160313869-Manual-Otis

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Elevators
MRVF Elevators
FS310
1984
Project Number: RLE 711.3
Rasmuson Library
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UNITED
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,
TECHNOLOGIES
OTIS
Owner's Information Manual
MRVF
GEARED ELEVATOR
.:t.•,
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Prepared for
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MM.109
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OTIS
Foreword
You have selected the most experienced
elevator company in the world to supply your
vertical transportation equipment.
Otis Elevator Company, the leading manufacturer
of elevators and escalators, traces its beginnings
to 1853 when Elisha Graves Otis invented the first
safety elevator.
The efficient and safe performance of your Otis
equipment, however, depends as much on the
knowledge and skill of those who will operate,
monitor and maintain it as on the experienoe of
those who manufactured it.
Otis provides .many forms of scheduled preventive
maintenance, as well as a complete spectrum of
repair services, all designed to extend the life of
elevator and escalator equipment. With our more
than 300 offices throughout the United States
and Canada, we can assist all owners in maintaining
their equipment for the safest, most reliable
performance available.
We urge you to contact vour nearest Otis office
for any assistanceyou may require with your
elevator or escalator equipment. Your closest
local Otis Service Office can be reached 24 hours
a day, 365 days a year by calling the following
teleplione number:
•
This Owner's Information Manual has been prepared
by Otis Elevator Company to give you, the
building owner, your building manager or maintenanoe
supervisor, data on the operation of all major
components of your equipment furnished and
installed in accordance with our contract terms,
conditions and specifications. It will also give
@ Otis .Elevator,Company 1983
MM.!!!
Foreword
insight into the preventive maintenance procedures
that should be performed at regular intervals to
maintain the equipment and provide for passenger safety.
You, your agents and employees are
cautioned that preventive maintenance or any other equipment maintenance
procedure - should be performed only
by a skilled mechanic for obvious
reasons including, of course, the fact
that elevators and escalators contain
high-voltage circuits and high-speed
machinery that pose hazards to the
inexperienced or untrained.
Please note that the information contained in
this Owner's Information Manual is not intended
nor should it be interpreted to in an\, way
alter, expand, amend, modify or otherwise change
the express terms and conditions of the contract
and its specifications under which your equipment
was furnished and installed' by Otis, including
specifically all limitations of liability and the
exclusive express guarantee against defects in
materials and workmanship provider! therein.
Further, Otis hereby expressly disclaims any ,
responsibility for any personal injury or property
damage, including damage to the elevator or
escalator equipment, as a result of any negligence,
misuse or abuse of the equ ipment, misinterpretation
of the information in this manual, or any other
cause beyond the control of Otis Elevator Company.
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MM.ll!
OTIS.
Contents
FOREWORD
1.
EMERGENCY AND SECURITY PROCEDURES
1.1
1.2
2.
YOUR ELEVATOR
2.1
2.2
3.
MACHINERY
Motor
Brakes
Controls and Indicators
Speech Synthesizer
Information Display Module
DOOR CONTROL
7.1
7.2
MM.115
Controller
Position Transducers
Controller Relays
Batteries
FIXTURES
6.1
6.2
6.3
7.
Inspection
Lubrication and Cleaning
ROTATING
5.1
5.2
6.
MAINTENANCE
CONTROL SYSTEM
4.1
4.2
4.3
4.4
5.
SYSTEM
System Description
Promotional Literature
PREVENTIVE
3.1
3.2
4.
Emergency Procedures
Owner's Checklist
Door Operator
Door Protective Devices
Contents
8.
HOISTWAY EQUIPMENT
8.1
8.2
8.3
8.4
8.5
8.6
Rails and Guides
Stopping and Limit Switches
Traveling Cable
Governor and Safety
Buffer
Ropes
APPENDIX A • PARTS LEAFLETS
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MM.115
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OTIS
1.1
Emergency Procedures
State-of-the-art elevator and escalator engineering
have developed mechanisms that greatly reduce the
risks to life and property in emergency .situations,
but building personnel still playa vital role at
these times in directing occupants to safety,
in monitoring equipment, and in ooerating controls
that initiate emergency routines.
The proper hand ling of elevators. and escalators
in an emergency could mean the difference between
life and death.
You should, therefore, insure
.' ;that all your building personnel are familiar w'ith
emergency procedures suitable to your building
structure and all of its equipment, including
elevator and escalator equipment, in case of
accidents, fire, earthquake, ,power failure and
t~e like, by contacting local authorities including
your fire department for ar:lpropriate advice,
inspections and drills.
•
Fireman's
Service -. Special Emergency
Service (SES lFeature
Otis' SES is engineered to allow control of
elevator operation in the event of fire or other
time-sensitive emergencies, particularly where
immediate access to specific building areas or
floors may be desirable.
One or more of your
elevators is equipped with SES.
Phase One:
Automatic Return to Lobby
Phase One of SES is designed to capture automatic
passenger elevator cars and return them to the
lobby or other designated floors.
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MM-11?
Phase One is usually initiated manually by operation
of a hall-mounted keyswitch, or it is automatically
activated through tripping of a fire or smoke
sensor or sprinkler system installed by you in
your building.
Once it is activated or initiated:
o
Registration of calls is inhibited and calls
already in registration are cancelled.
1.1.1
Emergency
Procedures
0
As authorized
•
by local code authorities:
- Emergency stop switches are overriden.
- Car doors are nudged closed.
Door re-open ing devices are rendered
inoperative.
Phase Two:
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The PLEASE EXIT WHEN DOOR OPEN
jewel is lighted, and the car travels non-stop
to the lobby or other designated floor, or
if that is the floor at which the fire is
involved, to an alternate service landing.
0
Cars already at the lobby or alternate designated
floor remain parked, with doors open.
0
Doors are opened at the exit floor, allowing
passengers to exit the elevator.
0
Cars traveling away from the lobhy or alternate
.designated floor will reverse and return to the
lobby or alternate designated floor, non-stop.
0
Any car not operating automatically will be
given an audible and visual signal to close the
doors, so the car can move to the lobby or
alternate designated floor, without stopping.
0
All cars are ultimately brought to one location
and held there ready for use by trained
emergency professionals.
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Fireman's Use of Elevators
Once the car has been brought to the exit floor
by SES, firemen or other emergency personnel
can gain control of the parked car by operating
the FIRE SERVICE keyswitch in or adjacent to
the car operating panel. Then:
0
Car responds only to car calls registered on
its own buttons.
The car cannot be 'stolen'
by a hall call registered at some other floor.
0
After the car call is registered, doors are
closed and the car is started by maintaining
pressure on the DOOR CLOSE button until
the doors are fully closed.
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1.1-2
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At the called floor, doors are opened by
maintaining pressure on the DOOR OPEN
button until the doors are fully open.
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MM.117
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Emergency
Procedures
Restoration of Normal Service
At the appropriate time, normal elevator operating
conditions can be restored by bringing all cars with
SES to the lobby or alternate designated floor,
and by returning Phase One and Phase Two keyswitches to their normal positions.
All Elevator Equipment Should Have SES
It is recommended by Otis that all your elevator
equipment be equipped with SES if it has not
already been installed.
Please call your local Otis
office for information on its installation ..
Power Failure
Emergency Power Option
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If your elevator system is equipped with an
emergency power supply (typically, a diesel
generator), it can be activated as follows:
1)
Elevator electric power feeders may be
switched from normal to emergency power.
2)
If your elevator system's Emergency Power
Option has an automatic mode and is set
to the AUTO mode, each car will be
automatically brought down non-stop to
a previously designated floor (typically,
the lobby or street floor) and doors will
open to allow passengers to leave the car.
After all cars have been brought to the
designated floor, the cars remain parked there,
until one or more cars are selected to provide
normal service.
3)
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MM-117
If your elevator system's Emergency Power
Option does not have an Automatic mode,
or if that mode is not invoked, selector switches
may be operated manually to bring down
each car, in turn. After all cars have been
brought to the designated floor and evacuated,
the cars will remain parked there, the selector
switch may be operated to choose which car
or cars will provide normal service .
1.1-3
Emergency
Procedures
"Batte ry-Powered"
•
Elevators
An Otis "VF" elevator can run on battery power
for up to four hours during a power outage.
The total available service is the sum of the
individual battery hours. A four-car group,
for example, where each battery pack had three
hours of charge remaining, could if desired provide
elevator service for up to 12 hours during a power
outage if building personnel allow only one elevator
to operate at a time.
1
TM
Aut-Q-Safe
. Feature for Hydraulic
Elevators
TM
Aut-O-Safe
. the Otis emergency battery
unit, brings a hydraulic elevator to an exit
floor smooth Iy and safely in the event of a
building power failure.
o
Upon sensing a power outage. emergency
battery power operation is activated,
causing the car to descend to the lowest
landing at normal speed.
o
Doors open automatically upon arrival at
the lowest landing, permitting passenger
exit.
o
Doors close after a short interval, and the
car remains parked with the doors closed for
the duration of the power outage.
However,
the door-open button remains operative.
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1.1-4
MM.117
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OTIS
1.2
Owner's Checklist
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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.
I
Elevators are sturdy machines, built for long and
dependable service. By knowing how to assess
elevator performance, the owner can assure the
continuously high-quality service for which the
equipment is designed. When a shutdown does
occur, there are a few simple procedures that
can often make the shutdown as short as possible .
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For the building owner or manager, minimizing
shutdowns involves knowing:
o
What to do on a daily basis so that serious
problems are minimized.
o
What to do in case of malfunctions and
how to recognize conditions that require
immediate service.
,vstem Upkeep
Trained service personnel should be engaged to
examine, clean and lubricate the elevator equipmen1
at scheduled intervals. There are, however, some
areas of general upkeep which are the building
owner's or manager's responsibility:
General Cleanliness
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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:
o
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Test the Safety Devices
Test alarm bells, stop switches, intercoms,
telephone hookups and emergency lighting
systems to be sure they will work if there
is an emergency.
o
Ride the Elevators
Ride the elevator, paying attention to the
smoothness of starting and stopping,
to any unusual sounds (such as squeaks or
scrapes), and "to any unusual movements,
vibrations, or odors. Close your eyes to
increase awarenessof irregularities.
o
Listen During Rush Hours
Stand in the lobby during peak traffic periods, "
listening to passengers'comments. They will
probably remark on any shortcomings in
elevator service.
What To Look For
•
The following nine-point Safety and Performance
Check List can be applied on a regular basis
to most elevator systems.
1.2-2
MM-117
Owner's Checklist
•
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How Long Must Passengers I'!,aitfor an
Elevator at the Lobby?
Well-timed arrivals and departures, as well
as proper acceleration and deceleration are
critical to fast, efficient service. Typical maximum
service intervals for ,various applications are
listed below:
Office Buildings
Hospitals
Hotels and Motels
Apartments, Luxury
Apartments, Development
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MM.117
Secs.
Secs.
Secs.
Secs.
Secs.
Do the Passengers Have Enough Time to
Enter and Exit Before the Doors Close?
In most elevators, the minimum a'cceptable
time for doors to remain fully open on a
car call is three seconds.
However, in many
cases, one-half to one seco'nd is sufficient
if an acceptable door protection device is
used. For hall calls, the minimum acceptable
time depends on the number of elevators in
the bay and on the distance from a point in
the center of the lobby to each elevator. The
time is measured from notification that a car
is arriving by a lantern and audible signal.
Times vary and can be longer for elevators that
service many elderly or handicapped persons.
The speed at which the doors close is also an
important safety consideration.
Maximum door
closing speed is determined by the weight of
the door and the type of door operator emploved.
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30
60
50
70
90
If the Elevator is Equipped with Electronic Detectors
or Light Ray Devices, do the Doors Reverse Direction
without Touching Passengers?
'
These devices enable a closing door to reverse
direction without touching passengers.
Reversal
must take place therefore as soon as the doors
near the passenger (if an electronic detector is
in use) or as soon as the light ray beam is
broken.
In order to conform to standards,
the door should also remain either partially or
fully open (depending upon the door operator
system employed) until the obstruction is removed
from the beam .
o
If the Doors are Equipoed with a Rubber Safety
Shoe, do they Reverse Direction as soon as the
Shoe makes Contact with a Passenger?
1.2.3
Owner's Check list
•
The shoe mechanism should operate as soon as
the rubber makes contact with an obstruction
causing the closing door to immediately reverse
direction and open completely. Failure to reverse
direction, or to remain open as long as contact
with the rubber shoe is maintained, constitutes
a code violation and a safety hazard. Officials
sometimes shut down a car for such violations.
o
Does the Car Stop Level with the Hall Floor?
The car should stop within one-half inch of
the hall floor. Leveling should be consistent,
whether the car is full or empty.
o
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.
o
Is the Alarm Bell Connected to the Stop Switches?
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When this anti-crime measure is implemented,
the alarm bell will ring when the Stop switch is
flipped. The bell not only alerts building personnel
to an emergency, but often frightens a potential
criminal into fleeing the premises before accomplish
ing any mischief.
o
If the Cabshave an Intercom or Telephone
Hook.Up, is it in Working Order?
Intercoms and telephones should be tested
regularly. Passengerscan be spared inconvenience
when minor mechanical difficulties occur by
following instructions received over the intercom
or teleohone. During an emergency, communication
with passengershelps to alleviate or avert panic.
At these times, information from passengerscan be
of great assistanceto emergency personnel.
o
Is the Interior of the Elevator Adequatelv Lighted?
Check that all light switches are on, all lamps
lighted, and all diffusers clean to oermit maximum
transmission of light.
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1.2-4
MM.117
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f'~ I"
Owner's Checklist
In Case of Malfunction
Before Calling for Service
The following points should be checked
for service on a disabled car:
before calling
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Is the Stop switch in the Run position?
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Are the key switches
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Are there obstructions
o
Is full power available?
o
Is the main-line fuse in the machine
in the correct
position?
in the door track?
room blown?
When these items are checked ann the car still
does not run, a service call should be placen
immediately.
In many cases, however, this check
list will minimize unnecessary shutdown and help
the service company provide faster service.
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Minor problems require neither a shutdown nor a
service call. Door timing that is slightly off, or
floor indicator lights that no not work, for instance,
are minor problems that need only be noted and
reported to the service examiner on the next visit.
When Shutdown is Necessary
When a problem appears to threaten passenger safety,
the car involved should be shut nown and serviced
immediately.
Safety is always the first concern.
Elevator machinery is not to be serviced by people
who lack the necessary training ann expertise.
Tinkering in the machine room or hoistway is
.hazardous to the person working on the elevator,
to the passenger, and may be detrimental to the
elevator itself. Building personnel should monitor
car operation, but should leave more complex tasks
to the experts .
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MM.117
1.2-5
Owner's Check list
•
CHECKLIST FOR OWNER'S INSPECTION
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1.2.6
MM.117
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OTIS .
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2.1
System Description
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MACHINE
ROOM
UPPER HOISTWAY
AND CAR
/
LOWER HOISTWAY
AND PIT
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MM-121
Figure 2.1-1.
Arrangement.
MRVF Elevator System
2.1-1
System Description
The principal components of your MRVF elevator
installation are shown in the cutaway view of
Figure 2.1-1.
•
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
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MM.121
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System
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Description
MAIN CONTROLLER
WITH
INTEGRAL
GROUP CONTROLLER
DRIVE
SHEAVE
REDUCTION
GEAR
BATTERY
. DEFLECTOR
SHEAVE
PACK
CIRCUIT
BRAKE
HOISTWAY
UPPER
LIMIT SWITCHES
BREAKER
& COUPLING
ROPES
•
FLOATING
TAPE
TAPE
READER
COUNTERWEIGHT
HOISTWAY
SWITCH CAM
DOOR
OPERATOR
DOOR
DETECTOR
CAR
CAR OPERATING
PANEL
ROLLER
GUIDE
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" MM.121
TRAVELING
CABLE
Top Section of Hoistway
2.'.3
System Description
CIRCUIT
•
BREAKER
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Battery Cabinet
The motor is driven by a solid-state inverter.
This
is a device in the main controller which converts
the battery voltage into an alternating current of
an amplitude and frequency specified by a predetermined speed profile.
The main controller
generates the speed profile and enforces it through
tachometer
feedback from the motor.
The main
controller also determines direction of travel as a
function of car position with respect to calls in
registration, and generates commands which open
and close the car and hoistway doors.
A car-mounted position reader contains
switches, actuated by vanes mounted on
"floating tape" in the hoistway, which
the following functions:
2.1-4
at which
the
proximity
perform
o
Sense the
o
Initiate deceleration
from rated speed when
the car is "stopping distance" from the called
floor.
o
floor
a
car is located.
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Initiate door opening, through the main controller,
when the car is 3 inches from the floor.
MM-121
System
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FLOATING
TAPE
..,, e...
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Description
VANES
.
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POSITION
READER
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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
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is assured
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by the
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The buffer is a large hydraulic shock absorber
that slows down and stops the car if it moves
past the bottom landing.
A counterweight
buffer stops the counterweight's
downward
motion if the car should move a short way
above the top landing.
'1
A series of four limit switches, at top and
bottom of the ho istway, are actuated by
car-mounted
cams in the following order:
The normal terminal stopping device initiates
a slowdown sequence that becomes effective
if the car has not already started to decelerate
at the terminal landing.
•
The emergency slowdown switch will initiate
an emergency stop if the car exceeds a
predetermined
speed at the terminal.
The direction limit switch will initiate an
emergency stop if the car overshoots the
terminal landing by more than 2 inches.
The final limit switch will Initiate an emergency
stop if the car approaches the buffer.
A group controller is furnished as part of the main
controller whenever there is more than one elevator
in the installation.
Its function is to coordinate
the response of all cars in the group so that only
one car starts for any hall call, and the average time
to respond to the call is minimized.
The following sections of this manual provide more
detailed information on maintaining and adjusting the
parts of the elevator system described above.
2.1.6
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MM.121
System Description
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HALL
LANTERN
POSITION
INDICATOR
GOVERNOR
GOVERNOR
FRAME
HOISTWAY
LOWER
LIMIT SWITCHES
ROPES AND
TENSION
COUNTERWEIGHT
GUARD
•
POSITION READER
TAPE HITCH
COUNTERWEIGHT
GUIDE RAIL
PIT EMERGENCY
SWITCH
COUNTERWEIGHT
BUFFER
CAR GUIDE
RAIL
BUFFER
Bottom Section of Hoistway
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MM-121
2.1-7
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OTIS
3.1
Inspection
J"
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.
o
Cleaning of machine room, top of car, and
equipment to prevent the build-up of dirt and
grime that could impede the smooth functioning
of mechanical elements.
o
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
Application/Notes
Items To Be Inspected
Controllers
1)
.'
Fuses .- Check main line and operating circuit
fuses to be sure they are of proper size.
Check
that clips are clean and tight.
2)
Wires - Examine all wiring for breaks, loose
lugs, or loose connections.
3)
Resistance Tubes.
Inspect for loose connections
and check resistances. Examine tubes for
breaks in the enamel. . Replace broken
resistance tubes with tubes of equal value.
4)
Contacts.
tension.
Clean and adjust for proper spring
Replace all burned or worn contacts
with new parts.
5)
Do not furnish or replace
contacts on sealed or
enclosed relays. Replace
entire relay as a unit.
•
Walking Beams - (Up/Down and Wye/Delta
Interlocks) Check condition and adjust as
required.
6)
7)
Switch Pivot Points, Pins and Bushings Examine for excessive wear. Lubricate as
required. Replace if necessary.
Timing of Relays - Adjust to provide the best
possible riding quality in the car. Examine
switches for weak springs, or residual
magnetism.
8)
Reverse Phase Relay - Check for proper
operation.
Batteries
1)
Connections.
Check tightness of connections,
remove corrosion if present.
Caution: Follow
procedures in Paragraph
4.4.
2)
3.1.2
Spilled Electrolyte - Clean up. inspect battery
cases. Replace battery if case is cracked.
MM-123
•
Inspection
TABLE 3-1
INSPECTION CHECKLIST
MACHINE
ROOM
Item. To Be Inspected
Application/Notes
Motors and Motor-Generators
1)
Brushes - Check for proper spring pressure,
seating, and movement in the holders. See that
the holders are securely fastened, and that there
are no cracks or breaks in the brush stem
insulation. Check for proper type and grade of
all brushes.
2)
In hydraulic installations,
motors operating submerged
under oil in the storage
tank should not be pulled
for routine inspection.
Armatures and Commutators.
Clean. thoroughly.
For best results the element should be removed,
cleaned and painted with insulating varnish.
Grind commutators if they are out of true, or
if high mica, flat spots, high bars or pitting is
apparent.
Undercut mica if required.
•
3)
Bearings - (Not applicable to CT types) Where
possible check for wear (replace if worn, clean
and paint armature and fields at the same time).
Check clearances between rotating element and
fields for proper air gap.
4)
Bea.ri"-9Lubrication - Lubricate at intervals
specified in Table 3-2, more frequently if motor
is subjected to more severe conditions than usual.
5)
Connections - Tighten motor and field connections.
Be sure to check all grounds and bonding of all
conduit, the M.G. set, and the controller frame,
etc.
1)
Adjustment - Check adjustment.
2)
Linings - Inspect lining.
Brake
•
MM'123
Good brake
adjustment is largely responsible for the life of
the equipment.
If oil-soaked. locate and
eliminate the lubricant leak, and replace the
lining. Change drum-brake lining if worn to the
point where rivets can come in contact with the
pulley. Change disc-brake pads after 0.050 inch
wear .
3.1.3
Inspection
TABLE 3-1
•
INSPECTION CHECKLIST
MACHINE
ROOM
Application!Notes
Items To Be Inspected
3)
Contacts - Check for air gap and wear.
4)
Pins - in shoes, levers and cores of drum brakes
should be cleaned and lubricated.
;
Pins,
capscrews, and studs in disc brakes should be
free of rust and/or paint, but must not be
lubricated.
5)
Coupling - Check bolts (if used).
Check cotter
pins, clean, and see that the armature and worm
shafts are tightly clamped with keys and keyways
in good condition.
A rough or scarred pulley
should be turned down.
Machines
1)
'2)
3)
End Thrust Bearing - Axial motion of worm
should be within required tolerance.
•
Lateral Thrust Bearing - Axial motion of sheave
shaft should be within required tolerance.
Worms and Gears - Check condition and
lubrication.
Be sure that gear rim bolts are
tight.
Refill with lubricant as specified in
Table 3-2.
4)
Bolts - Foundation, bearing, and sheave rim
bolts should be tight.
5)
Tank - Check hoses for leaks. Check hose
tank and valve connections for leaks. Be sure
proper oil level is maintained in tank.
Hydraulic installations only.
6)
Pump Drive Belts - Keep belts adjusted for
Hydraulic installations only,
and only where pump is
proper tension.
7)
Replace belts in sets when
required.
outside of tank.
Windings - Keep free of dirt, water and oil.
Blowout frequently with dry air. Ventilate as
Hydraulic installations where
motor is mounted outside
much as possible.
of tank.
•
3.'-4
MM-123
Inspection
•
TABLE 3-1.
INSPECTION CHECKLIST
SECONDARIES
AND OVERHEAD
Application/Note,
Item, To Be In,peeled
Governors
,,
1)
Jaws - Check wear to be sure jaws will grip the
governor rope properly.
See that jaws work
freely
and easily,
and that
the rope
is in line
with the center of the grooves.
2)
Tripping
Speed and Operation
of Field
and Potential Switches
Check with a tachometer.
Remove all
friction, clean contacts and adjust if necessary.
3)
•
Gears - Gears, if noisy, are probably bottomed.
Correct by raising the governor spindle and
installing new bearings as required.
Sheaves
1)
Rope Grooves - Inspect for evidence of unequal
wear that indicates need for equalizing rope
tension.
2)
Polyurethane
has worn
3)
4)
Groove Inserts.
Replace
when
tread
smooth.
Sheave Bearings - Check lubrication.
Tape Sheaves - Inspect
bearings
for wear.
Note
condition
of tape.
Remove all dirt and rust
from tape and lubricate per Table 3.2 .
•
MM.l23
3.1.5
Inspection
TABLE 3-1
INSPECTION CHECKLIST
CAR ENCLOSURES
Application/Note,
Item, To Be In,pected
•
Car
1)
Flooring - Inspect for worn, or loose flooring.
2)
Emergencv Exits.
switch
3)
Check opening of exit and
if provided.
Lighting and Fans.
Check for cleanliness, burnt
out lamps, and lubrication of fan.
Be sure that
globes are fastened.
4)
Fixture Jewels and Lenses.
or broken.
Replace if cracked
The use of glass in the car should be
in accordance with codes.
Car Operating
Devices
Push Buttons
and "Alarm"
should not stick, and the "Stop"
buttons should work properly.
Replace worn buttons and switches.
Indicators
•
Position Indicators and Pilot Lights
should be
tested for proper operation and checked for
burnt out lamps or poor contacts,
Car Door
1)
Contacts ~ Examine fastenings and check range
of door opening..
Examine for broken springs and
loose connections.
2)
Hangers - Check for worn tracks and rollers,
making certain that door cannot
its guides Or jam at any point.
3)
Bottom Guides.
come
out of
Examine for wear, looseness,
and the possibility of the guides coming out of
the threshold.
•
3.1.6
MM-123
Inspection
•
TABLE 3-1
INSPECTION CHECKLIST
TOP OF CAR
Items
ApplicationlNotes
To Be Inspected
I ,
I
Car
1)
Fastenings - Check
2)
Steadier Plates' Check and tighten.
3)
Guides - Check
all tie rods and bolts.
for wear,
proper
clearances
and
adjustments.
Shackles
and
Ropes
1)
Adjustment - Check
equalized.
Examine
cotter pins.
tension to be sure ropes are
shackle, check nuts and
2)
uTurn_ln
all rope connections
H
-
Inspect
for
proper babbitting.
See that rope has not "lost
its lay" where it enters the socket or thimble.
•
,
3)
Doors
Lubrication - Ropes should be properly lubricated
(see Lubrication
Section).
Lubricant should be
applied sparingly.
and Door
Operators
1)
Wear - Examine thoroughly
for wear, friction,
or obstructions
that may prevent good operation.
2)
Adjustment.
operation
Lubricate
operation.
Safety
Operated
1)
Releasing
1)
•
MM.123
align and adjust
for quiet
Switch
Wiring - Inspect
deterioration
2)
Clean,
and proper opening and closing speed.
(see Lubrication
Section) and test
for chafing
and wear,
or
of insulation.
Adjustment - Be sure that safety operated
will function when governor trips.
switch
Carrier
Spring Tension - See that releasing carrier will
operate properly if governor trips.
(Check all
set screws, keys, levers, pins, nuts and lock
nuts) .
3,1.7
Inspection
TABLE 3-1
INSPECTION CHECKLIST
HOISTWAY (FROM TOP OF CAR)
Items To Be Inspected
Application/Notes
•
Ropes
I)
Condition ~ Check type, kind and size of rope
for each machine.
2)
Lubrication (see Lubrication Section) . Apply
rope lubricant sparingly, if necessary.
Traveling Cables
1)
Fastenings - Check terminals and fastenings of
supporting wires at center junction boxes.
2)
Condition. Examine outside coverings for wear,
especially on high speed installations.
Look for
abrasion from concrete or steel supports.
Hoistway Door and Operation
1)
Adjustment.
Examine each door carefully. Check
for broken glass or structural defects. Try doors
to see if they can be opened without releasing
the catch. If lock is worn or door has sagged so
that latch does not engage properly, repairs should
be made at once. Adjust electric operators properly.
See that elevator doors are not blocked open.
2)
Wear. Clean, lubricate and inspect all pins,
•
bushings, guides, etc., for wear. Be sure that
bumpers are in place and in good condition.
3)
Hangers ~ Examine for proper operation,
wear,
upthrust adjustment and condition of guides in
bottom of doors. Check tracks for wear and
alignment, and tighten all fastenings.
4)
Interlocks - It is extremely
.1
important that all lock
failures be repaired without delay. Check contacts
and the point at which the contact closes. Try
to pull or lift the do.or open with the car outside
the range of the lock. Carefully check springs,
fingers, bases, clearances and tightness of bolts
and screws to avoid future shutdowns.
,'.
•
3.1.8
MM.123
•
Inspection
TABLE 3-1
INSPECTION CHECKLIST
HOISTWAY
(FROM TOP OF CAR)
Items To Be Inspected
5)
Door Closer Springs ~ If doors have been in use for
some time and the proper operation earmot be
obtained, it may be necessary to change the
spring to a different size.
Conduit
C~eck fastenings and inspect to be sure that the
conduit has not pulled out of the fittings and
that duct is securely fastened to wall.
Counterweight
1)
Guides - Check for wear, proper clearances and
adjustment.
2)
Rods and Nuts.
cotter
•
3)
limit
Tighten, if necessary, and check
pins.
Rope Fastenings. See that all rope connections
are properly made, and that nuts, check nuts.
and cotter pins are in place.
Switches
and Cams
1)
Rollers. Check for wear and replace if they
do not engage cams properly.
2)
Contacts ~ Check direction limits to open
properly for type and speed of elevator.
3)
Wiring. Be sure that all connections are tight.
4)
Test Operation. See that all switches and cams
are in correct alignment. Check directional
switches by running car to top and bottom limits
at slow speed. Check operation of UP final limits.
Rails
Check brackets, rail fastenings and fish plates
for loose bolts.
•
MM.123
Clean when required .
Application)Notes
Inspection
TABLE 3-1
•
INSPECTION CHECKLIST
.
PIT
Application/Notes
Items To Be Inspected
Buffers and Springs
1)
Operation - Run car at slow speed on buffers,
being sure that spring returns properly. If
traveling cables can catch in springs, weave and
bind No. 14 wire on side nearest to traveling cable.
2)
Check for loose nuts and bolts.
Fastenings'
Sheaves (Tape and Governor)
1)
Bearings'
Check for wear, especially those of
the governor
2)
tension
frames.
Fastenings of a/l Frames and Screens. See that
tension frame clamps are in place and tight.
3)
Switches - Check contacts and operation of
all switches, including limit, and tape.
•
Clearances
1)
Pit of Counterweght
. Check pit and striking
blocks to be sure that the counterweight
land before the car strikes the overhead.
2)
will
Governor Tension Frames - Check to determine
whether
or not ropes should
be shortened.
•
3.1.10
MM.123
Inspection
•
TABLE 3-1
INSPECTION CHECKLIST
HALLWAYS
Item. To Be Inspected
1)
ApplicationlNote.
Hall Buttons - Check for broken or sticking
buttons, and see that all screws are in place
If lights are used,
inspect for proper operation.
and plates properly fastened.
2)
Emergency Door Opening Keys - Check operation
of keys on doors arranged for their use. The key
is to be left only with a local code~authorized
person. Its use by people unfamiliar with
elevators may result in an accident if the door
is opened when the car is not at that floor .
•
•
MM.123
3.1.11
Inspection
TABLE 3-1
•
INSPECTION CHECKLIST
BOTTOM
OF CAR
Item. To Be In.pected
Application/Note.
Safety Devices
1)
Shoes and Safety Jaws - Check clearance between
shoes or blocks and the rails. Check all machine
screws in links and rods, and be sure that all
pins, nuts and kuys are in place and tight.
2)
Governor Test of Safety - If a recent safety
test is not a matter of record, then a standard
safety test at slow speed should be performed.
Be sure and check
local code
requirements.
equipment should be thoroughly
and after making the test.
All
inspected before
Guides
Check
for wear,
clearance
'and adjustment.
•
Traveling Cables
Check anchorage and be sure cables do not drag
on hatchway
wall when
car is traveling.
•
3.1.12
MM-123
•
OTIS
3.2
Lubrication and Cleaning
The Cleaning and Lubrication Schedule, Table 3-2,
lists those items that must be cleaned and lubricated
on a regular basis, as well as the frequency with which
this must be done. When an aste(isk is shown for
the lubrication interval in Table 3-2, lubrication of that
particular part is dependent upon intensity of service
and local conditions.
All information given in Table
3-2 is based upon average operation and conditions.
•
When dirt, grease, or oil must be dissolved, the use
of Cleaning Compound, Otis Spec No.2, is recommended.
This compound is a petroleum product, selected because
it is an effective cleaner, of low flammability and
toxicity, and safe to use on a wide variety of materials.
As with any solvent, normal precautions should be taken:
o
Use only in an adequately
o
Wear gloves to protect hands from prolonged
exposure to compound.
ventilated
area.
The cleaning compound, as well as the lubricants listed
in Table 3-2, have been selected after extensive experience
in the maintenance of elevator equipment, and are highly
recommended.
These products can be ordered from
Otis Elevator Co. by specifying the part numbers given
in the following chart .
•
MM-123
3.2-1
Lubrication & Cleaning
ABBREVIATION
IN TABLE 3.2
Oil
2
FULL TITLE
Cleaning Compound, Otis Spec. NO.2
VP-420540
Bearing Oil, Otis Spec. NO.2
VP-418790
BFO
10
Buffer Oil, Otis Spec. No. 10
VP-418935
MPG
12
Multi.Purpose Grease, Otis Spec. No. 12
VP.420240
Worm-Gear Lubricant, Otis Spec. No. 33
VP-419330
DPO 35
Dashpot Oil, Otis Spec. No. 35
VP.419540
HF
36
Hydraulic Fluid, "Otis Spec. No. 36
VP-821600
Oil
41
Door Check Oil, Otis Spec. No. 41
VP-419775
WGL
33
•
ORDER NUMBER
BFO
42
Buffer Oil, Otis Spec. No. 42
VP.419805
HGO
43
Helical Gear Oil, Otis Spec. No. 43
VP-419820
WRL
60
Wire-Rope Lubricant, Otis Spec. No. 60
Vp.419750
•
•
3.2.2.
MM-123
Lubrication & Cleaning
•
TABLE 3.2.
EQUIPMENT
LUBRICATION
SCHEDULE
LUBRICANT
CHECK
Geared Machines
Worms and Gears
Gearshaft Bearing
Sheaveshaft Bearing
WGL
MPG
WGL
33
12
33
1MO
6MO
Helical Gearbox
Pedestal Bearing
HGO
MPG
43
12
6MO
6MO
Gearless Machines
Sheaveshaft Bearings
MPG
12
6MO
Hydraulic Machines
Tank
Pump, if mounted outside tank
Pump Motor, if outside tank
HF 36
MPG 12
MPG 12
lMO
1MO
1MO
MPG
12
Oil 2
None
DPO 35
INTERVAL
LUBE CLEAN
REFILL
Machines
•
4YR
2YR
4YR
2YR
1YR
2YR
1YR
2YR
1YR
2YR
2YR
*
*
*
*
*
*
4YR
6MO
*
2YR
2YR
. 1MO
*
6MO
6MO
*
1MO
*
1MO
1YR
1YR
3MO
*
*
1YR
6MO
*
*
Motors and Motor-Generators
Bearings, Ball and Roller
Controller and Relay Panels
Open-Frame Relays, Hinge Pins
Covered or Sealed Relays
Dashpot Overload Relays
Brakes
Drum Brakes
Hinge and Lever Pins
Magnet Cores (except 155, 219,
269 and 339HT machines)
MPG
Disc Brakes
None
Oil
2
12
Transducers
Primary Position Transducer
Tape, Toothed
None
Oil 2
Primary Velocity Transducer
None
•
MM.123
3.2.3
Lubrication & Cleaning
TABLE 3.2.
LUBRICATION
•
SCHEDULE
INTERVAL
LUBE CLEAN
LUBRICANT
CHECK
Overhead (Machine Below)
Bearings, Ball and Roller
MPG
12
6MO
Secondary (DWT Gearless Machines)
Bearings
MPG
12
6MO
Deflector
Bearings with grease cups
Bearings with oil cups
Bearings, ball and roller
MPG
WGL
MPG
12
33
12
2WK
2WK
6WK
2: 1
Bearings, ball and roller
MPG
12
6MO
Compensating
Bearings
MPG
12
1MO
Governor Rope Tightener
Bearings, sleeve
.Bearings, ball and roller
Oil 2
MPG 12
1MO
1MO
Tension and Idler (Governor and Tape)
Bearings with pressure fittings
MPG
12
2WK
*
WRL
60
2MO
*
!':
1MO
1YR
1YR
EQUIPMENT
REFILL
Sheaves
Ropes, Hoist
2YR
2YR
2YR
2YR
*
*
*
2YR
2YR
*
2YR
2YR
*
•
Safeties, Car and Counterweight
Hinge and Link Pins, Pivot Points,
Actuating Screws and Tail Rope
Drum Bearings on Safety
""Hinge and" Link Pins on SafetyOperated Switch
Oil
2
Oil
2
3MO
Governors
Bearings, ball and roller
Hinge pins
MPG 12
Oil 2
6MO
*
2YR
2YR
6MO
•
CAUTION: Do not allow lubricant
to drip onto rope, jaws or gear
segments.
3.2-4
MM.123
Lubrication & Cleaning
•
TABLE 3.2.
EQUIPMENT
LUBRICATION
SCHEDULE
LUBRICANT
CHECK
INTERVAL
LUBE CLEAN
REFILL
Guides aml Shoes
Roller Guides
Guide Pivots
Lever Pins
Sliding Guides (for round rail)
Oil
Oil
2
2
2MO
*
"Slipit"
1MO
*
6MO
Stopping and Limit Switches, Hoistway
Roller Shaft
Hinge and Link Pins
Oil 2
Oil 2
3MO
3MO
Operating Fixtures
•
"Halo Light" Mechanical-Button
Pushbutton Guides
Powdered
Graphite
6MO
*
Types 7770A and OV L
Gearbox
Arms, pivot points
Check Unit (7770A)
MPG 12
Oil 2
Oil 41
6MO
1MO
1MO
3MO
*
2YR
Type 7777A
Clutch Vane Assembly
Pivot points on Vertical Pin
Pivot points on Horizontal Pin
Shaft, Nylon Roller
Leadscrew
MPG 12
Oil 2
Oil 2
None
3MO
6MO
3MO
6MO
*
*
3MO
6MO
Door Hangers
Bearings
MPG
Door Tracks
None
*
Threshold Guides
None
*
Door Interlock
Pins and Pivots
Oil
CAUTION:
Use only a small amount
of powdered graphite.
Door Operator
•
MM.123
12
2
*
2YR
*
1YR
6MO
3.2.5
Lubrication
&
Cleaning
TABLE 3.2.
LUBRICATION
EQUIPMENT
•
SCHEDULE
LUBRICANT
CHECK
BFO 10
BFO 42
3MO
3MO
INTERVAL
LUBE CLEAN
REFILL
Buffers
Below 18,000 Lb Gross Load
Above 18,000 Lb Gross Load
*
*
NOTE: 8e certain that buffer is
filled to gauge level.
CAUTION: Water from a flooded pit can
seep into buffer, and may contaminate
the oil. Always check oil for impurities
if pit has been flooded, even if gauge
reads full.
*
•
Lubrication is dependent upon intensity
of service and local conditions.
•
3.2-6
MM.123
•
•
•
OTIS
•
4.1
Controller
The main components of the MRVF Drive System
are housed in the controller cabinet of Figure 4.1-1.
Each of these main components is described below.
