INSTALLING, OPERATING AND MAINTAINING

THE MODEL D1029

BI-DIRECTIONAL GENERATOR

FIELD REGULATOR

REVISION: 3.0
OCTOBER 2003

IPC AUTOMATION u 4615 WEST PRIME PARKWAY u McHENRYu IL u 60050

PHONE: (815) 759-3934 u FAX: (815) 363-1641
 TABLE OF CONTENTS

SECTION 1 GENERAL INFORMATION ......................................................................................1

INTRODUCTION................................................................................................................1
SAFETY...............................................................................................................................2
WARRANTY.......................................................................................................................3
Q.C. TESTING.....................................................................................................................3
STORAGE............................................................................................................................3

SECTION 2 PRODUCT SPECIFICATIONS..................................................................................4

GENERAL DESCRIPTION .................................................................................................4
CONTROL SPECIFICATIONS ..........................................................................................4
TRANSFORMER INPUT SUPPLY.........................................................................4
CONTROL INPUT SUPPLY...................................................................................4
FIELD POWER SUPPLY ........................................................................................4
FIELD POWER OUTPUT........................................................................................4
SPEED RANGE .......................................................................................................4
SPEED REGULATION............................................................................................4
RESPONSE TIME ...................................................................................................4
CONTROL FEATURES OVERVIEW .................................................................................5
HIGH SPEED OPTION BOARD D1046 .............................................................................6
D1046 FEATURES ..................................................................................................6

SECTION 3 THE FRONT PANEL ................................................................................................8

DIAGNOSTIC INDICATORS.............................................................................................8
STATUS INDICATORS ......................................................................................................8
CONTROL POWER................................................................................................8
FIELD POWER........................................................................................................8
RUN INPUT.............................................................................................................8
U/D INPUT ..............................................................................................................8
OUT OF REG...........................................................................................................8
RELEVEL LIMITATION.........................................................................................8
AUTO RESET..........................................................................................................8
FAULT CONDITIONS........................................................................................................9
DIRECTION ............................................................................................................9
TACH LOSS ............................................................................................................9
OVER SPEED ........................................................................................................10
OVER CURRENT..................................................................................................10
POWER RELAY FAILURE...................................................................................10
CONTROL DISABLE............................................................................................10
ADJUSTMENTS................................................................................................................11
SPEEDS - SP1 THROUGH SP5 ........................................................................................11
 MULTIPLE SPEEDS DURING DECELERATION ...............................................12
RATES - ACC1,2 AND DCC1 - 4 ........................................................................12
S-SHAPED CURVE - ACC START, ACC END, DCC START, DCC END........13
DEAD ZONE TIME DELAY .................................................................................13
HOLD GAIN..........................................................................................................13
GAIN......................................................................................................................15
CONTRACT SPEED .............................................................................................15
ARMATURE FEEDBACK.....................................................................................15
STABILITY GAIN .................................................................................................15
CURRENT .............................................................................................................16
TEST POINTS ...................................................................................................................18
COMMON.............................................................................................................18
TACH.....................................................................................................................18
ARM FB ................................................................................................................18
REF IN ...................................................................................................................18
FIELD CURRENT..................................................................................................19
REF OUT ...............................................................................................................19
DISABLE ...............................................................................................................19
AUTO/SET UP SWITCH...................................................................................................20

SECTION FOUR INSTALLATION INSTRUCTIONS ................................................................21

CONTROL INPUTS ..........................................................................................................21
RUN CONTACT ...................................................................................................22
UP/DN....................................................................................................................22
SPEED CONTACTS SP1-SP5 AND HI................................................................22
ACC/DCC..............................................................................................................22
L.L..........................................................................................................................22
AUTO RESET........................................................................................................22
TACHOMETER.....................................................................................................23
REGULATOR PHYSICAL DIMENSIONS...........................................................23
POWER CONNECTIONS ................................................................................................24
OVER VOLTAGE BUSS RESISTOR....................................................................24
F+ F- ......................................................................................................................24
A+ A- .....................................................................................................................24
AC CONTROL POWER .......................................................................................24
FIELD AC POWER ...............................................................................................25

SECTION FIVE SET-UP PROCEDURE.......................................................................................26

STATIC TESTS..................................................................................................................27
SET UP: (MG SET NOT RUNNING)................................................................................31
SET-UP (MG SET RUNNING)..........................................................................................32
NORMAL RUNNING MODE...........................................................................................33
CURRENT AND CONTRACT SPEED CALIBRATION......................................33
 FINE TUNING ADJUSTMENTS ......................................................................................36
SLUGGISH RESPONSE........................................................................................36
OVERSHOOT/INSTABILITY...............................................................................37
DEAD ZONE TIME DELAY .................................................................................38
HOLD GAIN..........................................................................................................38
SELECTING A HIGH SPEED CURRENT LIMITING RESISTOR...................................39
SELECTING A LEVELING/RE-LEVELING CURRENT LIMITING RESISTOR............44

SECTION SIX TROUBLESHOOTING.........................................................................................57

DIRECTION FAULT .........................................................................................................58
TACH LOSS ......................................................................................................................58
OVERSPEED .....................................................................................................................59
OVERCURRENT AT CONTRACT SPEED......................................................................59
OVERCURRENT AT LOW END OF A RUN...................................................................60
POWER RELAY FAILURE...............................................................................................60
NO OUTPUT FROM CONTROL.....................................................................................60
CANNOT ACHIEVE CONTRACT SPEED......................................................................61
UNSTABLE AT HIGH SPEED..........................................................................................61
OVERSHOOTS CONTRACT SPEED DURING ACCELERATION................................62
SLOW RESPONSE AT HIGH SPEED ..............................................................................62
UP AND DOWN SPEEDS ARE NOT EQUAL.................................................................62
OUT OF REGULATION LIGHT FLICKERS OR STAYS ON.........................................62
INSTABILITY AT LOW SPEED / DECELERATING INTO THE FLOOR......................63
THE CAR STOPS TOO HARD / OSCILLATES AROUND ZERO SPEED .....................63

SECTION SEVENTYPICAL LOGIC SELECTION FOR BI-DIRECTIONAL APPLICATION..64

 LIST OF FIGURES

FIGURE ONE Block Diagram of Control Operation .................................... 7

FIGURE TWO Speed Sequencing During Acceleration ....................................... 11

FIGURE THREE Speed Sequencing During Deceleration ....................................... 12

FIGURE FOUR S-Shaped Curve .......................................................................... 13

FIGURE FIVE Dead Zone Time Delay And Hold Gain ....................................... 14

FIGURE SIX Regulator Dimensions ................................................................. 23

FIGURE SEVEN HOOK-UP Power Connections .......................................... 50

FIGURE EIGHT HOOK-UP Selection Contacts And Tachometer Connections 51

FIGURE NINE HOOK-UP Adjustments ...................................................... 52

FIGURE TEN HOOK-UP Speeds, Rates, Testpoints .................................. 53

FIGURE ELEVEN HOOK-UP S-Curve Settings ................................................ 54

FIGURE TWELVE HOOK-UP Status And Fault Indicators ................................ 55

FIGURE THIRTEEN Typical Logic Selection 350 FPM Geared, 400/450 FPM Geared ... 65

FIGURE FOURTEEN Typical Logic Selection 350FPM - 500FPM Gearless ................. 66

FIGURE FIFTEEN Typical Logic Selection 600FPM Gearless ................................. 67

FIGURE SIXTEEN Typical Logic Selection 700FPM Gearless ................................. 68

FIGURE SEVENTEEN Typical Logic Selection 800FPM Gearless ...............................…. 69

 LIST OF TABLES

TABLE ONE Speed Selection Potentiometer Ranges .................................................. 11

TABLE TWO Field Power Isolation Transformer Tap Selection ................................. 27

TABLE THREE Speed And Armature Feedback Selection ............................................. 28

TABLE FOUR Estimated Field Current ....................................................................... 30

TABLE FIVE High Speed Current Limiting Resistor Selection For 110V Tap ............ 40

TABLE SIX High Speed Current Limiting Resistor Selection For 130V Tap ............ 41

TABLE SEVEN High Speed Current Limiting Resistor Selection For 150V Tap ............ 42

TABLE EIGHT High Speed Current Limiting Resistor Selection For 165V Tap ............ 43

TABLE NINE Leveling/Releveling Current Limiting Resistor Selection For 110V Tap .. 45

TABLE TEN Leveling/Releveling Current Limiting Resistor Selection For 130V Tap .. 46

TABLE ELEVEN Leveling/Releveling Current Limiting Resistor Selection For 150V Tap .. 47

TABLE TWELVE Leveling/Releveling Current Limiting Resistor Selection For 165V Tap .. 48
 1

SECTION 1
GENERAL INFORMATION
INTRODUCTION

Thank you for purchasing an IPC Automation elevator control.

At IPC we are committed to designing and manufacturing high quality controls that meet or exceed our
customers needs. This manual provides the information you will need in order to properly install, operate
and troubleshoot the Model D1029 Bi-Directional Field Regulator. It provides a general overview of
the operation of the control, along with detailed descriptions of the diagnostic indicators, status indicators,
adjustments and connections. Also included is a step by step start-up procedure, troubleshooting
information, and applications. Please read this manual completely before attempting to install or operate the
Model D1029.

Please feel free to call IPC Automation with any questions you may have BEFORE performing installation
or start-up.

IPC Automation
441 Industrial Drive
Lexington, South Carolina 29072

Phone:(803) 356-3100
Fax:(803) 951-3306
 2

1.1 SAFETY

There are certain fundamental warnings which must be kept in mind at all times. These include:

WARNING THE BI-DIRECTIONAL FIELD REGULATOR SHOULD BE INSTALLED,

ADJUSTED AND SERVICED BY QUALIFIED ELECTRICAL
MAINTENANCE PERSONNEL FAMILIAR WITH THE CONSTRUCTION
AND OPERATION OF ALL EQUIPMENT IN THE ELEVATOR SYSTEM:
PERSONAL INJURY AND/OR EQUIPMENT DAMAGE MAY OCCUR IF
INDIVIDUALS ARE NOT FAMILIAR WITH THE HAZARDS RESULTING
FROM IMPROPER OPERATION.

WARNING CONTROLLER EQUIPMENT IS AT LINE VOLTAGE WHEN AC POWER IS

CONNECTED AND INTERNAL CAPACITORS REMAIN CHARGED AFTER
POWER IS REMOVED FROM THE BI-DIRECTIONAL FIELD
REGULATOR. IT IS IMPORTANT THAT AC POWER IS REMOVED FROM
THE UNIT FOR A MINIMUM OF FIVE MINUTES BEFORE IT IS SAFE TO
TOUCH THE INTERNAL PARTS OF THE CONTROL. PERSONAL INJURY
MAY RESULT UNLESS POWER IS REMOVED.

WARNING THE USER IS RESPONSIBLE FOR CONFORMING WITH THE NATIONAL

ELECTRICAL CODE WITH RESPECT TO MOTOR, CONTROLLER AND
OPERATOR DEVICE INSTALLATION, WIRING AND START-UP. THE
USER IS ALSO RESPONSIBLE FOR UNDERSTANDING AND APPLYING
ALL OTHER APPLICABLE LOCAL CODES WHICH GOVERN SUCH
PRACTICES AS WIRING PROTECTION, GROUNDING, DISCONNECTS
AND OVER CURRENT PROTECTION.

WARNING THE FAULT CIRCUITS DESCRIBED IN SECTION 3.3 ARE DESIGNED TO

PROTECT THE CIRCUITRY AND PROVIDE INDICATION OF RELIABLE
OPERATION OF THE CONTROLLER. THE FAULT CIRCUITS SHOULD
NOT BE USED AS A SAFETY DEVICE FOR PROTECTING PERSONNEL.
THE FAULT CIRCUITS IN THE CONTROL ARE NOT REDUNDANT
CIRCUITS; THEY MAY RELY UPON THE OPERATION OF THE CONTROL
TO INDICATE FAULTY OPERATING CONDITIONS. THEREFORE, THE
ELEVATOR COMPANY SHOULD ALWAYS USE REDUNDANT SAFETY
DETECTORS AND BACK-UP DEVICES TO PROVIDE SAFETY FOR
PERSONNEL. THE FAULT CIRCUITS ARE NOT INTENDED TO MEET
ELEVATOR CODE FOR THE PROTECTION OF PERSONNEL AND
SHOULD NOT BE USED TO MEET ELEVATOR CODES.
 3

1.2 WARRANTY

Standard conditions of sale for the company include a Statement of Warranty which covers the control
equipment. This Statement of Warranty covers all new equipment.

The Model D1029 Bi-Directional Field Regulator has been designed as a standard product to
meet the general criteria for controlling a motor-generator set in conjunction with an elevator.
IPC does not warrant that the Model D1029 will meet all application requirements, codes and
safety standards.

1.3 Q.C. TESTING

Quality is an important factor of each phase of the manufacturing and development process. Each unit must
pass rigorous quality tests as well as static and dynamic performance checks and a final inspection for
quality of workmanship. A unit is allowed to ship only after acceptance of all aspects of Q.C. testing and
inspection. This assures that you receive only those controls that meet our demanding quality standards.

1.5 STORAGE

Please take the following precautions if it should be necessary to store the control for any length of time.

F Store the control in a clean, dry (non-corrosive) environment that is protected from sudden
variations in temperature and high levels of moisture, shock and vibration.

F The ambient temperature where the control is stored should be maintained between zero (0) and 65
degrees Centigrade.

F The control should be stored in the original package in order to protect from dust and dirt
contamination.
 4

SECTION 2
PRODUCT SPECIFICATIONS

2.1 GENERAL DESCRIPTION

The Model D1029 Bi-Directional Field Regulator was designed to control the Generator Field of a motor
generator-driven geared or gearless Hoist Motor. Tachometer feedback is used to provide a closed loop
speed regulated system. Armature feedback is used to provide fast response and added stability and an
"S" Shaped Curve Reference is provided for smooth take offs and landings. These all combine to provide a
high gain fast response system to precisely control armature voltage. The net result is precise control of the
generator field current that will provide speed regulation to within point five percent (0.5%) of contract
speed.

2.2 CONTROL SPECIFICATIONS

TRANSFORMER INPUT SUPPLY: 208/220 VAC 50/60 HZ

CONTROL INPUT SUPPLY: 208/220 VAC 50/60 HZ single phase 5 AMP

Selected by minilink jumper located below F1
(lower PC board)

FIELD POWER SUPPLY

(ACF-ACF) ISOLATED : Adjustable at Transformer Secondary
110/130/150/165 VAC 7.5 AMP

FIELD POWER OUTPUT: Zero (0) to ± 230 VDC 7.5 AMP

SPEED RANGE: Greater than 500:1

SPEED REGULATION: 0.5% of contract speed

(subject to tachometer specifications and RPM)

RESPONSE TIME: One millisecond (1 ms)

 5

2.3 CONTROL FEATURES OVERVIEW

The key features of the Model D1029 Bi-Directional Field Regulator are summarized here. Like all IPC
Automation Bi-Directional Regulators, the D1029 offers superior control of the elevator’s speed.

