Inspection station to the inspection breakout board at the Cartop or COP station. You can
make your own using this diagram.
Standard Cat-5 Cable
Modified (CT board to COP board only)

The modified CAT5 cable connects the CT SRU board to the COP SRU in a three board system.
This cable has been modified by SM but cutting the Orange pair. You can make your own using
this diagram.
Orange pair
not used Modified Cat-5 Cable
Crossover (COP board to Expansion board only)

The crossover CAT5 cable is only used when connecting one COP SRU board to a 2 nd
“Expansion” COP SRU board. You can make your own using this diagram. This cable has two
pairs cross over from one plug to the other. One side will have the standard T-568B wiring and
the other will have the Orange/Green pairs swapped like the following drawing shows.
Crossover Cat-5 Cable
258
APPENDIX C – REPLACING RELAYS
REPLACING SLIMLINE RELAYS
If replacing relays make sure that the new relay you’re installing is the same voltage as the old
one. Smartrise uses 120vac and 24vdc relays that look similar. See the photos below to
determine the different relays.
24vDC Relay
120vAC Relay
1. To inspect a slimline relay push out on the black tab that contains the label.
2. Pull up on the white relay.
3. Re-install the relay the same way making sure

you don’t bend any pins when inserting it into
the base. Pushing down on the relay will snap
the black tab back into the locking position.
** NOTE: If the relay you’re replacing is

burnt out, has been arcing or is missing a pin, you should replace the
whole relay/base assembly. This will eliminate any damage done to the
base from the relay terminals.
259
REPLACING FORCE GUIDED RELAYS
Smartrise no longer uses the older style force feedback relays with the removable contacts.
The new force guided relay eliminates the possibility of bent pins on the removable relay. Since
the contact part of the relay is permanently installed in the base to prevent bent pins from
removal, no maintenance is required.
1. If the relay is found to be defective then replace the complete assembly.

a. Turn off main power.
b. Label the wires and then remove them from old relay.
c. To remove the relay from the rail, insert a large flat-blade screwdriver into the
tab (figure 1) and pull screwdriver handle back towards the relay (figure 2).
d. Install the new relay by attaching the side opposite the tab onto the rail first and
then rotating it down onto the rail, snapping it into place.
2. Re-install the wiring to the correct terminals.
3. Restore power.
Figure 1 Figure 2
260
REPLACING PICK RELAY
Smartrise now uses the Auto-D Pick relay. Use the following diagram for reference when
replacing the older style force feedback relay with the new Auto-D relay.
1. If the relay is found to be defective then replace the complete assembly.

a. Turn off main power.
b. Label the wires and then remove them from old relay.
c. To remove the relay from the rail, insert a large flat-blade screwdriver into the
red tab (figure 1) and pull screwdriver handle back towards the relay (figure 2).
d. Install the new relay by attaching the side opposite the tab onto the rail first and
then rotating it down onto the rail, snapping it into place.
2. Re-install the wiring to the correct terminals.
3. Restore power.
Figure 1 Figure 2
261
ADDENDUM I – REPLACING AND PROGRAMMING A
DEFECTIVE SRU BOARD
Smartrise SRU boards are backwards compatible with prior revisions. Any Rev 8 boards can
replace all prior revision boards.
Tips to Preserve Your Settings during Board Replacement