The three-section transistorized inverter supplies
variable-frequency,
three-phase power to the AC
drive motor.
Each inverter section consists of two
high-power transistors with associated free-wheeling
diodes and suppressors mounted on a common heat
sink, plus a printed-circuit board containing a base
drive circuit for each of the transistors.
A four-board cardfile, next to the inverter, develops
control signals for the inverter. The cardfi Ie contains:
•
o
an Inverter Control Board, consisting of a
pulse-width modulator, a current regulator,
and the logic required to protect the inverter
transistors from damage due to malfunction.
o
a Speed Control Board, consisting of a speed
regu lator, a torque control, and interfaces to
the elevator controller and safety circuits.
o
a Frequency and Amplitude
Control Board
which provides the reference three-phase control
signal of variable frequency and amplitude
that dictates the corresponding currents in the
three-phase motor windings.
o
a Speed Dictation Board which provides the
reference speed profile that dictates the actual
elevator speed.
The outboard Cardflle Power Supply includes the
safety relays that disconnect the transistor base
drive power supply each time either a normal or
emergency stop is made .
f
. The hinged relay panel, in the middle portion of
the cabinet, contains a complete operation control,
. plus some motion control and logic functions.
Hall
effect (current-sensing) devices and input filters
are located behind the hinged panel.
I.
~-
MM.127
4.1.1
Controller
.-
BATTERY-DISCHARGE
RESISTORS
CARDFILE
PC BOARDS
1 - INVERTER CONTROL
THREE-SECTION
TRANSISTOR IZED
INVERTER
2 - SPEED CONTROL
3 - FREOUENCY-AMPLITUDE
CARDFILE
•
POWER SUPPLY
@
CONTROL
4 - SPEED DICTATION
j}
D
HALL
DEVICES
RELAY
PANEL
INPUT
•
FILTER
BATTERY
DISCHARGE
RELAY
6.'.
0-"
\~"
MAIN
POWER
SUPPLY
f----'W]
.......•
!
\
0
BATTERY CHARGER
W/TRANSFORMER
Figure 4.1-1.
4.1-2
b
0
dDDC:
CHOKES IN SERIES
W/MOTOR WINDINGS
MRVF
(30FR) Controller
•
Layout
MM-127
Controller
•
The lower section of the cabinet contains a
battery charger; a DC-DC inverter that supplies
power to the main elevator drive, and three
chokes, one ,in series with each of the motor
, windings.
Operating Principles
The MRVF system uses a four-pole AC induction
motor driven from a variable-frequency power
source.
The speed of a three-phase induction motor depends
upon the frequency of the AC power applied to
it, the number of poles, and the load conditions.
When operating without load, the motor speed is
directly related to the supply frequency. For
example, if a 60-Hz supply frequency is applied
to a four-pole motor operating at no load, the
motor rotates at
•
120 x freguency .
number of poles
120 xJ2Q. ; 1800 rpm
4
If the supply frequency were reduced to 30 Hz, the
motor speed would be only 900 rpm: The no-load
speed of the motor is called the synchronous speed.
When the motor is placed under load, its speed changes
by an amount called the slip speed (in rpm) or the
slip frequency (in Hz). The slip increaseswith load,
reaching a maximum value at full load. The MRVF
system maintains a slip frequency of.:!;1Hz at maximum
torque.
When the drive is motoring, that is, when power is
fed to the motor for acceleration and for driving a
positive load (full load up, empty car down). motor
speed is less than synchronous speed and the slip
frequency is given as a positive number. Assuming
a 1 Hz slip frequency, and .a 60-Hz source driving
a four-pole motor.
speed;
•
MM.127
120 x
; 120 x
source frequency - slip freguency
number of poles
60 - 1
4
; 120
59
xT;
1770 rpm
4.1.3
Controller
••
When the drive system is regenerating, that is,
when the motor acts like a generator, returning
power to the source during deceleration and when
driving an overhauling load (empty car up, full load
down), the speed of the motor is greater than the
synchronous speed and the slip frequency is given
as a negative'number. Assuming a -1 Hz slip
frequency and a 60-Hz source driving a four-pole
motor, motor speed during regeneration is
120 x
60-(-1)
4
61
120 xT
= 1830 rpm
Precise slip control is essential in elevator applications.
Accurate positioning at the floor requires the ability
to operate near zero speed, which is a function of
precise frequency control. A comfortable ride depends
upon smooth acceleration and deceleration, which
requires precise control of torque (a function of slip
frequency and current) and smooth change of speed
(a function of smooth change of torque). Finally,
the efficiency of an elevator motor depends upon
its ability to regenerate power. Maximum regeneration
occurs at maximum speed and at a slip frequency of
approximately 1 Hz, and may reach approximately
30 percent of maximum power during motoring.
•
The MRVF system utilizes the 'regeneratedpower to
charge a storage battery which servesas the principal
source of energy ,to operate the elevator.
As shown in the system block diagram (Figure 4.1-2),
the elevator car is propelled by an AC induction
motor driven by a battery-powered inverter. The
inverter changesthe DC output of the storage
battery into three-phase AC power of smoothly.
variable frequency and amplitude.
The frequency and amplitude are controlled by the
inverter to produce positive slip (corresponding to
positive torque) when power is to be taken from the
battery for motoring, and negative slip (corresponding
to negative torque) when regenerated power is to
be used to charge the battery. A separate charger
maintains the battery at full charge during motoring
and shutdown.
Using a storage b,attery as the principal power
source has three important advantages:
o
4.1-4
•
The battery provides the high currents needed
during acceleration and deceleration, while the
building power lines need supply only the lowMM-127
Controller
•
TACHOMETER
'DA
STORAGE
BATTERY
AC
VF CONTROL
(INVERTER)
Q)B
Q)C
BATTERY
CHARGER
Figure 4.1-2.
MRVF
System Block Diagram
level average power required for keeping the
battery charged. As a typical example, the
peak currents delivered by the battery during
acceleration and deceleration could reach:!: 150
amperes, while the average charging current
could be in the range of 10 to 15 amperes.
The battery thus practically isolates the drive
system from the building power lines.
•
Motion Control
o
The battery also acts as a low-pass filter,
keeping any inverter-generated noise out of the
building lines.
o
Further, as a source of emergency power, the
battery is capable of running a single elevator
for approximately four hours during a power
outage.
Block Diagram
The MRVF motion controller makes the car follow
a speed command produced by the speed dictation
circuit and automatically produces the torque
required to provide the acceleration and losses
corresponding to each point on the speed trajectory.
The motion control block diagram of Figure 4.1-3
shows how this is accomplished.
•
MM-127
The speed regulator compares the speed dictation
command with the actual speed of the motor as
determined by the shaft encoder.
The difference
between these two input signals becomes the
speed error, a DC voltage proportional to the extent
of the error.
.
4.1-5
•
Control/er
CURRENT
REGULATOR
ELEVATOR
MOTION
CONTROLLER
SPEED FEEOBACI(
TRANSISTOR
PROTECTION
LOGIC
INTERFACE
CIRCUIT
CURRENT
FEEDBACK
r--------, i
I
I
I
t£'"i
I
I
Y
eo
lPH
HZ
I
I
L..
J
I
BATTERY
CHARGER
INVERTER
HAll
/
DEVICES
Figure 4.1-3.
Motion
"CHOKES
•
Control Block Diagram
The torque control converts the speed error voltage
(and an internal "bias" related to the motor
. excitation current) into two torque-related signals;
amplitude and slip control.
1)
The amplitude control signal is a 0-8VDC
voltage that specifies the peak ampl itude of
the three-phase motor current.
2)
The slip control signal is a O-j;5VDC signal
that specifies the slip frequency of the motor.
(The slip frequency is the difference between
the synchronous and asynchronous'speeds
of
the motor for a given frequency of input.)
The slip control is a positive voltage during
motoring, a negative voltage during regeneration.
Torque control circuit constants are chosen so that
the torque developed by the drive system is linearly
proportional to the input voltage (speed error). The
relationship is independent of motor speed.
4.1-6
The amplitude-frequency control produces three
reference sine waves, each representing the desired
current level in one of the three phases of the drive
•
MM-127
,.
•
Controller
motor input. All three sine waves are of the same
amplitude and the same frequency, but are phased
1200 apart.
1)
The amplitude of the reference output can be
varied from 0 to +10V, in proportion to the
0-8VDC amplitude input control signal.
2)
The frequencv of the reference output is
determined by the 0-:t5VDC slip frequency
command and the motor shaft frequency as
determined by the speed feedback shaft
encoder.
The reference frequency is the
difference between the slip and feedback
frequencies during motoring.
During regeneration,
the reference frequency is the sum of the slip
and feedback frequencies.
The current regulator compares the three-phase
current reference signals from the amplitude-frequency
control with the actual drive motor current as measured
by Hall effect devices that sense the current in each
leg of the drive motor.
Each of the three regulator
outputs is a sinusoid that represents the error
(difference) between the two current regulator inputs .
These variable-amplitude
sinusoidal outputs specify
the current level required in each phase of the drive
motor.
The pulse-width modulator converts these sinusoids
into three pairs of variable-width, constant-amplitude
pulses, each pair specifying the current level to be
produced in one phase of the drive motor.
The frequency of each pulse modulator output is
constant at 2KC (500 microseconds between pulses).
The pulse width varies with the amplitude of the
input so that, in each pair, the pulses are mirror
images of each other, as follows:
When the input sinusoid passes through
~Qv
•
MM-127
00
:-_P-cP-c:P-cFtJ
o--~L1:T%~
.r500 USEe-t
4.1-7
Controller
When the input sinusoid readies a positive peak
e.
;
J
L\ Va
0-
When the input sinusoid reaches a negative peak
0-_1
The pulsed signals control the operation of power
transistors in the inverter. These transistors switch
power between the battery and the AC induction
drive motor. During regeneration, .AC power from
the motor is inverted to DC and used to charge
the battery. During motoring, power is applied to
the motor from the battery. The inductance of
the motor and the series chokes serves to filter
out the 2.KC high.frequency component of the
motor current so that the current builds up to the
commanded level at a sinusoidal rate.
•
o~
A 3D.microsecond dead band is provided between
the edges of the two complementary pulses, to be
sure that one set of transistors' has had time to
turn off before the other set is turned on. The
deadband prevents the simultaneous conduction
of two transistors in the same leg of the inverter,
a situation that could cause a dead short across
the battery and a potentially destructive current
surge through the transistors.
0-
04.1.8
•
MM.127
,.
Controller
Special Operational and Motion Control Features
The MRVF system incorporates the following
unique features.
Battery Operation
During Power Outage
Elevator service is not interrupted by building
power fai lure. The elevator continues to run on
battery, and can do this for several hours, until
the battery voltage decreasesto al1Proximately
150 volts.
Each MRVF elevator can provide normal service
up to four hours without a generator after the
building loses normal power.
The total available battery back-up time is the sum
of the individual battery hours. A four-car group,
for example, where each battery pack had three
hours of charge remaining, could if desired provide
elevator service for up to 12 hours.during a power
outage if building personnel allow only one elevator
to operate at a time .
•
If battery voltage falls to less than 150 volts,
automatic controller circuits will call the car nonstop, at reduced speed, to the main landing, light
the PLEASE EXIT WHEN DOORS OPEN jewel in
the car, open the doors to permit exit of passengers
at the main landing, and shut down the car, leaving
the doors open.
Manual reset is required to restore the car to
operation after a low-battery condition.
Releveling
A heavily loaded car will occasionally overshoot the
floor by up to 1.5 inches. Upon detection of th is
condition, releveling circuits will wait approximately
1/4 second to allow for dropout of relays in the
drive logic unit, and will then bring the car back
to within 1/2 inch of the floor.
Anti-Stall
Circuits
Monitor circuits, in operation during both the
.acceleration and deceleration portions of a run,
.will initiate remedial action if a stall condition
is detected.
•
MM-127
Should the elevator fail to reach a minimum speed
of 30 fpm within 5 seconds of receiving the start
signal, monitor circuits will drop safety link relays
4.1-9
Controller
e.
C, CX, CY, DRR, B1R, and B2R, shuttin9 off the
drive. After a short delay, the start sequencewill
repeat, giving the drive another try.
..
Should the elevator fail to reach floor level
(:t 1/2 inch) within 5 seconds of dropping the
URO or DRO relay, the monitor circuits will
drop safety link relays C, CX, CY, DRR, B1R,
and B2R, shutting off the drive. After a short
delay, the safety link relays will be re-energized
and the car will relevel into the floor at approximately 10 fpm.
Wrong Direction Sensor
If the direction of rnotor rotation is opposite to
that of the dictated direction, relay WRO will
pull in and self hold. This will drop out relays
C and CX, stopping the car. As a precaution
against the possibility that WRO should prematurely
release, relay CY stays in, preventing C and CX
from pulling in.
•
Note that this is a different function from that of
the J or reverse-phaserelay used in controllers
powered from three-phase sources. The conventional
J relay operates upon loss of one of the three-phase
input lines, or phase reversal from the A-B-C
sequence, or low voltage on any or all phases.
The MRVF system, which derives primary power
from a single-phaseline, does not use a J relay.
Adjustments
The following precautions should be considered
before attempting any adjustments:
o
MRVF circuits seldom require readjustment.
Do not perform any of these procedures
unless a need for readjustment is indicated
as. described in the following paragraphs:
o
Apply power in the following sequence:
1) Close disconnect switch on wall.
o
4.1-10
2)
Close circuit breaker on battery cabinet.
3)
Turn on COS toggle on controller
(Figure 4.1-4).
4)
Turn on toggle on cardfile power supply
(Figure 4.1-4).
•
Turn off power in reverse sequence.
MM-127
Controller
DPU
DPU
IBI
(AI
DPU
OLU
(CI
(CARDFILE)
POWER
ON
•••
LIGHT
I'
~
~
POWER ~
.ITOGGLE
L.. __
OFR1
DFR2
DFC1 DFC2
DODD
DI I:::~
HSB
CJ
DPS
_
TERMINALS
-----
o D 1,
cos
BL
DCAP
32V
F4C
•
D
D
HSA
/
D
)/4A
I
TBO, 1 THRU
294
TERMINALS
FUSES
300 . 319
THRU
121i
320 - 339
II
I
EJ E]
DO
DC
;0;
OF2D
PPS
250V
';5A
250V
O.5A
0
0
0
BCU
o
~~~
DJF1D
-0
FUSES
LAMP
'.
FUSE
1A, 250V
•
Figure 4.1-4.
MM.127
Fuse, Control, and Indicator Locations
4.1.11
Controller
•
POTENTIOMETER Pl "'-..
Ir:-
"':"~'l'
~'. .,.~-O.
u...
~a
'+..
TIll'
'0
,ta a
L
O. Al
0 0
-
• ~.IU tt.
•' ..
CI.
•
--.
::~-~-~~~
~a a •
ClO'
•
•
~,-
"C.i-_-~J
.••
•
o
ADJUSTMENT POINT
". . ---=' ~
,,~,
o.
........,..
••••
<:60..
.
POTENTIOMETER P2
...
..0
g::~o:r:::
II:
C'O
Figure 4. 1-5.
L oadweigh ing Board
Battery Voltage and Current
Building power lights the indicator lamp on the
battery charger unit, BCU (Figure 4.1-4) once
the wall disconnect switch is closed. When this
lamp is on, and the batteries are almost fu lIy
charged (ammeter reads less than one ampere,
indicating that the rate of charge is tapering off),
perform the following procedures:
1)
Place vacuum-tube
2)
Set ADJ VOLTAGE
reads 220VAC.
POT screw until meter
3)
Set ADJ CURRENT
POT to mid position.
Perform this procedure
have been installed.
voltmeter
across battery
•
pack.
just after new batteries
Loadweighing
The load measuring device is a load cell mounted
under a foot of the machine.
The cell is connected
to a printed-circuit board in a metal box on the
machine structure.
Connections to the controller
from this box provide circuit input voltage and a
scaled output to the mother board. The printedcircuit board has two potentiometers,
one for offset
adjustment at balanced load, and another for gain
adjustment at full load.
•
Loadweighing potentiometer
P1 should be readjusted
after a buffer safety test or a buffer application,
or if the loadweighing cell has been changed.
Loadweighing potentiometer
P2 should be readjusted if
the car sags upon brake lift, or if leveling accuracy
is poor at heavier loads.
4.1.12
MM.127
.~
Controller
•
1)
Place the positive probe of a digital vacuumtube voltmeter on pin 11 of TB1 (Figure 4.1-5),
and the negative probe on pin 12.
.
2)
With balanced
3)
With car empty, adjust P2 so that car does
not sag on startup.
load in car, adjust P1 for OV.
Scaling Adjustment
This adjustment sets the maximum car speed in
both normal and inspection operation.
One
setting adjusts for both modes of operation.
•
1)
Turn on wall-mounted rlisconnect switch,
circuit breaker on battery cabinet, COS switch
on controller, and toggle switch on Drive
Logic Unit power supply.
(See Figure 4.1-4.)
2)
Neon indicator next to COS toggle lights up.
Red LED above Drive Logic Unit power supply
toggle switch lights up .
3)
Place digital voltmeter between test points
SFB and GND on the Frequency and Amplitude
Control Board 82110.
(See Figure 4.1-6.)
4)
Make a full-speed run and record maximum
meter reading. It should be slightly less than
9V (nominally, 8.8V).
5)
Move digital voltmeter leads to test points SR
and von
Speed Dictation 80ard 8211 E.
6)
Locate scaling potentiometer
on Speed Dictation
Board 8211E.
(See Figure 4.1-6.) The
potentiometer
is a black, disc-shaped unit,
marked "0", "50" and "100" around the edge,
with an arrow on the rotating element.
7)
Make a full-speed run and adjust scaling
potentiometer
so that maximum voltage on
digital voltmeter matches reading taken in
step 4.
Speed Detector Panel (SOP)
•
MM-127
This panel acts as an independent speed detector
to satisfy the elevator code requirement that
static drive systems be prevented from exceeding
150 fpm with the doors open. It also backs up the
normal terminal stopping device, initiating an
emergency stop if speed reduction does not occur
4.1-13
Centroller
~ __ ~_~_~
_~
INVERTER
CONTROL
82118
SPEED
CONTROL
8211C
•
SPEED
DICTATION
8211 E
FREQ. & AMPL.
CONTROL
82110
SCALING
POT
....
..
~
••
POWER ON
LIGHT
POWER
TOGGLE
•
Figure 4.1.6.
Carofile
Test Points and Adjustments
as the car nears a terminal.
The panel (labelled
"Dual Speed Switch") is mounted to the rear wall
of the controller cabinet, as shown in Figure 4.1-4.
The speed detector panel receives pu Ises from a
sensor mounted on one end of the motor shaft.
The sensor, which consists of a 24.tooth gear
rotating at motor speed in a magnetic field,
generates pulses at a rate proportional to motor
rpm.
The panel contains two separately adjustable
frequency detector circuits, each with its own
relay output and indicator lamp. One circuit
monitors at low speed for the code requirement
(relay K1, red LED), the other monitors at high
speed for the slowdown backup (relay K2, green
LED). Both relays are energized (and both indicator
lamps go on) when input power is applied.
4.1.14
•
MM.127
•
Controller
o
Relay K 1 de-energizes and the red LE D goes
out at a motor speed of 360 rpm (car speed
of approximately
70 fpm).
The potentiometer
associated with K 1 is factory-set and should
not require re-adjustment.
o
Relay K2 de-energizes and the green LE D goes
out at a motor speed of 1600 rpm (car speed
of approximately 320 fpm). The potentiometer
associated with relay K2 may need a slight
increase in setting if emergency stops occur
while slowing down at a terminal.
One eighth
to one quarter turn clockwise should be
sufficient. After re-adjustment, check that K2
drops out (and green LED goes out) on a
full-speed run; if relay does not drop, a slight
counterclockwise
adjustment of the potentiometer
is required.
Phase Sensor Circuit
•
•
MM-127
Perform this adjustment if one of the Hall device
current sensors has been replaced. Adjustment requires
use of an extender board between the Inverter
Control Board B211 B and Mother Board 8211 A .
(See Figure 4.1-6.)
1)
Turn on wall-mounted disconnect switch,
battery cabinet circuit breaker, COS toggle
on controller (Figure 4.1-4) and power
toggle on Drive Logic Unit (Figure 4.1-4)
in that order.
2)
Place digital VTVM between test points IA and
GND on Inverter Control Board 8211 B.
3)
Rotate potentiometer
reading.
4)
Move positive probe of VTVM to test point
5)
Rotate potentiometer
reading.
6)
Move positive probe of VTVM to test point
7)
Rotate potentiometer
reading.
8)
Remove VTVM. Turn off Digital Logic Unit
power toggle, COS toggle, battery cabinet
circuit breaker, and wall disconnect switch
in that order.
ZA for OVDC meter
lB.
ZB for OVDC meter
IC.
ZC for OVDC meter
4.1-15
Controller
•
Maintenance
Power Su pply Check
1)
Turn on wall disconnect switch.
2)
Turn on battery cabinet circuit breaker.
3)
Turn on COS toggle on controller. Neon
lamp adjacent to toggle should light.
4)
Using multi meter, measure the following
voltages on the PPS:
Measure Between
5V to 5V return
24V to common
48V to common
Read Voltage
4.8V to 5.2VDC
22V to 26VDC
45V to 52VDC
5)
Amber light on 8CU should be lit.
6)
Using multimeter, measure from 32V to 32V
return terminals. Meter should read between 30Vj34VDC.
•
Battery Charger Check
Periodically check the condition of the battery
pack and the battery charger. This check is
particularly important after a new set of batteries
has'been installed, and after an undervoltage shut.
down has occurred.
1)
With the car standing at the floor, the battery
charger voltmeter should read between 205V
and 225V (the higher voltage early in the
morning), and the ammeter should read
between 1 ampere and 2 amperes, depending
upon the state of battery charge. (Meter
will read less than 1 ampere if batteries are
fully charged.)
2)
After approximately 2 hours of intensive
service with heavy loads, the battery voltage
should decreasesomewhat. However, if the
voltage drops below 185V, recheck the setting
of the 8attery Charger Unit adjustments. If
the voltage remains low, troubleshoot the
8attery Charger Unit and the battery pack.
Fuse Data
t
WARNING: SOME AC VOLTAGES ARE 325 VOLTS.
Use care when checking fuse voltages to protect
yourself and the equipment.
'
4.1.16
Check fuses with voltmeter or ohmmeter as indicated
in Table 4.1.1. Refer to Figure 4.1-4 for location of fuses.
MM.127
Controller
•
TABLE
4.'-'.
FUSE DATA
Measurement
Data
Circuit
flead Between
Volts
+
Circuit
No.
Rating
AmpNolt
PPS
F1C
F1C
6A. 250V
6A. 250V
180.270VDC
F1C.2
F1C.4
BCU
F2C
F2C
30A,250V
30A,250V
325VAC
F2C.4
F2C.2
8CB
F3C
F3C
30A, 250V
30A. 250V
Check
. 2000# , 3000#
2500# , 3500#.
150A, 200A
DPU
FlO
F2D
Resistor
80x
F4C
F4C
20A Time Delay
BCB
BCB
30A,250V
continuity
and
across fuse with
power off
180.270VDC
FlO.l
F2D.l
180.270VDC
F4C.2
F4C.4
Located in Battery Cabinet Circuit
across
Check continuity
Breaker.
each fuse with power off
•
1l5VAC
F5C-2
F5C.4
2A
ll0VDC
Fl-2
HLl
F2
6A
110VDC
F2.2
HLl
CDC
F3
2A
110VDC
F3.2
HL1
BDC
F4
2A
48VDC
F4-2
I-iL 1
DO
F5
2A
48VDC
F5.2
HL 1
SEL
F6
2A
48VDC
F6-2
HL 1
SON
F7
2A
48VDC
F7.2
HL1
DU?
F8
lA
48VDC
F8-2
HLl
SOP
F9
lA
24VDC
F9.2
HL 1
HPI
FlO
lA
24VDC
Fl0-2
HL1
HR8
Fll
lA
24VDC
F 11.2
HLl
LWB
F12
lA
24VDC
F12.2
HLl
1.5A, 250V
1.5A, 250V
0.5A, 250V
+130V
.130V
5V
HPI
F5C
lA,
8
Fl
DMA
PPS
•
BCU
lA,
250V
250V
Check
with
Check
with
DPS
MM.127
4A,32V
Check
with
continuity
power
off
continuity
power off
continuity
power off
4,1'17
Controller
CONTACT
DISCONNECT
\
SWITCH
,.,
1
FROM
•
ON WALL.
MOUNTED
~
COS
r.-:
2
~o--:-G..L.L:
301
_
Q
as
PES
~
~
302
'9'
J
ESR
9 ~
HES
7.
POS
r~,
E1S1
lESl
PES
303
'P
21
252 2TB7
30'
E2S1
.,..~
22
2188
21
/
2TB!,
251
CBT-I
AUNY
C
~~
L-i;YL~...J'---~O~1J.~JY
,
250
=
~--'
r:::-:"
DLU(USII
WRD
9
,
4
r-~I1-----
A'T
GO
9
I
OS
2&3
c
8
D1Z
5
7 ~14
a2Z
I:;:
2S9
I 255
'
A
.--'~
~;;;
~~~E
1 99 l2TB~ 2T~~ 101
'\"
1
71
,---,
EM STOP I
AUDX
246
103
--.J
•
"R
,
R2
,'5
ex
104
'06
265
263
TAK2
2~3
GSl
•
~'l
I
I
257
I AUOX
9 6
L;.Jl::
8AK2
-~~2
OS
OS
I
266
LGO.
261
71~
Figure 4.1.7.
I
3J
~GOXA
1
<I
MRVF Safety Chain
HL1fTBO
Safety Chain
Relays e, ex, and ey are made by the safety
chain. (See Figure 4.1-7 and Table 4.1-2.)
Note that the path to potential switches e and
ex includes three contacts that are unique to the
MRVF system.
4.1-18
o
Wrong Rotation contact WRO is closed unless
the motor rotates opposite to the dictated
direction.
o
The Emergency Stop function is normally
kept closed by the Drive Logic Unit. Note
that this Emergency Stop function is in
addition to the STOP button on the car
operating panel and machine room.
•
MM.127
Controller'
•
o
The third contact, K2 on the Speed Detector
Panel, is closed unless the car fails to slow
down near the terminal.
If any of these three contacts shou Id
CX will drop, and will stay out until
is corrected and service is restored by
operating the emergency stop switch,
controller cutoff switch, COS, to the
and then back to the on position.
open, C and
the problem
momentarily
ES, or the
off position,
It may also be necessary to operate the RESET
button as explained in the paragraph entitled,
"Controller Reset".
TABLE 4.'-2.
•
FUNCTION
NAME
SYMBOL
COS
SAFETY CHAII\I COMPONENTS
Cutoff Toggle Switch
on Controller Cabinet
Opens when flipped down during
maintenance
operations
Contact on Battery
Charger Disconnect'
Opens when disconnect
on wall is opened
switch
Switch
OCS
LaS
if counterweight
Counterweight
Governor Switch
Opens
overspeeds
Top Final Limit
Opens
if car approaches
overhead
Opens
if car approaches
buffer
in down direction
Switch
L7S
Bottom Final Limit
Switch
pas
Pit Door
PES
Pit Emergency
Switch
Stop
•
Exit
Opens when
Emergency
Opens when
to pit is opened
Stop
Switch
down
emergency
exit panel
Contact
in" car is opened
SOS
Safety-Operated
Switch
Opens when
TES
Top-of-Car Emergency
Stop Switch
Opens when Emergency Stop Switch
on top of car is toggled down
Emergency
Open~ if Emergency
El S1
E2S1
MM-127
Emergency
door
in pit is toggled
Switch
EEC
Opens when
Switches
Stop
safety
jaws clamp
Stop
rail
Switch
car is toggled to Stop position.
switches are shorted out during
Fireman's Service
in
These
4.1-19
Controller
TABLE 4.'-2.
SYMBOL
OS
NAME
FUNCTION
Car Governor
Switch
Opens if car overspeeds
direction
in down
C. CX.
Potential
CY
and Auxiliary
Relays
Drops when safety chain is opened,
initiating an emergency stop
RUNY
Run Auxiliary
Relay
Closes when
WRO
Wrong
K2
Terminal Slowdown
Relay on Speed
Switch
Rotation
Detector
L4S
L3S
•
SAFETY CHAIN COMPONENTS, CONTD.
Relay
car is stopped
Relay energizes, dropping C and ex
relays, if motor rotates in direction
opposite from dictated direction
Relay drops
320 fpm
if car speed
exceeds
Panel (SOP)
Top Emergency Slow-
Opens when car is 42 inches from
down Limit Switch
upper terminal
Bottom Emergency
Slowdown Limit
Opens when car is 42 inches from
lower terminal
•
Switch
AUO
Access Up or Down
Relay
Closes when
is operated
TAK
Top Access
Closes when access keyswitch at
upper landing is turned to either
U or 0 position
BAK
Bottom
OS
Door Interlock
Opens when
fully closed
hoistway
door
GS
Gate Switch
Opens when
closed
car door
is not fully
OLU
Emergency
Key
Access
Key
Stop
Opens when
4.1-20
Drive
keyswitch
Leveling Permit
and Auxiliary
OZ
Door Zone Relays
Closes when
of floor
BR
Brake Lift
Permissive
is not
Logic Unit
an emergency
LGO.
LGOX
Relays
access
Closes when access keyswitch at
lower landing is turned to either
U or D position
commands
Relay
either
stop
,
Closes when car is between 1/2
inch and 3 inches from floor
car is,l within
for brake
3 inches
lift
. MM-127
Controller
•
Controller Reset
Internal monitoring circuits will initiate shutdown
upon detection of certain abnormal conrlitions.
The specific condition causing the shutdown is
indicated by the lighting of an LED lamp on
the Speed Control Board 8211C. (See Figure
4.1-6.) Restoration of service requires a reset
operation, as described below:
•
•
o
Overspeed lamp OS liqhts when shutdown is
due to car exceeding the maximum permissible
speed in either inspection or normal operation.
Restore service by pressing the RESET button
on the Speed Control Board, then turning
the COS switch off and on.
o
Undervoltage lamp UV lights when shutdown
is caused by low battery voltage. The elevator
travels non-stop to the main -landing, opens
doors to permit passengerexit, then parks.
Restore serviLJ by first recharging batteries
as follows:
1) Open toggle switch on Drive Logic Unit
(cardfile).
MM.127
2)
Turn off COS toggle switch on controller.
,
3)
Open circuit breaker on battery cabinet.
4)
Be sure disconnect switch on wall is closed.
5)
After approximately 1 hour, batteries should
have charged to approximately 200V;
charging current after an hour should be
approximately 4 amperes.
6)
Once batteries have charged to 200V,
press RESET button on Speed Control board.
7)
Close circuit breaker on battery cabinet, COS
toggle, and power toggle on Drive Logic
Unit (cardfile) in that order.
8)
Perform "Battery Charger Check" as
previously described in this section. Take
elevator out of service if battery voltage
drops below 185V .
4.1.21
Controller
If batteries
o
•
fail to charge:
1)
Check fuses F2C, F3C, and those in
disconnect switch and battery cabinet
circuit breaker.
2)
Check batteries.
3)
Check setting of battery charger controls;
check battery charger itself.
If current fault lamp CF is lit, have reset
procedure performed by Otis Elevator Company.
•
4.1-22
MM-127
•
•
OTIS
4.2,
Position Transducers
Primary Position Transducer (PPT)
The Primary Position Transducer (PPT, Figure 4.2:1-)
is used in place of the electromechanical selector to
give the location of the elevator in the hoistway.
TAPE SHEAVE
(SPROCKET)
GUARD
PRIMARY
POSITION
TRANSDUCER
•
TOOTHED
STEEL TAPE
Figure 4.2.1.
Primary Position Transducer
The PPT is driven mechanically by a perforated selector
tape connected to the car, and two tape sheaves..a 20.inch
sheave mounted in the machine room, and a second sheave
mounted either on the pit floor or off the main rail,
dflPending on the rise and speed of the elevator.
•
MM.129
The heart of the PPT is an opto'electronic device that can
detect down to .025 inch of car movement. A train of
pulses from the PPT is fed to the car controller where
the pulses are decoded into the exact position of the
car in the hoistway.
4.2.1
Position Transducers
Maintenance
The PPT is sealed to prevent dust and moisture from
contaminating the optical. readers incorporated in the
unit. Therefore, the PPT unit requires no internal
adjustment or maintenance.
Check for the presence
of the :!"BVDC power supply voltages at the PPT
terminals listed below. If not present at the PPT,
trace the power supply voltages back to the car
controller terminals, then to the Car Electronic Power
Supply (CEPS). If necessary, remove the A1-J2
connector and check voltages directly at CEPS output
pins 6, 10 and 14.
SIGNAL
TRACING
SIGNAL
RANGE
PPT
A3-TB1
(+)
(-)
+BVDC
7.11VOC
P9A
P9B
9
CEPS
P'O
"
10
BV Return
-BVDC
-7.3-B.7VDC Pl1A
Pl0
"
PllB
6
Continuity of the wiring between the PPT terminals
and the transducer I/O card edge connector should also be verified.
SIGNAL TRACING
PPT
SIGNAL
4.2-2
•
llDCR
A3-TB1
(+1
I-I
(+1
X
P,
Pl0
rx
P2
Y
(-)
1/0
1
Pl0
35
Pl0
2
Pl0
P
P3
P'O
3
Pl0
36
IV
P'
Pl0
•
Pl0
•
A
os
P,O
5
Pl0
3'
IA
P6
P'O
6
P'O
k
BOO
P7
Pl0.
7
Pl0
32
IB90
PB
P,O
B
Pl0
1
J
P12
Pl0
'2
P'O
29
IJ
P'3
Pl0
13
Pl0
h
K
Pl'
P,O
"
P'O
30
IK
P15
P,O
15
P'O
j
B
P'6
Pl0
16
Pl0
2B
IB
P'7
P'O
17
P'O
,
ABO
P'B
P,O
lB
Pl0
27
IA90
P'9
P'O
19
P'O
•
.
•
•
MM-129
..7
"""f,
,.
"~
',.
Position Transducers
•
The steel tape used with the PPT should be kept
clean and a light film of oil put on the surface
that goes over the sheaves. Tape drive and tension
sheavesare carefully aligned to prevent rubbing of
the tape. To prevent unnecessarypull on the tape,
keep the drive and pit sheavesclean and properly
lubricated.
Secondary Position Transducer (SPT)
Otis Type 7145D
The Secondary Position Transducer (SPT, Figure 4.2-2)
detects when the car has entered the outer and inner
door zone regions around the floor. This door zone
information is fed to the car controller as a double-check
on whether door operation will be allowed.
The SPT consists of four car-mounted inductor-type
transducers actuated when a hoistway-mounted vane
slides through the "U" of the transducer. Outer
Door Zone inductors ODZ1 and ODZ2 (one for each
direction of travel) are actuated when a stop is picked
up and the car is 12 inches from the floor. Inner
Door Zone inductors IOZ1 and IDZ2 (again, one for
each direction of travel) are actuated when a stop has
been picked up and the car is 18 inches from the floor.
•
NO.1
(IDIZ)
No. 2
(DDIZ)
TRANSDUCER
No.3
(DD2Z)
No. 4
(ID2Z)
Figure 4.2-2.
Secondary Position Transducer
The car is in the outer door zone (12 inches from floor)
when both IOZ1 and ODZl (or IDZ2 and ODZ2) are
actuated. The car is in the inner door zone when both
the IDZ transducers are actuated.
Maintenance
•
MM-129
The SPT is a sealed unit, requiring no adjustment
or maintenance. If the IDZ/ODZ relay is faulty, and
the fault is not in the relay itself, check that the SPT
is receiving +24VDC, then check all wiring to the
4.2.3
Position Transducers
transducer elements per the straight diagram. If none
of the above discloses the location of the fault, test
each transducer element separately by moving the car
at inspection speed towards the floor and noting
whether the output drops to OV at the distance from
the floor given in the table below. If a faulty element
is discovered, the entire SPT must be replaced as a unit.
DISTANCE
TRANSDUCER
FROM
FLOOR
TEST POINT
IDll
K11.13
+18 inches
ODll
Kll.14
+12 inches
OD2l
K11.15
.12 inches
ID2l
K11.16
.18 inches
Hoistway Position Reader
Type 7575Y
The Type 7575Y Hoistway Position Reader (Figure 4.2-3)
uses a 3-inch wide "floating" steel tape which runs the
length of the hoistway, and a reader device which rides
on the car crosshead.
•
The floating steel tape is hole-punched to accommodate
the installation of steel vanes in three colums:
COLUMN
VANE
1
Stop pickup vanes for the
down direction of travel
2
Door zone/leveling vanes
3
Stop pickup vanes for the
up direction of travel
Intermediate landings contain up and down stop
pickup vanes and a door zone/leveling vane. Terminal
landings contain only two vanes -- a stop pickup vane
and a door zone/leveling vane.
The reader device contains front.mounted proximity
switches which are actuated by the steel vanes.
4.2.4
•
MM-129
Position Transducers
•
,.--------.
I
l
DOWN STOP
PICKUP VANE
(EXCEPT AT TOP
LANDING)
PERFORATED TAPE
SUSPENDED IN
HOISTWAY
I
UL~
I
US~
G3=
DZ
DOOR ZONE/LEVEL
VANE
DLIa:'
UP STOP
PICKUP VANE
-(EXCEPT AT
BOnOM
LANDING)
ARRANGEMENT OF
PROXIMITY SWITCHES
IN READER DEVICE
(VIEW FROM CAR SIDE)
•
ARRANGEMENT OF VANES
PLASTIC
GUIDES
POSITION READER
DEVICE MOUNTED
ON CAR CROSSHEAD
Figure 4.2.3.
•
MM-129
Hoistway Position Reader System, Type 7575Y
SWITCH
FUNCTION
OS
Down Stop Pickup
DL
Down Leveling
D1Z/D2Z
o,DZ
Door Zone
UL
Up Leveling
US
Up Stop Pickup
--
4.2-5
Position Transducers
•
TCO MAGNET
AT
TOP LANDING
ALS MAGNETS, IF
SPECIFIED, ARE
INSTALLED
ON ~
THIS SIDE OF
THE FLOATING
TAPE.
DOWN ELS
STOP PICKUP
MAGNETS
TAPE
ELS DOOR
ZONE MAGNETS
•
UP ELS
STOP PICKUP
MAGNETS
CAR CROSSHEAD
POSITION
READER
DEVICE
ALS
Figure 4.2-4.
42-6
Emergency Landing Position Reader System
BCO
.ELS
•
MM-129
Position Transducers
•
The switches initiate the stop pickup and door-open
operations, and control the final level of the car.
The stop pickup switches have an additional function:
each time a stop pickup switch operates, it produces
a pulse which advances the floor-position stepper switch
in the controller.
"
There is the possibilitY that the stepper switch could
become misaligned, hence be set for the wrong floor.
Therefore, correction pulses are generated by magnetoperated switches TCO and BCO in the position reader
device, as they ride over magnets mounted off the
floating tape at top and bottom landings. (See
Figure 4.2-4). The correction pulses will advance the
stepper switch, if necessary, until it is set at the correct
floor.
