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Elevators
MRVF Elevators

FS310

Rasmuson Library

1984 Project Number: RLE 711.3

1l."

TECHNOLOGIES OTIS

UNITED

Owner's Information Manual

MRVF GEARED ELEVATOR

.:t . ,

( --

Prepared for

.!

MM.109

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.

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MM.ll!

OTIS.

Contents
FOREWORD 1. EMERGENCY AND SECURITY PROCEDURES 1.1 1.2 2. Emergency Procedures Owner's Checklist SYSTEM

YOUR ELEVATOR 2.1 2.2

System Description Promotional Literature MAINTENANCE

3.

PREVENTIVE

3.1 3.2
4.

Inspection Lubrication and Cleaning

CONTROL SYSTEM 4.1 4.2 4.3 4.4 Controller Position Transducers Controller Relays Batteries MACHINERY

5.

ROTATING 5.1 5.2

Motor Brakes

6.

FIXTURES 6.1 6.2 6.3 Controls and Indicators Speech Synthesizer Information Display Module

7.

DOOR CONTROL

7.1

7.2
MM.115

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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-,

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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

Phase One:

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.

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.

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:

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

1.1.1

Emergency

Procedures

As authorized

by local code authorities:

- Emergency stop switches are overriden. - Car doors are nudged closed. Door re-open ing devices are rendered inoperative.
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. Cars already at the lobby or alternate designated floor remain parked, with doors open. Doors are opened at the exit floor, allowing passengers to exit the elevator. Cars traveling away from the lobhy or alternate .designated floor will reverse and return to the lobby or alternate designated floor, non-stop. 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. All cars are ultimately brought to one location and held there ready for use by trained emergency professionals.

Phase Two:

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

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MM.117

1.1-2

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

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. 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) 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 .

2)

MM-117

1.1-3

Emergency

Procedures

"Batte ry-Powered"

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.

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.

Upon sensing a power outage. emergency battery power operation is activated, causing the car to descend to the lowest landing at normal speed. Doors open automatically upon arrival at the lowest landing, permitting passenger exit. 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.

1.1-4 MM.117

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. 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 . For the building owner or manager, minimizing shutdowns involves knowing: o What to do on a daily basis so that serious problems are minimized. What to do in case of malfunctions and how to recognize conditions that require immediate service.

,vstem Upkeep
General Cleanliness

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:

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

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:

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.

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.

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 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

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 30 60 50 70 90 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.

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 .

MM.117

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

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.

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.

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.

Is the Alarm Bell Connected to the Stop Switches? 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.

If the Cabshave an Intercom or Telephone Hook.Up, is it in Working Order? Intercoms and telephones should be tested regularly. Passengers can 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 passengers can be of great assistanceto emergency personnel.

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

",",

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: o o o o o

before calling

Is the Stop switch in the Run position? Are the key switches Are there obstructions Is full power available? Is the main-line fuse in the machine room blown? in the correct position?

in the door track?

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

CHECKLIST FOR OWNER'S INSPECTION

1.2.6
MM.117

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~;
I

OTIS .

2.1
System Description

"-

MACHINE

ROOM

UPPER HOISTWAY AND CAR

LOWER HOISTWAY AND PIT

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. 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. 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

System

Description

REDUCTION GEAR . DEFLECTOR SHEAVE

DRIVE SHEAVE

MAIN CONTROLLER WITH INTEGRAL GROUP CONTROLLER

BATTERY

PACK BREAKER

CIRCUIT

HOISTWAY UPPER LIMIT SWITCHES

BRAKE ROPES

& COUPLING

COUNTERWEIGHT HOISTWAY SWITCH CAM CAR

FLOATING TAPE

TAPE

READER

DOOR

OPERATOR

DOOR

DETECTOR

CAR OPERATING PANEL

ROLLER GUIDE

TRAVELING

CABLE

" MM.121

Top Section of Hoistway

2.'.3

System Description

CIRCUIT

BREAKER

Battery Cabinet

a
proximity perform

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: o o Sense the floor at which the

car is located.
I ! ,i

Initiate deceleration from rated speed when the car is "stopping distance" from the called floor. Initiate door opening, through the main controller, when the car is 3 inches from the floor.
MM-121

2.1-4

System

Description

i
I

FLOATING TAPE

..,, e. . . .

VANES

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

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 is assured by the

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~ I ~ 'I

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. 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. 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.

'1

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.

MM.121

2.1.6

~. I
HOISTWAY LOWER LIMIT SWITCHES COUNTERWEIGHT GUARD GOVERNOR GOVERNOR FRAME

System Description

HALL LANTERN POSITION INDICATOR

ROPES AND TENSION

COUNTERWEIGHT GUIDE RAIL

POSITION READER TAPE HITCH PIT EMERGENCY SWITCH

COUNTERWEIGHT BUFFER

CAR GUIDE RAIL BUFFER

Bottom Section of Hoistway

MM-121

2.1-7

OTIS

J"

3.1 Inspection

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: o

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. 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. 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

INSPECTION CHECKLIST
MACHINE ROOM

Items To Be Inspected Controllers

1)

Application/Notes

.'

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

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

with new parts.

5)

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

6)

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.

Caution: Follow procedures in Paragraph

7)

8)

Reverse Phase Relay - Check for proper operation.

Batteries
1)

Connections.

Check tightness of connections, remove corrosion if present.

4.4. 2)
Spilled Electrolyte - Clean up. inspect battery cases. Replace battery if case is cracked.

3.1.2

MM-123

Inspection

TABLE 3-1

INSPECTION CHECKLIST
MACHINE ROOM

Item. To Be Inspected Motors and Motor-Generators

1)

Application/Notes

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.

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

2)

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)

Brake

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. 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.

5)

1)

Adjustment - Check adjustment.

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 .
Linings - Inspect lining.

2)

MM'123

3.1.3

Inspection

TABLE 3-1

INSPECTION CHECKLIST
MACHINE Items To Be Inspected ROOM Application!Notes

3)
4)

Contacts - Check for air gap and wear.

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) 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

'2)

3)

Hydraulic installations only. Hydraulic installations only, and only where pump is outside of tank. Hydraulic installations where motor is mounted outside

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.

6)

Pump Drive Belts - Keep belts adjusted for

proper tension. required. Replace belts in sets when

7)

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

of tank.

3.'-4
MM-123

Inspection

,,

TABLE 3-1.

INSPECTION CHECKLIST
SECONDARIES AND OVERHEAD

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

Application/Note,

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

Item, To Be In,pected

Application/Note,

Car
1) 2) Flooring - Inspect for worn, or loose flooring.

Emergencv Exits.
switch if provided.

Check opening of exit and

3)

Lighting and Fans.

globes are fastened.

Check for cleanliness, burnt Be sure that

out lamps, and lubrication of fan.

4)

Fixture Jewels and Lenses.

or broken. in accordance with codes.

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

Car Operating

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

Push Buttons
and "Alarm"

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. come out of

3)

Bottom Guides.
the threshold.

Examine for wear, looseness,

and the possibility of the guides coming out of

3.1.6
MM-123

Inspection

I , I

TABLE 3-1

INSPECTION CHECKLIST
TOP OF CAR Items To Be Inspected ApplicationlNotes

Car

1)

Fastenings - Check

all tie rods and bolts.

2)
3)

Steadier Plates' Check and tighten.

Guides - Check adjustments. for wear, proper clearances and

Shackles 1)

and

Ropes tension to be sure ropes are shackle, check nuts and

Adjustment - Check equalized. Examine cotter pins. uTurn_ln

H -

2)

Inspect

all rope connections

for

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

,
3)
Lubrication - Ropes should be properly lubricated (see Lubrication Section). Lubricant should be applied sparingly. Operators

Doors

and Door 1)

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

2)

Adjustment.
operation Lubricate operation.

Clean,

align and adjust

for quiet

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

Safety

Operated 1)

Switch for chafing and wear, or

Wiring - Inspect deterioration

of insulation. switch

2)

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

Releasing 1)

MM.123

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 Ropes
I)

Application/Notes

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.
Wear. Clean, lubricate and inspect all pins,

2)

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

wear, upthrust adjustment and condition of guides in bottom of doors. Check tracks for wear and alignment, and tighten all fastenings. 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.
Interlocks - It is extremely

Hangers ~ Examine for proper operation,

4)

.1

,'.

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.

Application)Notes

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. Rods and Nuts. cotter pins.

2)

Tighten, if necessary, and check

3)

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

limit

Switches

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. Wiring. Be sure that all connections are tight.
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.

3) 4)

Rails Check brackets, rail fastenings and fish plates

for loose bolts. Clean when required .

MM.123

Inspection

TABLE 3-1

INSPECTION CHECKLIST
.

PIT 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

Application/Notes

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

Fastenings'

Check for loose nuts and bolts.

Sheaves (Tape and Governor) 1)

Bearings'

Check for wear, especially those of

tension frames.

the governor 2)

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 will

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

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

ApplicationlNote.

1)

Hall Buttons - Check for broken or sticking and plates properly fastened.

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

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 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

Application/Note.

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. All

equipment should be thoroughly and after making the test.

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
o

Use only in an adequately

ventilated

area.

Wear gloves to protect hands from prolonged exposure to compound.

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

FULL TITLE

ORDER NUMBER

Cleaning Compound, Otis Spec. NO.2 Oil BFO MPG WGL 2 10 12 33 Bearing Oil, Otis Spec. NO.2 Buffer Oil, Otis Spec. No. 10 Multi.Purpose Grease, Otis Spec. No. 12 Worm-Gear Lubricant, Otis Spec. No. 33 Dashpot Oil, Otis Spec. No. 35 Hydraulic Fluid, "Otis Spec. No. 36 Door Check Oil, Otis Spec. No. 41 Buffer Oil, Otis Spec. No. 42 Helical Gear Oil, Otis Spec. No. 43 Wire-Rope Lubricant, Otis Spec. No. 60

VP-420540 VP-418790 VP-418935 VP.420240 VP-419330 VP.419540 VP-821600 VP-419775 VP.419805 VP-419820 Vp.419750

DPO 35 HF Oil BFO HGO WRL 36 41 42 43 60

3.2.2. MM-123


EQUIPMENT Machines Geared Machines Worms and Gears Gearshaft Bearing Sheaveshaft Bearing Helical Gearbox Pedestal Bearing Gearless Machines Sheaveshaft Bearings

Lubrication & Cleaning

TABLE 3.2.

LUBRICATION

SCHEDULE INTERVAL LUBE CLEAN

LUBRICANT

CHECK

REFILL

WGL MPG WGL HGO MPG

33 12 33 43 12

1MO 6MO

*
1YR 6MO

4YR 2YR

4YR 2YR

6MO 6MO

1YR

2YR

1YR 2YR

MPG

12

6MO

1YR

2YR

2YR

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

HF 36 MPG 12 MPG 12

lMO 1MO 1MO

* * *

* * *

*
4YR

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) Disc Brakes Transducers Primary Position Transducer Tape, Toothed Primary Velocity Transducer None Oil 2 None Oil 2 None DPO 35 . 1MO 6MO MPG 12 6MO

2YR

2YR

* *

6MO

Oil MPG

2 12

1MO 1MO

*
1YR 1YR

None

3MO

MM.123

3.2.3

Lubrication & Cleaning

TABLE 3.2.

LUBRICATION

SCHEDULE

INTERVAL LUBE CLEAN REFILL

EQUIPMENT

LUBRICANT

CHECK

Sheaves Overhead (Machine Below) Bearings, Ball and Roller Secondary (DWT Gearless Machines) Bearings Deflector Bearings with grease cups Bearings with oil cups Bearings, ball and roller 2: 1 Bearings, ball and roller Compensating Bearings Governor Rope Tightener Bearings, sleeve .Bearings, ball and roller Tension and Idler (Governor and Tape) Bearings with pressure fittings Ropes, Hoist 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 Governors Bearings, ball and roller Hinge pins CAUTION: Do not allow lubricant to drip onto rope, jaws or gear segments. MPG 12 Oil 2 6MO

MPG

12

6MO

2YR

2YR

MPG

12

6MO

2YR

2YR

MPG WGL MPG

12 33 12

2WK 2WK 6WK

* * * *
1MO

2YR

2YR

MPG

12

6MO

2YR

2YR

MPG

12

Oil 2 MPG 12

1MO 1MO

!':

MPG WRL

12 60

2WK 2MO

* *

Oil

1MO

1YR

1YR

Oil

3MO

*
6MO

2YR

2YR

MM.123

3.2-4


EQUIPMENT Guides aml Shoes Roller Guides Guide Pivots Lever Pins Roller Shaft Hinge and Link Pins Operating Fixtures

Lubrication & Cleaning

TABLE 3.2.

LUBRICATION

SCHEDULE

LUBRICANT

CHECK

INTERVAL LUBE CLEAN

REFILL

Oil Oil

2 2

6MO 2MO
1MO

Sliding Guides (for round rail) Stopping and Limit Switches, Hoistway

"Slipit"

Oil 2 Oil 2

3MO 3MO

"Halo Light" Mechanical-Button Pushbutton Guides CAUTION: Use only a small amount of powdered graphite. Door Operator Types 7770A and OV L Gearbox Arms, pivot points Check Unit (7770A) Type 7777A Clutch Vane Assembly Pivot points on Vertical Pin Pivot points on Horizontal Pin Shaft, Nylon Roller Leadscrew Door Hangers Bearings Door Tracks Threshold Guides

Powdered Graphite

6MO

MPG 12 Oil 2 Oil 41

6MO 1MO 1MO

*
3MO

2YR

2YR

MPG 12 Oil 2 Oil 2 None

3MO

6MO
6MO

3MO
3MO

* * *

6MO

MPG None None

12

1YR

*
6MO

MM.123

Door Interlock Pins and Pivots

Oil

3.2.5

Lubrication

&

Cleaning

TABLE 3.2.

LUBRICATION

SCHEDULE

INTERVAL LUBE CLEAN REFILL

EQUIPMENT

LUBRICANT

CHECK

Buffers Below 18,000 Lb Gross Load Above 18,000 Lb Gross Load BFO 10 BFO 42 3MO 3MO

*
*

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:

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

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 . . 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 CARDFILE POWER SUPPLY 2 - SPEED CONTROL 3 - FREOUENCY-AMPLITUDE CONTROL 4 - SPEED DICTATION

.j}

THREE-SECTION TRANSISTOR IZED INVERTER

RELAY PANEL

HALL DEVICES

INPUT

FILTER

6.'. 0-" \~"

BATTERY DISCHARGE RELAY

f----'W]
.......

dDDC:

MAIN POWER SUPPLY

BATTERY CHARGER W/TRANSFORMER

CHOKES IN SERIES W/MOTOR WINDINGS

Figure 4.1-1.

MRVF

(30FR) Controller

Layout

MM-127

4.1-2

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. source frequency - slip freguency number of poles

speed;

120 x

MM.127

; 120 x

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 60-(-1) 4 61 120 xT = 1830 rpm

120 x

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

4.1-4


'DA
STORAGE BATTERY VF CONTROL (INVERTER)

Controller

TACHOMETER

Q)B Q)C

AC

BATTERY CHARGER

Figure 4.1-2.

MRVF

System Block Diagram

o o
Motion Control

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. The battery also acts as a low-pass filter, keeping any inverter-generated noise out of the building lines. 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
SPEED FEEOBACI( TRANSISTOR PROTECTION LOGIC CURRENT FEEDBACK

ELEVATOR MOTION CONTROLLER

INTERFACE
CIRCUIT

r--------, i

t'"i
eo
HZ
lPH

I I

I
I BATTERY

I
J
CHARGER

I I

L..

INVERTER

HAll

"CHOKES

DEVICES

Figure 4.1-3.

Motion

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. 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.

2)

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. 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

4.1-6

,.

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. 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.

2)

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

00

~Qv

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

MM-127

4.1-7

Controller

When the input sinusoid readies a positive peak

e.

;
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

MM-127

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

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

e.
..

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-phase relay 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: Apply power in the following sequence: 1) Close disconnect switch on wall. 2) 3) 4) Close circuit breaker on battery cabinet. Turn on COS toggle on controller (Figure 4.1-4). Turn on toggle on cardfile power supply (Figure 4.1-4).

o
4.1-10

Turn off power in reverse sequence.

MM-127

Controller

DPU
(AI

DPU IBI

DPU
(CI
POWER ON

OLU
(CARDFILE)

LIGHT

I'

~ ~
L.. __ POWER ~ .ITOGGLE

OFR1

DFR2

DFC1 DFC2 HSB

HSA

cos
PPS
250V

DODD I:::~ D I
F4C

CJ
DPS
32V

D
DCAP

)/4A

I
294

D
I

----FUSES THRU

TERMINALS

TBO, 1 THRU

o D 1,
BL

TERMINALS

300 . 319

320 - 339 II

121i

EJ E]
DO DC OF2D

;0;
BCU ~~~

DJF1D

';5A
250V O.5A

0 0 0
FUSES

-0

LAMP

'.

FUSE 1A, 250V

MM.127

Figure 4.1-4.

Fuse, Control, and Indicator Locations

4.1.11

Controller

POTENTIOMETER Pl "'-..

ADJUSTMENT POINT
.

.~

r:I TIll'

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

~a

,,~, o.
'+..
.

". . ---=' ~
~,--.

"C.i-_-~J

'0

::~-~-~~~
O. Al

,ta a

~a a

........,..
POTENTIOMETER P2

ClO'

0 0

~.IU tt.

<:60..

' ..

L
Battery Voltage and Current

CI.

... ..0 g::~o:r:::

II: C'O

Figure 4. 1-5.

L oadweigh ing Board

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) 2) 3) Place vacuum-tube Set ADJ VOLTAGE reads 220VAC. Set ADJ CURRENT voltmeter across battery pack.

POT screw until meter POT to mid position.

Perform this procedure have been installed.

Loadweighing

just after new batteries

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. . With balanced load in car, adjust P1 for OV.

2) 3)

With car empty, adjust P2 so that car does not sag on startup.

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.) Neon indicator next to COS toggle lights up. Red LED above Drive Logic Unit power supply toggle switch lights up . Place digital voltmeter between test points SFB and GND on the Frequency and Amplitude Control Board 82110. (See Figure 4.1-6.) Make a full-speed run and record maximum meter reading. It should be slightly less than 9V (nominally, 8.8V). Move digital voltmeter leads to test points SR and von Speed Dictation 80ard 8211 E. 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. Make a full-speed run and adjust scaling potentiometer so that maximum voltage on digital voltmeter matches reading taken in step 4.

2)

3)

4)

5)

6)

7)

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 SCALING POT

FREQ. & AMPL. CONTROL 82110

.. .. ..

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

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

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. Place digital VTVM between test points IA and GND on Inverter Control Board 8211 B. Rotate potentiometer reading. ZA for OVDC meter

2)

3)

4) 5)

Move positive probe of VTVM to test point Rotate potentiometer reading. ZB for OVDC meter

lB.

6) 7)

Move positive probe of VTVM to test point Rotate potentiometer reading. ZC for OVDC meter

IC.

MM-127

8)

Remove VTVM. Turn off Digital Logic Unit power toggle, COS toggle, battery cabinet circuit breaker, and wall disconnect switch in that order.

4.1-15

Controller

Maintenance
Power Su pply Check

Turn on wall disconnect switch. Turn on battery cabinet circuit breaker. Turn on COS toggle on controller. Neon lamp adjacent to toggle should light. Using multi meter, measure the following voltages on the PPS:
Measure Between Read Voltage

1) 2) 3)

4)

5V to 5V return 24V to common 48V to common

4.8V to 5.2VDC 22V to 26VDC 45V to 52VDC

5) 6)
Battery Charger Check

Amber light on 8CU should be lit. Using multimeter, measure from 32V to 32V return terminals. Meter should read between 30Vj34VDC.

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.) 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.

2)

Fuse Data

WARNING: SOME AC VOLTAGES ARE 325 VOLTS. Use care when checking fuse voltages to protect yourself and the equipment. ' Check fuses with voltmeter or ohmmeter as indicated in Table 4.1.1. Refer to Figure 4.1-4 for location of fuses.

t
MM.127

4.1.16

Controller

Circuit

TABLE
Rating AmpNolt

4.'-'.

FUSE DATA
Measurement
Circuit

Data

flead Between

No.

