Manual Otis

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Elevators MRVF Elevators

FS310

1984 Project Number: RLE 711.3

Rasmuson Library

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UNITED

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TECHNOLOGIES OTIS

Owner's Information Manual

MRVF GEARED ELEVATOR .:t.•,

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Prepared for I

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MM.109

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OTIS

Foreword

You have selected the most experienced elevator company in the world to supply your vertical transportation equipment. Otis Elevator Company, the leading manufacturer of elevators and escalators, traces its beginnings to 1853 when Elisha Graves Otis invented the first safety elevator. The efficient and safe performance of your Otis equipment, however, depends as much on the knowledge and skill of those who will operate, monitor and maintain it as on the experienoe of those who manufactured it. Otis provides .many forms of scheduled preventive maintenance, as well as a complete spectrum of repair services, all designed to extend the life of elevator and escalator equipment. With our more than 300 offices throughout the United States and Canada, we can assist all owners in maintaining their equipment for the safest, most reliable performance available. We urge you to contact vour nearest Otis office for any assistanceyou may require with your elevator or escalator equipment. Your closest local Otis Service Office can be reached 24 hours a day, 365 days a year by calling the following teleplione number:

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This Owner's Information Manual has been prepared by Otis Elevator Company to give you, the building owner, your building manager or maintenanoe supervisor, data on the operation of all major components of your equipment furnished and installed in accordance with our contract terms, conditions and specifications. It will also give

@ Otis .Elevator,Company 1983 MM.!!!

Foreword

insight into the preventive maintenance procedures that should be performed at regular intervals to maintain the equipment and provide for passenger safety.

You, your agents and employees are cautioned that preventive maintenance or any other equipment maintenance procedure - should be performed only by a skilled mechanic for obvious reasons including, of course, the fact that elevators and escalators contain high-voltage circuits and high-speed machinery that pose hazards to the inexperienced or untrained. Please note that the information contained in this Owner's Information Manual is not intended nor should it be interpreted to in an\, way alter, expand, amend, modify or otherwise change the express terms and conditions of the contract and its specifications under which your equipment was furnished and installed' by Otis, including specifically all limitations of liability and the exclusive express guarantee against defects in materials and workmanship provider! therein. Further, Otis hereby expressly disclaims any , responsibility for any personal injury or property damage, including damage to the elevator or escalator equipment, as a result of any negligence, misuse or abuse of the equ ipment, misinterpretation of the information in this manual, or any other cause beyond the control of Otis Elevator Company.

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OTIS.

Contents FOREWORD 1.

EMERGENCY AND SECURITY PROCEDURES 1.1 1.2

2.

YOUR ELEVATOR 2.1 2.2

3.

MACHINERY

Motor Brakes

Controls and Indicators Speech Synthesizer Information Display Module

DOOR CONTROL

7.1

7.2 MM.115

Controller Position Transducers Controller Relays Batteries

FIXTURES 6.1 6.2 6.3

7.

Inspection Lubrication and Cleaning

ROTATING 5.1 5.2

6.

MAINTENANCE

CONTROL SYSTEM 4.1 4.2 4.3 4.4

5.

SYSTEM

System Description Promotional Literature

PREVENTIVE

3.1 3.2 4.

Emergency Procedures Owner's Checklist

Door Operator Door Protective Devices

Contents

8.

HOISTWAY EQUIPMENT

8.1

8.2 8.3 8.4 8.5 8.6

Rails and Guides Stopping and Limit Switches Traveling Cable Governor and Safety Buffer Ropes

APPENDIX A • PARTS LEAFLETS

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MM.115

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OTIS

1.1 Emergency Procedures

State-of-the-art elevator and escalator engineering have developed mechanisms that greatly reduce the risks to life and property in emergency .situations, but building personnel still playa vital role at these times in directing occupants to safety, in monitoring equipment, and in ooerating controls that initiate emergency routines. The proper hand ling of elevators. and escalators in an emergency could mean the difference between life and death. You should, therefore, insure .' ;that all your building personnel are familiar w'ith emergency procedures suitable to your building structure and all of its equipment, including elevator and escalator equipment, in case of accidents, fire, earthquake, ,power failure and t~e like, by contacting local authorities including your fire department for ar:lpropriate advice, inspections and drills.

• Fireman's

Service -. Special Emergency

Service (SES lFeature

Otis' SES is engineered to allow control of elevator operation in the event of fire or other time-sensitive emergencies, particularly where immediate access to specific building areas or floors may be desirable. One or more of your elevators is equipped with SES.

Phase One:

Automatic Return to Lobby

Phase One of SES is designed to capture automatic passenger elevator cars and return them to the lobby or other designated floors.

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• MM-11?

Phase One is usually initiated manually by operation of a hall-mounted keyswitch, or it is automatically activated through tripping of a fire or smoke sensor or sprinkler system installed by you in your building. Once it is activated or initiated:

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Registration of calls is inhibited and calls already in registration are cancelled.

1.1.1

Emergency

Procedures

0

As authorized

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by local code authorities:

- Emergency stop switches are overriden. - Car doors are nudged closed. Door re-open ing devices are rendered inoperative.

Phase Two:

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The PLEASE EXIT WHEN DOOR OPEN jewel is lighted, and the car travels non-stop to the lobby or other designated floor, or if that is the floor at which the fire is involved, to an alternate service landing.

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Cars already at the lobby or alternate designated floor remain parked, with doors open.

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Doors are opened at the exit floor, allowing passengers to exit the elevator.

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Cars traveling away from the lobhy or alternate .designated floor will reverse and return to the lobby or alternate designated floor, non-stop.

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Any car not operating automatically will be given an audible and visual signal to close the doors, so the car can move to the lobby or alternate designated floor, without stopping.

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All cars are ultimately brought to one location and held there ready for use by trained emergency professionals.

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Fireman's Use of Elevators

Once the car has been brought to the exit floor by SES, firemen or other emergency personnel can gain control of the parked car by operating the FIRE SERVICE keyswitch in or adjacent to the car operating panel. Then: 0

Car responds only to car calls registered on its own buttons. The car cannot be 'stolen' by a hall call registered at some other floor.

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After the car call is registered, doors are closed and the car is started by maintaining pressure on the DOOR CLOSE button until the doors are fully closed.

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1.1-2

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At the called floor, doors are opened by maintaining pressure on the DOOR OPEN button until the doors are fully open.

• MM.117

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Emergency

Procedures

Restoration of Normal Service

At the appropriate time, normal elevator operating conditions can be restored by bringing all cars with SES to the lobby or alternate designated floor, and by returning Phase One and Phase Two keyswitches to their normal positions.

All Elevator Equipment Should Have SES It is recommended by Otis that all your elevator equipment be equipped with SES if it has not already been installed. Please call your local Otis office for information on its installation ..

Power Failure Emergency Power Option

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If your elevator system is equipped with an emergency power supply (typically, a diesel generator), it can be activated as follows: 1)

Elevator electric power feeders may be switched from normal to emergency power.

2)

If your elevator system's Emergency Power Option has an automatic mode and is set to the AUTO mode, each car will be automatically brought down non-stop to a previously designated floor (typically, the lobby or street floor) and doors will open to allow passengers to leave the car. After all cars have been brought to the designated floor, the cars remain parked there, until one or more cars are selected to provide normal service.

3)

• MM-117

If your elevator system's Emergency Power Option does not have an Automatic mode, or if that mode is not invoked, selector switches may be operated manually to bring down each car, in turn. After all cars have been brought to the designated floor and evacuated, the cars will remain parked there, the selector switch may be operated to choose which car or cars will provide normal service .

1.1-3

Emergency

Procedures

"Batte ry-Powered"

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Elevators

An Otis "VF" elevator can run on battery power for up to four hours during a power outage. The total available service is the sum of the individual battery hours. A four-car group, for example, where each battery pack had three hours of charge remaining, could if desired provide elevator service for up to 12 hours during a power outage if building personnel allow only one elevator to operate at a time.

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TM Aut-Q-Safe

. Feature for Hydraulic

Elevators

TM Aut-O-Safe . the Otis emergency battery unit, brings a hydraulic elevator to an exit floor smooth Iy and safely in the event of a building power failure.

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Upon sensing a power outage. emergency battery power operation is activated, causing the car to descend to the lowest landing at normal speed.

o

Doors open automatically upon arrival at the lowest landing, permitting passenger exit.

o

Doors close after a short interval, and the car remains parked with the doors closed for the duration of the power outage. However, the door-open button remains operative.

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MM.117

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OTIS

1.2 Owner's Checklist

~ Elevators that respond promptly to a call for service, and provide a smooth" ride in a clean, well-lighted car, make a favorable impression on tenants and visitors alike. Thus, elevator performance, because of its hiphly visible nature, plays a significant role in establishing the rental or resale value of a building.

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Elevators are sturdy machines, built for long and dependable service. By knowing how to assess elevator performance, the owner can assure the continuously high-quality service for which the equipment is designed. When a shutdown does occur, there are a few simple procedures that can often make the shutdown as short as possible .

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For the building owner or manager, minimizing shutdowns involves knowing: o

What to do on a daily basis so that serious problems are minimized.

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What to do in case of malfunctions and how to recognize conditions that require immediate service.

,vstem Upkeep Trained service personnel should be engaged to examine, clean and lubricate the elevator equipmen1 at scheduled intervals. There are, however, some areas of general upkeep which are the building owner's or manager's responsibility:

General Cleanliness

• MM-11?

The machine room, the pit and cars (particularly the door sills) must be kept free of debris. Ashtrays placed in the building's lobby encourage passengers to extinguish their cigarettes before entering the elevators, thereby cutting down on litter.

1.2-1

Owners Checklist

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Some environments -- manufacturing plants, for example - can"be unusuallv susceptible to dust or grime. These conditions may call for frequent cleaning by a service examiner. The elevator

owner should never attempt to clean machinery. A Dry Pit

The pit area must be kept dry and clean. The service examiner will" alert the building "owner to any water or oil in the pit, and will supervise cleaning by the building staff. Machine Room Temperature

For proper equipment operation, the machine room temperature must never fall below 450F (l0C) or rise above 1000F (3aoC). How To Observe the Operation Of Elevators A member of the building staff should go through the following procedures regularly with each elevator car:

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Test the Safety Devices Test alarm bells, stop switches, intercoms, telephone hookups and emergency lighting systems to be sure they will work if there is an emergency.

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Ride the Elevators Ride the elevator, paying attention to the smoothness of starting and stopping, to any unusual sounds (such as squeaks or scrapes), and "to any unusual movements, vibrations, or odors. Close your eyes to increase awarenessof irregularities.

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Listen During Rush Hours Stand in the lobby during peak traffic periods, " listening to passengers'comments. They will probably remark on any shortcomings in elevator service.

What To Look For

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The following nine-point Safety and Performance Check List can be applied on a regular basis to most elevator systems. 1.2-2

MM-117

Owner's Checklist

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How Long Must Passengers I'!,aitfor an Elevator at the Lobby? Well-timed arrivals and departures, as well as proper acceleration and deceleration are critical to fast, efficient service. Typical maximum service intervals for ,various applications are listed below: Office Buildings Hospitals Hotels and Motels Apartments, Luxury Apartments, Development

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MM.117

Secs. Secs. Secs. Secs. Secs.

Do the Passengers Have Enough Time to Enter and Exit Before the Doors Close? In most elevators, the minimum a'cceptable time for doors to remain fully open on a car call is three seconds. However, in many cases, one-half to one seco'nd is sufficient if an acceptable door protection device is used. For hall calls, the minimum acceptable time depends on the number of elevators in the bay and on the distance from a point in the center of the lobby to each elevator. The time is measured from notification that a car is arriving by a lantern and audible signal. Times vary and can be longer for elevators that service many elderly or handicapped persons. The speed at which the doors close is also an important safety consideration. Maximum door closing speed is determined by the weight of the door and the type of door operator emploved.

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30 60 50 70 90

If the Elevator is Equipped with Electronic Detectors or Light Ray Devices, do the Doors Reverse Direction without Touching Passengers? ' These devices enable a closing door to reverse direction without touching passengers. Reversal must take place therefore as soon as the doors near the passenger (if an electronic detector is in use) or as soon as the light ray beam is broken. In order to conform to standards, the door should also remain either partially or fully open (depending upon the door operator system employed) until the obstruction is removed from the beam .

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If the Doors are Equipoed with a Rubber Safety Shoe, do they Reverse Direction as soon as the Shoe makes Contact with a Passenger? 1.2.3

Owner's Check list

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The shoe mechanism should operate as soon as the rubber makes contact with an obstruction causing the closing door to immediately reverse direction and open completely. Failure to reverse direction, or to remain open as long as contact with the rubber shoe is maintained, constitutes a code violation and a safety hazard. Officials sometimes shut down a car for such violations.

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Does the Car Stop Level with the Hall Floor? The car should stop within one-half inch of the hall floor. Leveling should be consistent, whether the car is full or empty.

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Is the Alarm Bell in Working Order? The alarm bell should be tested once a week. This quick and simple procedure will guarantee that the bell will work when and if it is needed.

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Is the Alarm Bell Connected to the Stop Switches?

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When this anti-crime measure is implemented, the alarm bell will ring when the Stop switch is flipped. The bell not only alerts building personnel to an emergency, but often frightens a potential criminal into fleeing the premises before accomplish ing any mischief.

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If the Cabshave an Intercom or Telephone Hook.Up, is it in Working Order? Intercoms and telephones should be tested regularly. Passengerscan be spared inconvenience when minor mechanical difficulties occur by following instructions received over the intercom or teleohone. During an emergency, communication with passengershelps to alleviate or avert panic. At these times, information from passengerscan be of great assistanceto emergency personnel.

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Is the Interior of the Elevator Adequatelv Lighted? Check that all light switches are on, all lamps lighted, and all diffusers clean to oermit maximum transmission of light.

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MM.117

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Owner's Checklist

In Case of Malfunction Before Calling for Service

The following points should be checked for service on a disabled car:

before calling

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Is the Stop switch in the Run position?

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Are the key switches

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Are there obstructions

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Is full power available?

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Is the main-line fuse in the machine

in the correct

position?

in the door track?

room blown?

When these items are checked ann the car still does not run, a service call should be placen immediately. In many cases, however, this check list will minimize unnecessary shutdown and help the service company provide faster service.

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Minor problems require neither a shutdown nor a service call. Door timing that is slightly off, or floor indicator lights that no not work, for instance, are minor problems that need only be noted and reported to the service examiner on the next visit.

When Shutdown is Necessary

When a problem appears to threaten passenger safety, the car involved should be shut nown and serviced immediately. Safety is always the first concern. Elevator machinery is not to be serviced by people who lack the necessary training ann expertise. Tinkering in the machine room or hoistway is .hazardous to the person working on the elevator, to the passenger, and may be detrimental to the elevator itself. Building personnel should monitor car operation, but should leave more complex tasks to the experts .

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1.2-5

Owner's Check list

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CHECKLIST FOR OWNER'S INSPECTION

• 1.2.6

MM.117

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OTIS .

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2.1 System Description

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MACHINE

ROOM

UPPER HOISTWAY AND CAR /

LOWER HOISTWAY AND PIT

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• MM-121

Figure 2.1-1.

Arrangement.

MRVF Elevator System

2.1-1

System Description

The principal components of your MRVF elevator installation are shown in the cutaway view of Figure 2.1-1.

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The. passenger car is mounted to a carframe, suspended in the hoistway between Tee-shaped guide rails. The car is composed of strong, lightweight panels that incorporate the principles of honeycomb construction developed for the aircraft industry. The carframe that supports the cab and platform is of conventional construction consisting of two upright members, plus a crosshead above the car and a plank or safetY channel beneath the car. Roller guides, affixed to the top and bottom of each upright, hold the car on the rails. The car is supported in the hoistway by several wire-rope cables called hoist ropes. These hoist ropes go up and around a large, cast-iron pulley called the drive sheave, which is part of the hoist machine. From the drive sheave, the hoist ropes go down and around a deflector sheave (so called because it deflects the ropes from the center to the side of the hoistway) to the top of the concretefilled counterweight. The drive sheave grooves are fitted with polyurethane liners which increase the traction between grooves and ropes. The "long wrap" employed, wherein the arc of contact between groove and rope is considerably greater than with the single-wrap arrangement, also increases the traction.

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The counterweight weighs as much as the elevator car loaded to about half its rated capacity. It is suspended in the hi:>istway between steel guide rails. Either sliding guide shoes or roller guides, depending upon the application, are affixed to the top and bottom of the counterweight frame to hold the counterweight against the guide rails. Counterweighting makes it easier for the hoist machine to lift the car. The car is moved by the action of the hoist machine turning the drive sheave. The machine consists of an alternating-current motor, a solenoid-controlled disc brake, flexible coupling, helical gear reduction, drive sheave, and deflector sheave, all mounted on a common bedplate. The primary power source for the drive system is a 16-cell bat.tery pack. Battery charging current is obtained from regenerative power during overhauling loads, from the single-phase building supply at other times. During a building power outage, the elevators continue to run on battery power, and can do this for several hours, until the battery-pack voltage falls below a preset value. 2.1.2

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System

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Description

MAIN CONTROLLER WITH INTEGRAL GROUP CONTROLLER

DRIVE SHEAVE REDUCTION GEAR

BATTERY

. DEFLECTOR SHEAVE

PACK

CIRCUIT

BRAKE

HOISTWAY UPPER LIMIT SWITCHES

BREAKER

& COUPLING

ROPES

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FLOATING TAPE

TAPE

READER

COUNTERWEIGHT HOISTWAY SWITCH CAM DOOR

OPERATOR

DOOR

DETECTOR

CAR

CAR OPERATING PANEL

ROLLER GUIDE

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TRAVELING

CABLE

Top Section of Hoistway

2.'.3

System Description

CIRCUIT

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BREAKER

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Battery Cabinet

The motor is driven by a solid-state inverter. This is a device in the main controller which converts the battery voltage into an alternating current of an amplitude and frequency specified by a predetermined speed profile. The main controller generates the speed profile and enforces it through tachometer feedback from the motor. The main controller also determines direction of travel as a function of car position with respect to calls in registration, and generates commands which open and close the car and hoistway doors. A car-mounted position reader contains switches, actuated by vanes mounted on "floating tape" in the hoistway, which the following functions:

2.1-4

at which

the

proximity perform

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Sense the

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Initiate deceleration from rated speed when the car is "stopping distance" from the called floor.

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floor

a

car is located. I ! ,i

Initiate door opening, through the main controller, when the car is 3 inches from the floor. MM-121

System

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FLOATING TAPE

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Description

VANES

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POSITION

READER

• Car Mounted Position Reader

A power door operator opens and closes both the car and hoistway doors simultaneously in response to commands from the main controller. The controlled horizontal motive force necessary for door operation is supplied by a motor-driven, variable-pitch leadscrew. The door detector, a proximity-type protective device fastened onto the front edge of the car door, initiates re-opening of the car and hoistway doors if a passenger or obstruction is sensed in the path of the closing doors.

• MM-121

Power and control signals are carried between the car and the main controller by traveling cables attached to the bottom of the car.

2.1-5

System Description

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The governor senses the speed of the car, and trips the safety device if the car overspeeds in the down direction. When tripped, the car safety will grab the steel guide. rails, quickly and firmly stopping the car, independent of the normal braking device. Additional passenger protection following components: o

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is assured

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by the

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The buffer is a large hydraulic shock absorber that slows down and stops the car if it moves past the bottom landing. A counterweight buffer stops the counterweight's downward motion if the car should move a short way above the top landing.

'1

A series of four limit switches, at top and bottom of the ho istway, are actuated by car-mounted cams in the following order: The normal terminal stopping device initiates a slowdown sequence that becomes effective if the car has not already started to decelerate at the terminal landing.

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The emergency slowdown switch will initiate an emergency stop if the car exceeds a predetermined speed at the terminal. The direction limit switch will initiate an emergency stop if the car overshoots the terminal landing by more than 2 inches. The final limit switch will Initiate an emergency stop if the car approaches the buffer. A group controller is furnished as part of the main controller whenever there is more than one elevator in the installation. Its function is to coordinate the response of all cars in the group so that only one car starts for any hall call, and the average time to respond to the call is minimized.

The following sections of this manual provide more detailed information on maintaining and adjusting the parts of the elevator system described above.

2.1.6

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• MM.121

System Description

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HALL LANTERN POSITION INDICATOR

GOVERNOR GOVERNOR FRAME

HOISTWAY LOWER LIMIT SWITCHES

ROPES AND TENSION

COUNTERWEIGHT GUARD

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POSITION READER TAPE HITCH

COUNTERWEIGHT GUIDE RAIL

PIT EMERGENCY SWITCH COUNTERWEIGHT BUFFER

CAR GUIDE RAIL BUFFER

Bottom Section of Hoistway

• MM-121

2.1-7

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OTIS

3.1 Inspection

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A regular program of preventive maintenance, as described in this manual, will curb depreciation and improve both the appearance and performance of your elevator installation. As described in this section, preventive maintenance consists of three elements:

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Inspection of the items listed in Table 3-1. This table lists those indications of substandard performance that can be corrected by following the instructions given in the later sections of this manual.

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Cleaning of machine room, top of car, and equipment to prevent the build-up of dirt and grime that could impede the smooth functioning of mechanical elements.

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Lubrication, following the instructions in Table 3-2, below, to minimize wear between mating surfaces, and to promote smooth operation.

The virtues of regular cleaning and lubrication are well understood. Less appreciated are the advantagesof a thorough inspection of the complete elevator system. By following the procedures in Table 3-1, an experienced examiner can often uncover and correct a problem in its early stages,when repair and adjustment can be made with least expenditure for time and replacement parts. Perhaps just as important, frequent shutdowns are avoided and service is optimized, resulting in a high level of passengersatisfaction.

MM.123

3.'.'

Inspection

TABLE 3-1

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INSPECTION CHECKLIST MACHINE

ROOM

Application/Notes

Items To Be Inspected Controllers 1)

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Fuses .- Check main line and operating circuit fuses to be sure they are of proper size.

Check

that clips are clean and tight. 2)

Wires - Examine all wiring for breaks, loose lugs, or loose connections.

3)

Resistance Tubes.