The stepper switch that keeps track of car positi on
could be misaligned at the time that Special Emergency
Service (SES) is required.
Therefore, the emergency
service landing (ESL) and, if specified, the alternate
emergency service landing (ASL), are located by
magnet-operated
switches (ALS and ELS) that are
completely independent of the stepper switch. (See
Figure 4.2-4.)
•
Maintenance
For quiet operation, the nylon guides in which the
floating tape rides should be periodically sprayed
with "Slip-lt"
lubricant.
The proximitY switches are sealed units, requlrmg no
maintenance or adjustment.
If a malfunction is
suspected in one of these circuits, first check the
wiring between switch and controller.
If the wiring
checks out, then test the proximity switch as follows:
The magnet-operated
switches (ELS and ALS) are
tested with power off. Bring a magnet close to
the switch, then check for continuity between
terminals (+l and (-). Remove the magnet; an open
circuit should exist between (+) and (-).
The vane-operated switches are tested with power on.
Bring a vane close to the switch, and note that the
LED lights on printed-circuit board A8121AR in the
hoistway reader unit. If the LED fails to light, check
the other switches.
If LEOs for those switches also
fail to light, check the +24VOC power supply.
If
LEOs light for the other switches, test the switch
originally suspected as follows:
.
•
MM-129i
,I
4.2.7
Position , Transducers
1)
Measure +24VDC between terminals (+) and
(0) of the switch.
2)
Place a steel vane near the proximity switch.
3)
The output should drop to OV.
Magnet.operated switches BCO and TCO are tested
the same way, except that the switch is actuated
with a magnet rather than a vane.
Magnet-Operated Switches
Type F0177BP
Car-mounted proximity switches, actuated by
hoistway-mounted magnets, determine car position,
initiate slowdown, and initiate door operation.
Maintenance
The proximity switches are sealed, requiring no
maintenance or adjustment. Check switch operation
with power off. Bring a magnet close to the switch,
check for continuity between siNitch terminals (+)
and (-). Remove magnet, and note that an. open
circuit now exists between the terminals.
•
MAGNET
PROXIMITY
Figure 4.2.5.
4.2.8
SWITCH
Magnet-Operated
Switches,
Type F01778P
•
MM.129
•
OTIS
4.3
Controller Relays
!,
Reverse.Phase Relay
Type 6402F
The reverse-phase "J" relay continuously monitors the
three-phase input power lines for the following
abnormal conditions:
•
o
Loss of any phase
o
Low voltage on any or all phases
o
Phases reversed from A-B-C sequence
SENSITIVITY ADJUSTMENT
Figure 4.3.1.
Reverse Phase Relay, Type 6402F
This is a plug-in device (see Figure 4.3-') consisting
of a solid-state voltage and phase-angle sensing circuit
driving an SPDT electromechanical relay. A failure
indicator and sensitivity adjustment are provided on
the case. There are no replaceable parts.
•
MM.l30
If any of the above failure conditions is sensed, the
relay is released, initiating elevator shutdown. The
failure indicator lights at this time to aid in troubleshooting.
4.3-1
Controller Relays
•
Adjustment
The only adjustment required
sensitivity control as follows:
is the setting of the
o
Connect 3-phase power to be monitored to pins
3, 4, and 5. Make sure the A-B-C sequence
is followed
o
Turn sensivitity adjustment fully clockwise.
Failure indicator should light
o
Turn adjustment slowly counterclockwise
until
indicator light goes out. This setting shou Id be
correct for most installations.
If nuisance trips
occur, turn adjustment slightly further counterclockwise.
Siemens. Allis Overload Relay
The Siemens-Allis overload relay (Figure 4.3-2) ccnsists
of three directly heated bimetal elements arranged to
operate a single-pole, double-throw form Z isolated
contact.
With three bimetal elements, the .relay can
detect single phase and voltage unbalance conditions
in addition to motor overload.
.
The
The
are
and
•
entire assembly is sealed in a block-type package.
bimetal elements are factory-calibrated.
There
no replaceable parts. The relay has one dial
two buttons:
PUSH
CONTACTOR
TO CLOSE
MANUAL
OVERLOAD
MANUAL AUTO
RESET SELECTOR
RELAY
OVERLOAD
4.3-2
RESET
•
DIAL
Figure 4.3-2. Siemens-Allis Overload Relay and Conractor
MM-130
)
•
Controller Relays
o
A black dial for setting the tripping current level
o
A red Reset button
o
A blue button for selecting between manual
("hand") and automatic reset
,Adjustment
Set the black trip control dial to the required current
level, as shown in the chart below:
Motor
Rated
Horse-
Motor
Power
Voltage
Overload
Dial
Setting
200
50
230'
44
20
•
Motor
Rated
Horse-
Motor
Power
Voltage
Overload
Dial
Setting
200
59
230
51
25
460
22
460
26
575
18
575
21
Check that the blue button is set to the manual reset.
("H") position. The button will project from the case
when properly set.
CAUTION:
Never operate the elevator without the overload
relay cover in place. The arc chutes, essential
to safe operation of the contactor, are part
of the cover assembly.
The following procedure, which checks the trip adjustment, need be made only if a new relay has been
installed. For this test, motor and equipment should
be at room temperature and all equipment in the normal
operating position. Doors and gates are to be blocked
open (to prevent someone stealing 'the car), and the
entrance barricaded.
1) Remove one fuse from the main line switch
•
MM-130
2) With a stop-watch ready for timing, manually
close and hold in the contactor
3) As soon as the contactor button is pushed
home, start the stop watch
4.3-3
Controller Relays
4)
If the overload does not operate within 10 seconds:
a) Pull the main line switch
•
b) Wait for overload to cool
c) Turn the black dial to a slightly lower setting
d) Press red reset button
e)
5)
Repeat steps 2 and 3
If overload operates within 5 and 10 seconds:
a)
Restore fuse
b) Wait for overload to cool, then press red
reset button
6) With the overload relay set between
seconds, the elevator should trip the
in less than 50 consecutive relevels.
pump and motor to stop completely
the next relevel.
5 and 10
overload
Allow the
before starting
General Electric Overload Relay
Otis Type 6315Y
The 6315Y overload relay (Figure 4.3-3) consists of
three heater elements, each connected in series with
one phase of the motor input, a bimetallic strip common
to all three heater elements, and a normally closed
contact. Current through the motor windings causes
the heater elements to radiate heat which, under overload
or single'phase conditions, is sufficient to bend the
bimetallic strip, forcing open the contact, initiating
shutdown.
•
The entire assembly is sealed in a block-type package.
Factory-calibrated heater elements are the only
replaceable parts.
The 90-110 button is the only adjustment. Using
this button, trip setting can be adjusted between 90
and 1fO percent of the nominal heater trip rating.
This button adjusts all three phases.
The manual reset button is the only operating control.
There is no provision for automatic reset.
Field Test
4.3-4
All thermal overloads are tested in the factory for
the calculated, single-phase, locked-rotor current
corresponding to the motor with which it is to be used.
•
MM-l30
Controller Relays
•
HEATER ELEMENTS
90-110 BUTTON
•
Figure 4.3-3.
RESET BUTTON
General Electric Overload Relay,
Otis Type 6315Y
A record is made of this test on a label attached to the
controller in the immediate vicinity of the overload relays.
This label shows the calculated and factory-applied singlephase test current in amps, the wiring diagram symbol
for the relay Pl A, the tripping time in seconds and
the part number of the heater element used.
The following procedure, which checks overload operation
under single-phaseconditions, should be made whenever
a heating element has been replaced. For this test,
motor and equipment should be at room temperature,
and all equipment in the normal operating position.
Doors and gates are to be blocked open (to prevent
someone stealing the car) and the entrance barricaded.
CAUTION:
•
MM.130
Never perform this procedure on a hydraulic
elevator.
1)
Remove one fuse from main line switch
2)
With a stop watch ready for timing, manually
close and hold in the motor winding switch
3)
As soon as the motor winding
home, start the stop watch
switch is pushed
4.3-5
Controller Relays
4)
The thermal overloads should trip, within 20
to 30 seconds, trip time being dependent upon
ambient temperature, etc.
5)
Restore the main line fuse and after the overload
has cooled, reset it and cool the motor by running
the elevator a few trips from top to bottom of
hoistway without intermediate stops.
6)
Remove a second fuse and repeat steps 2 through
5.
7)
Repeat for the third fuse to ensure that no matter
which fuse opens, the motor circuit will be
interrupted by operation of the overloads
8)
Restore all circuitry to normal
9)
Reset any tripped overloads
•
10) Run the empty elevator for three complete
round trips from bottom to top terminal,
stopping at each intermediate floor on the
down trip but not allowing any door operation.
•
11) The overload should not trip
In step (4), should the overload operate in less time
than required, the heater element can be changed
to the next higher rated unit. Repeat test. Motor
should not be so hot that it cannot be touched by
hand.
Similarly, if the overload should fail to operate
within the required limits, a lower rated unit may be
substituted.
Whenever overload heater elements are changed, the
label on the controller should be modified.
MUST BE INSTALLED
IN
OVERLOAD
RELAY WITH
NOTCHES
/
UP
'"
•
232AP RESISTORS
(HEATER ELEMENT)
4.3-6
MM-130
•
Controller Relays
Allen-Bradley Type N-301
Overload Relay, Otis Type 63150
The Type N-301 overload relay (Figure 4.3-4) is
a magnetically-operated,
dashpot-timed,
normallyclosed relay. The relay coil is connected in the loop
circuit between the generator and motor armatures of
a Ward. Leonard installation.
The normally closed
contact is connected in the safety chain that initiates
an emergency stop if any of a variety of actions occurs .
•
•
GRADUATIONS
OIL PORTS
CORE~
•
MM-130
Figure 4.3-4.
Oashpot- Timed Overload Relay
4.3-7
•
Controller Relays
The relay has an adjustable core, the motion of which
is retarded by an oil-filled dash pot.
o
Aj:ljusting the position of the core up or down
lowers or raises, respectively, the minimum current
required to trip the. relay.
o
The time required for the relay to trip is determined
by two small ports in a piston which rides in the
dashpot attached to the core. An adjustable lid
controls the passage of oil through these ports,
and also serves to relieve the oil seal formed in
the chambers under the piston.
o
The piston contains two additional ports, covered
by steel balls, which allow it to freely return to its
normal position when there is no magnetic pull on
the core.
'.
Under overload conditions, the core pops up after
approximately l/4-inch of piston travel, striking the tripping
plunger. When tripped, the normally closed contact opens,
initiating an emergency stop through the safety chain.
A manual reset is provided above the core.
•
Adjustment
With a relay controller Ward-Leonard installation, make
this adjustment every 5 years when the full.load safety
test is made.
NOTE:
1)
4.3-8
Elevonic installations require special test equipment
for this adjustment. Call Otis Elevator Co., to
perform the equivalent of this procedure in
conjunction with the five-year, full-load safety test.
Remove dashpot as a unit, by swinging the wire
. clamp forward.
2)
Dashpot cover (marked THIS END UP) is removed
by pulling on core. Three or four light taps with
the piston might be required to loosen cover.
3)
Oil should be clear and should just cover the tips
at the bottom of the core. Piston should be clean.
If oil is cloudy and/or dashpot is dirty, empty out
oil, clean with Otis Cleaning Compound No.2, and
refill with Otis Dashpot Oil No. 35. Oil should
just cover the tips at the bottom of the core.
4)
Re-install cover, then re-install dashpot onto relay.
5)
Connect ammeter in loop circuit, between
generator and hoist-motor armature.
•
MM-130
I
•
Control/er Relays
6)
If overload trip current and trip time 'are
recorded on a tag attached to the overload
relay, proceed to step 11.
7)
Install full load in car.
8)
Send car up, non-stop, from bottom to top
landing. Measure and record the running current
and brake-to-brake time.
9)
Multiply running current determined in previous
step by 1.5. This is the overload trip value.
10)
Add 15 seconds to brake-to-brake time determined
in step 8. This is the overload trip time.
11) Prevent brake from lifting.
12) Weaken motor field to standing value.
•
13) With full load in car, complete generator shunt
field circuit and cut out sufficient field resistance
until ammeter reads the overload trip value current
determined in step 9.
NOTE:
To maintain constant current, momentarily push
in an accelerating switch, until current begins
to rise above desired value, then momentarily
releaseswitch to cause it to drop. By alternately
pushing in and releasing the accelerating switch,
an almost constant current can be maintained.
14) The overload current should trip after a delay equal
to the overload trip time calculated in step 10.
15) If overload trips too soon, cover oil ports further.
If relay trips too late, open oil ports slightly.
16) If adjustment of check ports fails to set relay to
proper time, trip current setting must be redone.
To do this, empty oil from dashpot, clean and dry,
then repeat step 13. Adjust piston (screw down
to increase value of current required to trip relay)
until relay operates at current calculated in step 9.
Add oil to dashpot, re-install.
•
\
MM.130
CAUTION: DO NOT LOWER CORE SO THAT SECOND
GRADUATION FROM TOP IS BELOW TOP
EDGE OF DASHPOT, OR RAISE CORE SO
THAT THE LOWEST GRADUATION IS
ABOVE TOP EDGE OF DASHPOT.
4.3-9
Controller Relays
Maintenance
Consistent operation of the N-301 depends almost
entirely on keeping the dashpot clean. Inspect at
6-month intervals. Change oil if cloudy or dirty.
Clean dash pot and piston with Clean ing Compound
No.2.
Air dry. One more word: when cleaning,
be very careful not to disturb piston setting by turning
piston on screw.
Open-Frame
•
Relays
The small, encapsulated or enclosed relays have no
replaceable parts and require no maintenance.
If one
of these relay fails, it should be replaced as a unit.
The larger, open-frame relays described in this section
have replaceable parts, and require periodic inspection,
cleaning and adjustment (see Figure 4.3-5). The
principal maintainable parts are described below:
Coils
•
These coils, if kept clean, and protected against
mechanical damage and arcing, will give many years
of service. Make sure that the coils are firmly supported
and that connections are tight.
If a coil opens and the broken wire can be located on
the outer layers, it may, in an emergency, be spliced
carefully or a few of the wires taken off until the
wire again becomes continuous.
After the terminals
have been replaced, the body of the coil should be
retaped, corded, and painted with insulating varnish.
If the coil is to be replaced, check value stamped on
coil to be sure of getting the proper replacement.
Coil
leads are numbered.
The odd numbered lead. is the
one that ties into the common equipment ground.
The even numbered lead is the positive side of the relay.
Contacts
Contact life can be prolonged by tightening all
contact holder screws securely.
Periodically, check
wires and copper braids, particularly where constant
movement may cause breakage.
Contact leads are
numbered - odd numbered leads go to the stationary
side of the contact; even numbered leads go to the
moveable side of the contacts.
•
Metallic contacts should be replaced only when they
become thin and begin to warp. A darkened, irregular
contact surface may look bad, but is still capable of
providing good service.
4.3-10
MM-130
Controller Relays
•
/ARC
DEFLECTOR
ARC BARRIER
•
Figure 4.3.5.
Typical Heavy.Duty.
Open.Frame Relay
If burning occurs in silver-to-silver contacts, check
current and wipe and compression of contacts. Look
also for circuit failure that may have caused an increase
in contact current.
Carbon contacts should be firmly seated in the holder,
and the locknut on the stem of the holder tightened
securely, but not so tight as to break off the bolt at
the base of the holder. Adjust carbon contacts to
attain maximum contact spring pressure. All contacts
on switch arm should make at the same time.
Arc and ElIowout Deflectors
For prompt, safe snuffing of the arc, allow no dirt,
copper, or carbon dust to accumulate on the relay.
Be sure that blowout is installed so that the arc is
blown up, away from the working parts of the relay.
Tighten all terminals securely.
•
MM-130
Type 6754 and 6830 Switches
These switches are furnished with two main making
contacts (suffix B) with three main making contacts
(suffix A) with two main making and one main breakmake contact (suffix C); or with two main breaking
silver-to-silver contacts (suffix D) for series field shunt
4.3-11
Controller Relays
application.
The A and B variations are each available
in two arrangements, either with carbon stationary
contacts or with metallized contacts.
If stationary
contacts are being replaced, it is important to make
certain that the proper one is used since current carrying
ability of the carbon contact is less than for the metallized
type.
•
Adjustment
The armature adjusting screw should be set to provide
a 1/2" gap for all making contacts on the 6754 switch
and a 9/16" gap on the 6830 switch. Main making
contact compression should be 5/32" for either the 6754
or 6830 switch. The series field variation of either
switch should have 1/16" contact gap with the switch
energized and 1/16" contact compression with it
de-energized.
Auxiliary contacts may be furnished for any arrangement
of either switch except the series field switch variation
(suffix D). Note that the 6810A auxiliary contact
assembly has the making member located beneath the
breaking member.
Arrangement NO.3 of the auxiliary
contacts is currently required only with the 6754C
switch.
Its breaking contact, instead of being rigidly
fastened, is backed by a coil spring. It is bent at the
time of assembly to provide only 1/16" contact gap
with the switch energized, instead of the 1/4" gap used
for other auxiliary contact arrangements.
This one
auxiliary contact is arranged for delayed opening to
permit applying it to insert a cooling resistor (1000
ohms minimum) in series with the magnet coil--this
is done with the 6754C switch. Auxiliary contact
stationary members are stamped with a letter "5"
to designate side with silver inlay.
•
Type 6744 and 6520 Switches
The 6744 switch resembles the 6520 and both switches
are designed primarily for use on starters for M;G:. set
driving motors.
For this purpose they are furnished with
only making main contacts and are either 2 or 3 pole.
Intermediate making contacts, between the main contacts,
are available if associated circuits require them.
For a
similar reason auxiliary contacts may be furnished, the
6810A type, arrangement No.2, for the 6744 switch;
and the bridging type, as formerly used, for the 6520
switch. Aside from this difference and the difference
in size, the only other major variation in switch
construction is that the 6744 armature is of the clapper
type, whereas the 6520 retains the entering core type
of construction.
4.3-12
•
MM.130
•
Controller Relays
Both switches are available with silver-to-silver contacts
in conjunction with the main carbon-to-copper
contacts
if the duty requirement is beyond the capacity of the
carbon-to-copper
contact alone. Where used, the silver
contacts provide the load carrying capacity and the
copper-to-carbon
contacts absorb the arc effects.
Adjustment
With the switch de-energized, the armature gap at
the top of the core should be 21/32" for the 6744
switch and its copper-to-carbon
contact gap should
be 3/4".
The 6520 main contacts should have a
1-5/16" air gap with switch de-energized and have
7/32" to 9/32" compression when it is energized .
•
Figure 4.3-6.
Type A6164BP
•
MM.130
Type 6164BP Relay
Switch
The basic switch is shown in Figure 4.3-6. Four
variations of this switch are available: a general
purpose magnet relay, a condenser timed relay,
a self-holding relay, and a definite voltage relay.
A three-digit arrangement number is used to designate
switch type and contacts available. The first digit
indicates the type switch as No. 1 through NO.4 in the
order listed in the table below. The second digit is the
number of making contacts and the third digit the number
of breaking contacts.
Thus, arrangement No. 341
indicates a self-holding relay with four making contacts
and one breaking contact .
The self-holding magnet uses a hardened steel
is marked with a groove at the armature end
it from other arrangements.
The self-holding
timed arrangements use a kick-off button and
coi I spring.
core. It
to distinguish
and condenseran associated
4.3-13
•
Controller Releys
Winding arrangement of the coils used with these switches
is such that, facing the switch, the tag should be to the
left. On three lead coils, the starting lead is then the
upper right, the finish lead the upper left, and the tap
lead, the lower left. On four-lead coils, the finishing
leads are to the left, the starting leads to the right.
The upper pair of leads are for the inner winding and
the lower pair for the outer winding.
Adjustment
Setting dimensions are given in the table below:
A6164BP Switch
Arrg. No.
Armature
Gap
Contact
Gap
Core
Gap
Function
1
11/64"
5/32".3/16"
.0-
Pull.ln
2
3/16"
5/32".3/16"
.007
.012
Condenser
Timed
3
3/16"
5/32".3/16"
.007
•012
Self•
Holding
4
Adjust
Adjust
.0-
Definite
Voltage
NOTE:
•
Settings for definite voltage relays are dependent
on intended operating voltage.
•
4.3.14
MM.130
•
OTIS
4.4
Batteries
The Gel/Cell Battery
The Gel/ Cell Battery is the lead-acid storage battery
used in the MRV F elevator system. Sixteen of these
batteries, connected in series, are installed in the MRV F
battery cabinet.
The Gel/Cell differs in two important
storage battery in your car:
o
The electrolyte is a jelly-like material rather than
a liquid. Sealed in a polypropylene case, the
gelled electrolyte will not leak or spill, even if the
battery is left upside down for extended time
periods. The electrolyte does contain su Ifuric
acid, however, and must be treated with respect
and care. At temperatures above 1400 F, the
electrolyte will become liquid and will then be
capable of leaking out if the case is cracked or
if the battery is upended.
o
The cranking (discharge) current is well below that
of the standard automotive battery, and the terminals
require special connectors (see Figure 4.4-1). Therefore, this Gel/Cell is not suitable for automotive
applications.
•
~._o
respects from the
_
SEALED CAPS
.350" SOUARE
CUTOUT
MRVF
"POSITIVE"
"--
@@@@@@
~
"L" BLADE
TERMINALS
POLYPROPY~
CASE
{}
+
/'
•
MM.t32
Rigure 4,4-1.
Gel/Cell Battery
4.4-1
Batteries
I
•
I
CAUTION
SAFE TEMPERATURE:
10' F TO 140' F
Precautions
Conditions to Avoid:
o
Smoking,
batteries.
flames, or generation
of sparks near
o
Use of solvent-type
o
Temperatures
o
Breathing of silicon dioxide
gel is allowed to dry out).
o
Breathing of fumes from burning battery
o
Any contact with sulfuric acid.
cleaning fluid on battery
case.
above 1440 F or below -76oF.
•
(released if electrolyte
cases.
WARNING
WEAR:
RUBBER GLOVES
SAFETY GOGGLES
HAVE AVAILABLE:
SODIUM BICARBONATE
WATER SOURCE
Personal Protective Equipment:
Eye Protection:
Skin/Body Protection:
4.4.2
•
Safety glasses (goggles) with side
shields when changing batteries.
Rubber gloves and apron when
working with sulfuric acid.
MM.132
Batteries
•
Respiratory Protection: Not normally necessary, but see
above on dangers of breathing
fumes from sulfuric acid, burning
batteries, or silicon dioxide.
Storage Requirements:
Do not stack unless specified.
Do not store for more
than 24 hours at temperatures above 1400 F or below 100 F
(if discharged).
High temperatures could cause liquefaction
of the gelled electrolyte with subsequent possible spillage
or leakage when the battery is operated in other than an
upright position.
Freezing of the electrolyte in a discharged
battery could crack the battery case and give rise to
subsequent leakage of acid, and possible dr,ying out of the
electrolyte.
Silicon dioxide may be released if the
electrolyte gel is allowed to dry out. Breathing of the
silicon dioxide may result in respiratory irritation.
Spill/Leak Precautions:
•
If electrolyte is released or spilled, flush area with water.
If water is not available, use sand or ashes. Neutralize
the area of spill with sodium bicarbonate (baking soda) .
Fire/Explosion:
If flame is applied, the battery case. may melt and burn.
Sulfuric acid is non-flammable, but hydrogen gas, generated
when charging, is very explosive.
Battery should be
charged according to instructions.
Do not charge at a
higher current or for a longer period of time than is
recommended.
Never charge if vents in battery cabinet
are blocked.
Area must be ventilated.
Use dry chemical
or CO2 to fight fire if acid is present and is near other
electrical equipment.
Avoid breathing fumes from burning
battery cases. They may be toxic.
First Aid After Contact with Sulfuric Acid:
Sulfuric acid is capable of burning skin, eyes, and all
body tissue on contact.
Respi ratory irritation may occur
'from excessive breathing of vapors and mists. Swallowina
of sulfuric acid can cause severe injury.
First aid must be started
in serious injury_
•
MM-132
at once, since delay can result
All contaminated clothing must be removed immediately.
Flush affected areas of the body with large amounts
of water, then neutralize further with a mild alkaline
solution (baking soda or sodium bicarbonate).
In
case of eye contact, wash the eyes with large quantities
4.4-3
Batteries
of running water for 15 minutes.
Hold the eyelids apart
to make sure the water washes the entire surface of the
eyes and lids. Do not use hot water, but warm water
is more comfortable than cold. A physician, preferably
an eye specialist, should be called immediately.
If the
physician does not arrive within 15 minutes, washing the
eye should be resumed for another 15 minutes.
•
If sulfuric acid is swalloWed, call a physician immediately.
Do not induce vomiting.
Do not give anything by mouth
to an unconscious person.
If the person is conscious,
have him wash out his mouth with large quantities of
water. Then have him drink milk, preferably mixed
with egg whites.
If milk and egg whites are not available,
have him drink as much water as possible.
'I,
I
.
Maintenance
It is not necessary to refresh the electrolyte
to these batteries.
or add water
The only preventive maintenance procedure recommended
is a periodic check of the battery terminal connections
(once during the first three months of operation, then
twice a year).
WARNING
HIGH VOLTAGE (190 to 225 VDC) will be present
when all 16 batteries are connected to the circuit
breaker box. Use extreme caution to protect yourself
from shock, particularly when making the last connection
(jumper" A", Figure 4.4-2).
Do not connect either end
of the battery circuit to ground, H L1, or building steel.
For safety's sake, this high voltage is a "floating"
(ungrounded) circuit, and should be kept that way.
•
Turn OFF the battery charger disconnect switch and the
battery circuit breaker, then remove the positive (+) end
of JUMPER A (Figure 4.4-2).
Inspect battery terminals for evidence of corrosion.
Check that all battery connections are tight.
Removing Exhausted Batteries
,"
Battery life is anticipated to be between 3 and 5 years.
All batteries are to be replaced at the same time.
•
~...
4.4-4
MM.132
.,
Batteries
•
JUMPER "A"
I
'
BLACK CABLE
NO. 1740B3
I
,
,
/43"
'"
LONG
I'
_
4TH LEVEL
BREAKER
BLACK CABLE
NO. 1740B1
14" LONG
3RO LEVEL
•
TO CIRCUIT
BLACK CABLE
NO. 1740B2
28" LONG
2ND LEVEL
___
RED CABLE
NO. 174084
108" LONG
1ST LEVEL
FRONT OF CABINET
Figure 4.4-2.
Battery Hook-Up With Circuit Breaker on Right-Hand Side
WARNING
HIGH VOLTAGE (190 to 225 VDC) will be present
when all 16 batteries are connected to the circuit
breaker box. Use extreme caution to protect yourself
from shock, particularly when making the last connection
(jumper "A", Figure 4.4-2).
Do not connect either
end of the battery circuit to ground, H L1, or building
steel. For safety's sake, this high voltage is a "floating"
(ungrounded) circuit, and should be kept .that way.
•
MM-132
4.4-5
Batteries
•
First, turn OFF and lock both the battery charger
disconnect switch and the battery circuit breaker.
Then, remove the two 30 ampere fuses in the circuit
breaker box.
Next, remove the positive (+) end of JUMPER A,
then the positive ends of each of the long jumpers
(part number 174DB2) that connect from one level
of batteries to the next.
Remove the remaining battery connections from Level 4
(top) down to Level 1 (bottom).
Before installing new
batteries, clean the shelves and examine the connecting
cables for deterioration.
Replace cables where necessary.
Cables and hardware should be thoroughly clean before
installing new batteries.
It is suggested that rubber
gloves and goggles be worn during this operation.
Disposal of Batteries
Disposal of batteries is governed by local code as well
as by the Federal Environmental Protection Agency.
Some localities may require that batteries be taken to a
filling station or to a smelter.
Therefore, make arrangements for disposal of Gel/Cell batteries through the local
Otis office which is cognizant of the regulations that
apply to the area.
•
Install inti Fresh Batteries
It is not necessary to test the batteries prior to
installation.
Batteries, as shipped from the manufacturer,
are guaranteed to be in good working condition and
fully charged.
Each battery is designed to hold the
full 12.9 VDC charge for four months.
Install and wire one level of batteries at a time, starting
with the lowest level, as explained below.
Remove all the upper battery cabinet shelves. Place
four batteries in the bottom shelf of the cabinet.
o
If the circuit breaker is mounted on the right-hand
side of the cabinet, install batteries with the
positive (+) terminals to the outside of the cabinet,
as shown in Figure 4.4-3.
o
If the circuit breaker is mounted on the left-hand
side of the cabinet, install batteries with the
negative (-) terminals to the outside of the cabinet.
•
The red cable, part number 174DB4, is the first cable to
be connected.
Then connect a black cable, part number
174DB3. These two cables are connected from the
4.4-6
MM-132
Batteries
•
CIRCUIT
BREAKER
7415B
•
NOTE:
ADJUST
STEADIER
ANGLES
AS NECESSARy--l
-
-I
BATTERIES TO BE TURNED
1BOo WHEN CIRCUIT BREAKER
IS LOCATED
HAND
ON THE LEFT.
SIDE.
Figure 4.4.3.
Battery Cabinet
batteries (Figure 4.4-2) to the circuit breaker (Figure
4.4-4). The cable end with the large 3/8 inch diameter
terminal hole is connected to the circuit breaker.
The
smaller (1/4 inch) diameter terminal hole is connected
to the batteries.
After each level of batteries is wired, connect the negative
(.) end of a part number 174D82 cable, check the wiring,
then connect the positive (+) end to the next level of
batteries.
•
MM.132
When wiring the fourth and last level of batteries, insulate
the positive end of JUMPER A, part number 174D81
(Figure 4.4-2). Connect only after all other battery
connections, battery charger, battery charger fuses,
and controller wiring have been checked and found to
be correct and operating properly.
'
4.4.7
Batteries
Exercise extreme care in making this connection.
HIG H
VOLTAGE (between 190 and 225 VDC) exists at this
connectio':l.
•
Testing
Perform this test after the batteries have been installed.
in the battery cabinet, and wired to the circuit breaker.
With the battery charger service disconnect switch in
the OFF position and the battery circuit breaker in
the ON position, read the voltmeter on the battery
charger. The voltage should be between 190 VDC
and 220 VDC. No other test is necessary.
If no voltage is read on the voltmeter, check the
two 30 ampere fuses in the circuit breaker box and
fuses F3C1-2 and F:3C3-4 on the main controller.
(see Figure 4.4-4) .•
FUSES.
30 AMPERES
..,
,.,
._.,
•
.
. ;~
,
•
L
-------""1
I
I
CIRCUIT
BREAKER
TO CONTROLLER
F1 D2 AND
Figure 4.4-4.
4.4.8
FUSES
F2D2
Fuses and Circuit Breaker
•
MM.132
•
•
OTIS
5.1
Motor
AC Induction Motors
The single-speed,squirrel-cage, induction-type motor
is used in hydraulic machines, as the motor in motorgenerator sets, and in variable-frequency hoist machines.
The major operating characteristics of the motor are
listed on the nameplate.
DRIVE
SHEAVE
DISC BRAKE
FLEXIBLE
COUPLING
•
DEFLECTOR
SHEAVE
Variable-Frequency
l
j
•
MM.133
AC Drive
The synchronous speed, given in R.P:M. on the nameplate,
is the speed at which the motor shaft rotates when
running free (without load). Synchronous speed depends
upon the frequency of the power supply, and the number
of poles of the motor. For a given motor, the synchronous
speed is fixed by the frequency (usually 60Hz) of the
building power lines. In the case of the variablefrequency hoist motor, however, synchronous speed is
made to change by varying the frequency of the current
supplied to the motor from an inverter power supply.
5.1.1
Motor
The full-/oad running current, given in amperes on the
nameplate, is the current drawn by the motor when
running at rated horsepower.
Do not confuse this
parameter with the current drawn when the elevator is
fully loaded.: Usually, the full-load running current given
on the nameplate is a smaller number than the current
drawn by a fully-loaded elevator.
The nameplate number
is based on continuous duty; we can exceed the nameplate
value because the elevator runs on demand rather than
continuously.
•
The service factor rating on the nameplate indicates the
extent to which the horsepower rating can be exceeded.
For example, a motor rated at 30 HP, with a service
factor of 1.15,. can be safely operated at 30 x 1.15 =
34.5 HP:
Maintenance
Motors operated
no maintenance.
,
under oil in the hydraulic
tank need
For all other AC motors, maintenance involves lubrication
and keeping the windings free of dirt, water and oil. So
that there are no obstructions to the free flow of air for
ventilation, the windings should be blown out frequently
with dry air. Where a fan is used to cool the motor,
check for free rotation of the fan blades. All electrical
connections, both internal and external, must be kept
tight.
•
Motor or Stator Replacement
The motor nameplate is marked with either a star
("Y") or delta (L::,.) after the voltage to indicate
how the phase windin"gs are to be connected.
Be
sure to follow these markings for, if a delta motor
is connected in Y it will not develop sufficient
starting torque, and if a Y motor is connected in
delta, it will use excessive current.
There are times when the hand of the new stator is
different, i.e., the motor leads are on the opposite
side of the motor from the controller leads. On some
motors the leads are long enough so that the hand may
be changed by pushing the leads back into the motor
and p"ulling them out the other side. On other motors
the stator laminations are centered in the frame so that
the stator frame may be turned around to give the
proper hand. However, on several motors the stator
laminations are off center and temporary leads will
have to be installed.
A reversal of these stators will
cause excessive current and weak torque.
5.1-2
U
,.1
•
MM.133
Motor
•
STATOR
ROTOR WITH
COOLING VANES
BALL
BEARING
""-
•
SHAFT
BALL
BEARING
Typical AC Motor for MRVF Application
•
MM.133
5.1.3
Motor
Some motors are interchangeable as regards such physical
characteristics as drilling for motor feet, height of rotor
shaft, etc., but any substitution in the field would require
extreme care since motor horsepower and torque, and
controller switch horsepower limitations should be considered.
Some motors can be interchanged on the bedplate. However,
a new male half of the coupling may be required to
compensate for the shaft extension being larger in diameter
or shorter in length.
•
It is important to keep the above considerations in mind
when making a change in the field in order to avoid
difficulties with motor operating characteristics.
With three-phase motors, be sure that the numbered
motor leads are connected to correspondingly marked
studs, or the motor may fail to start, be extremely
noisy, or overheat.
Even when the new motor has been installed and connected
according to the markings on the motor leads and the
studs on the controller, it may run in the wrong direction.
If this happens, interchange two of the power feeders
to the controller. When three-phase power is secured
from delta-connected transformers and No. 2 feeder is
grounded, No. 1 and No. 3 power feeders at controllers
should be interchanged.
•
When power is supplied by V-connected transformers
with voltage to ground indicated on all three-power
feeders, interchange of any two power feeders at the
controller will reverse the motor direction. With
2-phase, 4-wire feeders (used in the Philadelphia area),
the feeders to one of the phases should be reversed.
With 2-phase, 3-wire feeders, the two outside feeders
should be reversed.
When power feeders are reversed, the reverse-phase
relay should have its leads reversed to give correct
operation.
The controller stud markings may not agree exactly
with those on the motor leads, i.e., the controller
studs will, in many cases, have markings preceded by
"M" or "MT", as for example: M1 or MT1. The M
or MT markings indicate that those controller windings
are for motor connections only.
DC Induction Motors
The direct-current induction motor is used on Elevonic
installations, on medium-rise Ward-Leonard installations,
and on some door operators.
6.1-4
•
MM-133
Motor
•
BRUSH HOLDER
SPRING
MAIN FIELD
COILS
ARMATURE
•
BEARING
FAN
COMMUTATOR
AUXILIARY
POLE COILS
Typical DC Motor for Elevonic Application
•
MM.133
5.1-5
Motor
The performance of DC motors primarily depends upon
the care given to the brushes and the commutator.
Therefore, this section is devoted entirely to this subject.
•
Brushes and brush holders must have the ability to carry
the electrical loads with the least amount of variation
and resistance, with minimum of heating, arcing, and
wear on the commutator.
An abrasive brush used with
a high-speed commutator,
for example, may keep'the
commutator surface clean but wears the commutator
excessively.
In like manner, strong spring pressure,
forcing the brush to bear heavily on the commutator,
is not an indication of good brush surface contact.
Generally, a properly functioning commutator shows
little if any brush wear and the surface is a deep amber
or chocolate color, unmarred by arcing from brushes.
Some arcing cannot be eliminated, however, as the
following explanation shows.
When you see a brush snug against a revolving
commutator you might naturally assume toe whole
brush face was in intimate contact.
But even though
an alert spring finger persuades the brush, pushing it
against the commutator,
the contact is only partial
and a look through a microscope would show why.
Neither the brush face nor the commutator surface
is really smooth at all. Tiny peaks stand out on each.
So even when the brush fits firmly against the commutator
a 100% contact between the two surfaces is impossible.
Now as the commutator whirls, the peaks on the brush
face are rapidly worn off and new peaks emerge to
maintain the contact between brush and commutator.
In turn, these high points wear away and are replaced;
the net effect is a whole series of rapidly shifting points
through which the electrical current flows. These
shifting points are perfectly normal to brush operation
and are no cause for concern.
The rapidly shifting points of contact just mentioned
all lie within the area "C" (see sketch below) and form
the most direct route for the current to follow. Because
their total area is so small compared with total brush
face area, they must carry enormous momentary
electrical currents - even though the current density of
the brush as a whole maintains normal v"alues in amperes
per square inch. You might suppose these peak currents
would quickly heat the brush and destroy it, but this
does not happen.
The brush's large mass of carbon with
unique refractory properties prevents excessive temperature
rise.
5.1-6
•
•
MM-133
Motor
•
ARCING
ZONE,
B
FREE PART, CaNT.'
POINT CaNT.'
A
C
FREE PART. CaNT.'
ARCING ZONE,
B
A
COMMUTATOR
BRUSH
HOLDER
FREE PARTICLES
•
There are two other pathways. through which the current
travels between brush and commutator. One originates in
area "A", the other in location "B". While the commutator
is spinning there are actually free particles present between
the brush face and the commutator - minute particles
of carbon, graphite, copper and dust, which conduct the
current across the gaps and ,;A". And, beyond the
free-particle contact area "A". lies the arcing zones "B".
At these locations,. in zone B, the current leap-frogs right
across the air gap, producing short but intense arcs between
brush and commutator.
These three current paths, the shifting contact points,
in zone C, the brush particles, in zone A, and arcing in
zone B, are normal occurrences in all carbon brush
operation.
There are other occurrences, however, that indicate
malfunction and that should be investigated:
•
MM,133
1)
Excessive sparking
2)
Noisy operation
3)
Excessive wear of commutator or brush
4)
Non-uniform commutator surface
These occurrences are discussed further in the next
paragraphs under "Causes of Commutator and Brush Wear" .
Causes of Commutator and Brush Wear
Improperly installed brushes and brush holders are the
most common causes of commutator and brush wear.