Volts

+
F1C.2

and

PPS

F1C F1C F2C F2C F3C F3C FlO F2D

6A. 250V 6A. 250V 30A,250V 30A,250V 30A, 250V 30A. 250V . 2000# , 3000# 2500# , 3500#. 150A, 200A 20A Time Delay

180.270VDC

F1C.4

BCU

325VAC

F2C.4

F2C.2

8CB

Check

continuity

across fuse with

power off 180.270VDC FlO.l F2D.l

DPU

Resistor 80x BCB

F4C F4C BCB

180.270VDC

F4C.2

F4C.4

30A,250V

Check continuity Breaker. each fuse with power off

Located in Battery Cabinet Circuit across

HPI 8 DMA CDC BDC DO SEL SON DU? SOP HPI HR8 LWB PPS

F5C Fl F2 F3 F4 F5 F6 F7 F8 F9 FlO Fll F12

lA, 2A 6A 2A 2A 2A 2A 2A lA lA lA lA lA

250V

1l5VAC ll0VDC 110VDC 110VDC 48VDC 48VDC 48VDC 48VDC 48VDC 24VDC 24VDC 24VDC 24VDC +130V .130V 5V

F5C-2 Fl-2 F2.2 F3.2 F4-2 F5.2 F6-2 F7.2 F8-2 F9.2 Fl0-2 F 11.2 F12.2
Check with

F5C.4 HLl HLl HL1 I-iL 1 HL 1 HL 1 HL1 HLl HL 1 HL1 HLl HLl
continuity power off

MM.127

1.5A, 250V 1.5A, 250V 0.5A, 250V lA, 250V

BCU

Check

continuity

with DPS 4A,32V

Check with

power off
continuity

power off

4,1'17

Controller

CONTACT MOUNTED SWITCH

ON WALL. DISCONNECT \ ~

,.,

FROM

COS

~o--:-G..L.L: 301 _

r.-:
Q
302

as

PES

'9'

J
ESR 9 ~ HES 7.

POS

r~,

PES
303 30'

lESl

E1S1

21 252 2TB7

'P

.,..~
22 21
/ 2TB!,

E2S1

2188

251

CBT-I

AUNY

L-i;YL~ ...J'---~O~1J.~JY ,
250 246 '

~~

r:::-:" DLU(USII
WRD 9

=
~'l I
257

~--'

ex

"R

,---, I:;: ~;;;

.--'~

103

EM STOP I

1 99 l2TB~ 2T~~ 101 TAK2 2~3

GSl

~~~E
OS OS

--.J
,'5 104

R2
'06

,
A'T
9

c 8

'\ " 1
AUDX
71 GO I

r-~I1----OS

2S9

2&3

I 255

I
8AK2

I AUOX 9 6 L;.Jl:: 261

2 -~~

I
3J

266

I
~GOXA
<I

D1Z

a2Z

LGO.
71~

1
265 263

7 ~14

Figure 4.1.7. Safety Chain

MRVF Safety Chain

HL1fTBO

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. o Wrong Rotation contact WRO is closed unless the motor rotates opposite to the dictated direction. 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

4.1-18


TABLE 4.'-2.

Controller'

The third contact, K2 on the Speed Detector Panel, is closed unless the car fails to slow down near the terminal. open, C and the problem momentarily ES, or the off position,

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.

It may also be necessary to operate the RESET button as explained in the paragraph entitled, "Controller Reset".

SAFETY CHAII\I COMPONENTS

SYMBOL

NAME

FUNCTION

COS

OCS LaS L7S

Cutoff Toggle Switch on Controller Cabinet Contact on Battery Charger Disconnect' Switch Counterweight Governor Switch Top Final Limit Switch Bottom Final Limit

Opens when flipped down during maintenance operations Opens when disconnect on wall is opened switch

Opens

if counterweight

overspeeds

in down direction Opens if car approaches overhead

Opens

if car approaches

buffer

Switch

pas
PES

Pit Door

Switch Stop

Opens when Opens when

door

to pit is opened Stop Switch

Pit Emergency Switch

Emergency down

in pit is toggled

EEC

Emergency
Contact

Exit

Opens when

emergency

exit panel

in" car is opened Opens when safety jaws clamp rail

SOS

Safety-Operated Switch Top-of-Car Emergency Stop Switch Emergency Switches Stop

MM-127

TES

Opens when Emergency Stop Switch on top of car is toggled down Open~ if Emergency Stop Switch in These

El S1 E2S1

car is toggled to Stop position. switches are shorted out during Fireman's Service

4.1-19

Controller

TABLE 4.'-2.
SYMBOL

SAFETY CHAIN COMPONENTS, CONTD.

FUNCTION

NAME

OS

Car Governor Switch Potential Switch

Opens if car overspeeds direction

in down

C. CX.

CY
RUNY WRO

and Auxiliary
Run Auxiliary Wrong Rotation

Relays
Relay Relay

Drops when safety chain is opened, initiating an emergency stop Closes when 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

K2

Terminal Slowdown Relay on Speed Detector Panel (SOP)

L4S

Top Emergency Slowdown Limit Switch

Opens when car is 42 inches from

upper terminal Opens when car is 42 inches from lower terminal

L3S

Bottom Emergency Slowdown Limit

Switch
AUO Access Up or Down Relay Top Access Key Closes when is operated either access keyswitch

TAK

Closes when access keyswitch at upper landing is turned to either U or 0 position Key Closes when access keyswitch at lower landing is turned to either U or D position Opens when fully closed Opens when closed hoistway door is not

BAK

Bottom

Access

OS

Door Interlock

GS

Gate Switch

car door

is not fully

OLU

Emergency

Stop

Opens when commands

Drive

Logic Unit stop

an emergency

LGO. LGOX OZ

Leveling Permit and Auxiliary

Relay

Closes when car is between 1/2 inch and 3 inches from floor Closes when of floor Permissive car is,l within 3 inches

Door Zone Relays

,
. MM-127

BR 4.1-20

Brake Lift

Relays

for brake

lift

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:

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. 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). 2) 3) 4) 5) Turn off COS toggle switch on controller. , Open circuit breaker on battery cabinet. Be sure disconnect switch on wall is closed. After approximately 1 hour, batteries should have charged to approximately 200V; charging current after an hour should be approximately 4 amperes. Once batteries have charged to 200V, press RESET button on Speed Control board. Close circuit breaker on battery cabinet, COS toggle, and power toggle on Drive Logic Unit (cardfile) in that order. Perform "Battery Charger Check" as previously described in this section. Take elevator out of service if battery voltage drops below 185V .

6)

7)

8)

MM.127

4.1.21

Controller

If batteries 1)

fail to charge:

Check fuses F2C, F3C, and those in disconnect switch and battery cabinet circuit breaker. Check batteries. Check setting of battery charger controls; check battery charger itself.

2) 3)

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 SIGNAL TRACING A3-TB1 (+) (-)

RANGE
7.11VOC

PPT P9A P9B

CEPS

+BVDC

P'O

"
10 6

BV Return

-BVDC

-7.3-B.7VDC Pl1A
PllB

"

Pl0

Continuity of the wiring between the PPT terminals and the transducer I/O card edge connector should also be verified.
SIGNAL TRACING
SIGNAL

PPT (+1

A3-TB1

llDCR
(-) 1/0

I-I
Pl0 Pl0 P'O Pl0 P,O P'O
Pl0.

(+1 1 2 3

P, P2 P3 P'

Pl0 Pl0 Pl0 Pl0 Pl0 P'O Pl0 Pl0 P'O Pl0 P'O P'O Pl0 P'O Pl0 P'O

35
P

rx
Y

36

IV A

5 6 7 B '2 13

3'
k

os
P6 P7 PB P12 P'3 Pl' P15 P'6 P'7 P'B P'9

IA
BOO IB90 J IJ
K

32 1 29
h

P,O Pl0 Pl0 P,O P,O Pl0 P'O P,O P'O

"
15 16 17 lB 19

30
j

IK
B IB ABO IA90

2B

27

MM-129

4.2-2

..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 TEST POINT FLOOR

FROM

IDll ODll OD2l ID2l

K11.13 Kll.14 K11.15 K11.16

+18 inches +12 inches .12 inches .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:
VANE

COLUMN

Stop pickup vanes for the down direction of travel Door zone/leveling vanes

2 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

I
I

Position Transducers

,.--------.
UL~ PERFORATED TAPE SUSPENDED IN HOISTWAY DOWN STOP PICKUP VANE (EXCEPT AT TOP LANDING)

l
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.

Hoistway Position Reader System, Type 7575Y

SWITCH

FUNCTION

OS DL D1Z/D2Z o,DZ UL US

Down Stop Pickup Down Leveling

Door Zone

MM-129

--

Up Leveling Up Stop Pickup 4.2-5

Position Transducers

TCO MAGNET TOP LANDING AT 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

ALS

POSITION READER DEVICE

BCO

.ELS

Figure 4.2-4.

Emergency Landing Position Reader System

MM-129

42-6

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) 2) 3)

Measure +24VDC between terminals (+) and (0) of the switch. Place a steel vane near the proximity switch. 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

SWITCH

Figure 4.2.5.

Magnet-Operated

Switches,

Type F01778P

MM.129

4.2.8


!,

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 o o Loss of any phase Low voltage on any or all phases 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: o

is the setting of the

Connect 3-phase power to be monitored to pins 3, 4, and 5. Make sure the A-B-C sequence is followed Turn sensivitity adjustment fully clockwise. Failure indicator should light 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:

CONTACTOR

PUSH
TO CLOSE

MANUAL

RESET

OVERLOAD

RELAY

MANUAL AUTO RESET SELECTOR

OVERLOAD

DIAL

MM-130

4.3-2

Figure 4.3-2. Siemens-Allis Overload Relay and Conractor

,Adjustment

Controller Relays

o o o

A black dial for setting the tripping current level A red Reset button A blue button for selecting between manual ("hand") and automatic reset

Set the black trip control dial to the required current level, as shown in the chart below:
Motor
Horse-

Rated
Motor

Power

Voltage

Overload Dial Setting

Motor

Rated
Motor

HorsePower

Voltage

Overload Dial Setting

200 230' 20

50 44 25 22 18

200 230 460 575

59 51 26 21

460 575

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) Repeat steps 2 and 3

5)

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. 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

5 and 10 overload Allow the before starting

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

RESET BUTTON

Figure 4.3-3.

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: Never perform this procedure on a hydraulic elevator.

1) 2)

Remove one fuse from main line switch With a stop watch ready for timing, manually close and hold in the motor winding switch As soon as the motor winding home, start the stop watch switch is pushed

MM.130

3)

4.3-5

Controller Relays

4)

The thermal overloads should trip, within 20 to 30 seconds, trip time being dependent upon ambient temperature, etc. 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. Remove a second fuse and repeat steps 2 through 5. Repeat for the third fuse to ensure that no matter which fuse opens, the motor circuit will be interrupted by operation of the overloads Restore all circuitry to normal Reset any tripped overloads

5)

6) 7)

8) 9)

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)

MM-130

4.3-6

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. 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. 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: 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.

1) 2)

Remove dashpot as a unit, by swinging the wire . clamp forward. 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. 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. Re-install cover, then re-install dashpot onto relay. Connect ammeter in loop circuit, between generator and hoist-motor armature.
MM-130

3)

4) 5)
4.3-8

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. Install full load in car. Send car up, non-stop, from bottom to top landing. Measure and record the running current and brake-to-brake time. Multiply running current determined in previous step by 1.5. This is the overload trip value. Add 15 seconds to brake-to-brake time determined in step 8. This is the overload trip time.

7) 8)

9)

10)

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.

MM.130

4.3-12


Adjustment

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.

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 6164BP Relay

Type A6164BP

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

MM.130

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 2

11/64" 3/16"

5/32".3/16" 5/32".3/16"

.0.007 .012 .007 012 .0-

Pull.ln Condenser Timed Self Holding Definite Voltage

3/16"

5/32".3/16"

Adjust

Adjust

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 respects from the

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. 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.
SEALED CAPS

~._o
.350" SOUARE CUTOUT "POSITIVE"

MRVF
"-~ "L" BLADE TERMINALS POLYPROPY~ CASE

@@@@@@
{}
+

/'

MM.t32

Rigure 4,4-1.

Gel/Cell Battery 4.4-1

Batteries

CAUTION
10' F TO 140' F

SAFE TEMPERATURE:

Precautions

Conditions to Avoid:
o Smoking, batteries. flames, or generation of sparks near

o o o

Use of solvent-type Temperatures

cleaning fluid on battery

case.

above 1440 F or below -76oF. (released if electrolyte

Breathing of silicon dioxide gel is allowed to dry out).

o o

Breathing of fumes from burning battery

cases.

Any contact with sulfuric acid.

WARNING
WEAR: RUBBER GLOVES SAFETY GOGGLES HAVE AVAILABLE: SODIUM BICARBONATE WATER SOURCE

Personal Protective Equipment: Eye Protection:

Safety glasses (goggles) with side shields when changing batteries. Rubber gloves and apron when working with sulfuric acid.
MM.132

Skin/Body Protection:
4.4.2

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_ at once, since delay can result

MM-132

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.
Maintenance

'I,

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. ~...

MM.132

4.4-4

Batteries

.,
I I , '

JUMPER "A" BLACK CABLE NO. 1740B3 /43" LONG

'"
I'

4TH LEVEL

TO CIRCUIT

BREAKER

3RO LEVEL

BLACK CABLE NO. 1740B1 14" LONG

2ND LEVEL

BLACK CABLE NO. 1740B2 28" LONG

___

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. 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 ANGLES

STEADIER AS NECESSARy--l

-I

BATTERIES TO BE TURNED 1BOo WHEN CIRCUIT BREAKER IS LOCATED HAND SIDE. ON THE LEFT.

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. 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. '

MM.132

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
I

-------""1

I CIRCUIT BREAKER TO CONTROLLER F1 D2 AND F2D2 FUSES

Figure 4.4-4.

Fuses and Circuit Breaker

MM.132

4.4.8

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

DEFLECTOR SHEAVE Variable-Frequency

FLEXIBLE COUPLING

AC Drive

MM.133

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

,.1

MM.133


STATOR

Motor

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.

MM-133

6.1-4

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.

MM-133

5.1-6


ARCING ZONE, B A A FREE PART, CaNT.' POINT CaNT.' C FREE PART. CaNT.' ARCING ZONE, B BRUSH HOLDER FREE PARTICLES

Motor

COMMUTATOR

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: 1) 2) 3) 4) Excessive sparking Noisy operation Excessive wear of commutator or brush Non-uniform commutator surface

MM,133

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 (B)

6134B REACTION

TYPE

(C)

Figure 5.1-1.

Reaction- Type Brush Holders

MM-133

5.1-10

'

. .;.",

Motor

c-~--tDIRECTION 6134A RADIAL OF ROTATION TYPE 1/16" to 1/8"

6134D RADIAL TYPE 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. 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.

MM.133

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

SCALE

LEATHER

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: o Place a thin strip of paper between brush and commutator, as shown in Figure 5.1-3. Fasten spring scale to the brush pigtail 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 Otis Type 219HT Machine Otis Type 269HT Machine Otis Type 339HT Machine 3/4 to 1 1/8 Ib 3/4 to 1 1/8 Ib 3/4 to 1 1/8 Ib 1 to 1 1/2 Ib

o o

MM-133

6.1-12

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: Disconnect any field wires from brush stems to prevent false indications.

MM-133

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) 2)

Place an ammeter in the loop circuit 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

Drum Brakes
External and internal drum brakes are illustrated in Figures 5.2.1 and 5.2-2.

5.2
Brakes

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

. MM-135

Figure 5.2.1.

External Drum Brake (131 and 139HT)

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 AND

Figure 5.2.2.

Internal Drum Brake 1155 and 219HT)

5.2-2

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. Remove brake pins and shoes from brake stand. Mark (center punch) shoes so they may be replaced in their respective locations. 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. Place and shape new lining squarely on shoe and clamp firmly into position with "C" clamps, starting at the center of the shoe. Using the holes in the brake shoe as a guide, drill through the brake lining with twist drill equivalent to the rivet size. 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.

2)

3)

4)

. 5)

6)

'.. 7)

8)

MM.135

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

3)

4)

5)

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

5.2-4


Disc Brakes

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 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 FOR GEAR

HOLE BOX

FOR GEAR DOWEL PIN

ARMATURE

PLATE

BOX DOWEL PIN

COIL

LOCK NUT (8)

ALLEN

HEAD

SCREW LOCK NUT

lOCK WASHER

Figure 5.2-3.

Ogura Disc Brake

MM.135,

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 PINS CONDUIT FITTING ,1/2

J
{<-t

rBELLEVILLE WASHERS (6)

"'''"".,.~
INPUT SHAFT

MAGNET

BODV

ASSEMBLY

~.. I
~~

31' NUT 16'

HU'

Figure 5.24.

Hilliard

Disc Brake

MM-135

5.2-6


.,

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. 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.

2)

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) 2) Place the car at the lowest landing. Load weights in the car equal to 125% of contract load. If car slips, remove weights after car comes to rest, then increase brake torque. Repeat tests.

3)

Next, test for dynamic torque, as follows: 1) Run empty car up, making an emergency stop at mid hatch. Car should come to a stop within the distance given below for rated car speed:

2)

Rated Speed 200 fpm 250 300 350 MM-135

Distance

Rated Speed 400 fpm 450 500

Distance 7.3 ft 9.3 11.5

1.85 h
2.8 4.1

5.6
I 5.2.7

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

DO
T1111 Tlllfllllll"

1
CAR POSITION INDICATOR

INFORMATION

DISPLAY

OTIS

ELEVATOR

CAPACITY

INTERCOM SPECIAL

AND INTERCOM EMERGENCY HOSPITAL SERVICE KEYSWITCH SPECIAL EMERGENCY SERVICE (PHASE II) KEYSWITCH

SERVICE

SWITCHES/BUTTONS AND JEWELS

ILLUMINATED BUTTONS FLOOR REAR DOOR OPEN DOOR OPEN ALARM DOOR CLOSE EMERGENCY STOP REAR DOOR CLOSE 110VAC INSPECTION INITIATING LIGHT OUTLET RAY SWITCH SERVICE

LIGHT AND FAN (TWO SPEED)

INDEPENDENT

Figure 6.1-1.

Car Operating Panel Layout

MM-136

6.1-2

Controls and Indicators

r I,
I .
\ I I

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.

.
"

, ,

, ,

, .,,

I' ,

, ' ,'

"", , .

MM-136

Figure 6.1-2.

Car Operating Panel Sight Lines

6.'-3

Controls and Indicators

TABLE 6.'-'.
POWER Keyswitch

OPERATING CONTROLS AND INDICATORS

ALARM Button Press button in COP to sound alarm bell.

Placing POWER keyswitch

B
Power off

in ON position opens the safety chain, prevents car motion.

The POWER jewel ilghts if the safety

[Q]D
STOP Toggle

Keyswitch

chain is complete
and power is supplied
Power

Push red toggle up to

on the elevator feeder.

r=iJ[H]
Attendant Service
on
Arrentitult off _leo

stop car. On highspeed elevators, emer. gency stop is software

controlled.

Jewel
Call Buttons Turn keyswitch ON to

I~DI
Car Button

Press button to register call. Button lights to indicate call has been registeredo
In car, audible tone also indicates tration. regis-

place car on attendant service.

~
Keyswitch on COP

During attendant

service:

. Pressing ATTENDANT NON.STOP button

causes car to bypass

Attendant
Non-Stop

IC!JDI
Hall Button Door Buttons

hall calls. - The loadweighing are inhibited. and

door reversal devices

Button on COP Press Door Open button to hold doors open, or to reverse closing of doors. Release button to permit closing operation.

1000DI
Door Open

Further Demand

. Doors open automati. cally, but closing requires pressure on the

DOOR CLOSE button.

Jewel on COP

I~DI iCJWDI
Door Close
Rear Door Open

Door Close button

enabled on Inde-

. Car starts automatically, once doors latch closed, providing demand exists for the established
direction (FURTHER DEMAND jewel lit).

pendent Service, Attendant Service, Express Priority Service and Fire Service Phase II. Press enabled button and hold it until
doors have fully closed.

IndfPond.ent Service
Ind. svc. Group

Turning keyswitch to
IND SVC places car on

independent

service.

I~IDI
Rear Door Close

If button is released before doors are fully

closed. the doors wi II

~
Keyswitch on COP

- Car on independent service bypasses all

hall calls.

reopen.

- To start car, register call on car button,

hold DOOR CLOSE

(All buttons

in COP)

button unti I doors

are fully closed.

MM.136

6.1-4

Controls

and Indicators

TABLE 6.1.1.
Fire Service, Ph. I

OPERATING CONTROLS AND INDICATORS

Fire Service, Ph. II Phase II is initiated by

F' ;:Vice off bypass

on ~

e-

In case of fire or other emergency, normal elevator service can be discontinued, passengers evacuated, and cars made available to emergency personnel exclusive for their use.

turning FIRE SERVICE keyswitch in car to 0 N (ANSI/Chicago I or off NORMAL (NYC). Car Keyswiteh (ANSI/Chicago) Car now responds only to calls registered on
Fi,. Service normsl

Hall K eyswiteh (ANSI)

Fire Service off
on

If@\!
~

its car buttons. Car calls can be cancelled . by m011entarily turning FIRE SERVICE keyswitch OFF (Chicagol or pressing RESET button (ANSI/NYC).

Hall Keyswiteh (Chicago)

Car Keyswitch
(New Yorl< City) Phase I is initiated by turning keyswitch ON (ANSI/Chicago) or to FIRE SERVICE position (NYC). PLEASE EXIT WHEN DOORS OPEN jewel lights in each car in group. Door re-opening devices, car and hall' buttons. and

Fi,. S.,.,ice
normal

doo, open

I~I e

Hall Keyswitch (New Yorl< City)

I~IDI
Car Reset Button (ANSI/NYCI

Emergency STOP becomes operative.

Plene Exit When Doors Open

Constal)t pressure on DOOR CLOSE button is required to close doors and start car.

Car Jewel

lanterns are disabled.

Car travels non-stop to lobby or street floor. Emergency STOP button inoperative during

Constant pressure on DOOR OPEN button is required to open doors.

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.

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).

DOOR OPEN position NYC switch re-opens on parked cars.

of doors

MM.136

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.
Priority Service
on
Priority ff
0

OPERATING

CONTROLS AND INDICATORS

Emergency Power 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),

Priority service is initiated by turning

ON the hall keyswitch. The hall jewel (optional

(3-to-8 Car Group)

Service

Stripswitch with one button for each car, and

an optional button. AUTO

on Hospital Priority
Hall Keyswitch Service) lights.

and discharge passengers.

Priority Service

One car is selected to answer the priority

call. PLEASE EXIT WHEN DOORS OPEN jewel lights in selected car,

After all available cars

Hall Jewel

have been brought down, stripswitch operation selects the "car to provide normal operation. With the automatic option,

Please Exit When

Doors Open

Selected car travels non-stop to priority

floor, passengers

pressing the AUTO button

causes each car to be brought down to the emergency landing by random

Car Jewel

exit.

I'"BIi6\l

L:J~

Priority personnel place car on Independent

Car Keyswitch

Service, register ca'r call. Car travels nonstop to called floor.

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.

(fn some Elevonic

Direction Arrows Arrow lights to indicate direction car will travel 'on next run. Stays lighted during run.
Jewel on COP Car and Hall Lanterns

installations,

personnel

need not place car on

Independent Service to register a priority

car call.)

Em ncy: Power 2

r@l
~

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

_____ directions

Lights for up car

Lights for both Lights for down car

Hall Keyswiteh

from emergency power. Jewel indicates selected car.

Hall Jewel

Car lantern mounted door jamb. Hall lantern mounted

on Single chime sounds for up direction, double chime for down direction.

over hoistway doors.

6.1.6

Controls and Indicators

TABLE 6.1.1. OPERATING CONTROLS AND INDICATORS

Car-to' Lobby IPark
csr to lobby park

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. To open doors on a parked car, turn CTL momentarily to CAR TO LOBBY position .

c.r
Top

inspect
off

~
COP Keyswtich

Hall Keyswiteh

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. If relay in light ray fails, or beam requires alignment, turn LIGHT RAY keyswitch OFF until maintenance can be performed.

Light.Ray Cutout
on

Light

R.v

off

~
COP Keyswitch

Access

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,

on the

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.

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

VIEW

BOTTOM

VIEW

Figure 6.1-3.

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

('ON'

FOR SELF-TEST

MODE)

I
SELF-TEST

[Jr. B8 B8 888
BBBB~BBB
Figure 6.1-4. 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). 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. 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.) 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 . When test is completed, set the "Self-Test" DIPswitch to the OFF position. (See Figure 6,1-4).
6.1-9

2)

3)

4)

MM-136

5)

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. Close STEST segment of DIPswitch (Figure 6.1-5) by moving actuator to the left. Unplug power connector J 1, hold out for 2 seconds, then plug in again. 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: 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

2)

3)

4)

"

Controls and Indicators

7069AF JEWEL MODULE (POSITION INDICATOR) A8121BAl POWER SUPPLY BOARD POWER PLUG, Jl JEWEL AND KEYSWITCH MODULES SPECIFIED BY CONTRACT

DIPSWITCH

AUDIBLE

AB121AWl MICROCOMPUTER BOARD

6219G2 SIGNAL

DEVICE 7069AF4 6219Gl BUZZER BUTTON MODULE (DOOR CLOSE) 7069AF41

7069AF4 BUTTON MODULE (DOOR CLOSE)

BUTTON MODULE (DOOR OPEN) 7069AF7 BUTTON (ALARM) 7069AKl EMERGENCY STOP TOGGLE SWITCH MODULE

MM-136

Figure 6.1-5.

Wiring Side of LRV3 Car Operating Panel

6.""

Controls and Indicators

Down Hall Lanterns DHL2 through DHL4. o All hall position indicator lamps will go on and remain on for 3 seconds. The cycle will repeat.

o 5)

To terminate test: o o Open STEST segment of DIPswitch. Unplug power connector Jl, hold out for 2 seconds, then plug in again.

Figure 6.1.6. .Lamp Replacement

Lamp and Socket Removal Tool

Lamps are located in the car operating panel, the car lantern, and in the hall fixtures. Microprocessor-based fixtures 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:

LAMP

CAN

BE REPLACED

...
~CONE POINT SET SCREW M3-8

BY REMOVING M3 SCREWS TO PULL ASSEMBLY OFF WALL, THEN REMOVE SOCKET AND REPLACE LAMP

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.

the condition example, hold time, wait for closing doors"

that doors message to be

VOCABULARY Messapes

TABLE 6.2.1.

SPEECH SYNTHESIZER

Numerals 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 Data 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

Information

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 a a
Cl

u
c::

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

HEADER

FAN

,,

I; , DOOR HANGER

.. ,. ,. ,.
,
, , , I I

MOTOR AND SWITCH ASSY

I: ~: " ~ .. I' ~
,l:

S~ : '; ~~

, So'

RETURN PANEL

: t I,..
"
:".

c.

: s: "
t:..J:
'

, " : :: " : s:

.
,

,. I'

r ,~

..

.: .
,

CLUTCH VANE ASSEMBLY

'

.. ... :>;:: ..
:

:
,

:.

:
(1,.

::

"I: :: "
I '

s: ::

-::

::
":
II

L ~:
If'"
If

: /::
:

r ::
;:

MM.137

~"
'Ii=:.
" '. -'. ::\

:]:1
...
I I " I ,

:: "

. -1: ~: ..
~
i'

....1.' " I

~~:: _/~"~...., :"",..;"Y'l