ü Fully isolated control and power sections

ü Four independent "S" curve adjustments

ü Set Up Mode switch

ü Four-turn potentiometer adjustments for accuracy

ü Indicator lights for all inputs and diagnostics

ü Independent adjustments for:

6 Speed Settings
2 Acceleration Rates
4 Deceleration Rates

ü Fault protection including independent indicators for each of the following:

Tach loss
Over Speed trip
Over Current trip
Direction fault
Power Relay failure
Leveling limit speed trip

WARNING: THE FAULT CIRCUITS DESCRIBED ARE DESIGNED TO PROTECT THE

CIRCUITRY AND PROVIDE INDICATION OF RELIABLE OPERATION OF
THE CONTROLLER. THE FAULT CIRCUITS SHOULD NOT BE USED AS A
SAFETY DEVICE FOR PROTECTING PERSONNEL. THE FAULT
CIRCUITS IN THE CONTROL ARE NOT REDUNDANT CIRCUITS; THEY
RELY UPON THE OPERATION OF THE CONTROL TO INDICATE FAULTY
OPERATING CONDITIONS. THEREFORE, THE ELEVATOR COMPANY
SHOULD ALWAYS USE REDUNDANT SAFETY DETECTORS AND BACK-
UP DEVICES TO PROVIDE SAFETY FOR PERSONNEL. THE FAULT
CIRCUITS ARE NOT INTENDED TO MEET ELEVATOR CODE FOR THE
PROTECTION OF PERSONNEL AND SHOULD NOT BE USED TO MEET
ELEVATOR CODES.
 6

2.4 HIGH SPEED OPTION BOARD D1046

The Model D1046 is an optional board designed to facilitate customers who require more flexibility and
control of their elevator system. The D1046 integrates easily with the D1029 through the use of a ribbon
cable jumper. Once installed, the D1046 provides four (4) additional speed selections and four additional
deceleration adjustments. This option is recommended for elevators with speeds above 600 FPM.

D1046 FEATURES

ü Fully isolated control section

ü Four (4) additional speed selections SP6 through SP9

ü Four additional deceleration adjustments DCC5 through DCC8

ü Speed select/DECEL select lock-out. Only the highest selected speed input and DECEL input is
used, even when two or more are selected.

ü Seamless integration with the Model D1029

7
 8

SECTION 3
THE FRONT PANEL

3.1 DIAGNOSTIC INDICATORS

The Model D1029 features a variety of color-coded indication lights to allow a quick assessment of control
performance and status. Green lights indicate normal functionality and show what speed reference inputs,
rate adjustments and input commands are called in at any time. Yellow lights indicate an area of concern
such as an out of regulation condition, relevel limit or control disable. Red lights indicate a fault or trip
condition and shut down the control.

3.2 STATUS INDICATORS

CONTROL POWER (GREEN): Indicates the control power is on and that there is
sufficient power to operate the control.

FIELD POWER (GREEN): Indicates that the CR1 Field Power relay is pulled in and
the secondary voltage ACF is being applied at TB5 to
the field power bridge.

RUN INPUT (GREEN): Indicates that the control has a run contact input. Field
power output is now enabled.

U/D INPUT(GREEN): Indicates that UP or DN is pulled in and the control logic is

correct for that direction.

OUT OF REG(YELLOW): Indicates that the tachometer voltage is not equal to the
reference voltage. Required speed cannot be maintained
when the control is producing full output.

RELEVEL LIMITATION
(YELLOW): Indicates that the releveling over speed circuit is enabled
and the relevel over speed trip limit is set to 10% of
contract speed.

AUTO RESET(YELLOW): Indicates the auto reset circuit is energized by the AR

contact. The auto reset cycle is initiated when the RUN
contact is removed and the AR contact is energized.
The auto reset will take approximately two seconds.
 9

3.3 FAULT CONDITIONS

The control monitors certain conditions that may cause faulty operation of the machine. An instantaneous
shut down will occur when a fault condition is detected. To aid in set up and troubleshooting, the fault
circuits will latch. You may reset the control after a trip condition has occurred by pulling in the Auto Reset
(after removing RUN) or by disconnecting the control power. The direction, tach loss, overspeed and
leveling limit trips can be disabled by placing a jumper across the trip disable test points during set up.

WARNING: THE FAULT CIRCUITS ARE DESIGNED TO PROTECT THE CIRCUITRY

AND PROVIDE INDICATION OF RELIABLE OPERATION OF THE
CONTROLLER. THE FAULT CIRCUITS SHOULD NOT BE USED AS A
SAFETY DEVICE FOR PROTECTING PERSONNEL. THE FAULT CIRCUITS
IN THE CONTROL ARE NOT REDUNDANT; THEY MAY RELY UPON THE
OPERATION OF THE CONTROL TO INDICATE FAULTY OPERATING
CONDITIONS. THEREFORE, THE ELEVATOR COMPANY SHOULD
ALWAYS USE REDUNDANT SAFETY DETECTORS AND BACK-UP
DEVICES TO PROVIDE SAFETY FOR PERSONNEL.

IT IS DANGEROUS TO RUN WITH THE DISABLE TESTPOINTS

JUMPERED. REMOVE THE DISABLE JUMPER BEFORE PUTTING THE
CAR IN SERVICE.

DIRECTION (RED): Indicates and disables the control when the tachometer's direction is
different from the direction called for by the UP/DN relays. A direction
fault trip will occur if, for example, the UP relay is energized and the car
should move at more than 10% of contract speed in the DN direction.

TACH LOSS (RED): The Tach Loss circuit is designed to detect a complete loss of tachometer
feedback voltage when the armature voltage is approximately equal to
contract loop voltage. Problems that will not be detected by this circuit
such as slippage of the Tach or other Tach malfunctions may cause a
reduction in tach feedback voltage causing an overspeed condition. This
circuit relies on proper setting of the armature feedback. The tach loss
circuit is designed to shut down the control in case of zero tachometer
voltage as long as the armature voltage exceeds ± 3 volts at the armature
FB testpoint.
 10

OVER SPEED (RED): The over speed trip is set at 110% of the speed reference or at 10% of the speed
reference when the LL contact is pulled in. The over speed circuit will
latch if the tachometer feedback exceeds the speed reference by 1.00 volt.
During re-leveling, when the "LL" contact is pulled in, the over speed
circuit will latch if the scaled tachometer feedback exceeds 1.00 volt.

OVER CURRENT (RED): The control will trip instantaneously on over current if the output exceeds
the control rating by more than 50%. The maximum output of the control
should never exceed the output rating of the control (7.5 Amps) during
normal operation.

POWER RELAY
FAILURE (RED): Indicates that the CR1 field power relay has failed. The CR1 relay
disconnects the AC power from the field power bridge while in its
normally open state. The control will not be enabled the next time the
RUN contact is pulled in if the CR1 relay should weld closed. When this
fault exists the FIELD POWER and POWER RELAY FAILURE lights
will indicate a welded relay.

CAUTION: The CR1 relay on the control board is a secondary field power disconnect relay. Any fault
condition will drop out the enable relay and the CR1 field power relay to disconnect AC field power. The
CR1 relay should not be used as a primary field power "make" contact. The RUN contact should
always be energized before the customer AC power relay is energized in order to protect the CR1
relay.

NOTE: POWER RELAY FAILURE is NOT resettable. The CR1 Field Power Relay must be replaced if
this fault should occur.

CONTROL DISABLE
(YELLOW): The control disable light indicates that one of the fault circuits has tripped
and that the control is disabled. A set of enable contacts are available for
use in customer enable circuitry. The enable contacts will open when the
control is disabled and a fault condition has occurred. These contacts are
rated at 110 volts AC at 1 amp.
 11

3.4 ADJUSTMENTS

SPEEDS - SP1 THROUGH SP5

These potentiometers are used to set the speeds that will be used by the elevator. All speed settings will be
referred to as a percentage of contract speed. The Model D1029 uses a speed setting of ten (10.00) volts
at the REF IN testpoint to represent a contract speed call. The speed ranges are described as follows:

SPEED RANGE OF POTENTIOMETER RANGE OF VOLTAGE

(% Contract Speed) AT REF IN TESTPOINT

SP1 0 to 15 % 0 to 1.5 Volts

SP2 0 to 25 % 0 to 2.5 Volts

SP3 0 to 50 % 0 to 5.0 Volts

SP4 0 to 99 % 0 to 9.9 Volts

SP5 0 to 99 % 0 to 9.9 Volts

HI FIXED 100% 10.00 Volts

TABLE ONE

Speed points can be preset by closing the respective speed contact and measuring the voltage at the REF
IN testpoint.

The control will respond to the highest speed selected when multiple speed contacts are closed. This allows
for the overlapping of contacts when selecting speeds. If multiple speeds are to be used during acceleration,
the higher speed should be selected prior to reaching the previously selected speed setpoint. This
procedure will minimize the possibility of a transitional bump occurring. The following curves represent a
properly sequenced speed selection and an improperly sequenced speed selection.

Improperly Sequenced
Properly Sequenced Selection
Selection
 12

MULTIPLE SPEEDS DURING DECELERATION

To maintain a smooth deceleration curve, slow down speeds should be dropped out prior to actually
reaching that speed on the deceleration ramp of the S-curve. A transitional bump will occur if a slow down
speed is dropped after its speed has already been reached. The following curves represent a properly
sequenced speed selection and an improperly sequenced speed selection.

Properly Sequenced Improperly Sequenced

Selection Selection

FIGURE TWO

RATES - ACC1,2 AND DCC1 - 4

Two acceleration rates and four deceleration rates are available on the Model D1029 Bi-Directional Field
Regulator. ACC1 and DCC1 will be followed if no rate contacts are closed. The rates are adjustable from
approximately eight (8) seconds with the potentiometer fully counterclockwise (CCW) to one (1) second
with the potentiometer fully clockwise (CW). The time intervals are defined from zero speed to contract
speed on acceleration and contract speed to zero speed on deceleration.
 13

S-SHAPED CURVE - ACC START, ACC END, DCC START, DCC END

The transitional knees of the S-curve are independently adjustable by their associated potentiometers. A
clockwise rotation (CW) will make the knee sharper and a counterclockwise rotation (CCW) will make the
knee smoother.

Sharp S-Curve All Pots Full Smooth S-Curve All Pots

CW Full CCW

FIGURE THREE

DEAD ZONE TIME DELAY

The DEAD ZONE TIME DELAY is initiated by opening the UP or DN contact when the RUN contact at
TB1 is energized. The time delay is adjustable from 0.5 seconds with the DEAD ZONE TIME DELAY
potentiometer fully counterclockwise (CCW) to 0 seconds with the potentiometer fully clockwise (CW).
The REF OUT and TACH signals will continue to follow the deceleration ramp during the time delay. The
REF OUT and TACH signals will rapidly discharge to zero volts at the end of the delay (see Figure Four).

HOLD GAIN

The HOLD GAIN is used in conjunction with the DEAD ZONE TIME DELAY. The HOLD GAIN is
initiated by opening the UP or DN contact when the RUN contact at TB1 is energized. The gain of the
tachometer feedback is increased by a factor of two with the HOLD GAIN potentiometer fully
counterclockwise (CCW) to a factor of ten with the potentiometer fully clockwise (CW). This effectively
drives the tachometer signal closer to zero speed to produce a hard stop (see Figure Four C).

WARNING: AN OSCILLATION AROUND ZERO SPEED INDICATES THAT THE HOLD

GAIN IS SET TOO HIGH. THIS POTENTIOMETER SHOULD BE SET JUST
HIGH ENOUGH TO ELIMINATE DRIFT AS THE BRAKE SETS.
 14

DEAD ZONE TIME DELAY AND HOLD GAIN

A. Dead Zone Time Delay - long (CCW)

Hold Gain - low (CCW)
NOTE: When UP/DN is dropped:
TACH is pushed slightly closer
to zero by hold gain.
Both TACH & REF follow DECEL
ramp during time delay.
Both TACH & REF drop to zero
at the end of the delay.

B. Dead Zone Time Delay - short (CW)

Hold Gain - low (CCW)
NOTE: When "UP"/"DN" is dropped:
Both TACH & REF drop t
zero almost immediately
Hold gain effect is
minimal.

C. Dead Zone Time Delay - long (CCW)

Hold Gain - maximum (CW)
NOTE: When "UP"/"DN" is dropped:
TACH is pushed too quickly
to zero by hold gain causing
oscillation around zero speed.
 15

FIGURE FOUR
 16

GAIN

The GAIN setting determines how quickly the control will correct for errors in the speed feedback loop
(TACH vs REF OUT). The GAIN adjustment should be used to fine tune the system for regulation and
stability. If the system tends to be too responsive the GAIN should be reduced by turning the potentiometer
counterclockwise (CCW). If the control is slow to respond then the GAIN should be increased by turning
the potentiometer clockwise (CW).

CONTRACT SPEED

The CONTRACT SPEED potentiometer scales the amount of tachometer feedback which the control uses
to regulate the speed of the car. The CONTRACT SPEED potentiometer must be adjusted to obtain
contract speed. This adjustment ensures proper calibration of the tachometer signal to the reference signal.

Note: The REF IN, REF OUT, and TACH testpoints must measure approximately10V at contract
speed for proper operation of the control.

ARMATURE FEEDBACK

The armature feedback signal is used for stability. The ARM FEEDBACK potentiometer should be
adjusted for 7.5 volts (measured at the ARM FB testpoint) when the car is running at contract speed. The
system may be sluggish if there is too much armature feedback and over responsive if there is too little
armature feedback. The armature feedback should never be set above 10 volts or below 4 volts when
running at contract speed.

CAUTION: A setting below ± 4V at contract speed can cause the tach loss circuit to become
inoperative. Do not set the ARM FB testpoint below ± 4V at contract speed.

STABILITY GAIN

The stability gain setting determines how quickly the control will correct for changes in the armature
feedback signal versus changes in the reference signal (change in ARM FB vs change in REF OUT). This
adjustment should be used to fine tune the stability of the system after the armature feedback signal has been
properly adjusted. The system may be sluggish if the STB GAIN is set too high and unstable if the STB
GAIN is set too low.
 17

CURRENT

This potentiometer sets the range of current that the control can regulate and should be adjusted just high
enough to assure that contract speed is obtained under all load conditions. Full speed may not be obtained
due to current limiting if the CURRENT potentiometer is set too low. Instability in the system could also
occur if the CURRENT potentiometer is set too low.

The adjustment of the CURRENT potentiometer is outlined in section five. However, some suggestions
may be helpful.

