Door lock monitor (DLM / DMC) codes, inputs and wiring

OK is normal operation; 1B is the only fault state that stops the car; 2A and 2B are inspection and fire phase 2 modes in which the unit only monitors.

In 2A or 2B only the “01” relay and the alarm light relay are on; no other relay triggers. If you open the car gate while the unit is in 2A or 2B you will always lose the door lock input too, because the gate and locks are in series in that mode – test the individual inputs only in OK.

Relay behavior – is it normal that relays stay energized?

Relays that activate while the doors are open are normal; relays 4 and 5 energized all the time while the display shows 1B means the unit is permanently in fault.

• With the doors shut and the display OK, all relays are off. As soon as the doors open, the relays kick on: relay 6-7 energizes to back-feed the door lock string so the gate and locks can be seen separately, and R3 (double throw with R2) is used to route the string.
• In 1B the DLM energizes relays 4 and 5 to push the door open button. If they never drop and the car still runs, the fault is real but the stop output is not landed where it stops the car – check the DFC reed switch and the 13/14 and 18/19 landings.
• Red jumpers on the header below IN15–IN18 with no field wires means no DFC/DCL is connected; those inputs then read as permanently satisfied.

With the car at a floor in OK mode, the door inputs (IN11 gate switch, IN12 door locks, IN15/IN16 door closed limit, IN21 door fully closed) must all be on with the doors closed and all off with the doors open; the door zone input IN23 stays lit at the floor.

• IN11 (also called IN1-1) = gate switch. IN12 (IN1-2) = door locks. CE wire 16 feeds the gate side; CE wire 10 is the end of the gate (terminal 5 on the DLM); CE wire 17 feeds the door locks and yellow CE wire 8 is the end of the locks.
• IN15/IN16 = door closed limit (the DFC sensor or the controller DCL, on the green 8-position Phoenix header below IN15–IN18). On the single board the DFC is powered from the 4-pin header in the center of the board labeled F / 24V / R (red, black and white wires).
• IN21 = door fully closed (orange jumper to relay R2 NC). IN23 = door zone. IN27 = fire service (CE wire 24).
• Typical faults:
  1. Display 1B with doors open and the car stuck: one of IN15, IN16 or IN21 is staying lit while the gate and locks dropped (DCL/DFC configuration – see the DCL question).
  2. Display 1B all the time, relays 4 and 5 energized, elevator still running normally, IN15/IN16 always on: the car-top DFC reed switch has fused closed so the unit never sees the doors as open. Tap the switch with the blunt end of a screwdriver to release it; if it sticks again, replace it with a momentary arm-type switch that closes only when the doors are fully closed. The reed switch cannot take current, and old travelers can induce enough to weld it.
  3. 1B appears but the door inputs never light when you jump the gate: the common/reference for the inputs is wrong (see the wire 11 question).
• Front opening only: the paperwork says to invert the rear inputs (S2-3 and S2-4, S2-7 and S2-8) when there are no rear doors.

Why can I unplug the door closed limit (IN15/IN16) at the floor without a fault?

When the unit is configured to monitor an open limit, it ignores IN15/IN16 while the doors are open; it only faults when the doors or gate are jumped or do not make up in the door zone. On a Dover traction freight, for example, the elevator stays OK whether the door closed switch is plugged in or not. This is expected: at the open limit the doors are already open, so the unit does not care about the closed limit. On a unit monitoring a door zone it would fault if the DFC did not come in while the doors are trying to close.

All DLM inputs are assumed active high; the S2 and S3 switches simply invert an input (up = active low, down = active high), and usually only the door closed limit and car top inspection need to be inverted.

• S1 is only used when changing software – you should not need it.
• S2 inverts the door inputs on the single board. S2-5 and S2-6 invert the door closed limit (IN15/IN16). Almost all controller DCLs open when the doors hit the closed limit, so with a DCL S2-5 and S2-6 go up (active low). With CE’s DFC sensor (the jumper plug and sensor shipped with the unit) they stay down.
• S3-5 inverts the car top inspection input. If the display shows 2A while the car is on normal, flip S3-5 to the other position; the display should go to OK. On a Maori/SIMAC C20 the inspection input opens when the car is in inspection, so the switch goes up; on other controllers it is down.
• S3-7 up = bypass. The unit shows 2B, treats it like fire service, keeps its relays from opening and only monitors. Use it to prove the DLM is not causing a door or operator problem; if the symptom changes with S3-7 up, send the wiring details to CE support.
• S3-4 down = no door zone (unplug CE wires 12 and 23 first). Without a door zone the unit cannot go into fault, which lets you test whether the door locks stay high when only the gate is opened. Land the door zone again before putting the car in service.
• S3-3 up (with S3-5 up) is used on an older relay controller (for example a 1976 unit) whose door zone is contingent on the open limit, to make the door zone high all the time so faults are detected. On such units CE wires 23 and 12 can be used so the DLM understands one signal as the open limit and one as the door zone.
• Four-board DLM: the inversion switches live on the input boards. On input board 2, S2-5 inverts the inspection input (LED 5) and S2-7 the fire phase 2 input (LED 7).