Inspect for loose connections

and check resistances. Examine tubes for breaks in the enamel. . Replace broken resistance tubes with tubes of equal value.

4)

Contacts. tension.

Clean and adjust for proper spring Replace all burned or worn contacts

with new parts.

5)

Do not furnish or replace contacts on sealed or enclosed relays. Replace entire relay as a unit.

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Walking Beams - (Up/Down and Wye/Delta Interlocks) Check condition and adjust as required.

6)

7)

Switch Pivot Points, Pins and Bushings Examine for excessive wear. Lubricate as required. Replace if necessary. Timing of Relays - Adjust to provide the best possible riding quality in the car. Examine switches for weak springs, or residual magnetism.

8)

Reverse Phase Relay - Check for proper operation.

Batteries 1)

Connections.

Check tightness of connections, remove corrosion if present.

Caution: Follow procedures in Paragraph

4.4. 2)

3.1.2

Spilled Electrolyte - Clean up. inspect battery cases. Replace battery if case is cracked.

MM-123

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Inspection

TABLE 3-1

INSPECTION CHECKLIST MACHINE

ROOM

Item. To Be Inspected

Application/Notes

Motors and Motor-Generators 1)

Brushes - Check for proper spring pressure,

seating, and movement in the holders. See that the holders are securely fastened, and that there are no cracks or breaks in the brush stem insulation. Check for proper type and grade of all brushes.

2)

In hydraulic installations, motors operating submerged under oil in the storage tank should not be pulled for routine inspection.

Armatures and Commutators. Clean. thoroughly. For best results the element should be removed, cleaned and painted with insulating varnish. Grind commutators if they are out of true, or if high mica, flat spots, high bars or pitting is apparent. Undercut mica if required.

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3)

Bearings - (Not applicable to CT types) Where possible check for wear (replace if worn, clean and paint armature and fields at the same time). Check clearances between rotating element and fields for proper air gap.

4)

Bea.ri"-9Lubrication - Lubricate at intervals specified in Table 3-2, more frequently if motor is subjected to more severe conditions than usual.

5)

Connections - Tighten motor and field connections. Be sure to check all grounds and bonding of all conduit, the M.G. set, and the controller frame, etc.

1)

Adjustment - Check adjustment.

2)

Linings - Inspect lining.

Brake

• MM'123

Good brake adjustment is largely responsible for the life of the equipment. If oil-soaked. locate and eliminate the lubricant leak, and replace the lining. Change drum-brake lining if worn to the point where rivets can come in contact with the pulley. Change disc-brake pads after 0.050 inch wear .

3.1.3

Inspection

TABLE 3-1

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INSPECTION CHECKLIST MACHINE

ROOM Application!Notes

Items To Be Inspected 3)

Contacts - Check for air gap and wear.

4)

Pins - in shoes, levers and cores of drum brakes should be cleaned and lubricated.

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Pins,

capscrews, and studs in disc brakes should be free of rust and/or paint, but must not be lubricated.

5)

Coupling - Check bolts (if used).

Check cotter

pins, clean, and see that the armature and worm

shafts are tightly clamped with keys and keyways in good condition.

A rough or scarred pulley

should be turned down.

Machines 1)

'2)

3)

End Thrust Bearing - Axial motion of worm should be within required tolerance.

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Lateral Thrust Bearing - Axial motion of sheave shaft should be within required tolerance. Worms and Gears - Check condition and lubrication. Be sure that gear rim bolts are tight. Refill with lubricant as specified in

Table 3-2. 4)

Bolts - Foundation, bearing, and sheave rim

bolts should be tight.

5)

Tank - Check hoses for leaks. Check hose tank and valve connections for leaks. Be sure proper oil level is maintained in tank.

Hydraulic installations only.

6)

Pump Drive Belts - Keep belts adjusted for

Hydraulic installations only, and only where pump is

proper tension.

7)

Replace belts in sets when

required.

outside of tank.

Windings - Keep free of dirt, water and oil. Blowout frequently with dry air. Ventilate as

Hydraulic installations where motor is mounted outside

much as possible.

of tank.

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MM-123

Inspection

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TABLE 3-1.

INSPECTION CHECKLIST SECONDARIES

AND OVERHEAD

Application/Note,

Item, To Be In,peeled Governors

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1)

Jaws - Check wear to be sure jaws will grip the governor rope properly. See that jaws work freely

and easily,

and that

the rope

is in line

with the center of the grooves. 2)

Tripping

Speed and Operation

of Field

and Potential Switches Check with a tachometer. Remove all friction, clean contacts and adjust if necessary. 3)

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Gears - Gears, if noisy, are probably bottomed. Correct by raising the governor spindle and installing new bearings as required.

Sheaves 1)

Rope Grooves - Inspect for evidence of unequal wear that indicates need for equalizing rope

tension. 2)

Polyurethane has worn

3) 4)

Groove Inserts.

Replace

when

tread

smooth.

Sheave Bearings - Check lubrication. Tape Sheaves - Inspect

bearings

for wear.

Note

condition of tape. Remove all dirt and rust from tape and lubricate per Table 3.2 .

• MM.l23

3.1.5

Inspection TABLE 3-1

INSPECTION CHECKLIST CAR ENCLOSURES

Application/Note,

Item, To Be In,pected

•

Car 1)

Flooring - Inspect for worn, or loose flooring.

2)

Emergencv Exits. switch

3)

Check opening of exit and

if provided.

Lighting and Fans.

Check for cleanliness, burnt

out lamps, and lubrication of fan.

Be sure that

globes are fastened.

4)

Fixture Jewels and Lenses. or broken.

Replace if cracked The use of glass in the car should be

in accordance with codes.

Car Operating

Devices

Push Buttons and "Alarm"

should not stick, and the "Stop" buttons should work properly.

Replace worn buttons and switches.

Indicators

•

Position Indicators and Pilot Lights

should be tested for proper operation and checked for burnt out lamps or poor contacts,

Car Door

1)

Contacts ~ Examine fastenings and check range of door opening..

Examine for broken springs and

loose connections. 2)

Hangers - Check for worn tracks and rollers, making certain that door cannot its guides Or jam at any point.

3)

Bottom Guides.

come

out of

Examine for wear, looseness,

and the possibility of the guides coming out of the threshold.

• 3.1.6

MM-123

Inspection

•

TABLE 3-1

INSPECTION CHECKLIST TOP OF CAR Items

ApplicationlNotes

To Be Inspected

I , I

Car

1)

Fastenings - Check

2)

Steadier Plates' Check and tighten.

3)

Guides - Check

all tie rods and bolts.

for wear,

proper

clearances

and

adjustments. Shackles

and

Ropes

1)

Adjustment - Check equalized. Examine cotter pins.

tension to be sure ropes are shackle, check nuts and

2)

uTurn_ln

all rope connections

H -

Inspect

for

proper babbitting. See that rope has not "lost its lay" where it enters the socket or thimble.

•

, 3)

Doors

Lubrication - Ropes should be properly lubricated (see Lubrication Section). Lubricant should be applied sparingly.

and Door

Operators

1)

Wear - Examine thoroughly for wear, friction, or obstructions that may prevent good operation.

2)

Adjustment. operation Lubricate operation.

Safety

Operated 1)

Releasing 1)

• MM.123

align and adjust

for quiet

Switch

Wiring - Inspect deterioration

2)

Clean,

and proper opening and closing speed. (see Lubrication Section) and test

for chafing

and wear,

or

of insulation.

Adjustment - Be sure that safety operated will function when governor trips.

switch

Carrier Spring Tension - See that releasing carrier will operate properly if governor trips. (Check all set screws, keys, levers, pins, nuts and lock nuts) .

3,1.7

Inspection TABLE 3-1

INSPECTION CHECKLIST HOISTWAY (FROM TOP OF CAR) Items To Be Inspected

Application/Notes

•

Ropes I)

Condition ~ Check type, kind and size of rope for each machine.

2)

Lubrication (see Lubrication Section) . Apply rope lubricant sparingly, if necessary.

Traveling Cables 1)

Fastenings - Check terminals and fastenings of supporting wires at center junction boxes.

2)

Condition. Examine outside coverings for wear, especially on high speed installations. Look for abrasion from concrete or steel supports.

Hoistway Door and Operation 1)

Adjustment.

Examine each door carefully. Check for broken glass or structural defects. Try doors to see if they can be opened without releasing the catch. If lock is worn or door has sagged so that latch does not engage properly, repairs should be made at once. Adjust electric operators properly. See that elevator doors are not blocked open.

2)

Wear. Clean, lubricate and inspect all pins,

•

bushings, guides, etc., for wear. Be sure that bumpers are in place and in good condition. 3)

Hangers ~ Examine for proper operation,

wear, upthrust adjustment and condition of guides in bottom of doors. Check tracks for wear and alignment, and tighten all fastenings.

4)

Interlocks - It is extremely

.1

important that all lock failures be repaired without delay. Check contacts and the point at which the contact closes. Try to pull or lift the do.or open with the car outside the range of the lock. Carefully check springs, fingers, bases, clearances and tightness of bolts and screws to avoid future shutdowns.

,'.

• 3.1.8

MM.123

•

Inspection

TABLE 3-1

INSPECTION CHECKLIST HOISTWAY

(FROM TOP OF CAR)

Items To Be Inspected 5)

Door Closer Springs ~ If doors have been in use for some time and the proper operation earmot be obtained, it may be necessary to change the spring to a different size.

Conduit C~eck fastenings and inspect to be sure that the conduit has not pulled out of the fittings and that duct is securely fastened to wall. Counterweight 1)

Guides - Check for wear, proper clearances and adjustment.

2)

Rods and Nuts. cotter

•

3)

limit

Tighten, if necessary, and check

pins.

Rope Fastenings. See that all rope connections are properly made, and that nuts, check nuts. and cotter pins are in place.

Switches

and Cams

1)

Rollers. Check for wear and replace if they do not engage cams properly.

2)

Contacts ~ Check direction limits to open properly for type and speed of elevator.

3)

Wiring. Be sure that all connections are tight.

4)

Test Operation. See that all switches and cams are in correct alignment. Check directional switches by running car to top and bottom limits at slow speed. Check operation of UP final limits.

Rails Check brackets, rail fastenings and fish plates for loose bolts.

• MM.123

Clean when required .

Application)Notes

Inspection

TABLE 3-1

•

INSPECTION CHECKLIST .

PIT Application/Notes

Items To Be Inspected Buffers and Springs 1)

Operation - Run car at slow speed on buffers, being sure that spring returns properly. If traveling cables can catch in springs, weave and

bind No. 14 wire on side nearest to traveling cable. 2)

Check for loose nuts and bolts.

Fastenings'

Sheaves (Tape and Governor) 1)

Bearings'

Check for wear, especially those of

the governor 2)

tension

frames.

Fastenings of a/l Frames and Screens. See that tension frame clamps are in place and tight.

3)

Switches - Check contacts and operation of all switches, including limit, and tape.

•

Clearances 1)

Pit of Counterweght

. Check pit and striking

blocks to be sure that the counterweight land before the car strikes the overhead. 2)

will

Governor Tension Frames - Check to determine whether

or not ropes should

be shortened.

• 3.1.10

MM.123

Inspection

•

TABLE 3-1

INSPECTION CHECKLIST HALLWAYS

Item. To Be Inspected

1)

ApplicationlNote.

Hall Buttons - Check for broken or sticking

buttons, and see that all screws are in place If lights are used, inspect for proper operation.

and plates properly fastened.

2)

Emergency Door Opening Keys - Check operation

of keys on doors arranged for their use. The key is to be left only with a local code~authorized person. Its use by people unfamiliar with elevators may result in an accident if the door is opened when the car is not at that floor .

•

• MM.123

3.1.11

Inspection

TABLE 3-1

•

INSPECTION CHECKLIST BOTTOM

OF CAR

Item. To Be In.pected

Application/Note.

Safety Devices 1)

Shoes and Safety Jaws - Check clearance between shoes or blocks and the rails. Check all machine screws in links and rods, and be sure that all

pins, nuts and kuys are in place and tight. 2)

Governor Test of Safety - If a recent safety test is not a matter of record, then a standard safety test at slow speed should be performed. Be sure and check

local code

requirements.

equipment should be thoroughly and after making the test.

All

inspected before

Guides Check

for wear,

clearance

'and adjustment.

•

Traveling Cables Check anchorage and be sure cables do not drag on hatchway

wall when

car is traveling.

• 3.1.12

MM-123

•

OTIS

3.2 Lubrication and Cleaning

The Cleaning and Lubrication Schedule, Table 3-2, lists those items that must be cleaned and lubricated on a regular basis, as well as the frequency with which this must be done. When an aste(isk is shown for the lubrication interval in Table 3-2, lubrication of that particular part is dependent upon intensity of service and local conditions. All information given in Table 3-2 is based upon average operation and conditions.

•

When dirt, grease, or oil must be dissolved, the use of Cleaning Compound, Otis Spec No.2, is recommended. This compound is a petroleum product, selected because it is an effective cleaner, of low flammability and toxicity, and safe to use on a wide variety of materials. As with any solvent, normal precautions should be taken:

o

Use only in an adequately

o

Wear gloves to protect hands from prolonged exposure to compound.

ventilated

area.

The cleaning compound, as well as the lubricants listed in Table 3-2, have been selected after extensive experience in the maintenance of elevator equipment, and are highly recommended. These products can be ordered from Otis Elevator Co. by specifying the part numbers given in the following chart .

• MM-123

3.2-1

Lubrication & Cleaning

ABBREVIATION IN TABLE 3.2

Oil

2

FULL TITLE

Cleaning Compound, Otis Spec. NO.2

VP-420540

Bearing Oil, Otis Spec. NO.2

VP-418790

BFO

10

Buffer Oil, Otis Spec. No. 10

VP-418935

MPG

12

Multi.Purpose Grease, Otis Spec. No. 12

VP.420240

Worm-Gear Lubricant, Otis Spec. No. 33

VP-419330

DPO 35

Dashpot Oil, Otis Spec. No. 35

VP.419540

HF

36

Hydraulic Fluid, "Otis Spec. No. 36

VP-821600

Oil

41

Door Check Oil, Otis Spec. No. 41

VP-419775

WGL

33

•

ORDER NUMBER

BFO

42

Buffer Oil, Otis Spec. No. 42

VP.419805

HGO

43

Helical Gear Oil, Otis Spec. No. 43

VP-419820

WRL

60

Wire-Rope Lubricant, Otis Spec. No. 60

Vp.419750

•

• 3.2.2.

MM-123

Lubrication & Cleaning

•

TABLE 3.2.

EQUIPMENT

LUBRICATION

SCHEDULE

LUBRICANT

CHECK

Geared Machines Worms and Gears Gearshaft Bearing Sheaveshaft Bearing

WGL MPG WGL

33 12 33

1MO 6MO

Helical Gearbox Pedestal Bearing

HGO MPG

43 12

6MO 6MO

Gearless Machines Sheaveshaft Bearings

MPG

12

6MO

Hydraulic Machines Tank Pump, if mounted outside tank Pump Motor, if outside tank

HF 36 MPG 12 MPG 12

lMO 1MO 1MO

MPG

12

Oil 2 None DPO 35

INTERVAL LUBE CLEAN

REFILL

Machines

•

4YR 2YR

4YR 2YR

1YR

2YR

1YR 2YR

1YR

2YR

2YR

* * *

* * *

4YR

6MO

*

2YR

2YR

. 1MO

*

6MO

6MO

*

1MO

*

1MO

1YR

1YR

3MO

*

* 1YR 6MO

* *

Motors and Motor-Generators Bearings, Ball and Roller Controller and Relay Panels Open-Frame Relays, Hinge Pins Covered or Sealed Relays Dashpot Overload Relays Brakes Drum Brakes Hinge and Lever Pins Magnet Cores (except 155, 219, 269 and 339HT machines)

MPG

Disc Brakes

None

Oil

2 12

Transducers Primary Position Transducer Tape, Toothed

None Oil 2

Primary Velocity Transducer

None

• MM.123

3.2.3

Lubrication & Cleaning

TABLE 3.2.

LUBRICATION

•

SCHEDULE

INTERVAL LUBE CLEAN

LUBRICANT

CHECK

Overhead (Machine Below) Bearings, Ball and Roller

MPG

12

6MO

Secondary (DWT Gearless Machines) Bearings

MPG

12

6MO

Deflector Bearings with grease cups Bearings with oil cups Bearings, ball and roller

MPG WGL MPG

12 33 12

2WK 2WK 6WK

2: 1 Bearings, ball and roller

MPG

12

6MO

Compensating Bearings

MPG

12

1MO

Governor Rope Tightener Bearings, sleeve .Bearings, ball and roller

Oil 2 MPG 12

1MO 1MO

Tension and Idler (Governor and Tape) Bearings with pressure fittings

MPG

12

2WK

*

WRL

60

2MO

*

!':

1MO

1YR

1YR

EQUIPMENT

REFILL

Sheaves

Ropes, Hoist

2YR

2YR

2YR

2YR

* * *

2YR

2YR

*

2YR

2YR

*

•

Safeties, Car and Counterweight Hinge and Link Pins, Pivot Points, Actuating Screws and Tail Rope Drum Bearings on Safety ""Hinge and" Link Pins on SafetyOperated Switch

Oil

2

Oil

2

3MO

Governors Bearings, ball and roller Hinge pins

MPG 12 Oil 2

6MO

*

2YR

2YR

6MO

•

CAUTION: Do not allow lubricant to drip onto rope, jaws or gear segments.

3.2-4

MM.123

Lubrication & Cleaning

•

TABLE 3.2.

EQUIPMENT

LUBRICATION

SCHEDULE

LUBRICANT

CHECK

INTERVAL LUBE CLEAN

REFILL

Guides aml Shoes Roller Guides Guide Pivots Lever Pins Sliding Guides (for round rail)

Oil Oil

2 2

2MO

*

"Slipit"

1MO

*

6MO

Stopping and Limit Switches, Hoistway Roller Shaft Hinge and Link Pins

Oil 2 Oil 2

3MO 3MO

Operating Fixtures

•

"Halo Light" Mechanical-Button Pushbutton Guides

Powdered Graphite

6MO

*

Types 7770A and OV L Gearbox Arms, pivot points Check Unit (7770A)

MPG 12 Oil 2 Oil 41

6MO 1MO 1MO

3MO

*

2YR

Type 7777A Clutch Vane Assembly Pivot points on Vertical Pin Pivot points on Horizontal Pin Shaft, Nylon Roller Leadscrew

MPG 12 Oil 2 Oil 2 None

3MO

6MO

3MO

6MO

* *

3MO

6MO

Door Hangers Bearings

MPG

Door Tracks

None

*

Threshold Guides

None

*

Door Interlock Pins and Pivots

Oil

CAUTION: Use only a small amount of powdered graphite. Door Operator

• MM.123

12

2

* 2YR

* 1YR

6MO

3.2.5

Lubrication

&

Cleaning

TABLE 3.2.

LUBRICATION

EQUIPMENT

•

SCHEDULE

LUBRICANT

CHECK

BFO 10 BFO 42

3MO 3MO

INTERVAL LUBE CLEAN

REFILL

Buffers Below 18,000 Lb Gross Load Above 18,000 Lb Gross Load

* *

NOTE: 8e certain that buffer is filled to gauge level.

CAUTION: Water from a flooded pit can seep into buffer, and may contaminate the oil. Always check oil for impurities if pit has been flooded, even if gauge reads full.

*

•

Lubrication is dependent upon intensity of service and local conditions.

• 3.2-6

MM.123

•

•

•

OTIS

•

4.1 Controller

The main components of the MRVF Drive System are housed in the controller cabinet of Figure 4.1-1. Each of these main components is described below. The three-section transistorized inverter supplies variable-frequency, three-phase power to the AC drive motor. Each inverter section consists of two high-power transistors with associated free-wheeling diodes and suppressors mounted on a common heat sink, plus a printed-circuit board containing a base drive circuit for each of the transistors. A four-board cardfile, next to the inverter, develops control signals for the inverter. The cardfi Ie contains:

•

o

an Inverter Control Board, consisting of a pulse-width modulator, a current regulator, and the logic required to protect the inverter transistors from damage due to malfunction.

o

a Speed Control Board, consisting of a speed regu lator, a torque control, and interfaces to the elevator controller and safety circuits.

o

a Frequency and Amplitude

Control Board

which provides the reference three-phase control signal of variable frequency and amplitude that dictates the corresponding currents in the three-phase motor windings. o

a Speed Dictation Board which provides the reference speed profile that dictates the actual elevator speed.

The outboard Cardflle Power Supply includes the safety relays that disconnect the transistor base drive power supply each time either a normal or emergency stop is made .

f

. The hinged relay panel, in the middle portion of the cabinet, contains a complete operation control, . plus some motion control and logic functions. Hall effect (current-sensing) devices and input filters are located behind the hinged panel.

I. ~-

MM.127

4.1.1

Controller

.-

BATTERY-DISCHARGE RESISTORS CARDFILE PC BOARDS 1 - INVERTER CONTROL

THREE-SECTION TRANSISTOR IZED INVERTER

2 - SPEED CONTROL 3 - FREOUENCY-AMPLITUDE

CARDFILE

•

POWER SUPPLY

@

CONTROL 4 - SPEED DICTATION

j} D

HALL DEVICES

RELAY PANEL

INPUT

•

FILTER

BATTERY DISCHARGE RELAY 6.'. 0-" \~"

MAIN POWER SUPPLY

f----'W] .......•

!

\

0

BATTERY CHARGER W/TRANSFORMER

Figure 4.1-1.

4.1-2

b

0

dDDC:

CHOKES IN SERIES W/MOTOR WINDINGS

MRVF

(30FR) Controller

•

Layout

MM-127

Controller

•

The lower section of the cabinet contains a battery charger; a DC-DC inverter that supplies power to the main elevator drive, and three chokes, one ,in series with each of the motor , windings.