The Machine Room (MR) board sends all settings and parameters to the Cartop (CT) and Car
Operating Panel (COP) boards. These settings are stored in each board. If the Machine Room SRU
goes out then the only way to save your jobs settings (Slowdowns, Floor Levels, Parameters, etc.)
is to replace it and reprogram it with either the COP board or the CT board. Follow these steps:
1. Replace the MR board with either the CT or COP board
2. Reprogram it as the MR board.
** DO NOT USE “DIP SWITCH 1” + “DEFAULT ALL” AFTER PROGRAMMING **
3. Install the new board as the CT or COP board and program it as such.
The previous settings in the reprogrammed MR board will then transfer to the new board and
the car should operate as before with all the original settings.
You can replace either the CT or COP board at any time as it will retrieve the settings from the
MR board when powered up.
Tools Needed for Programming
To program an SRU board you will need:
 Smartrise Programming Pod
 A fully charged laptop with either of the following operating
systems: Windows XP, Vista, 7 or 8.
 The software for your specific job is provided by Smartrise in
two ways: a Smartrise CD included in the job binder OR by online
download. Contact Smartrise if you don’t have the software for your particular jobsite.
262
Step 1 - Software Extraction to Laptop
Software provided by online download link
If an update was made to the job OR the CDs are missing, Smartrise can send an e-mail with a
link to a downloadable zip file for the software. For example:
http://smartrise.info/Software_packages/Smartrise_Job_(111112-001).zip
1. Click on the link and choose “Save As” to save the zip file to your laptop, preferably to
your desktop.
There are several ways to open a zip file. Your laptop should have the capability to extract
the file to a location of your choosing. If not you will need to download a free program
from the internet to process this file.
2. Navigate to the location you saved the file and double click on it to show the contents.
3. Some laptops won’t allow the Smartrise programmer to run directly from a zip file. To
resolve this you need to copy all the contents of the zip file to a folder on your laptop.
This will allow you to access all the folders necessary for installation (i.e. software,
Smartrise Programmer, etc).
4. Now that the files are extracted to your laptop’s hard drive you can proceed with the
installation of the programmer (if not installed already) and the software.
263
Step 2 - Installing the Smartrise Programmer
Special considerations need to be made when installing the software:
Do you have the Smartrise Programmer Application to install the software?
- If not, install the application by doing the following:
1. Open the (5) New Smartrise Programmer Folder in your software package
2. Open the 1 – Programmer Installer Folder
3. Install the Smartrise Programmer
4. Once the Smartrise Programmer is installed go back to the index of folders (shown below)
and open the:
(1) Controller Software folder with the JCF Software file inside shown below:
5. Open the Software Folder, in this example the version is 2.20h, the version will vary on
how recent the job is.
6. Open the JCF file by double clicking on it. If it doesn’t open then the Smartrise
Programmer might not be correctly installed. Please see previous page for installation
instructions.
264
The Smartrise Programmer interface
Note: All the controller software is located on this interface except the group software.
265
Software provided by USB Flash Drive
Every Smartrise job is provided with a binder that consists of a USB Flash Drive containing
software for the specific job. Smartrise controllers are shipped with the software already
installed on the controller; this flash drive is provided as a back-up.
1. Insert the supplied USB Flash Drive into the laptop. Usually a menu similar to the one
shown below will appear. If no menu appears then open “My Computer” and click on the
Removable Disk drive.
2. Click on the “Open folder to view files” option to explore the Smartrise folders. A list of
folders with the software will appear. The software is located in the “(1) – Controller
Software” folder.
Revision 8 Board
Ports J21 and J22

correspond to the JTAG
ports located on the
controller board.
It is imperative that you install the correct software onto the correct JTAG port.
To do this, first connect your Smartrise programmer to your laptop via USB, and then connect
the other end to the JTAG port on the controller.
266
Step 3 - Installing the SRU Software
Warning: Your laptop needs to be fully charged for this process, plugging in your laptop to an AC
source while installing software could result in damage to the SRU Board. Also, do not disconnect
the programmer pod from the SRU board while the controller is being programmed.
Identify which controller you are installing, Machine room, Car-Top, COP.
Instructions for Programming a Machine Room Controller

1. A controller cannot be programmed if unpowered, ensure that you have 24V supplied to
the controller.
2. When you activate Dip Switch 1 you should see a “F77: CPU Stop Switch” fault on the
controller. Do not be alarmed – this is normal.
3. Plug in the programming pod into the J21 port first. Select the J21 checkbox on the
Smartrise programming application show below.
4. Next, click the “Begin Programming” button on the bottom of the programming interface
to begin programming your board.
5. Notice the progress report bar, when programming is finished, you will see a
a. "Progress: Done” when programming is finished.
b. NOTE: You will also want to verify that the POWER and RUN LED’s on the
programming pod itself are off before disconnecting from a controller.
6. Next move your programming pod from port J21 to J22, then click on the J22 check box
and begin programming.
7. When programming is finished:
CYCLE POWER – ** DO NOT PRESS THE RESET BUTTON **
8. Next, go to the MAIN MENU | SET UP | DEFAULT ALL | select “Yes” and press the center
button. The controller will begin defaulting all the factory parameters to original
programming (This could take several minutes). Once this is finished, cycle power again.
9. When the controller is fully powered and finished loading, turn off Dip Switch 1.
10. Verify that the controller is programmed correctly. This is done by going to the MAIN
MENU | ABOUT screen. If all the information is correct, the Machine Room Controller
has been successfully programmed.
267
123 California Job Name
Type of Controller MR SRU
Version 3.09j Software Version
(C) 2012
Instructions for Programming a Car Top/Car Operating Panel Controller