1. The control cannot provide more current than the resistance of the load and bus voltage will permit.
As shown by the following formula:

I (max) = [E (field power) x 1.4] / R (field)

Example: My AC Secondary Voltage (E field power) while using the X1 to X2 tap is 110 VAC
The resistance of my field (R field) is 40 Ohms.
The maximum current (I max) the control can provide with this configuration is
(110 VAC x 1.4) / 40 Ohms which equals 3.85 Amps

2. The control is current limited at 7.5 amps. This current limit point is determined by the setting of the
CURRENT potentiometer (full clockwise equals current limiting at 7.5 amps).

3. Field connections are important to the response of the system. The lower the inductance of the field
usually means the faster the response of the system. Parallel field connections are therefore
desirable. However, paralleling the field windings decreases the resistance of the generator field
and increases the field current for a given maximum field voltage. This may cause the current
requirements of the generator field to exceed the maximum current rating of the control. MG sets
with four fields should be connected in a series parallel configuration for best results.

4. Field voltage directly affects the field current. The maximum field voltage will be 1.4 times the
secondary voltage of the field power isolation transformer connected to TB5. This voltage should
be enough to supply adequate field current. If an insufficient amount of field current is supplied, you
will not be able to obtain contract speed at full load.
 18

5. The current required for contract speed can be determined during set up and initial test runs under
full load. Calculate the secondary voltage for the AC Field Power Supply by using the following
formula:
E (field power) = [I (max) x R (field)] / 1.414

Example: The maximum current I require with a fully loaded car going down is five amps (5A).
The resistance of my generator field is 34 Ohms.
I calculate my required secondary voltage to be:
5 Amps x 34 Ohms which equals 170 volts DC.
I calculate my AC voltage as 170 VDC / 1.4 which equals 120.2 VAC

The secondary voltage should be adjusted to select the nearest value transformer tap. This keeps
the maximum DC field voltage within the calculated range and makes the system safer by limiting the
maximum field current. In cases where the transformer tap falls between the calculated AC voltage,
the next higher tap must be used to achieve the contract speed under all conditions. When this is
the case, a resistance should be added in series with the shunt field to limit the field current, as
shown in Figure Six as R3. In the example above, the required secondary voltage is 120.2 volts
AC. The isolation transformer has taps for 110 volts AC and 130 volts AC. In this case I will
want to use the 130 volt AC tap. This tap can be used safely by adding a resistance (R3) in series
with the field. This resistance should be sized to limit the maximum field current to the value
necessary to reach contract speed. The total resistance may be calculated by the following formula:

R(total) = [E(secondary tap voltage) x 1.4] - E (field power) /I(max)

Example: Since I have chosen to use the 130 volt AC transformer tap, I will first calculate the
DC equivalent voltage by multiplying by 1.4 as follows. 130 volts AC x 1.414 equals
183.82 volts DC. Next, I subtract the DC field power voltage from the available DC
voltage (from the transformer tap chosen). This voltage must now be dropped across
the resistor I will add 183.82 volts DC minus 170 volts DC equals 13.82 volts DC. I
then divide this voltage by my maximum field current of 5 Amps. 13.82 volts DC/5
Amps equals 2.76 Ohms
This is the value of the resistor that I should put in series with the generator field.

5. The field voltage and any added resistance will definitely affect the system performance. While it is
good practice to limit the AC voltage to be just high enough to reach contract speed at full loads,
the performance may be limited under certain conditions. A low line voltage may prevent the
machine from reaching contract speed. Low line voltage may also prevent fast acceleration ramps
and round off the top of the curve. This low line voltage will limit the maximum current to the field,
which will limit the maximum loop voltage and ultimately limit the system torque at higher speed. On
the other hand, if the voltage is too high, the control must limit the current and this can cause system
instability. The AC voltage tap selected on the transformer should never exceed the
calculated value by more than 30%.
 19

3.5 TEST POINTS

Test points are available as aids for set up and adjustment of the control.

COMMON

All of the measurements made during the set up and adjustment of the control should be referenced to this
testpoint unless otherwise noted. The negative lead of the multimeter should be connected to this testpoint
for all measurements.

TACH

This testpoint monitors the tachometer feedback. The tachometer feedback should be set to positive 10.00
volts while running at contract speed in the UP direction. This testpoint is also used to monitor the
tachometer pattern on an oscilloscope.

ARM FB

This testpoint is used to set the scale of the armature feedback used in the stability circuits. The armature
feedback should be set to positive 7.5 volts while running at contact speed in the UP direction. The
armature feedback may be fine tuned for maximum stability of the system after the elevator system is fully
functional. It is important that the armature feedback signal is positive in the UP direction and negative in the
DN direction.

CAUTION: The armature feedback voltage should never be set for less than 4 volts at
contract speed. The tach loss circuit may become inoperative if the armature
feedback is set too low.

REF IN

The REF IN testpoint can be used to preset speed points SP1 through SP5. Any speed point can be
adjusted simply by closing its respective contact and reading the voltage at the REF IN testpoint. The RUN
and UP/DN contacts do not have to be energized for this adjustment. The D1029 uses 10.00 volts at the
REF IN testpoint to represent contract speed. To set a speed point to 50% of contract speed, you would
set the voltage at the REF IN testpoint to 5 volts.
 20

FIELD CURRENT

The FIELD CURRENT testpoint monitors field current and is calibrated so one (1) volt is equal to one (1)
amp of field current. Like all of the other testpoints the voltage will be positive in the UP direction and
negative in the DN direction.

REF OUT

This testpoint monitors the reference out of the S-Shaped Curve circuit, which is the ultimate reference the
system will follow. This testpoint is used to monitor the reference pattern on an oscilloscope.

DISABLE

The DISABLE testpoints are available for use by the set up person to aid in the initial set up and inspection
of the control. The DISABLE testpoints (TP7 & TP8) are located in the top right hand corner of the
control board (top board) to the right of the fault condition LED indicators. A clip lead placed across the
DISABLE testpoints will prevent a control shut down caused by the DIRECTION, TACH LOSS and
OVER SPEED faults. The fault condition indicators will still be functional to aid in detecting and adjusting
for faults during set up.

When setting up the control, two misadjustments that commonly cause the unit to trip are:
ü Pulling in the leveling contact too early
ü Rapid reversing of the UP and DN inputs before the car has stopped.

The control will trip on OVER SPEED if the LL contact is pulled in prior to reaching a leveling speed. It is
important to note that the over speed trip point is preset to 10% of contract speed when the LL contact is
pulled in.

The control will trip on a DIRECTION fault if there is a rapid reversal of the UP and DN inputs before the
car has stopped. Releveling before stopping will cause a direction fault trip.

WARNING: IT IS DANGEROUS TO OPERATE THE CAR WITH THE DISABLE TEST

POINTS JUMPERED AND SAFETY SHUT DOWNS DISABLED. THE
DISABLED JUMPER MUST BE REMOVED BEFORE PUTTING THE
CAR INTO SERVICE.

THE JUMPER ACROSS THE DISABLE TEST POINTS SHOULD BE

USED IN THE SET UP MODE BY AN AUTHORIZED SERVICE PERSON
AND MUST BE REMOVED BEFORE THE CAR IS PUT INTO SERVICE.
 21

3.6 AUTO/SET UP SWITCH

The AUTO/SET UP switch is used as a set up and troubleshooting aid. During normal operation of the
control, the switch should be left in the AUTO position. Setting the switch to the SET UP position allows
the elevator to run without using the tachometer feedback signal to regulate speed. When the control is in
the SET UP mode the speed regulation will be poor, all of the fault trips will be operational except for
TACH LOSS. This will allow you to troubleshoot tachometer signal problems, which may be the cause of
poor regulation, or fault trip problems.

WARNING : THE ELEVATOR SYSTEM SHOULD NEVER BE PUT IN SERVICE WITH

THE D1029 IN SET UP MODE. THE TACH LOSS CIRCUIT IS
INOPERATIVE IN THE SET UP MODE. THE SET UP/AUTO SWITCH
MUST BE SET TO AUTO BEFORE THE CAR IS PUT IN SERVICE.
 22

SECTION FOUR
INSTALLATION INSTRUCTIONS

4.1 CONTROL INPUTS

The control circuitry is fully isolated from the input contact circuitry making the D1029 highly immune to
external noise. The contact circuitry operates from 24 volts DC supplied from the V+ terminal on TB1.
The contacts are low voltage and conduct approximately 0.01 amps. Fully enclosed relays with good
wiping action are suggested for selection contacts, to protect against malfunctions due to dirt or dust.

WARNING: THE BI-DIRECTIONAL FIELD REGULATOR SHOULD BE INSTALLED,

ADJUSTED AND SERVICED BY QUALIFIED ELECTRICAL
MAINTENANCE PERSONNEL FAMILIAR WITH THE CONSTRUCTION
AND OPERATION OF ALL EQUIPMENT IN THE ELEVATOR SYSTEM;
PERSONAL INJURY AND/OR EQUIPMENT DAMAGE MAY OCCUR IF
INDIVIDUALS ARE NOT FAMILIAR WITH THE HAZARDS
RESULTING FROM IMPROPER OPERATION.

WARNING: CONTROLLER EQUIPMENT IS AT LINE VOLTAGE WHEN AC POWER

IS CONNECTED AND INTERNAL CAPACITORS REMAIN CHARGED
AFTER POWER IS REMOVED FROM THE BI-DIRECTIONAL FIELD
REGULATOR. IT IS IMPORTANT THAT AC POWER IS REMOVED
FROM THE UNIT FOR A MINIMUM OF FIVE MINUTES BEFORE IT IS
SAFE TO TOUCH THE INTERNAL PARTS OF THE CONTROL.
PERSONAL INJURY MAY RESULT UNLESS POWER IS REMOVED.

WARNING: THE USER IS RESPONSIBLE FOR CONFORMING WITH THE

NATIONAL ELECTRICAL CODE WITH RESPECT TO MOTOR,
CONTROLLER AND OPERATOR DEVICE INSTALLATION, WIRING
AND START-UP. THE USER IS ALSO RESPONSIBLE FOR
UNDERSTANDING AND APPLYING ALL OTHER APPLICABLE LOCAL
CODES WHICH GOVERN SUCH PRACTICES AS WIRING
PROTECTION, GROUNDING, DISCONNECTS AND OVER CURRENT
PROTECTION.
 23

RUN CONTACT

The RUN contact at TB1 must be closed in order to enable the control. The control’s output will be
immediately disabled if the RUN contact is opened. The RUN contact must be closed before the customer
AC power relay is pulled in. The RUN contact should be opened whenever the car is stopped or the
doors are opened.

UP/DN

Either the UP contact or the DN contact must be energized to call for a direction. The control will not be
enabled if both UP and DN are energized.

SPEED CONTACTS SP1-SP5 AND HI

These contacts are internally controlled by logic to respond to the highest speed contact closed. The
control will only respond to the highest speed and transfer to the next highest upon dropping out of the
higher numbered contact. For example, if SP1, SP2, SP4 and HI are pulled in, the control will respond to
HI and operate at contract speed. When HI drops out with SP1, SP2 and SP4 still in, the control will
respond to SP4 and will operate at the speed set at SP4.

ACC/DCC

These contacts select the acceleration and deceleration rates. The control will respond to ACC1 or DCC1
if no acceleration or deceleration contacts are closed. These contacts are also internally controlled by logic
to respond to the highest ACC and DCC contact closed. For example if DCC2, DCC3 and DCC4 are
pulled in, the control will respond to the rate set by DCC4. When DCC4 drops out, with DCC2 and
DCC3 still in, the control will respond to DCC3.

L.L.

The Leveling Limit contact will scale the over speed trip point to 10% of the initial trip point setting. This is
provided so that an over speed condition can be detected during leveling when speeds are typically 10% of
contract speed.

AUTO RESET
 24

When this contact is closed, the control will enter into an auto reset mode. All fault conditions except
POWER RELAY FAILURE will reset by dropping the RUN contact for approximately three seconds.
 25

TACHOMETER

The control will accept a clean tachometer signal from 15 to 150 volts DC at full speed. The tachometer-
input signal must be free of noise to get acceptable regulation. For best results, the tachometer should be
coupled directly with the hoist motor shaft and properly aligned for minimal noise. It is also important to
shield the tachometer wire at the D1029 control end only.

Note: It is not advisable to use any material that is flexible, such as rubber or soft plastics when
coupling the tachometer to the motor shaft. These materials tend to create a noise or
oscillation problem in the car by introducing ripple on the tachometer signal.

REGULATOR PHYSICAL DIMENSIONS

Length: 19.00 inches Width: 12.20 inches Height: 4.50 inches

FIGURE FIVE
 26

4.2 POWER CONNECTIONS

The following section describes the connections to be made in order to properly connect the control to the
elevator system power connections.

OVER VOLTAGE BUSS RESISTOR

A 50 Ohm 250 Watt resistor (typically supplied by IPC) must be connected to the terminals marked RES
on TB201. This resistor protects the D1029 field power buss from over voltage conditions, which are
caused by sudden power loss or a drastic change in direction.

WARNING: THE OVER VOLTAGE RESISTOR MUST BE INSTALLED AT ALL

TIMES DURING OPERATION OF THE CONTROL OTHERWISE,
SEVERE DAMAGE TO THE CONTROL WILL OCCUR.

F+ F-

Connect the positive side of the generator field to the F+ terminal on TB201. Connect the negative side of
the generator field to the F- terminal on TB201. If these connections are reversed the direction of the car
will usually reverse. Damage to the control could possibly occur from an improper connection.

A+ A-

Connect the positive motor armature feedback lead to the A+ terminal of TB4. Connect the negative motor
armature feedback lead to the A- terminal of TB4. The connections should be polarized so a positive
voltage appears on the ARM FB testpoint when running in the UP direction. Improper connection will
cause oscillation and fault trips to occur.

AC CONTROL POWER

Apply 208 or 220 volts AC to the terminals marked AC on TB3. This is the AC power input for the
control circuitry on the D1029. This input is not phase sensitive.

Note: The minilink jumper on the power board (bottom board) must be set to the appropriate control
power voltage being supplied.
 27

FIELD AC POWER

The connections to the ACF terminals on TB5 are from the customer’s AC field power relays. These
relays are attached to the secondary taps on the field power isolation transformer (typically supplied by
IPC). These connections supply the AC power for the output section of the D1029. The maximum output
voltage and current are determined by the secondary tap connections to the ACF terminals.
 28

SECTION FIVE
SET-UP PROCEDURE

WARNING: THE BI-DIRECTIONAL FIELD REGULATOR SHOULD BE INSTALLED,

ADJUSTED AND SERVICED BY QUALIFIED ELECTRICAL
MAINTENANCE PERSONNEL FAMILIAR WITH THE CONSTRUCTION
AND OPERATION OF ALL EQUIPMENT IN THE ELEVATOR SYSTEM;
PERSONAL INJURY AND/OR EQUIPMENT DAMAGE MAY OCCUR IF
INDIVIDUALS ARE NOT FAMILIAR WITH THE HAZARDS
RESULTING FROM IMPROPER OPERATION.