5.1-7
Motor
•
Check first that the correct brush has been installed,
that brush and brush holder are clean, that sufficient
spring pressure (3 to 5 pounds) is applied, and that
the brush is set at an angle of 30 degrees with the
radial line for reaction brush holders.
If brushes and brush holders are properly
the following:
installed,
check
."
An out-of-round commutator raises and lowers the brushes
in the holders during each revolution.
This causes
excessive side wear of the brushes and holders and, if
the brushes are thrown out of contact with the com.
mutator, "esults in a burned surface and flat spots.
A condition of this nature is serious, especially with a
high-speed commutator.
If eccentricity is excessive,
the only solution is to true up the commutator.
This
usually means turning the commutator on a lathe and
then grinding, as it is difficult to remove any great
amount of eccentricity by grinding alone.
Loose
bearings may cause eccentricity; check bearings before
returning a newly turned commutator to service.
Loose or high bars cause the brushes to jump and spark.
IndividiJal brushes may be high at either end or across
their full length, and are easily identified by noisy
brushe.s or by placing a stick or wooden pencil on the
top of each brush on any brush arm. High bars will
draw a progressively longer arc, and will in time destroy
adjacent bars. Again, the solution is grinding or turning
of the commutator.
•
High mica, where the mica insulating segments project
above the commutator surface, results in noisy brush
operation and excessive arcing and wear, as with high
bars. The remedy is to undercut the mica.
Flat spots may be caused by a bar that is a fraction
of an inch lower than its neighbor, high bars, high
mica, or feather-edge mica due to improper undercutting.
In each case, the brushes do not make proper
contact; and an arc is formed that spreads in time over
adjacent commutator bars, eating them away. Correct
this condition by undercutting, grinding or turning .
. Grooving is caused by continued wear of the commutator
by brushes that are improperly staggered, or brushes
that are too abrasive. In addition to excessive wear of
the commutator,
it results in sparking of the brushes.
The best remedy is to turn down the commutator
and
adjust or replace the brushes.
Lubricant-soaked mica causes destructive arcing, short
circuits, and ring fire. The cause is lubricant leaking
from over-lubricated bearings. Correct the leakage
5.1-8
~
\'
•
MM.133
Motor
•
problem, then clean the commutator
drYing agent.
with a liquid
Overheating may cause premature wear. This may be
due to an improperly set neutral point; excessive
current due to a misadjusted controller; short-circuited
or open armature or field coils, broken connections at
the commutator
bars, or loose brush yokes and stems;
or poor connections, dirt-clogged fields, or lack of proper
ventilation.
Short-circuited or open armature coils result in severe
burns on the commutator
bars to which they are
connected.
Repair of these coils requires the services
of an experienced armature winder.
•
Leakage to ground or "grounds': To check for a
ground, lift all brushes. from the commutator.
Check
for grounds to the brush stems, interpole, series
field (if used) and commutator.
Remember many
grounded machines are not grounded in the armature,
but in other parts, such as brush holders. To check
for the existence of a ground, use an ohm.meter between
each part and ground .
Brush Replacement
Brush yokes and brush holder stems are factory-set
to uniform spacing around the periphery of the
commutator, and should not require readjustment
during brush replacement.
Two types of brush holders are used in elevator
service.
Reaction type brush holders (Figure 5.1.1) should be
adjusted so that the angle at the bottom side of the
box is approximately tangent to the commutator
(at right angles to a line from the center of shaft
to the middle of brush face). This will give approximately the correct brush angle.
Radial type brush holders (Figure 5.1-2) should be set
so that the center of the brush edge is on a line
through the center of the shaft. This will place
bottom of brush tangent to commutator.
•
MM-133
Set all brush holders approximately
1/16" to 1/8"
clear of commutator to provide maximum support
for the brush.
Never replace all brushes at once, only those that
inspection indicates need to be replaced.
Look for
the wear indicator (a band wrapped around the pigtail
5.1.9
Motor
•
REACTION
TYPE
(A)
•
6134C
REACTION
TYPE
6134B
REACTION
Figure 5.1-1.
5.1-10
(B)
TYPE
(C)
Reaction- Type Brush Holders
•
MM-133
. .;.",
'
Motor
•
c-~--tDIRECTION
6134A
RADIAL
TYPE
6134D
RADIAL
TYPE
1/16" to 1/8"
OF ROTATION
•
Figure 5.1-2.
Radial- Type Brush Ho/ders
lead). When this wear indicator is level with the
top of the brush holder, the brush requires replacement.
•
MM.133
Next, look for signs of discoloration and physical
damage. These brushes, too, require replacement.
Finally, where erratic leveling leads you to suspect a
faulty brush, twist and open the strands of the pigtail
or shunt.
If the inner wires have become discolored
from a copper to a blue color, this brush should also
be replaced.
5.1-11
Motor
Do not mix brush grades. Different brush grades
mean different wear characteristics and different
resistances,and inevitably result in unstable performance.
•
Before taking off any of the old brushes, measure the
brush-to-brush distance along the commutator,
using a length of adding machine paper, Use this
distance as a guide when setting new brushes.
SPRING
LEATHER
SCALE
LOOP
PAPER STRIP
Figure 5. 1-3.
Checking Brush Pressure
Clean brush holder and insert new brush, lining it
up with the other brushes on the stem, and checking
that it can slide freely in holder.
•
On brush. holders with adjustable springs, check
brush pressure as follows:
6.1-12
o
Place a thin strip of paper between brush and
commutator, as shown in Figure 5.1-3.
o
Fasten spring scale to the brush pigtail
o
Carefully pull upward on the spring scale in a
straight line parallel with brush movement,
while gently pulling on the paper. When the
paper is free to be pulled from beneath the brush,
the spring scale should read as shown in the table
below. Adjust brush if necessary.
Otis Type 155HT Machine
3/4 to 1 1/8 Ib
Otis Type 219HT Machine
3/4 to 1 1/8 Ib
Otis Type 269HT Machine
3/4 to 1 1/8 Ib
Otis Type 339HT Machine
1 to 1 1/2 Ib
•
MM-133
Motor
•
After installation of the brush, the face should be
ground to the shape of the commutator,
using a brush
facing stone. Place the stone behind the brush to
be faced on the commutator,
allowing the particles
to travel under the brush. At the completion of this
operation, clean away dust from the brush holders and
connections.
The copper particles present in this
dust might short-circuit commutator segments.
NOTE:
When grinding brushes, never rub your fingers
across the face of the brush. Moisture can
greatly affect brush performance.
Setting Brushes to Electrical Neutral Position
Proper operation of DC elevator motors and generators
requires that the brushes be placed on electrical neutral
position.
•
Neutral position (neutral point) is the brush position
where the brushes rest on commutator .bars to which
are connected the ends of the armature coils in the
neutral plane -- the magnetic "dead spot" between
adjacent field poles where current in the coils must
go through zero in reversing from plus to minus .
With motors, neutral position is located simply by lining
up the brush ring with the chisel mark.
With generators, the "inductive kick" method is
recommended.
In this method, a voltmeter is connected
across. a pair of adjacent brushes and the field current
is alternately made and broken (or its value changed).
When the brushes rest on commutator bars connected
to armature coil sides in the neutral plane, no voltage
will be induced at the brushes.
NOTE:
•
MM-133
Disconnect any field wires from brush stems
to prevent false indications.
To set the neutral point, first check the brush spacing
about the periphery of the commutator as detailed
earlier, then remove all standard brushes and replace with
two special brushes with a centered "V" shaped tip
or two standard brushes ground or filed to a "V"
shape, with the thin edge exactly central with the brush
face, and place in two adjacent brush stems. Connect
a low reading DC.voltmeter (for example, use the 1();ma
scale of a Simpson meter of 25();mv sensitivity) across
these two brush stems. However, until the brushes
are somewhere near neutral, it is wise to use a low
voltage range such as 2.5 volts, finally going down
through the higher current ranges until a low range is
6.1.13
Motor
reached. This will protect the meter from serious over.
voltages. Set the meter pointer slightly off zero
mechanically to allow the detection of negative voltages.
(No measurements are required, this is just an indicating
instrument.)
•
Arrange a switch to interrupt (or change the value of)
the generator field current so that the changing flux
will cut the armature conductors.
Pass current through the field coils, then interrupt
(or change the value of) the field current. Note the
deflection and polarity of the voltmeter movement on
interrupting (or on reducing) the current. Try to operate
the switch at the same rate (speed) each time, since
induced voltage is proportional to rate of change.
Move brushes to the next commutator bar (right or
left) and repeat the above. If the reading is of the
same polarity and the deflection is less than the previous
trial, the brush movement was in the right direction.
If so, continue moving the brushes until the polarity
of the voltmeter reverses.
The position at which the polarity reverses is the
approximate neutral. The brushes should be centered
on these two bars (or set symmetrically) and the brush
yoke tightened in this position.
•
Mark these two bars with pencil, etc. (Bars on
either side of the polarity reversal point can be
used~)
With the two brushes still resting on these same two
marked bars, rotate the armature very slightly. The
field current should once again be wried and the
voltmeter read. A position will finally be found where
the voltmeter deflection is almost zero where the
voltage "prepares" to reverse. This is the neutral
position.
Temoorarilv block the armature to prevent its movement,
set the brushes centrally or symmetrically with these
bars, and fasten the brush yoke in this position.
The armature should be rotated one pole pitch and the
setting should be checked in this new position, moving
the armature only.
Commutator
Maintenance
A good commutator should develop and keep a uniformly
poliShed surface without the use of commutator compounds.
When cleaninq is necessary, it should be done lightly
5.1.14
•
MM-133
•
,
Motor
with commutator stone. Polishing with sandpaper should
be avoided; when absolutely necessary,only very fine
(No. 00) sandpaper should be used. It is well to
clean the commutator slots periodically with a stiff
brush to keep the slots free of carbon, copper, dirt, etc.
CAUTION:
Do not clean commutator with carbon
tetrachloride. This material is toxic in
an enclosed space, and has the further
undesirable effect of removing the surface
polish of the commutator.
Never use emery paper. Emery dust is
conductive and can short-circuit adjacent
commutator bars.
Eccentricity, flat spots, and high bars are corrected by
grinding or turning the commutator. Turning of
commutators, while usually quicker when much
cutting is necessary, must be done on a lathe and
requires that the armature be brought into the shop.
•
Grinding can be done on the job. For this reason,
grinding will usually be found the most effective
method of correcting commutator troubles .
Commutators should be ground only by an experienced
mechanic. Either a hand stone or a special grinding
tool can be used; however, because hand stoning often
aggravateseccentricity, use of a grinding tool is
strongly recommended.
Generally, all commutators that are furnished undercut
by the factory should be undercut in the field when
necessary. Undercutting should also be done if high
mica develops when brushes of the correct grade are
used. See that the cut is wide enough to remove all
mica. After undercutting, a "V" shaped hand scraper
should be run through the slots to remove mica slivers
and particles of copper.
Loose clamping ring bolts at the end of the commutator
may be the cause of excessivesparking, and loose or
high bars. Bolts should be checked when the commutator
is hot, tightening diametrically opposite bolts in
succession. Use only a firm, steady pull, as excessive
tightening can cause serious damage.
•
MM-133
Troubleshooting the Suicide Circuit
In Ward' Leonard control systems, the generator armature
is electrically connected at all times to the elevator
motor armature in the so-called "loop circuit".
With
the elevator motor stopped and the generator running,
5.1-15
Motor
voltages due to residual magnetism in the generator pole
pieces can force a high current through the generator
and motor armatures. High loop current (in excessof
15 amperes) will eventually burn out brushes and
commutator segments and may cause the elevator to
pull through the brake.
•
The "suicide circuit" applies these loop currents to the
main generator field in reverse direction so that they
demagnetize the pole pices. Loop currents become
self-destroying, hence the term "suicide" circuit.
If the generator brushes are sparking with no switches
closed and the elevator at rest, then high loop currents
should be suspected. Check to see if a pull on the
generator circuit overload coil is evident. If so, test
the suicide circuit as follows:
1)
Place an ammeter in the loop circuit
2)
Momentarily open the suicide circuit while the
car is at rest
A marked increase in loop current should be measured.
3)
Make up the suicide circuit. If the suicide
circuit is operating properly, the meter reading
should drop below 15 amperes.
•
The most likely cause of high loop current is faulty
contacts in the loop and suicide circuits. Check all
connections for tightness. Check all wiring and
components in these circuits. Finally, if car is
oscillatory at the same time as the generator brushes
are sparking, check uneven brush pressure and wear.
•
5.1-,16
MM.133
OTIS
•
5.2
Brakes
Drum Brakes
External and internal drum brakes are illustrated
in Figures 5.2.1 and 5.2-2.
In both cases, twin brake arms, pivoted at the base,
hold the cast-iron brake shoes against the brake
pulley by spring pressure. The brake is released
by a doc operated solenoid mounted atop the
bearing stand.
ADJUST
CLEARANCE
•
ADJUST SO LINK
IS VERTICAL
ADJUST SPRING
PRESSURE
ROD
SET SCREW
•
Figure 5.2.1.
External Drum Brake (131 and 139HT)
~
. MM-135
5.2.'
Brakes
•
The solenoid consists of a magnet coil wound
concentric with a split core. To release the brake,
direct current is impressed on the coil, drawing
together the two halves of the core, causing a link
and a lever to pull the brake arms away from the
brake pulley.
As the brake releases, brake solenoid current is
reduced from the level required to operate th>e
solenoid to the level required to hold the brake
released. Brake operation is fail-safe. In the event
of a power failure, the brake applies mechanically
and automatically.
In an emergency stop, the brake helps to slow down
the car. When a normal stop is made, the electrical
action of the motor slows down and stops the car.
The function of the brake on a normal stop is to
hold the car at the floor after it has come to rest.
AOJUST SHOE
CLEARANCE
•
ADJUST SPRING
PRESSURE
_-_::r - --
- - - - __ ;:_-_
ECCENTRIC
ROLL PIN
Figure 5.2.2.
5.2-2
AND
Internal Drum Brake 1155 and 219HT)
MM.135
•
•
Brakes
Renewal of Brake Lining
Since the principal function of the brake is to hold
the stopped car at the floor, the lining wears very
slowly and should give many years of service before
renewal is required. If the lining must be replaced,
check parts leaflet for part number of lining, and
proceed as follows:
1)
Land counterweight (on suitable blocking if
required). Pull main line switch and remove
fuses.
2)
Remove brake pins and shoes from brake stand.
Mark (center punch) shoes so they may be
replaced in their respective locations.
3)
Cut off rivets on outside of brake shoes with
small chisel, cutting close to the shoe. Drive
out rivets with punch of same diameter as
rivet, remove lining and clean brake shoe
casting.
4)
Place and shape new lining squarely on shoe
and clamp firmly into position with "C"
clamps, starting at the center of the shoe.
. 5)
Using the holes in the brake shoe as a guide,
drill through the brake lining with twist drill
equivalent to the rivet size.
6)
'.. 7)
8)
MM.135
Counterbore each hole for rivet heads with
counterboring tool.' Be sure to countersink
fully.
Start installing the rivets at the center of the
shoe and work towards the ends. Drive rivet
until firmly seated on bottom of countersunk
hole. Place rivet head on rivet anvil and proceed
with riveting. By installing the rivets from the
center towards the ends of the shoes, the lining
will conform to the shoe. Use the Drill Rod
Setter to dress up the rivets to form a round head.
Clean and adjust clearance between shoes and
pulley as described below.
5.2.3
Brakes
Brake Adj.ustment
Before doing any work on the brake, always place
the empty car at the top of the hoistway, with the
counterweight landing on its buffers. Remove motor
leads so that the brake can be operated without
moving the car. Then, proceed as follows:
1)
•
Clean all brake pins in shoes, levers and cores.
Remove rust. Smooth if necessarywith No. 00
emery cloth, then clean again with Otis cleaning
compound to remove any particles of emery.
Remove any excess. Lubricate pins with oil and
assemble the brake. Be sure that pins are
reassembledin their proper places, with cotter
pins in place and opened.
0
2)
See that the brake lining is free from oil, dirt
and gum and that the rivets are below the surface
of the lining. If the lining is new, be sure that
its surface conforms with the contour of the
pulley.
3)
. Clean the brake pulley with Otis cleaning compound
and wipe dry.
4)
Check clearance between shoe and drum with brake
energized.
•
With internal brakes, the correct clearnace is .002
inch at the bottom, at least .015 inch at the top.
With external brakes, clearance should be as small
as possible without shoes touching drum at any
point. Equalize the clearance by means of
adjusting bolts. See that the brake spring rod
does not bind in the brake shoe levers. Be
sure set screws which hold brake shoe levers to
the hinge pins are bearing against the flat side
of the pins and are securely tightened and locked
in place.
Equalize spring pressure on external brakes by
adjusting bolts shown in Figures 5.2-1 and 5.2-2.
5)
5.2-4
With internal brakes, remove, clean off all rust,
and dry the eccentric pin. Reinstall. With
approximately 2/3 brake spring pressure on the
shoe, it should be possible to turn the eccentric
cam very easily and to check if it is set in dead
center of brake shoe movement. If correctly
set, the small free movement will not move
the brake shoe, but swinging the cam pin in
either direction should move the lower end of
the shoe away from the brake pulley.
MM.135
Brakes
•
6)
With internal brakes, install a new 1/16-inch roll
pin to replace the one removed.
No job should
be left without this roll pin as it locks the cam in
position to insure correct brake operation.
Disc Brakes
Disc brakes of two manufacturers
Figures 5.2-3 and 5.2-4.
are shown in
Both brakes employ a friction disc that rotates with
the elevator machine, two fixed piates on either side
of the disc, and a solenoid release mechanism.
The
brake is set by spring action bringing the fixed
plates into intimate contact with the friction disc.
The brake is released by a doc operated solenoid
that pu lis the armature plate away from the friction
disc.
Thus, brake operation is fail-safe. In the event of
a power failure, the brake applies mechanically and
automatically .
•
HOLE
BOX
FOR GEAR
DOWEL
PIN
ARMATURE
HOLE
FOR
PLATE
GEAR
BOX DOWEL PIN
COIL
LOCK NUT (8)
ALLEN
HEAD
SCREW
LOCK NUT
lOCK WASHER
Figure 5.2-3.
MM.135,
Ogura Disc Brake
5.2.5
Brakes
•
In an emergency stop, the brake helps to slow down
the car. When a normal stop is made, the electrical
action of the motor slows down and stops the car,
The function of the brake on a normal stop is to
hold the car at the floor after it has come to rest.
Renewal of Friction Disc
Since the principal function
the stopped car at the floor,
very slowly and should give
before renewal is required.
replaced, check parts leaflet.
of the brake is to hold
the friction disc wears
many years of service
If the disc must be
The friction disc on the Ogura brake can be replaced
individually.
However, the Hilliard Company recommends
that, because of the run-in operation performed at
their factory, the entire brake should be replaced as
a unit. As an alternate procedure, Hilliard suggests
replacing the friction disc assembly, which consists of
the disc plus the two fixed plates.
5116
X 2.1/4
•
CAP
SCREWS TO GEARBOX
(21 HOLE FOR Gl::AA
BOX
DOWEL
J
PINS
,1/2
CONDUIT
FITTING
{<-t
"'''"".,.~
INPUT
SHAFT
rBELLEVILLE
MAGNET
BODV
WASHERS (6)
~..
I
ASSEMBLY
31' NUT 16'
~~
Figure 5.24.
5.2-6
Hilliard
HU'
•
Disc Brake
MM-135
Brakes
•
When doing any work on the brake, first land counterweight (on suitable blocking if required). Pull main
line switch and remove fuses.
After replacing the friction disc or friction disc
assembly, adjust brake as described below.
Brake Adjustments
Check air gap and reset periodically as follows:
.,
.
1)
With brake set (coil de-energized), measure the
distance between the coil housing and armature
plate. This distance should be between .014
and .015 on the Hilliard brake, between .012
and .014 on the Ogura brake.
2)
If necessary, reset the gap by adjusting the six
3/8" nuts on the Hilliard, or by adjusting
the eight locknuts on the coil assembly of the Ogura.
Brake torque is adjusted by means of eight Allen-head
screws'on the Ogura coil assembly, or by three
capscrews on the Hilliard brake.
•
As a minimum, the static torque must be sufficient
to hold the car at the floor when loaded to 125% of
capacity. For this procedure:
1)
Place the car at the lowest landing.
2)
Load weights in the car equal to 125% of
contract load.
3)
If car slips, remove weights after car comes
to rest, then increase brake torque. Repeat
tests.
Next, test for dynamic torque, as follows:
1)
Run empty car up, making an emergency stop
at mid hatch.
2)
Car should come to a stop within the distance
given below for rated car speed:
Rated Speed
Distance
Distance
200 fpm
1.85 h
400 fpm
7.3 ft
250
2.8
450
9.3
300
4.1
500
11.5
350
MM-135
Rated Speed
5.6
I
5.2.7
I
•
-
r
I
•
OTIS
6.1
Controls and Indicators
Type 7155 Car Operating Panel and Fixtures
This product line consists of the following
fixtures:
Car Fixtures
Car Operating Panel (COP) with Car Position
Indicator (CPI)
Car Lantern
Telephone Cabinet (option)
Hall Fixtures
•
Hall Buttons
Hall Lanterns
Hall Position Indicators
Emergency Power Keyswitch
Car-to-Lobby. Keyswitch
Priority Service Keyswitch
Access Keyswitch
Fire Service Keyswitch
Fixtures are available with low-voltage lamps for
use with microprocessor-basedcontrollers, or
with high-brightness neon lamps for use with
relay-controlled elevators.
A typical car operating panel in this series is
shown in Figure 6.1-'. Operating controls have
raised markings for use by the visually handicapped.
Top and bottom panels are tilted for enhanced
visibility, as shown in Figure 6.'-2. Call registration buttons light up and a "beep" is heard
to indicate that the call has been registered.
The "beep" is also heard each time the moving
car passesa floor.
•
MM-136
All COP operating controls and indicators are
mounted on modular plastic subpanels that fit
into rectangular openings in the COP faceplate.
These rectangular modules are also used in many
of the hall fixtures. Table 6.'-' lists all the
modules (buttons, keyswitches, and jewels) used
in both car and hall fixtures.
6.1.1
Controls and Indicators
•
1
DO
T1111Tlllfllllll"
OTIS
INTERCOM
SPECIAL
CAR POSITION
INDICATOR
INFORMATION
DISPLAY
ELEVATOR
CAPACITY
AND
SERVICE
INTERCOM
SWITCHES/BUTTONS
EMERGENCY HOSPITAL
SERVICE KEYSWITCH
AND JEWELS
SPECIAL EMERGENCY
SERVICE (PHASE II)
KEYSWITCH
•
ILLUMINATED
BUTTONS
REAR
DOOR OPEN
DOOR OPEN
DOOR CLOSE
EMERGENCY STOP
REAR DOOR CLOSE
ALARM
110VAC
INSPECTION
INITIATING
LIGHT
LIGHT AND FAN
(TWO SPEED)
OUTLET
RAY
INDEPENDENT
Figure 6.1-1.
6.1-2
FLOOR
SWITCH
SERVICE
Car Operating Panel Layout
•
MM-136
Controls and Indicators
•
A car position indicator is mounted behind a
dark acrylic plastic lens which produces "dead
front" appearance when the indicators are not
lighted. An optional information display module,
also mounted behind this lens, generates programmable messages on a moving screen.
An optional loudspeaker, for use with the intercom
and speech synthesizer options, is mounted above
the call buttons.
r
I,
I •.
•••
\
I
I
•
•.
" ••
•
•
I
•, '
,'
.
,I'
Figure 6.1-2.
•
MM-136
,,
,,
,.,
,
"",,
•.
Car Operating Panel Sight Lines
6.'-3
Controls and Indicators
TABLE 6.'-'.
POWER Keyswitch
B
Power off
~
Keyswitch
OPERATING CONTROLS AND INDICATORS
ALARM
Button
Placing POWER keyswitch
in ON position opens
the safety chain, prevents car motion.
[Q]D
Press button
in COP to
sound alarm bell.
The POWER jewel
ilghts if the safety
STOP Toggle
Push red toggle up to
chain is complete
and power is supplied
Power
on the elevator feeder.
r=iJ[H]
stop car. On highspeed elevators, emer.
gency stop is software
controlled.
Jewel
Attendant
Call Buttons
I~DI
Car Button
Press button to
register call. Button
lights to indicate
call has been registeredo
In car, audible tone
also indicates
on
~
Keyswitch
Attendant
Non-Stop
D
Button on COP
1000DI
Door Open
I~DI
iCJWDI
Door Close
Rear Door Open
I~IDI
Rear Door Close
in COP)
Press Door Open button
to hold doors open, or
to reverse closing of
doors. Release button
to permit closing operation.
Further Demand
Jewel on COP
Door Close button
pendent Service,
Attendant Service,
Express Priority Service
and Fire Service Phase
II. Press enabled button and hold it until
closed.
If button is released
before doors are fully
service:
. Pressing ATTENDANT
NON.STOP button
hall calls.
- The loadweighing
and
door reversal devices
are inhibited.
. Doors open automati.
cally, but closing requires pressure on the
. Car starts automatically, once doors latch
closed, providing demand
exists for the established
direction (FURTHER
DEMAND jewel lit).
IndfPond.ent Service
Turning keyswitch to
IND SVC places car on
independent
Ind. svc.
Group
~
closed. the doors wi II
reopen.
During attendant
DOOR CLOSE button.
enabled on Inde-
doors have fully
ON to
causes car to bypass
Hall Button
6.1-4
on COP
regis-
IC!JDI
Door Buttons
Turn keyswitch
place car on attendant
service.
Arrentitult
off
_leo
tration.
(All buttons
Service
Keyswitch on COP
service.
- Car on independent
service bypasses all
hall calls.
- To start car, register
call on car button,
hold DOOR CLOSE
button unti I doors
are fully
-
closed.
MM.136
Controls
•
TABLE 6.1.1.
Fire Service,
OPERATING CONTROLS AND INDICATORS
Fire Service, Ph. II
Ph. I
on ~
F'
;:Vice off
bypass
e-
Hall K eyswiteh
(ANSI)
In case of fire or other
emergency, normal
personnel
(ANSI/Chicago)
for their
doo, open
normal
.
I~I
e
Hall Keyswitch
(New Yorl< City)
•
Plene Exit When
Doors Open
Car Jewel
~
I~IDI
(ANSI/Chicago)
or to
FIRE SERVICE
position (NYC).
only
its car buttons.
Car
calls can be cancelled
. by m011entarily turning
FIRE SERVICE keyswitch
OFF (Chicagol or pressing
RESET button (ANSI/NYC).
Emergency STOP becomes
operative.
Car Reset Button
(ANSI/NYCI
PLEASE EXIT WHEN
DOORS OPEN jewel
lights in each car in
Constal)t pressure on
DOOR CLOSE button
is required to close
doors and start car.
group.
Door re-opening devices,
car and hall' buttons. and
Car travels non-stop to
lobby or street floor.
Emergency STOP
button inoperative during
car travel.
Cars park at lobby with
doors open (ANSI/Chlcagol
or at street floor with
doors closed after 8.60
sees of open time (NYCI.
DOOR OPEN position
NYC switch re-opens
on parked cars.
MM.136
If@\!
(New Yorl< City)
lanterns are disabled.
•
Fi,. Service
normsl
Car Keyswitch
Phase I is initiated by
turning keyswitch ON
Car now responds
to calls registered on
use.
Hall Keyswiteh
(Chicago)
Fi,. S.,.,ice
by
Car Keyswiteh
elevator service can be
discontinued,
passengers
exclusive
Phase II is initiated
turning FIRE SERVICE
keyswitch in car to 0 N
(ANSI/Chicago I or
off NORMAL (NYC).
evacuated, and cars made
available to emergency
on
Fire
Service off
and Indicators
of
doors
Constant pressure on
DOOR OPEN button
is required to open
doors.
Car is taken out of
emergency service by
operating FIRE SERVICE
keyswitch to OFF (ANSI/
Chicago) or to NORMAL
(NYC) when car is at
emergency return landing
(lObby or street floor).
Group is taken out of
emergency service by
turning hall FI RE SERVICE
keyswitch to OFF (ANSI/
Chicagol or to NORMAL
(NYC).
(Set ANSI/Chicago
switch to BYPASS until. fire/
smoke sensor is reset, then
turn keyswitch to OFF.I
6.1.5
Controls
and Indicators
TABLE 6.1-1.
OPERATING
Emergency Power
Priority Service
Priority service is
initiated by turning
on
ff
Priority
Service
Hall Keyswitch
(3-to-8 Car Group)
The hall jewel (optional
Stripswitch with one
button for each car, and
on Hospital Priority
an optional
Service) lights.
button.
ON the hall keyswitch.
0
CONTROLS AND INDICATORS
AUTO
Once feeder has been
transferred to emergency
power, stri pswitch operation
selects each car in turn to
return to the emergency
power landing (normally
lobby or street floor),
and discharge passengers.
Priority Service
One car is selected
to answer the priority
After all available cars
have been brought down,
stripswitch operation
selects the "car to provide
normal operation.
call. PLEASE EXIT
WHEN DOORS OPEN
jewel lights in selected
car,
Hall Jewel
With the automatic
Please Exit When
Doors Open
pressing the AUTO button
Selected car travels
non-stop to priority
floor,
Car Jewel
causes each car to be
brought down to the emer-
passengers
gency landing by random
exit.
I'"BIi6\l
L:J~
Car Keyswitch
selection. After all available
cars are brought down,
random selection" is employed
to choose the car to provide
normal operation. Manual
override of automatic
functions is available at
all times.
Priority personnel place
car on Independent
Service, register ca'r
call. Car travels nonstop to called floor.
(fn some Elevonic
installations,
option,
Direction Arrows
personnel
Arrow lights to indicate
direction car will travel
'on next run. Stays
lighted during run.
need not place car on
Independent Service
to register a priority
car call.)
Jewel on COP
Car and Hall Lanterns
Em •••••ncy:
Power
2
r@l
~
Hall Keyswiteh
Once feeder has been
transferred to emergency
power source, keyswitch
operation will determine
which car of a two-car
group will be able to
provide normal operation
from emergency power.
Jewel indicates selected
car.
_____
Lights for both
directions
Lights for down car
Car lantern mounted
door jamb.
Hall lantern mounted
Hall Jewel
6.1.6
Lights for up car
over hoistway doors.
on
Single chime sounds for
up direction, double
chime for down direction.
Controls and Indicators
•
TABLE 6.1.1. OPERATING CONTROLS AND INDICATORS
Car-to' Lobby IPark
csr to lobby
•
park
~
Hall Keyswiteh
Inspection Initiation
Turning keyswitch to CAR
TO LOBBY position regis'
ters a car call for the
lobby.
Car travels to the lobby,
making all stops
enroute.
To shut down the car
at the lobby, place
car on Independent
Service (by in-car
key,witch), then hold
CTL keyswitch in
PAR K position until
the doors are fully
closed.
c.r
Top
inspect
off
~
COP Keyswtich
Light.Ray Cutout
Turn CAR TOP keyswitch
to INSPEC position to
disconnect call registration circuits and
condition the elevator
control circuits for
access switch operation
and top~of-car inspection.
Keyswitch is normally
in ON position.
on
Light
R.v
off
~
COP Keyswitch
If relay in light ray
fails, or beam requires
alignment, turn LIGHT
RAY keyswitch OFF
until maintenance can
be performed.
To open doors on a
parked car, turn
CTL momentarily
to CAR TO LOBBY
position .
•
Access
I
A=~
0:1
~
Hall K eyswiteh
Keyswitch is enabled
when the car is at
a landing with an
access switch, with
the doors open, and
the inspection
initiating switch
operated.
Turning keyswitch
clockwise moves
up car at 100 fpm.
Turning keyswitch
counterclockwise
moves car down.
The switch spring.
returns to neutral
position, stopping
the car,
•
MM.136
6.1.7
Controls and Indicators
Diagnostic
•
Procedures for Microprocessor-Based
Car Operating
Panel,
Self-test circuits, incorporated in the microprocessor-based car operating panels for the
Elevonic and LRV3 elevators, enable maintenance
personnel to quickly locate malfunctioning
circuits, relay failures, burnt-out lamps, etc.
The self-test is initiated from controls
wiring side of the panel.
on the
Gain access to the self-test controls by unscrewing
the tamper-resistant
screw at the bottom of the.
panel, using an AVSAFE manual screwdriver,
part No. ASMD-0100-7750.
(See Figure 6.1-3,)
•
.
'
FRONT
BOTTOM
Figure 6.1-3.
VIEW
VIEW
Access to Car Operating Panel
Once screw is removed, lift panel straight
against stop, then swing panel open.
up
•
On an Elevonic 401 installation, place the "Self.
Test" DIPswitch (Figure 6.1.4) in the ON position
and test the call registration circuits as follows:
6.1.8
MM-136
Controls and Indicators
•
('ON'
FOR SELF-TEST
MODE)
I
SELF-TEST
ON
[Jr. B8 B8 888
B
BBBB~BBB
Figure 6.1-4.
•
•
MM-136
COP OIPsV'.itch Settings
1)
Press COP car-call buttons one at a time
checking that an audible "beep" is generated,
the corresponding tell.tale light is illuminated
and the CPI displays the number of the
button pushed (car-call button numbers
are displayed as 1 to 54 regardless of actual
button nomenclature).
2)
Verify that car lanterns are illuminated in
the DOWN direction when even-numbered
buttons are pressed, and in the UP direction
when odd-numbered buttons are pressed.
3)
If the main COP includes a speech synthesizer
module, .floor name and direction announcements are generated corresponding to the CPI
display and car lantern indication.
Car-call
buttons will remain inactive while spoken
announcements
are being made. (Announcements are generated for buttons 1 through
20 only.)
4)
Test all car-call buttons to confirm that
buttons and tell-tale lights are working
properly, and that CPI displays and spoken
announcements
correspond to the numbers
of the buttons pressed .
5)
When test is completed, set the "Self-Test"
DIPswitch to the OFF position. (See
Figure 6,1-4).
6.1-9
Controls and Indicators
•
On an LRV3 installation, the following self.test
wiH check each element of the microcomputer
board. Proceed as follows to perform this test.
1)
Swing open car operating panel as shown in
Figure 6.1.3.
2)
Close STEST segment of DIPswitch
(Figure 6.1-5) by moving actuator to the left.
3)
Unplug power connector J 1, hold out for 2
seconds, then plug in again.
4)
The self-test routine will start cycling through
a 16-second sequence:
o
The discrete outputs, listed below, will
go on, and stay on for 2 seconds.
These lamps will light:
Car Position Indicator Lights (CPI1
through CPI4)
•
Car Call Tell.Tale Lights (CCI1
through CCI4)
PLEASE EXIT sign
Up and Down Car Lanterns (double
arrow)
The landing passing tone (LPT) and
buzzer (BU) will sound.
The following relays will be energized:
DC (Door Close), DLV (Down Leveling
Valve), DMV (Down Main Valve), DO
(Door Open), DZO (Door Zone), NUDGE,
PM (Pump Motor), U LV (Up Leveling
Valve), and UMV (Up Main Valve).
o
The touch-tone outputs, listed below, will
go on in sequence, each remaining on for
1 second:
j
"
Up Hall Call tell-tale lights UHC1 through
UHC3.
•
Down Hall Call tell-tale lights DHC2
through DHC4.
Up Hall Lanterns UHL1 through UHL3.
6.1.10
MM-136
Controls and Indicators
•
7069AF JEWEL MODULE
(POSITION INDICATOR)
A8121BAl
POWER SUPPLY
BOARD
POWER PLUG, Jl
JEWEL AND KEYSWITCH
MODULES SPECIFIED
BY CONTRACT
DIPSWITCH
•
AB121AWl
MICROCOMPUTER
BOARD
AUDIBLE
6219G2
SIGNAL
•
DEVICE
7069AF4
BUTTON MODULE
(DOOR CLOSE)
6219Gl
BUZZER
7069AF41
BUTTON MODULE
(DOOR OPEN)
7069AF4
BUTTON MODULE
(DOOR CLOSE)
7069AF7
BUTTON
(ALARM)
MODULE
7069AKl
EMERGENCY
STOP TOGGLE SWITCH
•
MM-136
Figure 6.1-5.
Wiring Side of LRV3 Car Operating Panel
6.""
Controls and Indicators
•
Down Hall Lanterns DHL2 through DHL4.
5)
o
All hall position indicator lamps will go on
and remain on for 3 seconds.
o
The cycle will repeat.
To terminate test:
o
Open STEST segment of DIPswitch.
o
Unplug power connector Jl, hold out
for 2 seconds, then plug in again.
Figure 6.1.6.
Lamp and Socket Removal Tool
•
.Lamp Replacement
Lamps are located in the car operating panel, the
car lantern, and in the hall fixtures. Microprocessor-basedfixtures use type 85 incandescent
bulbs in twist-lock sockets. Relay-controlled
fixtures use type C2A high-brightness neon lamps
in rubber grommets.
Type 85 bulbs are replaced using a special lamp
and socket removing tool (Figure 6.1-6). Fit
square end of tool over socket, press down and
twist counterclockwise until socket and lamp can
be pulied straight out. Remove lamp from socket
by pulling it straight out. Install replacement
)
lamp by pressing it into the socket.
Neon lamps must be unsoldered, pulled out of the
grommet. When inserting replacement neon lamp,
be sure it is pushed far enough into the grommet
so that it can physically cast sufficient light to
fully illuminate the jewel or numeral.
To gain access to COP lamps, remove tamperresistant screw at base of COP as shown in
Figure 6.1-3. Lift panel straight up against stop,
then swing panel open. It may be necessaryto
remove printed-circuit board on wiring side of
panel in order to gain accessto lamp.
6.1-12
•
MM-136
Controls and Indicators
•
LOCK TABS.
RELEASE WITH
TOOL TO REMOVE LANTERN
•
NOTE:
LAMP CAN BE REPLACED
IN FIELD BY REMOVING
SOCKET (TWIST LOCK)
WITHOUT
DISASSEMBLY
OF LANTERN
...~
LAMP
424R1
.
LAMP SOCKET
PT 467ATl
CAB WALL
Figure
6.1-7.
Car Direction Lantern
To gain access to car direction lantern lamps, insert
special, tool (Figure 6.1-7) into slots at top
of lantern lens, press down, and lift lens and
lantern assembly forward and out. Replace lamps
from wiring side of assembly as described above.
•
MM-136
6.1-13
Controls and Indicators
•
PC
r::M'~
NOTE:
..•.
.
~CONE
POINT
LAMP
CAN
BE REPLACED
BY REMOVING
M3 SCREWS
TO PULL ASSEMBLY
OFF
WALL, THEN REMOVE
SOCKET AND REPLACE
LAMP
•
SET SCREW
M3-8
Figure 6.1-8.
Tvpical Hall Fixture
To gain accessto hall fixture lamps (Figure 6.1-8),
loosen cone-point setscrews on metal faceplate,
pull off faceplate and assembly.
Replace lamps
from wiring side of fixture as described above.