Programming these boards is very similar to programming a machine room controller. When
programming these boards it is not necessary to activate dip switch 1 and default all.
 A controller cannot be programmed if unpowered, ensure that there is 24V supplied to

the controller.
 Plug in the programming pod into the J21 port first. Select the correct J21 checkbox on
the Smartrise programming application for the corresponding controller.
 Next, click the “Begin Programming” button on the bottom of the programming interface
to begin programming the board.
 Notice the progress report bar, when programming is finished, the display will show
"Progress: Done”. NOTE: Verify that the POWER and RUN LED’s on the programming pod
itself are off before disconnecting from the controller.
 Next move the programming pod from port J21 to J22, click on the J22 check box and then
“Begin Programming”.
 When programming is finished:
CYCLE POWER – ** DO NOT PRESS THE RESET BUTTON **
 When the controller is fully powered and finished loading, verify if the controller is
programmed correctly by going to the MAIN MENU | ABOUT
 If all the information is correct, the controller software has been successfully installed.
268
ADDENDUM II – ENCODER WIRING TABLES
This is just a partial list of common encoder cable codes for reference only. This may not
represent the actual cable you have received with your encoder. Please follow the actual
pinout instructions that came with your existing encoder.
ENCODER IMPERIAL / MAGIL ACCUCODER WACHENDORFF INDUSTRIAL

PG-X3 ENCODER
(CANADA)
PWR RED RED BROWN BROWN BROWN
COM BLACK BLACK BLUE WHITE (SHIELD) WHITE
A WHITE WHITE WHITE GREEN GREEN
/A BLACK/WHITE BROWN GREEN RED PINK
B BLUE GREEN YELLOW YELLOW YELLOW
/B RED/BLACK BLUE GRAY BLACK BLUE
Z ORANGE YELLOW PINK GRAY GRAY
/Z GREEN ORANGE RED VIOLET RED
DATA - - - - -
/DATA - - - - -
CLOCK - - - - -
/CLOCK - - - - -
SHIELD SHIELD SHIELD SHIELD SHIELD
ENCODER HEIDENHAIN ZEIHL TORIN ECN413 IH740 / IH950

PWR GREEN/BLUE + BROWN GRAY/GREEN RED/PINK BROWN (2)
COM GREEN/WHITE + WHITE PINK/YELLOW BLACK + RED/WHITE WHITE (1)
A GREEN/BLACK GRAY/PINK GREEN + BLACK GREEN (3)
/A YELLOW/BLACK RED/BLUE YELLOW + BLACK PINK (6)
B BLUE/BLACK BLUE BLUE + BLACK YELLOW (4)
/B RED/BLACK RED RED + BLACK BLUE (7)
Z - - - GRAY (5)
/Z - - - RED (8)
DATA GRAY WHITE GRAY -
/DATA PINK BROWN SILVER -
CLOCK VIOLET VIOLET PURPLE -
/CLOCK YELLOW BLACK WHITE -
SHIELD
269
ADDENDUM III – TRACTION BRAKE PICK OPERATION
NOTE: In order for the brakes to work when the main line disconnect is turned off the auxiliary
switch mounted on the disconnect box must be wired to ML1 / ML2.
1. Switch the main line disconnect to the off position.