WARNING: THE BI-DIRECTIONAL FIELD REGULATOR IS AT LINE VOLTAGE

WHEN AC POWER IS CONNECTED AND INTERNAL CAPACITORS
REMAIN CHARGED AFTER POWER IS REMOVED FROM THE UNIT.
IT IS IMPORTANT THAT AC POWER IS REMOVED FROM THE UNIT
FOR A MINIMUM OF FIVE MINUTES BEFORE TOUCHING THE
INTERNAL PARTS OF THE REGULATOR. PERSONAL INJURY MAY
RESULT UNLESS POWER IS REMOVED AND TIME IS ALLOWED FOR
DISCHARGE.

WARNING: THE USER IS RESPONSIBLE FOR CONFORMING WITH THE

NATIONAL ELECTRICAL CODE WITH RESPECT TO MOTOR,
CONTROLLER AND OPERATOR DEVICE INSTALLATION, WIRING
AND START-UP. THE USER IS ALSO RESPONSIBLE FOR
UNDERSTANDING AND APPLYING ALL OTHER APPLICABLE LOCAL
CODES WHICH GOVERN SUCH PRACTICES AS WIRING
PROTECTION, GROUNDING DISCONNECTS AND OVERCURRENT
PROTECTION.

WARNING: THE MACHINE SHOULD NEVER BE USED "IN SERVICE" WHILE IN

THE SET UP MODE. THE SPEED WILL NOT BE ACCURATELY
REGULATED AND THE TACH LOSS CIRCUIT IS DISABLED. WHILE
RUNNING THE CAR IN THE SET UP MODE, KEEP A SAFE DISTANCE
FROM THE TERMINAL LANDINGS, VISUALLY OBSERVING THE CAR
AT ALL TIMES.
 29

NOTE:All adjustment potentiometers have a range of four (4) turns with a clutch (audible "click") at the
end of the range to ensure accurate adjustment of the bi-directional field regulator.

5.1 STATIC TESTS: (MG SET NOT RUNNING)

In this section, an estimate of the armature voltage and the output voltage of the regulator will be calculated
for several speeds. This will help to ensure a proper set up and calibration of the regulator.

5.1.1. Measure the generator field resistance attached to F+ and F-. Check the fields for grounds with a
megger or other instrument for this purpose. No grounds should occur in the field circuit.

Write measured resistance of the generator field here _____________ (ohms).

5.1.2. Use the table below to select the appropriate transformer secondary tap. Select the lowest AC tap
available for the resistance you measured.

GENERATOR FIELD TRANSFORMER MAXIMUM DC FIELD

RESISTANCE SECONDARY TAP VOLTAGE AVAILABLE

20 To 150 Ohms X1 To X2 110 Volts AC 156 Volts DC

25 To 162 Ohms X1 To X3 130 Volts AC 184 Volts DC

28 To 210 Ohms X1 To X4 150 Volts AC 212 Volts DC

30 To 250 Ohms X1 To X5 165 Volts AC 233 Volts DC

TABLE TWO

5.1.3. Change your selection only if you know that the DC field voltage available is not enough to reach
contract speed.

A. Write transformer tap you selected here: ___________.

B. Write the maximum DC field voltage available here: ___________VDC

 30

5.1.4. Table Three will be used to help determine the proper reference voltage setting you will need for a
given elevator speed.

CONTRACT SPEED IN FEET PER MINUTE

% Of Speed Arm FB
Contract 250 300 350 400 450 500 550 600 700 800 Setting Setting
Speed (Volts) (Volts)

5.00% 13 15 18 20 23 25 28 30 35 40 0.50 0.38

10.00% 25 30 35 40 45 50 55 60 70 80 1.00 0.75

15.00% 38 45 53 60 68 75 83 90 105 120 1.50 1.13

20.00% 50 60 70 80 90 100 110 120 140 160 2.00 1.50

25.00% 63 75 88 100 113 125 138 150 175 200 2.50 1.88

30.00% 75 90 105 120 135 150 165 180 210 240 3.00 2.25

35.00% 88 105 122 140 158 175 193 210 245 280 3.50 2.63

40.00% 100 120 140 160 180 200 220 240 280 320 4.00 3.00

45.00% 113 135 158 180 203 225 248 270 315 360 4.50 3.38

50.00% 125 150 175 200 225 250 275 300 350 400 5.00 3.75

55.00% 138 165 193 220 248 275 303 330 385 440 5.50 4.13

60.00% 150 180 210 240 270 300 330 360 420 480 6.00 4.50

65.00% 163 195 228 260 293 325 358 390 455 520 6.50 4.88

70.00% 175 210 245 280 315 350 385 420 490 560 7.00 5.25

75.00% 188 225 263 300 338 375 413 450 525 600 7.50 5.63

80.00% 200 240 280 320 360 400 440 480 560 640 8.00 6.00

85.00% 213 255 298 340 383 425 468 510 595 680 8.50 6.38

90.00% 225 270 315 360 405 450 495 540 630 720 9.00 6.75

95.00% 238 285 333 380 428 475 523 570 665 760 9.50 7.13

100.00% 250 300 350 400 450 500 550 600 700 800 10.00 7.50
 31

TABLE THREE
Table Three will now be used to help determine the various voltage settings you will need to setup
the control for your elevator.

A. Write the contract speed here: _____________FPM.

B. Write the inspection speed here: _____________FPM.

Find your contract speed in the first row of Table Three. Now read down the column that you just
located until you find your inspection speed. Now read across the row to the right to the first
shaded column. This is the speed reference voltage. The SP3 pot is typically used for inspection
speed. This is the voltage setting that you will adjust the SP3 pot for.

C. Write the speed reference voltage here: ____________VDC.

Now read the rightmost shaded column. This is the Armature Feedback voltage setting.

D. Write the armature feedback voltage here: ____________VDC.

Now read across the row, which contains the inspection speed to the leftmost shaded column. This
is the percentage of the contract speed or inspection speed percentage.

E. Write the inspection speed percentage here: ___________%.

5.1.5. Now locate any other speeds you may require for your application by reading up and down the
same contract speed column and then reading across to the shaded columns to determine the
corresponding speed reference voltage.

A. Write the elevator speed for SP1 here: ____________FPM

B. Write the speed reference voltage for SP1 here: _______VDC.

C. Write the elevator speed for SP2 here: ____________FPM

D. Write the speed reference voltage for SP2 here: _______VDC.

E. Write the elevator speed for SP4 here: ____________FPM

F. Write the speed reference voltage for SP4 here: _______VDC.

G. Write the elevator speed for SP5 here: ____________FPM

 32

H. Write the speed reference voltage for SP5 here: _______VDC.

 33

5.1.6. Find the resistance value of the field (measured in step 1) in the first column of Table Four. Read
across to the column with the transformer tap you selected in step 5.1.3 to determine the estimated
field current required for contract speed.

Write estimated field current for contract speed here___________AMPS.

ESTIMATED FIELD CURRENT (AMPS)

FIELD
RESISTANCE X1 TO X2 X1 TO X3 X1 TO X4 X1 TO X5
IN OHMS 110 VAC 130 VAC 150 VAC 165 VAC

20 7.78 û û û

23 6.76 7.99 û û

25 6.22 7.35 û û

28 5.56 6.57 7.58 û

30 5.18 6.13 7.07 7.78

40 3.89 4.60 5.30 5.83

50 3.11 3.68 4.24 4.67

80 1.94 2.30 2.65 2.92

100 1.56 1.84 2.12 2.33

125 1.24 1.47 1.70 1.87

150 1.04 1.23 1.41 1.56

175 0.89 1.05 1.21 1.33

200 0.78 0.92 1.06 1.17

225 0.69 0.82 0.94 1.04

TABLE FOUR
 34

YOU ARE NOW READY TO BEGIN SET UP

5.2 SET UP: (MG SET NOT RUNNING)

The following section will adjust the D1029 to the settings determined in the previous section.

5.2.1. Connect the regulator to system. Typical connections are shown in Figures Six and Seven. See
warnings on page 1.

5.2.2. Switch the regulator to the SET UP mode; with the MG set stopped (See Figure Eight).

5.2.3. Turn all potentiometers on the front panel fully counter clockwise for minimum settings. Turn all S-
Curve settings fully clockwise to sharp.

5.2.4. Set the minilink jumper on the control board (top board) to the appropriate voltage setting (208 or
220 Volts). Apply control and field power to the regulator.

5.2.5. Attach the positive lead of a digital voltmeter to the REF IN testpoint. Attach the negative lead of
the voltmeter to the COMMON testpoint.

5.2.6. Close the SP1 contact (jumper terminal +V to terminal SP1). Adjust the SP1 potentiometer until
you measure the voltage value you selected in step 5.1.5B.

5.2.7. Open the SP1 contact and close the SP2 contact (jumper terminal +V to terminal SP2). Adjust
the SP2 potentiometer until you measure the voltage value you selected in step 5.1.5D.

5.2.8. Open the SP2 contact and close the SP4 contact (jumper terminal +V to terminal SP4). Adjust
the SP4 potentiometer until you measure the voltage value you selected in step 5.1.5F.

5.2.9. Open the SP4 contact and close the SP5 contact (jumper terminal +V to terminal SP5). Adjust
the SP5 potentiometer until you measure the voltage value you selected in step 5.1.5H.

5.2.10. Open the SP5 contact and close the SP3 contact (jumper terminal +V to terminal SP3). Adjust
the inspection speed pot (SP3) until you measure the voltage value you selected in step 5.1.4C.

5.2.11. Turn the CURRENT potentiometer two turns clockwise to mid-range. Turn the CONTRACT
SPEED potentiometer two turns clockwise to mid range.

5.2.12. Turn the tachometer by hand in the direction that the tachometer will rotate while the car is
traveling in the UP direction. Note the polarity of the tachometer signal.
 35

5.2.13. Connect the positive lead of the tachometer to the +UP terminal of the D1029 (TB2). Connect
the negative lead of the tachometer to the - (minus) terminal on the D1029 (TB2). Connect the
shield of the tachometer cable to the GND/SHD terminal on the D1029 (TB2).

Note: The shield of the tachometer cable should be connected to the D1029 only. Do not
connect the shield at the tachometer side.

5.3 SET-UP (MG SET RUNNING)

The following steps are to be performed with the elevator car in the middle of the shaft way. The D1029
should be in SET UP mode (AUTO/SET UP switch to the SET UP position). The Motor Generator set
should be running and the car should be prepared to call for a run at inspection speed.

The proper sequencing of contact closure is essential for proper operation of the D1029. The following
sequence is recommended:

1. AC control power is applied to the D1029.

2. The RUN contact is closed at TB1 of the D1029. Customer RUN contacts may also close at this
time.
3. Customer’s AC field power contacts are closed, applying secondary voltage from the isolation
transformer to the D1029 AC Field Power terminals.
4. Call for a direction by closing either the UP or DN contact at TB1 of the D1029.
5. Call for a speed by closing a speed contact (SP1 through HI) at TB1 of the D1029.

WARNING: THE FOLLOWING STEPS SHOULD BE ACCOMPLISHED IN THE SET UP

MODE WITH THE SW1 SWITCH IN THE SET UP POSITION. DO NOT
ATTEMPT THIS PROCEDURE IN THE NORMAL RUNNING OR AUTO
MODE.

5.3.1 Call for a run at inspection speed in the UP direction.

5.3.2 Determine the actual speed of the car with a hand-held tachometer.

5.3.3 Call for a run at inspection speed in the DN direction. Adjust the inspection speed by turning the
CURRENT potentiometer clockwise until the speed is approximately equal to the speed in the
UP direction.

5.3.4 Call for a run at inspection speed. Monitor the tachometer feedback voltage by placing the
positive lead of a multimeter on the TACH testpoint and the negative lead of the multimeter on the
COMMON testpoint. Adjust the CONTRACT SPEED potentiometer until the voltage is equal
to the voltage at the REF IN testpoint.
 36

5.3.5 Move the positive lead of the multimeter to the ARM FB testpoint. Call for a run in the UP
direction at inspection speed. The voltage at the ARM FB testpoint must be positive. If the
voltage is negative, you must reverse the leads to A+ and A- on TB4.

5.3.6 Adjust the ARM FEEDBACK potentiometer until the voltage is equal to the voltage value
selected in step 5.1.4 D. This voltage should be equal to the voltage at the REF IN testpoint
multiplied by 0.75.

5.4 NORMAL RUNNING MODE

In this section, the D1029 will be put into the AUTO mode. The tachometer feedback and armature
feedback voltages will be fine-tuned to achieve complete closed loop operation. The following steps
require the use of a dual trace storage oscilloscope for maximum precision.

5.4.1 Open the customer RUN contacts. Open the customer AC Field Power contacts. Open the
RUN contact at TB1 on the D1029. Turn off the control AC power and switch SW1 to the
AUTO position.

5.4.2 Adjust ACC1, DCC1, ACC START, ACC END, DCC START, and DCC END two turns
clockwise to the center position.

5.4.3 Turn the GAIN potentiometer two turns clockwise to the center position.

5.4.4 Set up the oscilloscope as follows:

- Connect scope gnd (floating) to the COMMON test point.
- Connect the Channel 1 probe to the REF OUT test point.
- Connect Channel 2 probe to the TACH test point.
- Set the Volts/Division to 2V/division for both Channel 1 and Channel 2.
- Set the Time base to 0.1 sec/div.
- Set the display mode to Dual Trace (Ch1 & Ch2).
- Set the Storage mode to roll.
- Set both traces at one division above bottom graticule.

CURRENT AND CONTRACT SPEED CALIBRATION

5.4.5 Call for a run at low speed (i.e. SP1) in the UP direction. Observe the REF OUT and TACH
signals on the oscilloscope. Both should be positive for the UP direction.

5.4.6 Call for a run at low speed in the DN direction. Observe the REF OUT and TACH signals on
the oscilloscope. Both signals should be negative and of the same magnitude as in step 5.4.5.
 37

5.4.7 Call for a run at high speed.

A. Monitor the TACH testpoint with a voltmeter.

B. Slowly adjust the CURRENT potentiometer clockwise (increasing the field current), until
the voltage at the TACH testpoint stops increasing.

At this point the control is properly regulating speed and current. Turn the CURRENT
potentiometer ½ turn more clockwise for headroom.

C. The signal at the TACH testpoint should now be equal in amplitude to the signal at the
REF OUT testpoint at all speeds.