Operating Principles The MRVF system uses a four-pole AC induction motor driven from a variable-frequency power source. The speed of a three-phase induction motor depends upon the frequency of the AC power applied to it, the number of poles, and the load conditions. When operating without load, the motor speed is directly related to the supply frequency. For example, if a 60-Hz supply frequency is applied to a four-pole motor operating at no load, the motor rotates at

•

120 x freguency . number of poles

120 xJ2Q. ; 1800 rpm 4

If the supply frequency were reduced to 30 Hz, the motor speed would be only 900 rpm: The no-load speed of the motor is called the synchronous speed. When the motor is placed under load, its speed changes by an amount called the slip speed (in rpm) or the slip frequency (in Hz). The slip increaseswith load, reaching a maximum value at full load. The MRVF system maintains a slip frequency of.:!;1Hz at maximum torque. When the drive is motoring, that is, when power is fed to the motor for acceleration and for driving a positive load (full load up, empty car down). motor speed is less than synchronous speed and the slip frequency is given as a positive number. Assuming a 1 Hz slip frequency, and .a 60-Hz source driving a four-pole motor.

speed;

• MM.127

120 x

; 120 x

source frequency - slip freguency number of poles

60 - 1 4

; 120

59 xT;

1770 rpm

4.1.3

Controller

••

When the drive system is regenerating, that is, when the motor acts like a generator, returning power to the source during deceleration and when driving an overhauling load (empty car up, full load down), the speed of the motor is greater than the synchronous speed and the slip frequency is given as a negative'number. Assuming a -1 Hz slip frequency and a 60-Hz source driving a four-pole motor, motor speed during regeneration is

120 x

60-(-1) 4

61 120 xT = 1830 rpm

Precise slip control is essential in elevator applications. Accurate positioning at the floor requires the ability to operate near zero speed, which is a function of precise frequency control. A comfortable ride depends upon smooth acceleration and deceleration, which requires precise control of torque (a function of slip frequency and current) and smooth change of speed (a function of smooth change of torque). Finally, the efficiency of an elevator motor depends upon its ability to regenerate power. Maximum regeneration occurs at maximum speed and at a slip frequency of approximately 1 Hz, and may reach approximately 30 percent of maximum power during motoring.

•

The MRVF system utilizes the 'regeneratedpower to charge a storage battery which servesas the principal source of energy ,to operate the elevator. As shown in the system block diagram (Figure 4.1-2), the elevator car is propelled by an AC induction motor driven by a battery-powered inverter. The inverter changesthe DC output of the storage battery into three-phase AC power of smoothly. variable frequency and amplitude. The frequency and amplitude are controlled by the inverter to produce positive slip (corresponding to positive torque) when power is to be taken from the battery for motoring, and negative slip (corresponding to negative torque) when regenerated power is to be used to charge the battery. A separate charger maintains the battery at full charge during motoring and shutdown. Using a storage b,attery as the principal power source has three important advantages: o

4.1-4

•

The battery provides the high currents needed during acceleration and deceleration, while the building power lines need supply only the lowMM-127

Controller

•

TACHOMETER

'DA STORAGE BATTERY

AC

VF CONTROL (INVERTER)

Q)B Q)C

BATTERY CHARGER

Figure 4.1-2.

MRVF

System Block Diagram

level average power required for keeping the battery charged. As a typical example, the peak currents delivered by the battery during acceleration and deceleration could reach:!: 150 amperes, while the average charging current could be in the range of 10 to 15 amperes. The battery thus practically isolates the drive system from the building power lines.

• Motion Control

o

The battery also acts as a low-pass filter, keeping any inverter-generated noise out of the building lines.

o

Further, as a source of emergency power, the battery is capable of running a single elevator for approximately four hours during a power outage. Block Diagram

The MRVF motion controller makes the car follow a speed command produced by the speed dictation circuit and automatically produces the torque required to provide the acceleration and losses corresponding to each point on the speed trajectory. The motion control block diagram of Figure 4.1-3 shows how this is accomplished.

• MM-127

The speed regulator compares the speed dictation command with the actual speed of the motor as determined by the shaft encoder. The difference between these two input signals becomes the speed error, a DC voltage proportional to the extent of the error. . 4.1-5

•

Control/er

CURRENT REGULATOR ELEVATOR MOTION CONTROLLER

SPEED FEEOBACI( TRANSISTOR PROTECTION LOGIC

INTERFACE CIRCUIT

CURRENT

FEEDBACK

r--------, i I I

I

t£'"i

I I

Y

eo

lPH

HZ

I

I

L..

J I BATTERY

CHARGER

INVERTER

HAll

/

DEVICES

Figure 4.1-3.

Motion

"CHOKES

•

Control Block Diagram

The torque control converts the speed error voltage (and an internal "bias" related to the motor . excitation current) into two torque-related signals; amplitude and slip control. 1)

The amplitude control signal is a 0-8VDC voltage that specifies the peak ampl itude of the three-phase motor current.

2)

The slip control signal is a O-j;5VDC signal that specifies the slip frequency of the motor. (The slip frequency is the difference between the synchronous and asynchronous'speeds of the motor for a given frequency of input.) The slip control is a positive voltage during motoring, a negative voltage during regeneration.

Torque control circuit constants are chosen so that the torque developed by the drive system is linearly proportional to the input voltage (speed error). The relationship is independent of motor speed.

4.1-6

The amplitude-frequency control produces three reference sine waves, each representing the desired current level in one of the three phases of the drive

• MM-127

,.

•

Controller

motor input. All three sine waves are of the same amplitude and the same frequency, but are phased 1200 apart. 1)

The amplitude of the reference output can be varied from 0 to +10V, in proportion to the 0-8VDC amplitude input control signal.

2)

The frequencv of the reference output is determined by the 0-:t5VDC slip frequency command and the motor shaft frequency as determined by the speed feedback shaft encoder. The reference frequency is the difference between the slip and feedback frequencies during motoring. During regeneration, the reference frequency is the sum of the slip and feedback frequencies.

The current regulator compares the three-phase current reference signals from the amplitude-frequency control with the actual drive motor current as measured by Hall effect devices that sense the current in each leg of the drive motor. Each of the three regulator outputs is a sinusoid that represents the error (difference) between the two current regulator inputs . These variable-amplitude sinusoidal outputs specify the current level required in each phase of the drive motor. The pulse-width modulator converts these sinusoids into three pairs of variable-width, constant-amplitude pulses, each pair specifying the current level to be produced in one phase of the drive motor. The frequency of each pulse modulator output is constant at 2KC (500 microseconds between pulses). The pulse width varies with the amplitude of the input so that, in each pair, the pulses are mirror images of each other, as follows:

When the input sinusoid passes through

~Qv

• MM-127

00

:-_P-cP-c:P-cFtJ o--~L1:T%~ .r500 USEe-t

4.1-7

Controller

When the input sinusoid readies a positive peak

e.

;

J

L\ Va 0-

When the input sinusoid reaches a negative peak

0-_1 The pulsed signals control the operation of power transistors in the inverter. These transistors switch power between the battery and the AC induction drive motor. During regeneration, .AC power from the motor is inverted to DC and used to charge the battery. During motoring, power is applied to the motor from the battery. The inductance of the motor and the series chokes serves to filter out the 2.KC high.frequency component of the motor current so that the current builds up to the commanded level at a sinusoidal rate.

•

o~ A 3D.microsecond dead band is provided between the edges of the two complementary pulses, to be sure that one set of transistors' has had time to turn off before the other set is turned on. The deadband prevents the simultaneous conduction of two transistors in the same leg of the inverter, a situation that could cause a dead short across the battery and a potentially destructive current surge through the transistors.

0-

04.1.8

• MM.127

,.

Controller

Special Operational and Motion Control Features The MRVF system incorporates the following unique features. Battery Operation

During Power Outage

Elevator service is not interrupted by building power fai lure. The elevator continues to run on battery, and can do this for several hours, until the battery voltage decreasesto al1Proximately 150 volts. Each MRVF elevator can provide normal service up to four hours without a generator after the building loses normal power. The total available battery back-up time is the sum of the individual battery hours. A four-car group, for example, where each battery pack had three hours of charge remaining, could if desired provide elevator service for up to 12 hours.during a power outage if building personnel allow only one elevator to operate at a time .

•

If battery voltage falls to less than 150 volts, automatic controller circuits will call the car nonstop, at reduced speed, to the main landing, light the PLEASE EXIT WHEN DOORS OPEN jewel in the car, open the doors to permit exit of passengers at the main landing, and shut down the car, leaving the doors open. Manual reset is required to restore the car to operation after a low-battery condition. Releveling

A heavily loaded car will occasionally overshoot the floor by up to 1.5 inches. Upon detection of th is condition, releveling circuits will wait approximately 1/4 second to allow for dropout of relays in the drive logic unit, and will then bring the car back to within 1/2 inch of the floor. Anti-Stall

Circuits

Monitor circuits, in operation during both the .acceleration and deceleration portions of a run, .will initiate remedial action if a stall condition is detected.

• MM-127

Should the elevator fail to reach a minimum speed of 30 fpm within 5 seconds of receiving the start signal, monitor circuits will drop safety link relays 4.1-9

Controller

e.

C, CX, CY, DRR, B1R, and B2R, shuttin9 off the drive. After a short delay, the start sequencewill repeat, giving the drive another try.

..

Should the elevator fail to reach floor level (:t 1/2 inch) within 5 seconds of dropping the URO or DRO relay, the monitor circuits will drop safety link relays C, CX, CY, DRR, B1R, and B2R, shutting off the drive. After a short delay, the safety link relays will be re-energized and the car will relevel into the floor at approximately 10 fpm. Wrong Direction Sensor

If the direction of rnotor rotation is opposite to that of the dictated direction, relay WRO will pull in and self hold. This will drop out relays C and CX, stopping the car. As a precaution against the possibility that WRO should prematurely release, relay CY stays in, preventing C and CX from pulling in.

•

Note that this is a different function from that of the J or reverse-phaserelay used in controllers powered from three-phase sources. The conventional J relay operates upon loss of one of the three-phase input lines, or phase reversal from the A-B-C sequence, or low voltage on any or all phases. The MRVF system, which derives primary power from a single-phaseline, does not use a J relay.

Adjustments The following precautions should be considered before attempting any adjustments: o

MRVF circuits seldom require readjustment. Do not perform any of these procedures unless a need for readjustment is indicated as. described in the following paragraphs:

o

Apply power in the following sequence: 1) Close disconnect switch on wall.

o 4.1-10

2)

Close circuit breaker on battery cabinet.

3)

Turn on COS toggle on controller (Figure 4.1-4).

4)

Turn on toggle on cardfile power supply (Figure 4.1-4).

•

Turn off power in reverse sequence. MM-127

Controller

DPU

DPU IBI

(AI

DPU

OLU

(CI

(CARDFILE) POWER ON

•••

LIGHT

I'