2. Turn on Dip switch #6 on Dip A and set the Machine Room inspection switch to inspection.
This keeps the controller from trying to run the car and prevents faults from popping up.
3. Turn the Battery Rescue Switch to the ON position.
4. This should power up the SRU board and provide power for the brake coil(s) to pick.
a. The following faults can be ignored during this procedure:
i. Stopped no DZ
ii. Drive Fault
5. On the SRU LCD screen, record the location (feet/inches) of the car in the hoistway. Check
to see if there is a “DZ” in the upper right hand corner of the LCD screen. If “DZ” is present
the car is already in a door zone. If the car is in a door zone skip to Step 9.
6. Navigate to Main Menu | Status |Magnets and scroll to the nearest floor above and below
the car to see which floors the car is between. This will tell you where you need to move the
car to for a door zone.
7. Press the button on the box labeled Brake Pick while simultaneously pressing in the
Contactors B1 (and B2 if installed). This should lift the brake(s) and allow the car to drift.
8. Allow the car to drift until a Door Zone is reached.
a. The SRU board has an indicator in the top right of the controller labeled DZ.
b. This indicator activates if the car is +/-3 inches away from floor level at any landing.
c. At this point a B+__ (car moving up) or T-__ (car moving down) number will appear on
the line below DZ.
d. Depending on the magnet placement, if the B+ or T- number reads 14 the car should be
close to floor center.
e. Release the B1 & B2 contactors.
9. At this point from the SRU board.
a. Using the Right Arrow key navigate to Main Menu| Setup| Door Setup| Manually Open
and Close.
b. Use the Right and Left Arrow buttons to put the asterisk under Open.
c. Press and hold the Enter button to open the doors. Once the Indicator indicates the
doors are fully open. Release the Enter button.
d. Once Passengers have disembarked. Move the Asterisk under Nudge. Press and hold the
Enter button until the doors show fully closed.
10. Turn off the switch in the remote box labeled Brake Pick.
11. When safe to do so power on the Main Line Disconnect.
270
ADDENDUM IV – PARAMETER ADJUSTMENTS
Binary Parameters
To turn on the options below, go to the MAIN MENU | DEBUG | BINARY PARAMETERS menu
and set any of the following parameters.
Parameter: OFF ON
Fire Options:
00-081.4 Smoke 1 to open front door. Smoke 1 to open rear door.
00-088.5 Fault on Locks Jumped on Fire Phase 2 Bypass Locks Jumped Fault on Fire Phase 2
00-088.6 Main or Remote fire key to override smokes. Main and Remote Fire key to Override
Smokes
00-088.7 Disable Remote Fire Key Enable Remote Fire Key
00-106.0 Constant pressure Door Close button Phase 2 Door Close Button Momentary
00-106.2 Don't Auto-Open at Recall Level Phase 2 Auto-Open at Recall Level
00-106.7 Lobby Fire Lamp does not flash. Flash Fire Lobby Lamp when car lamp
flashes (Simplex only)
Fire Code:
00-018.0 New York Fire Code ANSI Fire Code
00-018.2 N/A ANSI Fire Code / New York Fire Code
00-018.3 N/A ANSI Fire Code / New York Fire Code
00-088.5 ANSI Fire Code New York Fire Code
EMS:
13-014.0 Disable EMS/Code Blue Enable EMS/Code Blue medical Service
13-014.1 EMT Medical Service Code Blue medical Service
13-014.2 Phase 1 before Phase 2 Medical Phase 2 Medical without Phase 1
271
Parameter: OFF ON
Doors:
00-109.7 Separate Front and rear arrival lanterns Combine arrival lanterns on front lanterns
00-109.5 Single chime output on down arrival Double chime output on down arrival