D. Using a hand-held tachometer, measure the actual HI speed on the sheave. The voltage at
the TACH testpoint should be equal to 10 volts and the car should be running at contract
speed.

E. Readjust the CONTRACT SPEED potentiometer to obtain the exact contract speed
equal to 10V at the TACH testpoint, if necessary.

F. Check the ARM FB testpoint and verify that the voltage reading is 7.5V at contract
speed.

5.4.8 Make a few long runs and a few short runs in both the UP and DN directions. Observe the
oscilloscope and adjust the acceleration rates, deceleration rates, and transitional knees of the S-
curve as required.
 38

5.4.9 The following oscilloscope plots show the TACH (channel 2) and REF OUT (channel 1)
testpoint signals. An ideal trace occurs when the tachometer and the reference signals track on top
of each other over the entire run.

Ideal Trace - Properly Regulated

Sluggish / Slow Response Oscillating / Over Response

FIGURE FIVE
 39

5.5. FINE TUNING ADJUSTMENTS

Fine tuning the performance of the D1029 requires a good deal of trial and error. The following suggestions
are to be used only as a guide. There are often many combinations of ACCELERATION/
DECELERATION, GAIN, ARMATURE FEEDBACK, and STABILITY GAIN settings that will
produce a properly regulated TACH vs REF OUT pattern.

SLUGGISH RESPONSE

The TACH signal is lagging far behind the REF OUT signal. This is causing an OUT OF REG (out of
regulation) condition. The elevator is slow reaching top speed and may take too long to reach the floor
during deceleration.

TUNING PROCEDURE FOR SLUGGISH/SLOW RESPONSE:

1. Check and adjust the acceleration and deceleration rates because they may be too long.

2. Increase the GAIN potentiometer clockwise as required, observing the pattern.

3. If the GAIN potentiometer is full clockwise and the response is still sluggish, reset the
GAIN potentiometer to the center position.

4. Monitor the ARM FB testpoint with a voltmeter.

5. Decrease the ARM FEEDBACK potentiometer by turning the pot counterclockwise

slightly (½ volt on the ARM FB testpoint), observing the pattern.

6. Increase the STB GAIN potentiometer clockwise if the pattern becomes unstable.

7. Repeat steps 4 through 6 as required.

CAUTION: AN ARMATURE FEEDBACK SETTING BELOW ± 4.0V AT CONTRACT

SPEED CAN CAUSE THE TACH LOSS CIRCUIT TO BE INOPERATIVE DO
NOT SET THE ARMATURE FEEDBACK TESTPOINT BELOW ± 4.0V AT
CONTRACT SPEED.
 40

OVERSHOOT/INSTABILITY

In this case the TACH signal is often leading the REF OUT signal or oscillating around it. The control is
correcting too quickly for changes causing the elevator to be unstable.

TUNING PROCEDURE FOR OSCILLATING/OVER RESPONSE

1. Check and adjust the acceleration rates because they may be too short.

2. Decrease the GAIN potentiometer counterclockwise as required, observing the pattern.

3. If the GAIN potentiometer is fully counterclockwise and the response is still too fast reset
the GAIN potentiometer to the center position.

4. Increase the STB GAIN potentiometer clockwise, observing the pattern.

5. If the STB GAIN potentiometer is fully clockwise and the response is still unstable reset
the STB GAIN potentiometer fully counterclockwise.

6. Monitor the ARM FB testpoint with a voltmeter.

7. Increase the ARM FEEDBACK potentiometer clockwise slightly, (½ volt on the ARM
FB testpoint), observing the pattern.

8. Increase the STB GAIN potentiometer clockwise if the pattern becomes unstable.

9. Repeat steps 4 through 8 as required.

CAUTION: THE ARM FB TESTPOINT SHOULD NEVER BE GREATER THAN ±10

VOLTS AT CONTRACT SPEED.
 41

DEAD ZONE TIME DELAY

The DEAD ZONE TIME DELAY potentiometer may be used to fine-tune the ride of the car during
stopping. This circuit when coupled with the HOLD GAIN circuit will enable you to maintain control of the
car during the critical time when the car has reached the landing zone and the brake must be set. The
DEAD ZONE TIME DELAY circuit is active when UP/DN opens with the RUN contact at TB1
energized. The REF OUT and TACH signals will continue to follow the decel ramp for a period of time
based on the setting of the DEAD ZONE TIME DELAY potentiometer. When the UP/DN contacts at
TB1 drop and the DEAD ZONE TIME DELAY potentiometer is fully counterclockwise, the TACH and
REF OUT will follow the deceleration ramp for 0.5 seconds. If the potentiometer is turned fully clockwise,
the delay will be reduced to 0 seconds.

DEAD ZONE TIME DELAY ADJUSTMENT

START: Turn the DEAD ZONE TIME DELAY potentiometer fully

counterclockwise.

INCREASE: When the stop is too long after UP/DN is opened.

DECREASE: When the stop is too hard after UP/DN is opened.

HOLD GAIN

The HOLD GAIN circuit is active when UP/DN opens at TB1 with the RUN contact at TB1 energized.
This circuit increases the effect of the tachometer feedback signal when approaching zero speed to enable
regulation of zero speed until the brake has set.

HOLD GAIN ADJUSTMENT

START: Turn the HOLD GAIN potentiometer fully counterclockwise.

INCREASE: When the car drifts at close to zero speed as the brake sets.

DECREASE: When the car oscillates around zero speed.

WARNING: AN OSCILLATION AROUND ZERO SPEED WOULD INDICATE THE

HOLD GAIN IS SET TOO HIGH. THIS POTENTIOMETER SHOULD
BE SET JUST HIGH ENOUGH TO ELIMINATE DRIFT AS THE
BRAKE SETS.
 42

5.6. SELECTING A HIGH SPEED CURRENT LIMITING RESISTOR

The maximum speed of the elevator is dependent on the amount of current available to the generator field.
By limiting the amount of current available to the generator field, we can limit the maximum speed of the
elevator. There are two methods of limiting the maximum current available. The first method is to select a
tap of the Field Power Isolation Transformer (typically supplied by IPC) which supplies just enough voltage
to the field and allows the car to attain contract speed in a worst case high speed run (empty car down or
full car up). The second method is necessary when you must move to a higher tap on the transformer and
now have more than enough voltage/current available and can exceed the contract speed in a worst case
high speed run. When this is the case, you must insert a resistor in series with the generator field to limit the
maximum current available.

The following pages contain tables that will be used to determine the value of the HIGH SPEED
CURRENT LIMITING RESISTOR you must use to safely limit the current. In order to use the tables
you will need to know the following:

A. The Field Power Isolation Transformer secondary tap selected in step 5.1.3 A.

B. The Generator Field Current at contract speed. This may be determined by placing the positive
lead of a voltmeter on the FIELD CURRENT testpoint and measuring the voltage during a worst
case high speed run. The field current is equal to the voltage measured at the testpoint (1V = 1A).

C. The Maximum DC Field Voltage at contract speed. This may be measured at the F+ and F-
terminals during a worst case high speed run.

After you have selected the proper table, read down the left-hand column and find your field current at
contract speed. Next, read across to the column that indicates your field voltage at contract speed. The
value listed at the cell you just located is the resistance for the HIGH-SPEED CURRENT LIMITING
RESISTOR (R3) (See Figure 1). This value should be adjusted as necessary to make sure you still reach
contract speed and to account for a drop in line voltage.

If your transformer tap is X1 to X2 USE TABLE FIVE

If your transformer tap is X1 to X3 USE TABLE SIX

If your transformer tap is X1 to X4 USE TABLE SEVEN

If your transformer tap is X1 to X5 USE TABLE EIGHT

 43

DETERMINE THE VALUE OF THE HIGH SPEED CURRENT LIMITING RESISTOR

ISOLATION TRANSFORMER TAPS X1 TO X2 (110 VAC)

FIELD VOLTAGE AT CONTRACT SPEED (Volts DC)

FIELD I (Amps) 100 105 110 115 120 125 130 135 140 145 150

1.00 55.54 50.54 45.54 40.54 35.54 30.54 25.54 20.54 15.54 10.54 5.54

1.25 44.43 40.43 36.43 32.43 28.43 24.43 20.43 16.43 12.43 8.43 4.43

1.50 37.03 33.69 30.36 27.03 23.69 20.36 17.03 13.69 10.36 7.03 3.69

1.75 31.74 28.88 26.02 23.17 20.31 17.45 14.59 11.74 8.88 6.02 3.17

2.00 27.77 25.27 22.77 20.27 17.77 15.27 12.77 10.27 7.77 5.27 2.77

2.25 24.68 22.46 20.24 18.02 15.80 13.57 11.35 9.13 6.91 4.68 2.46

2.50 22.22 20.22 18.22 16.22 14.22 12.22 10.22 8.22 6.22 4.22 2.22

2.75 20.20 18.38 16.56 14.74 12.92 11.11 9.29 7.47 5.65 3.83 2.01

3.00 18.51 16.85 15.18 13.51 11.85 10.18 8.51 6.85 5.18 3.51 1.85

3.25 17.09 15.55 14.01 12.47 10.94 9.40 7.86 6.32 4.78 3.24 1.70

3.50 15.87 14.44 13.01 11.58 10.15 8.73 7.30 5.87 4.44 3.01 1.58

3.75 14.81 13.48 12.14 10.81 9.48 8.14 6.81 5.48 4.14 2.81 1.48

4.00 13.89 12.64 11.39 10.14 8.89 7.64 6.39 5.14 3.89 2.64 1.39

4.25 13.07 11.89 10.72 9.54 8.36 7.19 6.01 4.83 3.66 2.48 1.30

4.50 12.34 11.23 10.12 9.01 7.90 6.79 5.68 4.56 3.45 2.34 1.23

4.75 11.69 10.64 9.59 8.53 7.48 6.43 5.38 4.32 3.27 2.22 1.17

5.00 11.11 10.11 9.11 8.11 7.11 6.11 5.11 4.11 3.11 2.11 1.11

5.25 10.58 9.63 8.67 7.72 6.77 5.82 4.86 3.91 2.96 2.01 1.06

5.50 10.10 9.19 8.28 7.37 6.46 5.55 4.64 3.73 2.83 1.92 1.01

5.75 9.66 8.79 7.92 7.05 6.18 5.31 4.44 3.57 2.70 1.83 0.96

6.00 9.26 8.42 7.59 6.76 5.92 5.09 4.26 3.42 2.59 1.76 0.92

6.25 8.89 8.09 7.29 6.49 5.69 4.89 4.09 3.29 2.49 1.69 0.89

6.50 8.54 7.78 7.01 6.24 5.47 4.70 3.93 3.16 2.39 1.62 0.85

6.75 8.23 7.49 6.75 6.01 5.27 4.52 3.78 3.04 2.30 1.56 0.82

7.00 7.93 7.22 6.51 5.79 5.08 4.36 3.65 2.93 2.22 1.51 0.79

7.25 7.66 6.97 6.28 5.59 4.90 4.21 3.52 2.83 2.14 1.45 0.76
 44

7.50 7.41 6.74 6.07 5.41 4.74 4.07 3.41 2.74 2.07 1.41 0.74

TABLE FIVE
 45

DETERMINE THE VALUE OF THE HIGH SPEED CURRENT LIMITING RESISTOR

ISOLATION TRANSFORMER TAPS X1 TO X3 (130 VAC)

FIELD VOLTAGE AT CONTRACT SPEED (Volts DC)

FIELD I (Amps) 130 135 140 145 150 155 160 165 170 175 180

1.00 53.82 48.82 43.82 38.82 33.82 28.82 23.82 18.82 13.82 8.82 3.82

1.25 43.06 39.06 35.06 31.06 27.06 23.06 19.06 15.06 11.06 7.06 3.06

1.50 35.88 32.55 29.21 25.88 22.55 19.21 15.88 12.55 9.21 5.88 2.55

1.75 30.75 27.90 25.04 22.18 19.33 16.47 13.61 10.75 7.90 5.04 2.18

2.00 26.91 24.41 21.91 19.41 16.91 14.41 11.91 9.41 6.91 4.41 1.91

2.25 23.92 21.70 19.48 17.25 15.03 12.81 10.59 8.36 6.14 3.92 1.70

2.50 21.53 19.53 17.53 15.53 13.53 11.53 9.53 7.53 5.53 3.53 1.53

2.75 19.57 17.75 15.93 14.12 12.30 10.48 8.66 6.84 5.03 3.21 1.39

3.00 17.94 16.27 14.61 12.94 11.27 9.61 7.94 6.27 4.61 2.94 1.27

3.25 16.56 15.02 13.48 11.94 10.41 8.87 7.33 5.79 4.25 2.71 1.18

3.50 15.38 13.95 12.52 11.09 9.66 8.23 6.81 5.38 3.95 2.52 1.09

3.75 14.35 13.02 11.69 10.35 9.02 7.69 6.35 5.02 3.69 2.35 1.02

4.00 13.46 12.21 10.96 9.71 8.46 7.21 5.96 4.71 3.46 2.21 0.96

4.25 12.66 11.49 10.31 9.13 7.96 6.78 5.60 4.43 3.25 2.08 0.90

4.50 11.96 10.85 9.74 8.63 7.52 6.40 5.29 4.18 3.07 1.96 0.85

4.75 11.33 10.28 9.23 8.17 7.12 6.07 5.01 3.96 2.91 1.86 0.80

5.00 10.76 9.76 8.76 7.76 6.76 5.76 4.76 3.76 2.76 1.76 0.76

5.25 10.25 9.30 8.35 7.39 6.44 5.49 4.54 3.58 2.63 1.68 0.73

5.50 9.79 8.88 7.97 7.06 6.15 5.24 4.33 3.42 2.51 1.60 0.69

5.75 9.36 8.49 7.62 6.75 5.88 5.01 4.14 3.27 2.40 1.53 0.66

6.00 8.97 8.14 7.30 6.47 5.64 4.80 3.97 3.14 2.30 1.47 0.64

6.25 8.61 7.81 7.01 6.21 5.41 4.61 3.81 3.01 2.21 1.41 0.61

6.50 8.28 7.51 6.74 5.97 5.20 4.43 3.66 2.90 2.13 1.36 0.59

6.75 7.97 7.23 6.49 5.75 5.01 4.27 3.53 2.79 2.05 1.31 0.57

7.00 7.69 6.97 6.26 5.55 4.83 4.12 3.40 2.69 1.97 1.26 0.55

7.25 7.42 6.73 6.04 5.35 4.66 3.98 3.29 2.60 1.91 1.22 0.53
 46

7.50 7.18 6.51 5.84 5.18 4.51 3.84 3.18 2.51 1.84 1.18 0.51

TABLE SIX
 47

DETERMINE THE VALUE OF THE HIGH SPEED CURRENT LIMITING RESISTOR

ISOLATION TRANSFORMER TAPS X1 TO X4 (150 VAC)