The fire phase 2 input is active – on the four-board unit that is CE wire 24 on input board 2 (LED 7 lit), on the single board CE wire 24 at IN27 – or S3-7 is up.

1. Check whether S3-7 (single board) or S2-7 on input board 2 (four-board) is up.
2. Find CE wire 24 (brown). Common mistakes are landing it on terminal 7 of the controller terminal block, or at IN27/V5 of an overlay where the print shows that means fire service is on; either keeps the unit in 2B. Removing wire 24 (power off first – it is hot) brings the unit out of 2B immediately.
3. If the jurisdiction or the job does not use fire phase 2 with the DLM, wire 24 does not need to be landed at all – leave it off the header.

The DLM’s stop output (CE wires 13 and 14) is removing power from the same door string it is monitoring, so the unit faults, releases, faults again.

How the loop happens: the unit faults (1B) because the string is jumped, so it opens the stop output. That kills the feed to the gate and locks, all inputs go off, the unit thinks the doors are fully open and clears to 1C, releases the stop output, power returns, it sees the jumper again, and repeats. The safety relay in the controller clicks in and out at the same time.

1. Look at where CE wires 13 and 14 are landed. They must not break the door-string feed. On an MCE HMC 1000, do not splice them into terminal 20; keep the hoistway field wire on 20, land CE 13 on terminal 2 and CE 14 on terminal 49 (independent service), and move CE 13 from R1 NO to R1 NC on the DLM relay block. Wired this way the unit holds 1B with the doors open, takes no calls, and goes 1B → 1C → 1D as the gate switch is released and the doors close.
2. On a Motion 1000 where the stop circuit feeds terminal 4 (the start of the door string), terminal 4 has to stay hot while the unit is in fault. Use a spare DLM relay that activates with the doors open to keep the feed on terminal 4 so the gate and locks can still be seen; wired this way the hall doors work, the safety circuit opens and stays open in fault, and calls are refused.
3. On some older controllers 13/14 can be left off altogether, with only the door open button (wire 19) held to keep the car at the floor.

The DLM must see the gate switch and the door locks on separate inputs; if the controller has them in series you must split them, and you test by jumping one circuit at a time while the doors are open.

1. Separate the string so that the gate ends at CE wire 10 (DLM terminal 5) and the locks are fed by CE wire 17 and end at yellow CE wire 8. On a Century A139 the locks and gate meet at terminal 44 – there must be two wires there, one from the gate and one going to the locks; otherwise the split has to be done in the hoistway box. On a rotary controller the gate wire (blue/red) stays at X5 with CE 10, and CE 17 goes to the conductor feeding the bottom door lock.
2. Test with the doors on the open limit and the unit in OK:
   • Jumper DLM terminal 4 to terminal 5: simulates the gate closing. IN11 lights, the display goes to 1B and a placed call does not move the car.
   • Jumper terminal 4 to CE wire 8 (yellow): simulates the door locks closing.
   • Jumper controller terminal 4 to 8 on an MCE jumps the whole string; the DLM faults, but some MCE controllers have a door-string-jump protection and will lock up until power is cycled.
3. Jumping from the end of the gate over the locks (wire 10 to wire 15) does nothing, because with the doors open the gate circuit has no power.
4. Pushing up on the gate switch by hand is not the code test. If the gate switch is lifted and a call is placed, the car does not move while the fault is present; once the switch is released the fault clears and the doors try to close. The DLM has nothing to do with dropping hall calls; it is designed to prevent automatic operation per A17.3.

Yes. Mirror the DCL to the DFC input by jumpering 5 to 6 and 5C to 6C on the DCL/DFC header, remove the two small black termination shunts behind it, and unplug the DFC header (red, black, white wires).