~ ~ POWER ~ .ITOGGLE

L.. __

OFR1

DFR2

DFC1 DFC2

DODD DI I:::~

HSB

CJ DPS _

TERMINALS

-----

o D 1,

cos

BL

DCAP

32V

F4C

•

D

D

HSA

/

D

)/4A

I

TBO, 1 THRU

294

TERMINALS FUSES

300 . 319 THRU

121i

320 - 339 II

I

EJ E] DO

DC

;0; OF2D

PPS 250V

';5A 250V O.5A

0 0 0

BCU

o

~~~

DJF1D

-0

FUSES LAMP

'.

FUSE 1A, 250V

•

Figure 4.1-4.

MM.127

Fuse, Control, and Indicator Locations

4.1.11

Controller

•

POTENTIOMETER Pl "'-..

Ir:-

"':"~'l' ~'. .,.~-O. u... ~a

'+..

TIll'

'0

,ta a

L

O. Al

0 0

-

• ~.IU tt.

•' ..

CI. •

--.

::~-~-~~~

~a a •

ClO'

•

•

~,-

"C.i-_-~J

.••

• o

ADJUSTMENT POINT

". . ---=' ~

,,~, o.

........,..

••••

e solenoid to the level required to hold the brake released. Brake operation is fail-safe. In the event of a power failure, the brake applies mechanically and automatically. In an emergency stop, the brake helps to slow down the car. When a normal stop is made, the electrical action of the motor slows down and stops the car. The function of the brake on a normal stop is to hold the car at the floor after it has come to rest.

AOJUST SHOE CLEARANCE

•

ADJUST SPRING PRESSURE

_-_::r - --

- - - - __ ;:_-_ ECCENTRIC ROLL PIN

Figure 5.2.2.

5.2-2

AND

Internal Drum Brake 1155 and 219HT)

MM.135

•

•

Brakes

Renewal of Brake Lining

Since the principal function of the brake is to hold the stopped car at the floor, the lining wears very slowly and should give many years of service before renewal is required. If the lining must be replaced, check parts leaflet for part number of lining, and proceed as follows: 1)

Land counterweight (on suitable blocking if required). Pull main line switch and remove fuses.

2)

Remove brake pins and shoes from brake stand. Mark (center punch) shoes so they may be replaced in their respective locations.

3)

Cut off rivets on outside of brake shoes with small chisel, cutting close to the shoe. Drive out rivets with punch of same diameter as rivet, remove lining and clean brake shoe casting.

4)

Place and shape new lining squarely on shoe and clamp firmly into position with "C" clamps, starting at the center of the shoe.

. 5)

Using the holes in the brake shoe as a guide, drill through the brake lining with twist drill equivalent to the rivet size.

6)

'.. 7)

8)

MM.135

Counterbore each hole for rivet heads with counterboring tool.' Be sure to countersink fully. Start installing the rivets at the center of the shoe and work towards the ends. Drive rivet until firmly seated on bottom of countersunk hole. Place rivet head on rivet anvil and proceed with riveting. By installing the rivets from the center towards the ends of the shoes, the lining will conform to the shoe. Use the Drill Rod Setter to dress up the rivets to form a round head. Clean and adjust clearance between shoes and pulley as described below.

5.2.3

Brakes

Brake Adj.ustment

Before doing any work on the brake, always place the empty car at the top of the hoistway, with the counterweight landing on its buffers. Remove motor leads so that the brake can be operated without moving the car. Then, proceed as follows: 1)

•

Clean all brake pins in shoes, levers and cores. Remove rust. Smooth if necessarywith No. 00 emery cloth, then clean again with Otis cleaning compound to remove any particles of emery. Remove any excess. Lubricate pins with oil and assemble the brake. Be sure that pins are reassembledin their proper places, with cotter pins in place and opened. 0

2)

See that the brake lining is free from oil, dirt and gum and that the rivets are below the surface of the lining. If the lining is new, be sure that its surface conforms with the contour of the pulley.

3)

. Clean the brake pulley with Otis cleaning compound and wipe dry.

4)

Check clearance between shoe and drum with brake energized.

•

With internal brakes, the correct clearnace is .002 inch at the bottom, at least .015 inch at the top. With external brakes, clearance should be as small as possible without shoes touching drum at any point. Equalize the clearance by means of adjusting bolts. See that the brake spring rod does not bind in the brake shoe levers. Be sure set screws which hold brake shoe levers to the hinge pins are bearing against the flat side of the pins and are securely tightened and locked in place. Equalize spring pressure on external brakes by adjusting bolts shown in Figures 5.2-1 and 5.2-2. 5)

5.2-4

With internal brakes, remove, clean off all rust, and dry the eccentric pin. Reinstall. With approximately 2/3 brake spring pressure on the shoe, it should be possible to turn the eccentric cam very easily and to check if it is set in dead center of brake shoe movement. If correctly set, the small free movement will not move the brake shoe, but swinging the cam pin in either direction should move the lower end of the shoe away from the brake pulley. MM.135

Brakes

•

6)

With internal brakes, install a new 1/16-inch roll pin to replace the one removed. No job should be left without this roll pin as it locks the cam in position to insure correct brake operation.

Disc Brakes Disc brakes of two manufacturers Figures 5.2-3 and 5.2-4.

are shown in

Both brakes employ a friction disc that rotates with the elevator machine, two fixed piates on either side of the disc, and a solenoid release mechanism. The brake is set by spring action bringing the fixed plates into intimate contact with the friction disc. The brake is released by a doc operated solenoid that pu lis the armature plate away from the friction disc. Thus, brake operation is fail-safe. In the event of a power failure, the brake applies mechanically and automatically .

•

HOLE BOX

FOR GEAR DOWEL

PIN

ARMATURE

HOLE

FOR

PLATE

GEAR

BOX DOWEL PIN

COIL

LOCK NUT (8)

ALLEN

HEAD

SCREW LOCK NUT

lOCK WASHER

Figure 5.2-3.

MM.135,

Ogura Disc Brake

5.2.5

Brakes

•

In an emergency stop, the brake helps to slow down the car. When a normal stop is made, the electrical action of the motor slows down and stops the car, The function of the brake on a normal stop is to hold the car at the floor after it has come to rest. Renewal of Friction Disc

Since the principal function the stopped car at the floor, very slowly and should give before renewal is required. replaced, check parts leaflet.

of the brake is to hold the friction disc wears many years of service If the disc must be

The friction disc on the Ogura brake can be replaced individually. However, the Hilliard Company recommends that, because of the run-in operation performed at their factory, the entire brake should be replaced as a unit. As an alternate procedure, Hilliard suggests replacing the friction disc assembly, which consists of the disc plus the two fixed plates.

5116

X 2.1/4

•

CAP

SCREWS TO GEARBOX (21 HOLE FOR Gl::AA BOX

DOWEL

J

PINS

,1/2

CONDUIT FITTING

{;::... ..

;

'

CLUTCH VANE ASSEMBLY

r ,~

t:..J:

"I: ::"

~"

•

,. I'

~

:".

Figure 7.1.1. MM.137

I

,

:• s:"

c.

s: ::

•

,

,

:

• I

.: .

•

, •

,l:

Z

MOTOR AND SWITCH ASSY

iI'

~~4

//

S••• •

:

'/""

••,'-1

7777A Door Operator 7.1-1

Door

Operator

•

and close car and h'oistway doors. The varying pitch of the screw produces the smooth mechanical acceleration and deceleration of the doors. Another feature of this design is that both the car and hoistway doors are coupled to the door operator and therefore open and close simultaneously, and stay matched in position and speed through the open and close cycles.

DRIVE PIN DRIVE

NUT CAM SWITCHES

BRACKET MOTOR MOTOR BRACKET MOTOR

Figure 7.1-2.

•

Motor/Switch

•

AND

CAMSWITCH

ASSY

and Drive Screw Assemblies

The motor and camswitch assembly (Figure 7.1-2) comprises a fractional horsepower de motor, a 17: 1 speed reducer, and a set of cam-operated switches. The motor is double-ended. One end drives the variable-pitch leadscrew through a flexible coupling that absorbs shock and vibration and can tolerate axial misalignments up to 1 degree. The other end drives the camswitches through the reduction gears. The camswitches, sometimes referred to as the cam pack, are enclosed with the reduction gears in a separate housing attached to the end of the motor casing. The drive screw assembly (Figure 7.1-3) comprises a 21-3/4 inch, variable-thread leadscrew, a drive or roll nut, and a pin that is inserted through the top of the drive nut and rides in the thread of the leadscrew. Ball bearings are used to secure the pin within the drive nut so that it can rotate freely as it follows the lateral movement of the pin. The

7.1-2

• MM-137

Door Operator

•

free end of the leadscrew is supported by a bearing bracket bolted to a weldment on the hanger assembly. The varying pitch of the leadscrew provides mechanical acceleration and deceleration of the door(s). (See Figure 7.1-3.) The 3/4 inch segment closest to thp. motor is pitched at 1.125 inches per revolution. This means that the drive nut will move laterally 1.125 inches for every revolution of the motor. The next 3 1/2-inch segment is a transition area where the pitch increasesfrom 1.125 inches to 2.25 inches per revolution. The pitch remains at 2.25 inches/revolution during the next 14 inches and then goesthrough another transition area where the pitch is reduced to 0.75 inch/revolution. These dimensions apply only to 42-inch center-opening doors. Lead screws for other types and sizes will have a similar pattern, but the pitch may be different. This "programmed" mechanical motion is further enhancerl by electrically controlling the motor speedl,especially at the beginning and end of door travel.

•

TRANSITION AREA O.75"/REV,

2.25"/REVII,I.125"/REV

,

14"

3.1/2"

I" OVERTRAVEL ALLOWANCE

3.1/2" DOOR OPERATING ZONE

Figure 7.1.3.

• MM.I37

3/4" DRIVE NUT TRAVEL TO UNLOCK HOISTWAY DOORS I" OVERTRAVEL ALLOWANCE

Variable.Pitch Leadscrew

The door hanger (Figure 7.1-4) is one continuous piece that almost spans the width of the door. Each end has a pair of rollers that ride on a tubular track just below the lead screw. The V.angle of the rollers prevents the door from swaying in and out while upthrust rollers under the tube prevent the door from being raised any appreciable amount. The track is supported in three places by U.bolts secured to weldments on the header assembly. The door hanger is coupled to the clutch vane assembly which, in turn, is attached to and moves with the drive nut. For center opening doors, the other door hanger is driven by a conventional aircord arrange-

7.1.3

Door Operator

•

ment. The aircord makes a complete loop around the sheaveslocated on each end of the header and is terminated and clamped on the hanger ends nearest the leading edge of each door. The bolts securing the aircord sheavescan be tightened as required to adjust the tension of the aircord loop. A springtensioned wheel closer, often referred to as a spirator, is mounted on the door hanger of the non-driven door and connected to the hanger of the driven door. Unlike hoistway door spirators, this spirator is needed only to keep the doors moving towards their fully closed position during the -last 3/8 inch of travel. This requires very little force, approximately 1/2 pound.

DOOR

STOP AIRCORD CLAMP

TUBULAR TRACK

•

ROLLER

UPTHRUST ROLLER U-BOLT CROSS SECTION Figure 7.1.4.

Header AssemblV

The clutch vane assembly (Figure 7.1-5) provides the mechanical coupling between the drive nut and the car and hoistway ~oors. The assembly comprises two vanes: the drive vane and the clamp vane.

7.1-4

• MM-137

Door

• LEAD

SCREW

CLUTCH VANE ASSEMBLY

DRIVE

NUT

Operator

MOTOR

CAR DOOR

DOOR

HANGER

CLAMP

VANE

DRIVE

ROLLER

LATCH

ROLLER

HOISTWAY

RETRACT (ATTACHED HEADER)

CAM TO

DOOR DOORS CLOSED

• CLAMP

CAM FOLLOWER

VANE

DOORS CLOSING

• MM-137

Figure 7.1-5.

Clutch Vane Mechanics, Simplified

Diagram

7.1-5

Door Operator

•

When the doors are fully closed, the roller on one end of the clamp van~ will be on the cam, thereby holding it in the retracted position. There is a 3/8-inch clearance between the drive vane and the hoistway door latch roller and another 3/8-inch clearance between the door latch roller and the drive roller for a total of 3/4 inch of travel of the drive nut and vane housing before the doors actually begin to open. As the drive nut begins to move in the door open direction, the drive vane will contact the door latch roller after 3/8 inch of travel and unlock the hoistway door interlock during the next 3/8 inch of travel. After approximately 3/4 inch travel, the hoistway door will begin to open and at the same time the vane housing will contact the rubber bumper on one side of the door hanger (Figure 7.1-6) causing the car door(s) to begin opening. After approximately 1 inch of travel, the clamp vane roller will ride off the cam and the vane will engagethe hoistway door rollers. During the door close cycle, it is the clamp vane that pulls the hoistway door closed. The car door is pushed in the closing direction by the gib pressing against the cam follower on the other side of the door hanger. This arrangement is used to eliminate the 3/4 inch travel the vane assembly housing would normally make before it engagedthe car door hanger. At approximately 1 inch from the fully closed position the clamp vane will again ride up on the cam, causing it to disengagefrom the hoistway door drive roller and the cam follower. However, spirators on both the car and hoistway doors will continue to drive them in the fully closed direction.

•

Figure 7.1-6 shows some of the mechanical details of the clutch vane assembly. The vertical cylinder of the drive nut casting slips into a yoke at the rear of the vane housing and is secured in place by a pin at the bottom. The vane housing is attached to the door hanger with a rod that secures the lower end of the housing between the hanger brackets. The clamp vane is spring loaded to firmly secure the door interlock rollers between it and the drive vane. The car door is opened by the vane housing riding on the rod between the angles on the door hanger. During the door close cycle, one end of the clamp vane pulls the hoistway door in the closing direction, while the gib on the other end pressesagainst a cam follower mounted on the door hanger to push the car door closed.

7.1'6

• MM.137

•

Door

Operator

VANE HOUSING

DRIVE VANE RUBBER BUMPER

•

GIB CLAMP VANE

ROD RETAINING RING

If-o~-PIN

, Figure 7.1-6.

Clutch

Vane Assembly,

Mechanical

,.,-COTIER PIN

Details

CONDUIT AND LOCK NUT

(COVER REMOVEO)

• MM.137

Figure 7.1.7.

Resistor Box

The resistor box (Figure 7.1-7) is mounted on top of the car. It contains the seven multi-tapped resistors that adjust the door operator motor. 7.1.7

Door Opera tor

Adjustments

The 7777 A door operator is aligned during assembly at the factory. Field adjustment requires only minor "touch up" as described below. 1)

Manually turn the lead screw until the doors open approximately 3 to 4 inches apart and the clutch vane roller has ridden off its cam so that the gib can engagethe cam follower when the door closes. (See Figure 7.1-8.l Verify that the bumpers on the back of the clamp vane touch the vane housing.

2)

Set the gap between the gib and the cam follower to 0.01 (:'" O.OOS")then tighten bolts on cam follower.

ROLLER

CAM FOLLOWER

• •

RUBBER BUMPER

Figure 7.1-8.

7.1.8

Cam Follower Adjustment

3l

Manually turn the lead screw to close the doors until they are 3/8 inch apart.

4)

Position the retract cam (Figure 7.1-9) so that the gib on the clamp vane just clears (d isengages) the cam follower. Then secure the retract cam in place.

S)

If not already mounted, attach the spirator to the left-hand door hanger. (See Figure 7.1-4.) Wind the cord around the drum, leaving a 6-inch tail. Then connect the free end to the

• MM-137

Door Operator

!.

right-hand door. 1/2 pound with final adjustment door operational high enough so and low enough upon closing.

I

The desired tension is about the door nearly closed. The should be made with the with the spirator tension set that the doors remain closed, so that there is no bounce

The cam-operated switches in the motor/switch assembly (see Figure 7.1-10) are aligned to the door by loosening the coupling between the motor and the lead screw and rotating the motor shaft. Note that the cam switches are NOT intended to be individually adjusted and that no provisions have been made to separately adjust individual cams. 6)

Unlock and move the hoistway the way. ROLLER

LEAD

doors out of

LLOWER

CLUTCH SCREW ASSEMBLY

• o

•• Figure 7. 1-9.

• MM.137

3/B INCH SPIRATOR

Cam Bracket Adjustment

7)

Connect an ohmmeter between Jll and J12 on the terminal block in the wiring trough. (This connects the meter across switch VS in the switch assembly,)

8)

Manually turn the lead screw (opening direction) until there is a O.l-inch gap between,he door hanger and the clutch vane housi ng (the car door is just about to be opened).

7.1-9

•

Door Operator

9)

Loosen the setscrew on the flexible coupling on the lead screw side, and rotate the motor shaft until VS closes. Then tighten the setscrew on the flexible coupling. (If the setscrew is not on a flat when the adjustment is complete, loosen the setscrew on the motor side to reset the coupling.) OHMMETER

TERMINAL BLOCK GATE SWITCH

CLUTCH ASSEMBLY

INCH DOOR HANGER

RUBBER BUMPER

Figure 7.1-10.

GATE SWITCH ROLLER ARM

LOOSEN TO ADJUST AR

Cam Pack and Gate Switch Adjustments

10) Manually open and close the doors (via the lead screw) and verify that the doors did not move during the adjustment. Apply "Locktite" to the setscrew(s) to secure the setting. 11) Slide the gate syvitch roller arm (Figure 7.1-10) up or down, as required, to actuate the qate switch approximately 1/2 inch from the doorfully- closed position. 12) Using an Allen key, adjust the clearance between the four up-thrust rollers (Figure 7.1-4) and the door track tube to within 0.001 to 0.010 inch. When finished, the rollers should be as close as possible to the tube and yet not turn when the doors move.

7.1-10

• MM-137

Door Operator

•

Resistor box adjustments are required only if circuit components have been changed. (See Figure 7.1-8.) It is suggested that only resistors DCl and Dl (door close) and the D01/D02 pair (door open) be adjusted as follows: 13) Stall the doors approximately halfway closed and adjust resistor DCl to provide about 25 to 30 pounds of stall force. (Move terminal 2 of DCl up to decrease the stall force; move down to increase stall force.) Changing resistor DCl has an effect on the door speed. Restore door closing speed to 1 foot/second by adjustment of resistor Dl. (Move terminal 2 of Dl up to decrease the door speed; move down to increase speed.) 14)

•

In the door open direction, adjust parallelconnected resistors DOl and D02 to vary the door speed. Moving up terminal 2 of both resistors decreases the door speed; moving them down increases the door speer!.

15) Once the door is operational, the spirator should be fine-tuned so that the doors close and remain closed without rebounding. Adjustments should be made in 1/4-turn increments. Also verify that the leadscrew is clean and oilfree; use Otis No. 2 cleaner and dry rag to clean if required. Also verify that all pivot points on the clutch vane assembly are lubricated. Use Otis Bearing Oil No. 12 as required. Drive Pin Replacement

See Fi~ure 7.1-11. Check the drive pin by placing the doods) in a mid-open position, then rock the door back and forth. If the free play exceeds 1/8 inch, replace the drive pin as follows:

• MM.137

1)

Remove a cotter pin from either end of the pin that holds the clutch vane housing to the drive nut. Then withdraw the pin.

2)

Pull the clutch vane assembly outward (towards the hoistway doors) and at the same time, rotate the drive nut to separate it from the yoke on the back of the vane assembly.

3)

Manually turn the lead screw to move the drive nut to an accessible work area.

4)

Remove retaining ring using Tru.arc Pliers (Otis Service Center Part No. MT-l05018). 7.1.11

Door

Operator

•

5)

Insert a 6.43 x 1.inch screw into the top of the pin and pull the pin, bearings and spacer from the drive nut.

6)

Before installing a new pin, place a 5/16.wide by 6.inch long piece of 0.015 shim stock in the groove of the leadscrew to provide a 0.015.inch clearance between the tip of the pin and the base of the groove.

7)

Position the drive nut so that the new pin contacts the shim stock then insert the new pin (with associated bearings and spacer). Use a 1/4.inch diameter pipe section, as required, to seat the bearings and spacer.

8)

Add shims (Otis part No. 462HA 109) as required until the tops of the shims are in line with the bottom of the retaining ring groove in the pin. Install the retaining ring. Then rotate the lead screw to remove the 0.015.inch shim stock from the groove.

RETAINING

9)

a

/RING ~SHIM

~TOSUIT

~BEARING ~SPACER

Reassemble the drive nut to the clutch vane assembly, and secure in place with the pin. Install the cotter pin to hold the pin in place. Manually turn the lead screw and verify that the pin rotates.

~.

BEARING PIN

•

CLUTCH VANE ASSEMBLY

DRIVE NUT

PIN.B2A83 RUBBER '"

o

STEEL

DRIVE SCREW

"COTTER

GROMMET

PIN

o AFTER REMOVING PIN.82A83 SWING VANE ASSEMBLY TOWARDS HOISTWAY DOOR AND AT THE SAME TIME ROTATE DRIVE NUT OUT OF THE ''YOKE''.

•

DISASSEMBLY Figure 7.1.11.

7.1.12

Replacement of Drive Pin

MM.137

•

Door

Operator

Type 7770A Door Operator The Type 7770A door operator is a medium-speed unit utilizing a chain drive and an'arm and linkage assembly to translate the rotary motion provided by a fractional horsepower dc motor into the horizontal motion needed to open and close car and hoistway doors, Three basic assemblies(Figure 7.1-12) make up the door operator: the' motor, the door check or dashpot and a linkage.

•

Figure 7.1-12.

• MM.137

Type 7770A Door Operator

A permanent-magnet dc motor with an integral gear reducer is used to provide the drive for the door operator. (See Figure 7.1-13.) Either of two models is used: a 1/6-horsepower motor operating at 850 RPM for all standard sin.gle-slide and two-speed side opening doors, or a 1/4-horsepower motor operating at 1725 RPM for all standard center-opening doors. In either case, the same 14-to-1 gear reducer is used. The door 7.1-13

Door

Operator

motor drives a segment by means of a sprocket and chain arrangement. A 10-tooth sprocket is mounted on the output shaft of the motor. The chain, on the periphery of the segment, 'is dead-ended in shock-absorbing bushings.

SPROCKET

DC MOTOR AND GEAR REDUCER

--.J

/ -SEGMENT

••...•• '-

SHOCKABSORBING BUSHINGS

•

CHAIN

Figure 7.1-13.

Door Motor

The door operator is supplied with the Type 7300 door check assembly, Figure 7.1-14. The door check assembly is a hydraulic device used to slow down and cushion door operation at each end of travel. A lever within the door check, which rotates with the segment, drives a double-ended piston in an oil-filled housing. A chamfer on the end of the piston surface restricts the flow of oil back into the housing' as. it moves towards the closed end of the cylinder. As the doors approach the fully open or closed position, the pressure in the cylinder builds up, thereby increasing the load on the engine. Once the flowback is completely cut off by the chamfer (Figure 7.1-15), 01 I is still allowed to escape from the cylinder through a needle valve and a return line in the housing. The adjustment of the needle valve determines the amount of bleed-off and therefore the cushioning effect at the end of door travel. 7.1-14