FIELD VOLTAGE AT CONTRACT SPEED (Volts DC)

FIELD I (Amps) 160 165 170 175 180 185 190 195 200 205 210

1.00 52.10 47.10 42.10 37.10 32.10 27.10 22.10 17.10 12.10 7.10 2.10

1.25 41.68 37.68 33.68 29.68 25.68 21.68 17.68 13.68 9.68 5.68 1.68

1.50 34.73 31.40 28.07 24.73 21.40 18.07 14.73 11.40 8.07 4.73 1.40

1.75 29.77 26.91 24.06 21.20 18.34 15.49 12.63 9.77 6.91 4.06 1.20

2.00 26.05 23.55 21.05 18.55 16.05 13.55 11.05 8.55 6.05 3.55 1.05

2.25 23.16 20.93 18.71 16.49 14.27 12.04 9.82 7.60 5.38 3.16 0.93

2.50 20.84 18.84 16.84 14.84 12.84 10.84 8.84 6.84 4.84 2.84 0.84

2.75 18.95 17.13 15.31 13.49 11.67 9.85 8.04 6.22 4.40 2.58 0.76

3.00 17.37 15.70 14.03 12.37 10.70 9.03 7.37 5.70 4.03 2.37 0.70

3.25 16.03 14.49 12.95 11.42 9.88 8.34 6.80 5.26 3.72 2.18 0.65

3.50 14.89 13.46 12.03 10.60 9.17 7.74 6.31 4.89 3.46 2.03 0.60

3.75 13.89 12.56 11.23 9.89 8.56 7.23 5.89 4.56 3.23 1.89 0.56

4.00 13.03 11.78 10.53 9.28 8.03 6.78 5.53 4.28 3.03 1.78 0.53

4.25 12.26 11.08 9.91 8.73 7.55 6.38 5.20 4.02 2.85 1.67 0.49

4.50 11.58 10.47 9.36 8.24 7.13 6.02 4.91 3.80 2.69 1.58 0.47

4.75 10.97 9.92 8.86 7.81 6.76 5.71 4.65 3.60 2.55 1.49 0.44

5.00 10.42 9.42 8.42 7.42 6.42 5.42 4.42 3.42 2.42 1.42 0.42

5.25 9.92 8.97 8.02 7.07 6.11 5.16 4.21 3.26 2.30 1.35 0.40

5.50 9.47 8.56 7.65 6.75 5.84 4.93 4.02 3.11 2.20 1.29 0.38

5.75 9.06 8.19 7.32 6.45 5.58 4.71 3.84 2.97 2.10 1.23 0.37

6.00 8.68 7.85 7.02 6.18 5.35 4.52 3.68 2.85 2.02 1.18 0.35

6.25 8.34 7.54 6.74 5.94 5.14 4.34 3.54 2.74 1.94 1.14 0.34

6.50 8.02 7.25 6.48 5.71 4.94 4.17 3.40 2.63 1.86 1.09 0.32

6.75 7.72 6.98 6.24 5.50 4.76 4.01 3.27 2.53 1.79 1.05 0.31

7.00 7.44 6.73 6.01 5.30 4.59 3.87 3.16 2.44 1.73 1.01 0.30

7.25 7.19 6.50 5.81 5.12 4.43 3.74 3.05 2.36 1.67 0.98 0.29
 48

7.50 6.95 6.28 5.61 4.95 4.28 3.61 2.95 2.28 1.61 0.95 0.28

TABLE SEVEN
 49

DETERMINE THE VALUE OF THE HIGH SPEED CURRENT LIMITING RESISTOR

ISOLATION TRANSFORMER TAPS X1 TO X5 (165 VAC)

FIELD VOLTAGE AT CONTRACT SPEED (Volts DC)

FIELD ( Amps) 190 195 200 205 210 215 220 225 230

1.00 43.31 38.31 33.31 28.31 23.31 18.31 13.31 8.31 3.31

1.25 190.00 30.65 26.65 22.65 18.65 14.65 10.65 6.65 2.65

1.50 43.31 25.54 22.21 18.87 15.54 12.21 8.87 5.54 2.21

1.75 190.00 21.89 19.03 16.18 13.32 10.46 7.61 4.75 1.89

2.00 43.31 19.16 16.66 14.16 11.66 9.16 6.66 4.16 1.66

2.25 190.00 17.03 14.80 12.58 10.36 8.14 5.92 3.69 1.47

2.50 43.31 15.32 13.32 11.32 9.32 7.32 5.32 3.32 1.32

2.75 190.00 13.93 12.11 10.29 8.48 6.66 4.84 3.02 1.20

3.00 43.31 12.77 11.10 9.44 7.77 6.10 4.44 2.77 1.10

3.25 190.00 11.79 10.25 8.71 7.17 5.63 4.10 2.56 1.02

3.50 43.31 10.95 9.52 8.09 6.66 5.23 3.80 2.37 0.95

3.75 190.00 10.22 8.88 7.55 6.22 4.88 3.55 2.22 0.88

4.00 43.31 9.58 8.33 7.08 5.83 4.58 3.33 2.08 0.83

4.25 190.00 9.01 7.84 6.66 5.48 4.31 3.13 1.96 0.78

4.50 43.31 8.51 7.40 6.29 5.18 4.07 2.96 1.85 0.74

4.75 190.00 8.07 7.01 5.96 4.91 3.85 2.80 1.75 0.70

5.00 43.31 7.66 6.66 5.66 4.66 3.66 2.66 1.66 0.66

5.25 190.00 7.30 6.34 5.39 4.44 3.49 2.54 1.58 0.63

5.50 43.31 6.97 6.06 5.15 4.24 3.33 2.42 1.51 0.60

5.75 190.00 6.66 5.79 4.92 4.05 3.18 2.31 1.45 0.58

6.00 43.31 6.39 5.55 4.72 3.89 3.05 2.22 1.39 0.55

6.25 190.00 6.13 5.33 4.53 3.73 2.93 2.13 1.33 0.53

6.50 43.31 5.89 5.12 4.36 3.59 2.82 2.05 1.28 0.51

6.75 190.00 5.68 4.93 4.19 3.45 2.71 1.97 1.23 0.49

7.00 43.31 5.47 4.76 4.04 3.33 2.62 1.90 1.19 0.47

7.25 190.00 5.28 4.59 3.90 3.22 2.53 1.84 1.15 0.46
 50

7.50 43.31 5.11 4.44 3.77 3.11 2.44 1.77 1.11 0.44

TABLE EIGHT
 51

5.7. SELECTING A LEVELING/RE-LEVELING CURRENT LIMITING RESISTOR

A LEVELING/RE-LEVELING CURRENT LIMITING RESISTOR is absolutely necessary to

ensure safe performance of the elevator. The purpose of this resistor is to limit the maximum speed that
the elevator could reach while leveling/re-leveling if the control was to fail in a fully on state. This resistor is
labeled R1 on both the hook-up print and Figure 6. Without a LEVELING/RE-LEVELING
CURRENT LIMITING RESISTOR, If the D1029 was to fail fully on, the elevator car would
take-off and run at full (contract) speed.

The following pages contain tables which will be used to determine the value of the LEVELING/RE-
LEVELING CURRENT LIMITING RESISTOR you must use to safely limit the current. In order to
use the tables you will need to know the following:

A. The Field Power Isolation Transformer secondary tap selected in step 5.1.3 A.

B. The Generator Field Current at leveling/re-leveling speed. This may be determined by placing the
positive lead of a voltmeter on the FIELD CURRENT testpoint and measuring the voltage for a
worst case run during leveling. The field current is equal to the voltage measured at the testpoint
(1V = 1A).

C. The Maximum DC Field Voltage at leveling speed. This may be measured at the F+ and F-
terminals during a worst case leveling speed run.

After you have selected the proper table, read down the left-hand column and find your field current at
contract speed. Next, read across to the column that indicates your field voltage at contract speed. The
value listed at the cell you just located is the resistance for the LEVELING/RE-LEVELING CURRENT
LIMITING RESISTOR (R3) (See Figure Six). This value should be adjusted as necessary to make
sure you still reach leveling speed and to account for a drop in line voltage.

If your transformer tap is X1 to X2 USE TABLE NINE

If your transformer tap is X1 to X3 USE TABLE TEN

If your transformer tap is X1 to X4 USE TABLE ELEVEN

If your transformer tap is X1 to X5 USE TABLE TWELVE

 52

DETERMINE THE LEVELING SPEED CURRENT LIMITING RESISTOR (Ohms)

FOR ISOLATION TRANSFORMER TAPS X1 TO X2 (110 VAC)

FIELD VOLTAGE AT LEVELING SPEED (Volts DC)

FIELD (Amps) 5.00 6.00 7.00 8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00

0.05 3010.80 2990.80 2970.80 2950.80 2930.80 2910.80 2890.80 2870.80 2850.80 2830.80 2810.80

0.08 2007.20 1993.87 1980.53 1967.20 1953.87 1940.53 1927.20 1913.87 1900.53 1887.20 1873.87

0.10 1505.40 1495.40 1485.40 1475.40 1465.40 1455.40 1445.40 1435.40 1425.40 1415.40 1405.40

0.13 1204.32 1196.32 1188.32 1180.32 1172.32 1164.32 1156.32 1148.32 1140.32 1132.32 1124.32

0.15 1003.60 996.93 990.27 983.60 976.93 970.27 963.60 956.93 950.27 943.60 936.93

0.18 860.23 854.51 848.80 843.09 837.37 831.66 825.94 820.23 814.51 808.80 803.09

0.20 752.70 747.70 742.70 737.70 732.70 727.70 722.70 717.70 712.70 707.70 702.70

0.23 669.07 664.62 660.18 655.73 651.29 646.84 642.40 637.96 633.51 629.07 624.62

0.25 602.16 598.16 594.16 590.16 586.16 582.16 578.16 574.16 570.16 566.16 562.16

0.28 547.42 543.78 540.15 536.51 532.87 529.24 525.60 521.96 518.33 514.69 511.05

0.30 501.80 498.47 495.13 491.80 488.47 485.13 481.80 478.47 475.13 471.80 468.47

0.33 463.20 460.12 457.05 453.97 450.89 447.82 444.74 441.66 438.58 435.51 432.43

0.35 430.11 427.26 424.40 421.54 418.69 415.83 412.97 410.11 407.26 404.40 401.54

0.38 401.44 398.77 396.11 393.44 390.77 388.11 385.44 382.77 380.11 377.44 374.77

0.40 376.35 373.85 371.35 368.85 366.35 363.85 361.35 358.85 356.35 353.85 351.35

0.43 354.21 351.86 349.51 347.15 344.80 342.45 340.09 337.74 335.39 333.04 330.68

0.45 334.53 332.31 330.09 327.87 325.64 323.42 321.20 318.98 316.76 314.53 312.31

0.48 316.93 314.82 312.72 310.61 308.51 306.40 304.29 302.19 300.08 297.98 295.87

0.50 301.08 299.08 297.08 295.08 293.08 291.08 289.08 287.08 285.08 283.08 281.08

0.53 286.74 284.84 282.93 281.03 279.12 277.22 275.31 273.41 271.50 269.60 267.70

0.55 273.71 271.89 270.07 268.25 266.44 264.62 262.80 260.98 259.16 257.35 255.53

0.58 261.81 260.07 258.33 256.59 254.85 253.11 251.37 249.63 247.90 246.16 244.42

0.60 250.90 249.23 247.57 245.90 244.23 242.57 240.90 239.23 237.57 235.90 234.23

0.63 240.86 239.26 237.66 236.06 234.46 232.86 231.26 229.66 228.06 226.46 224.86

0.65 231.60 230.06 228.52 226.98 225.45 223.91 222.37 220.83 219.29 217.75 216.22

0.68 223.02 221.54 220.06 218.58 217.10 215.61 214.13 212.65 211.17 209.69 208.21
 53

0.70 215.06 213.63 212.20 210.77 209.34 207.91 206.49 205.06 203.63 202.20 200.77

TABLE NINE
 54

DETERMINE THE LEVELING SPEED CURRENT LIMITING RESISTOR (Ohms)

FOR ISOLATION TRANSFORMER TAPS X1 TO X3 (130 VAC)

FIELD VOLTAGE AT LEVELING SPEED (Volts DC)

FIELD (Amps) 8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00

0.05 3516.40 3496.40 3476.40 3456.40 3436.40 3416.40 3396.40 3376.40 3356.40 3336.40 3316.40

0.08 2344.27 2330.93 2317.60 2304.27 2290.93 2277.60 2264.27 2250.93 2237.60 2224.27 2210.93

0.10 1758.20 1748.20 1738.20 1728.20 1718.20 1708.20 1698.20 1688.20 1678.20 1668.20 1658.20

0.13 1406.56 1398.56 1390.56 1382.56 1374.56 1366.56 1358.56 1350.56 1342.56 1334.56 1326.56

0.15 1172.13 1165.47 1158.80 1152.13 1145.47 1138.80 1132.13 1125.47 1118.80 1112.13 1105.47

0.18 1004.69 998.97 993.26 987.54 981.83 976.11 970.40 964.69 958.97 953.26 947.54

0.20 879.10 874.10 869.10 864.10 859.10 854.10 849.10 844.10 839.10 834.10 829.10

0.23 781.42 776.98 772.53 768.09 763.64 759.20 754.76 750.31 745.87 741.42 736.98

0.25 703.28 699.28 695.28 691.28 687.28 683.28 679.28 675.28 671.28 667.28 663.28

0.28 639.35 635.71 632.07 628.44 624.80 621.16 617.53 613.89 610.25 606.62 602.98

0.30 586.07 582.73 579.40 576.07 572.73 569.40 566.07 562.73 559.40 556.07 552.73

0.33 540.98 537.91 534.83 531.75 528.68 525.60 522.52 519.45 516.37 513.29 510.22

0.35 502.34 499.49 496.63 493.77 490.91 488.06 485.20 482.34 479.49 476.63 473.77

0.38 468.85 466.19 463.52 460.85 458.19 455.52 452.85 450.19 447.52 444.85 442.19

0.40 439.55 437.05 434.55 432.05 429.55 427.05 424.55 422.05 419.55 417.05 414.55

0.43 413.69 411.34 408.99 406.64 404.28 401.93 399.58 397.22 394.87 392.52 390.16

0.45 390.71 388.49 386.27 384.04 381.82 379.60 377.38 375.16 372.93 370.71 368.49

0.48 370.15 368.04 365.94 363.83 361.73 359.62 357.52 355.41 353.31 351.20 349.09

0.50 351.64 349.64 347.64 345.64 343.64 341.64 339.64 337.64 335.64 333.64 331.64

0.53 334.90 332.99 331.09 329.18 327.28 325.37 323.47 321.56 319.66 317.75 315.85