13-120.2 Open front door on Battery lowering walk Open rear door on Battery lowering walk through
through
Invert Signals:
13-099.0 Low Oil Normally Closed Low Oil Normally Open
13-099.1 Low Pressure Normally Closed Low Pressure Normally Open
13-099.2 Door Close Limit Normally Closed Door Close Limit Normally Open
13-099.3 Door open Limit Normally Closed Door open Limit Normally Open
13-099.4 Overheat Normally Closed Overheat Normally Open
13-099.5 Viscosity Normally Open Viscosity Normally Closed
13-099.6 Floor Normally Closed Floor Normally Open
Flood:
13-149.0 Car cannot run in normal on Flood Car can run in normal operation in flood
13-149.1 Fire Overrides Flood Flood overrides Fire
Sabbath:
13-093.0 Sabbath Key Not Enabled Sabbath Key Enabled
13-093.1 Sabbath Timer Not Enable Sabbath Timer Not Enable
13-093.2 Buzzer Disabled on Close Buzzer Enabled on Close
13-093.3 Photoeye Enabled on Open Photoeye Disabled on Open
13-093.4 Car Calls Accepted on Sabbath Car Calls Rejected on Sabbath
13-093.5 Hall Calls from Group Accepted on Sabbath Hall Calls from Group Rejected on Sabbath
13-093.6 Photoeye (PHE) Enabled on Close Photoeye (PHE) Disabled on Close
13-093.7 Car goes from bottom to top floor stopping Car goes from bottom to top floor skipping
at all landings in both directions of travel intermediate floors and then stops at all landings
going down
Other:
00-111.2 Normal Operation Terminal to Terminal Test runs.
00-111.3 Up and Down Hall Call Button per floor Single hall call button and in use lamp on every floor
13.149.2 No external key needed of car-top Requires In car or Access inspection to be turned on
inspection to run in car-top inspection.
13-152.3 Pre-flight Check is ON Pre-Flight Check is OFF (used for troubleshooting
only)
272
Adjust Parameters
To turn on the options below, go to the MAIN MENU | DEBUG | ADJUST PARAMETERS menu
and set any of the following parameters.
Pressing the enter key once will show a converted hex to decimal number above the hex value,
as well as other display options to make it easier to adjust.
Parameter Unit (shown in Hex) Description:
00-025 1 Minute Screen Saver Lockout timer.
00-041 Faults Faults allowed Per hour before car going Out of Service
00-042 Starts Starts per minute allowed before car going Out of Service.
00-046 100ms Attendant Service Hall Call Buzzer Duration
00-053 1 Second Door Hold button time
00-083 Base 0 floor Simplex Parking floor (0 is first landing)
13-127 1 Second Exit Swing operation timer
13-156 100ms Wye Delta delay until swapping from S (start) to R (run) contacts.
13-140 0 == closest Out of service input, value of 0 will stop at the next available floor, any
1+ == landing other value will drive car to that specific landing.
13-160 Voltage at switch UT1 Trip Threshold
13-161 Voltage at switch DT1 Trip Threshold
13-181 Voltage at switch UNTS4 Trip Threshold
13-182 Voltage at switch DNTS4 Trip Threshold
15-002 Hex Code Screen saver Lockout code.
13-091 15 min block Sabbath Start Time
13-092 15 min block Sabbath Stop Time
13-094 1 second Sabbath Door Dwell Time – Non-Lobby
13-095 1 second Sabbath Door Dwell Time – Lobby
273
ADDENDUM V – SECURITY
SECURITY SETUP
1. Go to MAIN MENU | SETUP | SECURITY to access the menu items for setting up security.
Below is the hierarchy for the Security menu:
Enable CC
Yes/No
Lockout
Timed
Yes/No
Lockout HC
Use Floor
Yes/No
Codes
Ind Srvc
Yes/No
Overrides
Start Time
--:--
(M-F)
Stop Time
--:--
(M-F)
Main Menu Setup Security
Start Time (S-
--:--
S)
Stop Time (S-