•
6.1.14
MM-136
•
OTIS
6.2
Speech Synthesizer
The speech synthesizer option, in conjunction with
the intercom module, announces the present
position of the car, the direction of car travel,
and certain information messages related to
passenger safety. A total of seven such messages
is available in the basic vocabulary, and others
may be programmed to meet individual building
requirements.
The basic vocabulary of the speech synthesizer
(Table 6.2.1) contains over 100 words that can
be used in numerous combinations.
In-car communication
can b~ accomplished
through an intercom "slave" station mounted
behind a baffle in the COP. (See Figure 6.1-1.)
This optional module consists of a line transformer and a combination microphone and speaker.
Audio amplifiers and TALK-LISTEN switches are
usually located at the master station and are
controlled by building personnel.
•
The intercom module is always required when speech
synthesis is specified, even if an intercom is not
used.' Where both intercom and speech are installed,
a transfer relay on the speech board disconnects
the intercom whenever a synthesized message is
to be announced.
Adjustment
The volume control is the only adjustment provided
on the speech synthesizer panel. This panel is
located just below the loudspeaker on the wiring
side of the COP.
Test Procedure
•
MM-136
The Elevonic 401 speech synthesizer can be
checked out using the self-test procedure given in
paragraph 6.1. Speech synthesizers supplied with
other Otis elevators can be tested by traveling up
and down the hoistway, stopping at each floor,
and listening for announcement
of floor position
and direction.
To cause informational messages
6.2-1
Speech Synthesizer
to be announced, simulate
initiates the message. For
beyond normal door-open
"Please stand clear of the
announced.
TABLE 6.2.1.
the condition
example, hold
time, wait for
closing doors"
SPEECH SYNTHESIZER
Numerals
Floor Data
One
Two
Three
Four
Five
Six
Seven
Eight
Nine
Ten
Eleven
Twelve
Thirteen
Fourteen
Fifteen
Sixteen
Seventeen
Eighteen
Nineteen
Twenty
Thirty
Forty
Fifty
Sixty
Seventy
Floor.
Floor
Level Level
Lower Upper
Main Front
Rear
Ground
Balcony
Ballroom
Basement
Cafeteria
Cocktail Lounge
Concourse
Garage
Lobby
Mezzanine
Parking Penthouse
Plaza
Restaurant
Second Level
Skywalk
•
that
doors
message
to be
VOCABULARY
Information
Messapes
Good morning
Going Up
Going Down
Please stand clear of closing doors
This elevator is fu II
Please take the next elevator
Do not be alarmed
We are experiencing A temporary power interruption
Minor technical difficulties
Is needed for an emergency
Please exit when the doors open
Please use the telephone
To report the malfunction
Dial the number indicated
Please push the talk button ,on the Intercom
Please push the Alarm button
You are pressing too many floor buttons
•
•
6.2.2
MM.136
•
OTIS
6.3
Information Display Module
A User's Guide, Otis publication SESP-100, is
supplied with each Information Display Module
installation .
•
•
,
MM-136
6.3.1
:t
I
•
•
,
•
-'
a
cr:
'~
a
u
c::
a
a
Cl
•
OTIS
7.1
Door Operator
Type 7777A Door Operator
The Type 7777A door oper~tor (Figure >7.1-1) is
a compact, lightweight assembly installed as an
integral part of the cab enclosure facia. Its
distinguishing characteristic is a motor-driven,
variable-pitch leadscrew, on which a drive (or roll)
nut rides to convert the rotational motion of. the
screw into the horizontal motion needed to open
•
FAN
.. ,.,.••,.
••
,
,,
HEADER
••
••
•
••••
••
, "
: ::
"
: s:
I;
,
, So'
S~ :
'; ~~
DOOR
HANGER
I: ~:
" ~
I'
~..
I,..:t
RETURN
PANEL
"
,
.
I
•
•
,
I
::
-::
'::
":
I
"
...
I
'.
If'"
II
I
,
I
:
::
(1,.
:
If
,
r ::
,...~
~
'"~":'
,.,"•....",,"
:
//k
: /::
,:
. -1:~:..
:
;:
11'
~
.".e
A
••••
~
..••.
i'
~~:: _/~"~....,
"•••....1.'
•I
~~~"','
"'A....
:"",..;"Y'l
::
,,"'/~"
c.I:. Ar./'1-;
., ."....
"I''''
t."
::;~~~~~..
.~~i-i ",~"'...IfI'"
.. ..•.••....•....
" ,...•.
~
-'.
::\
:.
L ~:
C
' •
:]:1
"
:•
'
::
"
'Ii=:.
..•
..:>;::...
..
;
'
CLUTCH
VANE
ASSEMBLY
r
,~
t:..J:
"I: ::"
~"
•
,.
I'
~
:".
Figure 7.1.1.
MM.137
I
,
:• s:"
c.
s: ::
•
,
,
:
• I
.:
.
•
,
•
,l:
Z
MOTOR AND
SWITCH ASSY
iI'
~~4
//
S•••
•
:
'/""
••,'-1
7777A Door Operator
7.1-1
Door
Operator
•
and close car and h'oistway doors. The varying
pitch of the screw produces the smooth mechanical
acceleration and deceleration of the doors. Another
feature of this design is that both the car and hoistway doors are coupled to the door operator and
therefore open and close simultaneously, and stay
matched in position and speed through the open
and close cycles.
DRIVE
PIN
DRIVE
NUT
CAM
SWITCHES
BRACKET
MOTOR
MOTOR
BRACKET
MOTOR
Figure 7.1-2.
•
Motor/Switch
•
AND
CAMSWITCH
ASSY
and Drive Screw Assemblies
The motor and camswitch assembly (Figure 7.1-2)
comprises a fractional horsepower de motor, a 17: 1
speed reducer, and a set of cam-operated switches.
The motor is double-ended.
One end drives the
variable-pitch leadscrew through a flexible coupling
that absorbs shock and vibration and can tolerate
axial misalignments up to 1 degree. The other end
drives the camswitches through the reduction gears.
The camswitches, sometimes referred to as the cam
pack, are enclosed with the reduction gears in a
separate housing attached to the end of the motor
casing.
The drive screw assembly (Figure 7.1-3) comprises
a 21-3/4 inch, variable-thread leadscrew, a drive or
roll nut, and a pin that is inserted through the top
of the drive nut and rides in the thread of the
leadscrew.
Ball bearings are used to secure the pin
within the drive nut so that it can rotate freely as
it follows the lateral movement of the pin. The
7.1-2
•
MM-137
Door Operator
•
free end of the leadscrew is supported by a bearing
bracket bolted to a weldment on the hanger
assembly.
The varying pitch of the leadscrew provides mechanical
acceleration and deceleration of the door(s). (See
Figure 7.1-3.) The 3/4 inch segment closest to thp.
motor is pitched at 1.125 inches per revolution.
This means that the drive nut will move laterally
1.125 inches for every revolution of the motor.
The next 3 1/2-inch segment is a transition area
where the pitch increasesfrom 1.125 inches to 2.25
inches per revolution. The pitch remains at 2.25
inches/revolution during the next 14 inches and then
goesthrough another transition area where the pitch
is reduced to 0.75 inch/revolution. These dimensions
apply only to 42-inch center-opening doors. Lead
screws for other types and sizes will have a similar
pattern, but the pitch may be different. This
"programmed" mechanical motion is further enhancerl
by electrically controlling the motor speedl,especially
at the beginning and end of door travel.
•
TRANSITION
AREA
O.75"/REV,
2.25"/REVII,I.125"/REV
,
14"
3.1/2"
I" OVERTRAVEL
ALLOWANCE
3.1/2"
DOOR
OPERATING
ZONE
Figure 7.1.3.
•
MM.I37
3/4" DRIVE NUT TRAVEL TO
UNLOCK HOISTWAY DOORS
I" OVERTRAVEL
ALLOWANCE
Variable.Pitch Leadscrew
The door hanger (Figure 7.1-4) is one continuous piece
that almost spans the width of the door. Each end
has a pair of rollers that ride on a tubular track just
below the lead screw. The V.angle of the rollers
prevents the door from swaying in and out while
upthrust rollers under the tube prevent the door
from being raised any appreciable amount. The
track is supported in three places by U.bolts secured
to weldments on the header assembly. The door
hanger is coupled to the clutch vane assembly which,
in turn, is attached to and moves with the drive
nut. For center opening doors, the other door
hanger is driven by a conventional aircord arrange-
7.1.3
Door Operator
•
ment. The aircord makes a complete loop around
the sheaveslocated on each end of the header and
is terminated and clamped on the hanger ends nearest
the leading edge of each door. The bolts securing
the aircord sheavescan be tightened as required to
adjust the tension of the aircord loop. A springtensioned wheel closer, often referred to as a
spirator, is mounted on the door hanger of the
non-driven door and connected to the hanger of
the driven door. Unlike hoistway door spirators,
this spirator is needed only to keep the doors
moving towards their fully closed position during
the -last 3/8 inch of travel. This requires very little
force, approximately 1/2 pound.
DOOR
STOP
AIRCORD
CLAMP
TUBULAR
TRACK
•
ROLLER
UPTHRUST
ROLLER
U-BOLT
CROSS SECTION
Figure 7.1.4.
Header AssemblV
The clutch vane assembly (Figure 7.1-5) provides
the mechanical coupling between the drive nut
and the car and hoistway ~oors. The assembly
comprises two vanes: the drive vane and the
clamp vane.
7.1-4
•
MM-137
Door
•
LEAD
SCREW
CLUTCH VANE
ASSEMBLY
DRIVE
NUT
Operator
MOTOR
CAR DOOR
DOOR
HANGER
CLAMP
VANE
DRIVE
ROLLER
LATCH
ROLLER
HOISTWAY
RETRACT
(ATTACHED
HEADER)
CAM
TO
DOOR
DOORS CLOSED
•
CLAMP
CAM FOLLOWER
VANE
DOORS CLOSING
•
MM-137
Figure 7.1-5.
Clutch Vane Mechanics, Simplified
Diagram
7.1-5
Door Operator
•
When the doors are fully closed, the roller on one
end of the clamp van~ will be on the cam, thereby
holding it in the retracted position. There is a
3/8-inch clearance between the drive vane and
the hoistway door latch roller and another 3/8-inch
clearance between the door latch roller and the
drive roller for a total of 3/4 inch of travel of
the drive nut and vane housing before the doors
actually begin to open. As the drive nut begins
to move in the door open direction, the drive
vane will contact the door latch roller after 3/8
inch of travel and unlock the hoistway door interlock during the next 3/8 inch of travel. After
approximately 3/4 inch travel, the hoistway door
will begin to open and at the same time the vane
housing will contact the rubber bumper on one
side of the door hanger (Figure 7.1-6) causing
the car door(s) to begin opening. After approximately
1 inch of travel, the clamp vane roller will ride off
the cam and the vane will engagethe hoistway door
rollers.
During the door close cycle, it is the clamp vane
that pulls the hoistway door closed. The car door
is pushed in the closing direction by the gib pressing
against the cam follower on the other side of the door
hanger. This arrangement is used to eliminate the
3/4 inch travel the vane assembly housing would
normally make before it engagedthe car door hanger.
At approximately 1 inch from the fully closed position
the clamp vane will again ride up on the cam,
causing it to disengagefrom the hoistway door drive
roller and the cam follower. However, spirators on
both the car and hoistway doors will continue to
drive them in the fully closed direction.
•
Figure 7.1-6 shows some of the mechanical
details of the clutch vane assembly. The vertical
cylinder of the drive nut casting slips into a
yoke at the rear of the vane housing and is secured
in place by a pin at the bottom. The vane housing
is attached to the door hanger with a rod that secures
the lower end of the housing between the hanger
brackets. The clamp vane is spring loaded to firmly
secure the door interlock rollers between it and the
drive vane. The car door is opened by the vane
housing riding on the rod between the angles on
the door hanger. During the door close cycle, one
end of the clamp vane pulls the hoistway door in
the closing direction, while the gib on the other
end pressesagainst a cam follower mounted on the
door hanger to push the car door closed.
7.1'6
•
MM.137
•
Door
Operator
VANE
HOUSING
DRIVE
VANE
RUBBER
BUMPER
•
GIB
CLAMP
VANE
ROD
RETAINING
RING
If-o~-PIN
,
Figure 7.1-6.
Clutch
Vane Assembly,
Mechanical
,.,-COTIER
PIN
Details
CONDUIT AND
LOCK NUT
(COVER REMOVEO)
•
MM.137
Figure 7.1.7.
Resistor Box
The resistor box (Figure 7.1-7) is mounted on top
of the car. It contains the seven multi-tapped
resistors that adjust the door operator motor.
7.1.7
Door Opera tor
Adjustments
The 7777 A door operator is aligned during assembly
at the factory. Field adjustment requires only minor
"touch up" as described below.
1)
Manually turn the lead screw until the doors
open approximately 3 to 4 inches apart and
the clutch vane roller has ridden off its cam
so that the gib can engagethe cam follower
when the door closes. (See Figure 7.1-8.l
Verify that the bumpers on the back of the
clamp vane touch the vane housing.
2)
Set the gap between the gib and the cam
follower to 0.01 (:'" O.OOS")then tighten
bolts on cam follower.
ROLLER
CAM FOLLOWER
•
•
RUBBER BUMPER
Figure 7.1-8.
7.1.8
Cam Follower Adjustment
3l
Manually turn the lead screw to close the
doors until they are 3/8 inch apart.
4)
Position the retract cam (Figure 7.1-9) so that
the gib on the clamp vane just clears (d isengages)
the cam follower. Then secure the retract cam
in place.
S)
If not already mounted, attach the spirator to
the left-hand door hanger. (See Figure 7.1-4.)
Wind the cord around the drum, leaving a
6-inch tail. Then connect the free end to the
•
MM-137
Door Operator
!.
right-hand door.
1/2 pound with
final adjustment
door operational
high enough so
and low enough
upon closing.
I
The desired tension is about
the door nearly closed. The
should be made with the
with the spirator tension set
that the doors remain closed,
so that there is no bounce
The cam-operated switches in the motor/switch assembly
(see Figure 7.1-10) are aligned to the door by loosening
the coupling between the motor and the lead screw
and rotating the motor shaft. Note that the cam
switches are NOT intended to be individually adjusted
and that no provisions have been made to separately
adjust individual cams.
6)
Unlock and move the hoistway
the way.
ROLLER
LEAD
doors out of
LLOWER
CLUTCH
SCREW ASSEMBLY
•
o
••
Figure 7. 1-9.
•
MM.137
3/B INCH
SPIRATOR
Cam Bracket Adjustment
7)
Connect an ohmmeter between Jll and J12 on
the terminal block in the wiring trough.
(This connects the meter across switch VS
in the switch assembly,)
8)
Manually turn the lead screw (opening direction)
until there is a O.l-inch gap between,he
door
hanger and the clutch vane housi ng (the car
door is just about to be opened).
7.1-9
•
Door Operator
9)
Loosen the setscrew on the flexible coupling
on the lead screw side, and rotate the motor
shaft until VS closes. Then tighten the setscrew
on the flexible coupling. (If the setscrew is
not on a flat when the adjustment is complete,
loosen the setscrew on the motor side to reset
the coupling.)
OHMMETER
TERMINAL
BLOCK
GATE SWITCH
CLUTCH
ASSEMBLY
INCH
DOOR
HANGER
RUBBER
BUMPER
Figure 7.1-10.
GATE SWITCH
ROLLER ARM
LOOSEN TO
ADJUST AR
Cam Pack and Gate Switch Adjustments
10) Manually open and close the doors (via the
lead screw) and verify that the doors did not
move during the adjustment. Apply "Locktite"
to the setscrew(s) to secure the setting.
11) Slide the gate syvitch roller arm (Figure 7.1-10)
up or down, as required, to actuate the qate
switch approximately 1/2 inch from the doorfully- closed position.
12) Using an Allen key, adjust the clearance
between the four up-thrust rollers (Figure 7.1-4)
and the door track tube to within 0.001 to
0.010 inch. When finished, the rollers should
be as close as possible to the tube and yet
not turn when the doors move.
7.1-10
•
MM-137
Door Operator
•
Resistor box adjustments are required only if circuit
components have been changed. (See Figure 7.1-8.)
It is suggested that only resistors DCl and Dl (door
close) and the D01/D02 pair (door open) be adjusted
as follows:
13) Stall the doors approximately
halfway closed
and adjust resistor DCl to provide about 25 to
30 pounds of stall force. (Move terminal 2 of
DCl up to decrease the stall force; move down
to increase stall force.) Changing resistor DCl
has an effect on the door speed. Restore door
closing speed to 1 foot/second by adjustment
of resistor Dl. (Move terminal 2 of Dl up
to decrease the door speed; move down to
increase speed.)
14)
•
In the door open direction, adjust parallelconnected resistors DOl and D02 to vary
the door speed. Moving up terminal 2 of
both resistors decreases the door speed; moving
them down increases the door speer!.
15) Once the door is operational, the spirator
should be fine-tuned so that the doors close
and remain closed without rebounding.
Adjustments should be made in 1/4-turn increments.
Also verify that the leadscrew is clean and oilfree; use Otis No. 2 cleaner and dry rag to clean
if required.
Also verify that all pivot points
on the clutch vane assembly are lubricated.
Use Otis Bearing Oil No. 12 as required.
Drive Pin Replacement
See Fi~ure 7.1-11.
Check the drive pin by placing
the doods) in a mid-open position, then rock the
door back and forth.
If the free play exceeds
1/8 inch, replace the drive pin as follows:
•
MM.137
1)
Remove a cotter pin from either end of the
pin that holds the clutch vane housing to the
drive nut. Then withdraw the pin.
2)
Pull the clutch vane assembly outward (towards
the hoistway doors) and at the same time,
rotate the drive nut to separate it from the
yoke on the back of the vane assembly.
3)
Manually turn the lead screw to move the drive
nut to an accessible work area.
4)
Remove retaining ring using Tru.arc Pliers
(Otis Service Center Part No. MT-l05018).
7.1.11
Door
Operator
•
5)
Insert a 6.43 x 1.inch screw into the top of
the pin and pull the pin, bearings and spacer
from the drive nut.
6)
Before installing a new pin, place a 5/16.wide
by 6.inch long piece of 0.015 shim stock in the
groove of the leadscrew to provide a 0.015.inch
clearance between the tip of the pin and the
base of the groove.
7)
Position the drive nut so that the new pin
contacts the shim stock then insert the new pin
(with associated bearings and spacer).
Use a
1/4.inch diameter pipe section, as required, to
seat the bearings and spacer.
8)
Add shims (Otis part No. 462HA 109) as required
until the tops of the shims are in line with the
bottom of the retaining ring groove in the pin.
Install the retaining ring. Then rotate the lead
screw to remove the 0.015.inch shim stock
from the groove.
RETAINING
9)
a
/RING
~SHIM
~TOSUIT
~BEARING
~SPACER
Reassemble the drive nut to the clutch vane
assembly, and secure in place with the pin.
Install the cotter pin to hold the pin in place.
Manually turn the lead screw and verify that
the pin rotates.
~.
BEARING
PIN
•
CLUTCH VANE
ASSEMBLY
DRIVE
NUT
PIN.B2A83
RUBBER
'"
o
STEEL
DRIVE SCREW
"COTTER
GROMMET
PIN
o
AFTER REMOVING PIN.82A83 SWING
VANE ASSEMBLY TOWARDS HOISTWAY
DOOR AND AT THE SAME TIME ROTATE
DRIVE NUT OUT OF THE ''YOKE''.
•
DISASSEMBLY
Figure 7.1.11.
7.1.12
Replacement of Drive Pin
MM.137
•
Door
Operator
Type 7770A Door Operator
The Type 7770A door operator is a medium-speed
unit utilizing a chain drive and an'arm and linkage
assembly to translate the rotary motion provided
by a fractional horsepower dc motor into the
horizontal motion needed to open and close car
and hoistway doors,
Three basic assemblies(Figure 7.1-12) make up the
door operator: the' motor, the door check or
dashpot and a linkage.
•
Figure 7.1-12.
•
MM.137
Type 7770A Door Operator
A permanent-magnet dc motor with an integral
gear reducer is used to provide the drive for the
door operator. (See Figure 7.1-13.) Either of
two models is used: a 1/6-horsepower motor
operating at 850 RPM for all standard sin.gle-slide
and two-speed side opening doors, or a 1/4-horsepower motor operating at 1725 RPM for all
standard center-opening doors. In either case, the
same 14-to-1 gear reducer is used. The door
7.1-13
Door
Operator
motor drives a segment by means of a sprocket and
chain arrangement. A 10-tooth sprocket is mounted
on the output shaft of the motor. The chain,
on the periphery of the segment, 'is dead-ended in
shock-absorbing bushings.
SPROCKET
DC MOTOR
AND GEAR
REDUCER
--.J
/
-SEGMENT
••...••
'-
SHOCKABSORBING
BUSHINGS
•
CHAIN
Figure 7.1-13.
Door Motor
The door operator is supplied with the Type 7300
door check assembly, Figure 7.1-14. The door check
assembly is a hydraulic device used to slow down
and cushion door operation at each end of travel.
A lever within the door check, which rotates with
the segment, drives a double-ended piston in an
oil-filled housing. A chamfer on the end of the
piston surface restricts the flow of oil back into
the housing' as. it moves towards the closed end of
the cylinder. As the doors approach the fully open
or closed position, the pressure in the cylinder builds
up, thereby increasing the load on the engine.
Once the flowback is completely cut off by the
chamfer (Figure 7.1-15), 01 I is still allowed to escape
from the cylinder through a needle valve and a
return line in the housing. The adjustment of the
needle valve determines the amount of bleed-off
and therefore the cushioning effect at the end of
door travel.
7.1-14
•
MM-137
••
Door
Dperator
I
OIL FLOW
CHAMFER
PISTON
Figure 7.1-14.
•
LEVER
SEGMENT
Door Check
OIL RETURN
LINE
NEEDLE
VALVE
Figure 7.1-15.
•
MM-137
Door Check Needle Valve
When the door reverses direction, a vacuum is
created in the closed end of the cylinder as the piston
withdraws.
(See Figure 7.1-16.) A ball check in
the piston body opens, allowing oil to flow back
. into the cylinder.
A spring speeds the operation
of the ball check, to assure quick and steady
reversal.
7.1.15
Door
Dperator
•
SEGMENT
PISTON
SPRING
BALL
CHECK
LEVER
Figure 7.1-16.
•
Spring and 8all Check
Three microswitches, two for open limit and one
for close limit, are mounted above the door check.
(See Figure 7.1-17.) They are actuated by cams
mounted on the rotating segment.
Briefly, the
microswitches are used to electrically alter the
engine torque by causing current-limiting
resistors
to be inserted in series with or shunted out of the
motor winding circuit at predetermined door
positions.
Figure 7.1-17 shows a right-hand arrangement. For a left-hand arrangement, the open and
close limit cams would be reversed.
CLOSE
LIMIT
CAM
~
&
0
0
0
0
o@o
OPEN
LIMIT
CAM
Figure 7.1-17.
7.'-16
MICROSWITCHES
(OPEN LIM IT 1
NEAR SIDE,
OPEN LIMIT 2
CENTER, CLOSE
LIMIT FAR SIDE)
Cam-Operated
•
MicrolNVitches
MM.137
Door
•
Mechanical
Operator
Adjustments
Check that there is sufficient tension at the segment
hitches of the chain to prevent the door motor drive
sprocket from skipping a tooth on the chain during
door n!versills. The chain should have a small amount
of slack.
ADJUST CAM TO
ACTUATE OPEN LIMIT
MICROSWITCHES
o
o
0
0
O@'O
@
•
o
LEADING EDGE
OF DOOR
FULLY OPEN
POSiTiON
Figure 7.1-18.
Adjustment
of Open-Limit
Microswitches
Adjust the door check so that doors open and
close fully, ,without banging into the stops. Needlevalve screws on top of each end of the housing
cylinder are adjusted to control the amount of
check provided.
Compress the rubber bushings at the ends of the
drive chain approximately 1/B.inch by adjusting the
chain tension until finger tight, plus one turn
(both sides).
•
The nylon, block located above the drive sprocket
prevents the chain from jumping over the teeth
of the sprocket. Adjust front-to-back motion
first, positioning the nylon block so that it comes
between the links of the chain. Lower the angle
until there is slight clearance between the chain
MM-137
7.1.17
Door Operator
ADJUST CAM TO
ACTUATE CLOSE LIMIT
MICROSWITCH
•
•
• ••
FULLY CLOSED
POSITION
LEADING EoG~
OF DOOR
E
~
•
•
,'-
@
Figure 7.1-19.
3-1/2"
Adjustment of Close-Limit Microswiteh
roller and the nylon block, then tighten
ment.
this adjust-
Next, adjust the nylon block so that it rides between
the chain links without rubbing either side.
Tighten all four screws.
•
Position the doors approximately
1 inch from the
fully open position, and adjust the cam to actuate
the open limit microswitches.
(See Fiqure 7.1-18.)
Position the doors approximately' 3 1/2 inches from
the closed position, and adjust the cam to actuate
the close limit microswitch.
(See Figure 7.1.19.)
Electrical Adjustments
Adjust tap 2 on resistor ORl for an opening
time within the range given below:
Door Type
7.1-18
Recommended
Opening Time
42~jn. center-opening
2.2 to 2.8 seconds
48-in.
2.5 to 3.2 seconds
center-opening
32-in. single-slide
2.7 to 3.7 seconds
36-in. single-slide
3.0 to 4.0 seconds
42-in. single-slide
3.5 to 4.5 seconds
48-in. two-speed
4.0 to 5.0 seconds
54-in. two-speed
4.5 to 5.5 seconds
•
MM-137
.
,
- -'J :".
.
..
,~ , ~.""
Door Operator
•
Next, adjust the band on OR3, which controls
the start of the open cycle, so that the doors
open smoothly and quietly.
Finally, adjust tap 2 on OR2 so that the doors
hold in the open position. BE SURE THAT THE
MOTOR CURRENT DOES NOT EXCEED 0.8
AMPERE AT THIS TIME. This completes the
adjustment of the opening cycle.
Adjust tap 3 on CRl for a closing time within
the range given below:
Door Type
•
Recommended Closing Time
42-in. center-opening
2.7 to 3.2 seconds
48.in. center-opening
3.0 to 3.5 seconds
32-in. single-slide
3.2 to 4.2 seconds
36.in. singie.slide
3.5 to 4.5 seconds
42.in. single-slide
4.0 to 5.0 seconds
48.in. two-speed
4.5 to 5.5 seconds
54.in. two-speed
5.0 to 6.0 seconds
Next, adjust the band on CR2 so that the force
during the final two thirds of the door closing
cycle does not exceed 30 ft. Ibs.
Finally, adjust tap 3 on CR2 so that the doors
hold in the closed position. BE SURE THAT THE
MOTOR CURRENT DOES NOT EXCEED 0.8
AMPERE AT THIS TIME. This completes the
normal close cycle adjustment.
When nudging feature is provided, hold doors open
by hand until the nudging buzzer sounds and door
starts to close. Door closing time should be
approximately 50% greater than normal, as shown
in the chart below. If necessary,adjust tap 2 on
CR1 for proper time.
•
MM.137
7.1.19
Door Operator
Door Type
•
Closing Time ;n Nudging Mode
42-in. center-opening
3.2 to 4.8 seconds
48.in. center-opening
4.5 to 5.2 seconds
32.;n. single-slide
4.8 to 6.3 seconds
36-;n. single-slide
5.2 to 6.7 seconds
42-;n. single-slide
6.0 to 7.5 seconds
48-;n. two-speed
6.7 to 8.2 seconds
54-;n. two-speed
7.5 to 9.0 seconds
Finally, adjust tap 2 on CR2 so that the force
during the final two thirds of the nudging cycle
does not exceed 30 ft. Ibs.
•
OVL Door Operator
The OVL Door Operator (Figure 7.1-20) is an
intermediate-to high-speed unit utilizing a chain
drive and arm linkage assembly to translate the
rotary motion provided by a fractional horsepower
de motor into the horizontal motion needed to
open and close the car and hoistway doors.
The reversible de motor drives the pulley by means
of a sprocket-driven chain. One end of the drive
arm is attached to one side of the pulley; the
other end is attached to the arm linkage consisting
of the arm and door link assemblies.
Door position is detected by a series of cam-operated
contacts located in the door operator control box
next to the motor. Door speed is controlled as a
function of door posi!ion by the cam-9perated
contacts which, in turn, energize relays that add
or remove resistances in the armature circuit of
the door motor.
•
Mechanical Adjustments
Cam-operated switches are located in the dooroperator control box (Figure 7.1-21).
7.1.20
MM-137
Door
•
MOTOR
DOOR OPERATOR
CONTROL
(DOCB)
Operator
BOX
BALANCE
WEIGHT
DRIVE
HITCH
PLATE
SPACERS
SHIMS
STOP
REAR
BRACKET
•
FRONT
DRIVE
BRACKEr
ARM
VANE
(REF)
ARM.PIVOT
BRACKET
ARM
ASSEMBLY
Figure 7.1-20.
OVL Door Operator
TERMINAL
STRIP
CAM
(1 OF 16)
SWITCH
(1 OF 16)
•
MOTOR
Figure 7.1-21.
MM-137
PULLEY
SHAFT
Door Operator Control Box
7.1.21
"
,
Door Operator
~
CAP SCREW
•
"
CAM
GSI.
OCl.
C04.
C03 ••
C02.
%rq-0..
lOCK.
WASHER
@'
• SPI
cOOL
.003
.002
•• OA2
CAl.
.OAI
cor.
RING
(SPACER)
D
SP2 cc
Figure 7.1.22.
001
• SP3
Cam.Switch Adjustment
Cams are adjusted (Figure 7.1-22) by loosening
the screw and rotating the cam to obtain a switch
closure or opening for the applicable door position.
The switch conditions shown in Figure 7.1-23
depict the factory settings, and may require some
slight adjustment in.the field. When adjusting a
cam, be certain that it is in line with the center
of its contact before tightening in place.
•
Electrical Adjustments
Control resistors are factory-set to the values given
in Figure 7.1-24.
If minor "touch up" is necessary,
first be sure that cams are correctly set, then
adjust control resistors as shown in the following table.
Location
Controller.
Resistor
Parameter Adjusted
01. tap 2
Cushioning
02, tap 2
Nudging speed
03, tap 3
Sharpness
OMF, tap 2
Opening torque (adjust if
door fails to open fully)
OMF, tap 3
Closing torque (adjust if
door stalls with closing
force greater than 30 ft-Ibl
OMF1, tap 2
of final
stop
of reversal
Extra torque for heavy~door"'"
operation
Door
Operator
Control
Box
I
7.1-22
02, taps 1 &3
03, tap 1
Smoothness
motion
of closing
02, tap 2
03, tap 2
Smoothness
of opening
•
motion
MM.137
••••• -----------------------';:;,;"~
;';:;"';;':;;'.',or.;;;'''';:;':;':;:''1;--,;;.;;",-:;~;c"::;.,,:;;,,~, ••;;••• -----------------
,
,
Door Opera lOr
•
Recommended door times are given below.
Door time is adjusted by car-controller DIp.
switch on Elevonic installations.
Door
Single Slide
Open
Close
Center Open in.
Open
Close
36
2.0
3.3
1.4
1.9
-
42
2.2
3.9
1.4
2.3
2.0
3.4
48
-
1.6
2.7
2.4
4.0
Opening
DOORS
FULLY
OPENED
DOORS FUllY
•
Two Speed
Open
Close
CLOSED
--I 1-'/2"
OPENING
1ST ACCELERATION
W/77ZZZZZ7ZZZZZZZZ
OAI
CONTACT
2ND ACCELERATION
rY/~~/~Z~/~Z~2~2~2~/~~2"'/;""2~2~2~2"'Z~/~/~.
r""7/1---J OA2
,~
CONTACT
3"--t
_
•
~
_
E
V/L/ZZZZZZZZZZZ?ZZ
1.-'.1/2"
101
t--
I
'/2"
f')~
1-'/4"
f;;l~
---t t-'/2"
_
_
CLOSING
00'
tST DECELERATION
CONTACT
002 }
ADDITIONAL
003
SLOWDOWN
CONTACTS
DOL
DOOR OPEN
CONTACT
_
,ST ACCELERATION
D'/~-2-Z-/~Z-Z~Z~Z~/-/~/~2~2~Z-/~Z~/~//l
CA,
CONTACT
"-6" __
V/--/-Z-Z-/-Z~/~-Z-Z-/~2~/~Z~Z-I
1 CD'
t=::::4"-t
I===================::::OZZZJ
t-
DECELERATION
2"-ooj
I
C02
CONTACTS
VZ7/I
I" _
CD3
--t
QZJ
--------~------------
CD4
.....
rzzzza
'" t-1--6"---1
GS,
------------~rzzJ
~--------------l-....,'"_
DCL
VZ2!
V72&Q2Z'l?726
LIFT
CONTACT
DOOR
CLOSE
CONTACT
FINAL
SP'
1---8"_
1~
BRAKE
DOOR
CLOSING
CONTACT
DESENSITIZE
I
~2
DETECTOR
1
SP3
NOT USED
ELECTRONIC
NOTES,
•
MM-137
1.~;CONTACT
o
2.
CLOSED
CONTACT
OPEN
CONTACTS ARE TYPICAL
Figure 7.1-23.
Cam-$witch
Act1Jation
7.1.23
Door Operator
•
LOCATED IN CAR CONTROLLER
03 (100 OHMS)
I
I
40 115
I
02 (3000HMS)1
1 175
45
DMF (250 OHMS)
150
I 60 I
I
I
D4 (2500HMS)1
I
125
180
I 50 bo
D1 (300 OHMS)
DMF1 (1000HMS)1
40
30
I 50 1 20
I
240
I 60 I
~3
LOCATED IN DOOR OPERATOR CONTROL BOX.
CENTER-OPENING DOOR
2-SPEED AND SINGLE,SLlDE DOORS
D2 (150 OHMS)
.
TOP
151 56
I 17 I
D2 (150 OHMS)
0
1411 82 161
..ruulfUlJl.n..
T 2T 3T
1
TOP
4
TOP~
1
I
3
110 I
TOP
4
...ruulJ1J1r
1 2T - - - -
DO (200 OHMS)
1201 32
•
D3 (30 OHMS)
I
T2- T3- -
I
J'lJl.SLfl.Il..
1 T 2- 3T 4T - 5T
.
D3 (30 OHMS)
7
9
DO (300 OHMS)
I 20 I 80 I
130164
I 34
1139
rop
TOP
2
3
4
DC (150 OHMS)
2
3
4
DC (150 OHMS)
I
1541301201
21
TOP
Figure 7. 1.24.
I 79 I 32. I
TOP
Resistor Settings
•
7.1.24
MM-137
•
OTIS
7.2
Door Protective Devices
Type 6993AL Safety Shoe
The door safety shoe came into use with the
introduction of automatic push-button elevators.
It is a protective device that causes the car door
to reopen whenever it strikes a passenger or
object in the doorway while closing. The safety
shoe, or some other door reversal protective
device, is now installed on all elevator car doors .
•
DRIVE
ASSY
SHOE
ASSY
WIRING
Figure 7.2-1.
•
MM.138
Type 6993AL
Safety Shoe
The Type 6993AL safety shoe (Figure 7.2-1)
consists of three elements: the shoe assembly,
the drive assembly, and the wiring. The shoe
assembly, which is attached to the door, consists
of the soft-nosed vertical edge and the lever
mechanism. The drive assembly consists of the
parts needed to retract the shoe. The wiring
simply connnects the door reversal switch to the
7.2.1
Door Protective Devices
•
controller and is listed here primarily because it
is installed when the shoe is installed.
The AL
safety shoe works with all current door operators.
The operation of the AL safety shoe is relatively
simple. The key elements of the safety shoe are
clustered about the upper pivot. (See Figure 7.2.2.)
There are three moving parts mounted on two
stationary pivots. The left pivot, marked B,
supports the bellcrank.
The right pivot, marked
A, supports both the bracket and lever arm and
each can move independently.
Also note that
the shoe, which is supported on a similar pivot
arm at the bottom of the door, will move in
and out as the lever arm. is rotated about pivot
•
A.
B
•
A
LEVER
ARM
,
,
Figure 7.2-2.
"
Key Elements of Safety Shoe
The least complex motion occurs when the shoe is
pushed as the door closes. (See Figure 7.2-3.)
The pivot arm moves up and in about pivot A
until it hits the limit stop. This causes the
opposite end of the pivot arm to release the switch
button which, in turn, initiates a door reversal. The
inward push on the shoe is resisted by the tension
spring at the bottom of the pivot. This spring has
two functions:
It tries to keep the pivot arm tight
7.2-2
•
MM-13B
Door Protective Devices
•
against the bracket, and it helps to keep the shoe
from bouncing when it is extended. Note that this
shoe is NOT counterbalanced; the shoe is light
enough and pivots smoothly enough so that only a
tension spring is required rather than a counterbalance spring. Since there are no other applied
forces, the bellcrank and bracket do NOT move
when the shoe is' pushed.
LIMIT
STOP
BELLCRANK
AND BRACKET
PIVOT
ARM
DO NOT MOVE
TENSION
SPRING
"""""
•
I
SWITCH
SHOE
PUSHED
IS
RELEASED
,
Figure 7.2-3.
•
MM.138
Pushing on Safety Shoe
When the shoe is retracted, everything moves.
(See Figure 7.2-4.) As the door approaches the
fully open and fully closed positions, the aircord
,pulls up. This causes the bellcrank to turn
clockwise about pivot B. The dual-springed
coupling then causes the bracket to rotate counterclockwise about pivot A. The bracket then pushes
through the limit stop to turn the lever arm
counterclockwise, and causes the shoe to retract.
All springs are under increased tension and work
to restore the parts to their initial positions once
the pull on the aircord is released.
7.2-3
Door Protective Devices
•
AIRCORD
PULLED UP
~.
SHOE
RETRACTS
A
ALL SPRINGS RESIST
PULL OF AIRCORD
o
Figure 7.2-4.
•
Safety Shoe Retracted
Adjustments
The only adjustments required are the setting of
the door reversal switch and the coupling, which
should be dimensioned as shown in Figure 7.2,5.
The remaining springs are not adjustable.
The
two extension springs must be strong enough to
keep the switch bracket tight against the coupling
and restore it to this position when the shoe is
extended.
The tension spring must similarly keep
the pivot arm tightly against the down-limit stop
on the switch bracket when the shoe is extended.
J2.12JQ::=[)ui
L:UP LIMIT
EXTENSION
SPRINGS
r.
__
TENSION
SPRING
DOWN LIMIT
•
I
SWITCH
ADJUSTED
7.2.4
Figure 7.2-5.
Coupling
Adjustment
MM.138
Door Protective Devices
•
NORMALLY OPEN CONTACT
(TOPIBOTTOM)
Figure 7.2-6.
•
Switch Adjustment
Te adjust the reversal switch, set the deer at
some mid-epen pesitien and extend the shee fully.
Then set the adjusting screw se that the switch
centacts just .open. In the pushbutten unit used
en the AL shee shewn in Figure 7.2-6, .only a
slight inward push .opensthe switch c.ontacts.
After making the adjustment, make sure.the d.oer
reversespreperly when the shee is pushed and that
ne false reversals.occur when the d.oer .opensand
cleses.
Type A6971Y Light Ray
Twe light rays, .one at ankle height, the ether
waist high, are beamed acress the elevater entrance
and fecused en reflecter targets en the ether side
.of the deerway. If the deerway is clear .of
passengers,each ray is reflected back ente a
phetecell in the same unit centaining the light
seurce. Light striking the phetecell helds .out
a relay, allewing the de.ors t.o c1eseat the
expiratien .of deer time.
A passengerentering .or leaving the car interrupts
.one .or beth light rays, and prevents the deers
frem clesing. If the deers have started te c1ese,
interruptien .of either ray will cause the deers
te reepen.
A typical installati.on (Figure 7.2-7) uses the
fellewing cempenents:
•
MM-13B
1)
Master unit, at waist height, centaining pewer
supply, LED light seurce, phetecell and
amplifier, plug-in relay, LED indicater, and
cennecter te slave unit.
7.2.5
Door Protective Devices
2)
Slave unit, ankle height, containing
source, photocell and amplifier.
3)
Two reflector targets, one for each unit.
•
LED light
•
The light source is a pulsed light-emitting diode
(LED). The photocell circuit is designed to
respond only to light pulsed at the LED frequency,
and is completely insensitive to ambient light.
The master unit contains an indicator LED that
glows whenever the light ray is interrupted.
Both
master and slave units have built-in cutout switches
allowing disconnection of the photo-head during
maintenance.
INDICATOR
LAMP
61
LENS AND
LIGHT SOURCE
61 61
-{-'
MASTER
UNIT
GREEN
24"
NEUT.
117V WHITE
S
LENS AND
LIGHT
SOURCE
-{---
r
61 S
I
I
SLAVE
UNIT
RED
•
NO
NC
BLACK
WHT WHT-I
I
BLK BLK
GRN GRN
L
YELLOW
COM
YEL
YEL
RED
RED
JUNCTION
I
...J
BOX
CUT.OUT
SWITCH
24"
Figure 7.2-7.
Type A6971 Y Light Ray Installation
•
7.2.6
MM.138
Door Protective Devices
•
Maintenance
Preventive maintenance of the Iight ray involves
keeping the lens and reflector target free of dust
and grime. If the unit fails to operate, it most
likely is due to either misalignment of the light
source and target, or to relay failure.
Failure of the light ray affects door operation
as shown in the table below.
Light Ray Fails
Door Time After Operation
of Light-Ray Cutout Switch
Doors stay open.
10 . 15 sec. at all floors
Door Operation
System
LRV
When
System hangs up.
LRS
Doors close at normal
Normal
speed at expi ration of
delayed-car time at
each stop.
MRS
•
Elevonic
Doors nudge closed at
each stop at expi ration
of delayed-car time.
. Doors nudge closed at
each stop at expiration
of delayed'car time.
10 - 15 sec. at all floors
Normal
If failure occurs at a time when the car cannot
be taken out of service (during the rush hour,
for example), disable the light-ray circuit by
turning OFF the LIGHT RAY keyswitch on
the car operating panel. Repairs should be
effected as soon as possible.
Test alignment of the light ray as follows:
•
MM-138
1)
Turn ON the LIGHT RAY keyswitch on
the car operating panel.
2)
Slide cutout switch on slave unit towards
lens.
3)
Slide cutout switch on master unit away
from lens.
4)
Observe LED. If LED is lit, proceed to
step 5. If LED is out, loosenjackscrews
(Figure 7.2-8) and tilt photo-head up-down
7.2-7
Door Protective Devices
•
and left-right until beam is centered on
reflector, as indicated by steady lighting
of the LE D indicator.
Tighten jackscrews.
r
CABLE
CUT-OUT
SWITCH
LENS
SLOT
Figure 7.2-8.
JACKSCREW
•
Aiming of A6971 Y LIght Ray
5)
Slide cutout
lens.
switch on master unit towards
6)
Slide cutout
lens.
switch on slave unit away from
7)
Observe LED. If LED is lit, slide cutout switch
on slave unit towards lens. If LED is out,
loosen jackscrews on master unit and align
as described in step 4.
8)
SIide cutout
lens.
switch on master unit away from
If symptoms of light-ray failure persist, change
relay as follows:
7.2.8
1)
Place thumb
7.2-9a. Push
socket end.
be unplugged
and forefinger as shown in Figure
slightly, then lift relay from
The relay is now free and may
from its .socket.
2)
Plug new relay into socket, as shown in Figure
7.2-9b.
Insert socket end of relay into clamp,
then push down on relay until spring clip
is seated in the recess.
•
MM-138
Door Protective Devices
•
LIFT
HERE
PUSH 1/32"
FINGER
_
RELAY
CLAMp....
,
SOCKET
INSERT
(a)
Figure 7.2-9.
Type 7048 Electronic
•
TAB
IN RECESS
(b)
Relay Replacement
Detector
The Otis Type 7048 electronic door detector
(Figure 7.2-10) is used in lieu of safety shoes and
light-ray detectors in high-rise, high-performance
elevator systems. The main advantage of this
device is that it operates on a proximity principle,
causing door reversal when a passenger or object
passes near the door edge. It thus re-opens the
doors sooner than the safety shoe, which requires
actual contact with the passenger before initiating
reversal. It also eliminates the unnecessary door
reversals that occur as .soon as the Iight ray is
interrupted, even if the doors are almost fully
open and in no danger of striking the passenger.
The overall effect of the electronic detector, then,
is to reduce passenger transfer time when a stop
is made.
The electronic door detector comprises a power
supply and memory unit mounted on top of
the car, and a detector chassis and preamplifier
unit mounted on the leading edge of each door.
•
. MM.138
The Type 7048AA detector contains four
antennas and is designed for use with standard
doors. (See Figure 7.2-11.)
The antennas,
preamplifier unit, and a terminal board to
facilitate wiring are mounted on an L-shaped
vinyl-clad metal alloy base plate. The antennas
are preformed L-shaped steel strips, each
approximately
16 inches long. They are
protected by a similar vinyl-clad L-shaped cover.
The open end of the chassis, along the leading
edge of the door, is covered by two L-shaped
Tenite faceplates.
The adjustment controls of
the preamplifier are accessible when the top
faceplate is removed .
7.2-9
Door Protective Devices
•
"
PREAMPLIFIER
POWER
SUPPLY
•
DETECTOR
•
Figure 7.2-10.
Type 7048 Door Detector
The Type 7048BB detector chassis contains an
eight-antenna array and is primarily used with
close-coupled doors. (See Figure 7.2-12.)
Each
antenna is approximately
7 1/2 inches long
and is equally spaced along the L-shaped base
plate. A separate base plate, approximately
12 inches long, is provided for the preamplifier
unit and terminal board. Separate covers and
faceplates are provided for each base plate.
Most detector circuits are located on a single
printed-circuit board mounted within an open
rectangular frame.
(See Figure 7.2-13.)
The
unit is sealed with transparent plastic covers.
Three controls are provided for each of the
two detector circuits:
balance, sensitivity, and
an ON-OF F switch. The balance control is
adjusted to tune the bridge for a null condition
when the doors are closing and the doorway is
clear. The sensitivity control adjusts the amount
of unbalance needed to initiate a door reversal.
7.2.10
•
MM-138
I
I
Door Protective Devices
•
PREAMPLIFIER
COVER
CLOSE.
COVER
STANDARD
TOP
DOOR
FACE
PLATE
TOP
FACE
l
_COUPLED
DOOR
PLATE
•
PRE.
PREAMPLIFIER
AMPLIFIER
BASE
BASE
PLATE
PLATE
TERMINAL
BOARD
TERMINAL
BOARD
ANTENNA'
COVER
•
;
I,
~
ANTENNAS
•
i.i
,
ANTENNA
~
,;~I
~
BASE
PLATE
\\
BOTTOM
FACEPLATE
•
•
I
BOTTOM
FACEPLATE
Figure 7.2.11.
Four-Antenna Arrangement
Figure 7.2.12.
Eight-Antenna
Arrangement
FRAME
PLASTIC
COVERS
SENSITIVITY
ON.OFF
PRINTED
CIRCUIT
BOARD
BALANCE
TAPE
•
MM.138
Figure 7.2.13.
Printed.Circuit Board
7.2.11
Door Protective Devices
•
The power supply is mounted on top of the car.
(See Figure 7.2-14.) Transistors 01 and 02 and
transformer T2 are part of an oscillator circuit
which generatesthe 200-volt, 1-KV reference.
This signal can be monitored at the 80 test jack.
The REDUCED 1KC potentiometer is adjusted
for a reduced sensitivity of the system when the
doors are almost fully closed. Normally closed
contacts of the EPR relay initiate a door reversal
when the relay drops out. Transformer T1, Zener
diode CR14, and capacitor C3 are some of the
internal power supply components that generate
the dc operating voltages for both power supply
and preamplifier circuits. The system can be
turned "on" or "off" by means of the EDC
switch which is in the secondary circuit of
transformer T1.
;
CAPACITOR
C3
TRANSFORMER
T1
TRANSFORMER
TRANSISTORS
•
EPR
RELAY
T2
...r
Q1
EOC
SWITCH
LQ2
REDUCED 1KC
POTENTIOMETER
Figure 7.2-14.
Power Supply
To prevent temperature and humidity changes from
unbalancing the bridge circuit and causing repeated
door reversals,a memory circuit, consisting of a
printed-circuit board, wiring, and associated hardware is included in the power supply, The memory
circuit (Figure 7.2-15) samples and memorizes
the preamplifier null level each time the doors
open and no obstruction is in the doorway. This
level then becomes the reference for the system.
The system is fired to re-open the doors only
when a signal, produced normally by passengers
entering or leaving the car, is sufficiently higher
than the reference level.
7.2-12
I
•
MM.138
Door Protective Devices
•
INSULATOR
CIRCUIT
BOARD
GUIDE
CABLE
Figure 7.2-15.
•
Memory Board
Cleaning
Accumulation of dust, dirt, or moisture on the
detector faceplate or within the detector unit can
cause delays in service through false triggering of
the detector.
You can avoid this problem by
keeping the detector clean and dry.
There are two levels of cleaning:
1)
Wiping down the faceplate
2)
Internal cleaning.
and;
The cleaner to use with either operation
is
Otis Detector Faceplate Cleaner.
•
MM-138
Wipe down the faceplate at least once a week
in humid, dusty environments; the more humid
and dusty the environment, or the more dirt
that is tracked into the elevator, the more often
this faceplate should be cleaned. Wiping the
detector faceplate with a clean rag dampened
slightly with cleaner, not only helps remove dust
and dirt, but also helps remove any static charge.
Be sure to clean out the ribs in the plastic faceplate in addition to wiping down the surface .
Internal cleaning of the detector units should be
performed at least annually.
This process requires
removing the detector unit from the door panel
7.2-13
Door Protective Devices
•
and cleaning the preamp chassis as well as all
internal surfaces with a clean rag dampened with
cleaner.
In addition, the edge of the door panel
where the detector unit is mounted should be
wiped down before re-installing the detector.
Adjustments
Detector adjustment should be checked if the
unit tends to false fire (too sensitive) or fails
to fire (not sensitive enough).
Be sure detector
is clean and dry before making any adjustments.
Two DIPswitches on the memory circuit board
(one for each bridge) are used to adjust the
sensitivity.
(See Figure 7.2-16.) Setting a DIPswitch to "on" shunts one of the series resistors,
thereby increasing the sensitivity.
With two
sWitches "on" and two "off", the sensitivity
of the detector is essentially at the mid-range
position.
Set the DIPswitch for maximum
sensitivity without false firing.
•
SW
2 SWITCHES 'ON' -2 SWITCHES 'OFF'
Figure 7.2-16.
Sensitivity
DIPswitches
The preamplifier output is measured at the test
points in the car service cabinet.
(See Figure
7.2-17.) The positive meter probe is inserted into
the black test point and the common probe into
the orange test point. The meter is set on the
dc scale and initially on the 60-volt range. When
taking readings, keep the meter inside the car
and away from the detector antennas.
7.2.14
•
MM.13&
"
("("".
.,
Door Protective Devices
•
T SWITCH
ORN
ON
TP
BLK
TP
B SWITCH
ON
I
B L K ---{
•
I
t::::::\.
i._~.J
RED
I
O.75V
Figure 7.2-17.
Preamplifier
Output
The null or residual voltage may have increased
slightly after the sensitivity amplifier has been
adjusted.
However, the residual for either
antenna pair should not exceed 0.75 volt. This
check is made with both the T and B switches
"on".
If the car has center-opening doors,
repeat the entire procedure for the other door.
There is a desensitized zone when the door is
6 inches from the fully closed position, and in
the case of close-coupled doors,when the doors
are approximately
1 inch from the fully open
position.
•
MM-13B
In this desensitized area, the doors should
reopen only when the faceplate is touched.
To test this desensitizing feature, block the
doors near the fully closed position6 inches
or less. Run a hand along the faceplate from
top to bottom.
If the EPR relay does not
remain de-energized, increase the BO supply by
turning the REDUCED 1KC potentiometer
in the
clockwise direction.
(See Figure 7.2.14.) If the
EP R relay drops out before the faceplate is
touched, decrease BO by turning the
potentiometer
in the counterclockwise
direction.
7.2.15
Door Protective Devices
•
BLUE
TIP
BLACK
TIP
\
\
RED,
B
VDC
J
BLK
•
4.3
MAX
Figure 7.2.18.
Memory Circuit Output
To adjust the memory circuit, set the voltmeter
on the 1Q.volt dc range and connect it to the
special test jack. (See Figure 7.2.18.) Open the
doors slightly and touch the leading edge of the
door. The output of the memory circuit, as
observed on the meter, should be 4.3 volts
maximum. Remove your hand and allow the
doors to open fully. When the doors open past
the desensitized zone, the meter reading should
not change. The memory circuit output should
remain at 4.3 volts during the entire open and
close cycle. If not, check the connection of the
desensitizing contacts.
Type 9948R Door Detector
The Otis Type 9948R door detector (Figure 7.2-19)
is used in lieu of safety shoes and light-ray detectors
in high-performance elevator systems. The main
advantage of this device is that is operates on a
proximity principle, causing door reversal when
a passenger or object passes near the edge of the
closing door.
7.2.16
•
MM.138
..•..
',""""".~.o.~~.,,=i~
.;
".
Door Protective Devices
•
POWER
SUPPLY
UNIT
CABLE AND
GROUND
WIRE
BRACKET
ANTENNA
UNIT
•
Figure 1.2-19.
9948R Door Detector
It thus re-opens the doors sooner than the safety
shoe which requires actual contact with the
passenger before initiating reversal. It also
eliminates the unnecessary door reversals that
occur as soon as the light ray is interrupted,
evenif the doors are almost fully open and in no
danger of striking the passenger. The overall
effect of the proximity detector, then, is to
reduce passenger transfer time when a stop is made.
•
MM-138
The 9948 R Door Detector consists of a power
supply, one or two antenna units, associated
mounting brackets, hardware and cables. The
antenna unit is attached to the leading edge of
the car door in the traditional manner or can be
mounted on the nose of close-coupled doors.
As with safety shoes, one antenna unit is attached
to each car door; therefore, cars with center-opening
doors require two antenna units. The power supply
for the antenna(s) is mounted on the top of the
car controller.
7.2.17
Door Protective Devices
•
The antenna unit (Figure 7.2-20) consists of an
antenna assembly and deflector enclosed with in a
polyvinyl chloride (PVC) housing made up of
an extrusion cladding and a faceplate. Two PVC
plugs seal the top and bottom of the antenna
assembly. Five holes are located at the top of
the faceplate to provide accessto adjustments
and the null indicator used during installation.
The antenna assembly (Figure 7.2-21) houses
the electronic circuits which become accessible
when the faceplate is snapped off the extrusion
cladding. It consists of the U-shaped guard, an
output connector (stereo jack), a printed circuit
board (located under the nomenclated cover),
and a set of antennas: upper and lower and
two auxiliary antennas.
PVC
FACEPLATE
~PLUG
PVC
EXTRUSION
CLADDING
(TOP)
•
•
•~
I
•
•
••
I
I
•••
ANTENNA
ASSEMB"LY
I
•
,
~
I:
•
•
•
PLUG
(BOTTOM)~
•
~
Figure 7.2-20.
7.2-18
DEFLECTOR
Antenna Unit
MM.138
Door Protective Devices
•
The nomenclated cover identifies the adjustments,
test point, and indicator located on the printed
circuit board behind it.
GUARD
The 'CLICK
STEREO
JACK
•••
ICLlCK'
socket
fully
hom.
NULL
INDICATOR
TEST POINT
•6
MOUNTING
SCREW
insert
shim
'0'
--
Icalled the deflector
SET
SENS(ITIVITY)
right-and
deflector
ADJUSTMENT
on the cab side.
do not
insert a 2.5-mm diameter
insulated rod to disconnect
the auto balance circuit.
MOUNTING
SCREW
BAL(ANCE)
,ADJUSTMENT
I
•
MM.13B
The SENS hole provides
a screwdriver access to the
sensitivity adjustment. The
arrow under the hole indicates
that the sensitivity is increased
as the adjustment is turned
in the clockwise direction.
The admonition not to remove
the cover is self evident. The
cover is held in place with
two screws.
,
'It
left-hand doors. The
must always be placed
The SET hole allows you to
this
cover
BAL
in Figure 7.2-20)
in the correct position for
remove
AUXILIARY
ANTENNA
(UPPER)
SH 1M' label shows
how to position the 'shim'
SET
SENS
diode) used as a null indicator.
The 'Insert
I INiWf
"
urr
UPPER
ANTENNA
A hole at the top allows you to
view a red LED (light emitting
The second hole provides access
to a wire loop to which you can
connect suitable test instruments.
This is called the monitor test
point.
COVER
I
home'
MONITOR
•
•
socket fully
instruction is a reminder to fully
seat the in-line stereo jack that
is used to connect the antenna to
the power supply unit.
AUXILIARY
ANTENNA
(LOWER)
The BAL hole provides screw-
driver access to the balance
adjustment. This capacitor
adjustment has about 17 turns.
LOWER
ANTENNA
Figure 7.2-21.
Antenna Assembly
7.2.19
Door Protective Devices
•
The power supply unit (Figure 7.2-22) consists
of a single printed circuit board enclosed in a
metal case. It serves as the junction box for
the door detector and all connections to the
car controller.
The power supply unit contains
a regulated power supply, a low-frequency
oscillator and relay driver and several controls,
adjustments, and a neon indicator.
Two terminal strips provide the tie points
connecting power, the antenna unit(s), a door
position input, and door-reversal output.
The relay provides the door-reversal output.
It is normally energized, and drops out when
an unbalanced condition is sensed ..
A diode is connected across the breaking contacts
of the relay and should be removed when the
door detector is used with controllers using ac
relays.
The neon lamp lights up when the relay is
energized to indicate that the antennas are
balanced.
•
The ON/OFF switch turns off only the power
supply outputs (and de-energizes the relay).
It does NOT disconnect the source voltage.
The DESENSITIZED SENSITIVITY adjustment
permits the detector sensitivity to. be set to
some reduced value when the car door is at each
of its limits.
Adjustments
See Figure 7.2-21.
The door detector is
adjusted with the car leveled at a landing and
with the door operator made inoperative.
For
center opening doors, each detector is adjusted
individually with the opposite door made
inoperative by disconnecting the stereo jack
at the top of the antenna unit.
7.2.20
1)
Set the door approximately 4 to 6 inches
from its fully open position to make sure
. that the desensitizing contacts have no effect.
2)
Insert a 2.5-mm insulated pin into the SET
hole in the faceplate.
(This disables the
autobalance circuit.)
3)
Using a non-metallic screwdriver, turn the
SENSitivity adjustment counterclockwise
approximately
1/2 turn.
•
MM-138
Door Protective Devices
•
•
ON/OFF
SWITCH
TERMINALS
EP1, 2, 8, 9, 11, 12.
DIODE
NEON
LAMP
RELAY
DESENSITISED
SENSITIVITY
ADJUSTMENT
•
MM.138
TERMINALS
EP19.20
Figure 7.2.22
Power Supply Unit
7.2.21
Door Protective Devices
4)
Stand away from the door and check if
the red LED "null indicator" is lit. If it
is, proceed with step 6.
5)
Move your hand (fingers together and palm
parallel to and facing the door edge)
horizontally towards the upper antenna
and see if the LED flashes "on".
If the
LED flashed "on", turn the BALance
adjustment clockwise about 1/2 turn.
Step back and check if the LED is now
"on".
If not, continue to turn the
BALance adjustment clockwise in 1/2-turn
increments until the LED remains "on".
If the LED did not flash "on", turn the
BALance adjustment counterclockwise in
1/2-turn increments until the LED remains
•
lion".
6)
Using your hand as the target, adjust the
balance control, as required. to meet the
criteria shown in Figure 7.2-23. The
detection distances are measuredfrom the
center of each antenna and should be maximized
and approximately equal.
7)
Without readjusting the BALance control,
adjust the SENSitivitY control so that the
LED goes out when your hand is approximately
2 inches away from the top antenna.
8)
Removethe pin from the SET hole.
9)
Reposition the car door in the desensitized
zone (fully opim) and adjust the DESENSITIZED
SENSITIVITY control in the power supply
(Figure 7.2,22) so that the neon lamp in
the supply always goes off whenever the
faceplate is touched (three fingers up to a
height of 62 inches).
•
10) Verify proper detector operation at other
landings by reinserting the insulated pin
into the SET hole and checking that the
target detection distances shown in Figure
7.2-23 are approximately the same for all
landings. The BALance adjustment may
require "averaging" to suit all floors.
Troubleshooting
If unable to balance the detector, try the following:
o
7.2.22
Check the mounting screws that secure the
antenna unit to the bracket, the bracket to
the car door, and the power supply to the
•
MM.138
Door Protective Devices
•
-~~~~.~~.~.~~~
~~
"
"'
••
••
••
:
••
•
:
••
••
••
••
••
I
••
•
r-'
••
••
••
••
••
•
•••
••
•
•••
•••
,'
.-;.,
••
••
••
••,
••
•••,
••
••
•,
••
••
••
••
••,
••
••
••
•
.,'..••;~.
••
•,
•••
••
••
:
••
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:
••
••
••
:•
••
••
•:•
• ••...••....•••
_.J~
~......... _
"'.~.
LED
o
1--====::::::::::)
.
•
•
MM.138
o
o
UPPER
DETECTION
DISTANCE
SAL
L
ADJ
I
52"
LOWER
DETECTION
DISTANCE
I
;BALANCE
ADJUSTMENT
SETISALI ADJUSTMENT
SO THATILEDJ GOES OUT
WHEN TARGET.DETECTION
DISTANCES ARE MAXIMUM
AND EQUAL (:1:1/8")
20"
_____________
l~__
~~_~~~~
~__
Figure 7.2.23.
Balance Adjustment
Criteria
7.2.23
Door Protective Devices
•
car top. All screws should be as tight as
possible to ensure good grounds.
0
Unplug the stereo jack, unscrew the body,
and examine the contact surfaces. They
must be clean.
0
Use a voltohmmeter ard make the following
measurements in the power supply unit:
1)
Voltage between terminals EP8 and EP9
should be 105:t- 10% volts ac or 110
to 130 volts dc.
2)
Voltage between terminals EP17 (+) and
EP15 should be 12 volts dc (right-hand
door).
3)
Voltage between terminals EP20 (+)
and EP15 should be 12 volts dc (Iefthand door).
4)
Resistance between the power supply box
and ground (EP12) should be at least
220K ohms.
5)
Resistance between the car door(s) and
ground (EP12) should be less than 1 ohm.
0
If detection is low, check the desensitizing
switch contacts in the door operator control
box. When used with the 7777 A door operator,
the switch should be open when the door is
2 inches away from the fully open position
and 6 inches away from the fully closed
position.
0
If the above checks do not uncover the problem,
replace the door detector.
•
•
72.24
MM-138
•
•
•
OTIS
•
8.1
Rails and Guides
Guide Rails
Cars and counterweights are guided up and
down the hoistway on rails of either Tee or
round cross section.
Assembly of the Tee-shaped rails to the hoistway wall is shown in Figure 8.1-1. The
two'piece bracket permits both vertical and
horizontal adjustment of rail position.
The
tie.plate prevents horizontal motion of the
rail with respect to the bracket.
The rail
is held firmly against the bracket by a clipand-spring combination.
However, clip design
permits the rai I to move vertically with
respect to the bracket as the building settles.
To prevent rust formation that would inhibit
this sliding action, the mating surfaces of the
spring and the rail are coated with grease or
heavy oil during installation.
•
.~fj;j
TIE.PLATE
~
5/8 SQUARE
BE USED.
HEAD BOLTS CAN
"STOP" ON CLIP
''''''''
"AO ''OM '""'~
RAIL
BRACKETS
STEEL SPRING
AFTER
,
GUIDE
RAIL
RAI LS ARE SET,
BEND THE ENDS OF THE
TIE.PLATE
AROUND THE
BRACKET TO HOLD RAIL
IN PLACE
•
FORGED
RAIL
CLIP
Figure 8.1-1.
MM.139
Tee Rail Assembly
8.1.1
Rails and Guides
•
FISHPLATE
RAIL JOINT,
•
Figure 8.1-2.
ree Rail Fishplate
Tee rail sections are approximately
10 feet long.
Side-to-side motion of mating rail sections is
prevented by the tongue- and- groove design of
the end surfaces. (See Figure 8.1-2.) The mating
rail sections are secured by fish plates which also
prevent front-to-back motion of the rails.
65EW2 BOLT
1/2. 13 FIN NUT
1/2 SAE WASHER
1/2 SPRING LOCK.WASHER
ROUND RAIL BRACKET
1/2 x 3" SLOTS
"U" TYPE COUNTERWEIGHT
SUPPORT BRACKET
SUPPORT ANGLE
Figure 8.1-3.
8.t-2
Round Rail Assembly
MM.139
Rails and Guides
•
Assembly of the round rails to the hoistway
wall is shown in Figure 8.'-3.
In this example,
a U-shaped bracket, bolted to the hoistway wall,
supports both counterweight rails. Each rail is
mounted to an arm of the "U" by a two-piece
bracket which permits both lateral and vertical
adjustment.
If? --""\,\
I~
SPLICE PIN
:~~!
I
9\
~I
~I
,.
FISHPLATE
I
2" X 2" x 1/4"
I
I
(
I
ANGLE
~-'
Figure 8.1-4.
Round Rail Fishplate
Mating round rail sections are joined by splice
pins as shown in Figure 8.'-4.
The joints are
further secured by an angle fish plate bolted in
place.
Maintenance
Clean car and counterweight
rails annually.
One man operates the car from the top
inspection buttons.
The second man satu rates
a cloth with Otis Elevator Co. cleaning compound
NO.2 and holds it against the rail as it is moved
up. Dry off the rails. Do not lubricate rails.
•
MM.139
8.1.3
Rails and Guides
•
Roller Guides
Roller guides are guide shoes that ride on the
"T" or round guide rails to keep the car or
counterweight aligned and plumb with the hoistway. More importantly, they maintain the
position of the car safety (and, where used,
counterweight safety) such that the safety jaws
will engage the guide rails when tripped.
Roller guides are located at four positions on
the car frame: two at the top on opposite
ends of the crosshead, and two at the bottom
on opposite ends of the safety-plank channels.
(See Figure 8.1-5.) The top roller guides differ
from the bottom roller guides only by the addition of guard plates.
A similar arrangement
weight.
is used for the counter-
ROLLER
GUIDE
ROLLERJ
Figure 8.1.5.
8.1-4
•
SAFETY
PLANK
GUIDE
Location
of Roller
Guides
MM.139
Rails and Guides
•
SIDE
ROLLER
~.
STOP
ADJUSTMENT
SPRING
Figure 8.1-6.
SPRING
ADJUSTING
NUT
Roller Guide Assembly
A typical roller guide comprises three rubbertired rollers mounted on a stand: two side
rollers for front and rear alignment and one for
side-to-side or postwise alignment.
(See Figure
8.1-6.)
Each roller rides on a bearing and is mounted
on one end of a lever. The other end of the
lever is attached to a compression spring wh ich
maintains the roller in constant contact with the
rail blade. Each roller arm has two adjustments:
one for spring tension, which determines the
amount of pressure the roller has on the rail
blade; and a stop, which limits tlie maximum
displacement of the roller.
•
MM.139
8.1-5
Rails and Guides
Several variations of the typical
are in current use.
•
roller gu ide
o
A springless guide for hydraulic applications
uses rollers mounted on eccentric shafts.
The eccentric permits adjustment of roller
position with respect to the rail blade.
A three-roller version is supplied for "T"
rail applications, a two-roller version for
round rails.
o
Some smaller roller guides utilize a single
tension spring for the two side rollers.
There is no spring adjustment for these
side rollers, but there are stop adjustments.
/
Maintenance
A properly lubricated roller guide should give
long, trouble-free service. No adjustment or
maintenance is required unless a noisy ride or
excessive sway is noticed when riding the car.
A noisy ride is symptomatic of excessive spring
pressure, a defective rubber tire, or lack of
lubrication.
•
To locate the defective roller guide, turn each
guide by hand. If the roller cannot be easily
rotated, the fault is either excessive pressure
or lack of lubrication.
Lubricate the pin and
bushing area with Otis Oil NO.2.
If necessary,
add grease to the Alemite fitting.
If the roller
still appears stiff, ease up on spring tension.
Replace entire roller if rubber tire exhibits flat
or worn spots. The tires are of a special rubber,
selected after extensive tests of many compounds,
and are vulcanized directly to the metal. wheel.
Tires will give long service if the roller is properly
lubricated and spring pressure correctly set.
A scraping sound heard when the car is loaded
to one side, or excessive sway during full-speed
runs, are symptomatic of incorrect spring
pressure or incorrect adjustment of the stop.
To locate the source of the scraping, ride the
top of the car with a 600-lb weight in the back
of the cab. If scraping sound does not occur,
repeat test with the weight in the front, then
on the left, and finally on the right side. Run
at full speed, listening for the noise. If heard,
take up on the mechanical stop as shown in
Figure 8.1-6 .
..8.1.6
•
MM-139
Rails and Guides
•
IF GAP IS ALWAYS
GREATER
THAN
l/l6-INCH,
INCREASE
NUMBER OF ACTIVE
TURNS
Figure B.I-7.
Setting of Spring-Adjusting Block
The same test can be made to locate the source
of excessive sway. If the space between the
roller arm and the stop (Figure 8.1-7) is always
more than 1/16 inch, increase the number of
active turns set by the spring-adjusting block.
Back off if the roller arm touches the stop.
If any springs are readjusted, do not forget'to
reset the stop nut.
For roller guides that don~t have spring-adjusting
blocks, the spring compression is either increased
or decreased, as needed, by turning in or backing
off the spring-adjusting nut or stud. (See Figure
8.1-8) A good starting point is to pry the car
until the slot in the guide stand rests solidly
against the rail blade. Set the spring compression
finger-tight, then release the pry and advance
the adjusting nut two turns for 7 7/8 inch rollers,
or one turn for 3 3/4 inch rollers. The stops are
set to prevent the guide stand from rubbing
against the rail blade when the test run is made
with the eccentric or unbalancing weights placed
at each of the four platform positions shown earlier.
It js permissible if the roller arm touches the stop
occasionally during the test run.
MM-139
8.1-7
Rails and Guides
•
INITIAL
SPRING ADJUSTMENT
WITH GUIDE STAND
PRIED AGAINST
RAIL:
3-3/4" ROLLER GUIDE
FINGER TIGHT PLUS 1 TURN
7-7/S" ROLLER GUIDE
FINGER TIGHT PLUS 2 TURNS
STOP
ADJUSTMENTS
't
/ -
INCREASE
COMPRESSION
TO INCREASE
STOP GAP
DECREASE
COMPRESSION
TO DECREASE
STOP GAP
STAND
Figure 8.1-8.
Setting of Spring-Adjusting
Nut
Ten-inch roller guides have two additional rideimproving adjustments:
a tie rod between the
front and back rollers and a dashpot on the postwise roller. (See Figure 8.1-9.) Both the tie rod
and dash pot should be removed when making
the stop and spring adjustments just described.
When the stop and spring adjustments are
complete, reinstall the tie rod, which is, threaded
like a turn-buckle, and turn it in a direction
that reduces the pressure of the side rollers
against the T-rail until one roller is just about
to lift off the rail. Then turn the tie rod one-half
turn in the opposite direction.
(See Figure 8.,.,0.)
The tie rod applies a precompression force to
the springs when the roller is just touching the rail.
S.l.S
•
MM.139
Rails and Guides
•
PIN AND
RETAINING
RING(2)
DASH POT
TIE
ROD
LOCK
NUT(2)
Figure 8.1-9.
Dashpot and Tie-Rod on to-Inch
Roller Guide
This keeps both rollers in contact with
the rail and running, even if the car bounces
back and forth during a run. The half turn may
be increasedslightly if a firmer riding effect is
desired.
(
)
\
TURN UNTIL ONE SIDE
ROLLER IS JUST FREE
OF RAIL, THEN TURN
•
1/2 TURN IN OPPOSITE
DIRECTION
Figure 8.1-10.
MM-139
Tie-Rod Installation
8.'-9
Rails and Guides
•
ROTATE DISC TO ALIGN
CENTER HOLE WITH
PISTON PILOT LINE
FILL WITH OTIS
NO. 41 OR
lOW.30 OIL
•
SCREW
Figure 8.1-11.
Dashpot Adjustment
The disc on the base of the dashpot piston has
three orifices, each a different size to provide
a different damping rate. (See Figure 8.1-11.)
As a starting point, check that the middle or
medium-size hole in the disc is aligned with the
pilot line in the piston valve. If not, loosen
the screw and rotate the disc. Fill the cylinder
with Otis No. 41 or lOW-3D oil to within 1 3/4
inches of the top; then reinstall the dashpot on
the roller guide with the piston end on top.
The smaller or larger holes in the disc may also
be tried to improve the riding qualities.
Sliding Guide Shoes
Sliding guides are sometimes installed on low-speed
(hydraulic) installations with round rails. (See Figure
8.1-12.) The sliding guide offers greater resistance
to sway than the roller guide, an advantage in a
hydraulic installation where the car is supported
principally by a telescoping cylinder with a tendency
to tilt slightly when fully elongated.
8.1.10
•
MM.139
Rails and Guides
•
SHIM
GUIDE
SHOE
CAR FRAME
UPRIGHT
(REF)
•
Figure 8.1-12.
Sliding
Guide
Sliding guides are also used on low-speed counterweights with round rails.
The guide shoe is faced with a concave nylon
gib at the point where contact is made with
the round rail. (See Figure 8.1-13.) Nylon has
a low coefficient of friction, hence eliminating
the need for guide rail lubrication.
Maintenance
Gib life is increased by Cleaningthe rails annually
with Otis Cleaning Compound NO.2. Clean more
frequently if rails begin to show an accumulation
of gummy residue.
Periodically measure the thickness of the gib (see
Figure 8.1-131 at its minimum point. If less than
5/16 inch, replace gib. If greater than 5/16 inch,
but the gap between rail and gib exceeds 1/16
inch, compensate by adding a shim as shown in
Figure 8.1-12.
•
MM-139
8.1-11
Rails and Guides
•
(6) 1/4-20 X 5/8 FLANGED WHIZ
BOLTS (TOP & BOTTOM HOLES)
NYLON GIB
(2) 380BS2
Figure 8.1-13.
Installation
•
of Nylon Gib
•
8.1-12
MM-139
•
OTIS
8.2
Stopping. and Limit Switches
•
Figure 8.2.1.
TYPE 6072 Stopping
Type 6072 Stopping Switch
Switch
The Type 6072 stopping switch (Figure 8.2.1) is
used in high-rise installations to slow down and
stop the car at the terminal landing if the normal
slowdown sequence should fail to occur. This
switch is mandated by the elevator safety code
which requires that a device, separate from and
independent of the normal slowdown circuit,
be furnished to stop the car at the terminal.
•
MM.140
As .shown in Figure 8.2-1, this GWitch consists
essentially of a roller, actuating arm, and contact
assembly.
Only one Type 6072 switch is supplied
per car, but it is arranged to stop the car at both
the top and bottom terminals.
8.2.'
Stopping & Limit Switches
The stopping switch is mounted on
of the carframe, as shown in Figure
stopping switch contacts, designated
so forth, are sequentially opened as
rides on cams fastened to the guide
upper and lower terminal landings.
the crosshead
8.2-2. The
551, 552, and
the roller arm
rail at the
•
ROLLER
GUIDE
CROSSHEAD
PLATE
•
Figure 8.2-2.
Stopping Switch Installation
As shown in Figure 8.2-3, the hoistway-mounted
cams
are shaped to gradually move the roller arm from its
center, non-actuating position to its extreme clockwise
or counterclockwise
position, depending upon the
direction of travel, as the car approaches a terminal
landing.
With a relay controller, motion of the roller
arm opens the 55 contacts sequentially,
initiating a slowdown sequence that reduces car
speed and finally stops the car. This emergency
slowdown sequence is arranged to operate
slightly behind the normal slowdown.
If normal
slowdown is operational, the emergency slowdown has no effect.
If car speed is detected
as being excessive at the terminal, the emergency
slowdown sequence gains control of car motion,
slowing down and stopping the car at a somewhat
more abrupt rate than the normal sequence.
8.2.2
•
MM.140
Stopping & Limit Switches
•
GUIDE
•
RAIL
-.J
•
ROLLER
UPPER CAM
R IDES ON
THIS SURFACE
STOPPING
SWITCH
•
CARFRAME
J
/
\-.'-"-'I~
. (7'
~~I
UP
ON
ROLLER RIDES ON
THIS SURFACE
LOWER CAM
-'
•
MM-140
Figure 8.2-3.
Stopping Switch Cams
8.2-3
Stopping & Limit Switches
•
With the microprocessor-based
Elevonic controller,
if car speed is detected as being excessive at the
terminal (indicating that neither normal nor backup software slowdown routines have functioned
properly), opening of a stopping switch contact
will initiate an emergency stop.
Maintenance
The stopping switch and cams have been positioned
during installation and should remain as originally
set.
These switches require very little maintenance.
Periodically check that the cam operating face and
the switch contact assembly are smooth and free
of accumulated dirt. Be sure that all joints between
cam sections are filed smooth.
The rubber-tired rollers will emit noise if the rubber
tire is loose on the roller or the ball bearing is not
properly lubricated.
If the tire is worn or loose,
replace the entire roller, including the bearing.
•
Type 6098 Limit Switch
The Type 6098 (Figure 8.2-4) is a position-sensitive
mechanically actuated switch. Although available in
a great many variations, all 6098 switches consist
of just three parts - a box of contacts, a cover,
and an actuating mechanism.
'I
ROLLER
Figure 8.2-4.
8.2-4
L
TR IPPER
CAM
Type 6098 Switches
•
MM.140
I
Stopping & Limit Switches
•
The contact box (Figure 8.2-5) is supplied in many
variations, including arrangementsfor single or
double pole, for single or double throw, and provisions for auxiliary contacts.
SPRING, RETURNING
(NOT SHOWN)
ARM WITH
•
ROLLER
MOVABLE CONTACTS
(TWO USED)
CONTACT BOX
COMPLETE WITH
LEVER, CONTACTS
AND BASES
Figure 8.2-5.
CONTACT BASE
WITH STATIONARY
CONTACTS
Internal View of Tvpe 6098 Switch
Three types of actuating mechanisms- roller, cam and
tripper - are illustrated in Figure 8.2-4 and tabulated
by application below.
•
MM-140
8.2-5
Stopping & Limit Switches
Motion of roller on the vane
Roller.
•
Applications
Type of Operation
actuates the switch arm, operating
the contacts within.
Final Limit Switch
power,
when
the elevator
approximately
terminal
located
opens,
disconnecting
platform
is
12 inches bevond the
landing.
One such switch
is
at each terminal.
Buffer Switch opens, disconnecting
power,
when
elevator
platform
depresses
buffer plunger, remains open until
plunger spring returns to normal position
when platform is raised clear of buffer.
Motion of an actuating rod
Tripper.
Broken Tape Switch
if floating
(as in a safety mechanism) pulls up
the tripper, actuating the switch arm,
Once actuated, this switch must be
tape
manually
Safety-Operated
reset.
power
opens,
tape
disconnecting
or PPT drive
breaks.
rod from
Switch is operated by
releasing
speeds sufficiently
into contact
with
carrier
if car over.
to bring safety
guide
Compensation Sheave Switch
disconnecting
power,
jaws
rails.
•
opens,
if compensating
rope breaks.
Cam.
Motion
mo~es
the switch
of cam along a roller
arm.
Gate Switch
closes when
approximately
one half
closed.
before
Release of Tripper
Closing
car door
inch from
of this switch
is
fully
is required
car can start.
Switch
Par:s essential to switch reset are shown in Figure 8.2.6a,
which shows the switch in its tripped position.
To
reset, refer to Figure 8.2.6b and perform the following
procedure:
8.2.6
1)
Push up on mechanism
that activated
switch.
2)
Push tripper until seat is aligned with latch pin
on switch arm.
3)
Release and turn the switch arm so that the pin
engages the tri pper seat.
•
MM.140
Stopping & Limit Switches
•
SWITCH ARM
TRIPPER
LATCH
PIN
TRIPPER
Figure 8.2-6a.
Tripped Position
Figure 8.2-6b.
SEAT
Reset Position
Maintenance
•
Carefully check alignment of rubber roller with cam.
Side or diagonal travel of roller wears the rubber tires.
Switch arms that are self-centering should have only
enough spring pressureto bring them back to normal
position. Heavy spring pressurewill compress the
rubber tire unnecessarilywhen it strikes and rides on
the cam, an action that tends to break down the
adhesion that bonds the tire to the rim. Keep the
surface of the cams clean and free of any lubricant
or any gummy or sticky substance.
•
MM-140
8.2-7
•
OTIS
8.3
Traveling Cable
One or more multi-wire electrical cables connect
the car to the machine room. The first part of the
cable run is from a junction box at the bottom
of the car to a junction box on the wall approximately
half way up the hoistway.
These cables move with
the car and hence are called the "traveling cables."
The remaining part of the run, from the hoistway
junction box to the machine room, is made in
rigid conduit or in metal troughs.
Maintenance
If sections of the traveling cable become worn or
chafed, due to rubbing on rough spots on the wall
or rubbing on the car or beams, the cable loop may
have to be adjusted, the rough wall smoothed, or
beam pads installed .
•
The cables should be suspended at a point above the
center of travel and hung on a hanger under the car.
The loop should be of just the right width so that
the portion of the loop suspended from the center
junction box will hang clear of both wall and car.
Further, there should be no obstructions that will
damage the cable, nor should the cable swing against
the rails. There must be sufficient space so that the
cables will not be crushed as the car passes.
The chafed spots on the cable should be taped carefully. If a cable is accidentally torn off, it may
be spliced if the splice does not become part of
the loop. When all spares in the cable have been
used and a cable wire is broken, the broken wire
should be locateq and spliced if the cable is otherwise
in good condition.
The splice should not be soldered
because of the stiffness this imparts to the splice
joint .
•
MM.141
8.3.1
•
OTIS
8.4
Governor and Safety
The elevator safety system (Figure 8.4-1)
consists of the governor and the safety.
o
o
The governor is a mechanical device that
measures car speed, opens electrical contacts
in the safety chain when the car overspeeds
in either direction, and trips the safety if
the overspeeding increases when traveling
in the down direction.
1/2 INCH
GOVERNOR
ROPE
When tripped, the safety mechanism grips
the car guide rail, bringing the car to a
stop with a deceleration well within human
tolerance.
•
CROSSHEAD
FASTEN TO
TRIPPING
LEVER
/
\,
\
.~~ ..
.. "'-
'/"
WIRE ROPE
CLAMPS
.~
PLATFORM
•
MM.142
SAFETY
Figure 8,4-1.
Elevator
Safety System
TENSION
SHEAVE
8.4-'
Governor & Safety
•
All roped passenger elevators are equipped with
safety mechanisms (car safeties).
In addition,
counterweights located over occupied areas are
also equipped with safety mechanisms (counterweight safeties).
Both safeties work on the same
principle.
For simplicity, only the car safety
system is described.
In a typical arrangement of an elevator safety
system (Figure 8.4-1), the governor rope makes
a complete loop around the governor sheave in
the machine room and the tension sheave in the
pit. One end of the governor rope is fastened
to the releasing carrier of the safety on the
carframe plank beam, the other end is clamped
at the governor rope hitch on the crosshead.
Since the rope is connected to, and travels with
the car, the governor sheave will rotate at a
speed directly proportional to the car speed.
Type 7063 Governor
The type 7063 governor (Figure 8.4-2) is
installed on elevators operating at speeds higher
than 150 feet per minute .. As shown in the
chart, the 7063 governor is equipped with any
one of three sheaves, depending 0'; the speed
of the car.
Figure 8.4.2.
7063
Type
8.4.2
Max.
Rise
Type 7063 Governor
Ca, Speeds
(FPM)
Sheave
Size
Rope
Dia.
A
700 Ft
150-350
12 In.
3/8 In.
E
1,000
350-1200
16
1/2
F
Above 1,000
1200-1800
24
1/2
•
MM.142
Governor & Safety
•
OVERSPEED
SWITCH
SHEAVE
TYPE
7063B
TRIPPING
ASSEMBLY
LATCH
FLYWEIGHTS
•
ROPE_
STATIONARY
JAW
Figure 8.4.3.
Type 70638
Trip Assembly
All governors in this series are used with
flexible guide clamp car safeties.
•
MM.142
Figure 8.4.3 illustrates the type 70638
tripping assembly that is standard with the
low-speed 7063A governor. When the car
overspeeds, the flyweights, driven outward by
centrifugal force, trip an overspeed switch that
cuts off power and sets the brake. If car speed
continues to increase, the further outward
motion of the flyweights trips the latching
device which then releases a swinging jaw.
8.4-3
Governor & Safety
•
OVERSPEED
SPRING
SWITCH
FRAME
CAM
SURFACE
CAM SURFACE
TRIPPER
(OVERSPEED
SWITCH)
TR IPPER
(MOVABLE
JAW
LATCH
MOUNTING
SLOT
•
JAW)
Figure 8.4-4.
Type 70638
Details
Figure 8.4.4 shows a more detailed view of the
7063B tripper assembly.
It has two tripper arms.
The inner and longer tripper is struck first by
the flyweight lug as the car begins to overspeed.
The rotation of this tripper actuates a pushbutton
switch module that opens the safety chain. If
the car continues to gain speed, the flyweights will
move out further and the second or outer tripper
will be engaged by a flyweight lug. The latch
holding the movable jaw swings out of the way
as the tripper cam rotates.
Higher-speed governors such as the 7063F, use
the type 706~BB tripper assembly (see Figure
8.4-5). A rod attached to one of the flyweights
moves out of the sheave hub as the governor
comes up to speed. This outward movement
of the rod is translated into a horizontal
movement of a plunger inside the sheave
shaft.
•
When the car overspeeds, the end of the plunger
actuates speed contacts (in a type 7063J switch
box) and the tripper, through a bellcrank and
connecting link.
8.4.4
MM.142
Governor & Safety
•
ROD
BELL CRANK
CONNECTING
LINK
TYPE
7063Y
TRIPPER
PLUNGER
7063J
GOVERNOR
SWITCH
•
Figure 8.4-5.
•
MM.142
Type 706388
Trip Assembly
Figure 8.4-6 illustrates the basic speed-sensing
mechanism of the 7063F governor.
As the car
comes up to speed, the rod attached to the
flyweight is pulled out of the sheave hub. The
other end of the rod is attached to a bellcrank
that moves the plunger inside the sheave shaft
a distance proportional to the movement of the
rod and flyweight and, therefore, to the car
speed. The end of the plunger is connected to
a second bellcrank that actuates the tripper
assembly.
If the car begins to overspeed, the
plunger will have moved far enough for its
shoulder to rotate the bellcrank.
The connecting
link is pulled towards the sheave, causing the
tripping lever to rotate.
The direction of rotation
will depend on the arrangement used, but in
either case, the resulting motion of the cam will
actuate the overspeed switch.
Further overspeeding
causes the latching lever to swing out of the way
and release the movable jaw.
8.4-5
Governor
& Safety
•
PLUNGER
-FLYWEIGHT
BELL
CRANK
ROD
CONNECTING
LINK
BELL
CRANK
LEVER
TRIPPER
ARM
OVERSPEED
SWITCH
•
CAM
LATCHING
LEVER
Figure 8.4-6.
Speed-Sensing Mechanism
"
As the bellcrank pulls the connecting link towards
the sheave, the lever will rotate on its stationary
pivot pin. This forces the spring-loaded cam to
open the pushbutton overspeed switch contacts.
Further overspeeding causes the lever to make
contact with the tripper arm which, in turn, will
cause the latching lever to swing aside and release
the movable jaws.
8.4.6
•
MM.142
Governor
•
OVERSPEED
SWITCH
ROPE GRIP
TRIPPE R
& Safety
TYPE
7063B
TRIPPING
ASSEMBLY
ARM
LATCH
•
FLYWEIGHT
LUGS
Figure 8.4.7.
Governor
Checkpoints
When required, the 16. and 24.inch (types 7063E
arid 7063F) governors may be fitted with a
switch providing contacts for field control and
potential switch slowdown operation.
Adjustments
•
MM.142
Read and observe the following precautions before
doing any work on the elevator safety system.
Governor tests must be made by competent elevator
personnel familiar with elevator safety practices.
8.4.7
Governor
& Safety
Elevator must be removed from normal passenger
service during the checks and adjustments
described below.
•
The Type 7063A governor (with 12-inch sheave)
is tested as follows:
1)
Manually operate the overspeed switch
tripper arm (Figure 8.4-7) and check that
the switch is actuated.
Then operate the
rope-grip tripper arm and check that the
movable jaw is released.
Run the car at
contract speed and check that there is no
contact between the flyweight lugs and
the tripper arms.
2)
Remove governor rope. Governor will be
driven in the next test by a 1/2-inch electric
drill with a rheostat-controlled
ac supply.
Fit a 3-inch sheave into the drill chuck.
Wrap a 6-foot rubber-link V-belt around
the governor sheave groove and the 3-inch
sheave.
3)
Measure governor speed using a tachometer
fitted with a 6-inch drive wheel (Figure 8.4-8)
held against the sheave' rim.
HAND
TACHOMETER
Figure 8.4-8.
8.4.8
Tachometer
4)
Overspeed the governor and check that both
the overspeed switch and the rope grip trip
within j: 5 fpm of the test speeds marked on
the data plate.
5)
If trip speeds are off, first free up the
governor mechanism by cleaning and
lubricating the parts, then retest.
•
MM.142
•
Governor & Safety
6)
l.
If trip speeds are still off, governor requires
readjustment.
If familiar with setting
governors, add or remove washers to adjust
tension on flyweight spring. If unfamiliar
with governor adjustment, please have this
procedure performed by Otis Elevator
Company.
Under no circumstances should
inexperienced personnel attempt to adjust
any element of the elevator safety system .
•
BREAKING
OLT, WASHER
(ALSO ATIACHES
SPACER AND
BEARING COVER)
Figure 8.4-9.
•
MM.142
BREAKING
Governor Switch Contacts
The Type 7063£ and F Governors 16- and 24inch sheaves) are tested as follows:
1)
Run the car at contract speed and check
that the contacts of the 7063J switch
(Figure 8.4-9) open and close at the proper
speeds. If uncertain as to correct speeds,
contact your local Otis office for assistance.
8.4-9
Governor & Safety
Measure speed using a tachometer fitted with
a 6-inch drive wheel (Figure 8.4-8) held
against the sheave rim.
2)
Check also that the overspeed switch and
the rope grip do not trip during a run at
contract speed.
3)
If necessary, adjust actuating speed of the
switch box contacts by increasing or
decreasing the length of the rod attached
to the flyweight.
(See Figure 8.4-10.) This,
in turn, adjusts the length of travel of the
plunger.
-SWITCH IS
ADJUSTED BY
REMOVING BALL
TRiPPER
JOINT FROM
WEIGHT AND
ROTATING
ROD
is MADE BY REMOVING BALL JOINT FROM
TRIPPER AND ROTATING
ADJUSTMENT
CONNECTING
Figure 8.4-10.
8.4.10
Governor Adjustmeys
4)
Short out the overspeed switch contacts and
block the movable jaw so that it can release,
but will not actually engage the governor
rope. Overspeed the car and note speed at
which tripper operates.
5)
If trip speed is off, first free up the governor
mechanism by cleaning and lubricating the
parts, then retest.
6)
•
LINK
If familiar with governor adjustment, correct
the tripping speed by lengthening or shortening
the connecting link. (See Figure 8.4-10.)
If unfamiliar with governor adjustment, please
have this procedure performed by Otis Elevator Company.
r
•
MM-142
Governor & Safety
•
LEVER
(LINK
TRIPPER ARM
(MOVABLE
JAW
ACTUATOR)
MAY
BE
MOUNTED
IN
EITHER HOLE)
CAM
lOVER.
SPEED SWITCH
ACTUATOR)
OVERSPEED
SWITCH
ADJUSTING
SCREW
MOUNTING
HOLE
FRAME
•
Figure 8.4.11.
"Y"
Tripper Adjustment
Screw
Under no circumstances should inexperienced
personnel attempt to adjust any element of
the elevator safety system.
7)
After the tripping speed has been set by
adjusting the length of the link, set the ropegripping mechanism for a higher' tripping speed
by turning the adjusting screw on the tripper.
(See Figure 8.4-11.)
Flexible Guide Clamp Safety
•
MM.142
The car safety (Figure 8.4.12) consists of two
safety clamps (one per guide rail) bolted to the
bottom member of the elevator carframe and
connected by a system of rods and Iinkages to
the governor rope. Each safety clamp has two
steel jaws to grip the guide rail and a heavy
spring to regulate the pressure exerted by the
jaws .
When the elevator car is traveling at normal
speed, the jaws remain in the "ready" position
where they do not touch the rails. If the
elevator overspeeds in the down direction, the
8.4."
Governor & Safetv
•
SAFETY
RODS
SAFETY
DRAG ON SAFETY CABLE
(SHOWN ABOVE) PULLS
UP RODS. , •. , .
. , "WHICH
YANK UP
BRAKE WEDGES,
, , , , ,
. , . ,PINCHING
AND
BRINGING
GUIDE
RAIL
CAR TO A HALT
•
SPRING. LOADED
WEDGES
8.4.12
Figure 8.4.12.
Flexible Guide Clamp Safety
MM.142
Governor
& Safety
governor trips, exerting an upward pull on the
lift rods. The lift rods in turn "set" both safety
clamps on the 'elevator car and bring the wedgeshaped safety jaws in contact with the guide rails.
Further motion of the car causes these movable
jaws to wedge themselves between the rail and
the arms of the clamps until sufficient clamping
force is exerted by the heavy safety springs to
bring the car to a smooth stop.
Adjustments
Inspect, clean, and
of both safety and
rails must be clean
lift rods and check
freely and smoothly.
lubricate all working parts
releasing carrier. The guide
and dry. Manually operate the
that the safety clamps operate
Running clearances between each safety jaw and
the rail should be the same on both sides.
Adjust roller guides if necessary.
The top of each lift rod is connected to the lift
arm by two polyurethane bumpers with cup
washers at top and bottom and two nuts.
Adjust the nuts so that the bottom of the safety
jaw is slightly higher (by approximately
1/8 inch)
than the cage portion of the clamp assembly.
•
Safety Tests
Safeties are tested at annual and five-year
intervals per procedures given in American
National Standards Institute (ANSI)
specification A 17 .2, "Practice for the Inspection
of Elevators, Escalators and Moving Walks."
Releasing Safety
Perform the following preliminary
before raising the car:
•
MM-142
procedures
1)
Open the main-line switch.
2)
Take neighboring cars out of service if ropes
and cables from this elevator interfere
with adjacent hoistways.
3)
Re-establish the normal shunt field circuits .
4)
Re-establish the action of the governor slowdown switch.
8.4-13
Governor
& Safety
5)
Examine drive, secondary, and deflector
sheaves to ascertain that the hoist ropes are
in their proper grooves.
6)
Inspect traveling cables, hoist ropes, compensating rope or chain, and sheaves for damage.
Raise a relav-controlled
elevator off the safety as follows:
7)
Put in the main-line switch and by manual
operation of the controller switches, ease
the car upward until the safeties are clear
and roller or wedge mechanisms are down in
the normal running position.
8)
Reset the governor jaws and the governor
switches.
9)
Snap the releasing carrier mechanism
into running position.
10)
Elevonic elevator
Jump out safety-operated
switch.
car and hoistway door interlocks
Use auxiliary controller to move
the safeties are clear and wedge
are down in the normal running
8) Reset the
switches.
governor
Reset safety-operated
Make sure
are closed.
car up until
mechanisms
position.
jaws and the
9) Snap the releasing carrier
into running position.
10)
governor
mechanism
switch
and
Inspect car as follows before returning
8.4-14
back
Check the safety-operated
switches to see
that they functioned and reset them.'
Raise the microprocessor-based
off the safety as follows:
7)
•
back
remove jumper.
it to service:
11)
If any hoist or compensating ropes jumped
their grooves, they must be replaced before
moving the car any further than absolutely
necessary.
12)
Make a round trip at slow speed and inspect
to see that everything is intact ..
13)
Examine the governor rope where it was
clamped by the governor and ascertain if
the deformation is objectionable.
•
MM-142
•
•
.
•
•
OTIS
8.5
Buffer
The pit-mounted buffer is designed to bring an
elevator car or counterweight to a cushioned stop
if it overtravels the landing at the lower terminal.
The buffer is built to absorb the impact of a fully
loaded car descending at full rated speed.
Note that the function of the buffer is to protect
the passengeragainst some malfunction of the control
mechanism which allows the car to descend beyond
its normal limit of travel. The buffer is not designed
to stop a freely falling car; this function is performed
by the elevator safety mechanism.
•
Buffers are installed on all power elevators, electric or
hydraulic. If rated speed is 200 fpm or less, a simple
spring buffer may be used. For higher speeds, oil
buffers are required.
Spring Buffers
The spring buffer is basically just a large, heavy-duty
coil spring, welded to a base plate, which in turn is
used for mounting the buffer in the pit. Spring
buffers are rated according to the load to be stopped.
With large cars or heavy loads, several spring buffers
may be used, each rated to carry an equal portion of
the total load.
No maintenance is required, except for normal
cleaning and inspection.
Type 6136R Oil Buffers
An oil buffer (Figure 8.5-1) consists basically of a
spring-loaded plunger and an oil-filled cylinder.
Operation of an oil buffer is described below.
•
MM-143
o
If the descending elevator car overtravels the
lower landing, a heavy steel plate under the
car frame strikes the rubber contact block
on the top of a steel plunger. This rubber
block absorbs the first shock of contact .
o
Further descent of the car drives the steel
plunger into the oil-filled inner cylinder of the
8.5-1
Buffer
•
buffer. This forces the oil through the escape
holes in the side of the cylinder, and produces
sufficient oil pressure to retard the descent
of the car and bring it to a smooth stop.
o
When the car is lifted from the buffer, a
compression spring returns the plunger to
its normal position at the top of the cylinder.
This permits the oil to flow from the reservoir
back through the escape holes into the inner
cylinder and the buffer is again ready to
function.
RUBBER
CONTACT
BLOCK
STEEL
PLUNGER
SPRING
OIL
•
LEVEL
INDICATOR
SPRING
OIL
RESERVOIR
OIL DRAIN
PLUG
Figure 8.5-1.
Type 6136R Oil Buffer
If the buffer in a traction elevator should fail to
spring-return, a switch operated by the depressed
plunger either prevents further motion or allows
motion but at low speed only.
The buffer stroke (distance plunger can be depressed)
depends upon the load and speed. It is figured to
stop the car or counterweight from governor tripping
speed at any retardation of gravity.
Where a full-stroke car or counterweight buffer cannot
be provided because of space and speed conditions,
a shorter stroke buffer can be used, but the speed
at which the car or counterweight strikes the buffer
is limited to the value for which the reduced-stroke
buffer is rated.
8.5-2
•
MM-143
Buffer
•
Car or counterweight speed is reduced by the potential
switch slowdown (PSS) circuit. In this circuit, a
limit switch is installed in the hoistway at a position
above the buffer. When .the car passesthe switch, the
switch contacts are opened, slowing down the elevator
to a speed safe for the buffer stroke. For a reducedstroke car buffer, PSS is furnished at the lower terminal.
When a reduced-stroke counterweight buffer is used,
PSS is arranged at the upper terminal.
Restoring Service after Buffer Compression
For the car to have contacted the buffer, it must
have gone beyond the final limit of travel, and have
opened the final limit switch in so doing. This limit
switch must be jumped out in the machine room in
order to move the car off the buffer.
In Elevonic installations, where a buffer switch (BFS)
is provided, this switch must also be jumped to move
the car.
If the plunger fails to spring return after the car
or counterweight is lifted from the buffer, service
cannot be restored until the buffer is thoroughly
examined to determine the cause. This usually
requires disassembly of the buffer. The buffer
contains heavy-duty springs under compression.
If unfamiliar with buffer disassembly, please have this
procedure performed by Otis Elevator Company.
•
Maintenance'
There are no adjustments to be made on the
buffer. Check the oil level every three months
through either the sight gage or the dip stick.
Refill to required level with Otis approved buffer oil.
If pit has been flooded, empty reservoir by opening
drain plug at bottom. Examine fluid that leaves
reservoir. If It contains .sediment or mud, buffer
must be disassembledand cleaned before being
refilled. Buffer contains heavy-duty springs under
compression. If unfamiliar with buffer disassembly,
please have this procedure performed by
Otis Elevator Company.
After buffer has been drained, and if necessary
cleaned internally, refill reservoir to required level
with Otis approved buffer oil. Be sure all external
parts of buffer are dried to retard rusting after the flood.
•
MM-143
8.5-3
•
Type R06136 "HP" Oil Buffer
The "HP" oil buffer (Figure 8.5-2) performs the
same functions as the Type 6136, but is of simpler
construction and designed for lighter-duty applications.
Maintenance
There are no adjustments and no replaceable parts
on this buffer.
Check the fluid level every three months through the
oil port. Refill to required level with Otis approved buffer oil.
Th is buffer is of sealed construction so that
flooding of the pit should not present any
problems unless the water reaches the level where
the plunger enters the reservoir, and unless the
buffer has been compressed at the time. If this
combination of circumstances occurs:
"
1)
Drain pit, raise elevator.
2),
Pump out buffer oil through oil port. Examine
oil. If it contains sediment, try flushing out
reservoir with water until sediment is washedout.
3)
Refill reservoir to required level with Otis
approved buffer oil.
4)
Hose down and dry off exterior.
•
PLUNGER
__
RESERVOIR
8.5.4
OIL
PORT
•
Figure 8.5.2.
SPRING
"HP"
•
Oil Buffer
MM.143
OTIS
I.
8.6
I
Ropes
i
Maintenance
The following fundamental safeguards should
materially aid in prolonging the useful life of
wire ropes.
Lubrication:
Lubrication of ropes (see
lubrication section) effectively preserves the
pliability of the rope, minimizes friction between
wires and strands during normal operation,
and retards corrosion.
Sheave Grooves:
It is important that ropes
have proper and equal bearing in the grooves
of the sheaves over which they pass. When
wire ropes have been in use for a long while,
the grooves may be worn or corrugated and
the sheave may be out-of-round.
A new rope
operating in a worn sheave groove is subjected
to considerable abuse and needless wear.
Differences in the relative depth of grooves will
result in unequal rope travel and unbalanced
rope tension. Examine sheave grooves periodically for unusual wear and, if necessary, check
groove sizes and depths.
•
A sheave out-of-round throws a "whip" into the
rope and causes wire fatigue at the point of
hitch. If this condition exists the sheave should
be regrooved or replaced. A corrugated sheave
should also be regrooved or replaced.
Misalignment of the sheaves and hitches may
cause wear on one side of the sheave grooves.
Careful examination should disclose whether this
is\ contributing to the wear of the sheaves or the
ropes.
•
It is possible that the hitch on the top of the
car may have shifted, causing a side pull on the
ropes in their relation to the alignment of the
sheaves. Check also the alignment of the counterweight ropes.
MM-'44
8.6-'
Ropes
•
Tension (Equalization):
Wire rope tension should
be checked at frequent intervals during the life
of the ropes. and adjustments made, as necessary,
to equalize the set. Unbalanced tension will
result in unequal rope and sheave wear.
Ropes should never be twisted when making
adjustments as this disturbs the natural lay of
the ropes.
Rope Replacement
Ropes require replacement when rusted and
broken strands can be seen on the exterior.
All ropes on a particular car should be replaced
at the same time, even if only one shows
excessive wear. If unfamiliar with the procedure
for replacing ropes, please have this procedure
performed by Otis Elevator Company.
•
•
8.6-2
MM-144
•
•
•
C-609L
•
RESISTANCE
TUBES AND GRIDS,
RESISTORS, RHEOSTATS
AND POTENTIOMETERS
•
PARTS LEAFLET C-609L
JULY I,
OTIS
•
OFFICES
ELEVATOR
IN ALL
OF THE
THIS
LEAFLET
1967
•
CONTAINS THE DATA FORMERLY
COMPANY
PRINCIPAL
CITIES
WORLD
IN LEAFLET
C-GOSAND SUPERSEDES
THE LATTER
2
•
.-.
FIG. 2
FIG. 5
Lava
RESISTANCE
J
Fig.
Part
LAvA
-Number
Glozed
TUBES
Glazed
Fig.
232AA RESISTUR
- FIG. 3
700 WATTS.
CONTINUUUS
2
Rrm~e.
In 0 ms
Without
232EI21
232E122
232 EI23
.232E124
232E125
128559
126544
127 402
127403
127404
127 405
127406
127784
127718
127 7 36
1277 45
127 407
126547
127030
232EI26
126549
232EI27
127 408
232EI28
127746
232EI29
232EI30
232EI31
232EI32
232EI33
232EI34
232EI35
232EI36
232EI37
232EI38
232t: 139
232Et 40
232E141
232E142
232E143
232EI44
128515
129722
. 15
.3
.4
.6
.9
1.2
J .7
3.5
5
7
10
15
20
22
25
30
31
40
45
50
62
75
90
100
125
150
1'j 5
2G0
250
300
350
400
500
600
750
1,000
I, 500
2.000
2,500
The ohmic resistance
of each stamped on
the end, on one of the bcmds or on the
side. in the case of the resistor. Lava
tubes are oh'oys furnished witli three
terminal bands. as illustrated.
Pot tern Numbers are cast on all cast
iron grids, so that from the pattern
numbers, corresponding part numbers
can be obtained.
Adjustoble
CI amp
232MI
232M2
232M3
232M4
232M5
232AA6
232M7
232AA8
232M9
30
232BI
232B2
232B3
232B4
232B5
232B6
2321J7
232B8
232B9
232BI0
2321JII
2321J12
232BI3
232B!4
232BI5
232BI6
232BI7
232BJ8
232BI9
2321J20
232B21
No.
One
AdjulltobJe
CI nmp
232M30
232M31
232AA32
232AA33
232M34
232AA35
232AA36
232M 37
232M38
Resistance
Wi th Two
Adjustable
Clamps
232M40
232M41
232M42
232M43
232M44
232M45
232M46
232AA47
232M48
R£SISTOR
• FIG. 4
WATTS MAXIMUM CAPACITY
ADJUSTABl
E
Range,
Po rt
Number
Port
With
In Ohms
5
7.5
10
15
20
25
50
75
100
150
200
250
300
400
500
750
800
1,000
1,250
1,500
2,000
In
I. 32
I. 65
2.08
2.61
3.82
4.93
6. 12
9.28
14.1
RESISTANCE
fi9.
NON. ADJUSTABL
Part
Number
Ra ngc.
232BA22
232BA23
232BA24
232IJA25
232BA26
232BA27
232BA28
232BA29
232BA30
232BA31
232IJA32
232BA33
232BA34
23211.A35
232BA36
232BA37
232B,\38
232B,\39
2.250
2,500
3,000
3,500
4,000
4,500
5,000
6,000
7,000
7,500
8,000
9,000
10,000
12,000
15,000
20,000
25,000
30,000
E
In Ohms
•
Ohms
GRIDS
5
PaT t
~r
Pattern
t 2526
12519
12506
12507
12527
12528
12523
12522
12521
12524
12525
12518
12517
12516
12512
125 II
12510
125 13
12514
12509
12508
12505
12515
12504
12529
12091
12092
1250 I
A1600
Al 614
AI662
A19 23
A3285
A3286
A3287
A3288
A3289
A3290
A3291
A329 2
A329 3
A3294
A3295
A3296
A3297
A3298
A3299
A3300
A3301
A3302
A3371
A3372
A3384
6. CR- 1
6 -CII- 2
27-CR- I
NumP..u..
•
" ..'.' ...
3
•
------':lIIl!I.--
_
~~.~
===~==ellD:Iii'i,-----112:'MAXI----'3Z
.
MAX.
FIG. 7
FIG.6
232f .RESISTOR
- fIG 6
1/2 WATT MAXIMUM CAPACITY
Part
No.
•
•
Hesistance
In Ohms
18
232f44
232f20
39
232f45
100
232f6
220
232f46
270
232F7
330
232F49
330
232fl8
470
232f38
510
232F27
1,000
232F5
2,200
232f29
2,200
232f4
3,900
232f39
4,700
232f11
5,600
232F40
10,000
232fl5
12,000
232fl6
15,000
232f41
15,000
232f42
20,000
232f47
22,000
232f48
27,000
232f3
47,000
232f28
51,000
232f43
56,000
232F32.
68,000
232f22
100,000
232F8
120,000
232f30
150,000
232fl0
220,000
232f33
390,000
232f9
470,000
232f23
510,000
232~-34
680,000
232f35
750,000
232f36
820,000
232f24
1,000,000
232fl2
1,500,000
232f37
1,500,000
232fl7
1,800,000
232f21
2,400,000
232f25
2,700,000
232fl9
3,600,000
232f26
3,900,000
232f31
4,700,000
232f2
6,800,000
232fl4
8,200,000
232fl 10,000,000
232fl3 22,000,000
Color
A
B
Brown
Orange
Brown
Gray
White
Black
Red
Rcd
Red
Orange
Orange
Yellow
Green
Brown
Violet
Orange
Ora nge
Violet
Brown
Black
Rcd
ncd
Rcd
Rcd
Orange
Yell ow
Green
Black
Brown
Brown
Brown
Wh i te
Violet
Blue
Brown
Rcd
Rcd
ncd
Yellow
Green
Green
Blue
Brown
Brown
Brown
Rcd
Green
Green
Black
ncd
Violet
Violet
Brown
Blue
Gray
Black
Red
Green
ncd
Rcd
Ora'nge
Yellow
Green
Blue
Violet
Gray
Brown
Brown
Brown
Brown
Wh i te
Violet
Brown
Gray
Green
Rcd
Rcd
Orange
Orange
Yellow
Blue
Gray
Brown
Rcd
Rcd
Bla ck
Green
Green
Gray
Yellow
Violet
Blue
Wh i te
Vi a let
Gray
ncd
Black
Rcd
Code
C
Black
Black
Brown
Brown
Brown
Brown
Brown
Brown
Brown
Red
ncd
Rcd
Rcd
Rcd
Rcd
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Yellow
Yellow
Yellow
Yellow
Yellow
Ye llow
Yellow
Yellollo'
Yellow
Yellow
Green
Green
Green
Green
Green
Green
Green
Green
Green
Green
Green
Blue
Blue
232G
RESISTOR
-
fIG.
7
1 WAIT MAXIMUM CAPACITY
Part
No.
0
232GI2
232Gl3
232GI4
232G5
232G8
232G4
232Gll
232G3
232G6
232G2
232GI8
232G9
232G7
232GIO
232GI
232GI5
232GI6
232GI7
Si her
5i lver
Si lver
Silver
Si lver
Silver
Gold
Si lve r
Gold
Gold
Si lver
Gold
Si lver
Gold
Si I ve r
Gold
Si lver
Si lve r
Resistance
In Ohms
2.7
3.9
6.8
560
1.000
1,500
2,700
3,300
8,200
10,000
15,000
18,000
22,000
33,000
39,000
47,000
62,000
68,000
Color
A
Red
Orange
Blue
Green
Brown
Brown
Rcd
Orange
Gray
Brown
Brown
Brown
B
Code
C
Violet
White
Gray
131 ue
Gold
Gold
Gold
Black
Rcd
ncd
ncd
Rcd
ncd
Brown
Green
Violet
Orange
ncd
Black
Grecn
Gray
ncd
ned
Orange
Orange
Yel.low
BI ue
Blue
Orange
Wh i te
Violet
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
Orange
ncd
Gray
0
Silver
Silver
Silver
Si Ivcr
Si he r
Sil vc r
Gold
Si Iver
Silver
Si lve r
Silver
Si Iv er
Silver
Si he r
Si he r
Silver
Gold
Silver
Gold
Gold
Silver
Silver
Silver
Gold
Si her
Silver
Silver
Silver
Si lver
Silver
Gold
Gold
Gold
232AW RESISTOR
- fIG •. 6A"
1/4 WATT MAXIMUM CAPACITY
Si he r
Gold
Silver
Gold
Part
Si he r
No.
Resistance
In Ohms
232AWI
232AW2
232AW3
232AW4
232AW5
232AW6
232AW7
232AW8
390
2,000
3,900
10,000
30,000
39,000
75,000
100,000
Gold
Si he r
Gold
Si lve r
Gold
Si !ver
Silver
Gold
Gold
Gold
Silver
II;
Similar
to above
Color
A
B
Orange
W h i le
Black
Whi te
HI ack
Block
Wh i te
Green
Rcd
Orange
Brown
Orange
Orange
Violet
Brown
illustration
Illock
Code
C
0
Rcd
Gold
Gold
Bcd
Si he r
Orange
Orange
Orange
Orange
Yellow
Gold
Gold
Gold
Gold
Brown
except
Si Ivcr
1/4" long.
4
.... ---- -~~~F====j
RESISTOR.
Part
No.
Hesistance
In Megohms
186002
186003
186004
186005
IR6006
186007
.I
I
2
3
3.9
5. I
1. R. C.
FIXED.
Color
232T RESIS10R
- FIG. 9
2 WATTS MAXIMUM CAP ACI TY
Pa rt
No.
D
C
IlT.I Brown
IlT.A Brown
IlT.A Red
Ye,1 low
Black
HI ack Green
BT-A Ornnge
BT-l Orange
Block
BT-A Green
Brown
White
FIG. 9
J
Code
B
Block
~-_.--ollll1E3~-===1
---11~;rllAXfj
8
FIG.
TYI~
-I
..•
FIG. 8
•
'.---~-1
~
Green
Green
Green
Green
Si J
vc r
Silver
Silver
Gold
Silver
5i I ve r
2321'13
232T7
232T8
232TJ8
232T6
232TJ 9
232T2
232T20
2321'1I
232T5
232T3
232T21
2 32TJ 4
2321'10
2321'12
232T9
232TJ5
232TJ
232T4
2 32TI 6
2 32T17
Color
Hesistance
In Ohms
A
24
68
75
120
470
470
1,000
2,700
3,300
3,600
3,900
4,700
5,100
6,800
10,000
15,000
20,000
22,000
47,000
51,000
75,000
Red
Blue
Violet
Brown
Yellow
Ye 11 ow
Code
B
C
Yellow
Gray
Block
Gold
Blnck
Black
Gold
Brown
Brown
5i 1 vcr
5i her
Green
Red
Violet
D
Si lvcr
Violet
Brown
Gold
Brown
Black
Hed
Violet
Orange
Hed
Hed
Hed
Red
Hed
Hed
Red
Red
Silver
Silver
Silver
Orange
Orange
Orange
Ye 1101'0'
Blue
White
Violet
Green
Brown
Blue
Brown
Brown
Grn)'
Black
Green
Red
Red
Black
Yellow
Violet
Red
Green
Bro\/"n
Violet
Green
Orange
Orange
Orange
Orange
Orongc
Orange
Orange
Gold
Silver
Si her
Gold
5i lver
Silver
Silver
Gold
5i he r
Si he ['
Gold
Gold
•
232AT RESISTOR
- fIG.~A'
5 WATTS. MAXIMUM CAPACITY
Part
No.
232BB
Part
No.
2321lBI
232BB2
2321J1B
232BB4
.•. Similar
ncsistancc
In Ohms
2
10
15
180
to
above
RESISTOR
- FIG •. BA ••
2 WATT CAPflCITY
Color
II
A
Red
B.lack
Brown
Brown
Brown
Blo ck
Code
C
Green
Gold
llI~ck
ilIack
Gray
Brown
illustration
except
D
Gold
Gold
Gold
Gold
9/16" long.
232AT!
232AT2
232AT3
232AT5
232AT4
232AT8
232ATi
232AT9
232AT6
'* Similar
ilJus.
Resistance
In Ohms
10
15
50
120
250
500
2,000
2,500
4,000
in appearance to above
except 15/16" long.
•
l
-- -----
• aJn -
•
----
.
Part
Ho.
Resistance
In Ohms
232AEI
250
•
In
Ohms
3,000
15,000
25,000
L
232] RESISTOR.
FIG, 13
7 WATTS MAXIMUM CAPACITY
Part
No.
-
..
5
_._,
I
FIG.
Aes is lance
In Ohms
500
1,500
2,000
2,500
10,000
232AN RESISlVR
- FIG.12
10 WATTS MAXIMUM CAPACITY
Part
No.
232ANI
232AN2
232AN5
232AN4
232AN3
Po rt.
No.
232JJ
._--
~
RC!'listancc
In
Ohms
10
1,000
6,800
10,000
25,000
232AM RESI STOR - FIG, 14
25 WATTS MAXIMUM CAPACITY
No.