0.55 319.67 317.85 316.04 314.22 312.40 310.58 308.76 306.95 305.13 303.31 301.49

0.58 305.77 304.03 302.30 300.56 298.82 297.08 295.34 293.60 291.86 290.12 288.38

0.60 293.03 291.37 289.70 288.03 286.37 284.70 283.03 281.37 279.70 278.03 276.37

0.63 281.31 279.71 278.11 276.51 274.91 273.31 271.71 270.11 268.51 266.91 265.31

0.65 270.49 268.95 267.42 265.88 264.34 262.80 261.26 259.72 258.18 256.65 255.11

0.68 260.47 258.99 257.51 256.03 254.55 253.07 251.59 250.10 248.62 247.14 245.66
 55

0.70 251.17 249.74 248.31 246.89 245.46 244.03 242.60 241.17 239.74 238.31 236.89

TABLE TEN
 56

DETERMINE THE LEVELING SPEED CURRENT LIMITING RESISTOR (Ohms)

FOR ISOLATION TRANSFORMER TAPS X1 TO X4 (150 VAC)

FIELD VOLTAGE AT LEVELING SPEED (Volts DC)

FIELD (Amps) 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00

0.05 4022.00 4002.00 3982.00 3962.00 3942.00 3922.00 3902.00 3882.00 3862.00 3842.00 3822.00

0.08 2681.33 2668.00 2654.67 2641.33 2628.00 2614.67 2601.33 2588.00 2574.67 2561.33 2548.00

0.10 2011.00 2001.00 1991.00 1981.00 1971.00 1961.00 1951.00 1941.00 1931.00 1921.00 1911.00

0.13 1608.80 1600.80 1592.80 1584.80 1576.80 1568.80 1560.80 1552.80 1544.80 1536.80 1528.80

0.15 1340.67 1334.00 1327.33 1320.67 1314.00 1307.33 1300.67 1294.00 1287.33 1280.67 1274.00

0.18 1149.14 1143.43 1137.71 1132.00 1126.29 1120.57 1114.86 1109.14 1103.43 1097.71 1092.00

0.20 1005.50 1000.50 995.50 990.50 985.50 980.50 975.50 970.50 965.50 960.50 955.50

0.23 893.78 889.33 884.89 880.44 876.00 871.56 867.11 862.67 858.22 853.78 849.33

0.25 804.40 800.40 796.40 792.40 788.40 784.40 780.40 776.40 772.40 768.40 764.40

0.28 731.27 727.64 724.00 720.36 716.73 713.09 709.45 705.82 702.18 698.55 694.91

0.30 670.33 667.00 663.67 660.33 657.00 653.67 650.33 647.00 643.67 640.33 637.00

0.33 618.77 615.69 612.62 609.54 606.46 603.38 600.31 597.23 594.15 591.08 588.00

0.35 574.57 571.71 568.86 566.00 563.14 560.29 557.43 554.57 551.71 548.86 546.00

0.38 536.27 533.60 530.93 528.27 525.60 522.93 520.27 517.60 514.93 512.27 509.60

0.40 502.75 500.25 497.75 495.25 492.75 490.25 487.75 485.25 482.75 480.25 477.75

0.43 473.18 470.82 468.47 466.12 463.76 461.41 459.06 456.71 454.35 452.00 449.65

0.45 446.89 444.67 442.44 440.22 438.00 435.78 433.56 431.33 429.11 426.89 424.67

0.48 423.37 421.26 419.16 417.05 414.95 412.84 410.74 408.63 406.53 404.42 402.32

0.50 402.20 400.20 398.20 396.20 394.20 392.20 390.20 388.20 386.20 384.20 382.20

0.53 383.05 381.14 379.24 377.33 375.43 373.52 371.62 369.71 367.81 365.90 364.00

0.55 365.64 363.82 362.00 360.18 358.36 356.55 354.73 352.91 351.09 349.27 347.45

0.58 349.74 348.00 346.26 344.52 342.78 341.04 339.30 337.57 335.83 334.09 332.35

0.60 335.17 333.50 331.83 330.17 328.50 326.83 325.17 323.50 321.83 320.17 318.50

0.63 321.76 320.16 318.56 316.96 315.36 313.76 312.16 310.56 308.96 307.36 305.76

0.65 309.38 307.85 306.31 304.77 303.23 301.69 300.15 298.62 297.08 295.54 294.00

0.68 297.93 296.44 294.96 293.48 292.00 290.52 289.04 287.56 286.07 284.59 283.11
 57

0.70 287.29 285.86 284.43 283.00 281.57 280.14 278.71 277.29 275.86 274.43 273.00

TABLE ELEVEN
 58

DETERMINE THE LEVELING SPEED CURRENT LIMITING RESISTOR (Ohms)

FOR ISOLATION TRANSFORMER TAPS X1 TO X5 (165 VAC)

FIELD VOLTAGE AT LEVELING SPEED (Volts DC)

FIELD (Amps) 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 25.00

0.05 4366.20 4346.20 4326.20 4306.20 4286.20 4266.20 4246.20 4226.20 4206.20 4186.20 4166.20

0.08 2910.80 2897.47 2884.13 2870.80 2857.47 2844.13 2830.80 2817.47 2804.13 2790.80 2777.47

0.10 2183.10 2173.10 2163.10 2153.10 2143.10 2133.10 2123.10 2113.10 2103.10 2093.10 2083.10

0.13 1746.48 1738.48 1730.48 1722.48 1714.48 1706.48 1698.48 1690.48 1682.48 1674.48 1666.48

0.15 1455.40 1448.73 1442.07 1435.40 1428.73 1422.07 1415.40 1408.73 1402.07 1395.40 1388.73

0.18 1247.49 1241.77 1236.06 1230.34 1224.63 1218.91 1213.20 1207.49 1201.77 1196.06 1190.34

0.20 1091.55 1086.55 1081.55 1076.55 1071.55 1066.55 1061.55 1056.55 1051.55 1046.55 1041.55

0.23 970.27 965.82 961.38 956.93 952.49 948.04 943.60 939.16 934.71 930.27 925.82

0.25 873.24 869.24 865.24 861.24 857.24 853.24 849.24 845.24 841.24 837.24 833.24

0.28 793.85 790.22 786.58 782.95 779.31 775.67 772.04 768.40 764.76 761.13 757.49

0.30 727.70 724.37 721.03 717.70 714.37 711.03 707.70 704.37 701.03 697.70 694.37

0.33 671.72 668.65 665.57 662.49 659.42 656.34 653.26 650.18 647.11 644.03 640.95

0.35 623.74 620.89 618.03 615.17 612.31 609.46 606.60 603.74 600.89 598.03 595.17

0.38 582.16 579.49 576.83 574.16 571.49 568.83 566.16 563.49 560.83 558.16 555.49

0.40 545.78 543.28 540.78 538.28 535.78 533.28 530.78 528.28 525.78 523.28 520.78

0.43 513.67 511.32 508.96 506.61 504.26 501.91 499.55 497.20 494.85 492.49 490.14

0.45 485.13 482.91 480.69 478.47 476.24 474.02 471.80 469.58 467.36 465.13 462.91

0.48 459.60 457.49 455.39 453.28 451.18 449.07 446.97 444.86 442.76 440.65 438.55

0.50 436.62 434.62 432.62 430.62 428.62 426.62 424.62 422.62 420.62 418.62 416.62

0.53 415.83 413.92 412.02 410.11 408.21 406.30 404.40 402.50 400.59 398.69 396.78

0.55 396.93 395.11 393.29 391.47 389.65 387.84 386.02 384.20 382.38 380.56 378.75

0.58 379.67 377.93 376.19 374.45 372.71 370.97 369.23 367.50 365.76 364.02 362.28

0.60 363.85 362.18 360.52 358.85 357.18 355.52 353.85 352.18 350.52 348.85 347.18

0.63 349.30 347.70 346.10 344.50 342.90 341.30 339.70 338.10 336.50 334.90 333.30

0.65 335.86 334.32 332.78 331.25 329.71 328.17 326.63 325.09 323.55 322.02 320.48

0.68 323.42 321.94 320.46 318.98 317.50 316.01 314.53 313.05 311.57 310.09 308.61
 59

0.70 311.87 310.44 309.01 307.59 306.16 304.73 303.30 301.87 300.44 299.01 297.59

TABLE TWELVE
 60

5.7. SUICIDE CIRCUIT

The suicide circuit disconnects the generator field from the controller and places the field across
the Hoist Motor Armature. During the opening of the field contacts, any current flowing through
the generator field must continue to flow. This will cause the contacts to arc until the field current
decays.

It is absolutely necessary that the arcing is extinguished and the field contacts are
completely open before the suicide contacts close. Any overlapping of these contacts
will cause damage to the control. Therefore, the suicide contacts must be delayed in
closing even under power loss conditions.

The suicide contacts should not be back, or auxiliary, contacts of the RUN relay since
there will not be a sufficient time delay between the contacts making/braking.

The time delay will depend on the duration of the arc across the field contacts. For this reason, we
have shown resistors R2 and R4 in Figure Six, across the field contacts to permit some current
flow during the opening of the RUN contacts. R2 and R4 will provide a discharge path through
the control for the field current, preventing damage to the control caused by the closing of the
suicide contact.
 61

NOTE: The control AC power may be set to either 208 or 220 volts AC
by placing the minilink jumper in the appropriate position.
This jumper is located on the lower PC board, directly below fuse F1.

The CR1 relay serves as a secondary disconnect relay. This relay,

along with the enable relay, will drop out with any fault condition.
The customer logic should be sequenced so that CR1 is never used
as a primary connect or disconnect relay. Improper sequencing will
cause CR1 to exceed its rating and fail.
FIGURE SIX
 62

SP1: Speed One, adjustable from zero (0) to fifteen percent (15%) of contract speed
SP2: Speed Two, adjustable from zero (0) to twenty five percent (25%) of contract speed
SP3: Speed Three, adjustable from zero (0) to fifty percent (50%) of contract speed. This speed select is typically used for inspection speed.
SP4: Speed Four, adjustable from zero (0) to ninety nine percent (99%) of contract speed
SP5: Speed Five, adjustable from zero (0) to ninety nine percent (99%) of contract speed
HI: High Speed, non-adjustable , pre-set to one hundred percent (100%) of contract speed. This speed select is typically used for contract speed.
AC2: Acceleration rate 2. Fully adjustable from one (1) second, fully clockwise, to eight (8) seconds fully counterclockwise.
DC2: Deceleration rate 2. Fully adjustable from one (1) second, fully clockwise, to eight (8) seconds fully counterclockwise.
DC3: Deceleration rate 3. Fully adjustable from one (1) second, fully clockwise, to eight (8) seconds fully counterclockwise.
DC4: Deceleration rate 4. Fully adjustable from one (1) second, fully clockwise, to eight (8) seconds fully counterclockwise.
UP: Up direction select. When this contact is closed the D1029 will produce a positive voltage at F+ and F-.
DN: Down direction select. When this contact is closed the D1029 will produce a negative voltage at F+ and F-.
LL: Level limit select. When this contact is closed the overspeed trip point is scaled down by ten percent (10%).
AR: Auto Reset select. When this contact is closed, the control will be in auto-reset mode. The control will auto-reset from a trip condition when
the RUN contact is dropped.
EN: Enable contacts. These normally open contacts will be closed when control power is present. These contacts will open on a fault trip.

+UP: Positive tachometer connection. Connect the positive tachometer lead to this terminal.
-: Negative tachometer connection. Connect the negative lead of the tachometer to this terminal.
GND SHD: Tachometer cable shield. The shield from the tachometer cable should be connected at the D1029 side only.
 63

FIGURE SEVEN
 64

SW1-AUTO: The control acts as a speed and current regulator. This is the position for normal operation of the D1029.
SW1-SET UP: The control acts as a current regulator only. This position is used for set up and troubleshooting purposes.
DEAD ZONE TIME DELAY: The delay set by this potentiometer becomes active when UP/DN is dropped with RUN energized. The REF and
TACH continue to follow the decel ramp for up to one half second (pot fully CCW).
Too Much: car stops hard Too Little: car is slow to reach zero speed
GAIN: This potentiometer controls how quickly the control will correct for a TACH vs REFERENCE error.
Too Much: overshoot (corrects too quickly) Too Little: sluggish (corrects too slow)

HOLD GAIN: This potentiometer increases the effect of the TACH feedback signal when UP/DN is dropped with RUN energized.
The TACH feedback is boosted to increase zero speed regulation.
Too Much: car oscillates around zero speed Too Little: car drifts at zero speed

CONTRACT SPEED: This potentiometer scales the TACH feedback signal to obtain contract speed calibration.
Too Much: overspeed trip Too Little: out of regulation

ARM FEEDBACK: This potentiometer controls the ARMATURE feedback signal used for stability. The potentiometer is initially
adjusted for 7.5 volts at contract speed and then fine -tuned.
Too Much: sluggish (unresponsive) Too Little: overshoot (too responsive)

STB GAIN: This potentiometer controls how quickly the control will correct for a change in ARMATURE feedback vs
REFERENCE voltage.
Too Much: sluggish (unresponsive) Too Little: overshoot (too responsive)

CURRENT: This potentiometer sets the operating current range for the control.
Too Much: excessive current available Too Little: insufficient current, can’t reach contract speed
 65

FIGURE EIGHT
 66

SPEED REFERENCE INPUTS: TEST POINTS:

All specifications are for voltage readings taken from the REF IN
testpoint to the COMMON testpoint. ARM FB: Scaled armature feedback signal. This testpoint should
measure 7.5 volts at contract speed.
SP1 RANGE: 0 volts fully counterclockwise to 1.5 volts fully clockwise. TACH: Scaled tachometer feedback signal. This testpoint should measure
SP2 RANGE: 0 volts fully counterclockwise to 2.5 volts fully clockwise. 10.0 volts at contract speed. Connect channel two of the
SP3 RANGE: 0 volts fully counterclockwise to 5.0 volts fully clockwise. oscilloscope here when monitoring the response of the
SP4 RANGE: 0 volts fully counterclockwise to 9.9 volts fully clockwise. control.
SP5 RANGE: 0 volts fully counterclockwise to 9.9 volts fully clockwise. COMMON: The negative lead of the multimeter and the ground lead of
CONTRACT SPEED: 10.0 volts fixed. the oscilloscope should be connected to this testpoint. All
measurements are referenced to this testpoint.
RATE ADJUSTMENTS: FIELD CURRENT:
This testpoint represents the amount of current being
DCC1 - DCC4: 1 second fully counterclockwise to 8 seconds fully produced by the control. One volt at this testpoint
clockwise represents one amp of field current. Maximum field
ACC1, ACC2: 1 second fully counterclockwise to 8 seconds fully current is 7.5 amps.
clockwise REF IN: This testpoint represents the unshaped speed input
currently selected.
“S” SHAPING: REF OUT: This testpoint represents the S-Shaped speed input
These potentiometers control four distinct knees on the S-curve. When the currently selected. Connect channel one of the oscilloscope
potentiometer is fully counterclockwise, the knee will be smooth. When here when monitoring the response of the control.
the potentiometer is fully clockwise, the knee will be sharp.