~~~"',' "'A....
iI'

,...~ ....~ '"~":' ,.," : //k ",,"

,:
11'

.".e

...

'::

., .".... "I'''' t." ::;~~~~~.. .~~i-i ",~"'...IfI'" .. ........... ", .... ~

I

I:. Ar./'1-; ,,"'/~" c.

::

~~4

//

'/""

'-1 ,

Figure 7.1.1.

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.

CAM SWITCHES

DRIVE PIN DRIVE

NUT

BRACKET MOTOR MOTOR BRACKET MOTOR AND ASSY CAMSWITCH

Figure 7.1-2.

Motor/Switch

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

MM-137

7.1-2

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

,
I" OVERTRAVEL ALLOWANCE

14" 3.1/2" DOOR OPERATING ZONE

3.1/2"

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

Figure 7.1.3.

Variable.Pitch Leadscrew

MM.I37

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.

MM-137

7.1-4


LEAD SCREW CLUTCH VANE ASSEMBLY DRIVE NUT MOTOR CAR DOOR DOOR HANGER VANE RETRACT (ATTACHED HEADER) CLAMP DRIVE LATCH ROLLER ROLLER

Door

Operator

CAM TO

HOISTWAY

DOOR DOORS CLOSED

CLAMP VANE CAM FOLLOWER

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.

MM.137

7.1'6


VANE HOUSING

Door

Operator

DRIVE VANE RUBBER BUMPER GIB CLAMP VANE

ROD RETAINING RING

If-o~-PIN ,.,-COTIER PIN

,
Figure 7.1-6. Clutch Vane Assembly, Mechanical 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. Set the gap between the gib and the cam follower to 0.01 (:'" O.OOS")then tighten bolts on cam follower.

2)

ROLLER

CAM FOLLOWER

RUBBER BUMPER

Cam Follower Adjustment

Figure 7.1-8.

3l
4)

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

S)

7.1.8

!.
I

Door Operator

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

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 CLUTCH SCREW ASSEMBLY LLOWER

doors out of

Figure 7. 1-9.

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,) 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).

MM.137

8)

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

GATE SWITCH

TERMINAL BLOCK CLUTCH ASSEMBLY

INCH DOOR HANGER RUBBER BUMPER GATE SWITCH ROLLER ARM LOOSEN TO ADJUST AR

Figure 7.1-10.

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.

MM-137

7.1-10

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: 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. 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. Manually turn the lead screw to move the drive nut to an accessible work area. Remove retaining ring using Tru.arc Pliers (Otis Service Center Part No. MT-l05018).
7.1.11

2)

MM.137

3)

4)

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. 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. 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.
RETAINING

a
~. /RING ~SHIM

6)

7)

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. 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.

~TOSUIT

~BEARING ~SPACER BEARING PIN

9)

CLUTCH VANE ASSEMBLY

DRIVE NUT '"

PIN.B2A83 RUBBER "COTTER PIN GROMMET

o
o
DISASSEMBLY
Figure 7.1.11.

STEEL

DRIVE SCREW

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

Replacement of Drive Pin

MM.137

7.1.12

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.

Type 7770A Door Operator

MM.137

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

OIL FLOW CHAMFER

PISTON
Figure 7.1-14.

LEVER
Door Check

SEGMENT

OIL RETURN LINE

NEEDLE VALVE

Figure 7.1-15.

Door Check Needle Valve

MM-137

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 Figure 7.1-16.

LEVER

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

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

Figure 7.1-17.

Cam-Operated

MicrolNVitches

MM.137

7.'-16

Door

Operator

Mechanical

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

0 0

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).

MM-137

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
7.1.17

Door Operator ADJUST CAM TO ACTUATE CLOSE LIMIT MICROSWITCH

FULLY CLOSED POSITION

LEADING EoG~ OF DOOR E

,'-

3-1/2"

Figure 7.1-19.

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 42~jn. center-opening
48-in. center-opening

Recommended

Opening Time

2.2 to 2.8 seconds 2.5 to 3.2 seconds 2.7 to 3.7 seconds 3.0 to 4.0 seconds 3.5 to 4.5 seconds 4.0 to 5.0 seconds 4.5 to 5.5 seconds MM-137

32-in. single-slide 36-in. single-slide 42-in. single-slide 48-in. two-speed 54-in. two-speed 7.1-18

- -'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
42-in. center-opening

Recommended Closing Time

2.7 to 3.2 seconds 3.0 to 3.5 seconds 3.2 to 4.2 seconds 3.5 to 4.5 seconds 4.0 to 5.0 seconds 4.5 to 5.5 seconds 5.0 to 6.0 seconds

48.in. center-opening
32-in. single-slide

36.in. singie.slide
42.in. single-slide

48.in. two-speed 54.in. two-speed

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
42-in. center-opening

Closing Time ;n Nudging Mode 3.2 to 4.8 seconds 4.5 to 5.2 seconds 4.8 to 6.3 seconds 5.2 to 6.7 seconds 6.0 to 7.5 seconds 6.7 to 8.2 seconds 7.5 to 9.0 seconds

48.in. center-opening 32.;n. single-slide 36-;n. single-slide 42-;n. single-slide 48-;n. two-speed 54-;n. two-speed

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

Operator

SHIMS REAR

DOOR OPERATOR CONTROL (DOCB) BOX

MOTOR

BALANCE WEIGHT SPACERS

DRIVE HITCH PLATE

STOP

BRACKET

FRONT BRACKEr

DRIVE ARM

VANE ARM.PIVOT BRACKET

(REF)

ARM ASSEMBLY

Figure 7.1-20.

OVL Door Operator

TERMINAL STRIP CAM (1 OF 16)

SWITCH (1 OF 16)

MM-137

MOTOR Figure 7.1-21.

PULLEY

SHAFT

Door Operator Control Box

7.1.21

"
,

Door Operator

CAM ~
CAP SCREW

%rq-0..
lOCK. WASHER

GSI. OCl. C04. C03 C02.

"

SPI
cOOL

.003 .002
OA2

@'
RING (SPACER) Figure 7.1.22.

CAl.

cor.
SP2 cc Cam.Switch Adjustment

.OAI
D

001

SP3

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

Resistor

Parameter Adjusted

Controller.

01. tap 2 02, tap 2 03, tap 3 OMF, tap 2

Cushioning

of final

stop

Nudging speed
Sharpness of reversal

Opening torque (adjust if door fails to open fully) Closing torque (adjust if door stalls with closing force greater than 30 ft-Ibl
Extra torque for heavy~door"'"
operation

OMF, tap 3

OMF1, tap 2

Door Operator

02, taps 1 &3 03, tap 1 02, tap 2 03, tap 2

Smoothness motion
Smoothness motion

of closing

Control Box

of opening

I
7.1-22

MM.137

 -----------------------';:;,;"~

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

DOORS FULLY

Door Opera lOr

Recommended door times are given below. Door time is adjusted by car-controller DIp. switch on Elevonic installations. Door
Opening Single Slide Open Close Center Open in. Open Close Two Speed Open Close

36 42 48

2.0 2.2

3.3 3.9

1.4 1.4 1.6

1.9 2.3 2.7

2.0 2.4 3.4 4.0

OPENED

DOORS FUllY OPENING

--I 1-'/2"
OAI

CLOSED
1ST ACCELERATION CONTACT

W/77ZZZZZ7ZZZZZZZZ
,~

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

3"--t

CONTACT

1.-'.1/2" '/2"

V/L/ZZZZZZZZZZZ?ZZ
I

00'

tST DECELERATION CONTACT

~
_

101
t--

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

_ _
CLOSING _

002 } 003

ADDITIONAL SLOWDOWN CONTACTS

DOL

DOOR OPEN CONTACT

---t t-'/2"

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

V/--/-Z-Z-/-Z~/~-Z-Z-/~2~/~Z~Z-I 1 CD'

"-6" __

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

t=::::4"-t
DECELERATION

2"-ooj

C02
CD3 CD4

CONTACTS

VZ7/I I" _
QZJ

--------~-----------1~
NOTES,

------------~rzzJ ~--------------l-....,'"_
1---8"_

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

GS, DCL

BRAKE

LIFT

CONTACT
DOOR CLOSE

CONTACT
FINAL DOOR CONTACT ELECTRONIC CLOSING

VZ2!

SP' ~2
SP3

V72&Q2Z'l?726
CLOSED
OPEN

I
1

DESENSITIZE

DETECTOR NOT USED

MM-137

1.~;CONTACT

CONTACT

2.

CONTACTS ARE TYPICAL

Figure 7.1-23.

Cam-$witch

Act1Jation

7.1.23

Door Operator

LOCATED IN CAR CONTROLLER 03 (100 OHMS) 40 115

I
D4 (2500HMS)1 180

02 (3000HMS)1

45

1 175

125

I 50 bo

DMF (250 OHMS) 150

I 60 I

40

DMF1 (1000HMS)1 30

D1 (300 OHMS)

I 50 1 20
~3

240

I 60 I

LOCATED IN DOOR OPERATOR CONTROL BOX. CENTER-OPENING DOOR D2 (150 OHMS) . TOP 151 56 2-SPEED AND SINGLE,SLlDE DOORS D2 (150 OHMS) 1411 82 161 TOP 4 9

I 17 I

..ruulfUlJl.n..
1

T 2T 3T
I
3

J'lJl.SLfl.Il.. 1 T 2- 3T 4T - 5T .
D3 (30 OHMS)

D3 (30 OHMS)
7

I
TOP 4

rop
TOP

110 I

TOP~ 1

T2- T3- -

...ruulJ1J1r 1 2T - - - DO (300 OHMS) 130164 1139

DO (200 OHMS) 1201 32

I 20 I 80 I
TOP

I 34
4

2 3 4 DC (150 OHMS) 1541301201 TOP

DC (150 OHMS)

21

I 79 I 32. I

Figure 7. 1.24.

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.

Type 6993AL

Safety Shoe

MM.138

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.

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 DO NOT MOVE PIVOT ARM

TENSION SPRING """""

SWITCH

SHOE PUSHED

IS

RELEASED

Figure 7.2-3.

Pushing on Safety Shoe

MM.138

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 TENSION SPRING __

r.
I
SWITCH ADJUSTED Coupling Adjustment

DOWN LIMIT

MM.138

7.2.4

Figure 7.2-5.

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.

LED light

3)

Two reflector targets, one for each unit.

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 COM NO

24"

NEUT.

YELLOW RED

117V WHITE

NC

S LENS AND LIGHT SOURCE

61 S

--{-

r
I I
24"

BLACK

WHT WHT-I
BLK BLK GRN GRN YEL RED YEL RED

SLAVE UNIT

I
...J

JUNCTION CUT.OUT SWITCH

BOX

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.
Door Operation When

System

Light Ray Fails

Door Time After Operation of Light-Ray Cutout Switch

LRV

Doors stay open.

10 . 15 sec. at all floors

System hangs up. LRS

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

Normal

MRS

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

Elevonic

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: 1) Turn ON the LIGHT RAY keyswitch on the car operating panel. Slide cutout switch on slave unit towards lens. Slide cutout switch on master unit away from lens. 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

2)

3)

MM-138

4)

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.

LENS

CABLE

CUT-OUT SWITCH

SLOT

JACKSCREW

Figure 7.2-8.

Aiming of A6971 Y LIght Ray

5)

Slide cutout lens. Slide cutout lens.

switch on master unit towards

6)

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. SIide cutout lens. switch on master unit away from

8)

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

7.2.8

Door Protective Devices

LIFT HERE PUSH 1/32" _

FINGER

RELAY CLAMp.... (a) SOCKET INSERT

,
TAB (b) IN RECESS

Figure 7.2-9.

Relay Replacement

Type 7048 Electronic

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. 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 .

. MM.138

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

Door Protective Devices

TOP FACE PLATE

PREAMPLIFIER COVER COVER CLOSE. STANDARD DOOR TOP FACE PLATE

_COUPLED DOOR

PREAMPLIFIER BASE PLATE TERMINAL BOARD

PRE. AMPLIFIER BASE PLATE TERMINAL BOARD

ANTENNA' COVER

; I,

~ ~ ,;~I ~

ANTENNA

ANTENNAS

i.i

BASE PLATE

\\

BOTTOM FACEPLATE

Figure 7.2.11. Four-Antenna Arrangement

I
BOTTOM FACEPLATE

Figure 7.2.12.

Eight-Antenna

Arrangement

FRAME

PLASTIC COVERS PRINTED CIRCUIT BOARD

SENSITIVITY ON.OFF 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

T2
TRANSISTORS

EPR RELAY

...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
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) 2) Wiping down the faceplate Internal cleaning. is and;

The cleaner to use with either operation

Otis Detector Faceplate Cleaner.

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

MM-138

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
TP

ON

BLK
TP B SWITCH ON

B L K ---{

i._~.J

t::::::\.
O.75V

RED I

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. 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

MM-13B

Door Protective Devices

BLUE
TIP BLACK

TIP

RED,

B
VDC 4.3 MAX

BLK

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. 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

MM-138

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.
~PLUG PVC EXTRUSION CLADDING (TOP) PVC FACEPLATE

I
I

~

ANTENNA ASSEMB"LY

DEFLECTOR

, ~

I:

PLUG (BOTTOM)~

Antenna Unit
MM.138

Figure 7.2-20. 7.2-18

Door Protective Devices

GUARD STEREO JACK

ICLlCK' socket
fully

The nomenclated cover identifies the adjustments, test point, and indicator located on the printed circuit board behind it.
The 'CLICK NULL INDICATOR MONITOR TEST POINT MOUNTING SCREW A hole at the top allows you to view a red LED (light emitting socket fully home'

hom.

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

diode) used as a null indicator. The second hole provides access to a wire loop to which you can connect suitable test instruments. This is called the monitor test point.
The 'Insert SH 1M' label shows in Figure 7.2-20)

COVER
insert shim

I INiWf " urr

UPPER ANTENNA SET

-SET SENS(ITIVITY)
SENS

'0'

how to position the 'shim'

Icalled the deflector right-and deflector

in the correct position for

left-hand doors. The must always be placed

ADJUSTMENT

on the cab side.