--:--
S)
Floor 1 (F)
Yes/No
24/7
Per Floor
Options Floor 1 Floor 1 (R)
Yes/No
24/7
Floor 1 (F)
Yes/No
Timed
Floor 1 (R)
Yes/No
Timed
Access Code
1 1 1 1
Floor 2, (F)
Floor 3,
Access Code
etc. 1 1 1 1
(R)
2. Enable CC Lockout (Yes/No)

a. This item enables / disables the car call security inputs (CCE) on the SRU board and
any programmed Access Codes.
3. Timed Lockout HC (Yes/No)
a. This enables the hall call buttons to be locked out similar to Enable CC Lockout
based on the time set in Start/Stop settings
4. Use Floor Codes (Yes/No)
a. This enables the use of an access code (see section 7) to unlock specific floors.
5. Independent Service Overrides (Yes/No)
a. Allows putting the car on Independent Service to bypass any active security.
6. Start/Stop Time (M-F); Start/Stop Time (S-S)
a. This is where the timed security start and stop time for Monday through Friday
(M-F) and Saturday and Sunday (S-S) is inputted. This time is adjustable in 15
minute increments. To lock out a timed 24 hour period set both the Start and Stop
times to the same time (i.e. 12:00AM). This is useful for customers with buildings
that don’t want to allow weekend access but desire timed access during the
weekdays.
274
7. Per Floor Options – Floor # is the floor selected for security options
a. Floor # (F)/(R) 24/7 (Yes/No)
i. This will activate the specific floor’s security 24hours/day – 7 days/week.
b. Floor # (F)/(R) Timed (Yes/No)
i. This allows security for the specific floor to be active for a set period of time
(see section 6).
c. Access Code
i. This is a 4 digit code that is programmable based on the car call buttons. For
example, a 2-stop car will only be able to use CCB1 & CCB2 for the 4 digit
code where a 5-stop can use any combination of the 5 CCB’s for the code.
ii. Examples;
1. 2-stop, Floors G & 1 – Code can be any combination of the 2 car call
buttons (for example: “G 1 G 1”).
2. 5-stop, floors B, L, 1-3 – Code can be any combination of the 5 car
call buttons (for example: “L 2 1 B”).
Programming Example 1: (4-stop, L, 1-3, front opening) – 24/7 lockout with card reader in car
1. Start by wiring in the CCE inputs on the COP to the card reader – one side of the card
reader to 24vdc and the other side to the CCE input.
2. Go to MAIN MENU | SETUP | SECURITY | PER FLOOR OPTIONS | FLOOR # and choose the
2nd floor for security (in this case floor 1) “Floor 1 (F) 24/7”, change to “Yes”. Scroll to the
right to “Save” and press enter.
3. Go to MAIN MENU | SETUP | SECURITY | ENABLE CC LOCKOUT and change to “Yes”. Scroll
to the right to “Save” and press enter.
4. Floor 1 will be locked out until the CCE for floor 1 is activated with card reader.
Programming Example 2: (4-stop, L, 1-3, front opening) – 24/7 lockout with Access Codes
1. Go to MAIN MENU | SETUP | SECURITY | PER FLOOR OPTIONS | FLOOR # and choose the
2nd floor for security (in this case floor 1) “Floor 1 (F) 24/7” and change it to “Yes”. Scroll
to the right to “Save” and press enter.
2. In the Floor # menu choose “Access Code (F)” and change to whatever 4-digit code you
want assigned for this floor using the car call buttons. For this example we’ll use “L 2 2
1”. Scroll to the right to “Save” and press enter.
Note: The default code is the bottom landing PI as all 4 digits (In this case: “L L L L”).
** You cannot leave it at the default as this will disable the code. **
3. Select “Enable CC Lockout” change to “Yes”, scroll to “Save” and press enter.
To operate the Access Code feature, press the button for the secured floor. When
the button starts flashing, type in the 4-digit code for that floor. The car will latch
the car call when the correct code is entered.
NOTE FOR 2-BOARD SYSTEMS ONLY: If Access Code isn’t working, go to MAIN MENU | DEBUG |
ADJUST PARAMETERS and change 00-111 to “x01”. Cycle the main disconnect and retry the
security feature.
275
ADDENDUM VI – SCREEN LOCKOUT FEATURE
To prevent access to the controller functions there is a screen lockout option available.
Parameters 00-025 and 15-002 control this function. The option is disabled at the factory.
Parameter 15-002 = the code you want to program for screen access
Parameter 00-025 = how long to wait (in minutes) after any menu navigation key is pressed
before locking the screen.
-------------
Example:
You want the screen to lock if no button is pressed for 5 min. Once locked, the user has to enter
1234 to gain access to the controller screens. Set the following parameters:
1. MAIN MENU | DEBUG | ADJUST PARAMETERS | 00-025 = x05
2. MAIN MENU | DEBUG | ADJUST PARAMETERS | 15-002 = x1234
If no key is pressed for 5 minutes (or if the board is reset), the screen will prompt you to "Enter
access code". Use the arrow keys to enter the code then press the center (ENTER) button and
access will be granted.
-------------
If you forget your password, do the following:
1. Put the car on Inspection MR.
2. Turn on DIP switch 1 on Dip A to the right (ON) on the machine room SRU board.
3. Press the reset button. (The screen will unlock for 30 seconds).
4. Set MAIN MENU | DEBUG | ADJUST PARAMETERS | 15-002 = x0000
5. The screen lock option is now off. You can now set it to a new value if you wish or leave
it disabled.
276
ADDENDUM VII – PI CONVERSION TABLE
The following tables show the PI conversion for the Smartrise SRU board display, the CE Driver
board display and the Fixture display.
SRU CE Fixture SRU CE Fixture