FIGURE NINE
 67

S SHAPED CURVES

The following pictures show the S Shaped Curves that would occur
when the knee pots are at the extreme positions. These plots were
measured at the REF OUT testpoint.

A.) SHARP: All of the knee potentiometers have been

turned fully clockwise. The transitional points
of the S-Curve are short and severe.

B.) SMOOTH: All of the knee potentiometers have been

turned fully counterclockwise. The
transitional points of the S-Curve are long
and drawn out.
 68

FIGURE TEN

CONTROL POWER: AC power (208-230 VAC) has been applied to DIRECTION: The tachometer signal indicated that the car
FIELD POWER: The CR1 Field Power Relay is closed. Field was trying to run in the opposite direction than
power is being applied at TB5. called for by the UP/DN relays.
RUN INPUT: The RUN contact at TB1 is closed. The field TACH LOSS: No tachometer feedback signal was present
power section of the control is enabled. when trying to run.
U/D INPUT: The UP or DN contact is closed at TB1. OVER SPEED: The tachometer signal exceeded the reference signal
OUT OF REG: The control is not regulating. The tachometer by 10%.
feedback signal differs from the reference signal. OVER CURRENT: The current requirement has exceeded the
RELEVEL LIMIT: The overspeed trip point has been reduced by rating of the control by more than 50%.
10% for releveling. POWER RELAY
AUTO RESET: The control is in auto reset mode. Any fault FAILURE: The CR1 relay has failed and must be
trip (except power relay failure) will be reset after the replaced.
RUN contact is dropped for three seconds. CONTROL DISABLE: The RUN contact at TB1 is not closed OR a
fault condition exists and the control has tripped.
 69

FIGURE ELEVEN
 70

SECTION SIX
TROUBLESHOOTING
The following pages contain tables which list common problems that may be encountered during
set up and operation of the model D1029 Bi-Directional Generator Field Control. The probable
cause column contains the most likely reason for the problem. The corrective action column
contains steps, which may be taken to correct the problem.

WARNING: THE BI-DIRECTIONAL FIELD REGULATOR SHOULD BE INSTALLED,

ADJUSTED AND SERVICED BY QUALIFIED ELECTRICAL
MAINTENANCE PERSONNEL FAMILIAR WITH THE CONSTRUCTION
AND OPERATION OF ALL EQUIPMENT IN THE ELEVATOR SYSTEM;
PERSONAL INJURY AND/OR EQUIPMENT DAMAGE MAY OCCUR IF
INDIVIDUALS ARE NOT FAMILIAR WITH THE HAZARDS RESULTING
FROM IMPROPER OPERATION.

WARNING: CONTROLLER EQUIPMENT IS AT LINE VOLTAGE WHEN AC POWER

IS CONNECTED AND INTERNAL CAPACITORS REMAIN CHARGED
AFTER POWER IS REMOVED FROM THE BI-DIRECTIONAL FIELD
REGULATOR. IT IS IMPORTANT THAT AC POWER IS REMOVED
FROM THE UNIT FOR A MINIMUM OF FIVE MINUTES BEFORE IT IS
SAFE TO TOUCH THE INTERNAL PARTS OF THE CONTROL.
PERSONAL INJURY MAY RESULT UNLESS POWER IS REMOVED.

WARNING: THE USER IS RESPONSIBLE FOR CONFORMING WITH THE

NATIONAL ELECTRICAL CODE WITH RESPECT TO MOTOR,
CONTROLLER AND OPERATOR DEVICE INSTALLATION, WIRING
AND START UP. THE USER IS ALSO RESPONSIBLE FOR
UNDERSTANDING AND APPLYING ALL OTHER APPLICABLE LOCAL
CODES WHICH GOVERN SUCH PRACTICES AS WIRING PROTECTION,
GROUNDING, DISCONNECTS AND OVERCURRENT PROTECTION.
 71

PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

CONTROL TRIPS ON Tachometer wiring error Check the tachometer wiring. The
DIRECTION FAULT tachometer signal at the TACH
testpoint should be positive when
the car is traveling in the UP
direction.

Long delay between the Brake lifting Correct the controller logic to
and RUN signal application is causing remove delays between the picking
the elevator to roll back before of the brake and the application of
accelerating away from the floor. the RUN signal.

Rapid reversal of the UP and DN Releveling before the car has

contacts prior to stopping stopped will cause a direction fault.
Correct the controller logic as
required.

CONTROL TRIPS ON Tachometer signal is not present or Check the mechanical and electrical
TACH LOSS intermittent connections of the tachometer.

The tachometer feedback signal is the Spin the tachometer by hand and
wrong polarity or too small. measure the voltage at the +UP and
- terminals at TB2. The voltage
should increase as the tach spins
faster. The polarity of the
tachometer voltage should reverse
as the tach is spun in the opposite
direction. Verify that the
tachometer feedback signal at the
TACH testpoint is positive in the
UP direction and is 10 volts at
contract speed.

The Armature Feedback voltage is set Too much Armature Feedback will
too high. make the TACH LOSS circuit too
sensitive. Re-adjust the Armature
Feedback potentiometer for 7.5
volts on the ARM FB testpoint at
contract speed.

The picking of the brake is delayed If the Armature Feedback voltage

during take off from the floor is allowed to build up before the
tachometer starts turning, the
control will trip on tach loss. Check
controller logic and brake release.
 72

PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

CONTROL TRIPS ON The Level Limit (LL) contact at TB1 is Make sure that the LL contact is
OVERSPEED closed during a normal run open during a normal run and closes
during leveling and releveling only.

The tachometer feedback voltage has Compare the signal at the TACH
exceeded the reference voltage testpoint to the REF OUT testpoint .
The TACH testpoint should never go
higher than 10 volts and should not
exceed the REF OUT voltage. Test
in both UP and DN directions.

Weak Hoist Motor Field If you are using field weakening at

contract speed, remove it and try
running at contract speed. If no trip
occurs, you are weakening too much.
Also, the weakening of the field
should occur after the REF OUT
testpoint has passed the ACC END
knee and leveled out, otherwise you
may get a surge (bump) at the ACC
END knee which will cause a trip.

The CONTRACT SPEED Adjust the CONTRACT SPEED

potentiometer is set too low potentiometer to obtain contract
speed exactly. The TACH testpoint
should read 10 volts when running at
contract speed.

Loose tachometer connection or tach Ensure that the tachometer is

wheel is skipping / slipping. mounted securely. Check the
coupling of the tachometer to the
motor, or the connection to the roller
wheel. Make sure that the surface
that the roller wheel rides upon is
smooth and free from bumps. Make
sure that the tachometer mount
places enough pressure on the roller
wheel to keep it on the surface it is
reading.

CONTROL TRIPS ON Output DC current is exceeding the Measure the field current at the
OVERCURRENT AT control rating FIELD CURRENT testpoint. The
CONTRACT SPEED voltage should never exceed 7.5 volts
during a worst case run.
 73

PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

CONTROL TRIPS ON The Generator Field resistance is too The minimum resistance of the
OVERCURRENT AT low. generator field must be 21 ohms or
CONTRACT SPEED greater (measured at F+ and F- on
TB201). Run the car at a lower
speed and see if the trip occurs. If
the field resistance is too low, either
rewire the fields or add resistance in
series with the field. If possible step
down to the next lower transformer
tap.

Contract speed is being exceeded Measure the speed of the car with a
hand held tach. Adjust the
CONTRACT SPEED pot as
required. Adjust the CURRENT
potentiometer as required.

CONTROL TRIPS ON Insufficient delay exists when the Ensure that an adequate delay exists
OVERCURRENT AT suicide circuit closes. between the dropping of the RUN
LOW END OF A RUN contacts and the making of the
suicide contacts.

Incorrect control or power wiring Check all control and power

connections against the hook-up
diagram (figure six).

Field wiring is shorted to ground Check the Generator Field wiring for
shorts to ground.

POWER RELAY The CR1 relay has failed Disconnect power from the control.
FAILURE Remove the CR1 relay and inspect it
for damage. Replace if necessary. If
this problem re-occurs, check the
controller logic to make sure that the
CR1 relay is not being used to make
or brake the full field voltage.

Field power is being applied before the Change the controller logic so that
RUN contact at TB1 is closed. the RUN contact at TB1 closes
before the Field Power Relays close
(see figure six). The customer RUN
contacts at R2 and R4 should also
open before the RUN contact at TB1
opens during power down of the field.
 74

PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

NO OUTPUT FROM Input wiring error Ensure that the proper control
CONTROL voltages exist at the D1029. Check
all fuses.

Bad connection at the Field Power If the Field Power indicator is not lit,
connections. check all connections that supply
field power. Check the field power
fuse, F2, on the D1029.

The CR1 relay has failed Check the CR1 relay. If the relay
has failed, it must be replaced.

A fault trip condition exists and the Check the Fault Conditions
control is disabled. indicators to see if a fault condition is
present. Reset the control and
correct the fault if it reoccurs.

Wiring fault in the Generator Measure the control output voltage

at the F+ and F- terminals. If a
voltage is present, the control is
operating properly. Check for a
voltage directly at the Generator
Field.

CANNOT ACHIEVE Too much series resistance (R3) Lower the resistance of the high-
CONTRACT SPEED speed current limiting resistor R3
(see figure six).

The field power transformer tap Move to the next higher tap on the
selected is not sufficient. field power transformer.

CANNOT ACHIEVE Not enough current to the Generator Increase the CURRENT
CONTRACT SPEED field. potentiometer clockwise to provide
more current to the Generator field.

Ripple/Noise on the tachometer signal. Look at the signal at the TACH

testpoint with an oscilloscope. The
signal should be clean with no ripple
at all. Any ripple shown indicates
either electrical or mechanically
induced noise. Check the tachometer
connections, both electrical and
mechanical for areas where noise
could be introduced, such as
improper alignment, tach wires next
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PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

to power wires etc..

ELEVATOR IS Armature feedback is connected Check the voltage at the ARM FB

UNSTABLE AT HIGH backwards testpoint. The voltage should be
SPEED positive in the UP direction and
negative in the DN direction.
Reverse the leads at TB4 if the
polarities are reversed (see figure
six).

The armature feedback signal is Set the armature feedback signal to

misadjusted 7.5 volts at the ARM FB testpoint
when the car is running at contract
speed. If the car is still unstable,
reduce the STB GAIN potentiometer
until the ride improves.

CAR OVERSHOOTS Too much gain Turn the GAIN potentiometer

CONTRACT SPEED counterclockwise to reduce the gain
DURING
ACCELERATION

ACC rates are set too fast Turn the ACC potentiometer(s)
counterclockwise to reduce the
acceleration rate(s)

Motor field too weak Weakening the motor field too much
will cause the car to overshoot
contract speed. Increase the motor
field voltage

SLOW RESPONSE AT Not enough gain Increase the gain by turning the
HIGH SPEED GAIN potentiometer clockwise.

Too much stability gain Reduce the stability gain by turning

the STB GAIN potentiometer
counterclockwise

Too much armature feedback Reduce the armature feedback by

turning the ARM FEEDBACK
potentiometer counterclockwise
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PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

Not enough current Increase the available current by
turning the CURRENT
potentiometer clockwise. If the
potentiometer is fully clockwise, step
up to the next higher tap on the field
power transformer.

UP AND DOWN The control is out of regulation in the Turn the CURRENT potentiometer
SPEEDS ARE NOT slower direction due to insufficient clockwise to increase the current
EQUAL current available. available. Reduce the series
resistance R3 to increase current to
the generator field. If this does not
work, step up to the next higher tap
on the field power transformer.

The control is in the SET UP mode The UP and DN speeds will not be
accurate when the control is in the
SET UP mode because there is no
tachometer feedback signal in this
mode. Switch to AUTO mode (SW1).

OUT OF REGULATION Noise on the armature feedback or Check the mechanical and electrical
LIGHT FLICKERS OR tachometer signals connections for both the tachometer
STAYS ON and the armature feedback.

The CONTRACT SPEED Adjust the CONTRACT SPEED

potentiometer is misadjusted potentiometer until the TACH
testpoint reads 10 volts at contract
speed

OUT OF REGULATION Armature feedback signal is set too Ensure that the armature feedback
LIGHT FLICKERS OR high signal never exceeds 10 volts at
STAYS ON contract speed. Readjust the ARM
FEEDBACK potentiometer as
necessary

INSTABILITY AT LOW Deceleration rates are too fast Adjust the DCC potentiometer(s)
SPEED / counterclockwise to decrease the
DECELERATING INTO deceleration rates.
THE FLOOR

The stability gain is set too high Reduce the stability gain by turning
the STB GAIN potentiometer
counterclockwise. Reset to the
previous setting if this has no effect
 77

PROBLEM PROBABLE CAUSE CORRECTIVE ACTION

Armature feedback signal is set too Decrease the armature feedback

high signal by turning the ARM
FEEDBACK potentiometer
counterclockwise. Do not decrease
the signal at the ARM FB testpoint
below 4 volts. Increase the STB
GAIN potentiometer if high-speed
instability occurs with the lowered
armature feedback signal.

The reference voltage is too far ahead Make sure that the motor field is not
of the tachometer feedback signal being forced too much. This will
reduce the speed that the motor can
spin at for a given voltage at the REF
OUT testpoint. Remove field forcing
to see if condition improves

THE CAR STOPS TOO The hold gain is set too high Decrease the hold gain by turning the
HARD / OSCILLATES H GAIN potentiometer
AROUND ZERO SPEED counterclockwise

The dead zone time delay is too short Increase the length of the dead zone
time delay by turning the DEAD
ZONE TIME DELAY potentiometer
counterclockwise

The Hoist motor field is being Make sure that the motor field is not
weakened before reaching a complete weakened until the motor has
stop completely stopped and the brake is
set
 78

SECTION SEVEN
TYPICAL LOGIC SELECTION FOR BI-DIRECTIONAL
APPLICATION
The curves on the following pages represent some suggested speed profiles for the D1029 Bi-
Directional. These curves show suggested acceleration and deceleration selections, as well as
the approximate distance from the floor when making speed transitions. Separate graphs are
provided for geared and gearless applications from 350 to 800 feet per minute. Use of the high
speed option card (model D1046) is recommended for jobs that are 700 FPM or greater. This
card provides four additional speed settings along with four additional deceleration settings that
are typically needed for the higher speed range.

NOTE: The following logic selection curves are to be used only as a guide. The actual
 79

logic will depend upon standard practices and the experience of the system
designer.
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