The SET hole allows you to

do not
remove

this cover

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

BAL

AUXILIARY ANTENNA (UPPER)

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.
The BAL hole provides screw-

I
'It

AUXILIARY ANTENNA (LOWER)

MM.13B

LOWER ANTENNA

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

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. 1) Set the door approximately 4 to 6 inches from its fully open position to make sure . that the desensitizing contacts have no effect. Insert a 2.5-mm insulated pin into the SET hole in the faceplate. (This disables the autobalance circuit.) Using a non-metallic screwdriver, turn the SENSitivity adjustment counterclockwise approximately 1/2 turn.
MM-138

2)

3)
7.2.20

Door Protective Devices

ON/OFF SWITCH

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

DIODE NEON LAMP

RELAY

DESENSITISED SENSITIVITY ADJUSTMENT

TERMINALS EP19.20

MM.138

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. 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".

5)

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. 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. Removethe pin from the SET hole. 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).

7)

8) 9)

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 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

7.2.22

Door Protective Devices

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

:
:

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

I r-'

"'.~.

LED

1--====::::::::::)
UPPER DETECTION DISTANCE

o o

L
I

SAL
ADJ

52"
LOWER DETECTION DISTANCE

;BALANCE

ADJUSTMENT

I
20"

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

_____________ l~ __ ~~_~~~~ ~ __
Balance Adjustment Criteria

MM.138

Figure 7.2.23.

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. 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. Voltage between terminals EP17 (+) and EP15 should be 12 volts dc (right-hand door). Voltage between terminals EP20 (+) and EP15 should be 12 volts dc (Iefthand door). Resistance between the power supply box and ground (EP12) should be at least 220K ohms. Resistance between the car door(s) and ground (EP12) should be less than 1 ohm.

2)

3)

4)

5)

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. 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.

TIE.PLATE

.~fj;j
~ RAIL BRACKETS

5/8 SQUARE
BE USED.

HEAD BOLTS CAN "STOP" ON CLIP

''''''''

"AO ''OM '""'~

STEEL SPRING AFTER RAI LS ARE SET,

GUIDE

RAIL

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

MM.139

FORGED

RAIL

CLIP

Figure 8.1-1.

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

:~~!
9\

~I

~I

FISHPLATE 2" X 2" x 1/4" 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

MM.139

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.

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
GUIDE

SAFETY PLANK

Guides MM.139

Figure 8.1.5.

Location

of Roller

8.1-4

Rails and Guides

SIDE ROLLER

~.
STOP ADJUSTMENT SPRING SPRING ADJUSTING NUT
Figure 8.1-6. 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. o

roller gu ide

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. 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.

Figure 8.1-10. MM-139

TURN UNTIL ONE SIDE ROLLER IS JUST FREE OF RAIL, THEN TURN 1/2 TURN IN OPPOSITE DIRECTION

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.

MM-139

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.
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 Switch

TYPE 6072 Stopping

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.
ROLLER GUIDE CROSSHEAD

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

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

ROLLER THIS SURFACE

GUIDE RAIL

-.J
UPPER CAM

R IDES ON STOPPING SWITCH

CARFRAME

/
. (7'
~~I

\-. '-"-'I~
ON
ROLLER RIDES ON THIS SURFACE

UP

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

CAM

TR IPPER

Figure 8.2-4.

Type 6098 Switches

MM.140

8.2-4

Stopping & Limit Switches

ARM WITH ROLLER

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)

MOVABLE CONTACTS (TWO USED) CONTACT BASE WITH STATIONARY CONTACTS

CONTACT BOX COMPLETE WITH LEVER, CONTACTS AND BASES

Figure 8.2-5.

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

Type of Operation
Roller. Motion of roller on the vane

Applications Final Limit Switch

power, terminal located when opens, disconnecting platform is is

actuates the switch arm, operating the contacts within.

the elevator

approximately

12 inches bevond the

One such switch

landing.

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.

Tripper.

Motion of an actuating rod

Broken Tape Switch

power tape

opens,

disconnecting

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

if floating
breaks.

tape

or PPT drive

Safety-Operated
rod from speeds sufficiently into contact with

Switch is operated by
carrier if car over. jaws to bring safety guide rails.

releasing

Compensation Sheave Switch

disconnecting rope breaks. power,

opens,

if compensating

Cam.

Motion

of cam along a roller arm.

Gate Switch
approximately closed. before

closes when one half

car door inch from

is fully

mo~es

the switch

Closing

of this switch

is required

car can start.

Release of Tripper

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: 1) 2) Push up on mechanism that activated switch.

Push tripper until seat is aligned with latch pin on switch arm. Release and turn the switch arm so that the pin engages the tri pper seat.

3)

MM.140

8.2.6

Stopping & Limit Switches

SWITCH ARM TRIPPER LATCH PIN TRIPPER SEAT

Figure 8.2-6a.

Tripped Position

Figure 8.2-6b.

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.

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

1/2 INCH GOVERNOR ROPE

/
'/"

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.

Type 7063 Governor

7063 Type

Max. Rise

Ca, Speeds
(FPM)

Sheave Size

Rope Dia.

700 Ft 1,000 Above 1,000

150-350 350-1200 1200-1800

12 In.

3/8 In.

E
F 8.4.2

16 24

1/2 1/2
MM.142


FLYWEIGHTS

Governor & Safety

SHEAVE

OVERSPEED SWITCH TYPE 7063B TRIPPING ASSEMBLY LATCH

ROPE_ STATIONARY JAW Figure 8.4.3. Type 70638 Trip Assembly

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

MM.142

Governor & Safety

OVERSPEED SWITCH SPRING

FRAME

CAM SURFACE CAM SURFACE

TRIPPER (OVERSPEED SWITCH)

TR IPPER (MOVABLE JAW)

JAW LATCH

MOUNTING SLOT

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


ROD BELL CRANK CONNECTING LINK TYPE PLUNGER 7063Y TRIPPER 7063J GOVERNOR SWITCH

Governor & Safety

Figure 8.4-5. Type 706388 Trip Assembly

MM.142

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 CONNECTING LINK BELL LEVER CRANK

ROD

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.

MM.142

8.4.6

Governor

& Safety

OVERSPEED SWITCH ROPE GRIP TRIPPE R ARM

TYPE 7063B TRIPPING ASSEMBLY

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

2)

3)

HAND
TACHOMETER

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

5)

MM.142

8.4.8


l.

Governor & Safety

6)

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) BREAKING

Figure 8.4-9.

Governor Switch Contacts

MM.142

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. 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.

3)

-SWITCH IS ADJUSTED BY REMOVING BALL JOINT FROM WEIGHT AND ROTATING ROD TRiPPER ADJUSTMENT

is MADE BY REMOVING BALL JOINT FROM TRIPPER AND ROTATING CONNECTING LINK

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

5)

6)

8.4.10

MM-142


TRIPPER ARM (MOVABLE JAW ACTUATOR) ADJUSTING SCREW

Governor & Safety

LEVER

(LINK

MAY

BE

MOUNTED IN EITHER HOLE)

CAM

lOVER.

SPEED SWITCH ACTUATOR)

OVERSPEED SWITCH

FRAME

MOUNTING HOLE

7)

Figure 8.4.11.

"Y"

Tripper Adjustment

Screw

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

MM.142

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

Figure 8.4.12. Flexible Guide Clamp Safety

MM.142

8.4.12

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.

Safety Tests

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.

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: 1) 2) Open the main-line switch.

procedures

Take neighboring cars out of service if ropes and cables from this elevator interfere with adjacent hoistways. Re-establish the normal shunt field circuits . Re-establish the action of the governor slowdown switch.

MM-142

3) 4)

8.4-13

Governor

& Safety

5)

Examine drive, secondary, and deflector sheaves to ascertain that the hoist ropes are in their proper grooves. Inspect traveling cables, hoist ropes, compensating rope or chain, and sheaves for damage. elevator off the safety as follows:

6)

Raise a relav-controlled 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. Reset the governor jaws and the governor switches. Snap the releasing carrier mechanism into running position. back

8)

9)

10)

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

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

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 governor

Make sure are closed. car up until mechanisms position. governor

8) Reset the switches.

jaws and the

9) Snap the releasing carrier into running position. 10) Reset safety-operated

mechanism

back

switch

and

remove jumper. it to service:

Inspect car as follows before returning 11)

If any hoist or compensating ropes jumped their grooves, they must be replaced before moving the car any further than absolutely necessary. Make a round trip at slow speed and inspect to see that everything is intact .. Examine the governor rope where it was clamped by the governor and ascertain if the deformation is objectionable.

12)

13)

MM-142

8.4-14

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

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 . 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

SPRING

STEEL PLUNGER

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.

MM-143

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.

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)
2),

Drain pit, raise elevator. Pump out buffer oil through oil port. Examine oil. If it contains sediment, try flushing out reservoir with water until sediment is washedout. Refill reservoir to required level with Otis approved buffer oil. Hose down and dry off exterior.

"

3)

4)

PLUNGER

__

SPRING

RESERVOIR

OIL PORT

Figure 8.5.2.

"HP"

Oil Buffer

MM.143

8.5.4

OTIS

I.
I

8.6
Ropes

Maintenance

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

Lubrication:

Sheave Grooves:

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, 1967

OTIS

ELEVATOR
IN ALL OF THE

COMPANY
PRINCIPAL WORLD CITIES

OFFICES

THIS

LEAFLET

CONTAINS THE DATA FORMERLY

IN LEAFLET

C-GOSAND SUPERSEDES

THE LATTER

.-.
FIG. 2 FIG. 5
Lava
Fig.

RESISTANCE J
-Number Glozed

TUBES Glazed

Fig.

232AA RESISTUR - FIG. 3 700 WATTS. CONTINUUUS Port With No. One
Resistance Wi th Two

Part LAvA

Rrm~e. In 0 ms

Without
128559 126544 127 402 127403 127404 127 405 127406 127784 127718 127 7 36 1277 45 127 407 126547 .232E124 232E125 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 . 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 Adjustoble CI amp 232MI 232M2 232M3 232M4 232M5 232AA6 232M7 232AA8 232M9

AdjulltobJe

Adjustable
Clamps

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

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

232EI21 232E122 232 EI23

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

GRIDS 5
Pattern

30 Po rt Number

RSISTOR FIG. 4 WATTS MAXIMUM CAPACITY

NON. ADJUSTABL E

RESISTANCE fi9.
Ra ngc. PaT t ~r

ADJUSTABl E Range,

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

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

NumP..u..
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

In Ohms 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

129722

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.

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

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

" ..'.' ...

Part

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

~~.~
MAX.

===~==ellD:Iii'i,-----112:' MAXI----'3Z .
FIG. 7

FIG.6

232f . RESISTOR - fIG 6 1/2 WATT MAXIMUM CAPACITY No.

Hesistance In Ohms Color

232G Part No. Resistance In Ohms

RESISTOR

fIG.

1 WAIT MAXIMUM CAPACITY

Color 0 Si her 5i lver Si lver Silver Si lver Silver

A
Brown Orange Brown

B
Gray White Black

Code C

A Red
Orange Blue Green Brown Brown

B
Violet White Gray 131 ue

Code C

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

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

Black
Black Brown Brown Brown Brown Brown Brown Brown

Red Rcd
Orange Orange Yellow Green Brown

Red
Violet Orange Ora nge Violet Brown Black

Gold
Si lve r

Rcd ncd
Orange Yell ow Green Black Brown Brown Brown

Rcd Rcd
Wh i te Violet Blue 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

Gold Gold
Si lver

Gold
Si lver

Gold
Si I ve r

Gold
Si lver Si lve r

Rcd
Green Green Black

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

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

Gold Gold Gold

Brown

Black
Green Violet Orange

Rcd
Orange Gray Brown Brown Brown

ncd
Black Grecn Gray

Rcd ncd ncd Rcd ncd

Orange Orange Orange Orange Orange Orange Orange Orange Orange

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

ncd
Orange Orange Yel.low BI ue Blue

ned
Orange Wh i te Violet

ncd
Gray

Gold
Silver

Rcd Rcd ncd

Yellow Green Green Blue Brown Brown Brown

Gold Gold
Silver Silver Silver

ncd
Violet Violet Brown Blue Gray Black

Gold
Si her Silver Silver Silver Si lver Silver

Red
Green

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

Rcd
Wh i te Violet Brown Gray Green

Gold Gold Gold

Si he r

Gold
Silver

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

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

Gold
Si he r

No. 232AWI 232AW2 232AW3 232AW4 232AW5 232AW6 232AW7 232AW8

II;

Resistance In Ohms

Color

A
Orange

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

Code C Brown

Gold
Si he r

Rcd Rcd
Orange Orange Yellow Blue Gray Brown

Gold
Si lve r

Gold
Si !ver Silver

Rcd

ncd Black Rcd

Gold Gold Gold

Silver

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

to above

Rcd
Orange Brown Orange Orange Violet Brown illustration

Rcd
Bcd

Gold Gold
Si he r

Illock

Orange Orange Orange Orange Yellow

Gold Gold Gold Gold

Si Ivcr

Similar

except

1/4" long.

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

FIG. 8

'.---~-1
FIG. 9

..

-I

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

RESISTOR.
Part

1. R. C.

FIXED.

FIG. Color

8
Code
C D

232T RESIS10R - FIG. 9 2 WATTS MAXIMUM CAP ACI TY

Pa rt No.

No.
186002 186003 186004 186005 IR6006 186007

Hesistance In Megohms .I

TYI~

Hesistance In Ohms

Color

Code

A Red
Blue Violet Brown Yellow Ye 11 ow
Brown

B
Yellow Gray
Green

I 2 3 3.9 5. I

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

BT-A Ornnge BT-l Orange

Ye,1 low Black HI ack Green

Si J

vc r

Block
Block

White
Brown

BT-A Green

Green Green Green Green

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

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

Block
Blnck Black
Brown Brown

Gold
Si lvcr

Gold
5i 1 vcr 5i her

Red
Violet

Violet
Black
Violet Orange

Brown

Gold
Silver Silver Silver

Hed
Orange Orange Orange Ye 1101'0'

Blue

White
Violet

Green
Blue Brown Brown

Brown
Grn)'

Hed Hed Hed Red Hed Hed Red Red

Orange Orange Orange Orange Orongc Orange Orange

Gold
Silver Si her

Gold
5i lver Silver Silver

Black Green

Red Red
Yellow
Green

Black

Gold
5i he r Si he ['

Red
Violet

Bro\/"n
Green

Violet

Gold Gold

232AT RESISTOR - fIG.~A' 5 WATTS. MAXIMUM CAPACITY Part

No.

Resistance In Ohms 10

232BB
Part

RESISTOR - FIG . BA 2 WATT CAPflCITY

No.

ncsistancc In Ohms

A Red
Brown Brown Brown

Color II B.lack

Code C

2321lBI 232BB2 2321J1B 232BB4

.. Similar

2 10 15 180
to above

Blo ck
Green

Gold llI~ck ilIa ck

Brown

Gray

Gold Gold Gold Gold

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

15 50 120 250 500 2,000 2,500 4,000

in appearance to above except 15/16" long.

illustration

except

9/16" long.

aJn ~~,,~
FIG. 10

-- -----

._-

-- ---~

--

--_.

-- _. __

.- .

._--

..

_._,
I

y
~J:M~ 132
FIG. II

FIG.

12

IL

----

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

232H RESISTOR - FIG. 11 5 WATTS MAXIMUM CAPACITY Part No. Aes is lance In Ohms

FIG.

14

_J
in Ohms Without Center Tap

232AE RESISTOR - FIG. 10 5 WATTS MAXIMUM CAPACITY Part Ho.

Resistance In Ohms

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

Bcsislnnce

Part

232AEI

250

232H3 232Hl 232H2 232H5 232H4

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

No.
232Y2

Wi th Cent.er Tap

232AF RESISlVR - FIG, 12 10 WATTS MAXIMUM CAPACITY Part Hesislance

In Ohms

232AN RESISlVR - FIG.12 10 WATTS MAXIMUM CAPACITY

Part RC!'listancc

No. 232Af3 232AF2 232An

No.

In

Ohms

3,000 15,000 25,000

232ANI 232AN2 232AN5 232AN4 232AN3

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

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

232] RESISTOR. FIG, 13 7 WATTS MAXIMUM CAPACITY

Part Resistance
] II

Po rt.

No.
No. 232JJ
Ohms

Bes is lance In Ohms

3, 150

232MB 232AM3 232AM2

500 1,000 20,000

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

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

FIG. 15 FIG.

16

FIG. 17

FIG.

18

VARIABLE PArt

RESISTOR

FIG.

15
Type

<Jd POTENTIOMETER. 2 WATTS MAXIMUM Part No.

flG . 17 CAPACITY

No. 186008 186009

Resistance
] n Ohms

Resistance

0 to .5 0 to I

Megohms Megohms

CSM
CSM or 011.137

232BC POTENTIOMETER. 3 WATTS MAXIMUM Part No.

FIG. )SA' CAPACITY In Ohms

232W5 232W8 232W6 232W7 232W3 232WI 232W9 232W4

250 10.000 25.000 50.000 100.000 250.000 1,500.000 5.000.000

Resistance

232BCI
.Similar in appearance

15.000 to fig. IS except

{or 3/4" dia. 232R POTENTIOMETEB FIG. 3 WATTS MAXIMUM CAPACITY

Par t

18

232AD Pnrt No.

DUAL POTENTIOMETER fIG. 2 WATTS MAXIMUM CAPACITY

16

No.
232Rl 232R2 232R 3 232R4 232R5

Resistance In Ohms

Resi stance

In Ohms

232AIlI

500,000

1,000 15,000 40.000 75,000 100,000

232AV POTENTIOMfTEB 112 WATT MAXIMUM

Part

flG.23 CAPACITY
Resistance

No.
232AVI

In Ohms

50.000

232AX POTENTIOMETER. FIG. 112 WATT MAXIMUM CAPACITY

23

FIG.

23

Pa.rt No.

Resistance In Ohms

232AXI 232AX2

J 00. 000 250,000

~~

r2~
~Il
FIG. 19

20

4"

FIG. 21
232P RHEOSTAT - FIG. 19 50 WATTS MAXIMUM CAPACITY

FIG. 22
232C RHEOSTAT - FIG. 20 100 WATTS MAXIMUM CAPACITY
Par t Diltl Wi thou t Resistance Shaft.

Port
Np

Hesistll.ncc
In Ohms

Shaft

Locking

Deyice

No.

In Ohms

Locking ncv i ce

f) i A

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

.5 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

With With
With Wi tit With Wi th Wi th

Without. With

With
WiLh Wi th Wi th Wi th With

With
With

With With With

Wi
til

With With
Wilh Wit.h

232C9 232C6 232C7 232C5 232C3 232Cll 232CI0 232C2 232CII 232CI

7.5
10

16 25 50 100 200 200 2.500 10,000

Wi til Wi lh Wi til With Wi th Wi til Wi til

Without

Wi lh Wllh With Wi. th

Willi

Wi th Wi th
Without

Wi th
Without

With
Wi thout.

2322 RHEOSTAT - fIC. 21 150 WATTS MAXIMUM CAPACITY

Part No,
Resistance try Ohms

Wi thou t

With
With Wi th With Wi th Shaft Locking Device With Wi th Wi th Wi th Wi th Wi th Wi th With With

With
Without With Without With Without. Without

n i oj
Wi ttl Wi th Wi th Wi th With Wi th Wi th With
Wi th

With
Wi th Wi th Without

Without

,
Part

232Z1 232Z3 232Z2 2 32Z 4 2327.5 232Z6 232Z7 232Z8 232Z9

5 7.5 10 15 25 35 50 75 100

232AH RHEOSTAT. 25 WATTS MAXIMUM

No.
Resistance In Ohms

FIG .I9A' CAPACITY

Locking Device
"'j th

232AB RHEOSTAT - fIG. 22 225 WATTS MAXIMUM CAPACITY

Dinl Without Wi thout Wi thout Wi thout Pnr t

Sh.ft

No .

net; istllnce In Ohms 4

'32.1114 232A11l 232.1112 232A113

"Similar
excep t

35 2,500 3,500 5,000

Wi th
Wi th Wi th

in appearance to above for 1.5/8" diameter.

illustrated

Rheostats

232ABI 232A1l2 232A113 232Nl4 232,~15 232AB6 232AIl7

15 25 50 75 100 200

.-----TYPE 6098 MECHANICAL SWITCHES

Parts Leaflet
05.6098
(Revision H)

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 any Otis office. 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

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 Switch
6098AYI 6098AY2 6098AY3 6098AY4 6098AY5 6098AY6 6098AY7 6098AY8 6098CC1 6098CC2 6098FCI 6098FC2 By . A6098AYl A6098AY2 A6098AY3 A6098AY4 A6098AY5 A6098AY6 A6098AY7 A6098AY8 A6098CCI A6098CC2 A6098FC1 A6098FC2

Replaced Switch
6098FC3 6098FC4 6098FC5 6098FC6 6098FC7 6098FC8 6098FC9 6098FCIO 6098FCll 6098FCI2 6098FCI3 6098FCI4 By A6098FC3 A6098FC4 A6098FC5 A6098FC6 A6098FC7 A6098FC8 A6098FC9 A6098FClO A6098FCll A6098FCI2 A6098FC13 A6098FC14

Replaced Switch
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
6098HC7 6098HC8 6098HC9 6098HCIO 6098HCll 6098HCI2 6098HCI3 6098HCI4 6098HC15 6098HCI6 By A6098HC7 A6098HC8 A6098HC9 A6098HCIO A6098HCll A6098HCI2 A6098HC13 A6098HC14 A6098HC15 A6098HC16

Index to parts for switches shown in this leaflet.