• MM-137

••

Door

Dperator

I

OIL FLOW CHAMFER

PISTON Figure 7.1-14.

•

LEVER

SEGMENT

Door Check

OIL RETURN LINE

NEEDLE VALVE

Figure 7.1-15.

• MM-137

Door Check Needle Valve

When the door reverses direction, a vacuum is created in the closed end of the cylinder as the piston withdraws. (See Figure 7.1-16.) A ball check in the piston body opens, allowing oil to flow back . into the cylinder. A spring speeds the operation of the ball check, to assure quick and steady reversal. 7.1.15

Door

Dperator

•

SEGMENT

PISTON

SPRING

BALL CHECK

LEVER

Figure 7.1-16.

•

Spring and 8all Check

Three microswitches, two for open limit and one for close limit, are mounted above the door check. (See Figure 7.1-17.) They are actuated by cams mounted on the rotating segment. Briefly, the microswitches are used to electrically alter the engine torque by causing current-limiting resistors to be inserted in series with or shunted out of the motor winding circuit at predetermined door positions. Figure 7.1-17 shows a right-hand arrangement. For a left-hand arrangement, the open and close limit cams would be reversed. CLOSE LIMIT CAM

~

&

0

0

0 0

o@o OPEN LIMIT CAM

Figure 7.1-17.

7.'-16

MICROSWITCHES (OPEN LIM IT 1 NEAR SIDE, OPEN LIMIT 2 CENTER, CLOSE LIMIT FAR SIDE)

Cam-Operated

•

MicrolNVitches

MM.137

Door

•

Mechanical

Operator

Adjustments

Check that there is sufficient tension at the segment hitches of the chain to prevent the door motor drive sprocket from skipping a tooth on the chain during door n!versills. The chain should have a small amount of slack.

ADJUST CAM TO ACTUATE OPEN LIMIT MICROSWITCHES

o

o

0 0

O@'O

@

•

o

LEADING EDGE OF DOOR FULLY OPEN POSiTiON Figure 7.1-18.

Adjustment

of Open-Limit

Microswitches

Adjust the door check so that doors open and close fully, ,without banging into the stops. Needlevalve screws on top of each end of the housing cylinder are adjusted to control the amount of check provided. Compress the rubber bushings at the ends of the drive chain approximately 1/B.inch by adjusting the chain tension until finger tight, plus one turn (both sides).

•

The nylon, block located above the drive sprocket prevents the chain from jumping over the teeth of the sprocket. Adjust front-to-back motion first, positioning the nylon block so that it comes between the links of the chain. Lower the angle until there is slight clearance between the chain MM-137

7.1.17

Door Operator ADJUST CAM TO ACTUATE CLOSE LIMIT MICROSWITCH

•

• • •• FULLY CLOSED POSITION

LEADING EoG~ OF DOOR E

~

•

• ,'-

@

Figure 7.1-19.

3-1/2"

Adjustment of Close-Limit Microswiteh

roller and the nylon block, then tighten ment.

this adjust-

Next, adjust the nylon block so that it rides between the chain links without rubbing either side. Tighten all four screws.

•

Position the doors approximately 1 inch from the fully open position, and adjust the cam to actuate the open limit microswitches. (See Fiqure 7.1-18.) Position the doors approximately' 3 1/2 inches from the closed position, and adjust the cam to actuate the close limit microswitch. (See Figure 7.1.19.) Electrical Adjustments

Adjust tap 2 on resistor ORl for an opening time within the range given below: Door Type

7.1-18

Recommended

Opening Time

42~jn. center-opening

2.2 to 2.8 seconds

48-in.

2.5 to 3.2 seconds

center-opening

32-in. single-slide

2.7 to 3.7 seconds

36-in. single-slide

3.0 to 4.0 seconds

42-in. single-slide

3.5 to 4.5 seconds

48-in. two-speed

4.0 to 5.0 seconds

54-in. two-speed

4.5 to 5.5 seconds

• MM-137

.

,

- -'J :".

.

..

,~ , ~.""

Door Operator

•

Next, adjust the band on OR3, which controls the start of the open cycle, so that the doors open smoothly and quietly. Finally, adjust tap 2 on OR2 so that the doors hold in the open position. BE SURE THAT THE MOTOR CURRENT DOES NOT EXCEED 0.8 AMPERE AT THIS TIME. This completes the adjustment of the opening cycle. Adjust tap 3 on CRl for a closing time within the range given below:

Door Type

•

Recommended Closing Time

42-in. center-opening

2.7 to 3.2 seconds

48.in. center-opening

3.0 to 3.5 seconds

32-in. single-slide

3.2 to 4.2 seconds

36.in. singie.slide

3.5 to 4.5 seconds

42.in. single-slide

4.0 to 5.0 seconds

48.in. two-speed

4.5 to 5.5 seconds

54.in. two-speed

5.0 to 6.0 seconds

Next, adjust the band on CR2 so that the force during the final two thirds of the door closing cycle does not exceed 30 ft. Ibs. Finally, adjust tap 3 on CR2 so that the doors hold in the closed position. BE SURE THAT THE MOTOR CURRENT DOES NOT EXCEED 0.8 AMPERE AT THIS TIME. This completes the normal close cycle adjustment. When nudging feature is provided, hold doors open by hand until the nudging buzzer sounds and door starts to close. Door closing time should be approximately 50% greater than normal, as shown in the chart below. If necessary,adjust tap 2 on CR1 for proper time.

• MM.137

7.1.19

Door Operator

Door Type

•

Closing Time ;n Nudging Mode

42-in. center-opening

3.2 to 4.8 seconds

48.in. center-opening

4.5 to 5.2 seconds

32.;n. single-slide

4.8 to 6.3 seconds

36-;n. single-slide

5.2 to 6.7 seconds

42-;n. single-slide

6.0 to 7.5 seconds

48-;n. two-speed

6.7 to 8.2 seconds

54-;n. two-speed

7.5 to 9.0 seconds

Finally, adjust tap 2 on CR2 so that the force during the final two thirds of the nudging cycle does not exceed 30 ft. Ibs.

•

OVL Door Operator The OVL Door Operator (Figure 7.1-20) is an intermediate-to high-speed unit utilizing a chain drive and arm linkage assembly to translate the rotary motion provided by a fractional horsepower de motor into the horizontal motion needed to open and close the car and hoistway doors. The reversible de motor drives the pulley by means of a sprocket-driven chain. One end of the drive arm is attached to one side of the pulley; the other end is attached to the arm linkage consisting of the arm and door link assemblies. Door position is detected by a series of cam-operated contacts located in the door operator control box next to the motor. Door speed is controlled as a function of door posi!ion by the cam-9perated contacts which, in turn, energize relays that add or remove resistances in the armature circuit of the door motor.

•

Mechanical Adjustments

Cam-operated switches are located in the dooroperator control box (Figure 7.1-21). 7.1.20

MM-137

Door

•

MOTOR

DOOR OPERATOR CONTROL (DOCB)

Operator

BOX

BALANCE WEIGHT

DRIVE HITCH PLATE

SPACERS SHIMS

STOP REAR BRACKET

•

FRONT

DRIVE

BRACKEr

ARM

VANE

(REF)

ARM.PIVOT BRACKET

ARM ASSEMBLY

Figure 7.1-20.

OVL Door Operator

TERMINAL STRIP CAM (1 OF 16)

SWITCH (1 OF 16)

•

MOTOR Figure 7.1-21.

MM-137

PULLEY

SHAFT

Door Operator Control Box

7.1.21

" ,

Door Operator

~ CAP SCREW

•

"

CAM

GSI. OCl. C04. C03 •• C02.

%rq-0.. lOCK. WASHER

@'

• SPI cOOL

.003 .002 •• OA2

CAl.

.OAI

cor.

RING (SPACER)

D

SP2 cc

Figure 7.1.22.

001

• SP3

Cam.Switch Adjustment

Cams are adjusted (Figure 7.1-22) by loosening the screw and rotating the cam to obtain a switch closure or opening for the applicable door position. The switch conditions shown in Figure 7.1-23 depict the factory settings, and may require some slight adjustment in.the field. When adjusting a cam, be certain that it is in line with the center of its contact before tightening in place.

•

Electrical Adjustments

Control resistors are factory-set to the values given in Figure 7.1-24. If minor "touch up" is necessary, first be sure that cams are correctly set, then adjust control resistors as shown in the following table. Location

Controller.

Resistor

Parameter Adjusted

01. tap 2

Cushioning

02, tap 2

Nudging speed

03, tap 3

Sharpness

OMF, tap 2

Opening torque (adjust if door fails to open fully)

OMF, tap 3

Closing torque (adjust if door stalls with closing force greater than 30 ft-Ibl

OMF1, tap 2

of final

stop

of reversal

Extra torque for heavy~door"'" operation

Door Operator

Control Box

I 7.1-22

02, taps 1 &3 03, tap 1

Smoothness motion

of closing

02, tap 2 03, tap 2

Smoothness

of opening

•

motion

MM.137

••••• -----------------------';:;,;"~

;';:;"';;':;;'.',or.;;;'''';:;':;':;:''1;--,;;.;;",-:;~;c"::;.,,:;;,,~, ••;;••• -----------------

,

,

Door Opera lOr

•

Recommended door times are given below. Door time is adjusted by car-controller DIp. switch on Elevonic installations. Door

Single Slide Open Close

Center Open in. Open Close

36

2.0

3.3

1.4

1.9

-

42

2.2

3.9

1.4

2.3

2.0

3.4

48

-

1.6

2.7

2.4

4.0

Opening

DOORS

FULLY

OPENED

DOORS FUllY •

Two Speed Open Close

CLOSED

--I 1-'/2"

OPENING

1ST ACCELERATION

W/77ZZZZZ7ZZZZZZZZ

OAI

CONTACT

2ND ACCELERATION rY/~~/~Z~/~Z~2~2~2~/~~2"'/;""2~2~2~2"'Z~/~/~. r""7/1---J OA2 ,~

CONTACT

3"--t

_

•

~ _

E

V/L/ZZZZZZZZZZZ?ZZ

1.-'.1/2"

101 t--

I

'/2"

f')~ 1-'/4" f;;l~

---t t-'/2"

_ _ CLOSING

00'

tST DECELERATION CONTACT

002 }

ADDITIONAL

003

SLOWDOWN CONTACTS

DOL

DOOR OPEN CONTACT

_

,ST ACCELERATION D'/~-2-Z-/~Z-Z~Z~Z~/-/~/~2~2~Z-/~Z~/~//l CA, CONTACT

"-6" __

V/--/-Z-Z-/-Z~/~-Z-Z-/~2~/~Z~Z-I 1 CD' t=::::4"-t

I===================::::OZZZJ t-

DECELERATION

2"-ooj

I

C02

CONTACTS

VZ7/I I" _

CD3

--t

QZJ

--------~------------

CD4

..... rzzzza '" t-1--6"---1

GS,

------------~rzzJ ~--------------l-....,'"_

DCL

VZ2!

V72&Q2Z'l?726

LIFT

CONTACT DOOR

CLOSE

CONTACT FINAL

SP'

1---8"_

1~

BRAKE

DOOR

CLOSING

CONTACT

DESENSITIZE

I

~2

DETECTOR

1

SP3

NOT USED

ELECTRONIC

NOTES,

• MM-137

1.~;CONTACT

o

2.

CLOSED

CONTACT

OPEN

CONTACTS ARE TYPICAL

Figure 7.1-23.

Cam-$witch

Act1Jation

7.1.23

Door Operator

•

LOCATED IN CAR CONTROLLER 03 (100 OHMS)

I

I

40 115

I

02 (3000HMS)1

1 175

45

DMF (250 OHMS) 150

I 60 I

I

I

D4 (2500HMS)1

I

125

180

I 50 bo

D1 (300 OHMS)

DMF1 (1000HMS)1

40

30

I 50 1 20

I

240

I 60 I

~3 LOCATED IN DOOR OPERATOR CONTROL BOX. CENTER-OPENING DOOR

2-SPEED AND SINGLE,SLlDE DOORS

D2 (150 OHMS) . TOP

151 56

I 17 I

D2 (150 OHMS)

0

1411 82 161

..ruulfUlJl.n..

T 2T 3T

1

TOP 4

TOP~ 1

I

3

110 I TOP 4

...ruulJ1J1r 1 2T - - - -

DO (200 OHMS) 1201 32

•

D3 (30 OHMS)

I

T2- T3- -

I

J'lJl.SLfl.Il.. 1 T 2- 3T 4T - 5T .

D3 (30 OHMS) 7

9

DO (300 OHMS)

I 20 I 80 I

130164

I 34

1139

rop

TOP 2 3 4 DC (150 OHMS)

2

3

4

DC (150 OHMS)

I

1541301201

21

TOP

Figure 7. 1.24.

I 79 I 32. I TOP

Resistor Settings

• 7.1.24

MM-137

•

OTIS 7.2 Door Protective Devices

Type 6993AL Safety Shoe The door safety shoe came into use with the introduction of automatic push-button elevators. It is a protective device that causes the car door to reopen whenever it strikes a passenger or object in the doorway while closing. The safety shoe, or some other door reversal protective device, is now installed on all elevator car doors .

• DRIVE ASSY SHOE ASSY

WIRING

Figure 7.2-1.

• MM.138

Type 6993AL

Safety Shoe

The Type 6993AL safety shoe (Figure 7.2-1) consists of three elements: the shoe assembly, the drive assembly, and the wiring. The shoe assembly, which is attached to the door, consists of the soft-nosed vertical edge and the lever mechanism. The drive assembly consists of the parts needed to retract the shoe. The wiring simply connnects the door reversal switch to the 7.2.1

Door Protective Devices

•

controller and is listed here primarily because it is installed when the shoe is installed. The AL safety shoe works with all current door operators. The operation of the AL safety shoe is relatively simple. The key elements of the safety shoe are clustered about the upper pivot. (See Figure 7.2.2.) There are three moving parts mounted on two stationary pivots. The left pivot, marked B, supports the bellcrank. The right pivot, marked A, supports both the bracket and lever arm and each can move independently. Also note that the shoe, which is supported on a similar pivot arm at the bottom of the door, will move in and out as the lever arm. is rotated about pivot

•

A.

B

• A

LEVER ARM

,

, Figure 7.2-2.

"

Key Elements of Safety Shoe

The least complex motion occurs when the shoe is pushed as the door closes. (See Figure 7.2-3.) The pivot arm moves up and in about pivot A until it hits the limit stop. This causes the opposite end of the pivot arm to release the switch button which, in turn, initiates a door reversal. The inward push on the shoe is resisted by the tension spring at the bottom of the pivot. This spring has two functions: It tries to keep the pivot arm tight 7.2-2

• MM-13B

Door Protective Devices

•

against the bracket, and it helps to keep the shoe from bouncing when it is extended. Note that this shoe is NOT counterbalanced; the shoe is light enough and pivots smoothly enough so that only a tension spring is required rather than a counterbalance spring. Since there are no other applied forces, the bellcrank and bracket do NOT move when the shoe is' pushed.

LIMIT STOP

BELLCRANK AND BRACKET PIVOT ARM

DO NOT MOVE

TENSION SPRING """""

•

I

SWITCH

SHOE PUSHED

IS

RELEASED

,

Figure 7.2-3.

• MM.138

Pushing on Safety Shoe

When the shoe is retracted, everything moves. (See Figure 7.2-4.) As the door approaches the fully open and fully closed positions, the aircord ,pulls up. This causes the bellcrank to turn clockwise about pivot B. The dual-springed coupling then causes the bracket to rotate counterclockwise about pivot A. The bracket then pushes through the limit stop to turn the lever arm counterclockwise, and causes the shoe to retract. All springs are under increased tension and work to restore the parts to their initial positions once the pull on the aircord is released.

7.2-3

Door Protective Devices

•

AIRCORD PULLED UP

~.

SHOE RETRACTS A

ALL SPRINGS RESIST PULL OF AIRCORD

o Figure 7.2-4.

•

Safety Shoe Retracted

Adjustments

The only adjustments required are the setting of the door reversal switch and the coupling, which should be dimensioned as shown in Figure 7.2,5. The remaining springs are not adjustable. The two extension springs must be strong enough to keep the switch bracket tight against the coupling and restore it to this position when the shoe is extended. The tension spring must similarly keep the pivot arm tightly against the down-limit stop on the switch bracket when the shoe is extended.

J2.12JQ::=[)ui L:UP LIMIT

EXTENSION SPRINGS

r.

__

TENSION SPRING

DOWN LIMIT

•

I SWITCH ADJUSTED

7.2.4

Figure 7.2-5.

Coupling

Adjustment

MM.138

Door Protective Devices

•

NORMALLY OPEN CONTACT (TOPIBOTTOM)

Figure 7.2-6.

•

Switch Adjustment

Te adjust the reversal switch, set the deer at some mid-epen pesitien and extend the shee fully. Then set the adjusting screw se that the switch centacts just .open. In the pushbutten unit used en the AL shee shewn in Figure 7.2-6, .only a slight inward push .opensthe switch c.ontacts. After making the adjustment, make sure.the d.oer reversespreperly when the shee is pushed and that ne false reversals.occur when the d.oer .opensand cleses. Type A6971Y Light Ray Twe light rays, .one at ankle height, the ether waist high, are beamed acress the elevater entrance and fecused en reflecter targets en the ether side .of the deerway. If the deerway is clear .of passengers,each ray is reflected back ente a phetecell in the same unit centaining the light seurce. Light striking the phetecell helds .out a relay, allewing the de.ors t.o c1eseat the expiratien .of deer time. A passengerentering .or leaving the car interrupts .one .or beth light rays, and prevents the deers frem clesing. If the deers have started te c1ese, interruptien .of either ray will cause the deers te reepen. A typical installati.on (Figure 7.2-7) uses the fellewing cempenents:

• MM-13B

1)

Master unit, at waist height, centaining pewer supply, LED light seurce, phetecell and amplifier, plug-in relay, LED indicater, and cennecter te slave unit.

7.2.5

Door Protective Devices

2)

Slave unit, ankle height, containing source, photocell and amplifier.

3)

Two reflector targets, one for each unit.

•

LED light

•

The light source is a pulsed light-emitting diode (LED). The photocell circuit is designed to respond only to light pulsed at the LED frequency, and is completely insensitive to ambient light. The master unit contains an indicator LED that glows whenever the light ray is interrupted. Both master and slave units have built-in cutout switches allowing disconnection of the photo-head during maintenance.

INDICATOR LAMP

61 LENS AND LIGHT SOURCE

61 61

-{-' MASTER UNIT

GREEN

24"

NEUT.

117V WHITE

S LENS AND LIGHT

SOURCE

-{---

r

61 S

I I

SLAVE UNIT

RED

•

NO

NC

BLACK

WHT WHT-I

I

BLK BLK GRN GRN

L

YELLOW

COM

YEL

YEL

RED

RED

JUNCTION

I ...J

BOX

CUT.OUT SWITCH

24"

Figure 7.2-7.

Type A6971 Y Light Ray Installation

• 7.2.6

MM.138

Door Protective Devices

•

Maintenance

Preventive maintenance of the Iight ray involves keeping the lens and reflector target free of dust and grime. If the unit fails to operate, it most likely is due to either misalignment of the light source and target, or to relay failure. Failure of the light ray affects door operation as shown in the table below.

Light Ray Fails

Door Time After Operation of Light-Ray Cutout Switch

Doors stay open.

10 . 15 sec. at all floors

Door Operation

System

LRV

When

System hangs up. LRS

Doors close at normal

Normal

speed at expi ration of delayed-car time at each stop.

MRS

•

Elevonic

Doors nudge closed at each stop at expi ration of delayed-car time. . Doors nudge closed at each stop at expiration of delayed'car time.

10 - 15 sec. at all floors

Normal

If failure occurs at a time when the car cannot be taken out of service (during the rush hour, for example), disable the light-ray circuit by turning OFF the LIGHT RAY keyswitch on the car operating panel. Repairs should be effected as soon as possible. Test alignment of the light ray as follows:

• MM-138

1)

Turn ON the LIGHT RAY keyswitch on the car operating panel.

2)

Slide cutout switch on slave unit towards lens.

3)

Slide cutout switch on master unit away from lens.

4)

Observe LED. If LED is lit, proceed to step 5. If LED is out, loosenjackscrews (Figure 7.2-8) and tilt photo-head up-down

7.2-7

Door Protective Devices

•

and left-right until beam is centered on reflector, as indicated by steady lighting of the LE D indicator. Tighten jackscrews.

r

CABLE

CUT-OUT SWITCH

LENS

SLOT

Figure 7.2-8.

JACKSCREW

•

Aiming of A6971 Y LIght Ray

5)

Slide cutout lens.

switch on master unit towards

6)

Slide cutout lens.

switch on slave unit away from

7)

Observe LED. If LED is lit, slide cutout switch on slave unit towards lens. If LED is out, loosen jackscrews on master unit and align as described in step 4.

8)

SIide cutout lens.

switch on master unit away from

If symptoms of light-ray failure persist, change relay as follows:

7.2.8

1)

Place thumb 7.2-9a. Push socket end. be unplugged

and forefinger as shown in Figure slightly, then lift relay from The relay is now free and may from its .socket.

2)

Plug new relay into socket, as shown in Figure 7.2-9b. Insert socket end of relay into clamp, then push down on relay until spring clip is seated in the recess.

• MM-138

Door Protective Devices

•

LIFT HERE PUSH 1/32"

FINGER

_

RELAY CLAMp....

,

SOCKET INSERT (a)

Figure 7.2-9.

Type 7048 Electronic

•

TAB

IN RECESS

(b)

Relay Replacement

Detector

The Otis Type 7048 electronic door detector (Figure 7.2-10) is used in lieu of safety shoes and light-ray detectors in high-rise, high-performance elevator systems. The main advantage of this device is that it operates on a proximity principle, causing door reversal when a passenger or object passes near the door edge. It thus re-opens the doors sooner than the safety shoe, which requires actual contact with the passenger before initiating reversal. It also eliminates the unnecessary door reversals that occur as .soon as the Iight ray is interrupted, even if the doors are almost fully open and in no danger of striking the passenger. The overall effect of the electronic detector, then, is to reduce passenger transfer time when a stop is made. The electronic door detector comprises a power supply and memory unit mounted on top of the car, and a detector chassis and preamplifier unit mounted on the leading edge of each door.

• . MM.138

The Type 7048AA detector contains four antennas and is designed for use with standard doors. (See Figure 7.2-11.) The antennas, preamplifier unit, and a terminal board to facilitate wiring are mounted on an L-shaped vinyl-clad metal alloy base plate. The antennas are preformed L-shaped steel strips, each approximately 16 inches long. They are protected by a similar vinyl-clad L-shaped cover. The open end of the chassis, along the leading edge of the door, is covered by two L-shaped Tenite faceplates. The adjustment controls of the preamplifier are accessible when the top faceplate is removed .

7.2-9

Door Protective Devices

•

"

PREAMPLIFIER

POWER SUPPLY

• DETECTOR

• Figure 7.2-10.

Type 7048 Door Detector

The Type 7048BB detector chassis contains an eight-antenna array and is primarily used with close-coupled doors. (See Figure 7.2-12.) Each antenna is approximately 7 1/2 inches long and is equally spaced along the L-shaped base plate. A separate base plate, approximately 12 inches long, is provided for the preamplifier unit and terminal board. Separate covers and faceplates are provided for each base plate. Most detector circuits are located on a single printed-circuit board mounted within an open rectangular frame. (See Figure 7.2-13.) The unit is sealed with transparent plastic covers. Three controls are provided for each of the two detector circuits: balance, sensitivity, and an ON-OF F switch. The balance control is adjusted to tune the bridge for a null condition when the doors are closing and the doorway is clear. The sensitivity control adjusts the amount of unbalance needed to initiate a door reversal. 7.2.10

• MM-138

I

I

Door Protective Devices

•

PREAMPLIFIER COVER CLOSE.

COVER

STANDARD

TOP

DOOR

FACE PLATE

TOP FACE

l

_COUPLED DOOR

PLATE

•

PRE.

PREAMPLIFIER

AMPLIFIER BASE

BASE PLATE

PLATE TERMINAL BOARD

TERMINAL BOARD

ANTENNA' COVER

•

; I,

~ ANTENNAS

•

i.i

,

ANTENNA

~ ,;~I ~

BASE PLATE

\\

BOTTOM FACEPLATE

•

•

I BOTTOM FACEPLATE

Figure 7.2.11.

Four-Antenna Arrangement

Figure 7.2.12.

Eight-Antenna

Arrangement

FRAME

PLASTIC COVERS

SENSITIVITY ON.OFF

PRINTED CIRCUIT BOARD

BALANCE

TAPE

• MM.138

Figure 7.2.13.

Printed.Circuit Board

7.2.11

Door Protective Devices

•

The power supply is mounted on top of the car. (See Figure 7.2-14.) Transistors 01 and 02 and transformer T2 are part of an oscillator circuit which generatesthe 200-volt, 1-KV reference. This signal can be monitored at the 80 test jack. The REDUCED 1KC potentiometer is adjusted for a reduced sensitivity of the system when the doors are almost fully closed. Normally closed contacts of the EPR relay initiate a door reversal when the relay drops out. Transformer T1, Zener diode CR14, and capacitor C3 are some of the internal power supply components that generate the dc operating voltages for both power supply and preamplifier circuits. The system can be turned "on" or "off" by means of the EDC switch which is in the secondary circuit of transformer T1.

;

CAPACITOR C3

TRANSFORMER T1 TRANSFORMER

TRANSISTORS

•

EPR RELAY

T2

...r

Q1 EOC SWITCH

LQ2

REDUCED 1KC POTENTIOMETER Figure 7.2-14.

Power Supply

To prevent temperature and humidity changes from unbalancing the bridge circuit and causing repeated door reversals,a memory circuit, consisting of a printed-circuit board, wiring, and associated hardware is included in the power supply, The memory circuit (Figure 7.2-15) samples and memorizes the preamplifier null level each time the doors open and no obstruction is in the doorway. This level then becomes the reference for the system. The system is fired to re-open the doors only when a signal, produced normally by passengers entering or leaving the car, is sufficiently higher than the reference level. 7.2-12

I

• MM.138

Door Protective Devices

•

INSULATOR

CIRCUIT BOARD GUIDE

CABLE

Figure 7.2-15.

•

Memory Board

Cleaning

Accumulation of dust, dirt, or moisture on the detector faceplate or within the detector unit can cause delays in service through false triggering of the detector. You can avoid this problem by keeping the detector clean and dry. There are two levels of cleaning: 1)

Wiping down the faceplate

2)

Internal cleaning.

and;

The cleaner to use with either operation

is

Otis Detector Faceplate Cleaner.

• MM-138

Wipe down the faceplate at least once a week in humid, dusty environments; the more humid and dusty the environment, or the more dirt that is tracked into the elevator, the more often this faceplate should be cleaned. Wiping the detector faceplate with a clean rag dampened slightly with cleaner, not only helps remove dust and dirt, but also helps remove any static charge. Be sure to clean out the ribs in the plastic faceplate in addition to wiping down the surface . Internal cleaning of the detector units should be performed at least annually. This process requires removing the detector unit from the door panel 7.2-13

Door Protective Devices

•

and cleaning the preamp chassis as well as all internal surfaces with a clean rag dampened with cleaner. In addition, the edge of the door panel where the detector unit is mounted should be wiped down before re-installing the detector. Adjustments

Detector adjustment should be checked if the unit tends to false fire (too sensitive) or fails to fire (not sensitive enough). Be sure detector is clean and dry before making any adjustments. Two DIPswitches on the memory circuit board (one for each bridge) are used to adjust the sensitivity. (See Figure 7.2-16.) Setting a DIPswitch to "on" shunts one of the series resistors, thereby increasing the sensitivity. With two sWitches "on" and two "off", the sensitivity of the detector is essentially at the mid-range position. Set the DIPswitch for maximum sensitivity without false firing.

• SW 2 SWITCHES 'ON' -2 SWITCHES 'OFF'

Figure 7.2-16.

Sensitivity

DIPswitches

The preamplifier output is measured at the test points in the car service cabinet. (See Figure 7.2-17.) The positive meter probe is inserted into the black test point and the common probe into the orange test point. The meter is set on the dc scale and initially on the 60-volt range. When taking readings, keep the meter inside the car and away from the detector antennas. 7.2.14

• MM.13&

"

("("".

.,

Door Protective Devices

• T SWITCH

ORN

ON

TP

BLK TP B SWITCH ON

I

B L K ---{

•

I

t::::::\.

i._~.J

RED I

O.75V Figure 7.2-17.

Preamplifier

Output

The null or residual voltage may have increased slightly after the sensitivity amplifier has been adjusted. However, the residual for either antenna pair should not exceed 0.75 volt. This check is made with both the T and B switches "on". If the car has center-opening doors, repeat the entire procedure for the other door. There is a desensitized zone when the door is 6 inches from the fully closed position, and in the case of close-coupled doors,when the doors are approximately 1 inch from the fully open position.

• MM-13B

In this desensitized area, the doors should reopen only when the faceplate is touched. To test this desensitizing feature, block the doors near the fully closed position6 inches or less. Run a hand along the faceplate from top to bottom. If the EPR relay does not remain de-energized, increase the BO supply by turning the REDUCED 1KC potentiometer in the clockwise direction. (See Figure 7.2.14.) If the EP R relay drops out before the faceplate is touched, decrease BO by turning the potentiometer in the counterclockwise direction. 7.2.15

Door Protective Devices

• BLUE TIP

BLACK

TIP

\

\

RED,

B VDC

J

BLK

•

4.3 MAX

Figure 7.2.18.

Memory Circuit Output

To adjust the memory circuit, set the voltmeter on the 1Q.volt dc range and connect it to the special test jack. (See Figure 7.2.18.) Open the doors slightly and touch the leading edge of the door. The output of the memory circuit, as observed on the meter, should be 4.3 volts maximum. Remove your hand and allow the doors to open fully. When the doors open past the desensitized zone, the meter reading should not change. The memory circuit output should remain at 4.3 volts during the entire open and close cycle. If not, check the connection of the desensitizing contacts. Type 9948R Door Detector The Otis Type 9948R door detector (Figure 7.2-19) is used in lieu of safety shoes and light-ray detectors in high-performance elevator systems. The main advantage of this device is that is operates on a proximity principle, causing door reversal when a passenger or object passes near the edge of the closing door. 7.2.16

• MM.138

..•..

',""""".~.o.~~.,,=i~ .;

".

Door Protective Devices

• POWER SUPPLY UNIT CABLE AND GROUND WIRE BRACKET

ANTENNA UNIT

• Figure 1.2-19.

9948R Door Detector

It thus re-opens the doors sooner than the safety shoe which requires actual contact with the passenger before initiating reversal. It also eliminates the unnecessary door reversals that occur as soon as the light ray is interrupted, evenif the doors are almost fully open and in no danger of striking the passenger. The overall effect of the proximity detector, then, is to reduce passenger transfer time when a stop is made.

• MM-138

The 9948 R Door Detector consists of a power supply, one or two antenna units, associated mounting brackets, hardware and cables. The antenna unit is attached to the leading edge of the car door in the traditional manner or can be mounted on the nose of close-coupled doors. As with safety shoes, one antenna unit is attached to each car door; therefore, cars with center-opening doors require two antenna units. The power supply for the antenna(s) is mounted on the top of the car controller. 7.2.17

Door Protective Devices

•

The antenna unit (Figure 7.2-20) consists of an antenna assembly and deflector enclosed with in a polyvinyl chloride (PVC) housing made up of an extrusion cladding and a faceplate. Two PVC plugs seal the top and bottom of the antenna assembly. Five holes are located at the top of the faceplate to provide accessto adjustments and the null indicator used during installation. The antenna assembly (Figure 7.2-21) houses the electronic circuits which become accessible when the faceplate is snapped off the extrusion cladding. It consists of the U-shaped guard, an output connector (stereo jack), a printed circuit board (located under the nomenclated cover), and a set of antennas: upper and lower and two auxiliary antennas. PVC FACEPLATE

~PLUG PVC EXTRUSION CLADDING

(TOP)

•

•

•~

I

• •

••

I

I

•••

ANTENNA ASSEMB"LY

I

•

, ~

I:

•

•

•

PLUG (BOTTOM)~

•

~

Figure 7.2-20. 7.2-18

DEFLECTOR

Antenna Unit MM.138

Door Protective Devices

•

The nomenclated cover identifies the adjustments, test point, and indicator located on the printed circuit board behind it. GUARD The 'CLICK

STEREO JACK

•••

ICLlCK' socket fully

hom.

NULL INDICATOR

TEST POINT

•6

MOUNTING SCREW

insert shim

'0'

--

Icalled the deflector SET SENS(ITIVITY)

right-and deflector

ADJUSTMENT

on the cab side.

do not

insert a 2.5-mm diameter insulated rod to disconnect the auto balance circuit. MOUNTING SCREW BAL(ANCE) ,ADJUSTMENT

I

• MM.13B

The SENS hole provides

a screwdriver access to the sensitivity adjustment. The arrow under the hole indicates that the sensitivity is increased as the adjustment is turned in the clockwise direction. The admonition not to remove the cover is self evident. The cover is held in place with two screws.

, 'It

left-hand doors. The must always be placed

The SET hole allows you to

this cover

BAL

in Figure 7.2-20)

in the correct position for

remove

AUXILIARY ANTENNA (UPPER)

SH 1M' label shows

how to position the 'shim'

SET

SENS

diode) used as a null indicator.

The 'Insert

I INiWf " urr UPPER ANTENNA

A hole at the top allows you to view a red LED (light emitting

The second hole provides access to a wire loop to which you can connect suitable test instruments. This is called the monitor test point.

COVER

I

home'

MONITOR

•

•

socket fully

instruction is a reminder to fully seat the in-line stereo jack that is used to connect the antenna to the power supply unit.

AUXILIARY ANTENNA (LOWER)

The BAL hole provides screw-

driver access to the balance adjustment. This capacitor adjustment has about 17 turns.

LOWER ANTENNA

Figure 7.2-21.

Antenna Assembly 7.2.19

Door Protective Devices

•

The power supply unit (Figure 7.2-22) consists of a single printed circuit board enclosed in a metal case. It serves as the junction box for the door detector and all connections to the car controller. The power supply unit contains a regulated power supply, a low-frequency oscillator and relay driver and several controls, adjustments, and a neon indicator. Two terminal strips provide the tie points connecting power, the antenna unit(s), a door position input, and door-reversal output. The relay provides the door-reversal output. It is normally energized, and drops out when an unbalanced condition is sensed .. A diode is connected across the breaking contacts of the relay and should be removed when the door detector is used with controllers using ac relays. The neon lamp lights up when the relay is energized to indicate that the antennas are balanced.

•

The ON/OFF switch turns off only the power supply outputs (and de-energizes the relay). It does NOT disconnect the source voltage. The DESENSITIZED SENSITIVITY adjustment permits the detector sensitivity to. be set to some reduced value when the car door is at each of its limits. Adjustments

See Figure 7.2-21. The door detector is adjusted with the car leveled at a landing and with the door operator made inoperative. For center opening doors, each detector is adjusted individually with the opposite door made inoperative by disconnecting the stereo jack at the top of the antenna unit.

7.2.20

1)

Set the door approximately 4 to 6 inches from its fully open position to make sure . that the desensitizing contacts have no effect.

2)

Insert a 2.5-mm insulated pin into the SET hole in the faceplate. (This disables the autobalance circuit.)

3)

Using a non-metallic screwdriver, turn the SENSitivity adjustment counterclockwise approximately 1/2 turn.

• MM-138

Door Protective Devices

•

•

ON/OFF SWITCH

TERMINALS EP1, 2, 8, 9, 11, 12.

DIODE NEON LAMP

RELAY

DESENSITISED SENSITIVITY ADJUSTMENT

• MM.138

TERMINALS EP19.20

Figure 7.2.22

Power Supply Unit

7.2.21

Door Protective Devices

4)

Stand away from the door and check if the red LED "null indicator" is lit. If it is, proceed with step 6.

5)

Move your hand (fingers together and palm parallel to and facing the door edge) horizontally towards the upper antenna and see if the LED flashes "on". If the LED flashed "on", turn the BALance adjustment clockwise about 1/2 turn. Step back and check if the LED is now "on". If not, continue to turn the BALance adjustment clockwise in 1/2-turn increments until the LED remains "on". If the LED did not flash "on", turn the BALance adjustment counterclockwise in 1/2-turn increments until the LED remains

•

lion".

6)

Using your hand as the target, adjust the balance control, as required. to meet the criteria shown in Figure 7.2-23. The detection distances are measuredfrom the center of each antenna and should be maximized and approximately equal.

7)

Without readjusting the BALance control, adjust the SENSitivitY control so that the LED goes out when your hand is approximately 2 inches away from the top antenna.

8)

Removethe pin from the SET hole.

9)

Reposition the car door in the desensitized zone (fully opim) and adjust the DESENSITIZED SENSITIVITY control in the power supply (Figure 7.2,22) so that the neon lamp in the supply always goes off whenever the faceplate is touched (three fingers up to a height of 62 inches).

•

10) Verify proper detector operation at other landings by reinserting the insulated pin into the SET hole and checking that the target detection distances shown in Figure 7.2-23 are approximately the same for all landings. The BALance adjustment may require "averaging" to suit all floors. Troubleshooting

If unable to balance the detector, try the following: o

7.2.22

Check the mounting screws that secure the antenna unit to the bracket, the bracket to the car door, and the power supply to the

• MM.138

Door Protective Devices

•

-~~~~.~~.~.~~~ ~~ " "'

••

•• •• : •• • :

•• ••

•• •• •• I •• • r-'

•• •• •• •• •• • ••• •• • ••• ••• ,' .-;., •• •• •• ••, •• •••, •• •• •, •• •• •• •• ••, •• •• •• • .,'..••;~. •• •, ••• •• •• : •• •• : •• •• •• :• •• •• •:• • ••...••....••• _.J~ ~......... _

"'.~.

LED

o

1--====::::::::::)

.

•

• MM.138

o o

UPPER DETECTION DISTANCE

SAL

L

ADJ

I

52" LOWER DETECTION DISTANCE

I

;BALANCE

ADJUSTMENT

SETISALI ADJUSTMENT SO THATILEDJ GOES OUT WHEN TARGET.DETECTION DISTANCES ARE MAXIMUM AND EQUAL (:1:1/8")

20"

_____________ l~__ ~~_~~~~ ~__

Figure 7.2.23.

Balance Adjustment

Criteria

7.2.23

Door Protective Devices

•

car top. All screws should be as tight as possible to ensure good grounds. 0

Unplug the stereo jack, unscrew the body, and examine the contact surfaces. They must be clean.

0

Use a voltohmmeter ard make the following measurements in the power supply unit: 1)

Voltage between terminals EP8 and EP9 should be 105:t- 10% volts ac or 110 to 130 volts dc.

2)

Voltage between terminals EP17 (+) and EP15 should be 12 volts dc (right-hand door).

3)

Voltage between terminals EP20 (+) and EP15 should be 12 volts dc (Iefthand door).

4)

Resistance between the power supply box and ground (EP12) should be at least 220K ohms.

5)

Resistance between the car door(s) and ground (EP12) should be less than 1 ohm.

0

If detection is low, check the desensitizing switch contacts in the door operator control box. When used with the 7777 A door operator, the switch should be open when the door is 2 inches away from the fully open position and 6 inches away from the fully closed position.

0

If the above checks do not uncover the problem, replace the door detector.

•

• 72.24

MM-138

•

•

•

OTIS

•

8.1 Rails and Guides Guide Rails Cars and counterweights are guided up and down the hoistway on rails of either Tee or round cross section. Assembly of the Tee-shaped rails to the hoistway wall is shown in Figure 8.1-1. The two'piece bracket permits both vertical and horizontal adjustment of rail position. The tie.plate prevents horizontal motion of the rail with respect to the bracket. The rail is held firmly against the bracket by a clipand-spring combination. However, clip design permits the rai I to move vertically with respect to the bracket as the building settles. To prevent rust formation that would inhibit this sliding action, the mating surfaces of the spring and the rail are coated with grease or heavy oil during installation.

•

.~fj;j

TIE.PLATE

~

5/8 SQUARE BE USED.

HEAD BOLTS CAN "STOP" ON CLIP

''''''''

"AO ''OM '""'~

RAIL

BRACKETS

STEEL SPRING AFTER

,

GUIDE

RAIL

RAI LS ARE SET,

BEND THE ENDS OF THE TIE.PLATE AROUND THE BRACKET TO HOLD RAIL IN PLACE

•

FORGED

RAIL

CLIP

Figure 8.1-1. MM.139

Tee Rail Assembly 8.1.1

Rails and Guides

• FISHPLATE

RAIL JOINT,

•

Figure 8.1-2.

ree Rail Fishplate

Tee rail sections are approximately 10 feet long. Side-to-side motion of mating rail sections is prevented by the tongue- and- groove design of the end surfaces. (See Figure 8.1-2.) The mating rail sections are secured by fish plates which also prevent front-to-back motion of the rails.

65EW2 BOLT 1/2. 13 FIN NUT 1/2 SAE WASHER 1/2 SPRING LOCK.WASHER

ROUND RAIL BRACKET

1/2 x 3" SLOTS

"U" TYPE COUNTERWEIGHT SUPPORT BRACKET

SUPPORT ANGLE

Figure 8.1-3. 8.t-2

Round Rail Assembly MM.139

Rails and Guides

•

Assembly of the round rails to the hoistway wall is shown in Figure 8.'-3. In this example, a U-shaped bracket, bolted to the hoistway wall, supports both counterweight rails. Each rail is mounted to an arm of the "U" by a two-piece bracket which permits both lateral and vertical adjustment.

If? --""\,\

I~ SPLICE PIN

:~~! I

9\

~I

~I

,.

FISHPLATE

I

2" X 2" x 1/4"

I

I

(

I

ANGLE

~-'

Figure 8.1-4.

Round Rail Fishplate

Mating round rail sections are joined by splice pins as shown in Figure 8.'-4. The joints are further secured by an angle fish plate bolted in place.

Maintenance

Clean car and counterweight rails annually. One man operates the car from the top inspection buttons. The second man satu rates a cloth with Otis Elevator Co. cleaning compound NO.2 and holds it against the rail as it is moved up. Dry off the rails. Do not lubricate rails.

• MM.139

8.1.3

Rails and Guides

•

Roller Guides Roller guides are guide shoes that ride on the "T" or round guide rails to keep the car or counterweight aligned and plumb with the hoistway. More importantly, they maintain the position of the car safety (and, where used, counterweight safety) such that the safety jaws will engage the guide rails when tripped. Roller guides are located at four positions on the car frame: two at the top on opposite ends of the crosshead, and two at the bottom on opposite ends of the safety-plank channels. (See Figure 8.1-5.) The top roller guides differ from the bottom roller guides only by the addition of guard plates. A similar arrangement weight.

is used for the counter-

ROLLER GUIDE

ROLLERJ

Figure 8.1.5.

8.1-4

•

SAFETY PLANK

GUIDE

Location

of Roller

Guides MM.139

Rails and Guides

•

SIDE ROLLER

~. STOP ADJUSTMENT

SPRING

Figure 8.1-6.

SPRING ADJUSTING NUT

Roller Guide Assembly

A typical roller guide comprises three rubbertired rollers mounted on a stand: two side rollers for front and rear alignment and one for side-to-side or postwise alignment. (See Figure 8.1-6.) Each roller rides on a bearing and is mounted on one end of a lever. The other end of the lever is attached to a compression spring wh ich maintains the roller in constant contact with the rail blade. Each roller arm has two adjustments: one for spring tension, which determines the amount of pressure the roller has on the rail blade; and a stop, which limits tlie maximum displacement of the roller.

• MM.139

8.1-5

Rails and Guides

Several variations of the typical are in current use.

•

roller gu ide

o

A springless guide for hydraulic applications uses rollers mounted on eccentric shafts. The eccentric permits adjustment of roller position with respect to the rail blade. A three-roller version is supplied for "T" rail applications, a two-roller version for round rails.

o

Some smaller roller guides utilize a single tension spring for the two side rollers. There is no spring adjustment for these side rollers, but there are stop adjustments.

/

Maintenance

A properly lubricated roller guide should give long, trouble-free service. No adjustment or maintenance is required unless a noisy ride or excessive sway is noticed when riding the car. A noisy ride is symptomatic of excessive spring pressure, a defective rubber tire, or lack of lubrication.

•

To locate the defective roller guide, turn each guide by hand. If the roller cannot be easily rotated, the fault is either excessive pressure or lack of lubrication. Lubricate the pin and bushing area with Otis Oil NO.2. If necessary, add grease to the Alemite fitting. If the roller still appears stiff, ease up on spring tension. Replace entire roller if rubber tire exhibits flat or worn spots. The tires are of a special rubber, selected after extensive tests of many compounds, and are vulcanized directly to the metal. wheel. Tires will give long service if the roller is properly lubricated and spring pressure correctly set. A scraping sound heard when the car is loaded to one side, or excessive sway during full-speed runs, are symptomatic of incorrect spring pressure or incorrect adjustment of the stop. To locate the source of the scraping, ride the top of the car with a 600-lb weight in the back of the cab. If scraping sound does not occur, repeat test with the weight in the front, then on the left, and finally on the right side. Run at full speed, listening for the noise. If heard, take up on the mechanical stop as shown in Figure 8.1-6 . ..8.1.6

• MM-139

Rails and Guides

• IF GAP IS ALWAYS GREATER THAN l/l6-INCH, INCREASE NUMBER OF ACTIVE TURNS

Figure B.I-7.

Setting of Spring-Adjusting Block

The same test can be made to locate the source of excessive sway. If the space between the roller arm and the stop (Figure 8.1-7) is always more than 1/16 inch, increase the number of active turns set by the spring-adjusting block. Back off if the roller arm touches the stop. If any springs are readjusted, do not forget'to reset the stop nut. For roller guides that don~t have spring-adjusting blocks, the spring compression is either increased or decreased, as needed, by turning in or backing off the spring-adjusting nut or stud. (See Figure 8.1-8) A good starting point is to pry the car until the slot in the guide stand rests solidly against the rail blade. Set the spring compression finger-tight, then release the pry and advance the adjusting nut two turns for 7 7/8 inch rollers, or one turn for 3 3/4 inch rollers. The stops are set to prevent the guide stand from rubbing against the rail blade when the test run is made with the eccentric or unbalancing weights placed at each of the four platform positions shown earlier. It js permissible if the roller arm touches the stop occasionally during the test run.

MM-139

8.1-7

Rails and Guides

•

INITIAL SPRING ADJUSTMENT WITH GUIDE STAND PRIED AGAINST RAIL: 3-3/4" ROLLER GUIDE FINGER TIGHT PLUS 1 TURN 7-7/S" ROLLER GUIDE FINGER TIGHT PLUS 2 TURNS STOP ADJUSTMENTS

't / -

INCREASE COMPRESSION TO INCREASE STOP GAP

DECREASE COMPRESSION TO DECREASE STOP GAP

STAND

Figure 8.1-8.

Setting of Spring-Adjusting

Nut

Ten-inch roller guides have two additional rideimproving adjustments: a tie rod between the front and back rollers and a dashpot on the postwise roller. (See Figure 8.1-9.) Both the tie rod and dash pot should be removed when making the stop and spring adjustments just described. When the stop and spring adjustments are complete, reinstall the tie rod, which is, threaded like a turn-buckle, and turn it in a direction that reduces the pressure of the side rollers against the T-rail until one roller is just about to lift off the rail. Then turn the tie rod one-half turn in the opposite direction. (See Figure 8.,.,0.) The tie rod applies a precompression force to the springs when the roller is just touching the rail. S.l.S

• MM.139

Rails and Guides

• PIN AND RETAINING RING(2)

DASH POT

TIE

ROD

LOCK NUT(2)

Figure 8.1-9.

Dashpot and Tie-Rod on to-Inch

Roller Guide

This keeps both rollers in contact with the rail and running, even if the car bounces back and forth during a run. The half turn may be increasedslightly if a firmer riding effect is desired.

(

)

\

TURN UNTIL ONE SIDE ROLLER IS JUST FREE OF RAIL, THEN TURN

•

1/2 TURN IN OPPOSITE DIRECTION

Figure 8.1-10. MM-139

Tie-Rod Installation

8.'-9

Rails and Guides

•

ROTATE DISC TO ALIGN CENTER HOLE WITH PISTON PILOT LINE

FILL WITH OTIS NO. 41 OR lOW.30 OIL

•

SCREW

Figure 8.1-11.

Dashpot Adjustment

The disc on the base of the dashpot piston has three orifices, each a different size to provide a different damping rate. (See Figure 8.1-11.) As a starting point, check that the middle or medium-size hole in the disc is aligned with the pilot line in the piston valve. If not, loosen the screw and rotate the disc. Fill the cylinder with Otis No. 41 or lOW-3D oil to within 1 3/4 inches of the top; then reinstall the dashpot on the roller guide with the piston end on top. The smaller or larger holes in the disc may also be tried to improve the riding qualities. Sliding Guide Shoes Sliding guides are sometimes installed on low-speed (hydraulic) installations with round rails. (See Figure 8.1-12.) The sliding guide offers greater resistance to sway than the roller guide, an advantage in a hydraulic installation where the car is supported principally by a telescoping cylinder with a tendency to tilt slightly when fully elongated. 8.1.10

• MM.139

Rails and Guides

• SHIM

GUIDE

SHOE

CAR FRAME UPRIGHT

(REF)

• Figure 8.1-12.

Sliding

Guide

Sliding guides are also used on low-speed counterweights with round rails. The guide shoe is faced with a concave nylon gib at the point where contact is made with the round rail. (See Figure 8.1-13.) Nylon has a low coefficient of friction, hence eliminating the need for guide rail lubrication. Maintenance

Gib life is increased by Cleaningthe rails annually with Otis Cleaning Compound NO.2. Clean more frequently if rails begin to show an accumulation of gummy residue. Periodically measure the thickness of the gib (see Figure 8.1-131 at its minimum point. If less than 5/16 inch, replace gib. If greater than 5/16 inch, but the gap between rail and gib exceeds 1/16 inch, compensate by adding a shim as shown in Figure 8.1-12.

• MM-139

8.1-11

Rails and Guides

• (6) 1/4-20 X 5/8 FLANGED WHIZ BOLTS (TOP & BOTTOM HOLES)

NYLON GIB (2) 380BS2

Figure 8.1-13.

Installation

•

of Nylon Gib

• 8.1-12

MM-139

•

OTIS

8.2 Stopping. and Limit Switches

• Figure 8.2.1.

TYPE 6072 Stopping

Type 6072 Stopping Switch

Switch

The Type 6072 stopping switch (Figure 8.2.1) is used in high-rise installations to slow down and stop the car at the terminal landing if the normal slowdown sequence should fail to occur. This switch is mandated by the elevator safety code which requires that a device, separate from and independent of the normal slowdown circuit, be furnished to stop the car at the terminal.

• MM.140

As .shown in Figure 8.2-1, this GWitch consists essentially of a roller, actuating arm, and contact assembly. Only one Type 6072 switch is supplied per car, but it is arranged to stop the car at both the top and bottom terminals. 8.2.'

Stopping & Limit Switches

The stopping switch is mounted on of the carframe, as shown in Figure stopping switch contacts, designated so forth, are sequentially opened as rides on cams fastened to the guide upper and lower terminal landings.

the crosshead 8.2-2. The 551, 552, and the roller arm rail at the

•

ROLLER GUIDE CROSSHEAD

PLATE

• Figure 8.2-2.

Stopping Switch Installation

As shown in Figure 8.2-3, the hoistway-mounted cams are shaped to gradually move the roller arm from its center, non-actuating position to its extreme clockwise or counterclockwise position, depending upon the direction of travel, as the car approaches a terminal landing. With a relay controller, motion of the roller arm opens the 55 contacts sequentially, initiating a slowdown sequence that reduces car speed and finally stops the car. This emergency slowdown sequence is arranged to operate slightly behind the normal slowdown. If normal slowdown is operational, the emergency slowdown has no effect. If car speed is detected as being excessive at the terminal, the emergency slowdown sequence gains control of car motion, slowing down and stopping the car at a somewhat more abrupt rate than the normal sequence. 8.2.2

• MM.140

Stopping & Limit Switches

•

GUIDE

•

RAIL

-.J •

ROLLER

UPPER CAM

R IDES ON

THIS SURFACE STOPPING SWITCH

•

CARFRAME

J

/

\-.'-"-'I~

. (7' ~~I

UP

ON

ROLLER RIDES ON THIS SURFACE

LOWER CAM

-'

• MM-140

Figure 8.2-3.

Stopping Switch Cams 8.2-3

Stopping & Limit Switches

•

With the microprocessor-based Elevonic controller, if car speed is detected as being excessive at the terminal (indicating that neither normal nor backup software slowdown routines have functioned properly), opening of a stopping switch contact will initiate an emergency stop. Maintenance

The stopping switch and cams have been positioned during installation and should remain as originally set. These switches require very little maintenance. Periodically check that the cam operating face and the switch contact assembly are smooth and free of accumulated dirt. Be sure that all joints between cam sections are filed smooth. The rubber-tired rollers will emit noise if the rubber tire is loose on the roller or the ball bearing is not properly lubricated. If the tire is worn or loose, replace the entire roller, including the bearing.

•

Type 6098 Limit Switch The Type 6098 (Figure 8.2-4) is a position-sensitive mechanically actuated switch. Although available in a great many variations, all 6098 switches consist of just three parts - a box of contacts, a cover, and an actuating mechanism.

'I

ROLLER

Figure 8.2-4.

8.2-4

L

TR IPPER

CAM

Type 6098 Switches

• MM.140

I

Stopping & Limit Switches

•

The contact box (Figure 8.2-5) is supplied in many variations, including arrangementsfor single or double pole, for single or double throw, and provisions for auxiliary contacts.

SPRING, RETURNING (NOT SHOWN)

ARM WITH

•

ROLLER

MOVABLE CONTACTS (TWO USED)

CONTACT BOX COMPLETE WITH LEVER, CONTACTS AND BASES

Figure 8.2-5.

CONTACT BASE WITH STATIONARY CONTACTS

Internal View of Tvpe 6098 Switch

Three types of actuating mechanisms- roller, cam and tripper - are illustrated in Figure 8.2-4 and tabulated by application below.

• MM-140

8.2-5

Stopping & Limit Switches

Motion of roller on the vane

Roller.

•

Applications

Type of Operation

actuates the switch arm, operating the contacts within.

Final Limit Switch power,

when

the elevator

approximately terminal located

opens,

disconnecting platform

is

12 inches bevond the

landing.

One such switch

is

at each terminal.

Buffer Switch opens, disconnecting power,

when

elevator

platform

depresses

buffer plunger, remains open until plunger spring returns to normal position

when platform is raised clear of buffer.

Motion of an actuating rod

Tripper.

Broken Tape Switch if floating

(as in a safety mechanism) pulls up the tripper, actuating the switch arm, Once actuated, this switch must be

tape

manually

Safety-Operated

reset.

power

opens,

tape

disconnecting

or PPT drive

breaks.

rod from

Switch is operated by

releasing

speeds sufficiently into contact

with

carrier

if car over.

to bring safety guide

Compensation Sheave Switch disconnecting

power,

jaws

rails.

•

opens,

if compensating

rope breaks.

Cam.

Motion

mo~es

the switch

of cam along a roller arm.

Gate Switch

closes when

approximately

one half

closed. before

Release of Tripper

Closing

car door inch from

of this switch

is fully

is required

car can start.

Switch

Par:s essential to switch reset are shown in Figure 8.2.6a, which shows the switch in its tripped position. To reset, refer to Figure 8.2.6b and perform the following procedure:

8.2.6

1)

Push up on mechanism

that activated

switch.

2)

Push tripper until seat is aligned with latch pin on switch arm.

3)

Release and turn the switch arm so that the pin engages the tri pper seat.

• MM.140

Stopping & Limit Switches

• SWITCH ARM TRIPPER LATCH

PIN

TRIPPER

Figure 8.2-6a.

Tripped Position

Figure 8.2-6b.

SEAT

Reset Position

Maintenance

•

Carefully check alignment of rubber roller with cam. Side or diagonal travel of roller wears the rubber tires. Switch arms that are self-centering should have only enough spring pressureto bring them back to normal position. Heavy spring pressurewill compress the rubber tire unnecessarilywhen it strikes and rides on the cam, an action that tends to break down the adhesion that bonds the tire to the rim. Keep the surface of the cams clean and free of any lubricant or any gummy or sticky substance.

• MM-140

8.2-7

•

OTIS

8.3 Traveling Cable

One or more multi-wire electrical cables connect the car to the machine room. The first part of the cable run is from a junction box at the bottom of the car to a junction box on the wall approximately half way up the hoistway. These cables move with the car and hence are called the "traveling cables." The remaining part of the run, from the hoistway junction box to the machine room, is made in rigid conduit or in metal troughs. Maintenance

If sections of the traveling cable become worn or chafed, due to rubbing on rough spots on the wall or rubbing on the car or beams, the cable loop may have to be adjusted, the rough wall smoothed, or beam pads installed .

•

The cables should be suspended at a point above the center of travel and hung on a hanger under the car. The loop should be of just the right width so that the portion of the loop suspended from the center junction box will hang clear of both wall and car. Further, there should be no obstructions that will damage the cable, nor should the cable swing against the rails. There must be sufficient space so that the cables will not be crushed as the car passes. The chafed spots on the cable should be taped carefully. If a cable is accidentally torn off, it may be spliced if the splice does not become part of the loop. When all spares in the cable have been used and a cable wire is broken, the broken wire should be locateq and spliced if the cable is otherwise in good condition. The splice should not be soldered because of the stiffness this imparts to the splice joint .

•

MM.141

8.3.1

•

OTIS

8.4 Governor and Safety

The elevator safety system (Figure 8.4-1) consists of the governor and the safety.

o

o

The governor is a mechanical device that measures car speed, opens electrical contacts in the safety chain when the car overspeeds in either direction, and trips the safety if the overspeeding increases when traveling in the down direction.

1/2 INCH GOVERNOR ROPE

When tripped, the safety mechanism grips the car guide rail, bringing the car to a stop with a deceleration well within human tolerance.

•

CROSSHEAD

FASTEN TO TRIPPING LEVER

/

\, \ .~~ .. .. "'-

'/"

WIRE ROPE CLAMPS

.~

PLATFORM

• MM.142

SAFETY

Figure 8,4-1.

Elevator

Safety System

TENSION SHEAVE

8.4-'

Governor & Safety

•

All roped passenger elevators are equipped with safety mechanisms (car safeties). In addition, counterweights located over occupied areas are also equipped with safety mechanisms (counterweight safeties). Both safeties work on the same principle. For simplicity, only the car safety system is described. In a typical arrangement of an elevator safety system (Figure 8.4-1), the governor rope makes a complete loop around the governor sheave in the machine room and the tension sheave in the pit. One end of the governor rope is fastened to the releasing carrier of the safety on the carframe plank beam, the other end is clamped at the governor rope hitch on the crosshead. Since the rope is connected to, and travels with the car, the governor sheave will rotate at a speed directly proportional to the car speed. Type 7063 Governor The type 7063 governor (Figure 8.4-2) is installed on elevators operating at speeds higher than 150 feet per minute .. As shown in the chart, the 7063 governor is equipped with any one of three sheaves, depending 0'; the speed of the car.

Figure 8.4.2.

7063 Type

8.4.2

Max. Rise

Type 7063 Governor

Ca, Speeds (FPM)

Sheave Size

Rope Dia.

A

700 Ft

150-350

12 In.

3/8 In.

E

1,000

350-1200

16

1/2

F

Above 1,000

1200-1800

24

1/2

• MM.142

Governor & Safety

•

OVERSPEED SWITCH

SHEAVE

TYPE 7063B TRIPPING ASSEMBLY LATCH

FLYWEIGHTS

• ROPE_

STATIONARY JAW

Figure 8.4.3.

Type 70638

Trip Assembly

All governors in this series are used with flexible guide clamp car safeties.

• MM.142

Figure 8.4.3 illustrates the type 70638 tripping assembly that is standard with the low-speed 7063A governor. When the car overspeeds, the flyweights, driven outward by centrifugal force, trip an overspeed switch that cuts off power and sets the brake. If car speed continues to increase, the further outward motion of the flyweights trips the latching device which then releases a swinging jaw. 8.4-3

Governor & Safety

•

OVERSPEED SPRING

SWITCH

FRAME

CAM SURFACE CAM SURFACE

TRIPPER (OVERSPEED SWITCH)

TR IPPER (MOVABLE

JAW LATCH

MOUNTING SLOT

•

JAW) Figure 8.4-4.

Type 70638

Details

Figure 8.4.4 shows a more detailed view of the 7063B tripper assembly. It has two tripper arms. The inner and longer tripper is struck first by the flyweight lug as the car begins to overspeed. The rotation of this tripper actuates a pushbutton switch module that opens the safety chain. If the car continues to gain speed, the flyweights will move out further and the second or outer tripper will be engaged by a flyweight lug. The latch holding the movable jaw swings out of the way as the tripper cam rotates. Higher-speed governors such as the 7063F, use the type 706~BB tripper assembly (see Figure 8.4-5). A rod attached to one of the flyweights moves out of the sheave hub as the governor comes up to speed. This outward movement of the rod is translated into a horizontal movement of a plunger inside the sheave shaft.

•

When the car overspeeds, the end of the plunger actuates speed contacts (in a type 7063J switch box) and the tripper, through a bellcrank and connecting link. 8.4.4

MM.142

Governor & Safety

• ROD BELL CRANK CONNECTING LINK

TYPE 7063Y TRIPPER

PLUNGER

7063J GOVERNOR SWITCH

• Figure 8.4-5.

• MM.142

Type 706388

Trip Assembly

Figure 8.4-6 illustrates the basic speed-sensing mechanism of the 7063F governor. As the car comes up to speed, the rod attached to the flyweight is pulled out of the sheave hub. The other end of the rod is attached to a bellcrank that moves the plunger inside the sheave shaft a distance proportional to the movement of the rod and flyweight and, therefore, to the car speed. The end of the plunger is connected to a second bellcrank that actuates the tripper assembly. If the car begins to overspeed, the plunger will have moved far enough for its shoulder to rotate the bellcrank. The connecting link is pulled towards the sheave, causing the tripping lever to rotate. The direction of rotation will depend on the arrangement used, but in either case, the resulting motion of the cam will actuate the overspeed switch. Further overspeeding causes the latching lever to swing out of the way and release the movable jaw. 8.4-5

Governor

& Safety

•

PLUNGER -FLYWEIGHT BELL CRANK

ROD

CONNECTING LINK BELL CRANK

LEVER

TRIPPER

ARM

OVERSPEED SWITCH

•

CAM LATCHING LEVER

Figure 8.4-6.

Speed-Sensing Mechanism

"

As the bellcrank pulls the connecting link towards the sheave, the lever will rotate on its stationary pivot pin. This forces the spring-loaded cam to open the pushbutton overspeed switch contacts. Further overspeeding causes the lever to make contact with the tripper arm which, in turn, will cause the latching lever to swing aside and release the movable jaws.

8.4.6

• MM.142

Governor

•

OVERSPEED SWITCH ROPE GRIP TRIPPE R

& Safety

TYPE 7063B TRIPPING ASSEMBLY

ARM

LATCH

• FLYWEIGHT LUGS

Figure 8.4.7.

Governor

Checkpoints

When required, the 16. and 24.inch (types 7063E arid 7063F) governors may be fitted with a switch providing contacts for field control and potential switch slowdown operation. Adjustments

• MM.142

Read and observe the following precautions before doing any work on the elevator safety system. Governor tests must be made by competent elevator personnel familiar with elevator safety practices. 8.4.7

Governor

& Safety

Elevator must be removed from normal passenger service during the checks and adjustments described below.

•

The Type 7063A governor (with 12-inch sheave) is tested as follows: 1)

Manually operate the overspeed switch tripper arm (Figure 8.4-7) and check that the switch is actuated. Then operate the rope-grip tripper arm and check that the movable jaw is released. Run the car at contract speed and check that there is no contact between the flyweight lugs and the tripper arms.

2)

Remove governor rope. Governor will be driven in the next test by a 1/2-inch electric drill with a rheostat-controlled ac supply. Fit a 3-inch sheave into the drill chuck. Wrap a 6-foot rubber-link V-belt around the governor sheave groove and the 3-inch sheave.

3)

Measure governor speed using a tachometer fitted with a 6-inch drive wheel (Figure 8.4-8) held against the sheave' rim.

HAND TACHOMETER

Figure 8.4-8.

8.4.8

Tachometer

4)

Overspeed the governor and check that both the overspeed switch and the rope grip trip within j: 5 fpm of the test speeds marked on the data plate.

5)

If trip speeds are off, first free up the governor mechanism by cleaning and lubricating the parts, then retest.

• MM.142

•

Governor & Safety

6)

l.

If trip speeds are still off, governor requires readjustment. If familiar with setting governors, add or remove washers to adjust tension on flyweight spring. If unfamiliar with governor adjustment, please have this procedure performed by Otis Elevator Company. Under no circumstances should inexperienced personnel attempt to adjust any element of the elevator safety system .

• BREAKING

OLT, WASHER (ALSO ATIACHES SPACER AND BEARING COVER)

Figure 8.4-9.

• MM.142

BREAKING

Governor Switch Contacts

The Type 7063£ and F Governors 16- and 24inch sheaves) are tested as follows: 1)

Run the car at contract speed and check that the contacts of the 7063J switch (Figure 8.4-9) open and close at the proper speeds. If uncertain as to correct speeds, contact your local Otis office for assistance. 8.4-9

Governor & Safety

Measure speed using a tachometer fitted with a 6-inch drive wheel (Figure 8.4-8) held against the sheave rim. 2)

Check also that the overspeed switch and the rope grip do not trip during a run at contract speed.

3)

If necessary, adjust actuating speed of the switch box contacts by increasing or decreasing the length of the rod attached to the flyweight. (See Figure 8.4-10.) This, in turn, adjusts the length of travel of the plunger.

-SWITCH IS ADJUSTED BY REMOVING BALL

TRiPPER

JOINT FROM WEIGHT AND ROTATING ROD

is MADE BY REMOVING BALL JOINT FROM TRIPPER AND ROTATING

ADJUSTMENT

CONNECTING

Figure 8.4-10.

8.4.10

Governor Adjustmeys

4)

Short out the overspeed switch contacts and block the movable jaw so that it can release, but will not actually engage the governor rope. Overspeed the car and note speed at which tripper operates.

5)

If trip speed is off, first free up the governor mechanism by cleaning and lubricating the parts, then retest.

6)

•

LINK

If familiar with governor adjustment, correct the tripping speed by lengthening or shortening the connecting link. (See Figure 8.4-10.) If unfamiliar with governor adjustment, please have this procedure performed by Otis Elevator Company.

r

•

MM-142

Governor & Safety

•

LEVER

(LINK

TRIPPER ARM (MOVABLE JAW ACTUATOR)

MAY

BE

MOUNTED IN EITHER HOLE)

CAM

lOVER.

SPEED SWITCH ACTUATOR)

OVERSPEED SWITCH

ADJUSTING SCREW

MOUNTING HOLE

FRAME

•

Figure 8.4.11.

"Y"

Tripper Adjustment

Screw

Under no circumstances should inexperienced personnel attempt to adjust any element of the elevator safety system. 7)

After the tripping speed has been set by adjusting the length of the link, set the ropegripping mechanism for a higher' tripping speed by turning the adjusting screw on the tripper. (See Figure 8.4-11.)

Flexible Guide Clamp Safety

• MM.142

The car safety (Figure 8.4.12) consists of two safety clamps (one per guide rail) bolted to the bottom member of the elevator carframe and connected by a system of rods and Iinkages to the governor rope. Each safety clamp has two steel jaws to grip the guide rail and a heavy spring to regulate the pressure exerted by the jaws . When the elevator car is traveling at normal speed, the jaws remain in the "ready" position where they do not touch the rails. If the elevator overspeeds in the down direction, the 8.4."

Governor & Safetv

• SAFETY

RODS

SAFETY

DRAG ON SAFETY CABLE (SHOWN ABOVE) PULLS UP RODS. , •. , . . , "WHICH YANK UP BRAKE WEDGES, , , , , ,

. , . ,PINCHING AND

BRINGING

GUIDE

RAIL

CAR TO A HALT

•

SPRING. LOADED WEDGES

8.4.12

Figure 8.4.12.

Flexible Guide Clamp Safety MM.142

Governor

& Safety

governor trips, exerting an upward pull on the lift rods. The lift rods in turn "set" both safety clamps on the 'elevator car and bring the wedgeshaped safety jaws in contact with the guide rails. Further motion of the car causes these movable jaws to wedge themselves between the rail and the arms of the clamps until sufficient clamping force is exerted by the heavy safety springs to bring the car to a smooth stop. Adjustments

Inspect, clean, and of both safety and rails must be clean lift rods and check freely and smoothly.

lubricate all working parts releasing carrier. The guide and dry. Manually operate the that the safety clamps operate

Running clearances between each safety jaw and the rail should be the same on both sides. Adjust roller guides if necessary. The top of each lift rod is connected to the lift arm by two polyurethane bumpers with cup washers at top and bottom and two nuts. Adjust the nuts so that the bottom of the safety jaw is slightly higher (by approximately 1/8 inch) than the cage portion of the clamp assembly.

• Safety Tests

Safeties are tested at annual and five-year intervals per procedures given in American National Standards Institute (ANSI) specification A 17 .2, "Practice for the Inspection of Elevators, Escalators and Moving Walks." Releasing Safety

Perform the following preliminary before raising the car:

• MM-142

procedures

1)

Open the main-line switch.

2)

Take neighboring cars out of service if ropes and cables from this elevator interfere with adjacent hoistways.

3)

Re-establish the normal shunt field circuits .

4)

Re-establish the action of the governor slowdown switch.

8.4-13

Governor

& Safety

5)

Examine drive, secondary, and deflector sheaves to ascertain that the hoist ropes are in their proper grooves.

6)

Inspect traveling cables, hoist ropes, compensating rope or chain, and sheaves for damage.

Raise a relav-controlled

elevator off the safety as follows:

7)

Put in the main-line switch and by manual operation of the controller switches, ease the car upward until the safeties are clear and roller or wedge mechanisms are down in the normal running position.

8)

Reset the governor jaws and the governor switches.

9)

Snap the releasing carrier mechanism into running position.

10)

Elevonic elevator

Jump out safety-operated switch. car and hoistway door interlocks Use auxiliary controller to move the safeties are clear and wedge are down in the normal running

8) Reset the switches.

governor

Reset safety-operated

Make sure are closed. car up until mechanisms position.

jaws and the

9) Snap the releasing carrier into running position. 10)

governor

mechanism

switch

and

Inspect car as follows before returning

8.4-14

back

Check the safety-operated switches to see that they functioned and reset them.'

Raise the microprocessor-based off the safety as follows: 7)

•

back

remove jumper. it to service:

11)

If any hoist or compensating ropes jumped their grooves, they must be replaced before moving the car any further than absolutely necessary.

12)

Make a round trip at slow speed and inspect to see that everything is intact ..

13)

Examine the governor rope where it was clamped by the governor and ascertain if the deformation is objectionable.

• MM-142

•

• .

•

•

OTIS

8.5 Buffer

The pit-mounted buffer is designed to bring an elevator car or counterweight to a cushioned stop if it overtravels the landing at the lower terminal. The buffer is built to absorb the impact of a fully loaded car descending at full rated speed. Note that the function of the buffer is to protect the passengeragainst some malfunction of the control mechanism which allows the car to descend beyond its normal limit of travel. The buffer is not designed to stop a freely falling car; this function is performed by the elevator safety mechanism.

•

Buffers are installed on all power elevators, electric or hydraulic. If rated speed is 200 fpm or less, a simple spring buffer may be used. For higher speeds, oil buffers are required. Spring Buffers The spring buffer is basically just a large, heavy-duty coil spring, welded to a base plate, which in turn is used for mounting the buffer in the pit. Spring buffers are rated according to the load to be stopped. With large cars or heavy loads, several spring buffers may be used, each rated to carry an equal portion of the total load. No maintenance is required, except for normal cleaning and inspection. Type 6136R Oil Buffers An oil buffer (Figure 8.5-1) consists basically of a spring-loaded plunger and an oil-filled cylinder. Operation of an oil buffer is described below.

• MM-143

o

If the descending elevator car overtravels the lower landing, a heavy steel plate under the car frame strikes the rubber contact block on the top of a steel plunger. This rubber block absorbs the first shock of contact .

o

Further descent of the car drives the steel plunger into the oil-filled inner cylinder of the 8.5-1

Buffer

•

buffer. This forces the oil through the escape holes in the side of the cylinder, and produces sufficient oil pressure to retard the descent of the car and bring it to a smooth stop. o

When the car is lifted from the buffer, a compression spring returns the plunger to its normal position at the top of the cylinder. This permits the oil to flow from the reservoir back through the escape holes into the inner cylinder and the buffer is again ready to function. RUBBER CONTACT BLOCK

STEEL PLUNGER

SPRING

OIL

•

LEVEL

INDICATOR

SPRING OIL RESERVOIR OIL DRAIN PLUG

Figure 8.5-1.

Type 6136R Oil Buffer

If the buffer in a traction elevator should fail to spring-return, a switch operated by the depressed plunger either prevents further motion or allows motion but at low speed only. The buffer stroke (distance plunger can be depressed) depends upon the load and speed. It is figured to stop the car or counterweight from governor tripping speed at any retardation of gravity. Where a full-stroke car or counterweight buffer cannot be provided because of space and speed conditions, a shorter stroke buffer can be used, but the speed at which the car or counterweight strikes the buffer is limited to the value for which the reduced-stroke buffer is rated. 8.5-2

• MM-143

Buffer

•

Car or counterweight speed is reduced by the potential switch slowdown (PSS) circuit. In this circuit, a limit switch is installed in the hoistway at a position above the buffer. When .the car passesthe switch, the switch contacts are opened, slowing down the elevator to a speed safe for the buffer stroke. For a reducedstroke car buffer, PSS is furnished at the lower terminal. When a reduced-stroke counterweight buffer is used, PSS is arranged at the upper terminal. Restoring Service after Buffer Compression

For the car to have contacted the buffer, it must have gone beyond the final limit of travel, and have opened the final limit switch in so doing. This limit switch must be jumped out in the machine room in order to move the car off the buffer. In Elevonic installations, where a buffer switch (BFS) is provided, this switch must also be jumped to move the car. If the plunger fails to spring return after the car or counterweight is lifted from the buffer, service cannot be restored until the buffer is thoroughly examined to determine the cause. This usually requires disassembly of the buffer. The buffer contains heavy-duty springs under compression. If unfamiliar with buffer disassembly, please have this procedure performed by Otis Elevator Company.

• Maintenance'

There are no adjustments to be made on the buffer. Check the oil level every three months through either the sight gage or the dip stick. Refill to required level with Otis approved buffer oil. If pit has been flooded, empty reservoir by opening drain plug at bottom. Examine fluid that leaves reservoir. If It contains .sediment or mud, buffer must be disassembledand cleaned before being refilled. Buffer contains heavy-duty springs under compression. If unfamiliar with buffer disassembly, please have this procedure performed by Otis Elevator Company.

After buffer has been drained, and if necessary cleaned internally, refill reservoir to required level with Otis approved buffer oil. Be sure all external parts of buffer are dried to retard rusting after the flood.

• MM-143

8.5-3

•

Type R06136 "HP" Oil Buffer The "HP" oil buffer (Figure 8.5-2) performs the same functions as the Type 6136, but is of simpler construction and designed for lighter-duty applications. Maintenance

There are no adjustments and no replaceable parts on this buffer. Check the fluid level every three months through the oil port. Refill to required level with Otis approved buffer oil. Th is buffer is of sealed construction so that flooding of the pit should not present any problems unless the water reaches the level where the plunger enters the reservoir, and unless the buffer has been compressed at the time. If this combination of circumstances occurs:

"

1)

Drain pit, raise elevator.

2),

Pump out buffer oil through oil port. Examine oil. If it contains sediment, try flushing out reservoir with water until sediment is washedout.

3)

Refill reservoir to required level with Otis approved buffer oil.

4)

Hose down and dry off exterior.

•

PLUNGER

__

RESERVOIR

8.5.4

OIL PORT

•

Figure 8.5.2.

SPRING

"HP"

•

Oil Buffer

MM.143

OTIS

I. 8.6

I

Ropes

i

Maintenance

The following fundamental safeguards should materially aid in prolonging the useful life of wire ropes.

Lubrication:

Lubrication of ropes (see lubrication section) effectively preserves the pliability of the rope, minimizes friction between wires and strands during normal operation, and retards corrosion.

Sheave Grooves:

It is important that ropes have proper and equal bearing in the grooves of the sheaves over which they pass. When wire ropes have been in use for a long while, the grooves may be worn or corrugated and the sheave may be out-of-round. A new rope operating in a worn sheave groove is subjected to considerable abuse and needless wear. Differences in the relative depth of grooves will result in unequal rope travel and unbalanced rope tension. Examine sheave grooves periodically for unusual wear and, if necessary, check groove sizes and depths.

•

A sheave out-of-round throws a "whip" into the rope and causes wire fatigue at the point of hitch. If this condition exists the sheave should be regrooved or replaced. A corrugated sheave should also be regrooved or replaced. Misalignment of the sheaves and hitches may cause wear on one side of the sheave grooves. Careful examination should disclose whether this is\ contributing to the wear of the sheaves or the ropes.

•

It is possible that the hitch on the top of the car may have shifted, causing a side pull on the ropes in their relation to the alignment of the sheaves. Check also the alignment of the counterweight ropes.

MM-'44

8.6-'

Ropes

•

Tension (Equalization): Wire rope tension should be checked at frequent intervals during the life of the ropes. and adjustments made, as necessary, to equalize the set. Unbalanced tension will result in unequal rope and sheave wear. Ropes should never be twisted when making adjustments as this disturbs the natural lay of the ropes. Rope Replacement

Ropes require replacement when rusted and broken strands can be seen on the exterior. All ropes on a particular car should be replaced at the same time, even if only one shows excessive wear. If unfamiliar with the procedure for replacing ropes, please have this procedure performed by Otis Elevator Company.

•

• 8.6-2

MM-144

•

•

•

C-609L

•

RESISTANCE

TUBES AND GRIDS,

RESISTORS, RHEOSTATS AND POTENTIOMETERS

• PARTS LEAFLET C-609L JULY I,

OTIS

•

OFFICES

ELEVATOR IN ALL OF THE

THIS

LEAFLET

1967

•

CONTAINS THE DATA FORMERLY

COMPANY PRINCIPAL

CITIES

WORLD

IN LEAFLET

C-GOSAND SUPERSEDES

THE LATTER

2

•

.-. FIG. 2

FIG. 5

Lava

RESISTANCE J

Fig.

Part LAvA

-Number Glozed

TUBES Glazed

Fig.

232AA RESISTUR - FIG. 3 700 WATTS. CONTINUUUS

2

Rrm~e. In 0 ms

Without

232EI21 232E122 232 EI23 .232E124 232E125

128559 126544 127 402 127403 127404 127 405 127406 127784 127718 127 7 36 1277 45 127 407 126547 127030

232EI26 126549 232EI27 127 408 232EI28 127746 232EI29 232EI30 232EI31 232EI32 232EI33 232EI34 232EI35 232EI36 232EI37 232EI38 232t: 139 232Et 40 232E141 232E142 232E143 232EI44

128515

129722

. 15 .3 .4 .6 .9 1.2 J .7 3.5 5 7 10 15 20 22 25 30 31 40 45 50 62 75 90 100 125 150 1'j 5 2G0 250 300 350 400 500 600 750 1,000 I, 500 2.000 2,500

The ohmic resistance of each stamped on the end, on one of the bcmds or on the

side. in the case of the resistor. Lava tubes are oh'oys furnished witli three terminal bands. as illustrated. Pot tern Numbers are cast on all cast iron grids, so that from the pattern numbers, corresponding part numbers can be obtained.

Adjustoble CI amp 232MI 232M2 232M3 232M4 232M5 232AA6 232M7 232AA8 232M9

30

232BI 232B2 232B3 232B4 232B5 232B6 2321J7 232B8 232B9 232BI0 2321JII 2321J12 232BI3 232B!4 232BI5 232BI6 232BI7 232BJ8 232BI9 2321J20 232B21

No. One

AdjulltobJe

CI nmp 232M30 232M31 232AA32 232AA33 232M34 232AA35 232AA36 232M 37 232M38

Resistance Wi th Two

Adjustable Clamps

232M40 232M41 232M42 232M43 232M44 232M45 232M46 232AA47 232M48

R£SISTOR • FIG. 4 WATTS MAXIMUM CAPACITY

ADJUSTABl E Range,

Po rt Number

Port With

In Ohms 5 7.5 10 15 20 25 50 75 100 150 200 250 300 400 500 750 800 1,000 1,250 1,500 2,000

In I. 32 I. 65 2.08 2.61 3.82 4.93 6. 12 9.28 14.1

RESISTANCE fi9.

NON. ADJUSTABL

Part Number

Ra ngc.

232BA22 232BA23 232BA24 232IJA25 232BA26 232BA27 232BA28 232BA29 232BA30 232BA31 232IJA32 232BA33 232BA34 23211.A35 232BA36 232BA37 232B,\38 232B,\39

2.250 2,500 3,000 3,500 4,000 4,500 5,000 6,000 7,000 7,500 8,000 9,000 10,000 12,000 15,000 20,000 25,000 30,000

E

In Ohms

•

Ohms

GRIDS 5

PaT t ~r

Pattern

t 2526 12519 12506 12507 12527 12528 12523 12522 12521 12524 12525 12518 12517 12516 12512 125 II 12510 125 13 12514 12509 12508 12505 12515 12504 12529 12091 12092 1250 I

A1600 Al 614 AI662 A19 23 A3285 A3286 A3287 A3288 A3289 A3290 A3291 A329 2 A329 3 A3294 A3295 A3296 A3297 A3298 A3299 A3300 A3301 A3302 A3371 A3372 A3384 6. CR- 1 6 -CII- 2 27-CR- I

NumP..u..

•

" ..'.' ...

3

•

------':lIIl!I.--

_

~~.~

===~==ellD:Iii'i,-----112:'MAXI----'3Z .

MAX.

FIG. 7

FIG.6

232f .RESISTOR - fIG 6 1/2 WATT MAXIMUM CAPACITY Part

No.

•

•

Hesistance In Ohms

18 232f44 232f20 39 232f45 100 232f6 220 232f46 270 232F7 330 232F49 330 232fl8 470 232f38 510 232F27 1,000 232F5 2,200 232f29 2,200 232f4 3,900 232f39 4,700 232f11 5,600 232F40 10,000 232fl5 12,000 232fl6 15,000 232f41 15,000 232f42 20,000 232f47 22,000 232f48 27,000 232f3 47,000 232f28 51,000 232f43 56,000 232F32. 68,000 232f22 100,000 232F8 120,000 232f30 150,000 232fl0 220,000 232f33 390,000 232f9 470,000 232f23 510,000 232~-34 680,000 232f35 750,000 232f36 820,000 232f24 1,000,000 232fl2 1,500,000 232f37 1,500,000 232fl7 1,800,000 232f21 2,400,000 232f25 2,700,000 232fl9 3,600,000 232f26 3,900,000 232f31 4,700,000 232f2 6,800,000 232fl4 8,200,000 232fl 10,000,000 232fl3 22,000,000

Color

A

B

Brown Orange Brown

Gray White Black

Red Rcd

Red

Orange Orange Yellow Green Brown

Violet Orange Ora nge Violet Brown Black

Rcd ncd

Rcd Rcd

Orange Yell ow Green Black Brown Brown Brown

Wh i te Violet Blue Brown

Rcd Rcd ncd Yellow Green Green Blue Brown Brown Brown

Rcd Green Green Black

ncd Violet Violet Brown Blue Gray Black

Red Green

ncd

Rcd

Ora'nge Yellow Green Blue Violet Gray Brown Brown Brown Brown

Wh i te Violet Brown Gray Green

Rcd Rcd Orange Orange Yellow Blue Gray Brown

Rcd

Rcd Bla ck Green Green Gray Yellow Violet Blue Wh i te Vi a let Gray

ncd Black Rcd

Code C

Black Black Brown Brown Brown Brown Brown Brown Brown

Red ncd Rcd Rcd Rcd Rcd Orange Orange Orange Orange Orange Orange Orange Orange Orange Orange Orange Yellow Yellow Yellow Yellow Yellow Ye llow Yellow Yellollo' Yellow Yellow Green Green Green Green Green Green Green Green Green Green Green Blue Blue

232G

RESISTOR

-

fIG.

7

1 WAIT MAXIMUM CAPACITY Part No.

0

232GI2 232Gl3 232GI4 232G5 232G8 232G4 232Gll 232G3 232G6 232G2 232GI8 232G9 232G7 232GIO 232GI 232GI5 232GI6 232GI7

Si her 5i lver Si lver Silver Si lver Silver

Gold Si lve r

Gold Gold Si lver

Gold Si lver

Gold Si I ve r

Gold Si lver Si lve r

Resistance In Ohms

2.7 3.9 6.8 560 1.000 1,500 2,700 3,300 8,200 10,000 15,000 18,000 22,000 33,000 39,000 47,000 62,000 68,000

Color

A Red Orange Blue Green Brown Brown

Rcd Orange Gray Brown Brown Brown

B

Code C

Violet White Gray 131 ue

Gold Gold Gold

Black

Rcd ncd ncd Rcd ncd

Brown

Green Violet Orange

ncd Black Grecn Gray

ncd

ned

Orange Orange Yel.low BI ue Blue

Orange Wh i te Violet

Orange Orange Orange Orange Orange Orange Orange Orange Orange

ncd Gray

0 Silver Silver Silver Si Ivcr Si he r Sil vc r

Gold Si Iver Silver Si lve r Silver Si Iv er Silver Si he r Si he r Silver

Gold Silver

Gold Gold Silver Silver Silver

Gold Si her Silver Silver Silver Si lver Silver

Gold Gold Gold

232AW RESISTOR - fIG •. 6A" 1/4 WATT MAXIMUM CAPACITY

Si he r

Gold Silver

Gold

Part

Si he r

No.

Resistance In Ohms

232AWI 232AW2 232AW3 232AW4 232AW5 232AW6 232AW7 232AW8

390 2,000 3,900 10,000 30,000 39,000 75,000 100,000

Gold Si he r

Gold Si lve r

Gold Si !ver Silver

Gold Gold Gold Silver

II;

Similar

to above

Color

A

B

Orange

W h i le Black Whi te HI ack Block Wh i te Green

Rcd Orange Brown Orange Orange Violet Brown illustration

Illock

Code C

0

Rcd

Gold Gold

Bcd

Si he r

Orange Orange Orange Orange Yellow

Gold Gold Gold Gold

Brown

except

Si Ivcr

1/4" long.

4

.... ---- -~~~F====j

RESISTOR. Part

No.

Hesistance In Megohms

186002 186003 186004 186005 IR6006 186007

.I

I 2 3 3.9 5. I

1. R. C.

FIXED.

Color

232T RESIS10R - FIG. 9 2 WATTS MAXIMUM CAP ACI TY Pa rt No.

D

C

IlT.I Brown IlT.A Brown IlT.A Red

Ye,1 low Black HI ack Green

BT-A Ornnge BT-l Orange

Block

BT-A Green

Brown

White

FIG. 9

J

Code

B

Block

~-_.--ollll1E3~-===1 ---11~;rllAXfj

8

FIG.

TYI~

-I

..•

FIG. 8

•

'.---~-1

~

Green Green Green Green

Si J

vc r

Silver Silver

Gold Silver 5i I ve r

2321'13 232T7 232T8 232TJ8 232T6 232TJ 9 232T2 232T20 2321'1I 232T5 232T3 232T21 2 32TJ 4 2321'10 2321'12 232T9 232TJ5 232TJ 232T4 2 32TI 6 2 32T17

Color

Hesistance In Ohms

A

24 68 75 120 470 470 1,000 2,700 3,300 3,600 3,900 4,700 5,100 6,800 10,000 15,000 20,000 22,000 47,000 51,000 75,000

Red Blue Violet Brown Yellow Ye 11 ow

Code

B

C

Yellow Gray

Block

Gold

Blnck Black

Gold

Brown Brown

5i 1 vcr 5i her

Green

Red Violet

D Si lvcr

Violet

Brown

Gold

Brown

Black

Hed

Violet Orange

Hed Hed Hed Red Hed Hed Red Red

Silver Silver Silver

Orange Orange Orange Ye 1101'0'

Blue

White Violet

Green

Brown

Blue Brown Brown

Grn)'

Black Green

Red Red

Black

Yellow

Violet

Red

Green

Bro\/"n

Violet

Green

Orange Orange Orange Orange Orongc Orange Orange

Gold Silver Si her

Gold 5i lver Silver Silver

Gold 5i he r Si he ['

Gold Gold

•

232AT RESISTOR - fIG.~A' 5 WATTS. MAXIMUM CAPACITY Part No.

232BB Part

No.

2321lBI 232BB2 2321J1B 232BB4 .•. Similar

ncsistancc In Ohms

2 10 15 180 to

above

RESISTOR - FIG •. BA •• 2 WATT CAPflCITY Color II

A Red

B.lack

Brown Brown Brown

Blo ck

Code C

Green

Gold llI~ck ilIack

Gray

Brown

illustration

except

D

Gold Gold Gold Gold

9/16" long.

232AT! 232AT2 232AT3 232AT5 232AT4 232AT8 232ATi 232AT9 232AT6 '* Similar ilJus.

Resistance In Ohms 10

15 50 120 250 500 2,000 2,500 4,000 in appearance to above except 15/16" long.

•

l

-- -----

• aJn -

•

----

.

Part Ho.

Resistance In Ohms

232AEI

250

•

In

Ohms

3,000 15,000 25,000

L

232] RESISTOR. FIG, 13 7 WATTS MAXIMUM CAPACITY

Part No.

-

..

5

_._,

I

FIG.

Aes is lance In Ohms

500 1,500 2,000 2,500 10,000

232AN RESISlVR - FIG.12 10 WATTS MAXIMUM CAPACITY Part

No.

232ANI 232AN2 232AN5 232AN4 232AN3

Po rt.

No.

232JJ

._--

~

RC!'listancc

In

Ohms

10 1,000 6,800 10,000 25,000

232AM RESI STOR - FIG, 14 25 WATTS MAXIMUM CAPACITY

No.

-

I

232H RESISTOR - FIG. 11 5 WATTS MAXIMUM CAPACITY

232H3 232Hl 232H2 232H5 232H4

Hesislance

232Af3 232AF2 232An

Part

.- .

--~---- ------_. __ ._---_._~---~

232AF RESISlVR - FIG, 12 10 WATTS MAXIMUM CAPACITY

No.

-- _. __

--_.

FIG. II

232AE RESISTOR - FIG. 10 5 WATTS MAXIMUM CAPACITY

Part

--

~J:M~ 132

FIG. 10

_

-- ---~

y

~~,,~

IL

._-

Bes is lance In Ohms

Resistance ] II

Ohms

3, 150

232MB 232AM3 232AM2

500 1,000 20,000

FIG.

12

_J

14

232Y RESISTOR - FIG,. 14 20 WATTS MAXIMUM CAPACITY Bcsislnnce

Part

No.

Wi th Cent.er Tap

232Y2

232Yi 0 232Yl4 232Y18 232Y20 232Y22 232Y24 232Y25 232Y26 232Y28 232Y31 232Y32 232Y35 232\'36 232Y37 232\'38 232HI 232Y42 232Y43 232Y45 232Y63 232Y47 232Y46 232\'49 232Y64 232Y51 232Y53 232Y52 232Y56 232Y57 232Y58 232Y60 232Y62 232Y44

in

Ohms Without Center Tap

5 50 100 200 250 300 400 400 500 750 800 1,000 1,200 1,500 1,600 2,000 2,400 3,000 3,200 4,000 4,000 4,800 5,000 6,000 7,500 8,000 9,000 10',000 15.000 20,000 25,000 35,000 40,000 40,000

I

6

• FIG. 15

FIG.

VARIABLE

-

RESISTOR

16

FIG. 17

FIG.

FIG.

ptba~e A306Gll illStead of A306G7

2

2 I I 2 2 2

I

I

I 2

I 2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2 2

2

I 1

I I

I I

I I

I I

I I

2

2

2

2

2

3

2 I I I I 2 2 3 3

2 I I 2 2 3

2

I

I

I

2

I

2

2

2

2

I

I

4

4

I

I

•

18

•

I 1

, 0

...-!!!

0,

,

,

Q)

If)

~-128J

0

~129Q

126

~)

125

at \

124

"

"

~~"~

=1

131

130

::

--I

~'

132 ___

•

ROLLER ARMS (WITH ROLLER) - FIG. ~5

The following Holler Arms.(or Strikers) installations are also used for Service

Ref. No.

now used {or new changeovers-when

the 6098E Gate Switches replace other types.

No.

Part No. of Arm

128

288NB2

129

A288LB2

130

288JB2

130

288JB2

Passenger Gatc; Owg. A6098AB With Vertical Sliding Wood Gate, Freight Enclosure: Owg. 6098GB With Vertical Sliding Wire Mesh Gate,

•

288052

Freight Enclosure: Owg. 6098H8 With Vertical Sliding Wood or Wire Mesh

131

288KB2

Gate, Freight Enclosure; Owg 6098BN With Bostwick Manually Operated

131 132

288KB2 288MB3

•• ••

288BF2 288BF4

With Bi-Parting Gate, 5-1 or 5-2 Dumb-

133

288MB4

With Luzy Tong Sliding Freight Gate, Freight Enclosure; Dwg. 6098E8 and

ReI.

Where Used

Cor;Owg.

•

••

6098 AP (Arm 7-3/4'lg.)

(Arm 6" long)

With Lazy Tong Sliding Freight Gate, Freight Enclosure; Dwg. 6098BP,

Similar

5-1/16"

to Ref. 130. except roller on inside • to ReE. 132:

long)

With Single Slide, 2 Speed, Center Open • ing or 2 Speed Center Opening, Type 6970A Operator, Type AU Hangers (Arm 6-3/4"

long)

ADAPTER AND ADAPTER PLATES - FIG. ~5

19.}

No.

Part No.

Type A6098B Limit

Switches

replace

For

Description

•

Similar

to ReE. 133.

other

When

Switch

Repl!Qng, 2-K-2 2-K-I

124 124 125 126

386EKI 38 6EKI 270BI 386DK 1

PI Ate, Adapter PI ate, Adapter Adapter PI ate, Adapter

A6098B5 A6098B7 A6098B3 A6098BI

"A" l-K-2 or

126

3B60KI

PI ate, Adapter

A609RB3

I-K~ 1 or

127 127

270AI 270Al

Adapter Adapter

A6098B3 A609BB7

10"K-I N-I N-2

10-K-2

long)

With 6806 Vertical Lifting Car Gate; Owg. A60980F

Similar

With Single Slide, 2 Speed, Center Opening or 2 Speed Center Opening, Type 6970A Operator, Type AU.Hangers (Arm

Manual} y Operated

Owg. 6098AP(Arm 6-3/8"

(Arm 13-1/2" A287AW2

•

B288KMI

ReI.

6098BG

133

288KMI

With Bostwick Service Sliding Gftte, Freight Enclosure; Dwg. 60980B With Bi.Parting Gate, R-I or R-2 Dumbwoiter

288MB6

•

For use •.hen types.

Cor;

Where Used

Ref

Passenger .Gate: Owg. 609888 Same - for Car Design 14247; .Owg. 6098CB

.oiter

133,

Part No. of Arm

With Bostwick Passenger Sliding Gate, Freight Enclosure; Owg. 6098FB Wit:\ 6378A Safety

133 "

.. FIG,45

19

=0

=

0

0

0

0

=

0

•

=

140

137

FIG.46

FIG.47

•

•

•

•

C.I041

• TYPE (A6261 H) 4-%"

ROLLER GUIDE

M. L. A626I HI AND 2054 D4

PARTS

LEAFLET

APRIL

.~

OTIS OFFICES

1. 1965

ELEVATOR IN ALL OF THE

C-1041

•

COMPANY PRINCIPAL WORLD

CITIES

•

u 5

FIG. I

•

PARTSF'ORTYPEA6261l1ROLLER GUIDES(4-7/8" DIA. ROLLERS) - FIG. 1 M.L. A626lH1 and 2054D4 Ref.

Part

No.

No.

Quan-

1

320BR1

1

2

320BM1

2

3*

335E84

3

4 5 6 7 8 9 10 11 12

Description

. tity

A384LK1 A288W2 A395D2 67E14 A77TN1 172DR3 456C~14 .124CA1 91818

13

90HC4

14 15 16

A471CG1 A477EAl 127VB31

1

2 1 1

3 3 3 1 1 1 1

3 1

Bumper, 2" lang., 1_1/8" wide, 1/4" thick, leather (for Stand) Bumper, 3/4" dia. x 1/4" thick, leather (for A288W2) Bushing, 3/4" LD. x 7/8" 0.0 •., 1_1/8" long Oil-less (for Levers) Guard Lever, with Bump~r and Bushing Lever

PRINTED

'"

U.S.A.

Nut

Pin Ring, Retaining Roller, with Bearing Screw, Spring Adj. Spring, 5/8" O.D., 2-9/16" long, 21 active turns, .075" dia. wire Spring, 21/32" L D., 3" long, 21 active turns, .).62" dill. wire Stand (less Bumper) Stop Washer, Seat, 17/32" L D., 1-1/4" o. D. , 1/16" thick

•

" •.•.

I

C-I094.

•

TYPE 6~BI GOVERNOR

ROPE TIGHTENER.

FIG.N 1

ML 6481Gl

FIG. N 2

ML 6481PI

FIG. N 3

ML 6481 TI

T S LEA

f LET

• PAR

] UN E

•

OTIS

1.

1 9 72

ELEVATOR

OFFICES IN ALL OF THE

C.l 0 9 4

•

COMPANY PRINCIPAL CITIES WORLD

•

6

_____..L.!_ .. ,2 (

•

I, FIG. I

"

PARIS FOR ML 648101 ROPE TIGHTENER FIG. #1

FORM 052lA2, 0523A2

PiP', PARI'

QUAN-

NO. NO. 1 335E22 2 374NRI

TITY

r.ESCRIPl'IOO

2

Bushing

1

Frane

385KH1

2

Guide

82G5

1

Pin

2

Ring

~

172rn6 267J1

1

7

345BT1

Sheave W;Bushing Weigtlt(Quantity Per Contract)

3 4

•

-----+----

TIGHTENEIt

5

•

2 6 10 13

1 14

_________

J....-

_

SECTION A-A 15

FIG. 2 PARIS F'OR I-'L 6481Pl ROPE TIGHTENER, PIG. #2 FORM 0524-1, 0525

•

REF. pART

QUAll-

NO. 1 2 3 4 5 6 7

TITY

;'