1. Install the 5–6 and 5C–6C jumpers. Pull the termination shunts – leaving them in shorts the board.
2. Unplug the center F/24V/R header; the DFC sensor is not needed.
3. Because almost every DCL opens at the closed limit, raise S2-5 and S2-6 (active low). This takes a unit stuck in a solid 1B with doors open through 1C/1D to normal operation.
4. Watch the DCL LEDs through a full door cycle: on when closed, off when open. On older controllers (Century, Maori, MCE HMC) the DCL is often back-fed through the up/down relays or a gate switch and does not change state cleanly. In that case isolate it with a small relay (a 220 V relay on a 220 V signal) or use CE’s DFC sensor.
5. On an Otis LRV5 the DCL is picked up at the COP; CE support can send a pull sheet and a document showing how to use it instead of the DFC.
6. On an Otis 211 the circuits are already in parallel – just land wires 10, 8 and 6 (CE 6 to PO3-3 on access units), tape off and secure CE wires 15, 16 and 17 because they can still carry voltage, and do not pull existing wires. If the unit is on firmware A133 rather than A133.1, CE support can send the software file.

CE wire 18 goes to the feed of the door open button and CE wire 19 to the door open button input (relay R4 on the DLM); never wire 19 to a door open command.

• The DLM does not monitor the door open button; it presses it while in fault to hold the doors open. If the door open button is not wired (18/19), the car door will still try to close after a fault.
• On a Semtech/Maori C20, 19 goes to the door open terminal (DO, terminal 28 on that controller) and 18 to the terminal 4 feed; on an older relay controller 18 and 19 simply go across the door open button.
• Wiring the output to a door operator command instead of the button can burn up an operator. The DLM has no connection to the operator, encoder or closing speed – it only pushes buttons. If doors slam after a DLM install, raise S3-7 to bypass; if nothing changes, the problem is in the operator. Also check that the DFC 24 V was not run on “spare” traveler wires that actually go somewhere.

The DMC has a stuck-button parameter: when the DLM holds the door open button for that long, the controller decides the button is stuck, ignores it and resumes. CE has a DLM software update that handles the door open button differently on DMC controllers.

1. Request the update from CE support; it is loaded from a USB stick in the USB port on the DLM, and the instructions come with the file.
2. On a DMC the DLM touches about six monitoring points and, in fault, cuts CST and pushes the doors open.

Verify with CE support.

The inspection or door zone input is usually referenced to the wrong common; move CE wire 11 (and 9) to the reference the pull sheet calls for.

1. On a Maori/SIMAC C20, wire 22 (inspection) goes to the ISP/INS terminal and wire 11 must go to terminal 5 (positive 24 V), not X3 system common. X3 is the common for the gate switch, but the inspection and door zone inputs need the 24 V positive reference. With 11 on terminal 5 and S2-5 raised on input board 2, the unit stays OK through runs.
2. On a 1976 General relay controller the opposite applies: wire 11 goes to X3 (bonded to ground), not X2 (a line). With 11 on X2 the unit never sees a door zone and cannot fault.
3. On an ESI hydro the print shows terminal 60 as common bonded to ground, but the inputs may only appear when CE 9 and 11 are moved to cabinet (chassis) ground; the display then goes to 1D and the gate and lock inputs come in.
4. If the door lock input (IN12) drops in and out as the doors cycle on one floor only, check that floor’s lock contact and the CE wire 8 splice and screw at IN12.

Some older controllers (for example Otis 211) already have monitoring and some do not; test it, and CE support can email a controller-specific pull sheet.

1. Test: open the doors, push up on the gate switch, and have someone place a call. If the car tries to close the doors and take off, you need door lock monitoring.
2. Pull sheets exist by controller family and year range (Century 1970s with 220 V signals, Century 1980s with 120 V signals, Maori/SIMAC C20, MCE HMC 1000, Otis 211 and LRV5, and others). Tell CE support the controller model and approximate year; if there are no prints on the job, send photos of the controller and operator label so the closest sheet can be matched.
3. Note that HMC 1000 prints and terminal positions vary between units, so send the parameters you see if something does not match.

On the FS90 the IO board’s S2 switches invert the inputs (S2-1 inverts input 1, the stop switch); S1 on the IO board and the single switch on the relay board are addresses (relay board address 29) and must stay as labeled.

• The FS90 bypasses the in-car stop switch in phase 2 so the doors can operate at the floor and holds call cancel so the car cannot leave. In OK the stop switch relay (relay 1) should be inactive and phase 2 (display 2B) should activate it.
• If relay 1 stays energized no matter what is done to input 1 (wires lifted, 24 V applied, S2-1 changed), the stop switch is never bypassed and there is no door operation. The firmware version can be read by setting switches 1 and 3 on S1 of the processor board, which makes the cube scroll a checksum.
• Also check that the door zone input (input 2 on the DMC drawing) changes state at the floor.

Verify with CE support.