Material List
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 See

Material
List 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

See

Page
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

Page
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

Material List
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

See

Page
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

Material List
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

See

Material
List 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

Sec

Material
List 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

See

Page
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

Page
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

Page
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

Material List
A6098BC3 A6098GC4 A6098GC5 A6098GC6 A6098GC7 A6098GC8 A6098HCI A6098HC2 A6098HC3 A6098HC4 A6098HC5 A6098HC6 A6098HC7 A6098HC8 A6098HC9 A6098HClO A6098HCll A6098HCI2 A6098HCI3 A6098HCI4 A6098HCI5 A6098HCI6 SF6012FI

See

Page
II II II II II II 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

For description of switches, see pages 3, 4, 5. For arms and adapters, see page; 18, 19.

DESCRIPTION OF SWITCHES
Returning Spring R at Location L Part No. of Spring M. L. See Fig. No. and
Name

of
Switch BRAKE TYPE SWITCH - SINGLE POLE MAKING

Uses Contact Box page 17 See Fig. _'

90YA18

25

6098AL2 Without Oil pot - With Arm 287BA5

BRAKE TYPE SWITCH - SINGLE POLE BREAKING

36

90YA18 90YA18 90YA18 9OHB8 99HB8

25 25 26 8& 30 8& 30 17 17 & 28 17 & 31 17 & 31 18 16 & 29 16 & 32 16 & 32

6098ALl 6098AL3 6098ASI 6098BZI

6098BZ2

Without

Oil pot - With Arm 287BA5

Withou't Oil pot - With Arm 287BA5 Without Oil) Pot - With Arm 287BA5 - With Arm 287BA5 Explosion Proof
Moisture Proof - With Arm

287BA5 287J3 287J3 287J3 287J3 267J4 267J4 267J4 267J4 and and and and and and and and Cam Cam Cam Cam Cam Cam Cam Cam 327JA3 327JA3 327JA3 327JA3 327JA4 327JA4 327JA4 327JA4

37 37 37 37 37 35 35 35 35 34 34 34 34

CAM TYPE

SWITCH.

SINGLE

POLE

BREAKING

6098CI 6098C2 A6098AYI A6098AY2 6098C3 6096C4 A6096AY5 A6096AY6

CAM TYPE

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
roUBLE POLE BREAKING With With With With

SWITCH.

17 17 & 26 17 & 31 17 & 31 16 16 & 29 18 & 32 16 & 32

EXIT PANEL

6096C5 6096C6 A6096AY3 A6096AY4 6096C7 6096C6 A6096AY7 A6096AY6

SWITCH.

Wi thou t Oil pot Wi th Oil pot Explosion Proof

.Moisture Proof

Without Oil pot With Oil pot

Explosion Proof Moisture Proof SIDE-

With With With With

SINGLE

Arm Arm Arm Arm Arm Arm Arm Arm

267J3 267J3 267J3 287J3 287J4 267J4 267J4 267 J 4

and and and and and and and and

327JA3 327JA3 327JA3 327JA3 327JA4 327JA4 C8"m 327JA4 Cam 327.JA4

Cam Cam Cam Cam Cam Cam

39 39 39 39 36 36 36 36

CAR SWINGING

POLE

MAKING

90YA16 90YAI6
FLOOR

23 24
STOP TYPE

6096CMI Without Oil Pot - With Arm 267ARI 6098CM2 Without Oil pot. With Arm 267AR2
SWITCH. SINGLE POLE roUBLE THROW WITH AUX. CONTACT with with

41 42

II II & 27 II & 30 II & 30

A6096Al A6096A2 A6096CCI A6096CC2

GATE TYPE

Without Oil Pot Wi th Oil Pot Moisture Proof Explosion Proof

SWITCH. SINGLE

With With With With

POLE

Arm Arm Arm Arm

A287E2, A267E2. A267E2. A287E2,

Raj ler Roller wi th Roll er with Roller

33 33 33 33

MAKING

90YA16 90YA16 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

6096El. 6096E3 A6096HCI A6098HC5 6096E2 6096E4 A6096HC2 A6096HC6 6096E9 A6096HC9 A6096HCI3 6098EI0 A6096HCI0 A6096HCI4
6098E13 609814

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

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

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

- With Arm - With Arm

287P3, with Weight 287P4, with Weight

35 35 35 35 34 34 34 34 35 35 35 34 34 34 35 34

DESCRIPTION

OF SWITCHES
Uses Conta::t Box

Returning Spring at Location II L Part No. of Spring

M.L.
See Fi g

and

Name

of
Swi tch

No.

Page 17 See Fig. SWITCH - SINGLE POLE BREAKING Arm Arm Arm Arm Arm Arm 287F2, 287CH3, 287F2, 287F2, 287F6, 287CH4, with with with with .ith with Roller Roller Roller Roll er Roller Roller 35 35 35 35

LIMIT 90YAI8 90YAI8 901188 90llB8 90YAI8 90YAI8 90HB8 90HB8 90YAI8 90YA 18 9OYAl8 90YAI8 90YAl8 90YAl8 LIMIT 90YAI8 90YA18 90YAI8 90YA18 2 2 2 27 30 30 . I 27 I & 30 I & 30 7 8 2
I

TYPE

2 & & & I &

A6098B3 A6098B4 A6098FC2 A6098FC6 A6098Bll A6098B12

Without Oil Pot With Oil Pot Moisture Proof Explosion Proof Without Oil Pot With Oil Pot

With With With With With With

34
34 34

A6098FCIO

Moisture

Proof

With Arm

287F6, with Roller

2
I

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 SWITCH SINGLE POLE Without Without Without Without SWITCH MAKING Oil Oil Oil Oil

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 WITH AUX. with with with .ith CONTACTS Roller Roller Roller Roller

34
34 35 35

34
34 35

TYPE 4 3 4 3

AND BREAKING, Pot Pot Pot Pot With With With With POLE Arm Arm Arm Arm

A6098B17 A6098B18 A6098B21 A6098B22 LIMIT TYPE

287CH3, 287CH3, 287CHl, 287CH2,

331 331 331 331

- DOUBLE

BREAKING

90YAI8 90YA18 90llB8 90llB8 90YAI8 90YAI8 90llB8 90HB8 90YAI8 90YA18 90YAI8 90YAI8 90YAI8 90YAI8 9OYAI8 90YAI8

2 2 & 27

2 & 30
2 & 30 I

I & 27
I & I & 5 6 7 8 2 & I &
2 I

30 30

46 47

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 TYPE SWITCH - DOUBLE POLE

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 BREAKING With With With With Arm Arm Arm Arm AND MAKING A287E2, A287E2, A287E2, A287E2, AUX. with with with with Roller Roller Roller Roller

39 39 39 39
38 38 38 38

38 39
38

39 39
38

39
38

LIMIT 90YAI8 90YA 18 90YA18 90YAI8 12 12 12 12 LIMIT & & & & 30 30 30 30 TYPE

6098CEI 6098CE2 6098CE3 6098CE4 SWITCH

Moisture Moisture Explosion Explosion

Proof Proof Pr-oof Proof POLE Oil Oil SINGLE Pot Pot

40

40
40

40

- DOUBLE Without Without

THROW WITH

cmTACTS with with Roller Roller 44 43

12 12
PUMP SWITCH, 90YAI8 4

A6098A3 A6098A4 DIRECT SF6012Fl SAfETY SHOE 6098ZA3

With - With

Arm A287E2, Arm A287E2, MAKING

DISPLACEMENT - SINGLE POLE (SAN. fRANCISCO DESIGN) Without TYPE Without Oil Pot. With

AND BREAKING .ith Roller

Arm 287F4, MAKING

34
35

SWITCH Oil Oil Pot Oil Pot Oil Pot Oil Pot Oil Pot

- SINGLE Pot

POLE Atm

90YAI8 90YA18 90YAI8 90YAI8 90YA18 90YAI8

16 16 4 3 3 3 SAfETY

- With - With With - With . With . With

287W2

6098ZA4 Without A6098B25 Without A6098B26 Without A6098B27 Without A6098B28 Without SHOE TYPE

Arm 287W3 Arm 287F2, with Roller Arm 287F6, with Roller Arm 287CH3, with Roller Arm 287CH4, with Roller BREAKING

33 ++ 33 +t+

33+++ 33++

SWITCH Oil Oil

- S[NGLE Pot Pot.

POLE

90YAI8 90YAI8

15 16

6098ZAI Wi thout 609BZA2 Without

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.
No.

Ref.
No.

Part or M,L. No.

287HI 287H2 287J3 287J4 6151BI 615lB2 6151CI 615lDI 320Tl + A346MB5 A346MB6 A346MB7 A346MB8 346BC3 346BC4 346BC5 346BC6 907Al8

Material List and Quantity

2 6098C 3 4 5 6 7 8 2 6098D 3 4 5 6

Description
I I

19 20 17 18

55 56 57 58

17 18 19 20 28 29 28 29

78 79 80 81

19,20

98*

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

I 1

Fig.
No.

Ref.
No. 59 60 6] 62

Part or M.L. No.

287PI 287P2 287P3 287P4 615lBI 615lB2 6151CI 615lDI 320Tl A346MBI 346BC2

Description
2 3 4 5 6 7

Material List and Quantity

6098E 8 9 10 II 12 13 14 15 16

10 9 13 14

Arm Arm Arm Arm

Switch Switch Switch, with Weight Switch, with We~t

etails sec page 17, F;g. 35l

9, ]0-13, 14 27

77

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

Box and Contacts ror

I I I

* Arrow

+ Not currently used, available jor service replacement

indicates location, t!1Cpart itself not showing in the illustration

7
Lt ST OF PARTS

Fig. No. 17 IR 7,8 5,(, 25,2(' 25

ncr.
No.

Part or M.L. No.

I1escri ltion

('098AL1.2 3

Material List and Q4antity ('098AS6098AY6098BC1 1 2 3 4 5 6 7 8 1 2 3 4 5 6 1 I I 1 1 1

57 ,8 71 72 73 74

287.13 287.14 287B,\3 28713014 2871JA5 29911(2 (,15lB I ('151B2 615lB3 615 lB4 6151( I 615ml

Arm, Arm, ,'rm, Arm,

Switch, Switch, Switch, Switch,

with with with with

Roller Roller Pin Roller I I details,

details,

Arm, Switch, with Pin

Bar, Connecting Box and Contacts Fig. 34)
Box and Contacts

1 I 1 1 1 1

(for
(for

see Page 17,

see Page 17,

Fig. 35) Box and Contacts Fig. 36)

Box and Contacts Fig. 37) Box and Contacts

(for~details,
(for (for (for details, details, details,

see Page 17,

see see see Page Page Page 17, 17, 17,

1 1 1 1 22222222 1 1 1 1 1 1 1 1 1 1 1 11 1111111 2 2 I 1 1
I

1 1

Fig. 25 26 75 76

38)

Box and Contacts

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 Explosion-

Fig. 391 Bracket, with Pin

1 1

Proof Switches)
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 (Arm to Hod) (for Rod)

5-8,2(' 25 32 31 31,32 31,32 31,32 25 25

77 82 8(, 87 88 89 90 91 92

A346MBI

1 1 1 1

A34fiMll10 6368014 63('8A5 37 ('IIAI A39fiPAl 28 7CAl' 288ARI 288M2 4 32F I 72AII2 79M 3

I I III

26
26 25 25 2(, 5-8. 25,2('

93
94 95 9fi 97 98-

9 (,1129 90Y,\ lR

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)

111 1 1 1 1 1 1 1 I

Arrow indicates

location,

tile parts

themselves

not showing in the illustration.

Not illustrated. Not currently used, available for Service replacement, when.rec;uired.

8
LI ST OF PARTS
Fig. No. 11,12 Ref. No.
Part or

M.L.No. A287E2 287 AMI 287AM2 287 AM3 287AM4 287 AM5 287AM6 287 AM7 287 AM8 287 AIU 287AR2 287BA5
A6151Al

Descriotion Arm', Switch. with IblJer

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 I I I I I I - I I 1 I I I I
]

50
65

I I I I

21
22

Arm, Switch, with two Pins

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.

21
22 21.
22.

66 67
68

1 I

65 66
67 68

21.

Arm, Switch, with Pin & Link

Arm, "SNiteh. Arm, Swi tch Arm, Swi tch wi th Pin & Link

22.23
24 8

69
70 73

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 I

I 1 I I I 1

6 I 51BI 6I51B2 615184 , 6I5ICI 615101 6I5IEI 6I5IFl 6I51F2 320TI , 334HIw

see Page 17, Fig. 35)

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
in &x)

.
s, I s, I s, I I s. I I
I

I .

I s. I

21-24 30 30 30 30

77

A346MBl

83
88

6368AI 3761IAI A396PAI 287CAI 90HBB

89 90' 98'

12,21, 22,23,

98'

90YAI8

24

Bushing, rubber, 1/2" I.D., }" D.O., 5/16" thick (for Outlet, Moisture and Explosion Proof SW1 tches) &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")

. . l 1

1 I

1 I I 1

2 2
I I I I I I I I I I
I I .

2 2 2 2

I 1
I I I I 1 1 I I I 1 I I 1 I I I 1

. I 1
I .I .I I

I 1
I 1

. -I I

1111-.----

I I I I

] 1

Arrow indicates Not illustrated.

location,

the parts

themselves

not

showing

in

the illustration.

t Not currently ,Similar to the

used, above

available Fig.

for

Service

replacement except for

when required Link which is

not ahown.

No. illustration

-":j

LIST OF PARTS

Material Ref. No. Part

Li st

and

Quantity

Fig. No.

M. L.

or No.

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,

6098 fC2 3 4 5 6 7 8 9 10 II 12131415 I I I I I I I I I I I I I I I I 2 2 2 I 2 I 2 2 2 I 2 I I I I

6098GC16 I 2 3 4

2 4. 1 3 19 20

51 52 53 54 55 56

287f2 2B7f4 287f6 287F8 287111 287H2 6151B1 615182 6151CI 6151 Dl 320Tlt 334111* 334112* 6368AI 6368A2 6368A3 376HAI A39 6PAI 287CAI 901188

I I I I

I I I

I I I 1 I 22222

2 2 2 2 222

30 32 31 30,32 30-32

83 84 85 88 89 90' 98'

I I I I I

I I

,A396PAI)
Cover, Housing, with Tripper ( for Housing

,A396PAI)
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")

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 I I I I I I I I I

30 - 32 I, 2 3,4, 19,20

9B'

90YAI8

I - I - I - I

- 1 I I I

Arrow indicates location. Not illustrated.

the parts themselves not showing in the illustration.

*
t

Not currently used, availdble for Service replacement,

when required.

10
Fig. No. 10 9 13 14 IS 16 16

liST OF PARTS
Ref.
No. 59 60 61 62 63 64 64 Part or M.L. No. 287PI 287P2 287P3 287P4 287WI 287W2 287W3 615181 615182 6151CI 615101 320Tl , 334HI. 334H2. A346M81 6368A I 376HAI A396PAI 287CAI 90YAI8 Oeseri tion Arm, Switch Arm, Switeh Arm, Switch, with Weight Weight Arm, Switeh, .ith Arm, Switch Arm, Switen
Arm Switch

Material List and OJ8l'ltity 6098HC6Q981A10 11 12 13 14 15 16 1 234 2 3 456789 I I 1 I I

I

Box Bnd Contacts Fig. 34) Box and Cootacts Fig. 35)
Box and Con ta c ta

( for ( for

details details,

see PBge 17,

I I I I I I I I I 222222222 I I I I 2 I 2 2 I 2 I

see Page 17,

I

( 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 Switches)

I I I 2 2 2

- - ..
- - - 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

15,16 30 30 30 30 9,10, 13-16

77 83 88 89 90' 98'

Switch Box, .ith Lining

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 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 I I I I I I I

I I 1 I

I I I I

I I I I I I 1 I

" Arrow

indicates

location,

the parts

themsel ves not .showing

in

the

illustration.

Not

t Not currently

illustrated. used, available

for ~ervice replacement when required,

lOA List of Parts

Fig. No .

Ref. Part or No. M. L. No.

Description
1 2345

Material List and Quantity A6098B/l 7 8 9 lOll 12131415161718 192021222324252627 282930313233343536

A6098A373S 1 234

1l,12 2 4
I

50 51

52
53
54

3 2
I

4 3 2
I

51 53 52
54

51 53

A287E2 267F2 267F4 267F6 267F8 267F19 267F20 267CHI 267CH2 267CH3 267CH4 6098FHI 6098FH2 A6151AI
A6151A2

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)
Box and Contacts

___________ --1---1I I -1---1--- - 1

1111

-----1---

---------

-------1__ 1 -1---1---- - - 1 - - -- - - - I - - - I - - - - - - - ________ 1 ---1---1------_________ 1 1 1 _

- - - -1- - - -- - - - - - - - - ------1-----------

- J -

-I -I ----I 1 - - - I -

-------1-

1---1-1

1--------1-------11---11----11--I I --I I -I I I

_________

----11--

-1------1---

A6151BI A6151B2 A6151CI A6151C2 AJI51D1

A6151D2 A615lPI

I i

(sec page 17, Fig. 33) Box and Contacts (sec page 17, Fig. 34)
Box and Contacts

-----1------1---I 1-

1 -

1 -

1I - - - - 1- - I I .

(see page 17, Fig. 35)

Box and Contacts

-1-------

(sec page 17, Fig. 38) Box and Contacts (sec page 17, Fig. 43)
Box and Contacts I I I I -

1-------_________
-I I -I

11--1--1-

(sec page 17, Fig. 39)

Box and Contacts

(see page 17, Fig. 44)

Box and Contacts (see page 17, Fig. 40 + +)

A615lRI

32OT1 1-4, 1l-12 77 98 A346MBI 346BC2

9OYA18

Box and Contacts (see page 17, Fig. 40+ + +) + Bumper Rubber ' (for stop pin on box) Cover, Switch BOxwith lining

1 - 1 - 1 - 1 . 1 - I - I - I - I 1 1 1 1 1 1 1 1 1

- 1 - 1 - 1 . 1 1 1 1 1 1 1 1 11 1 1-1-1-1-------111111111111111111

1 1 1 1 1 1 1 I 1 1 1111111111

I -I I
I -

27
1-4

Cov"', Oil Tight Box

Spring, movable base retw-

ning
(use<l at location given in "Descrintion of Switches") Arrow indicates location, the parts themselves not showing in the illustration Not illustrated Not currently use, available for service replacement when required M.L. A6098B19 & 20 similar in appearance to Fig. 1 & 2 except for booring and roller on switch ann. Same m Fig. 40 except bme A306GI0 Instead of A306G7 Same m Fig. 40 except bme A306Gll Instead of A306G7

++ + + +

11
LIST
Fig. No.
II

OF PARTS
Material List and Quantity

Ref.
No.

Part

or

M. L. No. A287E2 287 J 3 287J4 615 lA 1 6151Bl 615lB2 6151Cl 615J1)l 3 20Tl t 334111* 334112*

Description Arm, Switch, Arm, Switch, Arm, Switch, with Roller with Roller with Roller
(for (for details, details, see see Page Page 17, Fig. 17. Fig. 17, 17, Fig. Fig. 33) 34)

A6098AY2345678

6098CC12

17 18

50 57 58

1 1 1 1 1

80x and Contacts Box and Contacts

Box and Contacts

(for details,. see Page 17. Fig. 35)

see Page see Page on Box) 38) 39)

Box and Contacts (for details, Box and Contacts (for details, Bumper, rubber (for Stop Pin

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)
Cover, Cover, (.over, Gasket Housing; Lever, 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

11111.11 22222 2 2 2 2 2 1 1 1 1 1
1 1

30

83

32
31 30-32 30-32 30 -32

86
87 88

89 90'

63h8Al 6368A4 6368A5 37611Al A396PAl 28 7CA1

1 1 1 1 1 111

1 1 1 1 1 111

1 1 1 1 1

Fig. No.

Ref. No.

P~rt or M.L. No.

Des cripti

on

2
4

51

1 3

52 53 54
55 56

19 20

287F2 287F4 287F6 287F8 287111 287H2 615 lB 1 6151B2 6151Cl 615l1Jl 320Tlt 334Hh 334H2*

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,

see see see see

Page 17, Fig.

Box and Contacts

34)
(for details, details, details,

Page 17, Fig.

Box and Contacts

35)
(for

Page

17, Fig.

38)
;(for

Box and Contacts Bumper, Bushing,

Page 17, Fig. 39)

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")

30 32 31 3O~32 30-32 30-32 1.2 3,4,

83

6368.'1 6368A2 6368A3 376HAl A396PAl 287CAl 90llB8 90YA18

84 85 88 89
90'

98'
98'

Arrow indicates location, Not illustrated. Not currently

the' parts

themselves not showing in the illustration.

used, available

[or Service replacement,

when required.

12

LI ST OF PARTS
Material List and Quantity

No.

Fig.

Hef. No. 52 59 60 61 62

Part

or Oeseri Jlion

M.L. No. 287F4 287PI 287P2 287P3 287P4 6]511l] 6151 B2 6151C 1 615101 320Tl , 334111* 334112* Arm, Arm, Arm, Arm, Arm,
Pnge

M09811C2 3 4 5 6 7 8 9 10 II I I

12 13 14 15 16

SF6012FI

4 10 9 13 14

sY.'i tch,
Swi teh Swi ten Swi ten,

wi

tn

RoJ ler
Weight (for details, detnils,

with

I see see see

] ]

Switch,

with Weight 34) details, I

]

Box nnd Contacts

I I

17. Fig.

1I0x iUld Contacts (for Page 17. Fig. 35) (for Box nnd Contacts Page 17. Fig. 38)

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 Bushing, (for MoisturcSwitches)

I
]

I ] 1 1 1 1 1 I I 222222222

nnd 2 2 2 2 2 2 2

4 30 30 30 30 4,9-14

77 83 88 89 90' 90'

A346MBI 63 68A 1 37611Al A396PA] 287CA 1 90YA18

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,

Explosion-Proof rubber,

o.n ..

Lever, Swi tch Spring, Movable Contact Base Returning (Used at location given in "Description of SNitches ..) it

I 1 1 1 I

I I I
I I I

I
]

I 1 I 1 ] 1 I 1 1 1 1 1 ] 1 ] 1 ]]]] ] I ] I

1 I I
']

I 1
I
] ]

] ]

I I I

I
]

I 1 1

I I

1 i
I

:
A

San francisco removes Base fA306G5 and replaces location.

tile parts

with Base A306G2.

Arrow indicates illustrated.

themselves 1I0t showing ill the illustration .

Not

Not currently

used, available

for Service replacement,

when required.

L.

;}

.-~_. __

-----

"------

------

---_.
FIG. 4 Making

FIG, I Breaking

FIG. 2 Breaking

FIG. 3 Making

13

rr~
L R"
" #

\~
\~'
71

73

FIG. 5 Breaking

FIG. 6 Breaking

FIG. 7 Breaking

FIG. 8 Breaking

,
L R L R L R

98

W
~

!-98_
I

"

59
0

50

77

77

L R 0

FIG. 9 Makin?

FIG. 10 Making

FIG. 11 floor Stop Type

FIG. J 2 Breaking and MokinQ

g" ~

(l)
-J "" f.J,

98-.
61 62_

_98

.\
~

0
77

0
77

l)

e-

FIG. 13 Making

FIG. 14 Making

FIG. 15 Breaking

F1G. 16 Breaking

14

FIG. 17 Breaking
L I, R

--78 --57.

-80 55
56 81

58
79

FIG. Ill8reaking

FIG. 19 Breaking

FIG. 20 Breaking

'-~-:--~-

e .'

i
66 68

""--65 67
-), .: l,.

77

:;
L

';'

FIG. 21 Breakina

FIG. 22 Breaking

FIG. 23 Breokin9

FIG. 24 breaking

82
77

93

94
73

97

92 96

91

73

98-

~
FIG. Making 2S
or Breaking

e::::
FIG. 26 Breaking

15

FIG.

27

FIG.

28

FIG.

29

88 ',' 89

86

IJ

FlG.

30

FIG.

31

FIG.

32

16

FIG. 33

-, -108 --

.- - ---

..-117

.--120
121

--liB

.-

102 105

FIG.

34

VIG.

35

FIG.

3"

. --IOB-

FIG. 37 FIG. 38 FIG. 39 FIG. 40

110~ 118 122 100

99

"'
115

111-

102

FIG.

41

FIG.

42

FIG.

43

FIG.

44

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

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

+ Same a~ Fig. 33 except without Ref. 117, 120 and 121 jor details of contact boxes see page 17A.

List Of Parts
Fig.
No. 33-44 33-44 33 Ref. Part or M.L. No. 275EI B306FI A306C2 Material List and Quantity A6151A6151A6151I 2 BIB2B3B4CIC2DID2E1FIl'2PIRI I I I I 1 I

No.
99 I()() 101

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

33 38,43

102 103

* * *' *

consisting of:

A306G3

consisting of:

38,43 39,44

102 104

*'

A306C4

consisting of:

39,44 34,36,41 34,36,41 35,37,42 35,37,42 40 40 40+ +

102 105 102 106 102 107

A306G5

consisting of: consisting of: I I

A306G6 A306G7

2 2 2 2 2 2 I I

consisting of:

102 107 102 107 102 108 109 110 III 112 113 114 115 114 113 116 117 118 119 120 121 122 123

A306GIO

* *

consisting of:

40+ + 40+ + + 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+++

A306GlI

consl<;ting of:

B308GAZ 308BDI 308BD2 176Dl 176AAI 932A2 150P4 I50H2 150P44 150P45 385)1 396B I A397AI A429Cl 77TAI 9OCB6 128H1 128H3

Box, Switch, with Pin Box, Switch, with Pin and Bracket Box, Switch, with Pin and Bracket Connector Connector (for guide) Contact. Spring

I 2

I 2

I 2 2

I 2 2 2 2 2 2 2 2

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) Wa~her liS" thick (for spring contacts)

2 2 2 I I 2 I I 3 I 2 I I I I 2 2 3 3 I I 2 I I 2 2 3 I

2 I I 2 2 2

I 1 2

I I 2

I I 2

I I 2

2 2

4 I

4 I

++ + + +

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

18

,
0 0,
If)

-!!! ...
Q)

I 1
, ,

~-128J
~129Q ~)

126

125

124

at \
:: --I

"

"

=1

~~"~
131

130

132
___ .. FIG,45

~'

133 "

ROLLER ARMS (WITH ROLLER) - FIG. ~5

now used {or new changeovers-when

Ref. No.

Part No. of Arm

288KMI

Where Used With Single Slide, 2 Speed, Center Opening or 2 Speed Center Opening, Type 6970A Operator, Type AU.Hangers (Arm
5-1/16" long)

The following Holler Arms.(or Strikers) installations are also used for Service ReI. Part No. of Arm 288NB2 A288LB2 288JB2 288JB2 288052 288KB2 288KB2 288MB3 288BF2 288BF4 288MB4 288MB6 A287AW2 Similar Similar

Ref

the 6098E Gate Switches replace other types.

Where Used

No.
128 129 130 130

B288KMI

With Bostwick Passenger Sliding Gate, Freight Enclosure; Owg. 6098FB

Wit:\ 6378A Safety Manual} y Operated

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

Passenger Gatc; Owg. A6098AB With Vertical Sliding Wood Gate, Freight Enclosure: Owg. 6098GB With Vertical Sliding Wire Mesh Gate,
Freight Enclosure: Owg. 6098H8 With Vertical Sliding Wood or Wire Mesh

131 131 132

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

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

ADAPTER AND ADAPTER PLATES - FIG. ~5

For use .hen types. ReI. Type A6098B Limit Switches replace other

133 133, 133

With Bostwick Service Sliding Gftte, Freight Enclosure; Dwg. 60980B With Bi.Parting Gate, R-I or R-2 Dumb.oiter woiter 6098BG Cor; Owg. 6098AP(Arm 6-3/8" 6098 AP (Arm 7-3/4'lg.) 19.}

No.
124 124 125 126 126 127 127

Part No.
386EKI 38 6EKI 270BI 386DK 1 3B60KI 270AI 270Al

For

When

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

Switch
A6098B5 A6098B7 A6098B3 A6098BI A609RB3 A6098B3 A609BB7

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

With Bi-Parting Gate, 5-1 or 5-2 DumbCor;Owg.

With Luzy Tong Sliding Freight Gate, Freight Enclosure; Dwg. 6098E8 and
(Arm 6" long)

"A" l-K-2 or
10-K-2

With Lazy Tong Sliding Freight Gate, Freight Enclosure; Dwg. 6098BP,
(Arm 13-1/2" Owg. A60980F long)

I-K~ 1 or
10"K-I N-I N-2

With 6806 Vertical Lifting Car Gate;

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

Similar

to ReE. 133.

19

= 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

C-1041

APRIL

1. 1965

.~

OTIS
OFFICES

ELEVATOR
IN ALL OF THE

COMPANY
PRINCIPAL WORLD CITIES

u
5

FIG. I

PARTS F'OR TYPEA6261l1ROLLER GUIDES (4-7/8" DIA. ROLLERS) - FIG. 1 M.L. A626lH1 and 2054D4 Ref.
No.

Part
No.

Quan. tity
1

PRINTED U.S.A.

Description 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
Nut

1 2 3* 4 5 6 7 8 9 10 11 12 13 14 15 16

320BR1 320BM1 335E84 A384LK1 A288W2 A395D2 67E14 A77TN1 172DR3 456C~14 .124CA1 91818 90HC4 A471CG1 A477EAl 127VB31

3
1

'"

2
1 1

3 3 3
1 1 1 1

3
1

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

" ..

C-I094.

TYPE 6~BI GOVERNOR

ROPE TIGHTENER.

FIG.N 1 FIG. N 2 FIG. N 3

ML 6481Gl ML 6481PI ML 6481 TI

PAR T S LEA
] UN E 1. f LET 1 9 72

C.l 0 9 4

OTIS

ELEVATOR
OF THE

COMPANY
PRINCIPAL CITIES WORLD

OFFICES IN ALL

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

I,
"

FIG. I
PARIS FOR ML 648101 ROPE TIGHTENER FIG. #1

FORM 052lA2, 0523A2

PiP', PARI'
NO. NO. 1 335E22 2 374NRI
3 4
~

QUANTITY r.ESCRIPl'IOO

2
1

Bushing
Frane

385KH1
82G5

2
1

Guide
Pin

172rn6 267J1

Ring

345BT1

Sheave W;Bushing Weigtlt(Quantity Per Contract)

-----+----

TIGHTENEIt

_________ J...._

2 6 10 13

1 14
SECTION A-A

15

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

REF. pART
NO. 1 2 3 4 5 6 7
;'<0.

QUAllTITY 2 2 1 1 1 2 1 1 DESCP.IPTION Bearing Bushing Cover Fitting Frarre Nut Nut Pin

REP. fSAPT
NO.
l!

QUANTITY 2 2 1 1 2 1 7 DESCRIPTION Pin Pawl Plate Sheave SpI'ing Washer Heigtlt

NO.

207218 3~5E49 2 5BXl

435C2

374PJl 67E13 67E14 8 77WHl PtVr-t not .i.U.u.6tJtM:ed.

10 11 12 13 14 15

81AX24 439AEl 386AYWl 265ADl 92ALl 127VB122 344BCl

~J--.-~; --_. Pt-tC

\

5
6
PRINTED

IN U.S.A.

FIG. 3

seCTldN A-A

PM'IS 'FOR ML 6481'1 ROPE TIGHTENER FIG. #3 FORM0524-1 REF. PARI'

NO. NO.

QUANTIT'f

DESCRlPTIOt'l

1 2 3 4 5
6

207218 435C2 67E14 495CN1 265AD1

298P..Mj

2
1

Bearing Fitting

2
1 1

Nut
Shaft Sheave Strip WeigJ1t

344501

2 1

Parts Leaflet

9948R ELECTRONIC DETECTOR & 9948C POWER SUPPLY BOX.

209948R 209948C
June 1981

20

9948R .SERIAL.

/'" -71
/
/

/
/

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20 9948C .SERIAL.
,/

\
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/ /
/

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/

FILE NO. C.3013

~UNITED

TECHNOLOGIES OTIS

9948R ELECTRONIC DETECTOR - SPARE PARTS

r-

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- - - -

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SERIAL L.Ol
REF No.
Detector complete

DESCRIPTION

PART OR M L. 9948Rl
L0147LNl

Faceplate

9948R ELECTRONIC DETECTOR - SPARE PARTS

~Ia:
Ib
,[ ~ -;;:...;~-~ir~.-"'
E -"

SERIAL L.01
REF. No. 1a 1b Cable. Cable.

I
DESCRIPTION PART OR M.L L0174HHl L0174HH2

L = 3.75m L = 6m.

9948C POWER SUPPLY BOX

SERIAL L01
REF No.

I
DESCRIPTION PART OR M L. ~ Parts Leaflet 2Q-99488/C

Power Supply Box

Parts Leaflet

9948B DOOR DETECTOR & 9948C POWER SUPPLY BOX

20 99488 209948C
JANUARY 1977

20 9948 C 20 9948 B

* SERIAL *

* SERIAL *

FILE NO. C.3014

UNITED TECHNOLOGIES OTIS ELEVATOR

99488 DOOR DETECTOR

5
11

1.-

13
@"t,

:-,~

lV'

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--------,
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99488 DOOR DETECTOR

SERIAL L01
REF.NO. 1 2 3 1
---!

I
DESCRIPTION - Top faceplate Bottom faceplate '-- Insulation barrier - Top faceplate
lI

PARTOR M.L. LXA 147F B501 LXA147EY1 L0275J1 LXA 147FC502 LXA147EW2 L0275J1

2 3

Bottom faceplate

Insulation barrier

~ Top faceplate

LXA 147FC501

2
---! c::-:: --__ -=-::J

Bottom faceplate

LXA147EW1

3
.

'-- Insulation barrier

L0275J1

- Top faceplate

LXA 147FC502

Bottom faceplate

LXA147EW2

'---c=-: __
3 4 5 6 7
8

:-=-:::I
- Insulation barrier L0275J1

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

9948D1 L0174GS2

L05000E363 LX336CZ502

11 12 13

4
9948C POWER SUPPLY BOX
-

_.-

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~,-}
~'~

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REF NO,

~ ~

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5.
C

SERIAL L01
.DESCRIPTION PARTOR M,L,

2
3

Power supply box, complete Printed circuit board assembly Relay

9948C1 .. 9948J1 L0613E1

'"

Parts' Leaflet

TACHO GENERATOR

C.-3017A

GAMMA 160 S
DECEMBER, 1983

10

970BG

SERIAL

11

UNITED TECHNOLOGIES OTIS

TACHO GENERATOR 9708G

1

r-- -- ------I I I

--- --1
I I I

DESCRIPTION Tacho Generator Coupling for 17CT & 215DT Machine

L2
I
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I I
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REF NO 1 2

PART NO. 970BG3 GOA215R1

Parts Leaflet
ADVANCED FIXTURES
HALL PANELS & FIXTURES
OCTOBER, 1983

C-3031

._---

...

OJ

et

UNITED

TECHNOLOGIES OTIS

TYPE: 7069AR

MAIN HALL PANEL ASSY. (LRV-3)

--,

,
3
"""-

()

C)C) C) C)CJ CJCJ \)CJ

I
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, .,

'I
1

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561

, I 1 1 1 I
1

2
"-

1 7-111 1 I 1 1 1 I.
1

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"-

,,

,,

,,

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.

16

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1 1""'"

.....

"-

"-

,
"-

14 13

I
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"'- ___ 12- _____

REF
NO. 1 2 3 4 5 6 7. 8* 9 10 11 12 13 14 15 16 17 18 19 PART NO: 7069AR- Box 699 396JP1 147NF7069AG- 7069AS1 7069AF- 7069AH40 OR 41 7069AH- 7069AG13 7069AH9 SCMA PP6.32X1/2CP W5R STD6BRCP. SCMA PP10-32X1/4CP 7069AP1 A8121AY1 384TV1 STANDOFF 8085.A-0440 SCMA P4.40X1/4ZP aTY 1 1 1 1 1 1 2 2 1 1 1 6 6 1 1 1 1 4 8 5 Gang MasonaryBox HousingPanel,6-Module, 10.740" X 4.830" Faceplate;St. Steel W/(4) Set ScrewsVP.800730 2 Stop Hall Position Indicator (See Leaflet C.3032) 3+4 Stop Hall Position Indicator (See Leaflet C.3032) Button Module Hall Call Up/Down (See Detail Page4) Keyswitch Module Hall Call Up/Down (See Leaflet C.3039) Ke switch Module SES PhaseI (See Leaflet C.3039) Jewel Module, SES, PhaseI (See Detail Page5) Keyswitch Module, Access(See Leaflet C-3039) Pan Head Machine Screw .5" LG Washer,No.6 Pan Head MachineScrew, .25" LG Hall Panel MicroprocessorAssembly (Items: 16-19) P.C. Board Guard, 7.50" X 2.82" Standoff .62" LG Pan Head Machine Screw, Slotted, .25" LG (SeeTable) DESCRIPTION Hall PanelAssy., Complete (SeeTabulation Page)

*These Items are an Either/or Condition Per Contract Re uirement

TYPE: 7069AR

MAIN HALL PANEL ASSY. (LRV-3)

7069AR-ARR 1 2 3 4 ASSEMBLY CONSIST OF ITEMS 2+3+4+5+*+12+15 2+3+4+5+*+11+12+15 2+3+4+5+*+9+12+15 2+3+4+5+*+9+10+12+15 2+3+4+5+*+9+11+12-15 2+3+4+5+ *+9-15 2+3+4+5+*+12-15 2+3+4+5+*+11+12-15 2+3+4+5+*+9+12-15 2+3+4+5+*+9+10+12-15 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+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 2+3+4+6+*+12-15 2+3+4+6+*+9+10+12.15 2+3+4+6+*+11+12-15 2+3+4+6+*+9+11+12-15

NO. OF STOPS

7069AR PANEL LANDING LOCATION Bottom

2 Stops

5 6 7 B Top 9 10 11 12 13 14 15
16

Bottom 3&4 Stops

17 1B 19 20 21 22 23 24 25 26 27 2B 29

3&4 Stops

Top

Intermediate

,---,
LO_S.:~ L~S~~

FACEPLATE
PART 147Nfl 147Nf2 147Nf3 14711'4 147Nf5 147Nf6 147Nf7 147Nf8 147Nf9

TABLE
CUTOUT POSlTIONS 2,6 1.3 6 1 246 1,2,3,4,6 2 5 6

r----,
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L~~S_'.:..J

i 356
1,2,3,5.6 2,3 5 6 ALL6

'---I

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POS'.:..J

TYPE:

; ~
: FIXTURES

7069AJ

HALL PANEL ASSEMBLY

: "" /1
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SEE NOTE

I I I

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5
No. of Finish Part. No. Modules 147583 St. Steel
147584 Bronze

i
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"Ol,(,U

147585
147$86

2 St. Steel
Bronze

147587
147588

3 St. Steel
Bronze

I I I

147T83
147TB4 147TB6 ~~~

4 St. Steel
Bronze

I L
REF. NO. 1

147T85

6 St. Steel
. Bronze

I ~

PART NO. 7069AJI 7069AJ2 7069AJ3 7069AJ4 7069AJ5 7069AJ6 7069AJ7 7069AJ8 7069AJ9 7069AJ10

OTY
1 1 1 1 1 1
1 1

DESCRIPTION Hall Panel Ass . I.Module Hall Panel,Assy., St. Steel 1.Module, .Bronze

Hall Panel Assy., 2-Module, St. Steel Hall Panel Assy., 2-Module, Bronze Hall Panel Assy., 3-Module, St. Steel Hall Panel Assy., 3'Module, Bronze Hall Panel Assy., 4.Module, St. Steel Hall Panel Assy., 4-Module, Bronze Hall Panel Assy., 6-Module, St. Steel Hall Panel Assy., 6-Module, Bronze Faceplate Assy . w/(2) 251FAI Nut Inserts. (2) .VP.860730 Screws 7.219" X 4.932" (used with 1,2&3 Module Assys.) Faceplate Assy., w/(41 251 FA 1 Nut Inserts, (4) VP.860730 10.843" X 4.932" (used with 4&6 Module Assys.1 Screws

1
1

147SB3 Thru 8 147TB3 Thru 6

3 4

SCMA PP6-32X 1/2CP W5R SAE6CP 396JP1 396JNl Illustrated

* *

Pan Head Machine Screw, Slotted, 1/2" LG. Washer, NO.6 Housin Panel for 4 Thru 6 Module Assy., 10.740" X 4.830" NOTE: For fixture details see pages 4, 5 and Leaflet C-3039. Housing Panel for 1,2&3 Module Assy., 7.117" X 4.830"

55 -Not

*Oty. of 4/Up to 3-Module; Oty. 61T0 4-6 Mod"le

(I

:
I
I

TYPE:

7069AF

BUTTON MODULE ASSEMBLY

I--------------~

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8 "'

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NO
1

PART NO 7069AFll 7069AF12 7069AF45 7069AF46 7069AF51 7069AF52

OTY
1

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 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,)

TYPE:
I
I
I

7069AG
2

JEWEL MODULE ASSEMBLY

"-,,"-,,"-,,-

r--------------------~,
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"- "- ,

"- ""- ""-

REF NO, 1 PART NO. 7069AG2 7069AG4 1 7069AG5 7069AG13 2 '3 4 443C81 278FAI 8200JAI 424Rl 467ATI 124CY4 P614ASI 449BJ3 449BJ5 449BJ6 449BJ9 278FA2 1 1 1 1 2 2 2 1 1 1 1 1 1 QTY. 1 OESCRIPTION Jewel Module Complete, Emergency Service (E-401) (Items: 2 Thru 7+9) Jewel Module Complete, Emergency Power (E-401,LRS,MRS,VF) (Items: 2 Thru 8+10+13) Jewel Module Complete, MG Pilot (E-401) (Items: 2 Thru 7+11) Jewel Module Complete, Express Priority (LRS,MRS,VF,LRV'2,LRV'31 (Items: 2 Thru 8+12) Lens, Red, 2.314" LG X 1-3/8" H Jewel Reflector, Polycarbonate-White, 2.55/64" H X 1.23/24" H Jewel P,C, ,Board w/Lamps & Sockets Lamp, Wedge Base, 28V Lamp Socket, Type 85 Pan Head Screw, Plastite, NO.4, 3/4" LG Connector, 3-Circuit, 18 AWG Mask, Mkd: Please Exit When Door Opeo Mask Mkd: EPI EP2 Mask Mkd: Power Mask Mkd: Priority Service Shield

6 6
7 8 9 10 11 12 13

r------------------------.,,~,;''''.j~~~,~,'~_~''' ;r~-';;'---;':~-~.;.-;;_~.;. ,,'.,~<",;;.'e.----,-,--:---:::--:-;-,-,---I--:::--7:7---:-------:' . .. . 1

'.

Parts Leaflet

7069AH

KEYSWITCHMODULE ASSEMBLY

.C-3039
SEPTEMBER, 1983

6410W KEYSWITCH

1
i

mUNITED TECHNOLOGIES OTIS

7069AH
I I

I----------------~,
16_ .'.,
.', "

I
I I

KEYSWITCH

MODULE wllNTEGRAL

/1
" "

SWITCH
CTR CW

CCW KEY
POSITION "
"

I
I
I

'

.1
I I

"
' .

I 2
I

I I
I I
I I I

,,
6

I
I
I I I

3,4,5

I I I I
I ) I I

9 -15

I
I

78
~---------------------~
1

REF.

NO.

PART NO.

DESCRIPTION Key,witch Module, Ho,pital Service Key,witch Module, Power (MG Set) 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)

ASSY. OF ITEMS:

7069AH1 7069AH2 7069AH4 7069AH5 7069AHll 7069AH28 7069AH37 7069AH38 7069AH40 7069AH41

2+3+6+7+8+11+16+18 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

7069AH

KEYSWITCH
PART NO. QTY.

MODULE wllNTEGRAL
DESCRIPTION

SWITCH

REF. NO.

2 3 4 5 6 7 8 9 10 11 12 13 14

396PBl 396XBl 396XB2 396XB3 182H8 396KCl 124CYI 641OWl 6410W3 6410W8 6410Wl0 6510Wll 6410W20 6410W26 250EE- 316DMDI 316DMD2

1 1 1 1 1 1 2 1 1 1 1 1 1 1 1 1 1

Chicklet, Color Grey, 2-3/4" LG x 1-3/8" H

Mount, Color Blue

Mount, Color Red Mount, Color Grey '0' Ring, 47/64" I.D. Keyswitch Housing, Black, 1.59/64" Dia. Hole, 2-55/64" LG x 1-23/64" H Pan Head Screw, Self.Tapping Keyswitch, Single.Pole, Single-Throw, Spring Return, 2-47/64" LG, Key 641Q.UTD Removed at Position CTR Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 6410.UTA Removed at Positions CTR & CW Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTD Removed at Positions, CTR & CW Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 641Q.UTC Removed at Positions CTR & CW Keyswitch, Single.Pole, Single-Throw, 1-15/16" LG, Key 641Q.UTF Removed at Position CTR Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTG Removed at Positions CTR & CW Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTC Removed at Positions CTR & CW Insert, Double (see tabulation page) Bracket, Momentary
Bracket, Maintaining

15 16 17 18

r
I !

7069AH

KEYSWITCH

MODULE w/177CB

SWITCH

KEY
POSITION

REF. NO. PART NO, 7069AH3 7069AH6 7069AH8 7069AH9 7069AH10 7069AH12 DESCRIPTION Keyswitch Module, Security (CAR) Keyswitch Module, EmergencyPower Keyswitch Module, Park C.T.L Keyswitch Module, Access Keyswitch Module, SES PhaseI ANSI Keyswitch Module, SES PhaseI. NYC ASSY. OF ITEMS: 2+3+8+9+11+15+33 2+5+8+9+1-1+14+33 2+5+8+9+11+16+33 2+5+8+9+11+17+33 2+4+8+9+11+18+33 2+6+7+10+12+13+19+33

NOTE:

ITEMS

13 & 32

NOT SHOWN

IN ARRANGEMENT

ILLUSTRATED

7069AH
REF.

KEYSWITCH
PART NO. 396PB1 396XB1 396XB2 396XB3 396XB1 182H7 182H8 396KC1 396KC2 124CYI 124CYI SCMA R348x3/16CP 6410W2 6410W9 6410W5 6410W6 6410W7 6410W16 431AAI 431AA2 431AA3 A431C32 177CBl 177CB3 177CB4 177CB5 177CB6 177CB7 OTY. 1 1 1 1 1 1 1 1 1 2 4 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

MODULE w/177CB
DESCR IPTION

SWITCH

NO. 2 3 4 5 6 7 B 9 10 11 12 13 14 15

Chicklet. Color Grey. 2-3/4" LG x 1-3/B" H Mount. Color Blue Mount, Color Red Mount, Color Grey Mount, Color Red '0' Ring. 35/64" '0' Ring, 47/64" I.D. I.D. L L

Keyswitch Housing, Black, 1-59/64" Dia. Hole, 2.55/64" x 1.23/64" H Keyswitch Housing, Black, 1-5/32" Dia. Hole, 2.55/64" x 1-23/64" H Pan Head Screw, Self-Tapping Pan Head Screw, Self.Tapping
Round Head Machine Screw

Keyswitch Assy., Key 6410.UTA Removed at Positions CCW-CTR.CW (Items: 20+26+30) Keyswitch Assy., Key 6410.UT8 (Items: 21+24+31) Removed at Position CTR Removed at

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

Keyswitch Assy., Spring Return, Key 6410.UTA Position CTR (Items: 21+27+31)

Keyswitch Assy., Spring Return, Key 641Q.UTE Removed at Position CTR (Items: 21+28+31) Keyswitch Assy., Key 6410.UTF (Items: 22+29+30) Removed at Positions CTR.CW

Keyswitch Assy., Spring Return, Key 2642 Removed at Positions CTR.CCW (Items: 23+25+32) Keylock, Bright Chrome Fin., 1-1/4" LG Keylock, Bright Chrome Fin., 1-1/4" LG Keylock, Bright Chrome Fin., 1-1/4" LG Keylock, Dull. Chrome Fin., 1-13/32" LG Rotary Switch, Single-Pole, Double-Throw, 3/8-32 Cou rse Thread Gold Fin. Contacts

Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts 3/8-32 Course Thread Rotary Switch, Single-Pole, Double.Throw, 3/8-32 Course Thread Silver Fin. Contacts

Rotary Switch, Single-Pole, Double-Throw, Silver Fin. Contacts 3/8-32 Course Thread Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts 318-32 Course Thread Rotary Switch, Double-Pole, Double.Throw, 3/8-32 Course Thread 8racket, U-Shape, Double 'D' Hole 11/16" Bracket, U-Shape, Double 'D' Hole 5/8" Bracket, Fabricated Parts 316DMC2, 316DMC3 Double Insert (see tabulation nanel Silver Fin. Contacts

316DM81 316DMB2 316DMCI 250EE

7069AH

KEYSWITCH

ODULE w/177CC

SWITCH

.1

CCW

CTR

CW KEY
POSITION

-------. --

REF. NO. PART NO. 7069AH13 7069AH14 7069AH15 7069AH33 7069AH34 7069AH35 7069AH36 7069AH42 7069AH43 OESCRIPTION Keyswitch Module, SES Phase I Chicago Keyswitch Module, SES Phase II NYC Keyswitch Module, SES Phase II Chicago
Keyswitch Module, Inspection Initiation

ASSY. OF ITEMS: 2+6+7+10+12+13+15+16i 2+6+7+10+12+13+15+17 2+6+7+10+12+13+15+18i 2+5+8+9+11+15+19 2+5+8+9+11+15+19 2+3+8+9+11+15+20 2+4+8+9+11+15+21 2+3+8+9+11+14+15+22 2+3+8+9+11+14+15+23

(MRS, LRV) Keyswitch'Module, Independent Service (M RS) Keyswitch Module, Hospital Service (MRS) Keyswitch Module, SES Phase II ANSI (MRS, LRV) Keyswitch Module, Fan, 2.Speed (LRS) Keyswitch Module, EmFrgency Power (LRS)

NOTE:

ITEMS ITEM

1~ & 34 NOT SHOWN IN ARRANGEMENT ILLUST~ATED 14 GENERAL LOCATION. PART NOT ILLUSTRATED

7069AH KEV.~\I\1ITCH MODUL E

REF.

/177CC SWITCH

NO. 2. 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

PART NO. 396PBl 396XBl 396XB2 396X83 396YBI 182H7' 182H8 396KCl 396KC2 124CYI 124CYI SCMA R3. 48x3/16CP 316DMD2 250E 6410W17 6410W18 6410W19 6410W23 6410W24 6410W25 6410W27

OTY. 1 1 1 1 1 1 1 1 1 2 4 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

DESCRIPTION Chicklet, Color Grey, 2.3/4" Mount, Color Blue Mount, Color Red Mount, Color Grey Mount, Color Red '0' Ring 35/64" '0' Ring 47/64" 1.0. 1.0. Dia. Hole 2.55/64" L L L x 1.3/8" H

Keyswitch Housing, Black, 1.59/64" x 1.23/64" H

Keyswitch Housing, Black, 1.5164" Dia. Hole, 2.55/64" x 1.23/64" H Pan Head Screw Self.Taooin" Pan Head Screw Self.Tapping Round Head Machine Screw Bracket MaintaininQ. Double.Keved Cutout page)

Double Insert Isee tabulation

Keyswitch Assy., Key 5957 Removed at Pos. CTR lit ems: Keyswitch Assy., Key 2642 Removed at Positions CTR.CCW (Items: 25+30+34) Keyswitch Assy., Key 5957 Removed at Pos. CTR (Items:

24+29+34)

18 19 20 21 22 23 24 25 26 27 28 29 30 32

24+30+34)

Keyswitch Assy . Key 6410.UTA Removed at Positions CTR.CW IItems: 26+28+35) Keyswitch Assy. Key 6410.UTD Removed at Positions CTR.CW (Items: 26+28+35) Keyswitch Assy., Key 6410.UTF Removed at Pos~ CtR (Items: 27+28+36) Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW (Items: 26+32+35) Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW (Items: 26+33+35) Keylock, Dull Chrome Fin., 1.13/32" Keylock, Dull Chrome Fin., 1.13/32" Keylock, Bright Chrome Fin., 1.1/4" Keylock, 8right Chrome Fin., 1.1/4" LG LG LG LG

6410W28 A431C31 A431C32 431AAI 431AA2 177CCI 177CC2 177CC3 177CC4 177CC5 316DMCI 316DMBI 316DMB2

Rotary Switch, Single. Pole, Single.Throw, Silver Fin. Contacts 3/8.32 Fine Thread Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts 3/&32 Fine Thread Rotary Switch, Single.Pole, Single.Throw, Gold Fin. Contacts 3/&32 Fine Thread Rotary Switch, Single'Pole, Double.Throw, 3/&32 Fine Thread Rotary Switch, Double.Pole, Double.Throw, 3/8.32 Fine Thread Bracket, U,Shape, Double '0' Hole 11/16" Bracket U.Shape, Double '0' Hole 5/8" Silver Fin. Contacts Silver Fin. Contacts

33 34 35 36

Bracket, Fabricated, Parts 316DMC2, 316DMC3

TYPE 6410W KEYSWITCH

(Lower C.O.P.)
1

CCW

CTR

KEY
POSITION

REF. NO
o

PART NO. 6410W3

OTY

DESCRIPTION Integral Keyswitch Assy., Light Ray, Single-Pole, Single Throw, Gold Fin. Contacts; Key 6410-UTA Removed at Positions CTR.CW (7155A C.O.Po) Integral Keyswitch Assy., Independent Service. Single.Pole, Single.Throw, Gold Fin. Contacts, Key 6410.UTA Removed at Positions CTR.CW (7155A CoO.P.) Integral Keyswitch Assy., Inspection, Single.Pole, Single-Throw. Gold Fin. Contacts, Key 6410.UTA Removed at Positions CTR.CW (7155A C.O,P,) Keyswitch Assy., Fan 1.Speed or Light, Key 641Q.UTA Removed at Positions CTR.CW (7155A C.O.P.) (Items: 3+4+7) Keyswitch Assy., Fan 2.Speed, Key 6410.UTA Removed at Positions CTR.CW (7155A,7155P C.O,P.). (Items: 3+6+7)

6410W12

6410W14

2 2 2 3 4 5

6410W4 6410W13 6410W15 431AA1 177CC1 177CC2 1

Keyswitch Assy., Light.Ray, Key 6410'UTA Removed at Positions CTR.CW (7155A CoOoPol(Items: 3+5+7) Keylock, Bright Chrome Fin., 1.1/4" LG Rotary Switch, Single.Pole, Single-Throw, Silver Fin. Contacts, 3/8.32 Fine Thread Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts, 3/8.32 Fine Thread Rotary Switch, Single.Pole, Double.Throw; 3/8.32 Fine Thread Bracket, U,Shape, Double 'D' Hole 11/16" Silver Fin. Contacts,

6
7

177CC4 316DMHI

TYPE:

250E KEYSWITCH
7069AH1 7069AH5 7069AH35 250El1
F.\rt XtviU

Ir
I

PrICl"i'ty

5U1ic.e

on off

Keyswitch:

--.,..

INSERTS
Keyswitch:

Insert:

......'

Insert:

7069AH12 250E22

1.-. ~3 I
~~~~

Keyswitch:
Insert:

7069AH2 250E12

'f",= SeNIt~
1\0''''1>.\

Keyswitch: Insert:

7069AH14 250E24

~I
.
aIf

Keyswitch: Insert:

7069AH3 250E13

[f]

Keyswitch: Insert:

7069AH40 250E25

Keyswitch: Insert:

7069AH4 7069AH37 250E14

[fJ
on
~~~t1df

Keyswitch:

Insert:

7069AH41 250E26

(WO:~t

Keyswitch: Insert:

Fo<....

7069AH6 7069AH43 250E16

Keyswitch: Insert:

7069AH28 250E29

tOo" 'to ItltIby

Keyswitch:

Insert:

7069AH8 250E18

D
cU
'of

Keyswitch: Insert:

7069AH33 250E31

IA~'":1

Keyswitch:

Insert:

7069AH9 .250E19

[::1
L.,M
!lAy .f<

Keyswitch: Insert:

7069AH33 250E32

\~I"=1

Keyswitch:

Insert:

7069AH11 7069AH13 7069AH15 7069AH36 250E20

Keyswitch:
Insert:

7069AH38 250E33

on
F'ire
5ervICC

..-

off

KeysV'Jitch: Insert:

7069AH10 250E21

00

Keyswitch: Insert:

7069AH42 250E34

Parts Leaflet

DOOR OPERA TOR

TYPE: 7777A CENTER OPEN-42" A7777A CENTER OPEN-42" A7777G SINGLE SLlDE-42" A7777H SINGLE SLlDE-36"
NOVEMBER,

C-3049
----------------TYPE 7777A
ILLUSTRATED 1983

~UNITED

TECHNOLOGIES OTIS ELEVATOR

TYPE: (A)7777 A CENTER OPEN OPERATOR

17 16
OPERATOR W/TYPE 77770 MOTOR & CAM ASSY. ILLUSTRATED

ASSY.

\
12 2 ________ 5 15 14

3
1

19

6,7

REF NO. 1 2

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

PART NO. 409DMf7777D 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

---,---.-.--.

m:.L

Dj:SCRIPTION -- HeaderSi"Ton-----------

~85HN1 . 316DNF1 316DND1 *Recommended

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

32

23
24

PART NO. ==-~--_._.._-----~~--_._-----20 21 22 23 ---24 174AS10 CL~MP~FL.~~_]~.!!i._L_1 327LK1 CPG-BOST-FLEX-11736 316DNH1 . ' 1 __ 1 1 1 Airc.9.rE,Tinnec!,--l_~,(j:: LO-"!L ._. Standard Muffler Clamp 1-1/4" Cam Follower-------~---------_._Bost. Flex Coupling ~,acket, 3-1/2" _

REF NO.

-----. _

25 -26 27 28 29 30 31 32

_.-'i1-SDNG'--------336JR1 336GF1 L1GHTFX 3V277 FAN 7F617 P303CG1 RING 1001-50 6940BC1 -

1
1 2 1 1 1 2 1

Lon9, 1.5" Wide

Bra~ls..~t
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~ _

33

34
35 36

BRG6005-2RS 440AA2 342AP20 440G1 FAN-R401 LIGHTFX6048HST-2140 * Recommended Spare Part

2
1 1 1 1

37

38

TYPE: A7777(G)(H)

SINGLE SLIDE OPERATOR ASSY

14 2 13

A7777G = 42" SINGLE SLIDE DOOR A7777H = 36" SING LE SLIDE DOOR

.~

I I

1
12

4 7,8
11

REF NQ. 1

..J'IillT..bIO._._.
4090R1 4090R2 4090S1 4090S2 TYPE 7777R

Q.IY.__..._.
1 1 1 1 1 1 1 1
1

.___
-Header

----

OESCR IPTION 42" Ri ht Hand 0 enin 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

Header 42" Header, 36" Header, 36" R.H. Motor L.H. Motor R.H. Motor L.H. Motor

3 4 5 6
7

o 7777C2 c7777C3 135BP6 135BP7 A3160NSl A3160NS3 A3160NS4 t321 ESl tBRG6005.2RS 81DFl 129CP6 456FC1 456FB1 VP.782017 3160NFl 3160NF2

Drive Screw Assy. 36"

1 1 1 1
1

Orive Screw Assy. 42" Opening Tube 42': Opening Tube 36" Opening Ooor Han er, 20.75"
Left Hand Door

Long

Hanger

1 2
2

Ri ht Hand Ooor Hanger Bushing

Bearing

8 9 10 11 12 13 14

1 2 4 2 1 1 1

Rod 1/2" Oia. 13" Long Bumper 1.38" 0.0., .48" 1.0. Han er Roller 8 Balls 2" Oia. Upthrust Roller, 7 Balls, 1" Oia. GAL.Type G Contact Right Hand Cam Bracket 2.Slots, .311 X .75 Left Hand Cam Bracket 2'Slots, ,311 X .75
oSee Detail on Separate Page

* Recommended Spare Part tGeneral Location, Part Not Illustrated

TYPE: A7777(G)(H)

SINGLE SLIDE OPERATOR ASSY.

25 22-24
I 21

28,29

19 15

26 20

16

,
I

,-- - - --------

TYPE: (A)7777B CLUTCH VANE ASSEMBLY

------------.- - --I
I

I
I

I
I

I I
I I I I I I

I
I

3 4-I

I I

...------7

16
/' /' /'

)
/

5
/

1
I

2 18

I
I

14
/' /'

6
/'

/'/',
/'

L ------REF. NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 .16 .17 .18 327KVl 12BA6 456ERI -7777Bl 396JRl

------------PART NO. A7777Bl A396JRl Bush-B-B1420 RING PR-500 327KWI A327KWI 456FDI OTY. 1 1 1 2 2 1 1 1 1 1 1 386BRDI BUMPER NO.9 SPG-C0420-03B-2500 SPG-LC-051G-l0 A327KVl 82A82 1 3 2 1 1 1 1

..J

DESCRIPTION Clutch Assembly Complete

Vane Housing Vane Housing

Ball Bushing Retaining Vane

Vane

Rings

Shaft/Roller Assy. 3.6" Long BrassWasher. 9/16" Dia. Nylon Roller. 1" Dia. Socket Head Shoulder Screw 1/4Xl/2" Gib Bubber Bumper
Compres.sion Spring

Sprin9
Vane Vane

Pin, .375" Dia. 8.81" Long

RECOMMENDED SPARE PART -ASSEMBLY NOT AVAILABLE AS REPLACEMENT PART' ORDER THE A7777Bl AS REPLACEMENT FOR REFERENCE ONLY

TYPE: 7777C DRIVE NUT & SCREW

r- -

ASSEMBLY
-,

- - - - - .-

--

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 1
I

I
I

I I I
I

I
I I

8 I
I

I I
I

L
REF. NO.

--PART NO.

I QTY.

- .- -

- - - - DESCRIPTION

..J

1 2 3 4 5 6 7

*396JT1 *81 DH1 *8RG.R.4A.77 335E101 RING.N5000.75 462HA 108 *490HRl *490HR4 *490HR7

1 1 2 2 1 1 1 1 1 1 2034 2 1 1 1 SPARE PART

Roll Nut Pin 1.1/2" Bearing Sleeve 8ushing, Truarc Ring Spacer, .72" O.D. 1.44" Dia., 1" Long Long, Tapped

Screw, Center Open Doors, 35.22" Long

Screw, 36" Screw, 42" 5.5. Door, 48.22" 5.5. Door, 54.22" Long Long

~
8 9

*82A83 *GROMMET 7777C1 7777C2 7777C3 *RECOMMENDED

Pin, 1/4" Dia., 3.94" Long Rubber Grommet Assembly Complete, Center Open Doors Assembly Complete, 36" Door

10 11 2

Assembl.y Complete, 42" Door

TYPE:
1

7777D
17

MOTOR
6

14/

& CAM ASSEMBLY A1 16

15

11

r---------------~
21 ' I
1

8 6

I 2
I

\ 9

I
I IL ,

I 22 ~_~
I

USED WITH 7777E 1 RESISTOR CONTROL ASSEMBLY

12
REF. NO. PART *6333CG1 NO. QTY. 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

*
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

18

20 22
23

3 1 1 3 1 1 1 3 3 2
1

24
25

11 2 2 2

TYPE:

7777R
17__~ 16~

MOTOR
9
10

& CAM ASSEMBLY

12

crY ..
tJ

1 ~-

7
/

4 6

13

15

~/
~

1/

173
.~' 14 3 11

\
USED WITH 7777T1 PULSE WIDTH MODULATOR ASSEMBLY

1
OTY. 1
1

5
DESCR IPTION Motor, Motor, Motor Motor U,S" 110V DC, 800RPM

REF: NO 1

PART NO. *A6333CG1 *A6333CG2

Canada, 110V DC, 800RPM Bracket, Bracket, Right Hand Left Hand Bracket, Bracket, Right Hand Left Hand

2 3

324A1 324A2 3160SFl 316DSF2

1 1
1

Cam Pack Mounting Cam Pack Mounting

1
1

*327LM1 '327LM2 4 *327UV13 *327LM4 *327LM5

Servo Cam Pack, 42" Servo Cam Pack, 42" Servo Cam Pack, 42" Servo Cam Pack, 36" Servo Cam Pack, 36" Coaxial Coupling B-32 Cover
Connector

Center Open Doors Single Slide Door, Single Slide Door, Single Slide Door, Single Slide Door, R,H, L.H. R,H. L.H.

1 1
1

1
1

5 6
7

CDS-B1-3 96CJ39 285JN1 CON-EFCOR2050 342AP22 BUSH-ANTI-SHORT 440G2 342AP23 BUSH-ANTI-SHORT 255XB12 *VP-723466 *VP 723467 *VP-723468 *RECOMMENDED SPARE PART 4 1

2 1 1 1 1
1

Threaded Rod

Cadmium Plated, 4.6"

Lonn

8 9 10 11 12 13 14 15 16 17

31B" Conduit

Bushing
900 Elbow, 314" 314" Flex Conduit Bushing Shim, 3.1" Long 6333CG1&2

1 1
As Reqd.

2 2 2

Brush 6333CG 1&2 Brush Holder Brush Cap-6333CG 1&2

10

TYPES:
I'

7777(E)(T)
,.,

CONTROL

ASSEMBLIES

i(i~~

1
1

!Un
~

. !'.',~~: 'I". ., Ilii hi' I!. " IIlilJ "I L I

t \1
i ,\ \
1

1----2-------4----------1

00

i
:
1

01

02

"j
J':'o'

i:J'
.'

\""'1""'. il;.
, ..

1hr" H."", I" \ .;:'1

,J,::

I
I

r------------------I

I
I

I 1 I

1
1

:
I

rtl~

lU:

'- __ ---'

10,1 /11 I
I I
L

5 6,7

I
I

:
1 .-J

:
1

i
I
I I L

1.

I I I I :::.:::::::

:
I

\:

\ "'" - '"'"
I
1 I ~

7777E

= RESISTOR

CONTROL

W,",H

M"OWO' OO',"DC

r-5"cREF NO, 1

-O.!..~---'oo

PART NO, 7777E1 *P232EFl *P232EF2 *P232EF5 P190ARl V440AJl 67AM1 P303CG1 7777Tl *AB121CHl * AB121CH2 *Recommended

OTY,
1 Resistor

DESCRIPTION Box Assembly Complete Mtg, Bracket & Lug Mtg, Bracket & Lug Mtg, Bracket & Lug

2 3 4 5 6
7

2 3 2 5 2 2 1 1 1
1 Spare Part

50 OHM Resistor with 100 OHM Resistor with 150 OHM Resistor with Adjustable Lug (Extra)

Chase Nipple Conduit Terminal Lock Nut Block, 20 Terminals, B,16" Long

B 9 10

Pulse Width Modulator Pulse Width Modulator Pulse Width Modulator

Assy" Less PC Board Board, S,S, Door Board, C.O, Doors

Parts Leaflet 215DT MACHINE

C-3069
APRIL 1983

,:1
I

tI
I

t-..' ....
,
."'"'

..,.

_. :"" .
,~

UNITED

INT'L.

NO. 06-

7575AD,

AJ

TECHNOLOGIES OTIS

1
TYPE 7575AD GEARBOX ASSEMBLY

-.

SUPPLIED GEARBOX

WITH

22

WIT

15,16,17

6
12

.r

"..J

21

TYPE 7575AD
DWGS.: MAT'L. REF. NO. 1 2
3

GEARBOX
7575AD, QTY. 1 2 1 1 1 1 1 1 1 2 4 4 4 2 1 1 1 2 4 2 6 2 1 3 2 1 3
2 1

ASSEMBLY
75758 thru 4 DESCRIPTION
GEAR 80X

LISTS

7575AD1

PART / M.L. NO.

757585
A386BRVl

PLATE

192Y5
82A85 8lDJI 81DJ2 338AVI 98EW3 492AVI

KEY
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

4 5 6 7 8 9 10 11 12 13 14 + 15 16 +17 18 19 19 19 20 20 20 21 21 21
22 23

--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 255AB154 255VA28 255VA29 255VA30 255VA31 255VA32 255VA33

7575B/ 36 740 (AWHI 7575B/ 19 30 1 (AWl

OIL SEAL, LOW SPEEV SHAFT OIL SEAL, HIGH SPEED SHAFT

3
TYPE 7575AJ GEARBOX ASSEMBLY
-

REF. NO.
1

DWGS.: 75758, 7575AJ, ER-7575AJ 7575AJ1 thru 4 _ MAT'L. LISTS PART/ QTY M.L. NO.
7575B5

DESCRIPTION
GEARBOX

2
3
4

316DRYl
192Y5

1
1

BRACKET
KEV

386BEL28 BTFH S/8X2-1/2A32STYPEI NUT FHS/8 WSR LKS/8 BTFH S/8X7-1/2A32STYPEI

7575BI36740(AWH)
-

1 2 2 2
5

PLATE BOLT NUT SPRING LOCKWASHER BOLT

6 7 8
9
10

2 1

or L
OIL

SEAL, SEAL,

LOW SPEEV HIGH SPEEV

7575B/19

30 1 (AW)

TYPE

7575AN
..

BRAKE
,
"- ... "- ... "-

ASSEMBLY

r----

- - - - _ .. - ---......

l,
...

"~,I'
""-

"

"1

I
I

...

,
"- ... """"-

I I I I I I
I

" " ...

...
""-

REF. NO. 1

I I I ~

""

" '-

______

...J

I I

DWGS.: MAT'L. PART/ M. L. NO.

7575AN. LISTS:

ER-7575AN. 1 t hr u

7575AJ QTY.

4
DESCRIPTION

7575ANI

BRAKE .ASSEMBLY COMPLETE

ITEMS IN SCRIPT ARE RECOMMENDED SPARE

TYPE
t-

7575P
.... .... ....

BRAKE

ASSEMBLY

- - - -......

I I I
I

....
.... ....

.I I

...
....

/1
.... 8 .... .... ....
....

-.
.... ... ....

I I
I I

I
l..

'1
'ITllJ' rot 10 RU toIIPJI'

.......

"- ... "- ... "- ...

RE:

GEARBOX INPUT

SHAFT

...

....

....

...

....

...
....

...

...

...

...

....

......

-4 DESCRIPTION

DWGS.: MAT'L. LISTS:

7575P,

ER-7575P 7575AD 1 t hr u

REF. NO. 1 2 3 4 5 6 7 8 9 10 11 12
ITEMS

PART/ M.L. NO.

7575Pl

QTY. 1 1 1 1

BRAKE ASSEMBLY COMPLETE

LOCKNUT LOCKWASHER WASHER HUB COIL ASSEMBLY SPRING ARMATURE PLATE FRICTION DISC PRESSURE PLATE HEX SOC CAP SCREW 5/16Xl BUSHING
SPARE

LOCKNUT N-06 LOCKWASHER W-06 127VB153 7575P/D-389144 7575P/D-389302 7575P/D-233775 7575P/D-233781 7575P/D-389143 7575P/D-389142 --IN SCRIPT ARE

.....
..

;"

1 1 8 1 1 1 3 3
RECOMMENDED

6
TYPE
r
I
1

7575AG

DEFLECTOR
>----7

SHEAVE

ASSEMBLY

------=--

-,
I

I I
-------------, I I
I

I
1 1

I
1 1

I I

1"\
10, 11

3'
2~
I

I I I

I
I
I I I

14
I

I
1

L __

I I I I

----------_-!
6

I I I
I

I I
1 1

..J

REF. NO. 1 1 2 2 3 3 3 3 *4 *4 5 6 7
8

PART/ M.L. NO. 7575AG1 7575AG2 263BG2 263BH2 263BG1 263BH1 A263BG1 A263BH1
251BV12 251BT21

QTY. 1 1 1 1 1 1 1 1 3 4 1
2

DESCRIPTION. 25" DEFLECTOR SHEAVE ASSEMBLY 22-1/2" DEFLECTOR SHEAVE ASSEMBLY 25" DEFLECTOR SHEAVE WITH INSERTS 22-1/2" DEFLECTOR SHEAVE WITH INSERTS 25" SHEAVE WITH INSERT GROOVE 22-1/2" SHEAVE WITH INSERT GROOVE 25" SHEAVE W/O INSERT GROOVE 22-1/2" SHEAVE W/O INSERT GROOVE
. .

INSERT, INSERT,

25" 22-1/2"

49SDJ2 316DPH1 63EF12 BEARING MRC21S-SZZ. DIN472 130 NUT FHJ1/2CP NUT FH1/2CP WSR SAE1/2CP *PART NOT ILLUSTRATED
ITEMS IN SCRIPT ARE

DEFLECTOR SHAFT BRACKET U-BOLT BEARING RETAINING RING NUT NUT

.

2 2 2 4 4 3

9 10 11 12

FLAT WASHER
SPARE

RECOMMENDED

7 DRIVE
I

SHEAVE 7575AJ

ASSEMBLY
I

,-------------------------------,
TYPE ARRANGEMENT

13 14 15

~ __ -l

,-I
I

- -----

~----.--

TYPE

7575AD

-----------~..., ARRANGEMENT

I
I I I

I
I

I I

I
I I 18 1 I

I
I I
I

I I I

REF. I GEARBOX I
61
I

I I
I
I

REF. BEDPLATE

I I I

tr
_
____________

7:
51

I
I I

8
DRIVE SHEAVE
7575AD, 1 thru 7575AD

ASSEMBLY
7575AJ 4, 7575AJ 1 thru 4

DWGS.: . MAT'L. LISTS:

REF. NO. 1 1 1
2 2 2

PARTl M.L. NO. 260CK1 260CJ3

QTY. 1 1 1
4 3 3

DESCRIPTION DRIVE SHEAVE. 22-1/2" DRIVE SHEAVE, 26" ORI VE SHEAVE, 25"

260CJI +251BT21 +251BV10 +251BV11

SOOBGI SOOBFI BTFH1/B-I4X2-I/2 I27VBIS2 WSR 7/BSAE WSR LK7/B BTFH 7/8X3 LOCKNUT AN-I8 LOCKWASHER W-I8 NUT FH7/8CP 255VA34 255VA35 255VA36

INSERTS TO PART 260CKI INSERTS TO PART 260CJ3 INSERTS TO PART 260CJI

DRIVE SHAFT DRIVE SHAFT BOLT WASHER WASHER SPRING LOCKWASHER BOLT LOCKNUT, SPL LOCKWASHER, SPL NUT SHIM, 2-SLOT SHIM, 2-SLOT SHIM, 2-SLOT

3 4
5

1 1 1 1 AS SHOWN AS SHOWN AS SHOWN 1 1 2 1 1 2

1

6 7 B

10 11 12 13 14 15 16 17 18
ITEMS IN

192Y3 192Y4
PILLOWBLOCK MP-47 + PART NOT ILLUSTRATED
SCRIPT ARE

1 AS SHOWN
SPARE

KEY KEY
PILLOWBLOCK

RECOMMENDED

<t

9 MOTOR ENCODER & TACHOMETER ASSEMBLIES

"e,
C1
o (

ir
.

11
13

n.

....
J

-.

e
18

15

.ll{i,

\\

(C\~.

"

:Q
.

II

17

.S --

8\
20

16 19

IllS Till laaDlaar

'" .'TOI

RE: MACHINE

9;10

11

RUBBER

COUPLING

PAD

COUPL ING

2
1

10 MOTOR ENCODER
LISTS:

& TACHOMETER
7575AD. 1 thru 7575AJ 4, 7575AD

ASSEMBLIES
1 thru 4

DWGS.:

,. ---

MAT'L.

7575AJ

REF. NO. 1 2 3 4 4 5 6 7 8 9 10 11 12 13

PART M.V. NO.

9708G3

QTY. 1 9 1

DESCRIPTION
TACHOMETER

DIN912 M6X20 A270ARI

+ SENSOR

HEX SOC. HEAD SCREW ADAPTOR

SENSOR SENSOR

2040C 2030C

1 1 1 1 1 1 1 1 1 1 1 1 16 4 4 1 1 1 1
.

(7575AJ ARR)
(7575AV

SENSOR

ARR)

272BKXl 336CZ8 DIN8s MsX6 DIN6797 Js DIN8s M6X20 DIN6797 J6

SPROCKET SPROCKET

ANGLE CLAMP
.

PAN HEAD SCREW LOCKWASHER PAN HEAD SCREW LOCKWASHER

SPROCKET SPROCKET PIN PIN SHAFT, SHAFT. ENCOVER ENCOVER

14972 1496 8

B81VKl

13 14 15 . 16 17 18 19 20

+ A81VKI

NUT MSIO-32CP ROD 10-32X2 FULL THD SCCP HSOC4-40Xs/16

ENCOVER LC23

NUT THREADED
ENCOVER

ROD

HEX. SOCKET SCREW

386BRLI
COUPLI NG T15-14

PLATE
COUPLING

A316DPJl *FOR TYPE 7s75AJ ARRANGEMENT +FOR TYPE 7575AD ARRANGEMENT

ITEMS IN SCRIPT ARE RECOMMENDED

BRACKET

,SPARE

11
MOTORS & COUPLING
6

r--.----1

L------.----,
RE: MOTOR SHAFT

-.

I
I
I

I
1

RE:

BRAKE

HUB

L __ _ _ ___ _. _ _ _ "_ _ _ _ _ _ _ _ '_ _

....-l

r -. r
I
I

::-_ ~ - ~ -=-_ 4

~_

_-_ -=.,
-I I I
I I

-----,
I

3,:
\

::

L _

'e d
_

--=- __ -I

::
I I I

I
I I

I
I I ,_

I
I
I

I
I
'I

I
I

L
L _ _________
~

I I

I
L-

-.J

-1

DWGS.: REF. NO.

1 1 1 2
3 4

6333CV, QTY.
1 1 1

6333CX,

215BH DESCRIPTION

PART/ M. L. NO.

5
6

6333CXl 6333CX2 6333CX3 6333CVl VP-708010 VP-874550 VP-708000

21SBHl

1 1
1

MOTOR. MOTOR, MOTOR. MOTOR.

20 35 30 30

HP: HP: HP: HP:

1100 1670 1100 1800

RPM RPM
RPM

RPM

BLOWER COMPLETE SPIRAL HOUSING-MRV BLOWER MOTOR COUPLING

1
1.

.1
I
!

7
ITEMS IN

215BH 1 jSFP-60
SCRIPT

FLEX-VISCS
SPARE

6" VIA.

AR.E RECOMMENDED

12

TYPE

7575AK
r-----

FOUNDATION
2-

& SOUND

ISOLATION

31-

13,15'1
18
I

'1
I

/'
(
I I

-- --l-~-l-

-I

r------

------, ___ 26

r-----

11

___14

- - - -.,
I
I I

r------I I
,

J---------,
I I
I I

I I I

,
3 3
. ~
I
I ,.., ..

,
I I I

I I

, ,
I I
I

11

:
I

: ~"
I

(J)

'r
, ,

ARR. 4 ,

'24~"( ,

,
'

"
9 9

,
.....:

'

I
I

,I ".' t'--16
~

19

" 19'
I

_---16
17

-------,

~17
.J

L _

,I...
ARR. 1 thru 3

ARR.

ARR. <EXCEPT

1 THRU AS

NOTED)

13

TYPE
MAT'L.

7575AK
LISTS:

FOUNDATION
7575AK. 7575AK500.

& SOUND
622G, 7575T

ISOLATION
7575T1

DWGS.:

7575AK501,

622G1,

REF.
.

PART/ 7575AK500-PARTIAL 7575AK501-PARTIAL 384TT! 127C5 310BE3 310BEI 137AL7 283WC3 384TG8 304CX3 298PXl 310JJI 386BEL29 BTFH 1/4Xl BTFH 3/4X5 NUT FHl/4 NUT FH3/4CP NUT FHJ3/4CP WSR LKI/4 WSR LK3/4 622Gl
622Hl

-.
N

QTY. 1 1 1 4 4 3 4 2 1 2 2 1 2 14 .4 14 4 4 14 4 1
1

DESCRIPTION CONSTANT PARTS. (ARRANGEMENTS 1 thru 3) CONSTANT PARTS. (ARRANGEMENT 4) ROPE GUARD WASHER BLOCK BLOCK RUBBER WBING ANGLE. FORI-lED ROPE GUARD BLOCKING. BEAM BAR BLOCK URETHANE PLATE BOLT BOLT NUT NUT NUT LOCKWASHER LOCKWASHER LOAD CELL
LOAV CELL

1 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

~g ~

~ ... ~~ O~ ~ ~~ ~ ~~ .;
0

~ ~ e ~

i
"

@ e ~~ ~~~
0

~ ~~ ~~ ..; r..: ~ ; ~ ili ~ ~

e , ~

~ ~;;; , ~, ~ liS "

N N

,J,

;, ,

e , ~

,J,

ll:

gi
Q

;,
,.\
N

;, ,
N N

~
N

-~
:!i~

~~ ;,
N

.
N

,.\

~
N

;,
,.\
N

~
N

(;
Q

o 0 N o ~
N

~ ~ ~~ ~ ~ ~ g ~ 2 :::: ~
~ 0
~ N

!::

&

MOUNTING PLATE

105JKl BTFH 1/4X5/8CP 127XA42 377AL4 BTFH 3/4X6-1/2 BTFH 3/4X6-1/2F NUT FHJ3/4CP WSR STD3/4 (SEE TABLE) 7575T!
ITEMS IN SCRIPT ARE

1 4 6 1 4 1 4 1 1 1

PLATE BOLT STEEL WASHER PIPE SPACER BOLT BOLT NUT (QTY. 5 W/ ARR. 4) FLAT WASHER ROPE GUARD
.

LOAD WEIGHING CONTROL BOX

SPARE

RECOMMENDED