! > > /
“ ? ? -1
# @ @ *
$ A A A
% B B B
& C C C
‘ D D D
( E E E
) F F F
* G G G
+ H H H
, I I I
- J J J
. K K K
/ L L L
0 0 0 M M M
1 1 1 N N N
2 2 2 O O O
3 3 3 P P P
4 4 4 Q Q Q
5 5 5 R R R
6 6 6 S S S
7 7 7 T T T
8 8 8 U U U
9 9 9 V V V
: : * W W W
; X X X
< < < Y Y Y
= = - Z Z Z
277
ADDENDUM VII – PI CONVERSION TABLE – CONT.
The following tables show the PI conversion for the Smartrise SRU board display, the Emotive
Driver board display and the Fixture display.
SRU Emotive Fixture SRU Emotive Fixture

! >
“ ?
# @
$ A A A
% B B B
& C C C
‘ D D D
( E E E
) F F F
* * * G G G
+ H H H
, I I I
- - J J J
. K K K
/ L L L
0 0 0 M M M
1 1 1 N N N
2 2 2 O O O
3 3 3 P P P
4 4 4 Q Q Q
5 5 5 R R R
6 6 6 S S S
7 7 7 T T T
8 8 8 U U U
9 9 9 V V V
: * * W W W
; X X X
< -1 -1 Y Y Y
= - - Z Z Z
278

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 30 Minute phone introductory training for new customers

 Examples of a proper building-to-controller ground connection is

 All grounds need to land at this common point including building,

Providing a proper ground is mandatory and will improve the

For the most recent version of our installation manual go to

** Never connect +24vDC directly to the output terminal. Without a load to

Normal View Screen

Normal DZ Door Zone

MAIN MENU SCREEN

CAR DOOR DATA SCREEN (SEE NEXT PAGE)

Car Door Closed Car Door Open

---CAR DOOR DATA---- ---CAR DOOR DATA----

--- CAR DOOR DATA ----

---HALL DOOR DATA---

Door Status Descriptions

[| |] Doors are ajar or not flagging properly – Unknown status

If the LCD screen is

Normal DZ Turn Potentiometer

While Smartrise takes every measure to provide the

QUICK START MANUAL

Push Button Breakers

UPL Up Low valve coil NUL Neutral Up Low

DNH Down High valve coil NDH Neutral Down High

DNL Down Low valve coil NDL Neutral Down Low

Sprecher + Schuh PCE Soft Start Dip Switch Settings

Smartrise controllers purchased through a packager

QUICK START MANUAL

Push Button Breakers

INDUCTION MOTOR SETUP

Magnetek Parameter location Reference

Speed Adjustment on Magnetek (CMD vs. FPM)

PERMANENT MAGNET SETUP

MAGNETEK PARAMETER LOCATION REFERENCE

SETUP FAULT ONE

Speed Adjustment on Magnetek (CMD vs. FPM)

INDUCTION MOTOR SETUP

Main Line Motor Motor Motor

Brake Volts Encoder

STATIONARY AUTO TUNING

Verifying/Entering Data from Motor Nameplate

Auto-Tuning finishes in approximately one to two minutes

INPUTTING MOTOR DATA - SAMPLE

Run the car and verify the following:

PERMANENT MAGNET SETUP

Main Line Motor Motor Motor

Brake Volts Encoder

STATIONARY PM AUTO TUNING

Verifying/Entering Data from Motor Nameplate

T2-01 “1” – Selects Stationary Auto-Tune for PM Motor

Run the car and verify the following:

INDUCTION MOTOR SETUP

Main Line Motor Motor Motor

Brake Volts Encoder

Begin the procedure by setting:

• Motor Tuning LL01 = Start

If not performing the Encoder Synchronization, turn on BR and EBR

SETUP OF THE MOTOR LEARN IS NOW COMPLETE!

SETUP OF THE ENCODER LEARN IS NOW COMPLETE!

The Parameter menu contains the following groups: