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Elevators MRVF Elevators
FS310
1984 Project Number: RLE 711.3
Rasmuson Library
m
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:
•
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.
'. MM.ll!
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:
o
Registration of calls is inhibited and calls already in registration are cancelled.
1.1.1
Emergency
Procedures
0
As authorized
•
by local code authorities:
- Emergency stop switches are overriden. - Car doors are nudged closed. Door re-open ing devices are rendered inoperative.
Phase Two:
0
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.
0
Cars already at the lobby or alternate designated floor remain parked, with doors open.
0
Doors are opened at the exit floor, allowing passengers to exit the elevator.
0
Cars traveling away from the lobhy or alternate .designated floor will reverse and return to the lobby or alternate designated floor, non-stop.
0
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.
0
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.
0
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.
1
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.
o
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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• 1.1-4
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.
o
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:
o
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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.
o
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.
o
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 .
o
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.
o
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.
o
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.
o
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.
• 1.2-4
MM.117
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f'~ I"
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
o
Is the Stop switch in the Run position?
o
Are the key switches
o
Are there obstructions
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Is full power available?
o
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.
•
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 .
• MM.117
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
r
• 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
• MM.121
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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
• " MM.121
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
o
Sense the
o
Initiate deceleration from rated speed when the car is "stopping distance" from the called floor.
o
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
..,, e... • • ••. •
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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
o
is assured
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by the
1
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.
o
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.
•
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.
•
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.
;
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.
•
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.
• 3.'-4
MM-123
Inspection
•
TABLE 3-1.
INSPECTION CHECKLIST SECONDARIES
AND OVERHEAD
Application/Note,
Item, To Be In,peeled Governors
,,
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)
•
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.
........,..
••••
<:60..
.
POTENTIOMETER P2
... ..0 g::~o:r::: II:
C'O
Figure 4. 1-5.
L oadweigh ing Board
Battery Voltage and Current
Building power lights the indicator lamp on the battery charger unit, BCU (Figure 4.1-4) once the wall disconnect switch is closed. When this lamp is on, and the batteries are almost fu lIy charged (ammeter reads less than one ampere, indicating that the rate of charge is tapering off), perform the following procedures: 1)
Place vacuum-tube
2)
Set ADJ VOLTAGE reads 220VAC.
POT screw until meter
3)
Set ADJ CURRENT
POT to mid position.
Perform this procedure have been installed.
voltmeter
across battery
•
pack.
just after new batteries
Loadweighing
The load measuring device is a load cell mounted under a foot of the machine. The cell is connected to a printed-circuit board in a metal box on the machine structure. Connections to the controller from this box provide circuit input voltage and a scaled output to the mother board. The printedcircuit board has two potentiometers, one for offset adjustment at balanced load, and another for gain adjustment at full load.
•
Loadweighing potentiometer P1 should be readjusted after a buffer safety test or a buffer application, or if the loadweighing cell has been changed. Loadweighing potentiometer P2 should be readjusted if the car sags upon brake lift, or if leveling accuracy is poor at heavier loads. 4.1.12
MM.127
.~
Controller
•
1)
Place the positive probe of a digital vacuumtube voltmeter on pin 11 of TB1 (Figure 4.1-5), and the negative probe on pin 12. .
2)
With balanced
3)
With car empty, adjust P2 so that car does not sag on startup.
load in car, adjust P1 for OV.
Scaling Adjustment
This adjustment sets the maximum car speed in both normal and inspection operation. One setting adjusts for both modes of operation.
•
1)
Turn on wall-mounted rlisconnect switch, circuit breaker on battery cabinet, COS switch on controller, and toggle switch on Drive Logic Unit power supply. (See Figure 4.1-4.)
2)
Neon indicator next to COS toggle lights up. Red LED above Drive Logic Unit power supply toggle switch lights up .
3)
Place digital voltmeter between test points SFB and GND on the Frequency and Amplitude Control Board 82110. (See Figure 4.1-6.)
4)
Make a full-speed run and record maximum meter reading. It should be slightly less than 9V (nominally, 8.8V).
5)
Move digital voltmeter leads to test points SR and von Speed Dictation 80ard 8211 E.
6)
Locate scaling potentiometer on Speed Dictation Board 8211E. (See Figure 4.1-6.) The potentiometer is a black, disc-shaped unit, marked "0", "50" and "100" around the edge, with an arrow on the rotating element.
7)
Make a full-speed run and adjust scaling potentiometer so that maximum voltage on digital voltmeter matches reading taken in step 4.
Speed Detector Panel (SOP)
• MM-127
This panel acts as an independent speed detector to satisfy the elevator code requirement that static drive systems be prevented from exceeding 150 fpm with the doors open. It also backs up the normal terminal stopping device, initiating an emergency stop if speed reduction does not occur 4.1-13
Centroller
~ __ ~_~_~
_~
INVERTER CONTROL 82118
SPEED CONTROL 8211C
• SPEED DICTATION 8211 E
FREQ. & AMPL. CONTROL 82110
SCALING POT
.... ..
~
••
POWER ON LIGHT
POWER TOGGLE
• Figure 4.1.6.
Carofile
Test Points and Adjustments
as the car nears a terminal. The panel (labelled "Dual Speed Switch") is mounted to the rear wall of the controller cabinet, as shown in Figure 4.1-4. The speed detector panel receives pu Ises from a sensor mounted on one end of the motor shaft. The sensor, which consists of a 24.tooth gear rotating at motor speed in a magnetic field, generates pulses at a rate proportional to motor rpm. The panel contains two separately adjustable frequency detector circuits, each with its own relay output and indicator lamp. One circuit monitors at low speed for the code requirement (relay K1, red LED), the other monitors at high speed for the slowdown backup (relay K2, green LED). Both relays are energized (and both indicator lamps go on) when input power is applied. 4.1.14
• MM.127
•
Controller
o
Relay K 1 de-energizes and the red LE D goes out at a motor speed of 360 rpm (car speed of approximately 70 fpm). The potentiometer associated with K 1 is factory-set and should
not require re-adjustment. o
Relay K2 de-energizes and the green LE D goes out at a motor speed of 1600 rpm (car speed of approximately 320 fpm). The potentiometer associated with relay K2 may need a slight increase in setting if emergency stops occur while slowing down at a terminal. One eighth
to one quarter turn clockwise should be sufficient. After re-adjustment, check that K2 drops out (and green LED goes out) on a full-speed run; if relay does not drop, a slight counterclockwise adjustment of the potentiometer is required. Phase Sensor Circuit
•
• MM-127
Perform this adjustment if one of the Hall device current sensors has been replaced. Adjustment requires use of an extender board between the Inverter Control Board B211 B and Mother Board 8211 A . (See Figure 4.1-6.) 1)
Turn on wall-mounted disconnect switch, battery cabinet circuit breaker, COS toggle on controller (Figure 4.1-4) and power toggle on Drive Logic Unit (Figure 4.1-4) in that order.
2)
Place digital VTVM between test points IA and GND on Inverter Control Board 8211 B.
3)
Rotate potentiometer reading.
4)
Move positive probe of VTVM to test point
5)
Rotate potentiometer reading.
6)
Move positive probe of VTVM to test point
7)
Rotate potentiometer reading.
8)
Remove VTVM. Turn off Digital Logic Unit power toggle, COS toggle, battery cabinet circuit breaker, and wall disconnect switch in that order.
ZA for OVDC meter
lB.
ZB for OVDC meter
IC.
ZC for OVDC meter
4.1-15
Controller
•
Maintenance Power Su pply Check
1)
Turn on wall disconnect switch.
2)
Turn on battery cabinet circuit breaker.
3)
Turn on COS toggle on controller. Neon lamp adjacent to toggle should light.
4)
Using multi meter, measure the following voltages on the PPS: Measure Between
5V to 5V return 24V to common 48V to common
Read Voltage
4.8V to 5.2VDC 22V to 26VDC 45V to 52VDC
5)
Amber light on 8CU should be lit.
6)
Using multimeter, measure from 32V to 32V return terminals. Meter should read between 30Vj34VDC.
•
Battery Charger Check
Periodically check the condition of the battery pack and the battery charger. This check is particularly important after a new set of batteries has'been installed, and after an undervoltage shut. down has occurred. 1)
With the car standing at the floor, the battery charger voltmeter should read between 205V and 225V (the higher voltage early in the morning), and the ammeter should read between 1 ampere and 2 amperes, depending upon the state of battery charge. (Meter will read less than 1 ampere if batteries are fully charged.)
2)
After approximately 2 hours of intensive service with heavy loads, the battery voltage should decreasesomewhat. However, if the voltage drops below 185V, recheck the setting of the 8attery Charger Unit adjustments. If the voltage remains low, troubleshoot the 8attery Charger Unit and the battery pack.
Fuse Data
t
WARNING: SOME AC VOLTAGES ARE 325 VOLTS. Use care when checking fuse voltages to protect yourself and the equipment. '
4.1.16
Check fuses with voltmeter or ohmmeter as indicated in Table 4.1.1. Refer to Figure 4.1-4 for location of fuses.
MM.127
Controller
•
TABLE
4.'-'.
FUSE DATA Measurement
Data
Circuit
flead Between
Volts
+
Circuit
No.
Rating AmpNolt
PPS
F1C F1C
6A. 250V 6A. 250V
180.270VDC
F1C.2
F1C.4
BCU
F2C F2C
30A,250V 30A,250V
325VAC
F2C.4
F2C.2
8CB
F3C F3C
30A, 250V 30A. 250V
Check
. 2000# , 3000# 2500# , 3500#. 150A, 200A
DPU
FlO F2D
Resistor 80x
F4C F4C
20A Time Delay
BCB
BCB
30A,250V
continuity
and
across fuse with
power off 180.270VDC
FlO.l
F2D.l
180.270VDC
F4C.2
F4C.4
Located in Battery Cabinet Circuit across
Check continuity Breaker. each fuse with power off
•
1l5VAC
F5C-2
F5C.4
2A
ll0VDC
Fl-2
HLl
F2
6A
110VDC
F2.2
HLl
CDC
F3
2A
110VDC
F3.2
HL1
BDC
F4
2A
48VDC
F4-2
I-iL 1
DO
F5
2A
48VDC
F5.2
HL 1
SEL
F6
2A
48VDC
F6-2
HL 1
SON
F7
2A
48VDC
F7.2
HL1
DU?
F8
lA
48VDC
F8-2
HLl
SOP
F9
lA
24VDC
F9.2
HL 1
HPI
FlO
lA
24VDC
Fl0-2
HL1
HR8
Fll
lA
24VDC
F 11.2
HLl
LWB
F12
lA
24VDC
F12.2
HLl
1.5A, 250V 1.5A, 250V 0.5A, 250V
+130V .130V 5V
HPI
F5C
lA,
8
Fl
DMA
PPS
•
BCU
lA,
250V
250V
Check with
Check
with DPS MM.127
4A,32V
Check with
continuity power
off
continuity
power off continuity
power off
4,1'17
Controller
CONTACT
DISCONNECT
\
SWITCH
,.,
1
FROM
•
ON WALL.
MOUNTED
~
COS
r.-:
2
~o--:-G..L.L: 301 _
Q
as
PES
~
~
302
'9'
J ESR 9 ~
HES 7.
POS
r~,
E1S1
lESl
PES 303
'P
21 252 2TB7
30'
E2S1
.,..~ 22
2188
21
/
2TB!,
251
CBT-I
AUNY
C
~~
L-i;YL~...J'---~O~1J.~JY , 250
=
~--'
r:::-:" DLU(USII WRD 9
,
4
r-~I1-----
A'T
GO
9
I
OS
2&3
c 8
D1Z
5
7 ~14
a2Z
I:;:
2S9
I 255
'
A
.--'~ ~;;;
~~~E
1 99 l2TB~ 2T~~ 101
'\" 1 71
,---,
EM STOP I
AUDX
246
103
--.J
•
"R
,
R2 ,'5
ex
104
'06
265
263
TAK2 2~3 GSl
•
~'l I
I
257
I AUOX 9 6 L;.Jl::
8AK2
-~~2
OS
OS
I
266
LGO.
261
71~
Figure 4.1.7.
I
3J ~GOXA
1
MRVF Safety Chain HL1fTBO
Safety Chain
Relays e, ex, and ey are made by the safety chain. (See Figure 4.1-7 and Table 4.1-2.) Note that the path to potential switches e and ex includes three contacts that are unique to the MRVF system.
4.1-18
o
Wrong Rotation contact WRO is closed unless the motor rotates opposite to the dictated direction.
o
The Emergency Stop function is normally kept closed by the Drive Logic Unit. Note that this Emergency Stop function is in addition to the STOP button on the car operating panel and machine room.
• MM.127
Controller'
•
o
The third contact, K2 on the Speed Detector Panel, is closed unless the car fails to slow down near the terminal.
If any of these three contacts shou Id CX will drop, and will stay out until is corrected and service is restored by operating the emergency stop switch, controller cutoff switch, COS, to the and then back to the on position.
open, C and the problem momentarily ES, or the off position,
It may also be necessary to operate the RESET button as explained in the paragraph entitled, "Controller Reset".
TABLE 4.'-2.
•
FUNCTION
NAME
SYMBOL
COS
SAFETY CHAII\I COMPONENTS
Cutoff Toggle Switch on Controller Cabinet
Opens when flipped down during maintenance operations
Contact on Battery Charger Disconnect'
Opens when disconnect on wall is opened
switch
Switch OCS
LaS
if counterweight
Counterweight Governor Switch
Opens
overspeeds
Top Final Limit
Opens
if car approaches
overhead
Opens
if car approaches
buffer
in down direction
Switch L7S
Bottom Final Limit
Switch
pas
Pit Door
PES
Pit Emergency
Switch Stop
•
Exit
Opens when
Emergency
Opens when
to pit is opened Stop
Switch
down
emergency
exit panel
Contact
in" car is opened
SOS
Safety-Operated Switch
Opens when
TES
Top-of-Car Emergency Stop Switch
Opens when Emergency Stop Switch on top of car is toggled down
Emergency
Open~ if Emergency
El S1 E2S1
MM-127
Emergency
door
in pit is toggled
Switch EEC
Opens when
Switches
Stop
safety
jaws clamp
Stop
rail
Switch
car is toggled to Stop position. switches are shorted out during Fireman's Service
in These
4.1-19
Controller
TABLE 4.'-2. SYMBOL
OS
NAME
FUNCTION
Car Governor Switch
Opens if car overspeeds direction
in down
C. CX.
Potential
CY
and Auxiliary
Relays
Drops when safety chain is opened, initiating an emergency stop
RUNY
Run Auxiliary
Relay
Closes when
WRO
Wrong
K2
Terminal Slowdown Relay on Speed
Switch
Rotation
Detector
L4S
L3S
•
SAFETY CHAIN COMPONENTS, CONTD.
Relay
car is stopped
Relay energizes, dropping C and ex relays, if motor rotates in direction opposite from dictated direction Relay drops 320 fpm
if car speed
exceeds
Panel (SOP)
Top Emergency Slow-
Opens when car is 42 inches from
down Limit Switch
upper terminal
Bottom Emergency Slowdown Limit
Opens when car is 42 inches from lower terminal
•
Switch AUO
Access Up or Down Relay
Closes when is operated
TAK
Top Access
Closes when access keyswitch at upper landing is turned to either U or 0 position
BAK
Bottom
OS
Door Interlock
Opens when fully closed
hoistway
door
GS
Gate Switch
Opens when closed
car door
is not fully
OLU
Emergency
Key
Access
Key
Stop
Opens when
4.1-20
Drive
keyswitch
Leveling Permit and Auxiliary
OZ
Door Zone Relays
Closes when of floor
BR
Brake Lift
Permissive
is not
Logic Unit
an emergency
LGO. LGOX
Relays
access
Closes when access keyswitch at lower landing is turned to either U or D position
commands Relay
either
stop
,
Closes when car is between 1/2 inch and 3 inches from floor car is,l within
for brake
3 inches
lift . MM-127
Controller
•
Controller Reset
Internal monitoring circuits will initiate shutdown upon detection of certain abnormal conrlitions. The specific condition causing the shutdown is indicated by the lighting of an LED lamp on the Speed Control Board 8211C. (See Figure 4.1-6.) Restoration of service requires a reset operation, as described below:
•
•
o
Overspeed lamp OS liqhts when shutdown is due to car exceeding the maximum permissible speed in either inspection or normal operation. Restore service by pressing the RESET button on the Speed Control Board, then turning the COS switch off and on.
o
Undervoltage lamp UV lights when shutdown is caused by low battery voltage. The elevator travels non-stop to the main -landing, opens doors to permit passengerexit, then parks. Restore serviLJ by first recharging batteries as follows: 1) Open toggle switch on Drive Logic Unit (cardfile).
MM.127
2)
Turn off COS toggle switch on controller. ,
3)
Open circuit breaker on battery cabinet.
4)
Be sure disconnect switch on wall is closed.
5)
After approximately 1 hour, batteries should have charged to approximately 200V; charging current after an hour should be approximately 4 amperes.
6)
Once batteries have charged to 200V, press RESET button on Speed Control board.
7)
Close circuit breaker on battery cabinet, COS toggle, and power toggle on Drive Logic Unit (cardfile) in that order.
8)
Perform "Battery Charger Check" as previously described in this section. Take elevator out of service if battery voltage drops below 185V .
4.1.21
Controller
If batteries
o
•
fail to charge:
1)
Check fuses F2C, F3C, and those in disconnect switch and battery cabinet circuit breaker.
2)
Check batteries.
3)
Check setting of battery charger controls; check battery charger itself.
If current fault lamp CF is lit, have reset procedure performed by Otis Elevator Company.
•
4.1-22
MM-127
•
•
OTIS
4.2, Position Transducers
Primary Position Transducer (PPT) The Primary Position Transducer (PPT, Figure 4.2:1-) is used in place of the electromechanical selector to give the location of the elevator in the hoistway. TAPE SHEAVE (SPROCKET)
GUARD
PRIMARY POSITION TRANSDUCER
• TOOTHED STEEL TAPE
Figure 4.2.1.
Primary Position Transducer
The PPT is driven mechanically by a perforated selector tape connected to the car, and two tape sheaves..a 20.inch sheave mounted in the machine room, and a second sheave mounted either on the pit floor or off the main rail, dflPending on the rise and speed of the elevator.
• MM.129
The heart of the PPT is an opto'electronic device that can detect down to .025 inch of car movement. A train of pulses from the PPT is fed to the car controller where the pulses are decoded into the exact position of the car in the hoistway.
4.2.1
Position Transducers Maintenance
The PPT is sealed to prevent dust and moisture from contaminating the optical. readers incorporated in the unit. Therefore, the PPT unit requires no internal adjustment or maintenance. Check for the presence of the :!"BVDC power supply voltages at the PPT terminals listed below. If not present at the PPT, trace the power supply voltages back to the car controller terminals, then to the Car Electronic Power Supply (CEPS). If necessary, remove the A1-J2 connector and check voltages directly at CEPS output pins 6, 10 and 14. SIGNAL
TRACING
SIGNAL
RANGE
PPT
A3-TB1 (+) (-)
+BVDC
7.11VOC
P9A P9B
9
CEPS
P'O
" 10
BV Return
-BVDC
-7.3-B.7VDC Pl1A
Pl0
"
PllB
6
Continuity of the wiring between the PPT terminals and the transducer I/O card edge connector should also be verified. SIGNAL TRACING PPT
SIGNAL
4.2-2
•
llDCR
A3-TB1
(+1
I-I
(+1
X
P,
Pl0
rx
P2
Y
(-)
1/0
1
Pl0
35
Pl0
2
Pl0
P
P3
P'O
3
Pl0
36
IV
P'
Pl0
•
Pl0
•
A
os
P,O
5
Pl0
3'
IA
P6
P'O
6
P'O
k
BOO
P7
Pl0.
7
Pl0
32
IB90
PB
P,O
B
Pl0
1
J
P12
Pl0
'2
P'O
29
IJ
P'3
Pl0
13
Pl0
h
K
Pl'
P,O
"
P'O
30
IK
P15
P,O
15
P'O
j
B
P'6
Pl0
16
Pl0
2B
IB
P'7
P'O
17
P'O
,
ABO
P'B
P,O
lB
Pl0
27
IA90
P'9
P'O
19
P'O
•
.
•
• MM-129
..7
"""f,
,.
"~
',.
Position Transducers
•
The steel tape used with the PPT should be kept clean and a light film of oil put on the surface that goes over the sheaves. Tape drive and tension sheavesare carefully aligned to prevent rubbing of the tape. To prevent unnecessarypull on the tape, keep the drive and pit sheavesclean and properly lubricated. Secondary Position Transducer (SPT) Otis Type 7145D The Secondary Position Transducer (SPT, Figure 4.2-2) detects when the car has entered the outer and inner door zone regions around the floor. This door zone information is fed to the car controller as a double-check on whether door operation will be allowed. The SPT consists of four car-mounted inductor-type transducers actuated when a hoistway-mounted vane slides through the "U" of the transducer. Outer Door Zone inductors ODZ1 and ODZ2 (one for each direction of travel) are actuated when a stop is picked up and the car is 12 inches from the floor. Inner Door Zone inductors IOZ1 and IDZ2 (again, one for each direction of travel) are actuated when a stop has been picked up and the car is 18 inches from the floor.
•
NO.1 (IDIZ)
No. 2 (DDIZ)
TRANSDUCER
No.3 (DD2Z)
No. 4 (ID2Z)
Figure 4.2-2.
Secondary Position Transducer
The car is in the outer door zone (12 inches from floor) when both IOZ1 and ODZl (or IDZ2 and ODZ2) are actuated. The car is in the inner door zone when both the IDZ transducers are actuated. Maintenance
• MM-129
The SPT is a sealed unit, requiring no adjustment or maintenance. If the IDZ/ODZ relay is faulty, and the fault is not in the relay itself, check that the SPT is receiving +24VDC, then check all wiring to the
4.2.3
Position Transducers
transducer elements per the straight diagram. If none of the above discloses the location of the fault, test each transducer element separately by moving the car at inspection speed towards the floor and noting whether the output drops to OV at the distance from the floor given in the table below. If a faulty element is discovered, the entire SPT must be replaced as a unit.
DISTANCE TRANSDUCER
FROM
FLOOR
TEST POINT
IDll
K11.13
+18 inches
ODll
Kll.14
+12 inches
OD2l
K11.15
.12 inches
ID2l
K11.16
.18 inches
Hoistway Position Reader Type 7575Y The Type 7575Y Hoistway Position Reader (Figure 4.2-3) uses a 3-inch wide "floating" steel tape which runs the length of the hoistway, and a reader device which rides on the car crosshead.
•
The floating steel tape is hole-punched to accommodate the installation of steel vanes in three colums:
COLUMN
VANE
1
Stop pickup vanes for the down direction of travel
2
Door zone/leveling vanes
3
Stop pickup vanes for the up direction of travel
Intermediate landings contain up and down stop pickup vanes and a door zone/leveling vane. Terminal landings contain only two vanes -- a stop pickup vane and a door zone/leveling vane. The reader device contains front.mounted proximity switches which are actuated by the steel vanes. 4.2.4
• MM-129
Position Transducers
•
,.--------.
I
l
DOWN STOP PICKUP VANE (EXCEPT AT TOP LANDING)
PERFORATED TAPE SUSPENDED IN HOISTWAY
I
UL~
I
US~
G3= DZ
DOOR ZONE/LEVEL VANE
DLIa:'
UP STOP PICKUP VANE -(EXCEPT AT BOnOM LANDING)
ARRANGEMENT OF PROXIMITY SWITCHES IN READER DEVICE (VIEW FROM CAR SIDE)
•
ARRANGEMENT OF VANES PLASTIC GUIDES
POSITION READER DEVICE MOUNTED ON CAR CROSSHEAD
Figure 4.2.3.
• MM-129
Hoistway Position Reader System, Type 7575Y
SWITCH
FUNCTION
OS
Down Stop Pickup
DL
Down Leveling
D1Z/D2Z o,DZ
Door Zone
UL
Up Leveling
US
Up Stop Pickup
--
4.2-5
Position Transducers
• TCO MAGNET
AT
TOP LANDING
ALS MAGNETS, IF SPECIFIED, ARE INSTALLED ON ~ THIS SIDE OF THE FLOATING TAPE.
DOWN ELS STOP PICKUP MAGNETS
TAPE
ELS DOOR ZONE MAGNETS
•
UP ELS STOP PICKUP MAGNETS CAR CROSSHEAD
POSITION READER DEVICE
ALS
Figure 4.2-4.
42-6
Emergency Landing Position Reader System
BCO
.ELS
• MM-129
Position Transducers
•
The switches initiate the stop pickup and door-open operations, and control the final level of the car. The stop pickup switches have an additional function: each time a stop pickup switch operates, it produces a pulse which advances the floor-position stepper switch in the controller.
"
There is the possibilitY that the stepper switch could become misaligned, hence be set for the wrong floor. Therefore, correction pulses are generated by magnetoperated switches TCO and BCO in the position reader device, as they ride over magnets mounted off the floating tape at top and bottom landings. (See Figure 4.2-4). The correction pulses will advance the stepper switch, if necessary, until it is set at the correct floor. The stepper switch that keeps track of car positi on could be misaligned at the time that Special Emergency Service (SES) is required. Therefore, the emergency service landing (ESL) and, if specified, the alternate emergency service landing (ASL), are located by magnet-operated switches (ALS and ELS) that are completely independent of the stepper switch. (See Figure 4.2-4.)
•
Maintenance
For quiet operation, the nylon guides in which the floating tape rides should be periodically sprayed with "Slip-lt" lubricant. The proximitY switches are sealed units, requlrmg no maintenance or adjustment. If a malfunction is suspected in one of these circuits, first check the wiring between switch and controller. If the wiring checks out, then test the proximity switch as follows: The magnet-operated switches (ELS and ALS) are tested with power off. Bring a magnet close to the switch, then check for continuity between terminals (+l and (-). Remove the magnet; an open circuit should exist between (+) and (-). The vane-operated switches are tested with power on. Bring a vane close to the switch, and note that the LED lights on printed-circuit board A8121AR in the hoistway reader unit. If the LED fails to light, check the other switches. If LEOs for those switches also fail to light, check the +24VOC power supply. If LEOs light for the other switches, test the switch originally suspected as follows: .
• MM-129i
,I
4.2.7
Position , Transducers
1)
Measure +24VDC between terminals (+) and (0) of the switch.
2)
Place a steel vane near the proximity switch.
3)
The output should drop to OV.
Magnet.operated switches BCO and TCO are tested the same way, except that the switch is actuated with a magnet rather than a vane. Magnet-Operated Switches Type F0177BP Car-mounted proximity switches, actuated by hoistway-mounted magnets, determine car position, initiate slowdown, and initiate door operation. Maintenance
The proximity switches are sealed, requiring no maintenance or adjustment. Check switch operation with power off. Bring a magnet close to the switch, check for continuity between siNitch terminals (+) and (-). Remove magnet, and note that an. open circuit now exists between the terminals.
•
MAGNET
PROXIMITY
Figure 4.2.5.
4.2.8
SWITCH
Magnet-Operated
Switches,
Type F01778P
• MM.129
•
OTIS
4.3 Controller Relays
!, Reverse.Phase Relay Type 6402F
The reverse-phase "J" relay continuously monitors the three-phase input power lines for the following abnormal conditions:
•
o
Loss of any phase
o
Low voltage on any or all phases
o
Phases reversed from A-B-C sequence
SENSITIVITY ADJUSTMENT
Figure 4.3.1.
Reverse Phase Relay, Type 6402F
This is a plug-in device (see Figure 4.3-') consisting of a solid-state voltage and phase-angle sensing circuit driving an SPDT electromechanical relay. A failure indicator and sensitivity adjustment are provided on the case. There are no replaceable parts.
• MM.l30
If any of the above failure conditions is sensed, the relay is released, initiating elevator shutdown. The failure indicator lights at this time to aid in troubleshooting.
4.3-1
Controller Relays
•
Adjustment
The only adjustment required sensitivity control as follows:
is the setting of the
o
Connect 3-phase power to be monitored to pins 3, 4, and 5. Make sure the A-B-C sequence is followed
o
Turn sensivitity adjustment fully clockwise. Failure indicator should light
o
Turn adjustment slowly counterclockwise until indicator light goes out. This setting shou Id be correct for most installations. If nuisance trips occur, turn adjustment slightly further counterclockwise.
Siemens. Allis Overload Relay The Siemens-Allis overload relay (Figure 4.3-2) ccnsists of three directly heated bimetal elements arranged to operate a single-pole, double-throw form Z isolated contact. With three bimetal elements, the .relay can detect single phase and voltage unbalance conditions in addition to motor overload. . The The are and
•
entire assembly is sealed in a block-type package. bimetal elements are factory-calibrated. There no replaceable parts. The relay has one dial two buttons:
PUSH
CONTACTOR
TO CLOSE
MANUAL
OVERLOAD
MANUAL AUTO RESET SELECTOR
RELAY
OVERLOAD
4.3-2
RESET
•
DIAL
Figure 4.3-2. Siemens-Allis Overload Relay and Conractor
MM-130
)
•
Controller Relays
o
A black dial for setting the tripping current level
o
A red Reset button
o
A blue button for selecting between manual ("hand") and automatic reset
,Adjustment
Set the black trip control dial to the required current level, as shown in the chart below: Motor
Rated
Horse-
Motor
Power
Voltage
Overload Dial Setting
200
50
230'
44
20
•
Motor
Rated
Horse-
Motor
Power
Voltage
Overload Dial Setting
200
59
230
51
25 460
22
460
26
575
18
575
21
Check that the blue button is set to the manual reset. ("H") position. The button will project from the case when properly set. CAUTION:
Never operate the elevator without the overload relay cover in place. The arc chutes, essential to safe operation of the contactor, are part of the cover assembly.
The following procedure, which checks the trip adjustment, need be made only if a new relay has been installed. For this test, motor and equipment should be at room temperature and all equipment in the normal operating position. Doors and gates are to be blocked open (to prevent someone stealing 'the car), and the entrance barricaded.
1) Remove one fuse from the main line switch
• MM-130
2) With a stop-watch ready for timing, manually close and hold in the contactor 3) As soon as the contactor button is pushed home, start the stop watch
4.3-3
Controller Relays
4)
If the overload does not operate within 10 seconds: a) Pull the main line switch
•
b) Wait for overload to cool c) Turn the black dial to a slightly lower setting d) Press red reset button e) 5)
Repeat steps 2 and 3
If overload operates within 5 and 10 seconds: a)
Restore fuse
b) Wait for overload to cool, then press red reset button 6) With the overload relay set between seconds, the elevator should trip the in less than 50 consecutive relevels. pump and motor to stop completely the next relevel.
5 and 10 overload Allow the before starting
General Electric Overload Relay Otis Type 6315Y The 6315Y overload relay (Figure 4.3-3) consists of three heater elements, each connected in series with one phase of the motor input, a bimetallic strip common to all three heater elements, and a normally closed contact. Current through the motor windings causes the heater elements to radiate heat which, under overload or single'phase conditions, is sufficient to bend the bimetallic strip, forcing open the contact, initiating shutdown.
•
The entire assembly is sealed in a block-type package. Factory-calibrated heater elements are the only replaceable parts. The 90-110 button is the only adjustment. Using this button, trip setting can be adjusted between 90 and 1fO percent of the nominal heater trip rating. This button adjusts all three phases. The manual reset button is the only operating control. There is no provision for automatic reset. Field Test
4.3-4
All thermal overloads are tested in the factory for the calculated, single-phase, locked-rotor current corresponding to the motor with which it is to be used.
• MM-l30
Controller Relays
•
HEATER ELEMENTS
90-110 BUTTON
•
Figure 4.3-3.
RESET BUTTON
General Electric Overload Relay, Otis Type 6315Y
A record is made of this test on a label attached to the controller in the immediate vicinity of the overload relays. This label shows the calculated and factory-applied singlephase test current in amps, the wiring diagram symbol for the relay Pl A, the tripping time in seconds and the part number of the heater element used. The following procedure, which checks overload operation under single-phaseconditions, should be made whenever a heating element has been replaced. For this test, motor and equipment should be at room temperature, and all equipment in the normal operating position. Doors and gates are to be blocked open (to prevent someone stealing the car) and the entrance barricaded. CAUTION:
• MM.130
Never perform this procedure on a hydraulic elevator.
1)
Remove one fuse from main line switch
2)
With a stop watch ready for timing, manually close and hold in the motor winding switch
3)
As soon as the motor winding home, start the stop watch
switch is pushed
4.3-5
Controller Relays
4)
The thermal overloads should trip, within 20 to 30 seconds, trip time being dependent upon ambient temperature, etc.
5)
Restore the main line fuse and after the overload has cooled, reset it and cool the motor by running the elevator a few trips from top to bottom of hoistway without intermediate stops.
6)
Remove a second fuse and repeat steps 2 through 5.
7)
Repeat for the third fuse to ensure that no matter which fuse opens, the motor circuit will be interrupted by operation of the overloads
8)
Restore all circuitry to normal
9)
Reset any tripped overloads
•
10) Run the empty elevator for three complete round trips from bottom to top terminal, stopping at each intermediate floor on the down trip but not allowing any door operation.
•
11) The overload should not trip
In step (4), should the overload operate in less time than required, the heater element can be changed to the next higher rated unit. Repeat test. Motor should not be so hot that it cannot be touched by hand. Similarly, if the overload should fail to operate within the required limits, a lower rated unit may be substituted. Whenever overload heater elements are changed, the label on the controller should be modified.
MUST BE INSTALLED IN OVERLOAD RELAY WITH NOTCHES
/
UP
'"
•
232AP RESISTORS (HEATER ELEMENT)
4.3-6
MM-130
•
Controller Relays
Allen-Bradley Type N-301 Overload Relay, Otis Type 63150 The Type N-301 overload relay (Figure 4.3-4) is a magnetically-operated, dashpot-timed, normallyclosed relay. The relay coil is connected in the loop circuit between the generator and motor armatures of a Ward. Leonard installation. The normally closed contact is connected in the safety chain that initiates an emergency stop if any of a variety of actions occurs .
•
• GRADUATIONS OIL PORTS
CORE~
• MM-130
Figure 4.3-4.
Oashpot- Timed Overload Relay
4.3-7
•
Controller Relays
The relay has an adjustable core, the motion of which is retarded by an oil-filled dash pot. o
Aj:ljusting the position of the core up or down lowers or raises, respectively, the minimum current required to trip the. relay.
o
The time required for the relay to trip is determined by two small ports in a piston which rides in the dashpot attached to the core. An adjustable lid controls the passage of oil through these ports, and also serves to relieve the oil seal formed in the chambers under the piston.
o
The piston contains two additional ports, covered by steel balls, which allow it to freely return to its normal position when there is no magnetic pull on the core.
'.
Under overload conditions, the core pops up after approximately l/4-inch of piston travel, striking the tripping plunger. When tripped, the normally closed contact opens, initiating an emergency stop through the safety chain. A manual reset is provided above the core.
•
Adjustment
With a relay controller Ward-Leonard installation, make this adjustment every 5 years when the full.load safety test is made. NOTE:
1)
4.3-8
Elevonic installations require special test equipment for this adjustment. Call Otis Elevator Co., to perform the equivalent of this procedure in conjunction with the five-year, full-load safety test.
Remove dashpot as a unit, by swinging the wire . clamp forward.
2)
Dashpot cover (marked THIS END UP) is removed by pulling on core. Three or four light taps with the piston might be required to loosen cover.
3)
Oil should be clear and should just cover the tips at the bottom of the core. Piston should be clean. If oil is cloudy and/or dashpot is dirty, empty out oil, clean with Otis Cleaning Compound No.2, and refill with Otis Dashpot Oil No. 35. Oil should just cover the tips at the bottom of the core.
4)
Re-install cover, then re-install dashpot onto relay.
5)
Connect ammeter in loop circuit, between generator and hoist-motor armature.
• MM-130
I
•
Control/er Relays
6)
If overload trip current and trip time 'are recorded on a tag attached to the overload relay, proceed to step 11.
7)
Install full load in car.
8)
Send car up, non-stop, from bottom to top landing. Measure and record the running current and brake-to-brake time.
9)
Multiply running current determined in previous step by 1.5. This is the overload trip value.
10)
Add 15 seconds to brake-to-brake time determined in step 8. This is the overload trip time.
11) Prevent brake from lifting. 12) Weaken motor field to standing value.
•
13) With full load in car, complete generator shunt field circuit and cut out sufficient field resistance until ammeter reads the overload trip value current determined in step 9. NOTE:
To maintain constant current, momentarily push in an accelerating switch, until current begins to rise above desired value, then momentarily releaseswitch to cause it to drop. By alternately pushing in and releasing the accelerating switch, an almost constant current can be maintained.
14) The overload current should trip after a delay equal to the overload trip time calculated in step 10. 15) If overload trips too soon, cover oil ports further. If relay trips too late, open oil ports slightly. 16) If adjustment of check ports fails to set relay to proper time, trip current setting must be redone. To do this, empty oil from dashpot, clean and dry, then repeat step 13. Adjust piston (screw down to increase value of current required to trip relay) until relay operates at current calculated in step 9. Add oil to dashpot, re-install.
• \
MM.130
CAUTION: DO NOT LOWER CORE SO THAT SECOND GRADUATION FROM TOP IS BELOW TOP EDGE OF DASHPOT, OR RAISE CORE SO THAT THE LOWEST GRADUATION IS ABOVE TOP EDGE OF DASHPOT.
4.3-9
Controller Relays
Maintenance
Consistent operation of the N-301 depends almost entirely on keeping the dashpot clean. Inspect at 6-month intervals. Change oil if cloudy or dirty. Clean dash pot and piston with Clean ing Compound No.2. Air dry. One more word: when cleaning, be very careful not to disturb piston setting by turning piston on screw. Open-Frame
•
Relays The small, encapsulated or enclosed relays have no replaceable parts and require no maintenance. If one of these relay fails, it should be replaced as a unit. The larger, open-frame relays described in this section have replaceable parts, and require periodic inspection, cleaning and adjustment (see Figure 4.3-5). The principal maintainable parts are described below:
Coils
•
These coils, if kept clean, and protected against mechanical damage and arcing, will give many years of service. Make sure that the coils are firmly supported and that connections are tight. If a coil opens and the broken wire can be located on the outer layers, it may, in an emergency, be spliced carefully or a few of the wires taken off until the wire again becomes continuous. After the terminals have been replaced, the body of the coil should be retaped, corded, and painted with insulating varnish. If the coil is to be replaced, check value stamped on coil to be sure of getting the proper replacement. Coil leads are numbered. The odd numbered lead. is the one that ties into the common equipment ground. The even numbered lead is the positive side of the relay. Contacts
Contact life can be prolonged by tightening all contact holder screws securely. Periodically, check wires and copper braids, particularly where constant movement may cause breakage. Contact leads are numbered - odd numbered leads go to the stationary side of the contact; even numbered leads go to the moveable side of the contacts.
•
Metallic contacts should be replaced only when they become thin and begin to warp. A darkened, irregular contact surface may look bad, but is still capable of providing good service. 4.3-10
MM-130
Controller Relays
•
/ARC
DEFLECTOR
ARC BARRIER
•
Figure 4.3.5.
Typical Heavy.Duty.
Open.Frame Relay
If burning occurs in silver-to-silver contacts, check current and wipe and compression of contacts. Look also for circuit failure that may have caused an increase in contact current. Carbon contacts should be firmly seated in the holder, and the locknut on the stem of the holder tightened securely, but not so tight as to break off the bolt at the base of the holder. Adjust carbon contacts to attain maximum contact spring pressure. All contacts on switch arm should make at the same time. Arc and ElIowout Deflectors
For prompt, safe snuffing of the arc, allow no dirt, copper, or carbon dust to accumulate on the relay. Be sure that blowout is installed so that the arc is blown up, away from the working parts of the relay. Tighten all terminals securely.
• MM-130
Type 6754 and 6830 Switches These switches are furnished with two main making contacts (suffix B) with three main making contacts (suffix A) with two main making and one main breakmake contact (suffix C); or with two main breaking silver-to-silver contacts (suffix D) for series field shunt 4.3-11
Controller Relays
application. The A and B variations are each available in two arrangements, either with carbon stationary contacts or with metallized contacts. If stationary contacts are being replaced, it is important to make certain that the proper one is used since current carrying ability of the carbon contact is less than for the metallized type.
•
Adjustment
The armature adjusting screw should be set to provide a 1/2" gap for all making contacts on the 6754 switch and a 9/16" gap on the 6830 switch. Main making contact compression should be 5/32" for either the 6754 or 6830 switch. The series field variation of either switch should have 1/16" contact gap with the switch energized and 1/16" contact compression with it de-energized. Auxiliary contacts may be furnished for any arrangement of either switch except the series field switch variation (suffix D). Note that the 6810A auxiliary contact assembly has the making member located beneath the breaking member. Arrangement NO.3 of the auxiliary contacts is currently required only with the 6754C switch. Its breaking contact, instead of being rigidly fastened, is backed by a coil spring. It is bent at the time of assembly to provide only 1/16" contact gap with the switch energized, instead of the 1/4" gap used for other auxiliary contact arrangements. This one auxiliary contact is arranged for delayed opening to permit applying it to insert a cooling resistor (1000 ohms minimum) in series with the magnet coil--this is done with the 6754C switch. Auxiliary contact stationary members are stamped with a letter "5" to designate side with silver inlay.
•
Type 6744 and 6520 Switches The 6744 switch resembles the 6520 and both switches are designed primarily for use on starters for M;G:. set driving motors. For this purpose they are furnished with only making main contacts and are either 2 or 3 pole. Intermediate making contacts, between the main contacts, are available if associated circuits require them. For a similar reason auxiliary contacts may be furnished, the 6810A type, arrangement No.2, for the 6744 switch; and the bridging type, as formerly used, for the 6520 switch. Aside from this difference and the difference in size, the only other major variation in switch construction is that the 6744 armature is of the clapper type, whereas the 6520 retains the entering core type of construction.
4.3-12
• MM.130
•
Controller Relays
Both switches are available with silver-to-silver contacts in conjunction with the main carbon-to-copper contacts if the duty requirement is beyond the capacity of the carbon-to-copper contact alone. Where used, the silver contacts provide the load carrying capacity and the copper-to-carbon contacts absorb the arc effects. Adjustment
With the switch de-energized, the armature gap at the top of the core should be 21/32" for the 6744 switch and its copper-to-carbon contact gap should be 3/4". The 6520 main contacts should have a 1-5/16" air gap with switch de-energized and have 7/32" to 9/32" compression when it is energized .
• Figure 4.3-6.
Type A6164BP
• MM.130
Type 6164BP Relay
Switch The basic switch is shown in Figure 4.3-6. Four variations of this switch are available: a general purpose magnet relay, a condenser timed relay, a self-holding relay, and a definite voltage relay. A three-digit arrangement number is used to designate switch type and contacts available. The first digit indicates the type switch as No. 1 through NO.4 in the order listed in the table below. The second digit is the number of making contacts and the third digit the number of breaking contacts. Thus, arrangement No. 341 indicates a self-holding relay with four making contacts and one breaking contact . The self-holding magnet uses a hardened steel is marked with a groove at the armature end it from other arrangements. The self-holding timed arrangements use a kick-off button and coi I spring.
core. It to distinguish and condenseran associated 4.3-13
•
Controller Releys
Winding arrangement of the coils used with these switches is such that, facing the switch, the tag should be to the left. On three lead coils, the starting lead is then the upper right, the finish lead the upper left, and the tap lead, the lower left. On four-lead coils, the finishing leads are to the left, the starting leads to the right. The upper pair of leads are for the inner winding and the lower pair for the outer winding. Adjustment
Setting dimensions are given in the table below:
A6164BP Switch Arrg. No.
Armature Gap
Contact Gap
Core Gap
Function
1
11/64"
5/32".3/16"
.0-
Pull.ln
2
3/16"
5/32".3/16"
.007 .012
Condenser Timed
3
3/16"
5/32".3/16"
.007 •012
Self• Holding
4
Adjust
Adjust
.0-
Definite Voltage
NOTE:
•
Settings for definite voltage relays are dependent on intended operating voltage.
• 4.3.14
MM.130
•
OTIS
4.4 Batteries
The Gel/Cell Battery
The Gel/ Cell Battery is the lead-acid storage battery used in the MRV F elevator system. Sixteen of these batteries, connected in series, are installed in the MRV F battery cabinet. The Gel/Cell differs in two important storage battery in your car: o
The electrolyte is a jelly-like material rather than a liquid. Sealed in a polypropylene case, the gelled electrolyte will not leak or spill, even if the battery is left upside down for extended time periods. The electrolyte does contain su Ifuric acid, however, and must be treated with respect and care. At temperatures above 1400 F, the electrolyte will become liquid and will then be capable of leaking out if the case is cracked or if the battery is upended.
o
The cranking (discharge) current is well below that of the standard automotive battery, and the terminals require special connectors (see Figure 4.4-1). Therefore, this Gel/Cell is not suitable for automotive applications.
• ~._o
respects from the
_
SEALED CAPS
.350" SOUARE CUTOUT
MRVF
"POSITIVE"
"--
@@@@@@ ~
"L" BLADE TERMINALS
POLYPROPY~ CASE
{} +
/'
• MM.t32
Rigure 4,4-1.
Gel/Cell Battery 4.4-1
Batteries
I
•
I
CAUTION
SAFE TEMPERATURE:
10' F TO 140' F
Precautions
Conditions to Avoid: o
Smoking, batteries.
flames, or generation
of sparks near
o
Use of solvent-type
o
Temperatures
o
Breathing of silicon dioxide gel is allowed to dry out).
o
Breathing of fumes from burning battery
o
Any contact with sulfuric acid.
cleaning fluid on battery
case.
above 1440 F or below -76oF.
•
(released if electrolyte
cases.
WARNING WEAR: RUBBER GLOVES SAFETY GOGGLES HAVE AVAILABLE: SODIUM BICARBONATE WATER SOURCE
Personal Protective Equipment: Eye Protection:
Skin/Body Protection: 4.4.2
•
Safety glasses (goggles) with side shields when changing batteries. Rubber gloves and apron when working with sulfuric acid. MM.132
Batteries
•
Respiratory Protection: Not normally necessary, but see above on dangers of breathing fumes from sulfuric acid, burning batteries, or silicon dioxide.
Storage Requirements: Do not stack unless specified. Do not store for more than 24 hours at temperatures above 1400 F or below 100 F (if discharged). High temperatures could cause liquefaction of the gelled electrolyte with subsequent possible spillage or leakage when the battery is operated in other than an upright position. Freezing of the electrolyte in a discharged battery could crack the battery case and give rise to subsequent leakage of acid, and possible dr,ying out of the electrolyte. Silicon dioxide may be released if the electrolyte gel is allowed to dry out. Breathing of the silicon dioxide may result in respiratory irritation.
Spill/Leak Precautions:
•
If electrolyte is released or spilled, flush area with water. If water is not available, use sand or ashes. Neutralize the area of spill with sodium bicarbonate (baking soda) .
Fire/Explosion: If flame is applied, the battery case. may melt and burn. Sulfuric acid is non-flammable, but hydrogen gas, generated when charging, is very explosive. Battery should be charged according to instructions. Do not charge at a higher current or for a longer period of time than is recommended. Never charge if vents in battery cabinet are blocked. Area must be ventilated. Use dry chemical or CO2 to fight fire if acid is present and is near other electrical equipment. Avoid breathing fumes from burning battery cases. They may be toxic.
First Aid After Contact with Sulfuric Acid: Sulfuric acid is capable of burning skin, eyes, and all body tissue on contact. Respi ratory irritation may occur 'from excessive breathing of vapors and mists. Swallowina of sulfuric acid can cause severe injury. First aid must be started in serious injury_
• MM-132
at once, since delay can result
All contaminated clothing must be removed immediately. Flush affected areas of the body with large amounts of water, then neutralize further with a mild alkaline solution (baking soda or sodium bicarbonate). In case of eye contact, wash the eyes with large quantities 4.4-3
Batteries
of running water for 15 minutes. Hold the eyelids apart to make sure the water washes the entire surface of the eyes and lids. Do not use hot water, but warm water is more comfortable than cold. A physician, preferably an eye specialist, should be called immediately. If the physician does not arrive within 15 minutes, washing the eye should be resumed for another 15 minutes.
•
If sulfuric acid is swalloWed, call a physician immediately. Do not induce vomiting. Do not give anything by mouth to an unconscious person. If the person is conscious, have him wash out his mouth with large quantities of water. Then have him drink milk, preferably mixed with egg whites. If milk and egg whites are not available, have him drink as much water as possible.
'I,
I
.
Maintenance
It is not necessary to refresh the electrolyte to these batteries.
or add water
The only preventive maintenance procedure recommended is a periodic check of the battery terminal connections (once during the first three months of operation, then twice a year). WARNING HIGH VOLTAGE (190 to 225 VDC) will be present when all 16 batteries are connected to the circuit breaker box. Use extreme caution to protect yourself from shock, particularly when making the last connection (jumper" A", Figure 4.4-2). Do not connect either end of the battery circuit to ground, H L1, or building steel. For safety's sake, this high voltage is a "floating" (ungrounded) circuit, and should be kept that way.
•
Turn OFF the battery charger disconnect switch and the battery circuit breaker, then remove the positive (+) end of JUMPER A (Figure 4.4-2). Inspect battery terminals for evidence of corrosion. Check that all battery connections are tight. Removing Exhausted Batteries
,"
Battery life is anticipated to be between 3 and 5 years. All batteries are to be replaced at the same time.
•
~...
4.4-4
MM.132
.,
Batteries
• JUMPER "A"
I
'
BLACK CABLE NO. 1740B3
I ,
, /43"
'"
LONG
I'
_
4TH LEVEL
BREAKER
BLACK CABLE NO. 1740B1 14" LONG
3RO LEVEL
•
TO CIRCUIT
BLACK CABLE NO. 1740B2 28" LONG
2ND LEVEL
___
RED CABLE NO. 174084 108" LONG
1ST LEVEL
FRONT OF CABINET
Figure 4.4-2.
Battery Hook-Up With Circuit Breaker on Right-Hand Side
WARNING HIGH VOLTAGE (190 to 225 VDC) will be present when all 16 batteries are connected to the circuit breaker box. Use extreme caution to protect yourself from shock, particularly when making the last connection (jumper "A", Figure 4.4-2). Do not connect either end of the battery circuit to ground, H L1, or building steel. For safety's sake, this high voltage is a "floating" (ungrounded) circuit, and should be kept .that way.
• MM-132
4.4-5
Batteries
•
First, turn OFF and lock both the battery charger disconnect switch and the battery circuit breaker. Then, remove the two 30 ampere fuses in the circuit breaker box. Next, remove the positive (+) end of JUMPER A, then the positive ends of each of the long jumpers (part number 174DB2) that connect from one level of batteries to the next. Remove the remaining battery connections from Level 4 (top) down to Level 1 (bottom). Before installing new batteries, clean the shelves and examine the connecting cables for deterioration. Replace cables where necessary. Cables and hardware should be thoroughly clean before installing new batteries. It is suggested that rubber gloves and goggles be worn during this operation. Disposal of Batteries
Disposal of batteries is governed by local code as well as by the Federal Environmental Protection Agency. Some localities may require that batteries be taken to a filling station or to a smelter. Therefore, make arrangements for disposal of Gel/Cell batteries through the local Otis office which is cognizant of the regulations that apply to the area.
•
Install inti Fresh Batteries
It is not necessary to test the batteries prior to installation. Batteries, as shipped from the manufacturer, are guaranteed to be in good working condition and fully charged. Each battery is designed to hold the full 12.9 VDC charge for four months. Install and wire one level of batteries at a time, starting with the lowest level, as explained below. Remove all the upper battery cabinet shelves. Place four batteries in the bottom shelf of the cabinet. o
If the circuit breaker is mounted on the right-hand side of the cabinet, install batteries with the positive (+) terminals to the outside of the cabinet, as shown in Figure 4.4-3.
o
If the circuit breaker is mounted on the left-hand side of the cabinet, install batteries with the negative (-) terminals to the outside of the cabinet.
•
The red cable, part number 174DB4, is the first cable to be connected. Then connect a black cable, part number 174DB3. These two cables are connected from the 4.4-6
MM-132
Batteries
•
CIRCUIT
BREAKER
7415B
• NOTE:
ADJUST
STEADIER
ANGLES
AS NECESSARy--l
-
-I
BATTERIES TO BE TURNED 1BOo WHEN CIRCUIT BREAKER IS LOCATED HAND
ON THE LEFT.
SIDE.
Figure 4.4.3.
Battery Cabinet
batteries (Figure 4.4-2) to the circuit breaker (Figure 4.4-4). The cable end with the large 3/8 inch diameter terminal hole is connected to the circuit breaker. The smaller (1/4 inch) diameter terminal hole is connected to the batteries. After each level of batteries is wired, connect the negative (.) end of a part number 174D82 cable, check the wiring, then connect the positive (+) end to the next level of batteries.
• MM.132
When wiring the fourth and last level of batteries, insulate the positive end of JUMPER A, part number 174D81 (Figure 4.4-2). Connect only after all other battery connections, battery charger, battery charger fuses, and controller wiring have been checked and found to be correct and operating properly. '
4.4.7
Batteries
Exercise extreme care in making this connection. HIG H VOLTAGE (between 190 and 225 VDC) exists at this connectio':l.
•
Testing
Perform this test after the batteries have been installed. in the battery cabinet, and wired to the circuit breaker. With the battery charger service disconnect switch in the OFF position and the battery circuit breaker in the ON position, read the voltmeter on the battery charger. The voltage should be between 190 VDC and 220 VDC. No other test is necessary. If no voltage is read on the voltmeter, check the two 30 ampere fuses in the circuit breaker box and fuses F3C1-2 and F:3C3-4 on the main controller. (see Figure 4.4-4) .•
FUSES.
30 AMPERES
..,
,.,
._.,
•
.
. ;~
,
• L
-------""1 I
I CIRCUIT
BREAKER TO CONTROLLER F1 D2 AND
Figure 4.4-4.
4.4.8
FUSES
F2D2
Fuses and Circuit Breaker
• MM.132
•
•
OTIS 5.1 Motor
AC Induction Motors The single-speed,squirrel-cage, induction-type motor is used in hydraulic machines, as the motor in motorgenerator sets, and in variable-frequency hoist machines. The major operating characteristics of the motor are listed on the nameplate. DRIVE
SHEAVE
DISC BRAKE FLEXIBLE COUPLING
• DEFLECTOR SHEAVE
Variable-Frequency
l
j
• MM.133
AC Drive
The synchronous speed, given in R.P:M. on the nameplate, is the speed at which the motor shaft rotates when running free (without load). Synchronous speed depends upon the frequency of the power supply, and the number of poles of the motor. For a given motor, the synchronous speed is fixed by the frequency (usually 60Hz) of the building power lines. In the case of the variablefrequency hoist motor, however, synchronous speed is made to change by varying the frequency of the current supplied to the motor from an inverter power supply. 5.1.1
Motor
The full-/oad running current, given in amperes on the nameplate, is the current drawn by the motor when running at rated horsepower. Do not confuse this parameter with the current drawn when the elevator is fully loaded.: Usually, the full-load running current given on the nameplate is a smaller number than the current drawn by a fully-loaded elevator. The nameplate number is based on continuous duty; we can exceed the nameplate value because the elevator runs on demand rather than continuously.
•
The service factor rating on the nameplate indicates the extent to which the horsepower rating can be exceeded. For example, a motor rated at 30 HP, with a service factor of 1.15,. can be safely operated at 30 x 1.15 = 34.5 HP: Maintenance
Motors operated no maintenance.
,
under oil in the hydraulic
tank need
For all other AC motors, maintenance involves lubrication and keeping the windings free of dirt, water and oil. So that there are no obstructions to the free flow of air for ventilation, the windings should be blown out frequently with dry air. Where a fan is used to cool the motor, check for free rotation of the fan blades. All electrical connections, both internal and external, must be kept tight.
•
Motor or Stator Replacement
The motor nameplate is marked with either a star ("Y") or delta (L::,.) after the voltage to indicate how the phase windin"gs are to be connected. Be sure to follow these markings for, if a delta motor is connected in Y it will not develop sufficient starting torque, and if a Y motor is connected in delta, it will use excessive current. There are times when the hand of the new stator is different, i.e., the motor leads are on the opposite side of the motor from the controller leads. On some motors the leads are long enough so that the hand may be changed by pushing the leads back into the motor and p"ulling them out the other side. On other motors the stator laminations are centered in the frame so that the stator frame may be turned around to give the proper hand. However, on several motors the stator laminations are off center and temporary leads will have to be installed. A reversal of these stators will cause excessive current and weak torque. 5.1-2
U
,.1
• MM.133
Motor
• STATOR
ROTOR WITH COOLING VANES
BALL BEARING
""-
•
SHAFT
BALL BEARING
Typical AC Motor for MRVF Application
• MM.133
5.1.3
Motor
Some motors are interchangeable as regards such physical characteristics as drilling for motor feet, height of rotor shaft, etc., but any substitution in the field would require extreme care since motor horsepower and torque, and controller switch horsepower limitations should be considered. Some motors can be interchanged on the bedplate. However, a new male half of the coupling may be required to compensate for the shaft extension being larger in diameter or shorter in length.
•
It is important to keep the above considerations in mind when making a change in the field in order to avoid difficulties with motor operating characteristics. With three-phase motors, be sure that the numbered motor leads are connected to correspondingly marked studs, or the motor may fail to start, be extremely noisy, or overheat. Even when the new motor has been installed and connected according to the markings on the motor leads and the studs on the controller, it may run in the wrong direction. If this happens, interchange two of the power feeders to the controller. When three-phase power is secured from delta-connected transformers and No. 2 feeder is grounded, No. 1 and No. 3 power feeders at controllers should be interchanged.
•
When power is supplied by V-connected transformers with voltage to ground indicated on all three-power feeders, interchange of any two power feeders at the controller will reverse the motor direction. With 2-phase, 4-wire feeders (used in the Philadelphia area), the feeders to one of the phases should be reversed. With 2-phase, 3-wire feeders, the two outside feeders should be reversed. When power feeders are reversed, the reverse-phase relay should have its leads reversed to give correct operation. The controller stud markings may not agree exactly with those on the motor leads, i.e., the controller studs will, in many cases, have markings preceded by "M" or "MT", as for example: M1 or MT1. The M or MT markings indicate that those controller windings are for motor connections only. DC Induction Motors The direct-current induction motor is used on Elevonic installations, on medium-rise Ward-Leonard installations, and on some door operators.
6.1-4
• MM-133
Motor
• BRUSH HOLDER SPRING
MAIN FIELD COILS
ARMATURE
•
BEARING
FAN COMMUTATOR
AUXILIARY POLE COILS
Typical DC Motor for Elevonic Application
• MM.133
5.1-5
Motor
The performance of DC motors primarily depends upon the care given to the brushes and the commutator. Therefore, this section is devoted entirely to this subject.
•
Brushes and brush holders must have the ability to carry the electrical loads with the least amount of variation and resistance, with minimum of heating, arcing, and wear on the commutator. An abrasive brush used with a high-speed commutator, for example, may keep'the commutator surface clean but wears the commutator excessively. In like manner, strong spring pressure, forcing the brush to bear heavily on the commutator, is not an indication of good brush surface contact. Generally, a properly functioning commutator shows little if any brush wear and the surface is a deep amber or chocolate color, unmarred by arcing from brushes. Some arcing cannot be eliminated, however, as the following explanation shows. When you see a brush snug against a revolving commutator you might naturally assume toe whole brush face was in intimate contact. But even though an alert spring finger persuades the brush, pushing it against the commutator, the contact is only partial and a look through a microscope would show why. Neither the brush face nor the commutator surface is really smooth at all. Tiny peaks stand out on each. So even when the brush fits firmly against the commutator a 100% contact between the two surfaces is impossible. Now as the commutator whirls, the peaks on the brush face are rapidly worn off and new peaks emerge to maintain the contact between brush and commutator. In turn, these high points wear away and are replaced; the net effect is a whole series of rapidly shifting points through which the electrical current flows. These shifting points are perfectly normal to brush operation and are no cause for concern. The rapidly shifting points of contact just mentioned all lie within the area "C" (see sketch below) and form the most direct route for the current to follow. Because their total area is so small compared with total brush face area, they must carry enormous momentary electrical currents - even though the current density of the brush as a whole maintains normal v"alues in amperes per square inch. You might suppose these peak currents would quickly heat the brush and destroy it, but this does not happen. The brush's large mass of carbon with unique refractory properties prevents excessive temperature rise.
5.1-6
•
• MM-133
Motor
• ARCING
ZONE,
B
FREE PART, CaNT.' POINT CaNT.'
A
C
FREE PART. CaNT.' ARCING ZONE, B
A COMMUTATOR
BRUSH
HOLDER FREE PARTICLES
•
There are two other pathways. through which the current travels between brush and commutator. One originates in area "A", the other in location "B". While the commutator is spinning there are actually free particles present between the brush face and the commutator - minute particles of carbon, graphite, copper and dust, which conduct the current across the gaps and ,;A". And, beyond the free-particle contact area "A". lies the arcing zones "B". At these locations,. in zone B, the current leap-frogs right across the air gap, producing short but intense arcs between brush and commutator. These three current paths, the shifting contact points, in zone C, the brush particles, in zone A, and arcing in zone B, are normal occurrences in all carbon brush operation. There are other occurrences, however, that indicate malfunction and that should be investigated:
• MM,133
1)
Excessive sparking
2)
Noisy operation
3)
Excessive wear of commutator or brush
4)
Non-uniform commutator surface
These occurrences are discussed further in the next paragraphs under "Causes of Commutator and Brush Wear" . Causes of Commutator and Brush Wear
Improperly installed brushes and brush holders are the most common causes of commutator and brush wear. 5.1-7
Motor
•
Check first that the correct brush has been installed, that brush and brush holder are clean, that sufficient spring pressure (3 to 5 pounds) is applied, and that the brush is set at an angle of 30 degrees with the radial line for reaction brush holders. If brushes and brush holders are properly the following:
installed,
check
."
An out-of-round commutator raises and lowers the brushes in the holders during each revolution. This causes excessive side wear of the brushes and holders and, if the brushes are thrown out of contact with the com. mutator, "esults in a burned surface and flat spots. A condition of this nature is serious, especially with a high-speed commutator. If eccentricity is excessive, the only solution is to true up the commutator. This usually means turning the commutator on a lathe and then grinding, as it is difficult to remove any great amount of eccentricity by grinding alone. Loose bearings may cause eccentricity; check bearings before returning a newly turned commutator to service. Loose or high bars cause the brushes to jump and spark. IndividiJal brushes may be high at either end or across their full length, and are easily identified by noisy brushe.s or by placing a stick or wooden pencil on the top of each brush on any brush arm. High bars will draw a progressively longer arc, and will in time destroy adjacent bars. Again, the solution is grinding or turning of the commutator.
•
High mica, where the mica insulating segments project above the commutator surface, results in noisy brush operation and excessive arcing and wear, as with high bars. The remedy is to undercut the mica. Flat spots may be caused by a bar that is a fraction of an inch lower than its neighbor, high bars, high mica, or feather-edge mica due to improper undercutting. In each case, the brushes do not make proper contact; and an arc is formed that spreads in time over adjacent commutator bars, eating them away. Correct this condition by undercutting, grinding or turning . . Grooving is caused by continued wear of the commutator by brushes that are improperly staggered, or brushes that are too abrasive. In addition to excessive wear of the commutator, it results in sparking of the brushes. The best remedy is to turn down the commutator and adjust or replace the brushes. Lubricant-soaked mica causes destructive arcing, short circuits, and ring fire. The cause is lubricant leaking from over-lubricated bearings. Correct the leakage 5.1-8
~
\'
• MM.133
Motor
•
problem, then clean the commutator drYing agent.
with a liquid
Overheating may cause premature wear. This may be due to an improperly set neutral point; excessive current due to a misadjusted controller; short-circuited or open armature or field coils, broken connections at the commutator bars, or loose brush yokes and stems; or poor connections, dirt-clogged fields, or lack of proper ventilation. Short-circuited or open armature coils result in severe burns on the commutator bars to which they are connected. Repair of these coils requires the services of an experienced armature winder.
•
Leakage to ground or "grounds': To check for a ground, lift all brushes. from the commutator. Check for grounds to the brush stems, interpole, series field (if used) and commutator. Remember many grounded machines are not grounded in the armature, but in other parts, such as brush holders. To check for the existence of a ground, use an ohm.meter between each part and ground . Brush Replacement
Brush yokes and brush holder stems are factory-set to uniform spacing around the periphery of the commutator, and should not require readjustment during brush replacement. Two types of brush holders are used in elevator service.
Reaction type brush holders (Figure 5.1.1) should be adjusted so that the angle at the bottom side of the box is approximately tangent to the commutator (at right angles to a line from the center of shaft to the middle of brush face). This will give approximately the correct brush angle. Radial type brush holders (Figure 5.1-2) should be set so that the center of the brush edge is on a line through the center of the shaft. This will place bottom of brush tangent to commutator.
• MM-133
Set all brush holders approximately 1/16" to 1/8" clear of commutator to provide maximum support for the brush. Never replace all brushes at once, only those that inspection indicates need to be replaced. Look for the wear indicator (a band wrapped around the pigtail 5.1.9
Motor
• REACTION
TYPE
(A)
• 6134C REACTION
TYPE
6134B REACTION
Figure 5.1-1.
5.1-10
(B)
TYPE
(C)
Reaction- Type Brush Holders
• MM-133
. .;.",
'
Motor
• c-~--tDIRECTION 6134A RADIAL
TYPE
6134D RADIAL
TYPE
1/16" to 1/8"
OF ROTATION
• Figure 5.1-2.
Radial- Type Brush Ho/ders
lead). When this wear indicator is level with the top of the brush holder, the brush requires replacement.
• MM.133
Next, look for signs of discoloration and physical damage. These brushes, too, require replacement. Finally, where erratic leveling leads you to suspect a faulty brush, twist and open the strands of the pigtail or shunt. If the inner wires have become discolored from a copper to a blue color, this brush should also be replaced.
5.1-11
Motor
Do not mix brush grades. Different brush grades mean different wear characteristics and different resistances,and inevitably result in unstable performance.
•
Before taking off any of the old brushes, measure the brush-to-brush distance along the commutator, using a length of adding machine paper, Use this distance as a guide when setting new brushes.
SPRING
LEATHER
SCALE
LOOP
PAPER STRIP
Figure 5. 1-3.
Checking Brush Pressure
Clean brush holder and insert new brush, lining it up with the other brushes on the stem, and checking that it can slide freely in holder.
•
On brush. holders with adjustable springs, check brush pressure as follows:
6.1-12
o
Place a thin strip of paper between brush and commutator, as shown in Figure 5.1-3.
o
Fasten spring scale to the brush pigtail
o
Carefully pull upward on the spring scale in a straight line parallel with brush movement, while gently pulling on the paper. When the paper is free to be pulled from beneath the brush, the spring scale should read as shown in the table below. Adjust brush if necessary. Otis Type 155HT Machine
3/4 to 1 1/8 Ib
Otis Type 219HT Machine
3/4 to 1 1/8 Ib
Otis Type 269HT Machine
3/4 to 1 1/8 Ib
Otis Type 339HT Machine
1 to 1 1/2 Ib
• MM-133
Motor
•
After installation of the brush, the face should be ground to the shape of the commutator, using a brush facing stone. Place the stone behind the brush to be faced on the commutator, allowing the particles to travel under the brush. At the completion of this operation, clean away dust from the brush holders and connections. The copper particles present in this dust might short-circuit commutator segments. NOTE:
When grinding brushes, never rub your fingers across the face of the brush. Moisture can greatly affect brush performance.
Setting Brushes to Electrical Neutral Position
Proper operation of DC elevator motors and generators requires that the brushes be placed on electrical neutral position.
•
Neutral position (neutral point) is the brush position where the brushes rest on commutator .bars to which are connected the ends of the armature coils in the neutral plane -- the magnetic "dead spot" between adjacent field poles where current in the coils must go through zero in reversing from plus to minus . With motors, neutral position is located simply by lining up the brush ring with the chisel mark. With generators, the "inductive kick" method is recommended. In this method, a voltmeter is connected across. a pair of adjacent brushes and the field current is alternately made and broken (or its value changed). When the brushes rest on commutator bars connected to armature coil sides in the neutral plane, no voltage will be induced at the brushes. NOTE:
• MM-133
Disconnect any field wires from brush stems to prevent false indications.
To set the neutral point, first check the brush spacing about the periphery of the commutator as detailed earlier, then remove all standard brushes and replace with two special brushes with a centered "V" shaped tip or two standard brushes ground or filed to a "V" shape, with the thin edge exactly central with the brush face, and place in two adjacent brush stems. Connect a low reading DC.voltmeter (for example, use the 1();ma scale of a Simpson meter of 25();mv sensitivity) across these two brush stems. However, until the brushes are somewhere near neutral, it is wise to use a low voltage range such as 2.5 volts, finally going down through the higher current ranges until a low range is
6.1.13
Motor
reached. This will protect the meter from serious over. voltages. Set the meter pointer slightly off zero mechanically to allow the detection of negative voltages. (No measurements are required, this is just an indicating instrument.)
•
Arrange a switch to interrupt (or change the value of) the generator field current so that the changing flux will cut the armature conductors. Pass current through the field coils, then interrupt (or change the value of) the field current. Note the deflection and polarity of the voltmeter movement on interrupting (or on reducing) the current. Try to operate the switch at the same rate (speed) each time, since induced voltage is proportional to rate of change. Move brushes to the next commutator bar (right or left) and repeat the above. If the reading is of the same polarity and the deflection is less than the previous trial, the brush movement was in the right direction. If so, continue moving the brushes until the polarity of the voltmeter reverses. The position at which the polarity reverses is the approximate neutral. The brushes should be centered on these two bars (or set symmetrically) and the brush yoke tightened in this position.
•
Mark these two bars with pencil, etc. (Bars on either side of the polarity reversal point can be used~) With the two brushes still resting on these same two marked bars, rotate the armature very slightly. The field current should once again be wried and the voltmeter read. A position will finally be found where the voltmeter deflection is almost zero where the voltage "prepares" to reverse. This is the neutral position. Temoorarilv block the armature to prevent its movement, set the brushes centrally or symmetrically with these bars, and fasten the brush yoke in this position. The armature should be rotated one pole pitch and the setting should be checked in this new position, moving the armature only. Commutator
Maintenance
A good commutator should develop and keep a uniformly poliShed surface without the use of commutator compounds. When cleaninq is necessary, it should be done lightly 5.1.14
• MM-133
• ,
Motor
with commutator stone. Polishing with sandpaper should be avoided; when absolutely necessary,only very fine (No. 00) sandpaper should be used. It is well to clean the commutator slots periodically with a stiff brush to keep the slots free of carbon, copper, dirt, etc. CAUTION:
Do not clean commutator with carbon tetrachloride. This material is toxic in an enclosed space, and has the further undesirable effect of removing the surface polish of the commutator. Never use emery paper. Emery dust is conductive and can short-circuit adjacent commutator bars.
Eccentricity, flat spots, and high bars are corrected by grinding or turning the commutator. Turning of commutators, while usually quicker when much cutting is necessary, must be done on a lathe and requires that the armature be brought into the shop.
•
Grinding can be done on the job. For this reason, grinding will usually be found the most effective method of correcting commutator troubles . Commutators should be ground only by an experienced mechanic. Either a hand stone or a special grinding tool can be used; however, because hand stoning often aggravateseccentricity, use of a grinding tool is strongly recommended. Generally, all commutators that are furnished undercut by the factory should be undercut in the field when necessary. Undercutting should also be done if high mica develops when brushes of the correct grade are used. See that the cut is wide enough to remove all mica. After undercutting, a "V" shaped hand scraper should be run through the slots to remove mica slivers and particles of copper. Loose clamping ring bolts at the end of the commutator may be the cause of excessivesparking, and loose or high bars. Bolts should be checked when the commutator is hot, tightening diametrically opposite bolts in succession. Use only a firm, steady pull, as excessive tightening can cause serious damage.
• MM-133
Troubleshooting the Suicide Circuit
In Ward' Leonard control systems, the generator armature is electrically connected at all times to the elevator motor armature in the so-called "loop circuit". With the elevator motor stopped and the generator running, 5.1-15
Motor
voltages due to residual magnetism in the generator pole pieces can force a high current through the generator and motor armatures. High loop current (in excessof 15 amperes) will eventually burn out brushes and commutator segments and may cause the elevator to pull through the brake.
•
The "suicide circuit" applies these loop currents to the main generator field in reverse direction so that they demagnetize the pole pices. Loop currents become self-destroying, hence the term "suicide" circuit. If the generator brushes are sparking with no switches closed and the elevator at rest, then high loop currents should be suspected. Check to see if a pull on the generator circuit overload coil is evident. If so, test the suicide circuit as follows:
1)
Place an ammeter in the loop circuit
2)
Momentarily open the suicide circuit while the car is at rest
A marked increase in loop current should be measured. 3)
Make up the suicide circuit. If the suicide circuit is operating properly, the meter reading should drop below 15 amperes.
•
The most likely cause of high loop current is faulty contacts in the loop and suicide circuits. Check all connections for tightness. Check all wiring and components in these circuits. Finally, if car is oscillatory at the same time as the generator brushes are sparking, check uneven brush pressure and wear.
• 5.1-,16
MM.133
OTIS
•
5.2 Brakes
Drum Brakes External and internal drum brakes are illustrated in Figures 5.2.1 and 5.2-2. In both cases, twin brake arms, pivoted at the base, hold the cast-iron brake shoes against the brake pulley by spring pressure. The brake is released by a doc operated solenoid mounted atop the bearing stand.
ADJUST CLEARANCE
•
ADJUST SO LINK IS VERTICAL ADJUST SPRING PRESSURE ROD
SET SCREW
•
Figure 5.2.1.
External Drum Brake (131 and 139HT)
~
. MM-135
5.2.'
Brakes
•
The solenoid consists of a magnet coil wound concentric with a split core. To release the brake, direct current is impressed on the coil, drawing together the two halves of the core, causing a link and a lever to pull the brake arms away from the brake pulley. As the brake releases, brake solenoid current is reduced from the level required to operate th>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
{<-t
"'''"".,.~ INPUT
SHAFT
rBELLEVILLE MAGNET
BODV
WASHERS (6)
~.. I
ASSEMBLY
31' NUT 16'
~~
Figure 5.24.
5.2-6
Hilliard
HU'
•
Disc Brake
MM-135
Brakes
•
When doing any work on the brake, first land counterweight (on suitable blocking if required). Pull main line switch and remove fuses. After replacing the friction disc or friction disc assembly, adjust brake as described below. Brake Adjustments
Check air gap and reset periodically as follows: .,
.
1)
With brake set (coil de-energized), measure the distance between the coil housing and armature plate. This distance should be between .014 and .015 on the Hilliard brake, between .012 and .014 on the Ogura brake.
2)
If necessary, reset the gap by adjusting the six 3/8" nuts on the Hilliard, or by adjusting the eight locknuts on the coil assembly of the Ogura.
Brake torque is adjusted by means of eight Allen-head screws'on the Ogura coil assembly, or by three capscrews on the Hilliard brake.
•
As a minimum, the static torque must be sufficient to hold the car at the floor when loaded to 125% of capacity. For this procedure: 1)
Place the car at the lowest landing.
2)
Load weights in the car equal to 125% of contract load.
3)
If car slips, remove weights after car comes to rest, then increase brake torque. Repeat tests.
Next, test for dynamic torque, as follows: 1)
Run empty car up, making an emergency stop at mid hatch.
2)
Car should come to a stop within the distance given below for rated car speed:
Rated Speed
Distance
Distance
200 fpm
1.85 h
400 fpm
7.3 ft
250
2.8
450
9.3
300
4.1
500
11.5
350 MM-135
Rated Speed
5.6 I 5.2.7
I
•
-
r I
•
OTIS
6.1 Controls and Indicators
Type 7155 Car Operating Panel and Fixtures This product line consists of the following fixtures:
Car Fixtures Car Operating Panel (COP) with Car Position Indicator (CPI) Car Lantern Telephone Cabinet (option)
Hall Fixtures
•
Hall Buttons Hall Lanterns Hall Position Indicators Emergency Power Keyswitch Car-to-Lobby. Keyswitch Priority Service Keyswitch Access Keyswitch Fire Service Keyswitch Fixtures are available with low-voltage lamps for use with microprocessor-basedcontrollers, or with high-brightness neon lamps for use with relay-controlled elevators. A typical car operating panel in this series is shown in Figure 6.1-'. Operating controls have raised markings for use by the visually handicapped. Top and bottom panels are tilted for enhanced visibility, as shown in Figure 6.'-2. Call registration buttons light up and a "beep" is heard to indicate that the call has been registered. The "beep" is also heard each time the moving car passesa floor.
• MM-136
All COP operating controls and indicators are mounted on modular plastic subpanels that fit into rectangular openings in the COP faceplate. These rectangular modules are also used in many of the hall fixtures. Table 6.'-' lists all the modules (buttons, keyswitches, and jewels) used in both car and hall fixtures.
6.1.1
Controls and Indicators
•
1
DO T1111Tlllfllllll"
OTIS
INTERCOM SPECIAL
CAR POSITION
INDICATOR
INFORMATION
DISPLAY
ELEVATOR
CAPACITY
AND
SERVICE
INTERCOM
SWITCHES/BUTTONS EMERGENCY HOSPITAL SERVICE KEYSWITCH
AND JEWELS
SPECIAL EMERGENCY SERVICE (PHASE II) KEYSWITCH
• ILLUMINATED BUTTONS
REAR
DOOR OPEN
DOOR OPEN
DOOR CLOSE EMERGENCY STOP REAR DOOR CLOSE
ALARM
110VAC INSPECTION
INITIATING
LIGHT
LIGHT AND FAN (TWO SPEED)
OUTLET RAY
INDEPENDENT
Figure 6.1-1.
6.1-2
FLOOR
SWITCH SERVICE
Car Operating Panel Layout
• MM-136
Controls and Indicators
•
A car position indicator is mounted behind a dark acrylic plastic lens which produces "dead front" appearance when the indicators are not lighted. An optional information display module, also mounted behind this lens, generates programmable messages on a moving screen. An optional loudspeaker, for use with the intercom and speech synthesizer options, is mounted above the call buttons.
r I,
I •.
•••
\ I I
•
•. " ••
•
•
I
•, ' ,'
.
,I'
Figure 6.1-2.
• MM-136
,,
,,
,., ,
"",, •.
Car Operating Panel Sight Lines
6.'-3
Controls and Indicators
TABLE 6.'-'. POWER Keyswitch
B Power off
~
Keyswitch
OPERATING CONTROLS AND INDICATORS ALARM
Button
Placing POWER keyswitch
in ON position opens the safety chain, prevents car motion.
[Q]D
Press button
in COP to
sound alarm bell.
The POWER jewel ilghts if the safety
STOP Toggle
Push red toggle up to
chain is complete and power is supplied Power
on the elevator feeder.
r=iJ[H]
stop car. On highspeed elevators, emer. gency stop is software controlled.
Jewel Attendant
Call Buttons
I~DI Car Button
Press button to register call. Button lights to indicate call has been registeredo In car, audible tone also indicates
on
~ Keyswitch
Attendant Non-Stop
D
Button on COP
1000DI Door Open
I~DI iCJWDI Door Close
Rear Door Open
I~IDI Rear Door Close
in COP)
Press Door Open button to hold doors open, or to reverse closing of doors. Release button to permit closing operation.
Further Demand
Jewel on COP
Door Close button pendent Service, Attendant Service, Express Priority Service and Fire Service Phase II. Press enabled button and hold it until closed.
If button is released before doors are fully
service:
. Pressing ATTENDANT NON.STOP button hall calls. - The loadweighing
and
door reversal devices are inhibited.
. Doors open automati. cally, but closing requires pressure on the
. Car starts automatically, once doors latch closed, providing demand exists for the established direction (FURTHER DEMAND jewel lit).
IndfPond.ent Service
Turning keyswitch to IND SVC places car on
independent Ind. svc. Group
~
closed. the doors wi II
reopen.
During attendant
DOOR CLOSE button.
enabled on Inde-
doors have fully
ON to
causes car to bypass
Hall Button
6.1-4
on COP
regis-
IC!JDI Door Buttons
Turn keyswitch
place car on attendant service.
Arrentitult off _leo
tration.
(All buttons
Service
Keyswitch on COP
service.
- Car on independent service bypasses all hall calls.
- To start car, register call on car button, hold DOOR CLOSE
button unti I doors are fully
-
closed.
MM.136
Controls
•
TABLE 6.1.1. Fire Service,
OPERATING CONTROLS AND INDICATORS Fire Service, Ph. II
Ph. I
on ~
F' ;:Vice off bypass
e-
Hall K eyswiteh (ANSI)
In case of fire or other emergency, normal
personnel
(ANSI/Chicago)
for their
doo, open normal
.
I~I e
Hall Keyswitch (New Yorl< City)
•
Plene Exit When Doors Open
Car Jewel
~
I~IDI
(ANSI/Chicago) or to FIRE SERVICE position (NYC).
only
its car buttons. Car calls can be cancelled . by m011entarily turning FIRE SERVICE keyswitch OFF (Chicagol or pressing RESET button (ANSI/NYC).
Emergency STOP becomes operative.
Car Reset Button (ANSI/NYCI
PLEASE EXIT WHEN DOORS OPEN jewel lights in each car in
Constal)t pressure on DOOR CLOSE button is required to close doors and start car.
group. Door re-opening devices, car and hall' buttons. and
Car travels non-stop to lobby or street floor. Emergency STOP button inoperative during
car travel. Cars park at lobby with doors open (ANSI/Chlcagol or at street floor with doors closed after 8.60 sees of open time (NYCI.
DOOR OPEN position NYC switch re-opens on parked cars.
MM.136
If@\!
(New Yorl< City)
lanterns are disabled.
•
Fi,. Service normsl
Car Keyswitch Phase I is initiated by turning keyswitch ON
Car now responds
to calls registered on
use.
Hall Keyswiteh (Chicago)
Fi,. S.,.,ice
by
Car Keyswiteh
elevator service can be discontinued, passengers
exclusive
Phase II is initiated
turning FIRE SERVICE keyswitch in car to 0 N (ANSI/Chicago I or off NORMAL (NYC).
evacuated, and cars made available to emergency
on
Fire Service off
and Indicators
of doors
Constant pressure on DOOR OPEN button is required to open doors.
Car is taken out of emergency service by operating FIRE SERVICE keyswitch to OFF (ANSI/ Chicago) or to NORMAL (NYC) when car is at emergency return landing (lObby or street floor).
Group is taken out of emergency service by turning hall FI RE SERVICE keyswitch to OFF (ANSI/ Chicagol or to NORMAL (NYC). (Set ANSI/Chicago switch to BYPASS until. fire/ smoke sensor is reset, then turn keyswitch to OFF.I
6.1.5
Controls
and Indicators
TABLE 6.1-1.
OPERATING
Emergency Power
Priority Service Priority service is initiated by turning
on ff
Priority
Service
Hall Keyswitch
(3-to-8 Car Group)
The hall jewel (optional
Stripswitch with one button for each car, and
on Hospital Priority
an optional
Service) lights.
button.
ON the hall keyswitch.
0
CONTROLS AND INDICATORS
AUTO
Once feeder has been transferred to emergency power, stri pswitch operation selects each car in turn to return to the emergency power landing (normally lobby or street floor),
and discharge passengers. Priority Service
One car is selected to answer the priority
After all available cars
have been brought down, stripswitch operation selects the "car to provide normal operation.
call. PLEASE EXIT WHEN DOORS OPEN jewel lights in selected car,
Hall Jewel
With the automatic Please Exit When Doors Open
pressing the AUTO button
Selected car travels non-stop to priority floor,
Car Jewel
causes each car to be brought down to the emer-
passengers
gency landing by random
exit.
I'"BIi6\l
L:J~
Car Keyswitch
selection. After all available cars are brought down, random selection" is employed to choose the car to provide normal operation. Manual override of automatic functions is available at all times.
Priority personnel place car on Independent
Service, register ca'r call. Car travels nonstop to called floor.
(fn some Elevonic
installations,
option,
Direction Arrows
personnel
Arrow lights to indicate direction car will travel 'on next run. Stays lighted during run.
need not place car on
Independent Service to register a priority car call.) Jewel on COP Car and Hall Lanterns
Em •••••ncy: Power 2
r@l ~
Hall Keyswiteh
Once feeder has been transferred to emergency power source, keyswitch operation will determine which car of a two-car group will be able to provide normal operation
from emergency power. Jewel indicates selected car.
_____
Lights for both
directions Lights for down car
Car lantern mounted door jamb. Hall lantern mounted
Hall Jewel
6.1.6
Lights for up car
over hoistway doors.
on Single chime sounds for up direction, double chime for down direction.
Controls and Indicators
•
TABLE 6.1.1. OPERATING CONTROLS AND INDICATORS Car-to' Lobby IPark csr to lobby
•
park
~
Hall Keyswiteh
Inspection Initiation
Turning keyswitch to CAR TO LOBBY position regis' ters a car call for the lobby. Car travels to the lobby, making all stops enroute. To shut down the car at the lobby, place car on Independent Service (by in-car key,witch), then hold CTL keyswitch in PAR K position until the doors are fully closed.
c.r Top
inspect off
~ COP Keyswtich
Light.Ray Cutout
Turn CAR TOP keyswitch to INSPEC position to disconnect call registration circuits and condition the elevator control circuits for access switch operation and top~of-car inspection. Keyswitch is normally in ON position.
on
Light
R.v
off
~ COP Keyswitch
If relay in light ray fails, or beam requires alignment, turn LIGHT RAY keyswitch OFF until maintenance can be performed.
To open doors on a parked car, turn CTL momentarily to CAR TO LOBBY position .
•
Access
I
A=~
0:1
~
Hall K eyswiteh
Keyswitch is enabled when the car is at a landing with an access switch, with the doors open, and the inspection initiating switch operated. Turning keyswitch clockwise moves up car at 100 fpm. Turning keyswitch counterclockwise moves car down. The switch spring. returns to neutral position, stopping the car,
•
MM.136
6.1.7
Controls and Indicators
Diagnostic
•
Procedures for Microprocessor-Based
Car Operating
Panel,
Self-test circuits, incorporated in the microprocessor-based car operating panels for the Elevonic and LRV3 elevators, enable maintenance personnel to quickly locate malfunctioning circuits, relay failures, burnt-out lamps, etc. The self-test is initiated from controls wiring side of the panel.
on the
Gain access to the self-test controls by unscrewing the tamper-resistant screw at the bottom of the. panel, using an AVSAFE manual screwdriver, part No. ASMD-0100-7750. (See Figure 6.1-3,)
•
. '
FRONT
BOTTOM
Figure 6.1-3.
VIEW
VIEW
Access to Car Operating Panel
Once screw is removed, lift panel straight against stop, then swing panel open.
up
•
On an Elevonic 401 installation, place the "Self. Test" DIPswitch (Figure 6.1.4) in the ON position and test the call registration circuits as follows: 6.1.8
MM-136
Controls and Indicators
•
('ON'
FOR SELF-TEST
MODE)
I SELF-TEST ON
[Jr. B8 B8 888
B
BBBB~BBB Figure 6.1-4.
•
• MM-136
COP OIPsV'.itch Settings
1)
Press COP car-call buttons one at a time checking that an audible "beep" is generated, the corresponding tell.tale light is illuminated and the CPI displays the number of the button pushed (car-call button numbers are displayed as 1 to 54 regardless of actual button nomenclature).
2)
Verify that car lanterns are illuminated in the DOWN direction when even-numbered buttons are pressed, and in the UP direction when odd-numbered buttons are pressed.
3)
If the main COP includes a speech synthesizer module, .floor name and direction announcements are generated corresponding to the CPI display and car lantern indication. Car-call buttons will remain inactive while spoken announcements are being made. (Announcements are generated for buttons 1 through 20 only.)
4)
Test all car-call buttons to confirm that buttons and tell-tale lights are working properly, and that CPI displays and spoken announcements correspond to the numbers of the buttons pressed .
5)
When test is completed, set the "Self-Test" DIPswitch to the OFF position. (See Figure 6,1-4). 6.1-9
Controls and Indicators
•
On an LRV3 installation, the following self.test wiH check each element of the microcomputer board. Proceed as follows to perform this test. 1)
Swing open car operating panel as shown in Figure 6.1.3.
2)
Close STEST segment of DIPswitch (Figure 6.1-5) by moving actuator to the left.
3)
Unplug power connector J 1, hold out for 2 seconds, then plug in again.
4)
The self-test routine will start cycling through a 16-second sequence: o
The discrete outputs, listed below, will go on, and stay on for 2 seconds. These lamps will light: Car Position Indicator Lights (CPI1 through CPI4)
•
Car Call Tell.Tale Lights (CCI1 through CCI4) PLEASE EXIT sign Up and Down Car Lanterns (double arrow) The landing passing tone (LPT) and buzzer (BU) will sound. The following relays will be energized: DC (Door Close), DLV (Down Leveling Valve), DMV (Down Main Valve), DO (Door Open), DZO (Door Zone), NUDGE, PM (Pump Motor), U LV (Up Leveling Valve), and UMV (Up Main Valve). o
The touch-tone outputs, listed below, will go on in sequence, each remaining on for 1 second:
j
"
Up Hall Call tell-tale lights UHC1 through UHC3.
•
Down Hall Call tell-tale lights DHC2 through DHC4. Up Hall Lanterns UHL1 through UHL3. 6.1.10
MM-136
Controls and Indicators
• 7069AF JEWEL MODULE (POSITION INDICATOR) A8121BAl POWER SUPPLY BOARD POWER PLUG, Jl JEWEL AND KEYSWITCH MODULES SPECIFIED BY CONTRACT
DIPSWITCH
•
AB121AWl MICROCOMPUTER BOARD
AUDIBLE
6219G2 SIGNAL
• DEVICE 7069AF4 BUTTON MODULE (DOOR CLOSE)
6219Gl BUZZER
7069AF41 BUTTON MODULE (DOOR OPEN)
7069AF4 BUTTON MODULE (DOOR CLOSE)
7069AF7 BUTTON (ALARM)
MODULE
7069AKl EMERGENCY STOP TOGGLE SWITCH
• MM-136
Figure 6.1-5.
Wiring Side of LRV3 Car Operating Panel
6.""
Controls and Indicators
•
Down Hall Lanterns DHL2 through DHL4.
5)
o
All hall position indicator lamps will go on and remain on for 3 seconds.
o
The cycle will repeat.
To terminate test: o
Open STEST segment of DIPswitch.
o
Unplug power connector Jl, hold out for 2 seconds, then plug in again.
Figure 6.1.6.
Lamp and Socket Removal Tool
•
.Lamp Replacement
Lamps are located in the car operating panel, the car lantern, and in the hall fixtures. Microprocessor-basedfixtures use type 85 incandescent bulbs in twist-lock sockets. Relay-controlled fixtures use type C2A high-brightness neon lamps in rubber grommets. Type 85 bulbs are replaced using a special lamp and socket removing tool (Figure 6.1-6). Fit square end of tool over socket, press down and twist counterclockwise until socket and lamp can be pulied straight out. Remove lamp from socket by pulling it straight out. Install replacement ) lamp by pressing it into the socket. Neon lamps must be unsoldered, pulled out of the grommet. When inserting replacement neon lamp, be sure it is pushed far enough into the grommet so that it can physically cast sufficient light to fully illuminate the jewel or numeral.
To gain access to COP lamps, remove tamperresistant screw at base of COP as shown in Figure 6.1-3. Lift panel straight up against stop, then swing panel open. It may be necessaryto remove printed-circuit board on wiring side of panel in order to gain accessto lamp. 6.1-12
• MM-136
Controls and Indicators
• LOCK TABS. RELEASE WITH TOOL TO REMOVE LANTERN
•
NOTE:
LAMP CAN BE REPLACED IN FIELD BY REMOVING SOCKET (TWIST LOCK) WITHOUT DISASSEMBLY OF LANTERN
...~
LAMP 424R1
.
LAMP SOCKET PT 467ATl
CAB WALL
Figure
6.1-7.
Car Direction Lantern
To gain access to car direction lantern lamps, insert special, tool (Figure 6.1-7) into slots at top of lantern lens, press down, and lift lens and lantern assembly forward and out. Replace lamps from wiring side of assembly as described above.
• MM-136
6.1-13
Controls and Indicators
• PC
r::M'~
NOTE:
..•.
.
~CONE
POINT
LAMP
CAN
BE REPLACED
BY REMOVING M3 SCREWS TO PULL ASSEMBLY OFF WALL, THEN REMOVE SOCKET AND REPLACE LAMP
•
SET SCREW M3-8
Figure 6.1-8.
Tvpical Hall Fixture
To gain accessto hall fixture lamps (Figure 6.1-8), loosen cone-point setscrews on metal faceplate, pull off faceplate and assembly. Replace lamps from wiring side of fixture as described above.
• 6.1.14
MM-136
•
OTIS
6.2 Speech Synthesizer
The speech synthesizer option, in conjunction with the intercom module, announces the present position of the car, the direction of car travel, and certain information messages related to passenger safety. A total of seven such messages is available in the basic vocabulary, and others may be programmed to meet individual building requirements. The basic vocabulary of the speech synthesizer (Table 6.2.1) contains over 100 words that can be used in numerous combinations. In-car communication can b~ accomplished through an intercom "slave" station mounted behind a baffle in the COP. (See Figure 6.1-1.) This optional module consists of a line transformer and a combination microphone and speaker. Audio amplifiers and TALK-LISTEN switches are usually located at the master station and are controlled by building personnel.
•
The intercom module is always required when speech synthesis is specified, even if an intercom is not used.' Where both intercom and speech are installed, a transfer relay on the speech board disconnects the intercom whenever a synthesized message is to be announced. Adjustment
The volume control is the only adjustment provided on the speech synthesizer panel. This panel is located just below the loudspeaker on the wiring side of the COP. Test Procedure
• MM-136
The Elevonic 401 speech synthesizer can be checked out using the self-test procedure given in paragraph 6.1. Speech synthesizers supplied with other Otis elevators can be tested by traveling up and down the hoistway, stopping at each floor, and listening for announcement of floor position and direction. To cause informational messages 6.2-1
Speech Synthesizer
to be announced, simulate initiates the message. For beyond normal door-open "Please stand clear of the announced.
TABLE 6.2.1.
the condition example, hold time, wait for closing doors"
SPEECH SYNTHESIZER
Numerals
Floor Data
One Two Three Four Five Six Seven Eight Nine Ten Eleven Twelve Thirteen Fourteen Fifteen Sixteen Seventeen Eighteen Nineteen Twenty Thirty Forty Fifty Sixty Seventy
Floor. Floor Level Level Lower Upper Main Front Rear Ground Balcony Ballroom Basement Cafeteria Cocktail Lounge Concourse Garage Lobby Mezzanine Parking Penthouse Plaza Restaurant Second Level Skywalk
•
that doors message to be
VOCABULARY
Information
Messapes
Good morning Going Up Going Down Please stand clear of closing doors This elevator is fu II Please take the next elevator Do not be alarmed We are experiencing A temporary power interruption Minor technical difficulties Is needed for an emergency Please exit when the doors open Please use the telephone To report the malfunction Dial the number indicated Please push the talk button ,on the Intercom Please push the Alarm button You are pressing too many floor buttons
•
• 6.2.2
MM.136
•
OTIS
6.3 Information Display Module
A User's Guide, Otis publication SESP-100, is supplied with each Information Display Module installation .
•
• ,
MM-136
6.3.1
:t I
•
• ,
• -' a cr: '~
a
u c::
a a Cl
•
OTIS
7.1 Door Operator
Type 7777A Door Operator The Type 7777A door oper~tor (Figure >7.1-1) is a compact, lightweight assembly installed as an integral part of the cab enclosure facia. Its distinguishing characteristic is a motor-driven, variable-pitch leadscrew, on which a drive (or roll) nut rides to convert the rotational motion of. the screw into the horizontal motion needed to open
•
FAN
.. ,.,.••,. •• ,
,,
HEADER
•• •• •
•••• •• , " : :: " : s:
I; ,
, So'
S~ : '; ~~
DOOR HANGER
I: ~: " ~ I' ~.. I,..:t
RETURN PANEL
"
,
.
I
•
•
,
I
::
-::
'::
":
I
"
... I
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If'"
II
I
,
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:
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(1,.
:
If
,
r ::
,...~ ~ '"~":' ,.,"•....",," : //k
: /::
,:
. -1:~:.. :
;:
11'
~
.".e
A
•••• ~
..••.
i'
~~:: _/~"~....,
"•••....1.' •I
~~~"',' "'A....
:"",..;"Y'l
::
,,"'/~" c.I:. Ar./'1-;
., .".... "I'''' t." ::;~~~~~.. .~~i-i ",~"'...IfI'" .. ..•.••....•.... " ,...•. ~
-'. ::\
:.
L ~: C
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"
:•
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'Ii=:.
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..:>;::... ..
;
'
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.
15
PArt
No. 186008 186009
0 to .5 0 to I
Megohms Megohms
232BC POTENTIOMETER. 3 WATTS MAXIMUM Part No.
CSM
232W5 232W8 232W6 232W7 232W3 232WI 232W9 232W4
CSM or 011.137
FIG. )SA' CAPACITY
flG •. 17 CAPACITY
Resistance ] n Ohms
250 10.000 25.000 50.000 100.000 250.000 1,500.000 5.000.000
In Ohms
in appearance
15.000 to fig. IS except
{or 3/4" dia. 232R POTENTIOMETEB • FIG. 3 WATTS MAXIMUM CAPACITY Par t
232AD
•
Resistance
232BCI .•Similar
Part No.
Type
Resistance
18
DUAL POTENTIOMETER • fIG. 2 WATTS MAXIMUM CAPACITY
Pnrt No.
No.
16
In Ohms
232AIlI
Resistance In Ohms
232Rl 232R2 232R 3 232R4 232R5
Resi stance
500,000
232AV POTENTIOMfTEB 112 WATT MAXIMUM Part
1,000 15,000 40.000 75,000 100,000
• flG.23 CAPACITY Resistance
No.
In Ohms
232AVI
50.000
232AX POTENTIOMETER. FIG. 112 WATT MAXIMUM CAPACITY
FIG.
23
Pa.rt No.
232AXI 232AX2
18
Resistance In Ohms
J 00. 000 250,000
23
•
7
•
~~
r2~ ~Il
FIG.
20
19
4"
FIG. 21
FIG. 22
232P RHEOSTAT - FIG. 19 50 WATTS MAXIMUM CAPACITY
•
Port
Hesistll.ncc
Np
In
2321'16 2321'17 2321'9 2321'10 2321'7 2321'3 2321'5 2321'4 2321'6 2321'8 2321'11 2321'2 2321'12 2321'20 2321'13 2321'21 2321'14 2321'22 2321'15 2321'18 2321'19 2321'1
,
Shaft
Ohms
.5
With With With Wi tit With Wi th Wi th
With With
With With With Wi
Part
Resistance In Ohms
No.
•
'32.1114 232A11l 232.1112 232A113 "Similar excep
t
35 2,500 3,500 5,000
til
Diltl Wi thou t
Without. With
With WiLh Wi th Wi th Wi th With
With With
Wi thou t
With With Wi th With Wi th
Without
With Wi th Wi th Without
FIG •.I9A' CAPACITY
"'j th
Wi th Wi th Wi th
in appearance to above for 1.5/8" diameter.
illustrated
232C9 232C6 232C7 232C5 232C3 232Cll 232CI0 232C2 232CII 232CI
Resistance
In Ohms
7.5 10
16 25 50 100 200 200 2.500 10,000
Shaft.
Locking ncv i ce
Dinl Without Wi thout Wi thout Wi thout
Rheostats
f) i A
Wi til Wi lh Wi til With Wi th Wi til Wi til
Wi lh Wllh With Wi. th
J
Willi
Wi th Wi th
Without
Without
Wi th
With
Without
Wi thout.
2322 RHEOSTAT - fIC. 21 150 WATTS MAXIMUM CAPACITY Part No,
232Z1 232Z3 232Z2 2 32Z 4 2327.5 232Z6 232Z7 232Z8 232Z9
Resistance try Ohms
5 7.5 10 15 25 35 50 75 100
Shaft Locking Device With Wi th Wi th Wi th Wi th Wi th Wi th With With
232AB RHEOSTAT - fIG. 22 225 WATTS MAXIMUM CAPACITY
Sh.ft
Locking Device
No.
Wilh Wit.h
With Without With Without With Without. Without
232AH RHEOSTAT. 25 WATTS MAXIMUM
Par t
Locking
Deyice
I 12 16 22 35 50 80 125 150 225 300 500 500 800 800 1.000 1,000 1,600 2,500 3,500 10,000
232C RHEOSTAT - FIG. 20 100 WATTS MAXIMUM CAPACITY
Pnr t
No .
232ABI 232A1l2 232A113 232Nl4 232,~15 232AB6 232AIl7
net; istllnce In Ohms 4
15 25 50 75 100 200
n i oj Wi ttl Wi th Wi th Wi th With Wi th Wi th With Wi th
.-----TYPE 6098
Parts Leaflet 05.6098
(Revision H)
MECHANICAL SWITCHES MAY 1982
•
•
File No. C919G
_UNITED
I:iiI ~~fSHNOLOGIES
General Information
•
The 6098 mechanical switches although made in several types, all use one or another of what is known as the 6151 contact box and contacts, shown in Figs. 33 to 44 inclusive. These contact boxes, in turn, are composed of different arrangements of a few simple parts which aresmall and easily adjusted. The switches shown in Figs. 1 to 26 inclusive are shown with the covers most commonly used. These same switches, however, can be furnished with oil pots by the use of suitable oil tight covers, Figs. 27,28 and 29, instead of the plain ones. A more complete description of switches with oil pots will be found on page 2A. The moisture proof and explosion proof switches consist of the 6151 contact boxes enclosed in heavy cast iron housings and housing covers, Fig. 30,31, and 32. Regular switch arms Ref. 50 to 73 are used, the two small rectangular perforations fitting over corresponding lugs on the outer face of the large pin, which on its inner end, connects to the switch arm hub Ref. 119. The small hole in the center of the pin is tapped for a machine screw, which holds the arm in place. The gasket Ref. BB is used in moisture proof switches only; in other respects, construction of the latter is identical with that of the explosion proof switches. The switches with regular covers and those with oil pots can readily be identiHed from the material list number stamped on the front, as shown in Figs. 7 and B; the moisture and explosion proof types have the number stamped on one of the round bosses on the lower part of the cover. The material list numbers have been purposely omitted from the other illustrations, since there can be several variationsof each switch, depending on which contact box, Figs. 33 and 44, is used. The illustrations in this leaflet are numbered from Fig. 1 to Fig. 45 inclusive; the reference numbers commence at 50 and end with 133. This is done to avoid any possible confusion which might result from the same number representing both a figure and a part .
•
•
2 6098 Mechanical Switches, With Oil Pot These switches are provided with covers having a receptacle in which the contacts are immersed in oil to protect them against noninflammable corrosive vapors, or to eliminate the noise of striking contacts. These switches are neither moisture proof nor explosion proof and must be mounted vertically; the top knockouts should be used for wiring. Each is provided with sufficient H 16 solid copper "F1emenol" wire to run to the nearest pull box. Standard stranded wire must not be used; oil causes the rubber to deteriorate and the space between the strands causes the oil to be siphoned from the pot.
•
With each switch there is furnished a v.. pint can of oil. Otis specification #24 which is to be used if the switch is to be mounted on the car. If the switch is to be mounted in the hoistway, use Otis Brake-Magnet
Oil only. After filling the cover with the correct oil to about 1"
from the top of oil pot, replace cover slowly to prevent gushing of oil. When the oil needs replenishment, either kind can be secured from any Otis office.
When used on the car as a Door-Zone Limit, the switch is secured to the mounting bracket with rubber sound - isolating fastening which is furnished with the mounting parts. With this fastening, the switch case must not be secured to rigid conduit.
The following complete switches are no longer availabe, for replacement see table below. Replaced
Replaced
Switch
By
Switch
6098AYI 6098AY2 6098AY3 6098AY4 6098AY5 6098AY6 6098AY7 6098AY8 6098CC1 6098CC2 6098FCI 6098FC2
. A6098AYl A6098AY2 A6098AY3 A6098AY4 A6098AY5 A6098AY6 A6098AY7 A6098AY8 A6098CCI A6098CC2 A6098FC1 A6098FC2
6098FC3 6098FC4 6098FC5 6098FC6 6098FC7 6098FC8 6098FC9 6098FCIO 6098FCll 6098FCI2 6098FCI3 6098FCI4
Replaced Switch
By A6098FC3 A6098FC4 A6098FC5 A6098FC6 A6098FC7 A6098FC8 A6098FC9 A6098FClO A6098FCll A6098FCI2 A6098FC13 A6098FC14
6098FCI5 6098FCI6 6098CCI 6098GC2 6098CC3 6098GC4 6098HCI 6098HC2 6098HC3 6098HC4 6098HC5 6098HC6
By A6098FCI5 A6098FCI6 A6098CCI. A6098GC2 A6098GC3 A6098GC4 A6098HCI A6098HC2 A6098HC3 A6098HC4 A6098HC5 A6098HC6
Replaced Switch
By
6098HC7 6098HC8 6098HC9 6098HCIO 6098HCll 6098HCI2 6098HCI3 6098HCI4 6098HC15 6098HCI6
A6098HC7 A6098HC8 A6098HC9 A6098HCIO A6098HCll A6098HCI2 A6098HC13 A6098HC14 A6098HC15 A6098HC16
Index to parts for switches shown in this leaflet. Material List
See
Material
See
Sec
See
Page
Material
Page
Material List
Material
List
Material List
See
Page
Page
List
Page
List
Page
6098CI 6098C2 6098C3 6098C4 6098C5 6098C6 6098C7 6098C8 6098Dl 6098D2 6098D3 609804 6098D5 6098D6 6098EI 6098E2 6098E3 6098E4 1iQ9SE5 6098E6 6098E7 6098E8 6098E9 6098ElO 6098ElI 6098EI2 6098E13 6098EI4 6098EI5 6098E16
6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
6098ALl 6098AL2 6098AL3 6098ASI 6098AYl 6098AY2 6098AY3 6098AY4 6098AY5 6098AY6 6098AY7 6098AY8 6098BCI 6098BC2 6098BC3 6098BC4 6098BC5 6098BC6 6098B) I 6098B)2 6098B)3 6098B)4 6098B)5 6098B)6 6098B)7 6098B)8 6098B)9 6(98)BlO 6098B)1I 6098B)12
7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 8 8 8 8 8 8 8 8 8 8 8 8
6098BZI 6098BZ2 6098CCI 6098CC2 6098CEI 6098CE2 6098CE3 6098CE4 6098CMI 6098CM2 6098FCI 6098FC2 6098FC3 6098FC4 6098FC5 6098FC6 6098FC7 6098FC8 6098FC9 6098FC10 6098FCll 6098FC12 6098FCI3 6098FC14 6098FCI5 6098FCI6 6098GCI 6098GC2 6098GC3 6098GC4
8 8 8 8 8 8 8 8 8 8 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9
6098HCI 6098HC2 6098HC3 6098HC4 6098HC5 6098HC6 6098HC7 6098HC8 6098HC9 6098HCIO 6098HCll 6098HCI2 6098HCI3 6098HCl4 6098HCI5 6098HCI6 6098ZAI 6098ZA2 6098ZA3 6098ZA4 A6098Al A6098A2 A6098A3 A6098A4 A6098Bl A6098B2 A6098B3 A6098B4 A6098B5 A6098B6
10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA
A6098B7 A6098B8 A6098B9 A6098BIO A6098Bll A6098Bl2 A6098BI3 A6098B14 A6098Bl5 A6098Bl6 A6098BI7 A6098Bl8 A6098Bl9 A6098B20 A6098B21 A6098B22 A6098B23 A6098B24 A6098B25 A6098B26 A6098B27 A6098B28 A6098B29 A6098B30 A6098B31 A6098B32 A6098B33 A6098B34 A6098B35 A6098B36
lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA lOA
A6098B37 A6098B38 A6098AYl A6098AY2 A6098AY3 A6098AY4 A6098AY5 A6098AY6 A6098AY7 A6098AY8 A6098CCI A6098CC2 A6098FCI A6098FC2 A6098FC3 A6098FC4 A6098FC5 A6098FC6 A6098FC7 A6098FC8 A6098FC9 A6098FCIO A6098FCll A6098FC12 A6098FCl3 A6098FCl4 A6098FCl5 A6098FCI6 A6098GCI A6098GC2
lOA lOA II II II II II II II II II II II II II II II II II II II 11 II 11 II 11 11 11 11 11
For description of switches, see pages 3, 4, 5. For arms and adapters, see page; 18, 19.
See
Material List
Page
A6098BC3 A6098GC4 A6098GC5 A6098GC6 A6098GC7 A6098GC8 A6098HCI A6098HC2 A6098HC3 A6098HC4 A6098HC5 A6098HC6 A6098HC7 A6098HC8 A6098HC9 A6098HClO A6098HCll A6098HCI2 A6098HCI3 A6098HCI4 A6098HCI5 A6098HCI6 SF6012FI
II II II II II II 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12
See
•
•
3
DESCRIPTION OF SWITCHES M. L.
Returning Spring R at Location L •
Part
No.
See Fig. No.
of Spring
of TYPE
BRAKE
25 25 26 8& 30 8& 30
TYPE
PANEL
STOP
II II & 27 II & 30 II & 30
TYPE
90YAI6 90YA16 90YAI6 90YAI6 90YAI8 90YA16
•
10 10 & 27 10 & 30 10 & 30 9 9 & 27 9 & 30 9 & 30 13 13 & 30 13 & 30 14 14 & 30 14 & 30 10& 27 9& 27
POLE
36
BREAKING
Oil pot - With Arm 287BA5
37 37 37 37 37
287BA5
- With Arm
SINGLE
POLE
BREAKING
With Arm With Arm With Arm Explosion Proof Moisture Proof -- With Arm With Arm Without Oil Pot With Oil pot With Arm Explosion Proof - With Arm Moisture Proof With Arm Without Oil Pot With Oil Pot
SWITCH.
roUBLE
POLE
Wi thou t Oil pot Wi th Oil pot Explosion Proof .Moisture
Proof
With With With With
Explosion Proof Moisture Proof SIDE-
287J3 287J3 287J3 287J3 267J4 267J4 267J4 267J4
and and and and and and and and
Cam Cam Cam Cam Cam Cam Cam Cam
267J3 267J3 267J3 287J3 287J4 267J4 267J4 267 J 4
and and and and and and and and
Cam Cam Cam Cam Cam Cam
327JA3 327JA3 327JA3 327JA3 327JA4 327JA4 327JA4 327JA4
SINGLE
Arm Arm Arm Arm Arm Arm Arm Arm
SINGLE
SWITCH.
6096El. 6096E3 A6096HCI A6098HC5 6096E2 6096E4 A6096HC2 A6096HC6 6096E9 A6096HC9 A6096HCI3 6098EI0 A6096HCI0 A6096HCI4 6098E13 6098£14
roUBLE
POLE
327JA3 327JA3 327JA3 327JA3 327JA4 327JA4 C8"m 327JA4 Cam 327.JA4
With With With With
SINGLE
Without Oil pot With Oil pot Moisture Proof Explosion Proof Wi thou t Oil pot With Oil Pot Moisture Proof Explosion Proof Without Oil pot Moisture Proof Explosion Proof Without Oil Pot Moisture Proof Explosion Proof With Oil Pot With Oil Pot
POLE
-
-
Arm Arm Arm Arm
39 39 39 39 36 36 36 36
MAKING
THROW WITH AUX.
Without Oil Pot Wi th Oil Pot Moisture Proof Explosion Proof
A6096Al A6096A2 A6096CCI A6096CC2 TYPE
POLE
35 35 35 35 34 34 34 34
BREAKING With With With With
Without Oil pot With Oil pot
CAR SWINGING
SWITCH.
GATE
90YA16 90YA16
MAKING
6096CMI Without Oil Pot - With Arm 267ARI 6098CM2 Without Oil pot. With Arm 267AR2
23 24 FLOOR
SWITCH.
- SINGLE
Moisture Proof
SWITCH.
6096C5 6096C6 A6096AY3 A6096AY4 6096C7 6096C6 A6096AY7 A6096AY6
17 17 & 26 17 & 31 17 & 31 16 16 & 29 18 & 32 16 & 32
90YAI6
POLE
Withou't Oil pot - With Arm 287BA5 Without Oil) Pot - With Arm 287BA5 - With Arm 287BA5 Explosion Proof
6098CI 6098C2 A6098AYI A6098AY2 6098C3 6096C4 A6096AY5 A6096AY6 CAM TYPE
90YA16
- SINGLE
Without
6098BZ2
17 17 & 28 17 & 31 17 & 31 18 16 & 29 16 & 32 16 & 32
EXIT
SWITCH
6098ALl 6098AL3 6098ASI 6098BZI CAM TYPE
•
SWITCH
6098AL2 Without Oil pot - With Arm 287BA5
25
90YA18 90YA18 90YA18 9OHB8 99HB8
Uses Contact Box page 17 See Fig. _'
Switch BRAKE
90YA18
and
Name
A287E2, A267E2. A267E2. A287E2,
41 42 CONTACT
Raj ler Roller wi th Roll er with Roller
with with
33 33 33 33
MAKING
With With With With With With With With With With With With With Wi th
Arm Arm Arm Arm Arm Arm Arm Arm Arm Arm Arm Arm Arm Arm
- With Arm - With Arm
267PI 267PI 267PI 267Pl 267P2 267P2 267P2 267P2 287P3. 287P3. 267P3. 287P4. 287P4. 267P4.
with with with with with wi th
Weight Weight Weight Weight Weight We ight
287P3, with Weight 287P4, with Weight
35 35 35 35 34 34 34 34 35 35 35 34 34 34 35 34
J
5
DESCRIPTION
•
M.L.
Returning Spring at Location II L Part No. of Spring
and
See Fi g •
Name
No.
Swi tch
27 30 30 . I 27 I & 30 I & 30 7 8 2
90YAI8 90YAI8 90HB8 90HB8 90YAI8 90YA 18 9OYAl8 90YAI8
I
LIMIT
TYPE
SWITCH
4 3 4 3
90YAI8 90YA18 90YAI8 90YA18
-
•
2 & 30 2 & 30 I
I & 27
90YAI8
I & I & 5 6 7 8 2 & I &
90YAI8
2 I
90YA18 90YAI8 90YAI8 90YAI8 9OYAI8
90YAI8 90YA 18 90YA18 90YAI8
& & & &
12 12 12 12
30 30
46 47
TYPE
30 30 30 30
6098CEI 6098CE2 6098CE3 6098CE4
With Arm
POLE
PUMP SWITCH,
SWITCH
DIRECT
Without Without
90YAI8 90YA18 90YAI8
16
6098ZA3
16 4 3 3 3
6098ZA4 Without A6098B25 Without A6098B26 Without A6098B27 Without A6098B28 Without
90YAI8
SAfETY 90YAI8 90YAI8
15 16
SHOE
SHOE
Without TYPE
Oil
SWITCH
Without
TYPE
Oil
SWITCH
6098ZAI Wi thout 609BZA2 Without
Oil Oil
Arm Arm Arm Arm
AUX.
287CH3, 287CH3, 287CHl, 287CH2,
A287E2, A287E2, A287E2, A287E2,
Arm Arm Arm Arm
THROW WITH
With - With
With
- With • With - With . With . With
AUX.
Arm A287E2, Arm A287E2, MAKING
34 34 34
34 34 35 35
34 34 35
CONTACTS
with with with .ith
Roller Roller Roller Roller
331 331 331 331
with with with with
Roller Roller Roller Roller
38 38 38 38
38 39 38
39 39 38
39 38
40
40 40
40
cmTACTS with with
Roller Roller
44 43
.ith
Roller
•
MAKING
Atm
287W2
Arm 287W3 Arm 287F2, with Roller Arm 287F6, with Roller Arm 287CH3, with Roller Arm 287CH4, with Roller
POLE
39 39 39 39
AND BREAKING
Arm 287F4,
POLE
- With
- S[NGLE
35 35 35 35
BREAKING
AND MAKING
- SINGLE
Pot Pot.
WITH
With With With With
Pot.
Oil Pot Oil Pot Oil Pot Oil Pot Oil Pot
Roller Roller Roller Roll er Roller Roller
287F6, with Roller
BREAKING
SINGLE
Pot
with with with with .ith with
With Arm 287F2, with Roller With Arm 287CH3, with Roller With Arm 287F2, with Roller With Arm 287F2, with Roller With Arm 287F6, with Roller With Arm 287CH4, with Roller With Arm 287F6, with Roller With Arm 287F6, with Roller With Arm 287BA4, wi th Roll er With Arm 287BA4, with Roller With Arm 287BA3, with Pin With Arm 287BA3, with Pin Wi th Arm 6098FHl Wi th Atm 6098FH2 - With Arm 287CH3, with Holler - ''\lith Arm 287CH4, with Holler
DISPLACEMENT - SINGLE POLE (SAN. fRANCISCO DESIGN)
SF6012Fl SAfETY
With With With With POLE
POLE
Pot Pot
287F2, 287CH3, 287F2, 287F2, 287F6, 287CH4,
With Arm 287F6, with Rollcr With Arm 287BA3, .ith Pin Wi th Arm 28781\3, wi th Pin - With Arm 287F19, with Holler - With Arm 287F20, with Holler - With Arm 287CH3, with Holler . With Arm 287CH4, with Holler
Pot Pot Pot Pot
Proof Proof Pr-oof Proof
Oil Oil
Arm Arm Arm Arm Arm Arm
AND BREAKING,
- DOUBLE
POLE
4
90YA18
Oil Oil Oil Oil
- DOUBLE
Moisture Moisture Explosion Explosion
90YAI8
90YAI8
Proof
MAKING
Without Without Without Without
- DOUBLE
A6098A3 A6098A4
BREAKING
Moisture
SWITCH
SWITCH
12 12
•
TYPE
LIMIT
TYPE
LIMIT
POLE
With With With With With With
A6098B7 Without Oil Pot A6098B8 With Oil Pot A6098FC4 Moisture Proof A6098FC8 Explosion Proo f A6098B15 Without Oil Pot A6098BI6 With Oil Pot A6098FC12 Moisture Proof A6098FC16 Explosion Proof 60988C3 Wi thou t Oi 1. Po t 60988C4 Without Oil Pot 60988C5 Without Oil Pot 6098BC6 Without Oil Pot A6098819 Wit~out Oil Pot A6098820 Without Oil Pot A6098B35 Without Oil Pot A6098B36 Without Oil Pot
2 2 & 27 90YAI8 90YAI8 90llB8 90HB8 90YAI8
- SINGLE
Without Oil Pot With Oil Pot Moisture Proof Explosion Proof Without Oil Pot With Oil Pot
SINGLE
A6098B17 A6098B18 A6098B21 A6098B22 LIMIT
90YAI8 90YA18 90llB8 90llB8
SWITCH
A6098FC14 Explosion Proof 60988Cl Without Oil Pot 60988C2 Wi thout Oil Pot A6098B23 Without Oil Pot A6098B24 Without Oil Pot A6098B31 Without Oil Pot A6098B32 Without Oil Pot
I
90YAl8
TYPE
A6098FCIO
2
90YAl8
Conta«::t Box
Page 17 See Fig.
A6098B3 A6098B4 A6098FC2 A6098FC6 A6098Bll A6098B12
2 & & & I &
2 2 2
Uses
of
LIMIT 90YAI8 90YAI8 901188 90llB8
OF SWITCHES
34 35
33+++ 33++
33 ++ 33 +t+
BREAKING
Wi th Arm 287Wl With Arm 287W2
35
34
'* Same as 6151B1 except
++
+++
the
Base
A306G2 instead
of A~06G5.
Same a~ Fig. 33 l'"xccpt the base contact A306Gl0 instead of A306G7 Same as Fig. 33 except IJ(lse contact A306Gll illS/ead of A306G7 (
List Of Parts Fig.
Ref.
No.
No.
Part or M,L. No.
Material List and Quantity
,
Description 2
I
6098C 3 4 5
6
7
8
2
6098D 3 4
5
6
I
19 20 17 18
55 56 57 58
17 18 19 20 28 29 28 29
78 79 80 81
19,20
98*
287HI 287H2 287J3 287J4 6151BI 615lB2 6151CI 615lDI 320Tl + A346MB5 A346MB6 A346MB7 A346MB8 346BC3 346BC4 346BC5 346BC6 907Al8
Fig.
Ref.
No.
No.
Part or M.L. No.
Arm Switch, with Pin Arm Swi'tch, with Pin Arm Switch; with Roller Arm Switch, with Roller Box and Contacts for details sec pagc 17, Fig. 34 . Box and Contacts for details sec page 17, Fig. 35 Box and Contacts for details see page 17, Fig. 38 Box and Contacts for details see ~ge 17, Fig. 39 Bumper, rubber (for stop pin on x) Cover, Switch Box with Pin, Lining and Cam Cover, Switch Box with Pin, Lining and Cam Cover, Switch Boxwith Pin, Lining and Tripper Cover, Switch Box with Pin, Linin and Tripper Cover, Oil Tight Switch Box with am Cover, Oil Tight Switch Box with Cam Cover, Oil Tight Switch Box with Tripper Cover, Oil Ti~t Switch Box with Tripper Spring, Mova Ie Contact Base Returning (Used at location given in "Description of Switcher)
I I
a
I 1
Material List and Quantity Description 2
10 9 13 14
59 60 6] 62
9, ]0-13, 14 27
77
287PI 287P2 287P3 287P4 615lBI 615lB2 6151CI 615lDI 320Tl A346MBI 346BC2
Arm Arm Arm Arm
3
4
5
6
7
6098E 8 9 10 II
12 13 14 15 16
Switch Switch Switch, with Weight Switch, with We~t
Box and Contacts ror
etails sec page 17, F;g. 35l
Box and Contacts for details see page 17, Fig. 35 Box and Contacts for details sec page 17, Fig.38) Box and Contacts for details sec f:ge 17, Fig. 39) Bumper, rubber (for stop pin on x) Cover, Switch Box with Lining Cover, Oil Tight Switch Box
+ Not currently used, available jor service replacement
* Arrow
•
indicates location, t!1Cpart itself not showing in the illustration
I I
I
•
7 Lt ST OF PARTS
•
Fig. No. 17 IR 7,8 5,(, 25,2(' 25
ncr. No.
Part or M.L. No.
57 ,8 71 72 73 74
I1escri ltion
287.13 287.14 287B,\3 28713014 2871JA5 29911(2 (,15lB I
Arm, Arm, ,'rm, Arm,
Bar, Connecting Box and Contacts Fig. 34)
(for
details,
see Page 17,
('151B2
Box and Contacts
(for
details,
see
615lB3
Fig. 35) Box and Contacts Fig. 36)
(for~details,
see Page 17,
(for
details,
see
Page
17,
(for
details,
see
Page
17,
(for
details,
see
Page
17,
615 lB4 6151( I
Switch, Switch, Switch, Switch,
615ml
with with with with
Box and Contacts Fig. 37) Box and Contacts
1 I I 1 1 I I Page
1
1 I 1
17,
1 1 1
1
1
38)
Box and Contacts
Fig. 391 Bracket, with Pin
75 76
Material List and Q4antity ('098AS6098AY6098BC1 1 2 3 4 5 6 7 8 1 2 3 4 5 6
Roller Roller Pin Roller
Arm, Switch, with Pin
Fig. 25 26
('098AL1.2 3
31('KV2 Bracket 316PYl 320Tl t Bumper, rubber (for Stop Pin on Box) 334111"' Bushing, rubber, 1/2" 1.0., }" 0.0., 5/16" thick
(for
Outlet
- Moisture-and
1
1
1 1
1 1
1
Explosion-
Proof Switches)
•
5-8,2(' 25 32 31 31,32 31,32
77 82 8(, 87 88 89
A34fiMll10 6368014 63('8A5 37 ('IIAI A39fiPAl
31,32
90
28 7CAl'
25 25
91 92
26
93
26 25
94 95
288ARI 288M2 4 32F I 72AII2 79M 3
25
9fi
2(, 5-8. 25,2('
•
A346MBI
97 98-
9 (,1129 90Y,\ lR
Arrow indicates
*
Bushing', rubber, 11/16" Ln., 1-3/16" 0.0., 5/16" thick (for Outlet - Moisture- and Explosion-Proof Swi tches) Cover, Switch Box, with Lining Cover, Switch Box, with Lilling Cover, Housing, with Cam Cover, Housing, with Cam Gasket (for Moisture-Pr-oof Switches) Iiousing, Switch (for Moisture- or ExplosionProof Switches) Lever, Switch (for Moisture- or ExplosionProof Switches ) Lever Lever (for 6098AL3 only) Lug Nut
tile parts
used, available
1 1 1 1 1 1 1 1 1 11
I I III
1111111 2 2 I 1 I
themselves
for Service
1 1 1 1
1 111 1 1 1
not showing in the illustration.
Not illustrated. Not currently
1 1
(Arm to Hod) (for Rod)
Pin, brass, 1/4" diam., 25/32" long (for Lever to Bar) Pin, brass, 1"/4" diam., I" long (for Lever to Bar) Hod, 5/1fi" dianl., 5-3/4" long (for Lug) Spring, Movable Contact Base Returning (Used nl location given in "Description of Switches It)
location,
22222222
replacement,
when.rec;uired.
1 1
1
1
I
8 LI ST OF PARTS Fig. No.
Ref. No.
Part
22 21.
68
65
22.
66
287AM6
21.
22.-
67 68
23
69
24 8
70 73
287 AM7 287 AM8 287 AIU 287AR2 287BA5
50
21
65
66 67
22
21
Descriotion
M.L.No. A287E2 287 AMI 287AM2 287 AM3 287AM4 287 AM5
11,12
Material List and Quantity 6098BJ 6098BZ- 6098CC- 6098CE- 60980\1I 2 3 4 5 6 7 8 9 J 0 IllI I 2 I 2 I 2 3 4 1 2
or
A6151Al
6 I 51BI 6I51B2
Arm', Switch.
with
I I
IblJer I
Arm, Swi teh. wi th two Pins Arm, Svi tch, wi th Pin Arm, Switch. wi th Pin Arm, Switch, with two Pins & Link Arm, Swi leh, wi th two Pins & Link.
I
6I5ICI 615101 6I5IEI 6I5IFl 6I51F2 320TI ,
1 I
I
I I
wi th Pin & Link
I I ]
. I I
Ann, Switch, with Pin Box and Contacts (for detail s, see Page 17. Fig. 33) Box and G:mtacts (for detail s, seePagel7, Fig. 34) Box and Cont acts (for detai 1s,
I 1 I
I
1 •
I -
Box and Contacts (for details see page 17 Fig. 37) Box and Contacts (for detail see Page 17. Fig. 38 Box and Contacts (for detail see Page 17. Fig. 39) &x and Contacts (for detail see Page 11, Fig. 40) Box and Contacts (for detail see Page 17, Fig. 41) &x and Contacts (for detail see Page 17, Fig. 42) fumper, rubber (for Stop Pin
.
,
s, I .
I s, I
I s, I I
I I s.
I s. I
in &x)
334HIw
21-24 30
77
A346MBl
83
6368AI
30
88
3761IAI
30
89
30
90'
8
98'
12,21, 22,23,
98'
A396PAI 287CAI 90HBB
90YAI8
24
• Arrow indicates • Not
Bushing, rubber, 1/2" I.D., }" D.O., 5/16" thick (for Outlet, Moisture and Explosion Proof SW1tches) &shing, rubber, 11/16" I.D., 1-3/16" D.O., 5/16" thick (for Outlet, Moisture and Explosion Proof Switches) Cover, Switch Box with lining Cover, Housing (for Moisture or Explosion Proof Housing) Gasket (for Moisture or Explosion Proo.! Switches) Housing, Switch (for Moisture or Explosion Proof Switches) Lever, Switch (for Moisture or Explosion Proof Switches) Spring, Movable Contact Base Returning (used at location given in "Description of Svi tches ") Spring, Movable Contact Base Returning (used at location gi vel' in "Description of Switches")
location,
the parts
themselves
not
. . l 1
I I I
I I I I I I I
• ,Similar
to
used, the
above
available Fig.
for
Service
No. illustration
1 I I 1
2 2
2 2 2 2
•
I 1 I I
I 1 1 I
I
I I -
.I
I 1
1 I I 1
.I I
I 1
I I
. I 1 I
I 1
. -I I
I I I I
1111-.----
showing
replacement except
1 I
I I .
in
the illustration.
illustrated.
t Not currently
•
1
see Page 17, Fig. 35) 615184 ,
I I - -
Arm, Switch, with Pin & Link Arm, "SNiteh. Arm, Swi tch Arm, Swi tch
I I I I
I
Arm, Switch, with two Pins
for
when required Link
which is
• not
ahown.
] 1
•
,
-":j
9
LIST OF PARTS
•
Material
Fig. No.
Ref. No.
2 4. 1 3 19 20
51 52 53 54 55 56
Part
M. L.
or No.
287f2 2B7f4 287f6 287F8 287111 287H2 6151B1 615182 6151CI 6151 Dl 320Tlt 334111* 334112*
30
83
6368AI
32
84
6368A2
Li st
and
Quantity
6098 fC2 3 4 5 6 7 8 9 10 II 12131415
Description Arm, Swi tch, with Roller Arm, Switch, with Roller Arm, Switch, with Roller Arm, Switch, with Roller Arm, Switch, with Pin Arm, Switch, wi th Pin (for details, Box find Contacts see Page 17, Fig. 34) Box and Contacts (for detail s, see Page 17, Fig. 35) Box and Contacts ( for details'Jsee Page 17, 38) Fig. Box and Contacts ( for details, see Page 17, 39) Fig. Bumper, rubber (for Stop Pin on Box) Bushing, rubber, 1/2" LO., I" 0.0 •• 5/16" thick (for Moistureand Explosion-Proof Switches) Bushing, rubber, 11/16" LO., 1-3/16"0.0. , 5/16" thick (for Moistureand ExplosionProof Switches) , Cover, Housing (for MoistureorExplosionProof t1ousing) wi th Tr ipper (for Housing Cover, Housing,
6098GC16 I 2 3 4
I I
I
I I
I I
I
I I
I
I
I
85
6368A3
Cover,
Housing,
with
Tripper
I
I I
I
I
I I I I
I I I
2 2 2 2 222
I
I
I 2 2
2
I I I I I
I
I
2
2
I
I
2
2
I
I I I 1 I
2
22222
I
I I
,A396PAI) 31
I I
( for Housing
,A396PAI) 30,32 30-32
88 89
376HAI A39 6PAI
30 - 32
90'
287CAI
I, 2
98'
3,4, 19,20
9B'
•
•
901188
90YAI8
Gasket (for Moisture-Proof Switches) Housing, Switch (for Moistureor ExplosionProof Swi tches) or ExplosionLever, Switch (for MoistureProof Swi tches) Spring, Movable Contact Base Returning (Used at location given in ~Description of Swi tches It) Movable Contact Base Returning Spring, (Used at location given in "lk:scription of Swi tchcs")
Arrow indicates location.
I I I I I I
I I 1
I I I
I
-
I - I - I - I
the parts themselves not showing in the illustration.
*
Not illustrated.
t
Not currently used, availdble for Service replacement,
when required.
I
I I
I I
I
I
I
I
I
I
I I I I I I I I
I I
I
- 1 I I I
10
liST OF PARTS Fig. No.
Ref. No.
Part or M.L. No.
10 9 13 14 IS 16 16
59 60 61 62 63 64 64
287PI 287P2 287P3 287P4 287WI 287W2 287W3 615181 615182 6151CI 615101 320Tl , 334HI.
Material List and OJ8l'ltity 6098HC6Q981A10 11 12 13 14 15 16 1 234 2 3 456789
Oeseri tion Arm, Switch Arm, Switeh Arm, Switch, with Weight Weight Arm, Switeh, .ith Arm, Switch Arm, Switen
I
I 1 I I
Arm Switch
Box Bnd Contacts Fig. 34) Box and Cootacts Fig. 35)
( for
details
( for
details,
I
15,16 30
77 83
A346M81 6368A I
I
I
I
I I I I I
I
I I I
30 30
88 89
376HAI A396PAI
30
90'
287CAI
9,10, 13-16
98'
90YAI8
" Arrow
*
Not
indicates
I
location,
illustrated. used, available
t Not currently
themsel ves not .showing
I
2
2
2
2
I
I
I
2
2
I 1 I I I I I I
I
I
I
I I I I I I I I I I I I I I
I I
I I
I I
I
I
I
I
I I I I I I I I
I
I
I
1
I
I
I I I I I
I
I
I
I
I
I
Switch Box, .ith Lining
the parts
- - ..
I
2
222222222
- - - I I I I
"
Conr, Housing (Cor Moisture- orExplosimProof Housing Gasket (fOf Moisture-Proof Switches) Housing, Switch (for Moisture- or ExplosionProof Switches) Lever, Switch (for Moisture- or Explosion. _Pr,oof,~itches) Spring, Monble Contact 8eae Returning (Used at location gi.en in "Description of' Switchu") ,
I
I
I
I
1-3/16" 0.0., Bushing, rubber, 11/16" J.D., 5/16" thick (fOf Moisture- and ExplosionProof Switches) CoYer
I
I
see Page 17,
( for detai Is .ee Page 17, Fig. 38) Box and Contacts ( for details. see Psge 17, Fig. 39) rubber (for Stop Pin on Box) Bumper, Bushing, rubber, 1/2" 1.0., 1" 0.0., 5/16" thick (for Moisture- and Explosion-Proof Box and Con ta c ta
I
I
see PBge 17,
Switches)
334H2.
e
I I
I I 1 I
•
in
the
illustration.
for ~ervice replacement when required,
•
lOA List of Parts
•
Ref. Part or No. M. L. No.
Fig. No .
Material List and Quantity A6098B-
Description 1 2345
1l,12 2 4
50 51
52
I
53
3 2
54
51 53 52
I
4 3 2
54
51 53
I
A287E2 267F2 267F4 267F6 267F8 267F19 267F20 267CHI 267CH2 267CH3 267CH4 6098FHI 6098FH2 A6151AI
Arm with Roller Arm with Roller Arm with Roller Arm with Roller Arin with Roller Arm with Roller Arm with Roller Arm with Roller Arm with Roller Arm with Roller Arm with Roller Arm (see page 19, Fig. 46) Arm (see page 19, Fig. 47) Box and Contacts (see page 17, Fig. 33)
A6151A2
Box and Contacts
A6151BI
(sec page 17, Fig. 33) Box and Contacts (sec page 17, Fig. 34)
I
A6151B2
Box and Contacts
/l 7 8 9 lOll 12131415161718
i
A6151C2 AJI51D1
Box and Contacts
I -
-------1-
1---1--- - 1
- J -
Box and Contacts
A615lPI
Box and Contacts (see page 17, Fig. 40 + +)
A615lRI
Box and Contacts (see page 17, Fig. 40+ + +) + Bumper Rubber ' (for stop pin on box) Cover, Switch BOxwith lin-
- - - -1- - - -- - - - - - - - - ------1-----------
-I -I ----I 1 - - - I -
-------1-
1---1-1
__ 1 -1---1---- - - 1 - - -- - - - I - - - I - - - - - - - ________ 1 ---1---1------_________ 1 1 1 _
1--------1-------
•
32OT1 1-4, 1l-12
27 1-4
98
----11--
-11---11-----
-----1---
I I
11--I I -
-I
--I I -
I I -
I 1-
I I -
1 -
1I - -
-1-------
- - - 1- - I I .
11--1---
1--------
++ + + +
1-
-I I -I
1 - 1 - 1 - 1 . 1
- 1 - 1 - 1 . 1 1 1 1 1 1 1 1 11 1
1 1 1 1 1 1 1 I 1 1
1-1-1-1-------111111111111111111
1111111111
346BC2
Cov"', Oil Tight Box
- I - I - I - I -
9OYA18
Spring, movable base retw-
1 1 1 1 1 1 1 1 1
ning
+
1 -
----1----
_________
ing
*
•
A346MBI
-1------1---
_________
(see page 17, Fig. 44)
77
1111
---------
I --
(sec page 17, Fig. 39) A6151D2
373S 1 234
___________
(sec page 17, Fig. 38) Box and Contacts (sec page 17, Fig. 43) Box and Contacts
A6098A282930313233343536
-----1---
--1---1-
(see page 17, Fig. 35) A6151CI
192021222324252627
(use
I -I I I -
11 LIST
OF PARTS Material
Fig. No.
Ref.
Part
No.
M. L. No.
II
50 57 58
A287E2 287 J 3 287J4 615 lA 1 6151Bl 615lB2 6151Cl 615J1)l 3 20Tl t 334111*
17 18
or
334112* 30
83
32
86
31 30-32 30-32 30 -32
87 88
89 90'
63h8Al 6368A4 6368A5 37611Al A396PAl 28 7CA1
Fig. No.
Ref. No.
P~rt or M.L. No.
2
51
4
1 3
52 53 54
19 20
55 56
287F2 287F4 287F6 287F8 287111 287H2 615 lB 1
Description Arm, Switch, Arm, Switch, Arm, Switch,
with Roller with Roller with Roller (for (for
Box and Contacts
(for details,. see Page 17. Fig. 35)
Box and Contacts Box and Contacts
17, Fig.
Box and Contacts
6098CC12
see Page see Page on Box)
17, Fig. 17. Fig. 17, 17,
Fig. Fig.
33) 34)
1 1
•
1
38) 39)
11111.11 22222
2 2 2
2 2 1
1 1 1 1 1
1
1 1 1 1 1 111
1 1 1 1 1 111
1 1 1 1 1
on
Arm, Switch, with Roller Arm, Switch, with Roller Arm, Switch, with Roller Arm, Switch, with Roller Arm, Switch, with Pin Arm, Switch, with Pin Box and Contacts (for det~ils,
Page 615l1Jl
Page Page
Housing (for Moistureor Explosion-Proof Housing) Hous ing, wi th Cam ( for Mois ture - or Exp losion -Proof Hous ing) Housing, with Cam (for Moisture-Proof Switches) Switch Switch
Page 17, Fig. 6151Cl
see see
Bushing, rubber, 1/2" 1.0., }" 0.0., 5/16" thick (for Moistureand Explosion-Proof Switches) Bushing, rubber, 11/16" LD., 1-3/16" 0.0 .• 5/16" thick (for Moisture- and Explosion-Proof Switches)
Page 17, Fig. 6151B2
details, details,
Box and Contacts (for details, Box and Contacts (for details, Bumper, rubber (for Stop Pin
Des cripti
and Quantity
1 1
80x and Contacts Box and Contacts
Cover, Cover, (.over, Gasket Housing; Lever,
List
A6098AY2345678
see
34) (for
details,
see
details,
see
details,
see
35) (for
38) ;(for
Page 17, Fig. 39) 320Tlt 334Hh 334H2* 30
83
6368.'1
32 31 3O~32 30-32 30-32 1.2
84 85 88 89 98'
6368A2 6368A3 376HAl A396PAl 287CAl 90llB8
3,4,
98'
90YA18
90'
Bumper, Bushing,
rubber (for Stop Pin on Box) rubber, 1/2" 1.D., 1" 0.0., Sj16" thick (for Moistureand Explosion-Proof Switches) Bushin~, rubber, 11/16" I .n., 1-3/16" O. D., 5/1 fi" th ick (for Mois ture- and Explosion-Proof Switches) Cover, Housing (for Moistureand Explosion-Proof Housing) Cover., Housin g, wi th Tri pper Cover, Iiousing, with Tripper Gasket. (for Moisture-Proof Switches) Housing, Switch Lever, Switch Spring, MovllbleContact Base Returning (Used at location given in "Description of Switches") Spring, Movable Contact Base Returning (Used at location given in "Description of Switches")
*
Arrow indicates location,
*
Not illustrated. Not currently
the' parts
used, available
themselves not showing in the illustration.
[or Service replacement,
when required.
•
12
LI ST OF PARTS Material
•
Fig.
No.
Hef. No.
4 10 9 13 14
52 59 60 61 62
Part
Oeseri
M.L. No. 287F4 287PI 287P2 287P3 287P4 6]511l]
Arm, Arm, Arm, Arm, Arm,
sY.'i tch,
6151C 1 615101 320Tl , 334111*
and Quantity
12 13 14 15 16
SF6012FI
RoJ ler I
with
Switch,
with Weight
I
Box nnd Contacts
I
Weight (for
details,
see
detnils,
see
details,
see
]
I I
1
34)
17. Fig.
1I0x iUld Contacts (for Page 17. Fig. 35) (for Box nnd Contacts Page 17. Fig. 38)
(for Moisturc-
Explosion-Proof rubber,
]
]
I I
]
dct'8iJs , see Box nnd Contacts (for Pngc 17, Fig. 39 ) Bumper. rubber (for Stop Pin on Box) 1/2" I,D .. 1" Q 0., Bushing, rubber. 5/16" thick
334112*
tn
Swi teh Swi ten Swi ten,
Pnge
6151 B2
Jlion
wi
List
M09811C2 3 4 5 6 7 8 9 10 II
or
I ] 1 1 1 1 1 I I
]
222222222
2
2
2
1 I I
I 1
]
I
I I I
nnd
Switches)
11/]6" l.D •• 1-3/16" and 5/16" thick (for MoistureExplosion-Proof Switches) Cover, S,,-itch Box. wi th Lining Cover. Housing Gasket (for Moisture-Proof Switches) Switch flousing, Bushing,
2
2
2
2
o.n ..
4 30 30 30 30 4,9-14
•: A
77 83 88 89 90' 90'
A346MBI 63 68A 1 37611Al A396PA] 287CA 1 90YA18
Not
t
Lever, Swi tch Spring, Movable Contact Base Returning (Used at location given in "Description of SNitches ..)
San francisco removes Base fA306G5 and replaces
Arrow indicates
I 1 1 1 I
location.
tile
parts
it
I I I
I
I I I
]
I 1 I 1 ] 1 I 1 1 1 1 1 ] 1 ] 1 ]]]]] I ] I
']
I
] ]
]
]
I ]
1
I 1 1
I
]
1 i I
I
with Base A306G2.
themselves 1I0t showing ill the illustration .
illustrated.
Not currently
used, available
for Service replacement,
when required.
R
L.
$
;}
.-~_. __
•
FIG, I Breaking
FIG. 2 Breaking
o
.
-----
FIG. 3 Making
"------
------
---_. FIG. 4 Making
13
rr~ R"
L
"
L
R
#
\~ \~'
•
71
73
•
FIG. 5 Breaking
L
FIG. 6 Breaking
FIG. 7 Breaking
FIG. 8 Breaking
,
R
L
••
R
L
Q
•
98
L
R
R
!-98_
W
I
"
-
~ 59
•
50
0
77
77
FIG. 9 Makin?
FIG. 10 Making
FIG. 11 floor Stop Type
L
g" ~
(l) -J "" f.J,
@
_
•
FIG. J 2 Breaking and MokinQ
R
L
_98
98-.
R
_
61 62_
0
.\ ~ 0
Q
a
0
0
77
FIG. 13 Making
l)
77
FIG. 14 Making
FIG. 15 Breaking
F1G. 16 Breaking
e-
•
14
L
•
R
--78 --57.
L
-80 55
58
56
79
81
FIG. 17 Breaking
L
FIG. Ill8reaking
R
L
R
FIG. 19 Breaking
L
FIG. 20 Breaking
R
L
I,
e.'
•
i 66 68
e
R
'-~-:--~-
•
""--65 67
-), .:
77
0
:;
0
L
FIG. 21 Breakina
FIG. 22 Breaking
';'
FIG. 23 Breokin9
FIG. 24 breaking
82 77
93
94
97
73 91
73
92
•
96
98-
e::::
~ FIG. Making
l,.
2S
or Breaking
FIG. 26 Breaking
15
FIG.
27
FIG.
FIG.
28
88 ',' 89
29
86
IJ
FlG.
30
FIG.
31
FIG.
•
32
•
16
•
-, -108 --
.-
.
..-117
.--120 - - ---
121
--liB
.-
102 105
FIG.
33
FIG.
. --IOB-
34
VIG.
35
FIG.
3"
-
• FIG.
37
110-
FIG.
38
FIG.
39
FIG.
40
FIG.
42
FIG.
43
FIG.
44
~
118 122 100
99
"'
111115
102
•
FIG.
41
17 DESCRIPTION OF 6151 CONTACT BOXES Fig. 33
Fig. 33+ Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Fig.
34 35 36 37 38 43 39 44 40 41 42 40+ +
Fig. 40+ + +
M.L. A6151AI, M.L. A6151A2, M.L. 6151BI, M.L.615IB2, M.L.615183, M.L. 6151B4, M.L.615ICI, M.L.615IC2, M.L. 615101, M.L. 615102, M.L. 6151El, M.L. 6151FJ, M.L. 6151F2, M.L. A 6151PL M.L. A6151RI,
•
Single Pole, Double Throw, with Aux. Contact Single Pole, Double Throw, with Aux. Contacts Single Pole, Single Throw Single Pole, Single Throw Single Pole, Single Throw Single Pole, Single Throw Double Pole, Single Throw Double Pole, Single Throw Double Pole, Single Throw Double Pole, Single Throw Single Pole, Make and Break Single Pole, Single Throw Single Pole, Single Throw Single Pole, Make and Break Single Pole, Make and Break
+ Same a~ Fig. 33 except without Ref. 117, 120 and 121 jor details of contact boxes see page 17A.
List Of Parts Fig.
Ref.
No.
No.
Part or M.L. No.
33-44 33-44 33
99 I()() 101
275EI B306FI A306C2
33 38,43
102 103
A306G3
Material List and Quantity A6151A6151A6151I 2 BIB2B3B4CIC2DID2E1FIl'2PIRI
Description Barrier, Insulating Base. Contact ~movabIe) Base. Contact stationary) I-Base Contact #A306GI 2-Connectors # 176H 1 2-Contacts, Aux, #I50F4 3-Contacts #150H4 Base. Contact (stationary) I-Base Contact #A306Gl I-Connector # 176El I-Connector #176Fl 2-Contacts # ISOH4 Ba~e Contact (stationary) I-Ba'ie Contact #A306GI I-Connector #176El I-Connector # I76F3 +: 2-Contacts # lSOH4 Bao;;eContact (stationary) 1.Ba<;eContact #A306Gl 2-Contact<; # 150H4 Ba<;eContact (stationary) I-Ba<;e Contact #A306Cl 2-Contacts #I50H4 Ba'ie Contact (stationary) I.Ba'iC Contact #A306Cl 2-Connector # 176EI:tc 2-contacts # 150H4 Bao;;eContact (stationary) I-Base Contact #A306Cl 2.Connector #176El 2-Contacts #150H4 Base Contact (stationary) I-Base Contact #A306Cl 2-Connectors # 176EI 2-Contacts # 150H4
*
38,43 39,44
102 104
A306C4
39,44 34,36,41
102 105
34,36,41 35,37,42
102 106
A306G6
35,37,42 40
102 107
A306G7
40 40+ +
102 107
A306GIO
40+ + 40+ + +
102 107
40+ + + 33-40, 43, 44 40++,40++ + 41 42 33-37,41,42 36,37 34-40,43, 44, 40++,40+++ 38-40, 43,44 40++,40+++ 33 40++,40+++ 40++.40+++ 36,37 33,43,44 33-44 33-44 33,43,44 33,43,44 33-44 38-40, 43, 44 40++,40+++
102
A306G5
*
A306GlI
*
*
I 1 I
I I
I 1
I I
1 I
I I
I I
I I
I I
I I
I I
I I
I I
I 1
consisting of:
*
*'
*
++ + + +
consisting of:
* * *'
I I I
*
•
consisting of:
*
I
consisting of:
*
I
consisting of:
*
consisting of:
*
consl<;ting of:
*
108 109 110 III 112
B308GAZ 308BDI 308BD2 176Dl 176AAI
Box, Switch, with Pin Box, Switch, with Pin and Bracket Box, Switch, with Pin and Bracket Connector Connector (for guide)
113
932A2
114 115 114 113 116 117 118 119 120 121 122
150P4 I50H2 150P44 150P45 385)1 396B I A397AI A429Cl 77TAI 9OCB6 128H1
Contact, Spring Contact, Spring Contact, Spring Contact, Spring Cuide, Contact Spring Housing, S~ring Hub, Switc Arm Lining (for stationary contact base) Pin, Spring Spring (for Pin) Wa~her 1/32" thick (for spring contacts)
123
128H3
Wa~her liS" thick (for spring contacts)
Contact.
I
consisting of:
I
1
Spring
Not fllrilL~hed separatel'l/ for repfacement order a~sembled ba~e Some a~ Fig. 40 excc."pt )a~e A306G10 illStcod of A306G7 Some a~ Fig. 40 exc(,>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
;'<0.
207218 3~5E49 2 5BXl
435C2
2 2 1 1 1 2 1 1
DESCP.IPTION Bearing Bushing Cover Fitting Frarre Nut Nut Pin
374PJl 67E13 67E14 8 77WHl • PtVr-t not .i.U.u.6tJtM:ed.
REP. fSAPT
QUAN-
NO.
TITY
l!
10 11 12 13 14 15
NO.
81AX24 439AEl 386AYWl 265ADl 92ALl 127VB122 344BCl
2 2 1 1 2 1 7
DESCRIPTION Pin Pawl Plate Sheave SpI'ing Washer Heigtlt
~J¥--.-~; --_. Pt-tC \
2
4
•
5 6 PRINTED
IN U.S.A.
7
seCTldN A-A
FIG. 3
PM'IS 'FOR ML 6481'£1 ROPE TIGHTENER FIG. #3 FORM0524-1 REF. PARI'
QUAN-
NO.
TIT'f
NO.
1 2 3 4 5
207218 435C2 67E14 495CN1 265AD1
6
298P..Mj
7
344501
DESCRlPTIOt'l
1
Bearing Fitting
2
Nut
1 1
Shaft Sheave Strip WeigJ1t
2
2 1
•
Parts Leaflet
• 9948R ELECTRONIC DETECTOR & 9948C POWER SUPPLY BOX.
209948R 209948C June 1981
20
9948R
/'" -71
.SERIAL.
/
/
/
/
I
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•
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I 20
9948C
I
.SERIAL.
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,/
/
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FILE NO. C.3013
•
~UNITED
TECHNOLOGIES OTIS
2
9948R ELECTRONIC DETECTOR - SPARE PARTS
r-
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- - - - - -
-
-
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SERIAL L.Ol DESCRIPTION
REF No. Detector
2
Faceplate
complete
PART OR M L. 9948Rl L0147LNl
•
9948R ELECTRONIC DETECTOR - SPARE PARTS
• ~Ia: Ib
,[ ~
E
•
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-;;:...;~-~ir~.-"'
L
•
•
SERIAL L.01
I
REF. No.
DESCRIPTION
PART OR M.L
1a
Cable.
L = 3.75m
L0174HHl
1b
Cable.
L = 6m.
L0174HH2
3
4
9948C POWER SUPPLY BOX
•
• SERIAL L01
I DESCRIPTION
REF No.
1
Power Supply Box
~
Parts Leaflet 2Q-99488/C
PART OR M L.
•
Parts Leaflet
9948B DOOR DETECTOR & 9948C
POWER SUPPLY BOX
20 99488 209948C JANUARY 1977
• 20
9948 C
* SERIAL *
•m
20
9948 B
* SERIAL *
UNITED TECHNOLOGIES OTIS ELEVATOR
FILE NO. C.3014
2
99488 DOOR DETECTOR
•
5 11
13
4
3
1.-
1
:-,~
lV'
J / 12
@"t,
1
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99488 DOOR DETECTOR
I
SERIAL L01 REF.NO.
DESCRIPTION
PARTOR M.L. - Top faceplate
1
LXA 147F B501
2
Bottom faceplate
3
'-- Insulation barrier
L0275J1
- Top faceplate
LXA 147FC502
1 l-
---!
2
LXA147EY1
I
I
3
I
-
Bottom faceplate
LXA147EW2
Insulation barrier
L0275J1
~ Top faceplate
1
Bottom faceplate
2
LXA 147FC501
LXA147EW1
---! c::-:: --__ -=-::J
3
'-- Insulation barrier
L0275J1
- Top faceplate
LXA 147FC502
.
1
2
Bottom faceplate
'---c=-: __
:-=-:::I - Insulation barrier
3
4 5 6 7 8
11 12 13
•
LXA147EW2
Control unit. Printed circuit board Cable [length = 3734mm (12' 3")] Screw, NO.6 x %, Phillips, flat, type Z, black finish Screw, M4 x 12, Phillips, pan head, black finish Plug+ spacer+ Omm@ Cable clip, Insuloid type NX2 Screw,No.4 x %, self tap, pan head Washer, M3 shakeproof, internal
L0275J1
9948D1 L0174GS2
L05000E363 LX336CZ502
-
4 9948C POWER SUPPLY BOX -
-
-
-
_.-
-
-
-
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-
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5. C
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REF NO,
.DESCRIPTION
2
Power supply box, complete Printed circuit board assembly
3
Relay
PARTOR
M,L,
9948C1 .. 9948J1 L0613E1
• ~
SERIAL L01 1
•
Parts' Leaflet
•
TACHO GENERATOR «
C.-3017A
GAMMA 160 S» DECEMBER,
10
970BG
SERIAL
•
•
11
UNITED TECHNOLOGIES OTIS
1983
*
I
TACHO GENERATOR 9708G
•
1
r-- -- ------I I I
•
--- --1 I I I
L2 I
I I I----
REF NO
-
I
.J
DESCRIPTION
PART NO.
1
970BG3
Tacho Generator
2
GOA215R1
Coupling
for 17CT & 215DT
Machine
•
•
Parts Leaflet ADVANCED FIXTURES HALL PANELS
C-3031
& FIXTURES OCTOBER,
1983
(
•
._---
J
...
OJ
• et
UNITED
TECHNOLOGIES OTIS
1
TYPE: 7069AR
MAIN HALL PANEL ASSY. (LRV-3)
•
--,
()
,
,
3
C)C) C) C)CJ CJCJ \)CJ
"-
"-
"-
, .,
'I 1
I I
561
, I 1 1 1 I
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1
2
,,
"-
,,
,,
,
16
.
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,,
7-111
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1
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1 I 1 1 1 I.
-
/
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.....•
1
"-
"-
1
14
, "-
I
13
"'- ___ 12- _____
I _______ -l
•
REF NO. 1
PART NO: 7069AR- -
aTY
DESCRIPTION
1
Hall PanelAssy., Complete (SeeTabulation Page)
2
Box 699
1
5 Gang MasonaryBox
3
396JP1
1
HousingPanel,6-Module, 10.740" X 4.830"
4
147NF-
1
Faceplate;St. Steel W/(4) Set ScrewsVP.800730
5
7069AG- -
1
2 Stop Hall Position Indicator (See Leaflet C.3032)
6
7069AS1
1
3+4 Stop Hall Position Indicator (See Leaflet C.3032)
7.
7069AF- -
2
Button Module Hall Call Up/Down (See Detail Page4)
8*
7069AH40 OR 41
2
Keyswitch Module Hall Call Up/Down (See Leaflet C.3039)
9
7069AH- -
1
Ke switch Module SES PhaseI (See Leaflet C.3039)
10
7069AG13
1
Jewel Module, SES, PhaseI (See Detail Page5)
11
7069AH9
1
Keyswitch Module, Access(See Leaflet C-3039)
12
SCMA PP6.32X1/2CP
6
Pan Head Machine Screw .5" LG
13
W5R STD6BRCP.
6
Washer,No.6
14
SCMA PP10-32X1/4CP
1
Pan Head MachineScrew, .25" LG
15 16
7069AP1 A8121AY1
1 1
Hall Panel MicroprocessorAssembly (Items: 16-19) P.C. Board
17 18
384TV1 STANDOFF 8085.A-0440
1 4
Guard, 7.50" X 2.82" Standoff .62" LG
19
SCMA P4.40X1/4ZP
8
Pan Head Machine Screw, Slotted, .25" LG
*These Items are an Either/or Condition Per Contract Re uirement
(SeeTable)
•
TYPE: 7069AR
•
NO. OF STOPS
MAIN HALL PANEL ASSY. (LRV-3)
7069AR PANEL LANDING LOCATION Bottom
1 2
2+3+4+5+*+11+12+15 2+3+4+5+*+9+12+15
3 4 2 Stops
Top
Bottom 3&4 Stops
2+3+4+5+*+9+10+12+15
5
2+3+4+5+*+9+11+12-15
6 7
2+3+4+5+ *+9-15
B 9
2+3+4+5+*+11+12-15 2+3+4+5+*+9+12-15
10
2+3+4+5+*+9+10+12-15
11 12
2+3+4+5+*+9+11+12-15 2+3+4+5+ *+9-15 2+3+4+6+*+12-15 2+3+4+6+*+11+12-15 2+3+4+6+*+9+12-15 2+3+4+6+*+9+10+12-15 2+3+4+6+*+9+11+12-15 2+3+4+6+*+9-15 2+3+4+6+*+12-15
2+3+4+5+*+12-15
13 14 15 16
17
•
Top
3&4 Stops
Intermediate
,---, LO_S.:~
r----,
-
1B 19 20 21 22 23 24
2+3+4+6+~+11+12-15 2+3+4+6+*+9+12~5 2+3+4+6+*+9+10+~2-15 2+3+4+6+*+9+11-15 2+3+4+6+ *+9-15 2+3+4+6+*+12-15
25 26 27
2+3+4+6+*+12-15 2+3+4+6+*+9+10+12.15
2B 29
2+3+4+6+*+11+12-15
FACEPLATE
TABLE
2+3+4+6+*+9+11+12-15
PART
CUTOUT POSlTIONS
147Nfl
2,6
r---,
147Nf2
1.3 6
L.0_S~~
147Nf3
1 246
r;~s-.;i
14711'4
1,2,3,4,6
L~S~~
L __ .:....J
•
ASSEMBLY CONSIST OF ITEMS 2+3+4+5+*+12+15
7069AR-ARR
r--I
L~~S_'.:..J
'---I
POS'.:..J
'---I
147Nf5
2 5 6
147Nf6
i 356
147Nf7
1,2,3,5.6
147Nf8
2,3
147Nf9
ALL6
5 6
2
3
; ~
TYPE:
7069AJ
: FIXTURES
i
: "" /1
HALL PANEL ASSEMBLY
2
\
SEE NOTE
•
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147584
"Ol,(,U
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147585
2 St. Steel
147$86
147587
I I
147T83
I L
147T85
1
2
PART NO.
OTY
I
I I
Bronze
3 St. Steel Bronze
I
4 St. Steel
147TB4 147TB6 ~~~
I
Bronze
147588
REF. NO.
I
No. of Finish Part. No. Modules 147583 St. Steel
Bronze
6 St. Steel .
Bronze
•
DESCRIPTION
7069AJI
1
Hall Panel Ass . I.Module
7069AJ2
1
Hall Panel,Assy.,
7069AJ3
1
Hall Panel Assy., 2-Module, St. Steel
7069AJ4
1
Hall Panel Assy., 2-Module, Bronze
7069AJ5
1
Hall Panel Assy., 3-Module, St. Steel
7069AJ6
1
Hall Panel Assy., 3'Module, Bronze
7069AJ7
St. Steel
1.Module, .Bronze
1
Hall Panel Assy., 4.Module, St. Steel
7069AJ8
1
Hall Panel Assy., 4-Module, Bronze
7069AJ9
1
Hall Panel Assy., 6-Module, St. Steel
7069AJ10
1
Hall Panel Assy., 6-Module, Bronze
147SB3 Thru 8
1
Faceplate Assy .• w/(2) 251FAI Nut Inserts. (2) .VP.860730 Screws 7.219" X 4.932" (used with 1,2&3 Module Assys.)
147TB3 Thru 6
Faceplate Assy., w/(41 251 FA 1 Nut Inserts, (4) VP.860730 10.843" X 4.932" (used with 4&6 Module Assys.1
* *
3
SCMA PP6-32X 1/2CP
4
W5R SAE6CP
5-
396JP1
Housin
5
396JNl
Housing Panel for 1,2&3 Module Assy., 7.117" X 4.830"
-Not
I
I ~
Screws
Pan Head Machine Screw, Slotted, 1/2" LG. Washer, NO.6
Illustrated
*Oty. of 4/Up to 3-Module; Oty. 61T0 4-6 Mod"le
Panel for 4 Thru 6 Module Assy., 10.740" X 4.830" NOTE:
For fixture details see pages 4, 5 and Leaflet C-3039.
•
(I
4
TYPE:
: •
7069AF
BUTTON MODULE ASSEMBLY
I--------------~ I
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"'---------------_.-1 REF
NO 1
PART NO 7069AFll
OTY 1
7069AF12 7069AF45 7069AF46 7069AF51 7069AF52
•
2 3 4 5 6 7 8 9 10 11
12 13 14 15
396P81 278EAl 94FAI 124CY4 323DAI 396VBl P614AS2 8200KAI 8200AL3 8200AL1 lBODA2 177DAI 250E25 250E26
1
1 1 2 1 1 1
1 1 1 2 1
1 1
DESCRIPTION Button Module (+) Complete (E-401,LRV.3) Items: 2 Thru 9+14) Button Module (.j.) Complete (E.401,LRV.3) (Items: 2 Thru 9+15) Button Module (+) Complete (MRS,LRS,LRV'2) (Items: 2 Thru 7+10+12+13+14) Button Module (.j.) Complete (MRS,LRS,LRV-2) (Items: 2 Thru 7+10+12+13+15) Button Module (4') Complete (VF) (Items: 2 Thru 7+11+12+13+14) Button Module (,,) Complete (VF) (Items: 2 Thru 7+11+12+13+15) Chick let, 2-3/4" LG X 1.3/B" H Reflector Button Spring, St. Steel, 61/64" Developed Length Pan Head Screw, Plastite, No.4, 3/4" LG Tar et White Housin Connector, Feed-Thru, 4-Circuits, 18AWG Button P.C. Board w/424R1 Lam 467ATI Lam Socket Button P.C. Board w/Neon Lamp Button P.C. Board~ w/424R1 Lamp, 467ATI Lamp Socket Sin Ie Switch Holder, 2 Pins, 1/8" LG Microswitch 5 Am s 125/250VAC Insert Mkd.: ("'J Insert Mkd.: (,j,)
5
TYPE:
7069AG
JEWEL MODULE ASSEMBLY
r--------------------~, I
2
•
"-,,-
I
"-,,-
I
"-,,-
I I
"-,,"-,,-
I I I I
"-,,"-,,3
"-,,"
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8
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l
"- "- ,
"- ""- ""-
• REF NO, 1
1
2
PART NO. 7069AG2
QTY. 1
OESCRIPTION Jewel Module Complete, Emergency Service (E-401) (Items: 2 Thru 7+9)
7069AG4
Jewel Module Complete, Emergency Power (E-401,LRS,MRS,VF) (Items: 2 Thru 8+10+13)
7069AG5
Jewel Module Complete, MG Pilot (E-401) (Items: 2 Thru 7+11)
7069AG13
1
Jewel Module Complete, Express Priority (LRS,MRS,VF,LRV'2,LRV'31 (Items: 2 Thru 8+12)
443C81
1
Lens, Red, 2.314" LG X 1-3/8" H
278FAI
1
Jewel Reflector, Polycarbonate-White, 2.55/64" H X 1.23/24" H
4
8200JAI
1
Jewel P,C, ,Board w/Lamps & Sockets
6 6
424Rl
2
Lamp, Wedge Base, 28V
467ATI
2
Lamp Socket, Type 85
7
124CY4
2
Pan Head Screw, Plastite, NO.4, 3/4" LG
8
P614ASI
1
Connector, 3-Circuit, 18 AWG
'3
9
449BJ3
1
Mask, Mkd: Please Exit When Door Opeo
10
449BJ5
1
Mask Mkd: EPI
11
449BJ6
1
Mask Mkd: Power
12
449BJ9
1
Mask Mkd: Priority Service
13
278FA2
1
Shield
EP2
•
r------------------------.,,~,;''''.j~~~,~,'~_~''' ;r~-';;'---;':~-~.;.-;;_~.;. ,,'.,~<",;;.'e.----,-,--:---:::--:-;-,-,---I--:::--7:7---:-------:' . .. . 1 -
•
•
•
'.
Parts Leaflet
•
7069AH
KEYSWITCHMODULE
6410W KEYSWITCH
.C-3039
ASSEMBLY SEPTEMBER,
• 1
I
i
•
mUNITED TECHNOLOGIES OTIS
1983
1
7069AH
I
KEYSWITCH
MODULE wllNTEGRAL
/1
I----------------~, 16_
.'.,
I I
.',
CCW
"
I
CTR
CW
KEY
'
I I
SWITCH
POSITION
"
•
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I
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.1
" I I
'
.
I 2 I
,,
I I I I
6
I I I
I I I I I
3,4,5
I I I I
9 -15
•
I ) I I
I
78
I
1
L
~---------------------~
REF.
NO.
PART NO.
DESCRIPTION
ASSY. OF ITEMS:
7069AH1
Key,witch Module, Ho,pital Service
2+3+6+7+8+11+16+18
7069AH2 7069AH4
Key,witch Module, Power (MG Set)
2+5+6+7+8+10+16+18 2+5+6+7+8+12+16+18 2+3+6+7+8+9+16+17 2+4+6+7+8+13+16+18 2+3+6+7+8+14+16+18 2+5+6+7+8+15+16+18 2+5+6+7+8+10+16+18 2+5+6+7+8+9+16+18 2+5+6+7+8+9+16+18
7069AH5 7069AHll 7069AH28 7069AH37 7069AH38 7069AH40 7069AH41
Key,witch Module, Attendant Key,witch Module, Express Priority Service Key,witch Module, SES Pha,e II ANSI Key,witch Module, Group Security Key,witch Module, Attendant Service (MRS) Key,witch Module, Light>Ray Cutout (LRV) Key,witch Module, Hall Call Up (LRV) Key,witch Module, Hall Call Down (LRV)
•
2
7069AH
•
• r
r I !
•
REF. NO.
KEYSWITCH PART NO.
QTY.
MODULE wllNTEGRAL
SWITCH
DESCRIPTION
2
396PBl
1
Chicklet, Color Grey, 2-3/4" LG x 1-3/8" H
3
396XBl
1
Mount, Color Blue
4
396XB2
1
Mount, Color Red
5
396XB3
1
Mount, Color Grey
6
182H8
1
'0' Ring, 47/64" I.D.
7
396KCl
1
Keyswitch Housing, Black, 1.59/64" Dia. Hole, 2-55/64" LG x 1-23/64" H
8
124CYI
2
Pan Head Screw, Self.Tapping
9
641OWl
1
Keyswitch, Single.Pole, Single-Throw, Spring Return, 2-47/64" LG, Key 641Q.UTD Removed at Position CTR
10
6410W3
1
Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 6410.UTA Removed at Positions CTR & CW
11
6410W8
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTD Removed at Positions, CTR & CW
12
6410Wl0
1
Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 641Q.UTC Removed at Positions CTR & CW
13
6510Wll
1
Keyswitch, Single.Pole, Single-Throw, 1-15/16" LG, Key 641Q.UTF Removed at Position CTR
14
6410W20
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTG Removed at Positions CTR & CW
15
6410W26
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTC Removed at Positions CTR & CW
16
250EE- -
1
Insert, Double (see tabulation page)
17
316DMDI
1
Bracket, Momentary
18
316DMD2
1
Bracket, Maintaining
3
7069AH
KEYSWITCH
MODULE w/177CB
SWITCH
2
KEY POSITION
• REF. NO.
NOTE:
PART NO,
DESCRIPTION
ASSY. OF ITEMS:
7069AH3
Keyswitch Module, Security (CAR)
2+3+8+9+11+15+33
7069AH6
Keyswitch Module, EmergencyPower
2+5+8+9+1-1+14+33
7069AH8
Keyswitch Module, Park C.T.L
2+5+8+9+11+16+33
7069AH9
Keyswitch Module, Access
2+5+8+9+11+17+33
7069AH10
Keyswitch Module, SES PhaseI ANSI
2+4+8+9+11+18+33
7069AH12
Keyswitch Module, SES PhaseI. NYC
2+6+7+10+12+13+19+33
ITEMS
13 & 32
NOT SHOWN
IN ARRANGEMENT
ILLUSTRATED
J
•
7069AH
KEYSWITCH
MODULE w/177CB
SWITCH
REF.
•
•
•
NO.
PART NO.
OTY.
DESCR IPTION
2
396PB1
1
Chicklet. Color Grey. 2-3/4" LG x 1-3/B" H
3
396XB1
1
Mount. Color Blue
4
396XB2
1
Mount, Color Red
5
396XB3
1
Mount, Color Grey
6
396XB1
1
Mount, Color Red
7
182H7
1
'0' Ring. 35/64"
I.D.
B
182H8
1
'0' Ring, 47/64"
I.D.
9
396KC1
1
Keyswitch Housing, Black, 1-59/64" Dia. Hole, 2.55/64" x 1.23/64" H
10
396KC2
1
Keyswitch Housing, Black, 1-5/32" Dia. Hole, 2.55/64" x 1-23/64" H
11
124CYI
2
Pan Head Screw, Self-Tapping
12
124CYI
4
Pan Head Screw, Self.Tapping
13
SCMA R348x3/16CP
2
Round Head Machine Screw
14
6410W2
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW-CTR.CW (Items: 20+26+30)
15
6410W9
1
Keyswitch Assy., Key 6410.UT8 (Items: 21+24+31)
16
6410W5
1
Keyswitch Assy., Spring Return, Key 6410.UTA Position CTR (Items: 21+27+31)
17
6410W6
1
Keyswitch Assy., Spring Return, Key 641Q.UTE Removed at Position CTR (Items: 21+28+31)
18
6410W7
1
Keyswitch Assy., Key 6410.UTF (Items: 22+29+30)
19
6410W16
1
Keyswitch Assy., Spring Return, Key 2642 Removed at Positions CTR.CCW (Items: 23+25+32)
20
431AAI
1
Keylock, Bright Chrome Fin., 1-1/4" LG
21
431AA2
1
Keylock, Bright Chrome Fin., 1-1/4" LG
22
431AA3
1
Keylock, Bright Chrome Fin., 1-1/4" LG
23
A431C32
1
Keylock, Dull. Chrome Fin., 1-13/32" LG
24
177CBl
1
Rotary Switch, Single-Pole, Double-Throw, 3/8-32 Cou rse Thread
25
177CB3
1
Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts 3/8-32 Course Thread
26
177CB4
1
Rotary Switch, Single-Pole, Double.Throw, 3/8-32 Course Thread
27
177CB5
1
Rotary Switch, Single-Pole, Double-Throw, Silver Fin. Contacts 3/8-32 Course Thread
28
177CB6
1
Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts 318-32 Course Thread
29
177CB7
1
Rotary Switch, Double-Pole, Double.Throw, 3/8-32 Course Thread
30
316DM81
1
8racket, U-Shape, Double 'D' Hole 11/16"
31
316DMB2
1
Bracket, U-Shape, Double 'D' Hole 5/8"
L L
Removed at Position CTR Removed at
Removed at Positions CTR.CW
Gold Fin. Contacts
Silver Fin. Contacts
Silver Fin. Contacts
32
316DMCI
1
Bracket, Fabricated Parts 316DMC2, 316DMC3
33
250EE
1
Double Insert (see tabulation
nanel
4
5
7069AH
KEYSWITCH
ODULE w/177CC
SWITCH
.1
~
CCW
CTR
CW KEY POSITION
• --------
REF. NO.
PART NO.
OESCRIPTION
. --
ASSY. OF ITEMS:
Keyswitch Module, SES Phase I Chicago
2+6+7+10+12+13+15+16i
7069AH14
Keyswitch Module, SES Phase II NYC
2+6+7+10+12+13+15+17
7069AH15
Keyswitch Module, SES Phase II Chicago
2+6+7+10+12+13+15+18i
Keyswitch Module, Inspection Initiation
2+5+8+9+11+15+19
7069AH13
7069AH33
(MRS, LRV) 7069AH34
NOTE:
Keyswitch'Module,
Independent Service (M RS)
2+5+8+9+11+15+19
7069AH35
Keyswitch Module, Hospital Service (MRS)
2+3+8+9+11+15+20
7069AH36
Keyswitch Module, SES Phase II ANSI (MRS, LRV)
2+4+8+9+11+15+21
7069AH42
Keyswitch Module, Fan, 2.Speed (LRS)
2+3+8+9+11+14+15+22
7069AH43
Keyswitch Module, EmFrgency Power (LRS)
2+3+8+9+11+14+15+23
ITEMS ITEM
1~ & 34 NOT SHOWN IN ARRANGEMENT ILLUST~ATED 14 GENERAL LOCATION. PART NOT ILLUSTRATED
7069AH KEV.~\I\1ITCH MODUL E
/177CC SWITCH
6
REF.
•
•
NO.
PART NO.
DESCRIPTION
OTY.
2.
396PBl
1
Chicklet, Color Grey, 2.3/4"
3
396XBl
1
Mount, Color Blue
4
396XB2
1
Mount, Color Red
5
396X83
1
Mount, Color Grey
6
396YBI
1
Mount, Color Red
7
182H7'
1
'0' Ring 35/64"
1.0.
8
182H8
1
'0' Ring 47/64"
1.0.
L x 1.3/8" H
9
396KCl
1
Keyswitch Housing, Black, 1.59/64" x 1.23/64" H
Dia. Hole 2.55/64"
L
10
396KC2
1
Keyswitch Housing, Black, 1.5164" Dia. Hole, 2.55/64" x 1.23/64" H
11
124CYI
2
Pan Head Screw Self.Taooin"
12
124CYI
4
Pan Head Screw Self.Tapping
13
SCMA R3. 48x3/16CP
2
Round Head Machine Screw
14
316DMD2
1
Bracket
15
250E
1
Double Insert Isee tabulation
16
6410W17
1
Keyswitch Assy., Key 5957 Removed at Pos. CTR lit ems:
17
6410W18
1
Keyswitch Assy., Key 2642 Removed at Positions CTR.CCW (Items: 25+30+34)
18
6410W19
1
Keyswitch Assy., Key 5957 Removed at Pos. CTR (Items:
19
6410W23
1
Keyswitch Assy .• Key 6410.UTA Removed at Positions CTR.CW IItems: 26+28+35)
20
6410W24
1
Keyswitch Assy.• Key 6410.UTD Removed at Positions CTR.CW (Items: 26+28+35)
21
6410W25
1
Keyswitch Assy., Key 6410.UTF
22
6410W27
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW
L
MaintaininQ. Double.Keved Cutout page) 24+29+34)
24+30+34)
Removed at Pos~ CtR (Items: 27+28+36)
(Items: 26+32+35)
•
23
6410W28
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW (Items: 26+33+35)
24
A431C31
1
Keylock, Dull Chrome Fin., 1.13/32"
LG
25
A431C32
1
Keylock, Dull Chrome Fin., 1.13/32"
LG
26
431AAI
1
Keylock, Bright Chrome Fin., 1.1/4"
LG
27
431AA2
1
Keylock, 8right Chrome Fin., 1.1/4"
LG
28
177CCI
1
Rotary Switch, Single. Pole, Single.Throw, Silver Fin. Contacts 3/8.32 Fine Thread
29
177CC2
1
Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts 3/&32 Fine Thread
30
177CC3
1
Rotary Switch, Single.Pole, Single.Throw, Gold Fin. Contacts 3/&32 Fine Thread
32
177CC4
1
Rotary Switch, Single'Pole, Double.Throw, 3/&32 Fine Thread
33
177CC5
1
Rotary Switch, Double.Pole, Double.Throw, 3/8.32 Fine Thread
34
316DMCI
1
Bracket, Fabricated, Parts 316DMC2, 316DMC3
35
316DMBI
1
Bracket, U,Shape, Double '0' Hole 11/16"
36
316DMB2
1
Bracket
U.Shape, Double '0' Hole 5/8"
Silver Fin. Contacts Silver Fin. Contacts
7
TYPE 6410W KEYSWITCH
(Lower C.O.P.) 1
CCW
•
CTR
KEY POSITION
•
REF. NO
o
PART NO.
OTY
o
DESCRIPTION
6410W3
Integral Keyswitch Assy., Light Ray, Single-Pole, Single Throw, Gold Fin. Contacts; Key 6410-UTA Removed at Positions CTR.CW (7155A C.O.Po)
6410W12
Integral Keyswitch Assy., Independent Service. Single.Pole, Single.Throw, Gold Fin. Contacts, Key 6410.UTA Removed at Positions CTR.CW (7155A CoO.P.)
6410W14
Integral Keyswitch Assy., Inspection, Single.Pole, Single-Throw. Gold Fin. Contacts, Key 6410.UTA Removed at Positions CTR.CW (7155A C.O,P,)
2
6410W4
Keyswitch Assy., Fan 1.Speed or Light, Key 641Q.UTA Removed at Positions CTR.CW (7155A C.O.P.) (Items: 3+4+7)
2
6410W13
Keyswitch Assy., Fan 2.Speed, Key 6410.UTA Removed at Positions CTR.CW (7155A,7155P C.O,P.). (Items: 3+6+7)
2
6410W15
3
431AA1
Keylock, Bright Chrome Fin., 1.1/4"
4
177CC1
Rotary Switch, Single.Pole, Single-Throw, Silver Fin. Contacts, 3/8.32 Fine Thread
5
177CC2
Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts, 3/8.32 Fine Thread
6
177CC4
Rotary Switch, Single.Pole, Double.Throw; 3/8.32 Fine Thread
7
316DMHI
Bracket, U,Shape, Double 'D' Hole 11/16"
1
Keyswitch Assy., Light.Ray, Key 6410'UTA Removed at Positions CTR.CW (7155A CoOoPol(Items: 3+5+7) LG
Silver Fin. Contacts,
•
TYPE:
•
Keyswitch:
on off
PrICl"i'ty
5U1ic.e
Insert:
--.,..
7069AH1 7069AH5 7069AH35 250El1
1.-. ~3
7069AH2 250E12
~I
7069AH3 250E13
Keyswitch: Insert:
Ir
250E KEYSWITCH
......'
F.\rt XtviU
'f",= SeNIt~
INSERTS Insert:
7069AH12 250E22
Keyswitch: Insert:
7069AH14 250E24
Keyswitch: Insert:
7069AH40 250E25
Keyswitch:
Insert:
7069AH41 250E26
Keyswitch: Insert:
7069AH28 250E29
Keyswitch: Insert:
7069AH33 250E31
Keyswitch: Insert:
7069AH33 250E32
Keyswitch: Insert:
7069AH38 250E33
Keyswitch: Insert:
7069AH42 250E34
Keyswitch:
1\0''''1>.\
I
Keyswitch: Insert:
I
[f]
.
•. ~~~~
Keyswitch:
aIf
Insert:
•
(WO:~t
Fo<....
•
Keyswitch:
•
•
.
tOo" 'to ItltIby
•
Insert:
Keyswitch:
Insert:
[fJ
7069AH4 7069AH37 250E14
on
7069AH6 7069AH43 250E16
~~~t1df
D
7069AH8 250E18
cU
'of
••••
IA~'":1
\~I"=1
•
on F'ire 5ervICC
off
•..-
Keyswitch:
Insert:
[::1
7069AH9 .250E19
Insert:
7069AH11 7069AH13 7069AH15 7069AH36 250E20
KeysV'Jitch: Insert:
7069AH10 250E21
Keyswitch:
•••
~
L.,M
.f<
!lAy
.
00
8
•
•
Parts Leaflet
•
DOOR OPERA TOR TYPE:
7777A CENTER OPEN-42" A7777A CENTER OPEN-42" A7777G SINGLE SLlDE-42" A7777H
C-3049
SINGLE SLlDE-36" NOVEMBER,
1983
----------------TYPE 7777A ILLUSTRATED
•
•
~UNITED
TECHNOLOGIES OTIS ELEVATOR
2
TYPE: (A)7777 A CENTER OPEN OPERATOR
ASSY.
•
17 16 OPERATOR W/TYPE 77770 MOTOR & CAM ASSY. ILLUSTRATED
\
________ 5
3
15 14 1
12
19 2
4
REF NO. 1 2
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
I
8
PART NO. 409DMf°7777D a 7777D a 7777R a 7777C1 316DNM1 135BP4 316DNS1 A316DNSl t 321 ES1 a A7777B1 • 81 DF 1 • 129CP6 • 456FC1 • 456FB1 65EF10 288ST1 VP-782017
~85HN1 . 316DNF1 316DND1 *Recommended
6,7
m:.L
---,---.-.--.
Dj:SCRIPTION -- HeaderSi"Ton-----------
1 Motor, Cam & Switch Assy., U.S. (w/Resistor Control) 1 Motor, Cam & Switch Assy., Canada (wfResistor Control) 1 Motor, Cam & Switch Assy., (wfPulse Width Modulation Cntl.) 1 Drive Nut and Screw Assy. 1 Bracket, 4-Slots, .32 X .62 1 Tube, 1/2" Dia., Cadium Plated 2 __Door Hanger, 20.75" Long (7777A Operator) 2 Door Hanger, 20.75" Long (A7777 A Qperatorl 1 Bushin 1 _ Clutch Assy . _1_________ Rod, 1/J" Dia., 13" Long 2 8umper, 1.38" O.D., .48" I.D. 8 Hanger Roller, 8 Balls, 2" Dia . 4 Upthrust Roller, 7 Balls, ~" Dia_.. _ 3_ U-8olt 1 Gate Switch Bracket. 7.82" Long 1 GAL.Type G Contact 1 Cover, 87.1" Long 1 Cam Bracket 2.Slots .311 X .75 2
Air Cord Sheave and Bracket
Spare Part
tGeneral Location, Part Not Illustrated
oSee Detail on Separate Page
•
•
TYPE: (A)7777A
CENTER OPEN OPERATOR ASSY .
•
36 34 29,37
21
27
22 20
•
33
23 24
REF NO.
PART NO. ==-~--_._.._-----~~--_._------
-
20
174AS10
21 22
CL~MP~FL.~~_]~.!!i._L_1 327LK1
23 ---24
CPG-BOST-FLEX-11736 316DNH1
25 -26 27 28 29 30 31 32
33
34 35 36
•
32
-
.
1 '
__ 1 1 1
_.-'i1-SDNG'---------
1
336JR1 336GF1 L1GHTFX 3V277 FAN 7F617 P303CG1 RING 1001-50 • 6940BC1 -
1 2 1 1 1 2 1
BRG6005-2RS 440AA2 342AP20
2 1
37
440G1 FAN-R401
1 1 1
38
LIGHTFX6048HST-2140
1
* Recommended Spare Part
Airc.9.rE,Tinnec!,--l_~,(j:: LO-"!L ._. Standard Muffler Clamp 1-1/4" Cam Follower-------~---------_._-
------
Bost. Flex Coupling ~,acket, 3-1/2"
Bra~ls..~t
_
Lon9, 1.5" Wide
.
_
Clamp Clamp Light Fixture 48" Long, U.S. 6" Fan, U.S. Terminal Block 20 Circuits, ~_:l~_:':"'!::ong_ External Retaining Ring Wheel Closer w/Bracket, Consist of Parts: 6940AR1, Spirator; 172DR6, Ring; 299AJT3, Bracket Bearing 1/2" Connector 1/2" Conduit 1/2" Elbow 6" Fan, Canada Light Fixture 48" Long, Cana~
_
3
4
TYPE: A7777(G)(H)
SINGLE SLIDE OPERATOR ASSY 2
14
13
•
A7777G = 42" SINGLE SLIDE DOOR A7777H = 36" SING LE SLIDE DOOR
I
.~
I I
1 12
1
4
5
7,8
REF NQ•. 1
..J'IillT..bIO._._.
3 4 5 6 7
8 9 10 11 12 13 14
Q.IY.__..._.
OESCR IPTION 42" Ri ht Hand 0 enin
1
4090R2 4090S1 4090S2
1 1 1 1 1 1 1
Header 42" Header, 36" Header, 36" R.H. Motor L.H. Motor R.H. Motor L.H. Motor
1
Drive Screw Assy. 36"
1 1 1
Orive Screw Assy. 42" Opening Tube 42': Opening Tube 36" Opening
o 7777C2 c7777C3 135BP6 135BP7 A3160NSl A3160NS3 A3160NS4 t321 ESl
----
.___
4090R1
TYPE °7777R
•
11
-Header
Left Hand 0 enin Right Hand Opening Left Hand Openin and Cam Pack Assy. 42" and Cam Pack Assy. 42" and Cam Pack Assy. 36" and Cam Pack Ass . 36"
Opening Opening Opening Opening
Opening
1
Ooor Han er, 20.75"
1
Left
1 2
Ri ht Hand Ooor Hanger Bushing
tBRG6005.2RS • 81DFl
2
Bearing
1
Rod 1/2" Oia.• 13" Long
• 129CP6
2
Bumper 1.38" 0.0.,
456FC1 • 456FB1 • VP.782017
4 2 1
Han er Roller 8 Balls 2" Oia. Upthrust Roller, 7 Balls, 1" Oia. GAL.Type G Contact
3160NFl
1
Right Hand Cam Bracket 2.Slots, .311 X .75
3160NF2
1
Left Hand Cam Bracket 2'Slots, ,311 X .75
* Recommended Spare Part tGeneral Location, Part Not Illustrated
Hand
Door
oSee Detail
Long
Hanger
.48" 1.0.
on Separate
Page
•
TYPE: A7777(G)(H)
•
SINGLE SLIDE OPERATOR ASSY. 25
I 21 28,29
19 15
•
•
22-24
16
26 20
5
6
TYPE: (A)7777B CLUTCH VANE ASSEMBLY
,-- - - --------
,
.- - -
-------
-------
--I
I
I
I I
I I
I I
•
I I I I I I
I I
I I
3 4-I
,
16
...-------
) /
/'
5
7
/'/',
/' /'
/'
I
/
I
1
2
I
I
6
14
/'
18
I
/'
-------------
REF. NO.
PART NO. A7777Bl
-7777Bl 396JRl
• 3
A396JRl
4 5 • 6
OTY.
DESCRIPTION
1
Clutch Assembly Complete
1
Vane Housing
1
Vane Housing
2
Ball Bushing
RING PR-500
2
Retaining
327KWI
8
1
Vane
1
Vane
456FDI
1
Shaft/Roller Assy.• 3.6" Long
1
BrassWasher. 9/16"
456ERI
a
Dia.
1
Nylon Roller. 1" Dia.
1
Socket Head Shoulder Screw 1/4Xl/2"
12
386BRDI
1
Gib
13
BUMPER NO.9
3
Bubber Bumper
14
SPG-C0420-03B-2500
2
Compres.sion
1
Sprin9
1
Vane
1
Vane
1
Pin, .375" Dia. 8.81" Long
15 .16 .17 .18
SPG-LC-051G-l0 327KVl A327KVl 82A82 • RECOMMENDED SPARE PART
-ASSEMBLY NOT AVAILABLE AS REPLACEMENT PART' ORDER THE A7777Bl AS REPLACEMENT °FOR REFERENCE ONLY
•
Rings
A327KWI
12BA6
10 11
..J
Bush-B-B1420
• 7
9
1
/'
L -------
1 • 2
/
Spring
•
TYPE: 7777C DRIVE NUT & SCREW r-
•
- -
-
-
- - - - - .-
-,
-
--
I
/
10-12
I
/
I I I I
/
/ / /
I I
/ /
I I
/ /
I
/
I
/
I
/
I
/ /
I
/
I I I I
/
( I I
I I
I
I
I
1
I
I
I
I I I
I
I
I I
•
8
I I
I
I I
I I
I
L REF. NO.
---
7
-
PART NO.
I -
-
- .- -
- - - - -
QTY.
*396JT1
2
*81 DH1
1
Pin 1.1/2"
3
*8RG.R.4A.77
2
Bearing
1
..J
DESCRIPTION
1
Roll Nut Long, Tapped
4
335E101
2
Sleeve 8ushing,
5
RING.N5000.75
1
Truarc Ring
462HA 108
1
Spacer, .72" O.D.
6
•
7
ASSEMBLY
1.44"
Dia., 1" Long
7
*490HRl
1
Screw, Center Open Doors, 35.22" Long
~
*490HR4
1
Screw, 36"
5.5. Door, 48.22"
Long
*490HR7
1
Screw, 42"
5.5. Door, 54.22"
Long
8
*82A83
9
*GROMMET
10
2034
7777C1
1
Pin, 1/4" Dia., 3.94" Long
2
Rubber Grommet
1
Assembly Complete, Center Open Doors
11
7777C2
1
Assembly Complete,
2
7777C3
1
Assembl.y Complete, 42" Door
*RECOMMENDED
SPARE PART
36" Door
9
8
TYPE:
7777D 17
1
& CAM ASSEMBLY A1 16
MOTOR 2
6
14/
3
15
11
•
r---------------~ 1
21 ' I
I
I
I
I
I
8
I 2
I
I
\ 9
6
I IL
,
22~_~ I
USED WITH 7777E 1 RESISTOR CONTROL ASSEMBLY
12 REF. NO.
PART
NO.
QTY.
*6333CG1
*
7
18
20 22 23
24 25
GEAR 1M2-Y24012 324Al CON-EFCOR2050 342AP22 G EA R 1M2- Y24050 386B W1 386BRW2 SWCH.X.10GN2.B6 255FEl BUSH.FF.303.3 *327MK1 78BBl 135BP5 4TPl BRW3 BUSH.FF.303.1 135BP8 8USH-ANTI.SHORT 494J Rl 327MJ1 VP.723466 VP-723467 VP-723468 *Recommended Spare Part tGeneral Location, Part Not Illustrated
1 1 2 1 1
1 2 1 1 10 4 4
3 1 1 3 1 1 1 3 3 2 1
11 2 2 2
DESCR IPTION Motor, U, S. Motor Canada Spur Gear Motor Bracket Connector 3 8" Conduit Spur Gear Gear Plate ousing, Gear Plate w Cutout witch oller ever Spacer (To Cam Pack) Threaded Rod, 5.5" Long Bronze Bearing Cam haft ssem Iy aft Spacer, 1.453" Long Cover Gear Plate Housing Bronze Bearing Spacer, 4.165" Long reade a on Bushing exagona a t, ong Cam Brush-6333CG 1&2 Brush Holder-6333CG 1&2 Brush Cap-6333CGUl'1-_
•
I
•
9
7777R
TYPE:
MOTOR
17__~
•
16-
9
& CAM ASSEMBLY 10
12
~
1 ~-
2
4
7 /
crY•..
13 6
15
~/ ~
1/
/
tJ
~
~
173
1
.~'
\ USED WITH 7777T1 PULSE WIDTH MODULATOR ASSEMBLY
•
REF: NO 1
2 3
•
3
DESCR IPTION
OTY.
*A6333CG1
1
Motor,
U,S" 110V DC, 800RPM
*A6333CG2
1
Motor,
Canada, 110V DC, 800RPM
324A1
1
Motor
Bracket,
Right Hand
324A2
1
Motor
Bracket,
Left Hand
3160SFl
1
Cam Pack Mounting
Bracket,
Right Hand
316DSF2
1
Cam Pack Mounting
Bracket,
Left Hand
1
Servo Cam Pack, 42"
Center Open Doors
'327LM2
1
Servo Cam Pack, 42"
Single Slide Door,
R,H,
*327UV13
1
Servo Cam Pack, 42"
Single Slide Door,
L.H.
*327LM4
1
Servo Cam Pack, 36"
Single Slide Door,
R,H.
*327LM5
1
Servo Cam Pack, 36"
Single Slide Door,
L.H.
*327LM1
4
14
5
1
PART NO.
11
5
CDS-B1-3
1
Coaxial Coupling
6
96CJ39
2
B-32
Threaded Rod
7
285JN1
1
Cover
8
CON-EFCOR2050
1
Connector
9
342AP22
1
31B" Conduit
1
Bushing
10
BUSH-ANTI-SHORT
1
11
440G2
1
900 Elbow, 314"
12
342AP23
1
314" Flex Conduit
13
BUSH-ANTI-SHORT
1
Bushing
14
255XB12
4
As Reqd.
Shim, 3.1"
Cadmium Plated, 4.6"
Long
15
*VP-723466
2
16
*VP 723467
2
Brush Holder
17
*VP-723468
2
Brush Cap-6333CG 1&2
*RECOMMENDED
SPARE PART
Brush 6333CG 1&2 6333CG1&2
Lonn
10
TYPES: I'
7777(E)(T)
CONTROL
ASSEMBLIES
1----2-------4----------1
,.,
t \1
i(i~~
i ,\ \
1
i •
3
00
1
.,. !'.',~~: Ilii hi' 'I". I!. " IIlilJ "I L I 1
!Un
\""'1""'. il;. ~
••, •..
"j
1
1
I
:
J':'o'
I I
.'
I 1 I
I
I
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1 :
rtl~
I
I I I I :::.:::::::
: 1
1
1.
i
r-5"c-
10,1 /11 I
lU:
1
I IL
:
I" \1hr"H."", .;:'1
r-------------------
I
02
I
I
,J,::
i:J'
01
I I
6,7 I
:
•
5
I
8
1 .-J
L
I
'- __ ---'
I
\:
7777E
= RESISTOR
\ "'" - '"'"
-O.!..~---'oo
I
CONTROL
W,",H
M"OWO' OO',"DC
9
•
1 ~I
REF NO,
PART NO,
1
7777E1
1
Resistor
2
*P232EFl
2
50 OHM Resistor with
3
100 OHM Resistor with
Mtg, Bracket & Lug Mtg, Bracket & Lug
OTY,
DESCRIPTION Box Assembly
Complete Mtg, Bracket & Lug
3
*P232EF2
4
*P232EF5
2
150 OHM Resistor with
5
P190ARl
5
Adjustable
6
V440AJl
2
Chase Nipple
7
67AM1
2
Conduit
B
P303CG1
1
Terminal
9
7777Tl
1
Pulse Width Modulator
Assy" Less PC Board
1
Pulse Width Modulator
Board, S,S, Door
1
Pulse Width Modulator
Board, C.O, Doors
10
:
*AB121CHl * AB121CH2 *Recommended
Lug (Extra)
Lock Nut Block,
20 Terminals,
B,16"
Long
Spare Part
•
•
•
•
•
Parts Leaflet 215DT
MACHINE
C-3069 APRIL
1983
,:1
,
i
I
\
tI
I I
t-..' .... ,
•
•m
•
UNITED
TECHNOLOGIES OTIS
."'"'
.
J
..,.
_. :"" . ,~
INT'L.
NO. 06-
7575AD,
AJ
1 TYPE
SUPPLIED
7575AD
GEARBOX
ASSEMBLY
-.
WITH
GEARBOX
22
WIT
H
15,16,17
•
6 12
.r
I
L
.
"..J
4
21
2
•
•
TYPE 7575AD DWGS.: MAT'L. REF. NO.
LISTS
PART / M.L. NO.
1 2
A386BRVl
3
192Y5
4 5
757585
7575AD,
ASSEMBLY 75758
7575AD1 QTY.
thru
4 DESCRIPTION
1 2
GEAR 80X
KEY
82A85
1 1
6 7 8
8lDJI 81DJ2 338AVI 98EW3
1 1 1 1
9
492AVI
1 2
10 11 12 13 14 + 15 16 +17 18 19 19 19 20 20 20 21 21 21 22 23
•
GEARBOX
--NUT FH5/8CP WSR SAE5/8 WSR LK5/8 NUT FH3/4-16 CONN 41010 SENSOR 725989 BTFH 5/8-18Xl/2CP 1 SAE WASHER 255AB152 255AB153
4 4 4 2 1 1 1 2 4 2
255AB154 255VA28
6 2
255VA29 255VA30 255VA31 255VA32
1 3 2 1
.
255VA33
3
7575B/ 36 740 (AWHI 7575B/ 19 30 1 (AWl
2 1
PLATE PIN PIN PIN CLEVIS TORQUE ARM MOUNTING YOKE COTTER PIN 5/32Xl-l/2LG NUT WASHER SPRING LOCKWASHER NUT CONNECTOR (ARR. #4 ONLY) SENSOR (ARR. #4 ONLY) BOLT (ARR. #1;2,3) WASHER SHIMS .0149 SHIMS .0299 SHIMS .0598 SHIMS .0149 SHIMS .0299 SHIMS .0598 SHIMS .0149 SHIMS .0299 SHIMS .0598
OIL SEAL, LOW SPEEV SHAFT OIL SEAL, HIGH SPEED SHAFT
3 TYPE 7575AJ
GEARBOX
ASSEMBLY -
.
• DWGS.: 75758, 7575AJ, ER-7575AJ 7575AJ1 thru 4 _ MAT'L. LISTS PART/ QTY M.L. NO.
REF. NO.
DESCRIPTION
1
7575B5
1
GEARBOX
2
316DRYl
1
BRACKET
3
192Y5
1
KEV
4
386BEL28 BTFH S/8X2-1/2A32STYPEI
1 2
PLATE
6 7 8
NUT FHS/8 WSR LKS/8
2 2
BOLT NUT SPRING LOCKWASHER
BTFH S/8X7-1/2A32STYPEI
5
BOLT
9
7575BI36740(AWH)
2
5
10
-
7575B/19
30 1 (AW)
1
-
or L
SEAL,
LOW SPEEV
OIL
SEAL,
HIGH
SPEEV
•
4
7575AN
TYPE
r----
- - - - _ .. - ---......
BRAKE -
..
•
ASSEMBLY
, "- •... "- •... "-
"~,I' "-
"-
"
"1
I
I I
l,
•...
,
•...
I I I I I I
, "- •... "-
"-
"-
I
"-
" " ...•
...• "-
•
DWGS.: MAT'L. REF. NO.
I I I ~
"-
""
7575AN. LISTS:
PART/ M. L. NO.
" '-
______
...J
ER-7575AN.
7575AJ
1
t hr u
QTY.
7575ANI
1
I I
DESCRIPTION
BRAKE .ASSEMBLY COMPLETE
• ITEMS
IN SCRIPT
4
ARE
RECOMMENDED
SPARE
5
TYPE t-
BRAKE
7575P
- - - -......
ASSEMBLY
-.
.••...
I I
.••...
I
.••...
.••... .••...
I
..••.•.
/1
.••..
.I I
..••.•.
.••...
I I
.••...
.••...
8
I I
.••... ..••.•.
.••...
I
I l..
.••..
.••...
'1 'ITllJ' rot 10 RU toIIPJI'
I
.......
"- .••.•. "- .••..
RE:
GEARBOX INPUT
"- .••..
SHAFT
.••..
.••...
.••...
.••..
.••...
0
.••.. .••...
REF. NO.
.••..
7575AD
LISTS:
.••..
.••..
.••...
..•....
PART/ M.L. NO.
--
1
t hr u
4
QTY.
DESCRIPTION
1
7575Pl
1
BRAKE ASSEMBLY COMPLETE
2
LOCKNUT N-06
1
LOCKNUT
3
LOCKWASHER W-06
1
LOCKWASHER
4
127VB153
1
WASHER
5
7575P/D-389144
1
HUB
6
7575P/D-389302
1
COIL ASSEMBLY
7
7575P/D-233775
8
SPRING
8
7575P/D-233781
1
ARMATURE PLATE
9
7575P/D-389143
1
FRICTION DISC
10
7575P/D-389142
1
PRESSURE PLATE
..... ..
;"
11
--
3
HEX SOC CAP SCREW 5/16Xl
12
--
3
BUSHING
ITEMS
IN
SCRIPT
ARE
•
ER-7575P
7575P,
DWGS.: MAT'L.
.••..
RECOMMENDED
SPARE
•
6 TYPE
7575AG
DEFLECTOR
SHEAVE
ASSEMBLY
-,
------=--
r I
I
>----7
1
I I
I
I
r
----------
I
----,
1
1
I
1
I
1
I
I
1"\
I
I I I
10, 11
3'
I
7
2~
I
I
I
14 L __
I
I
I I I
----------_-!
I
I I
6
I
L
1 1
_
REF. NO.
..J
PART/ M.L. NO.
1 1 2
•
1
I I
I I I
•
I
I
QTY.
DESCRIPTION.
7575AG1 7575AG2
1 1
22-1/2" DEFLECTOR SHEAVE ASSEMBLY
2 3 3
263BG2 263BH2 263BG1 263BH1
1 1 1 1
25" DEFLECTOR SHEAVE WITH INSERTS 22-1/2" DEFLECTOR SHEAVE WITH INSERTS 25" SHEAVE WITH INSERT GROOVE 22-1/2" SHEAVE WITH INSERT GROOVE
3
A263BG1
25" SHEAVE W/O INSERT GROOVE
3 *4
A263BH1
1 1
251BV12
3
INSERT,
25"
*4
251BT21
4
INSERT,
22-1/2"
5
49SDJ2
1
DEFLECTOR SHAFT
6
316DPH1
2
BRACKET
7
63EF12
2
8
BEARING MRC21S-SZZ. DIN472 130
2 2
U-BOLT BEARING
NUT FHJ1/2CP NUT FH1/2CP
4
NUT
4 3
NUT
9 10 11 12
WSR SAE1/2CP *PART NOT ILLUSTRATED ITEMS
IN
SCRIPT
ARE
25" DEFLECTOR SHEAVE ASSEMBLY
22-1/2" SHEAVE W/O INSERT GROOVE .
RETAINING RING
RECOMMENDED
.
FLAT WASHER SPARE
.
7 DRIVE
SHEAVE
~
ASSEMBLY
,-------------------------------, TYPE
I
7575AJ
ARRANGEMENT
I
13 14 15
L
•
~ __ -l
,-I
-
- -----
TYPE
-----------~..., ARRANGEMENT
~----.--
7575AD
I
I
I
I
I
I
I
I
I
I
I I
I
I
I
I I
I 18
I
I
I I
REF. I GEARBOX I
1
61
I
I
I
I I I
tr
7:
REF. BEDPLATE
I
I I I
L
51
I I I
I
_
____________
J
•
8 DRIVE
•
DWGS.: .
REF. NO.
ASSEMBLY
7575AD,
7575AD
LISTS:
MAT'L.
260CK1 260CJ3
260CJI +251BT21 +251BV10 +251BV11
2 2 2
5
6 7 B
I27VBIS2 WSR 7/BSAE WSR LK7/B
9
BTFH 7/8X3 LOCKNUT AN-I8 LOCKWASHER W-I8 NUT FH7/8CP
10 11 12 13 14 15 16 17 18
4,
7575AJ
1 1 1
DRIVE SHEAVE. 22-1/2" DRIVE SHEAVE, 26" ORI VE SHEAVE, 25"
4 3
INSERTS TO PART 260CKI INSERTS TO PART 260CJ3 INSERTS TO PART 260CJI
1 1
DRIVE SHAFT DRIVE SHAFT
AS SHOWN 1 1 2 1 1 2
192Y3 192Y4
BOLT WASHER WASHER SPRING LOCKWASHER BOLT LOCKNUT, SPL LOCKWASHER, SPL NUT SHIM, 2-SLOT SHIM, 2-SLOT SHIM, 2-SLOT
1
PILLOWBLOCK MP-47
4
DESCRIPTION
1 1 AS SHOWN AS SHOWN
255VA34 255VA35 255VA36
1 thru
QTY.
3
SOOBGI SOOBFI BTFH1/B-I4X2-I/2
3 4
7575AJ
1 thru
PARTl M.L. NO.
1 1 1
•
SHEAVE
1 AS SHOWN
KEY KEY PILLOWBLOCK
+ PART NOT ILLUSTRATED ITEMS
IN
SCRIPT
ARE
RECOMMENDED
SPARE
•
9 MOTOR ENCODER & TACHOMETER
o
(
1«1
ir
13
-
.
....
15 18
n.
:Q
.ll{i, . I
-.
e
b
C1
r
6
"e,
ASSEMBLIES
.
\\
"
(C\~.
II
J
17
8\
--. S
(
16 19
IllS Till laaDlaar
•
'" .'TOI
20
9;10
11
RUBBER
COUPLING
PAD
RE: MACHINE
COUPL ING
2 1
•
10 MOTOR
ENCODER
& TACHOMETER
DWGS.:
•
MAT'L.
---
•
7575AD
LISTS:
1 thru
PART M.V. NO.
REF. NO.
,.
7575AD.
7575AJ 4,
7575AJ
4
DESCRIPTION
1
9708G3
1
TACHOMETER
2
DIN912 M6X20
9
HEX SOC. HEAD SCREW
3
A270ARI
1
ADAPTOR
4
+ SENSOR
2040C
1
SENSOR
(7575AJ ARR)
4
*
2030C
1
SENSOR
(7575AV
SENSOR
5
272BKXl
1
ANGLE
6
336CZ8
1
CLAMP
7
DIN8s MsX6
1
PAN HEAD SCREW
8
DIN6797 Js
1
LOCKWASHER
9
DIN8s M6X20
1
PAN HEAD SCREW
10
DIN6797 J6
1
11
SPROCKET
14972
1
SPROCKET
12
SPROCKET
1496 8
1
SPROCKET
ARR)
.
.
LOCKWASHER
13
*
B81VKl
1
PIN
SHAFT,
ENCOVER
13
+ A81VKI
1
PIN
SHAFT.
ENCOVER
16
NUT
14
NUT MSIO-32CP
15
ROD 10-32X2 FULL THD
4
THREADED
SCCP HSOC4-40Xs/16
4
HEX. SOCKET SCREW
17
ENCOVER
1
ENCOVER
18
386BRLI
1
PLATE
19
COUPLI NG T15-14
1
COUPLING
20
A316DPJl
1
BRACKET
. 16
ITEMS
I
1 thru
QTY.
LC23
*FOR TYPE 7s75AJ ARRANGEMENT +FOR TYPE 7575AD ARRANGEMENT
•
ASSEMBLIES
IN SCRIPT
ARE
RECOMMENDED
,SPARE
ROD
11 MOTORS
& COUPLING 6
L------.----,
r--.-----
RE:
1
MOTOR
-.
SHAFT
I
I
I I I
I 1
RE:
BRAKE
HUB
1
L __ _ _ ___ _. _ _ _ "_ _ _ _ _ _ _ _ '_ _
....-l
1
r -. r I
::-_ ~ - ~ -=-_
£_-_ -=.,
~_
5
I
1
3,:
4
'e d
\
::
I
_
I I
I
I
I I
I
I
I
::
--=- __ -I
L _
-----,
-I I I
I I
I
I I I
I I I
,_
I
L
I
DWGS.: REF. NO.
PART/ M. L. NO.
1
5
6333CXl 6333CX2 6333CX3 6333CVl VP-708010 VP-874550 VP-708000
6
7
1 1 2 3 4
ITEMS
IN
6333CV,
L
_ _________
6333CX,
QTY.
~
I
I
I I
DESCRIPTION
20 35 30 30
HP: HP: HP: HP:
1100 1670 1100 1800
1 1
BLOWER COMPLETE
1
1
SPIRAL HOUSING-MRV BLOWER MOTOR
21SBHl
1.
COUPLING
215BH 1 jSFP-60
2
FLEX-VISCS
1 1 1
AR.E RECOMMENDED
I
-1
215BH
MOTOR. MOTOR, MOTOR. MOTOR.
SCRIPT
1
I
I
-.J
'I
)
I L-
I I
I
I
I
SPARE
6" VIA.
RPM RPM RPM
RPM
.1 I
!
I
12
TYPE
7575AK
FOUNDATION
& SOUND
ISOLATION
r-----
•
2'1
13,15'1 18
I
I
/' 31-
( I I
-- ---l-~-l-
I
-I
•
------, ___26
r------
,
11
- - - -.,
r-----
___14
J---------,
r-------
I
I I
I I
I
,
I I
I
I I I
I
,
,
3
I I
I
I I
3
, , I
I
.
11
o
~ ,.., •••..
I
: ~"
I
'r
ARR. 4 ,
, ,
,
9
9
, '
,
I
9
'
,
I .....:
I
,I ".'
19
I
_
-------,
ARR.
4
L _
ARR.
.J
1 THRU AS
4
NOTED)
17
I
~17
I
_---16
" 19'
~
t'--16 L
,
t
I
"
,
I
I (J)
,'24~"(
•
:
,I...
J
ARR.
1 thru
3
13
TYPE
7575AK
DWGS.: MAT'L.
LISTS:
REF.
& SOUND
FOUNDATION 7575AK.
7575AK500.
PART/
-.
ISOLATION
7575T
622G,
7575AK501,
QTY.
622G1,
7575T1
DESCRIPTION
.
1 1
7575AK500-PARTIAL 7575AK501-PARTIAL
1 1
CONSTANT PARTS. (ARRANGEMENTS 1 thru 3) CONSTANT PARTS. (ARRANGEMENT 4)
2
384TT!
1
3
127C5 310BE3
ROPE GUARD WASHER
4 5
310BEI
4 4 3
6 7
137AL7 283WC3
4 2
8
384TG8
9 10 11 12
304CX3 298PXl 310JJI
1 2 2 1 2
13 14
386BEL29 BTFH 1/4Xl BTFH 3/4X5
14 .4
BLOCK BLOCK RUBBER WBING ANGLE. FORI-lED ROPE GUARD
14 4 4 14
622Hl
1
LOAV CELL
22 23
105JKl
1 4 6
PLATE
24 25 26 27 28 29 30 31
BTFH 1/4X5/8CP 127XA42 377AL4
1 4 1 4
BTFH 3/4X6-1/2 BTFH 3/4X6-1/2F NUT FHJ3/4CP WSR STD3/4 (SEE TABLE) 7575T! ITEMS
IN
SCRIPT
1 1 1 ARE
~
N
i
~
@ e ~~ ~~~
~~ ~ ~~ .;
~ ~~ ~~ ••~ ; ~ ili ..;~ r..:~
~ ~;;; , ~, ~ liS "
e , ~
N
ll:
0
"
,J,
,J,
~
N
N
;,
gi
e , ~
N
;,,
~
,.\ N
N
;,,
~
N N
N
Q
.
s
~~ ;, »
NUT NUT NUT LOCKWASHER LOCKWASHER LOAD CELL
N
~ ~ e ~
~... ~~ O~ ~
N
BOLT BOLT
NUT FHl/4 NUT FH3/4CP NUT FHJ3/4CP WSR LKI/4 WSR LK3/4 622Gl
~g ~
0
BLOCKING. BEAM BAR BLOCK URETHANE PLATE
15 16 17 18 19 20 21
4 1
,
-~ :!i~
N
N
~
,.\
N
N
o 0 N o ~
N
(;
N
N
~
,.\ N
N
~ ~ ~~ ~ ~ ~ g ~ 2 :::: ~
Q
i
&
;,
~
0
N
~
!::
MOUNTING PLATE
BOLT STEEL WASHER PIPE SPACER BOLT BOLT NUT (QTY. 5 W/ ARR. 4) FLAT WASHER ROPE GUARD .
LOAD WEIGHING CONTROL BOX
RECOMMENDED
SPARE
•
•
•