-
I
232H RESISTOR
- FIG. 11
5 WATTS MAXIMUM CAPACITY
232H3
232Hl
232H2
232H5
232H4
Hesislance
232Af3
232AF2
232An
Part
.- .
--~---- ------_. __ ._---_._~---~
232AF RESISlVR
- FIG,
12
10 WATTS MAXIMUM CAPACITY
No.
-- _. __
--_.
FIG. II
232AE RESISTOR
- FIG. 10
5 WATTS MAXIMUM CAPACITY
Part
--
~J:M~
132
FIG. 10
_
-- ---~
y
~~,,~
IL
._-
Bes is lance
In Ohms
Resistance
] II
Ohms
3, 150
232MB
232AM3
232AM2
500
1,000
20,000
FIG.
12
_J
14
232Y RESISTOR
- FIG,. 14
20 WATTS MAXIMUM CAPACITY
Bcsislnnce
Part
No.
Wi th
Cent.er Tap
232Y2
232Yi 0
232Yl4
232Y18
232Y20
232Y22
232Y24
232Y25
232Y26
232Y28
232Y31
232Y32
232Y35
232\'36
232Y37
232\'38
232HI
232Y42
232Y43
232Y45
232Y63
232Y47
232Y46
232\'49
232Y64
232Y51
232Y53
232Y52
232Y56
232Y57
232Y58
232Y60
232Y62
232Y44
in
Ohms
Without
Center Tap
5
50
100
200
250
300
400
400
500
750
800
1,000
1,200
1,500
1,600
2,000
2,400
3,000
3,200
4,000
4,000
4,800
5,000
6,000
7,500
8,000
9,000
10',000
15.000
20,000
25,000
35,000
40,000
40,000
I
6
•
FIG. 15
FIG.
VARIABLE
-
RESISTOR
16
FIG. 17
FIG.
FIG.
<Jd POTENTIOMETER.
2 WATTS MAXIMUM
15
PArt
No.
186008
186009
0 to .5
0 to I
Megohms
Megohms
232BC POTENTIOMETER.
3 WATTS MAXIMUM
Part
No.
CSM
232W5
232W8
232W6
232W7
232W3
232WI
232W9
232W4
CSM or 011.137
FIG. )SA'
CAPACITY
flG •. 17
CAPACITY
Resistance
] n Ohms
250
10.000
25.000
50.000
100.000
250.000
1,500.000
5.000.000
In Ohms
in appearance
15.000
to fig. IS except
{or 3/4" dia.
232R POTENTIOMETEB
• FIG.
3 WATTS MAXIMUM CAPACITY
Par t
232AD
•
Resistance
232BCI
.•Similar
Part
No.
Type
Resistance
18
DUAL POTENTIOMETER
• fIG.
2 WATTS MAXIMUM CAPACITY
Pnrt
No.
No.
16
In Ohms
232AIlI
Resistance
In Ohms
232Rl
232R2
232R 3
232R4
232R5
Resi stance
500,000
232AV POTENTIOMfTEB
112 WATT MAXIMUM
Part
1,000
15,000
40.000
75,000
100,000
• flG.23
CAPACITY
Resistance
No.
In Ohms
232AVI
50.000
232AX POTENTIOMETER.
FIG.
112 WATT MAXIMUM CAPACITY
FIG.
23
Pa.rt
No.
232AXI
232AX2
18
Resistance
In Ohms
J 00. 000
250,000
23
•
7
•
~~
r2~
~Il
FIG.
20
19
4"
FIG. 21
FIG. 22
232P RHEOSTAT - FIG. 19
50 WATTS MAXIMUM CAPACITY
•
Port
Hesistll.ncc
Np
In
2321'16
2321'17
2321'9
2321'10
2321'7
2321'3
2321'5
2321'4
2321'6
2321'8
2321'11
2321'2
2321'12
2321'20
2321'13
2321'21
2321'14
2321'22
2321'15
2321'18
2321'19
2321'1
,
Shaft
Ohms
.5
With
With
With
Wi tit
With
Wi th
Wi th
With
With
With
With
With
Wi
Part
Resistance
In Ohms
No.
•
'32.1114
232A11l
232.1112
232A113
"Similar
excep
t
35
2,500
3,500
5,000
til
Diltl
Wi thou t
Without.
With
With
WiLh
Wi th
Wi th
Wi th
With
With
With
Wi thou t
With
With
Wi th
With
Wi th
Without
With
Wi th
Wi th
Without
FIG •.I9A'
CAPACITY
"'j th
Wi th
Wi th
Wi th
in appearance
to above
for 1.5/8" diameter.
illustrated
232C9
232C6
232C7
232C5
232C3
232Cll
232CI0
232C2
232CII
232CI
Resistance
In Ohms
7.5
10
16
25
50
100
200
200
2.500
10,000
Shaft.
Locking
ncv i ce
Dinl
Without
Wi thout
Wi thout
Wi thout
Rheostats
f) i A
Wi til
Wi lh
Wi til
With
Wi th
Wi til
Wi til
Wi lh
Wllh
With
Wi. th
J
Willi
Wi th
Wi th
Without
Without
Wi th
With
Without
Wi thout.
2322 RHEOSTAT - fIC. 21
150 WATTS MAXIMUM CAPACITY
Part
No,
232Z1
232Z3
232Z2
2 32Z 4
2327.5
232Z6
232Z7
232Z8
232Z9
Resistance
try Ohms
5
7.5
10
15
25
35
50
75
100
Shaft Locking
Device
With
Wi th
Wi th
Wi th
Wi th
Wi th
Wi th
With
With
232AB RHEOSTAT - fIG. 22
225 WATTS MAXIMUM CAPACITY
Sh.ft
Locking
Device
No.
Wilh
Wit.h
With
Without
With
Without
With
Without.
Without
232AH RHEOSTAT.
25 WATTS MAXIMUM
Par t
Locking
Deyice
I
12
16
22
35
50
80
125
150
225
300
500
500
800
800
1.000
1,000
1,600
2,500
3,500
10,000
232C RHEOSTAT - FIG. 20
100 WATTS MAXIMUM CAPACITY
Pnr t
No .
232ABI
232A1l2
232A113
232Nl4
232,~15
232AB6
232AIl7
net; istllnce
In Ohms
4
15
25
50
75
100
200
n i oj
Wi ttl
Wi th
Wi th
Wi th
With
Wi th
Wi th
With
Wi th
.-----TYPE 6098
Parts Leaflet
05.6098
(Revision H)
MECHANICAL SWITCHES
MAY 1982
•
•
File No. C919G
_UNITED
I:iiI ~~fSHNOLOGIES
General Information
•
The 6098 mechanical switches although made in several types, all use one or another of what is known as the 6151 contact box and
contacts, shown in Figs. 33 to 44 inclusive. These contact boxes, in turn, are composed of different arrangements of a few simple parts
which aresmall and easily adjusted.
The switches shown in Figs. 1 to 26 inclusive are shown with the covers most commonly used. These same switches, however, can be
furnished with oil pots by the use of suitable oil tight covers, Figs. 27,28 and 29, instead of the plain ones. A more complete description
of switches with oil pots will be found on page 2A.
The moisture proof and explosion proof switches consist of the 6151 contact boxes enclosed in heavy cast iron housings and housing
covers, Fig. 30,31, and 32. Regular switch arms Ref. 50 to 73 are used, the two small rectangular perforations fitting over corresponding lugs on the outer face of the large pin, which on its inner end, connects to the switch arm hub Ref. 119. The small hole in the center
of the pin is tapped for a machine screw, which holds the arm in place. The gasket Ref. BB is used in moisture proof switches only; in
other respects, construction of the latter is identical with that of the explosion proof switches.
The switches with regular covers and those with oil pots can readily be identiHed from the material list number stamped on the front,
as shown in Figs. 7 and B; the moisture and explosion proof types have the number stamped on one of the round bosses on the lower part
of the cover. The material list numbers have been purposely omitted from the other illustrations, since there can be several variationsof
each switch, depending on which contact box, Figs. 33 and 44, is used.
The illustrations in this leaflet are numbered from Fig. 1 to Fig. 45 inclusive; the reference numbers commence at 50 and end with
133. This is done to avoid any possible confusion which might result from the same number representing both a figure and a part .
•
•
2
6098 Mechanical Switches, With Oil Pot
These switches are provided with covers having a receptacle in which the contacts are immersed in oil to protect them against noninflammable corrosive vapors, or to eliminate the noise of striking contacts. These switches are neither moisture proof nor explosion proof and must be mounted vertically; the top knockouts should be used for wiring.
Each is provided with sufficient H 16 solid copper "F1emenol" wire to run to the nearest pull box. Standard stranded wire must not be
used; oil causes the rubber to deteriorate and the space between the strands causes the oil to be siphoned from the pot.
•
With each switch there is furnished a v.. pint can of oil. Otis specification #24 which is to be used if the switch is to be mounted on the
car. If the switch is to be mounted in the hoistway, use Otis Brake-Magnet
Oil only. After filling the cover with the correct oil to about 1"
from the top of oil pot, replace cover slowly to prevent gushing of oil. When the oil needs replenishment, either kind can be secured from
any Otis office.
When used on the car as a Door-Zone Limit, the switch is secured to the mounting bracket with rubber sound - isolating fastening
which is furnished with the mounting parts. With this fastening, the switch case must not be secured to rigid conduit.
The following complete switches are no longer availabe, for replacement see table below.
Replaced
Replaced
Switch
By
Switch
6098AYI
6098AY2
6098AY3
6098AY4
6098AY5
6098AY6
6098AY7
6098AY8
6098CC1
6098CC2
6098FCI
6098FC2
. A6098AYl
A6098AY2
A6098AY3
A6098AY4
A6098AY5
A6098AY6
A6098AY7
A6098AY8
A6098CCI
A6098CC2
A6098FC1
A6098FC2
6098FC3
6098FC4
6098FC5
6098FC6
6098FC7
6098FC8
6098FC9
6098FCIO
6098FCll
6098FCI2
6098FCI3
6098FCI4
Replaced
Switch
By
A6098FC3
A6098FC4
A6098FC5
A6098FC6
A6098FC7
A6098FC8
A6098FC9
A6098FClO
A6098FCll
A6098FCI2
A6098FC13
A6098FC14
6098FCI5
6098FCI6
6098CCI
6098GC2
6098CC3
6098GC4
6098HCI
6098HC2
6098HC3
6098HC4
6098HC5
6098HC6
By
A6098FCI5
A6098FCI6
A6098CCI.
A6098GC2
A6098GC3
A6098GC4
A6098HCI
A6098HC2
A6098HC3
A6098HC4
A6098HC5
A6098HC6
Replaced
Switch
By
6098HC7
6098HC8
6098HC9
6098HCIO
6098HCll
6098HCI2
6098HCI3
6098HCI4
6098HC15
6098HCI6
A6098HC7
A6098HC8
A6098HC9
A6098HCIO
A6098HCll
A6098HCI2
A6098HC13
A6098HC14
A6098HC15
A6098HC16
Index to parts for switches shown in this leaflet.
Material
List
See
Material
See
Sec
See
Page
Material
Page
Material
List
Material
List
Material
List
See
Page
Page
List
Page
List
Page
6098CI
6098C2
6098C3
6098C4
6098C5
6098C6
6098C7
6098C8
6098Dl
6098D2
6098D3
609804
6098D5
6098D6
6098EI
6098E2
6098E3
6098E4
1iQ9SE5
6098E6
6098E7
6098E8
6098E9
6098ElO
6098ElI
6098EI2
6098E13
6098EI4
6098EI5
6098E16
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6098ALl
6098AL2
6098AL3
6098ASI
6098AYl
6098AY2
6098AY3
6098AY4
6098AY5
6098AY6
6098AY7
6098AY8
6098BCI
6098BC2
6098BC3
6098BC4
6098BC5
6098BC6
6098B) I
6098B)2
6098B)3
6098B)4
6098B)5
6098B)6
6098B)7
6098B)8
6098B)9
6(98)BlO
6098B)1I
6098B)12
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
8
8
8
8
8
8
8
8
8
8
8
8
6098BZI
6098BZ2
6098CCI
6098CC2
6098CEI
6098CE2
6098CE3
6098CE4
6098CMI
6098CM2
6098FCI
6098FC2
6098FC3
6098FC4
6098FC5
6098FC6
6098FC7
6098FC8
6098FC9
6098FC10
6098FCll
6098FC12
6098FCI3
6098FC14
6098FCI5
6098FCI6
6098GCI
6098GC2
6098GC3
6098GC4
8
8
8
8
8
8
8
8
8
8
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
6098HCI
6098HC2
6098HC3
6098HC4
6098HC5
6098HC6
6098HC7
6098HC8
6098HC9
6098HCIO
6098HCll
6098HCI2
6098HCI3
6098HCl4
6098HCI5
6098HCI6
6098ZAI
6098ZA2
6098ZA3
6098ZA4
A6098Al
A6098A2
A6098A3
A6098A4
A6098Bl
A6098B2
A6098B3
A6098B4
A6098B5
A6098B6
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
A6098B7
A6098B8
A6098B9
A6098BIO
A6098Bll
A6098Bl2
A6098BI3
A6098B14
A6098Bl5
A6098Bl6
A6098BI7
A6098Bl8
A6098Bl9
A6098B20
A6098B21
A6098B22
A6098B23
A6098B24
A6098B25
A6098B26
A6098B27
A6098B28
A6098B29
A6098B30
A6098B31
A6098B32
A6098B33
A6098B34
A6098B35
A6098B36
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
lOA
A6098B37
A6098B38
A6098AYl
A6098AY2
A6098AY3
A6098AY4
A6098AY5
A6098AY6
A6098AY7
A6098AY8
A6098CCI
A6098CC2
A6098FCI
A6098FC2
A6098FC3
A6098FC4
A6098FC5
A6098FC6
A6098FC7
A6098FC8
A6098FC9
A6098FCIO
A6098FCll
A6098FC12
A6098FCl3
A6098FCl4
A6098FCl5
A6098FCI6
A6098GCI
A6098GC2
lOA
lOA
II
II
II
II
II
II
II
II
II
II
II
II
II
II
II
II
II
II
II
11
II
11
II
11
11
11
11
11
For description of switches, see pages 3, 4, 5.
For arms and adapters, see page; 18, 19.
See
Material
List
Page
A6098BC3
A6098GC4
A6098GC5
A6098GC6
A6098GC7
A6098GC8
A6098HCI
A6098HC2
A6098HC3
A6098HC4
A6098HC5
A6098HC6
A6098HC7
A6098HC8
A6098HC9
A6098HClO
A6098HCll
A6098HCI2
A6098HCI3
A6098HCI4
A6098HCI5
A6098HCI6
SF6012FI
II
II
II
II
II
II
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
See
•
•
3
DESCRIPTION OF SWITCHES
M. L.
Returning
Spring
R at Location
L
•
Part
No.
See
Fig.
No.
of Spring
of
TYPE
BRAKE
25
25
26
8& 30
8& 30
TYPE
PANEL
STOP
II
II & 27
II & 30
II & 30
TYPE
90YAI6
90YA16
90YAI6
90YAI6
90YAI8
90YA16
•
10
10 & 27
10 & 30
10 & 30
9
9 & 27
9 & 30
9 & 30
13
13 & 30
13 & 30
14
14 & 30
14 & 30
10& 27
9& 27
POLE
36
BREAKING
Oil pot - With Arm 287BA5
37
37
37
37
37
287BA5
- With Arm
SINGLE
POLE
BREAKING
With Arm
With Arm
With Arm
Explosion
Proof
Moisture Proof -- With Arm
With Arm
Without Oil Pot
With Oil pot
With Arm
Explosion
Proof - With Arm
Moisture
Proof
With Arm
Without Oil Pot
With Oil Pot
SWITCH.
roUBLE
POLE
Wi thou t Oil pot
Wi th Oil pot
Explosion Proof
.Moisture
Proof
With
With
With
With
Explosion
Proof
Moisture Proof
SIDE-
287J3
287J3
287J3
287J3
267J4
267J4
267J4
267J4
and
and
and
and
and
and
and
and
Cam
Cam
Cam
Cam
Cam
Cam
Cam
Cam
267J3
267J3
267J3
287J3
287J4
267J4
267J4
267 J 4
and
and
and
and
and
and
and
and
Cam
Cam
Cam
Cam
Cam
Cam
327JA3
327JA3
327JA3
327JA3
327JA4
327JA4
327JA4
327JA4
SINGLE
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
SINGLE
SWITCH.
6096El.
6096E3
A6096HCI
A6098HC5
6096E2
6096E4
A6096HC2
A6096HC6
6096E9
A6096HC9
A6096HCI3
6098EI0
A6096HCI0
A6096HCI4
6098E13
6098£14
roUBLE
POLE
327JA3
327JA3
327JA3
327JA3
327JA4
327JA4
C8"m 327JA4
Cam 327.JA4
With
With
With
With
SINGLE
Without Oil pot
With Oil pot
Moisture Proof
Explosion Proof
Wi thou t Oil pot
With Oil Pot
Moisture Proof
Explosion Proof
Without Oil pot
Moisture Proof
Explosion Proof
Without Oil Pot
Moisture Proof
Explosion Proof
With Oil Pot
With Oil Pot
POLE
-
-
Arm
Arm
Arm
Arm
39
39
39
39
36
36
36
36
MAKING
THROW WITH AUX.
Without Oil Pot
Wi th Oil Pot
Moisture Proof
Explosion Proof
A6096Al
A6096A2
A6096CCI
A6096CC2
TYPE
POLE
35
35
35
35
34
34
34
34
BREAKING
With
With
With
With
Without Oil pot
With Oil pot
CAR SWINGING
SWITCH.
GATE
90YA16
90YA16
MAKING
6096CMI Without Oil Pot - With Arm 267ARI
6098CM2 Without Oil pot. With Arm 267AR2
23
24
FLOOR
SWITCH.
- SINGLE
Moisture Proof
SWITCH.
6096C5
6096C6
A6096AY3
A6096AY4
6096C7
6096C6
A6096AY7
A6096AY6
17
17 & 26
17 & 31
17 & 31
16
16 & 29
18 & 32
16 & 32
90YAI6
POLE
Withou't Oil pot - With Arm 287BA5
Without Oil) Pot - With Arm 287BA5
- With Arm
287BA5
Explosion Proof
6098CI
6098C2
A6098AYI
A6098AY2
6098C3
6096C4
A6096AY5
A6096AY6
CAM TYPE
90YA16
- SINGLE
Without
6098BZ2
17
17 & 28
17 & 31
17 & 31
18
16 & 29
16 & 32
16 & 32
EXIT
SWITCH
6098ALl
6098AL3
6098ASI
6098BZI
CAM TYPE
•
SWITCH
6098AL2 Without Oil pot - With Arm 287BA5
25
90YA18
90YA18
90YA18
9OHB8
99HB8
Uses Contact
Box
page 17
See Fig. _'
Switch
BRAKE
90YA18
and
Name
A287E2,
A267E2.
A267E2.
A287E2,
41
42
CONTACT
Raj ler
Roller
wi th Roll er
with Roller
with
with
33
33
33
33
MAKING
With
With
With
With
With
With
With
With
With
With
With
With
With
Wi th
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
Arm
- With Arm
- With Arm
267PI
267PI
267PI
267Pl
267P2
267P2
267P2
267P2
287P3.
287P3.
267P3.
287P4.
287P4.
267P4.
with
with
with
with
with
wi th
Weight
Weight
Weight
Weight
Weight
We ight
287P3, with Weight
287P4, with Weight
35
35
35
35
34
34
34
34
35
35
35
34
34
34
35
34
J
5
DESCRIPTION
•
M.L.
Returning
Spring
at Location
II
L
Part No. of Spring
and
See
Fi g •
Name
No.
Swi tch
27
30
30
.
I
27
I & 30
I & 30
7
8
2
90YAI8
90YAI8
90HB8
90HB8
90YAI8
90YA 18
9OYAl8
90YAI8
I
LIMIT
TYPE
SWITCH
4
3
4
3
90YAI8
90YA18
90YAI8
90YA18
-
•
2 & 30
2 & 30
I
I & 27
90YAI8
I &
I &
5
6
7
8
2 &
I &
90YAI8
2
I
90YA18
90YAI8
90YAI8
90YAI8
9OYAI8
90YAI8
90YA 18
90YA18
90YAI8
&
&
&
&
12
12
12
12
30
30
46
47
TYPE
30
30
30
30
6098CEI
6098CE2
6098CE3
6098CE4
With Arm
POLE
PUMP SWITCH,
SWITCH
DIRECT
Without
Without
90YAI8
90YA18
90YAI8
16
6098ZA3
16
4
3
3
3
6098ZA4 Without
A6098B25 Without
A6098B26 Without
A6098B27 Without
A6098B28 Without
90YAI8
SAfETY
90YAI8
90YAI8
15
16
SHOE
SHOE
Without
TYPE
Oil
SWITCH
Without
TYPE
Oil
SWITCH
6098ZAI Wi thout
609BZA2 Without
Oil
Oil
Arm
Arm
Arm
Arm
AUX.
287CH3,
287CH3,
287CHl,
287CH2,
A287E2,
A287E2,
A287E2,
A287E2,
Arm
Arm
Arm
Arm
THROW WITH
With
- With
With
- With
• With
- With
. With
. With
AUX.
Arm A287E2,
Arm A287E2,
MAKING
34
34
34
34
34
35
35
34
34
35
CONTACTS
with
with
with
.ith
Roller
Roller
Roller
Roller
331
331
331
331
with
with
with
with
Roller
Roller
Roller
Roller
38
38
38
38
38
39
38
39
39
38
39
38
40
40
40
40
cmTACTS
with
with
Roller
Roller
44
43
.ith
Roller
•
MAKING
Atm
287W2
Arm 287W3
Arm 287F2, with Roller
Arm 287F6, with Roller
Arm 287CH3, with Roller
Arm 287CH4, with Roller
POLE
39
39
39
39
AND BREAKING
Arm 287F4,
POLE
- With
- S[NGLE
35
35
35
35
BREAKING
AND MAKING
- SINGLE
Pot
Pot.
WITH
With
With
With
With
Pot.
Oil Pot
Oil Pot
Oil Pot
Oil Pot
Oil Pot
Roller
Roller
Roller
Roll er
Roller
Roller
287F6, with Roller
BREAKING
SINGLE
Pot
with
with
with
with
.ith
with
With Arm 287F2,
with Roller
With Arm 287CH3, with Roller
With Arm 287F2,
with Roller
With Arm 287F2,
with Roller
With Arm 287F6, with Roller
With Arm 287CH4, with Roller
With Arm 287F6,
with Roller
With Arm 287F6,
with Roller
With Arm 287BA4, wi th Roll er
With Arm 287BA4, with Roller
With Arm 287BA3, with Pin
With Arm 287BA3, with Pin
Wi th Arm 6098FHl
Wi th Atm 6098FH2
- With Arm 287CH3, with Holler
- ''\lith Arm 287CH4, with Holler
DISPLACEMENT
- SINGLE
POLE
(SAN. fRANCISCO
DESIGN)
SF6012Fl
SAfETY
With
With
With
With
POLE
POLE
Pot
Pot
287F2,
287CH3,
287F2,
287F2,
287F6,
287CH4,
With Arm 287F6,
with Rollcr
With Arm 287BA3,
.ith
Pin
Wi th Arm 28781\3,
wi th Pin
- With Arm 287F19, with Holler
- With Arm 287F20, with Holler
- With Arm 287CH3, with Holler
. With Arm 287CH4, with Holler
Pot
Pot
Pot
Pot
Proof
Proof
Pr-oof
Proof
Oil
Oil
Arm
Arm
Arm
Arm
Arm
Arm
AND BREAKING,
- DOUBLE
POLE
4
90YA18
Oil
Oil
Oil
Oil
- DOUBLE
Moisture
Moisture
Explosion
Explosion
90YAI8
90YAI8
Proof
MAKING
Without
Without
Without
Without
- DOUBLE
A6098A3
A6098A4
BREAKING
Moisture
SWITCH
SWITCH
12
12
•
TYPE
LIMIT
TYPE
LIMIT
POLE
With
With
With
With
With
With
A6098B7 Without
Oil Pot
A6098B8
With Oil Pot
A6098FC4 Moisture
Proof
A6098FC8 Explosion
Proo f
A6098B15 Without
Oil Pot
A6098BI6
With Oil Pot
A6098FC12 Moisture
Proof
A6098FC16 Explosion
Proof
60988C3 Wi thou t Oi 1. Po t
60988C4 Without
Oil Pot
60988C5 Without
Oil Pot
6098BC6 Without
Oil Pot
A6098819 Wit~out
Oil Pot
A6098820 Without
Oil Pot
A6098B35 Without Oil Pot
A6098B36 Without Oil Pot
2
2 & 27
90YAI8
90YAI8
90llB8
90HB8
90YAI8
- SINGLE
Without
Oil Pot
With Oil Pot
Moisture
Proof
Explosion
Proof
Without
Oil Pot
With Oil Pot
SINGLE
A6098B17
A6098B18
A6098B21
A6098B22
LIMIT
90YAI8
90YA18
90llB8
90llB8
SWITCH
A6098FC14 Explosion
Proof
60988Cl
Without
Oil Pot
60988C2 Wi thout
Oil Pot
A6098B23 Without Oil Pot
A6098B24 Without Oil Pot
A6098B31 Without Oil Pot
A6098B32 Without Oil Pot
I
90YAl8
TYPE
A6098FCIO
2
90YAl8
Conta«::t
Box
Page 17
See Fig.
A6098B3
A6098B4
A6098FC2
A6098FC6
A6098Bll
A6098B12
2
&
&
&
I
&
2
2
2
Uses
of
LIMIT
90YAI8
90YAI8
901188
90llB8
OF SWITCHES
34
35
33+++
33++
33 ++
33 +t+
BREAKING
Wi th Arm 287Wl
With Arm 287W2
35
34
'* Same as 6151B1 except
++
+++
the
Base
A306G2 instead
of A~06G5.
Same a~ Fig. 33 l'"xccpt the base contact A306Gl0 instead of A306G7
Same as Fig. 33 except IJ(lse contact A306Gll
illS/ead of A306G7
(
List Of Parts
Fig.
Ref.
No.
No.
Part or
M,L. No.
Material List and Quantity
,
Description
2
I
6098C
3 4 5
6
7
8
2
6098D
3 4
5
6
I
19
20
17
18
55
56
57
58
17
18
19
20
28
29
28
29
78
79
80
81
19,20
98*
287HI
287H2
287J3
287J4
6151BI
615lB2
6151CI
615lDI
320Tl +
A346MB5
A346MB6
A346MB7
A346MB8
346BC3
346BC4
346BC5
346BC6
907Al8
Fig.
Ref.
No.
No.
Part or
M.L. No.
Arm Switch, with Pin
Arm Swi'tch, with Pin
Arm Switch; with Roller
Arm Switch, with Roller
Box and Contacts for details sec pagc 17, Fig. 34
. Box and Contacts for details sec page 17, Fig. 35
Box and Contacts for details see page 17, Fig. 38
Box and Contacts for details see ~ge 17, Fig. 39
Bumper, rubber (for stop pin on x)
Cover, Switch Box with Pin, Lining and Cam
Cover, Switch Box with Pin, Lining and Cam
Cover, Switch Boxwith Pin, Lining and Tripper
Cover, Switch Box with Pin, Linin and Tripper
Cover, Oil Tight Switch Box with am
Cover, Oil Tight Switch Box with Cam
Cover, Oil Tight Switch Box with Tripper
Cover, Oil Ti~t Switch Box with Tripper
Spring, Mova Ie Contact Base Returning (Used at
location given in "Description of Switcher)
I
I
a
I
1
Material List and Quantity
Description
2
10
9
13
14
59
60
6]
62
9, ]0-13, 14
27
77
287PI
287P2
287P3
287P4
615lBI
615lB2
6151CI
615lDI
320Tl
A346MBI
346BC2
Arm
Arm
Arm
Arm
3
4
5
6
7
6098E
8
9 10 II
12 13 14 15 16
Switch
Switch
Switch, with Weight
Switch, with We~t
Box and Contacts ror
etails sec page 17, F;g. 35l
Box and Contacts for details see page 17, Fig. 35
Box and Contacts for details sec page 17, Fig.38)
Box and Contacts for details sec f:ge 17, Fig. 39)
Bumper, rubber (for stop pin on x)
Cover, Switch Box with Lining
Cover, Oil Tight Switch Box
+ Not currently used, available jor service replacement
* Arrow
•
indicates location, t!1Cpart itself not showing in the illustration
I
I
I
•
7
Lt ST OF PARTS
•
Fig.
No.
17
IR
7,8
5,(,
25,2('
25
ncr.
No.
Part or
M.L. No.
57
,8
71
72
73
74
I1escri ltion
287.13
287.14
287B,\3
28713014
2871JA5
29911(2
(,15lB I
Arm,
Arm,
,'rm,
Arm,
Bar, Connecting
Box and Contacts
Fig. 34)
(for
details,
see Page 17,
('151B2
Box and Contacts
(for
details,
see
615lB3
Fig. 35)
Box and Contacts
Fig. 36)
(for~details,
see Page 17,
(for
details,
see
Page
17,
(for
details,
see
Page
17,
(for
details,
see
Page
17,
615 lB4
6151( I
Switch,
Switch,
Switch,
Switch,
615ml
with
with
with
with
Box and Contacts
Fig. 37)
Box and Contacts
1 I I 1
1
I
I
Page
1
1
I
1
17,
1 1
1
1
1
38)
Box and Contacts
Fig. 391
Bracket, with Pin
75
76
Material List and Q4antity
('098AS6098AY6098BC1
1 2 3 4 5 6 7 8 1 2 3 4 5 6
Roller
Roller
Pin
Roller
Arm, Switch, with Pin
Fig.
25
26
('098AL1.2 3
31('KV2
Bracket
316PYl
320Tl t Bumper, rubber (for Stop Pin on Box)
334111"' Bushing, rubber, 1/2" 1.0., }" 0.0., 5/16"
thick
(for
Outlet
- Moisture-and
1
1
1
1
1 1
1
Explosion-
Proof Switches)
•
5-8,2('
25
32
31
31,32
31,32
77
82
8(,
87
88
89
A34fiMll10
6368014
63('8A5
37 ('IIAI
A39fiPAl
31,32
90
28 7CAl'
25
25
91
92
26
93
26
25
94
95
288ARI
288M2
4 32F I
72AII2
79M 3
25
9fi
2(,
5-8.
25,2('
•
A346MBI
97
98-
9 (,1129
90Y,\ lR
Arrow indicates
*
Bushing', rubber, 11/16" Ln., 1-3/16" 0.0.,
5/16" thick (for Outlet - Moisture- and
Explosion-Proof
Swi tches)
Cover, Switch Box, with Lining
Cover, Switch Box, with Lilling
Cover, Housing, with Cam
Cover, Housing, with Cam
Gasket (for Moisture-Pr-oof Switches)
Iiousing, Switch (for Moisture- or ExplosionProof Switches)
Lever, Switch (for Moisture- or ExplosionProof Switches )
Lever
Lever (for 6098AL3 only)
Lug
Nut
tile parts
used, available
1 1
1 1 1 1
1
1
1 11
I
I
III
1111111
2 2 I
1
I
themselves
for Service
1 1 1 1
1
111
1
1 1
not showing in the illustration.
Not illustrated.
Not currently
1
1
(Arm to Hod)
(for Rod)
Pin, brass, 1/4" diam., 25/32" long (for
Lever to Bar)
Pin, brass, 1"/4" diam., I" long (for Lever
to Bar)
Hod, 5/1fi" dianl., 5-3/4" long (for Lug)
Spring, Movable Contact Base Returning (Used
nl location given in "Description
of
Switches It)
location,
22222222
replacement,
when.rec;uired.
1
1
1
1
I
8
LI ST OF PARTS
Fig.
No.
Ref.
No.
Part
22
21.
68
65
22.
66
287AM6
21.
22.-
67
68
23
69
24
8
70
73
287 AM7
287 AM8
287 AIU
287AR2
287BA5
50
21
65
66
67
22
21
Descriotion
M.L.No.
A287E2
287 AMI
287AM2
287 AM3
287AM4
287 AM5
11,12
Material
List and Quantity
6098BJ 6098BZ- 6098CC- 6098CE- 60980\1I 2 3 4 5 6 7 8 9 J 0 IllI I 2
I 2
I 2 3 4
1 2
or
A6151Al
6 I 51BI
6I51B2
Arm', Switch.
with
I I
IblJer
I
Arm, Swi teh. wi th two Pins
Arm, Svi tch, wi th Pin
Arm, Switch.
wi th Pin
Arm, Switch, with two Pins &
Link
Arm, Swi leh, wi th two Pins &
Link.
I
6I5ICI
615101
6I5IEI
6I5IFl
6I51F2
320TI ,
1
I
I
I
I
wi th Pin & Link
I
I
]
. I I
Ann, Switch, with Pin
Box and Contacts (for detail s,
see Page 17. Fig. 33)
Box and G:mtacts (for detail s,
seePagel7,
Fig. 34)
Box and Cont acts (for detai 1s,
I 1
I
I
1 •
I -
Box and Contacts (for details
see page 17 Fig. 37)
Box and Contacts (for detail
see Page 17. Fig. 38
Box and Contacts (for detail
see Page 17. Fig. 39)
&x and Contacts (for detail
see Page 11, Fig. 40)
Box and Contacts (for detail
see Page 17, Fig. 41)
&x and Contacts (for detail
see Page 17, Fig. 42)
fumper, rubber (for Stop Pin
.
,
s,
I .
I
s,
I
I
s,
I I
I I
s.
I
s.
I
in &x)
334HIw
21-24
30
77
A346MBl
83
6368AI
30
88
3761IAI
30
89
30
90'
8
98'
12,21,
22,23,
98'
A396PAI
287CAI
90HBB
90YAI8
24
• Arrow indicates
• Not
Bushing, rubber, 1/2" I.D.,
}" D.O., 5/16" thick (for
Outlet, Moisture and
Explosion Proof SW1tches)
&shing,
rubber, 11/16" I.D.,
1-3/16" D.O., 5/16" thick
(for Outlet, Moisture and
Explosion Proof Switches)
Cover, Switch Box with lining
Cover, Housing (for Moisture
or Explosion Proof Housing)
Gasket (for Moisture or
Explosion Proo.! Switches)
Housing, Switch (for Moisture
or Explosion Proof Switches)
Lever, Switch (for Moisture
or Explosion Proof Switches)
Spring, Movable Contact Base
Returning (used at location
given in "Description
of
Svi tches ")
Spring, Movable Contact Base
Returning (used at location
gi vel' in "Description
of
Switches")
location,
the parts
themselves
not
. . l 1
I I I
I I I I I I I
• ,Similar
to
used,
the
above
available
Fig.
for
Service
No. illustration
1 I I 1
2 2
2 2 2 2
•
I 1
I I
I 1 1 I
I
I I -
.I
I 1
1 I I 1
.I I
I 1
I I
. I 1
I
I 1
. -I I
I I I I
1111-.----
showing
replacement
except
1 I
I I .
in
the illustration.
illustrated.
t Not currently
•
1
see Page 17, Fig. 35)
615184
,
I
I - -
Arm, Switch, with Pin & Link
Arm, "SNiteh.
Arm, Swi tch
Arm, Swi tch
I I I I
I
Arm, Switch, with two Pins
for
when required
Link
which is
•
not
ahown.
] 1
•
,
-":j
9
LIST OF PARTS
•
Material
Fig.
No.
Ref.
No.
2
4.
1
3
19
20
51
52
53
54
55
56
Part
M. L.
or
No.
287f2
2B7f4
287f6
287F8
287111
287H2
6151B1
615182
6151CI
6151 Dl
320Tlt
334111*
334112*
30
83
6368AI
32
84
6368A2
Li st
and
Quantity
6098 fC2 3 4 5 6 7 8 9 10 II 12131415
Description
Arm, Swi tch, with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Pin
Arm, Switch,
wi th Pin
(for details,
Box find Contacts
see Page 17,
Fig. 34)
Box and Contacts
(for detail s, see Page 17,
Fig.
35)
Box and Contacts
( for details'Jsee
Page 17,
38)
Fig.
Box and Contacts
( for details,
see Page 17,
39)
Fig.
Bumper, rubber (for Stop Pin on Box)
Bushing,
rubber,
1/2" LO.,
I" 0.0 •• 5/16"
thick (for Moistureand Explosion-Proof
Switches)
Bushing,
rubber,
11/16" LO.,
1-3/16"0.0.
,
5/16" thick
(for Moistureand ExplosionProof Switches)
,
Cover, Housing (for MoistureorExplosionProof t1ousing)
wi th Tr ipper (for Housing
Cover, Housing,
6098GC16 I 2 3 4
I
I
I
I
I
I
I
I
I
I
I
I
I
85
6368A3
Cover,
Housing,
with
Tripper
I
I
I
I
I
I
I I I
I I I
2 2 2 2 222
I
I
I
2 2
2
I I I I I
I
I
2
2
I
I
2
2
I
I I I 1 I
2
22222
I
I
I
,A396PAI)
31
I
I
( for Housing
,A396PAI)
30,32
30-32
88
89
376HAI
A39 6PAI
30 - 32
90'
287CAI
I, 2
98'
3,4,
19,20
9B'
•
•
901188
90YAI8
Gasket (for Moisture-Proof
Switches)
Housing,
Switch
(for Moistureor ExplosionProof Swi tches)
or ExplosionLever, Switch (for MoistureProof Swi tches)
Spring,
Movable Contact
Base Returning
(Used at location
given in ~Description
of Swi tches It)
Movable Contact
Base Returning
Spring,
(Used at location
given in "lk:scription
of Swi tchcs")
Arrow indicates location.
I I I
I I I
I
I 1
I
I
I
I
-
I - I - I - I
the parts themselves not showing in the illustration.
*
Not illustrated.
t
Not currently used, availdble for Service replacement,
when required.
I
I
I
I
I
I
I
I
I
I
I
I I
I I I I I
I
I I
I
- 1 I I I
10
liST OF PARTS
Fig.
No.
Ref.
No.
Part or
M.L. No.
10
9
13
14
IS
16
16
59
60
61
62
63
64
64
287PI
287P2
287P3
287P4
287WI
287W2
287W3
615181
615182
6151CI
615101
320Tl ,
334HI.
Material List and OJ8l'ltity
6098HC6Q981A10 11 12 13 14 15 16 1 234
2 3 456789
Oeseri tion
Arm, Switch
Arm, Switeh
Arm, Switch, with Weight
Weight
Arm, Switeh, .ith
Arm, Switch
Arm, Switen
I
I
1
I
I
Arm Switch
Box Bnd Contacts
Fig. 34)
Box and Cootacts
Fig. 35)
( for
details
( for
details,
I
15,16
30
77
83
A346M81
6368A I
I
I
I
I I I I I
I
I I I
30
30
88
89
376HAI
A396PAI
30
90'
287CAI
9,10,
13-16
98'
90YAI8
" Arrow
*
Not
indicates
I
location,
illustrated.
used, available
t Not currently
themsel ves not .showing
I
2
2
2
2
I
I
I
2
2
I 1 I I I I I I
I
I
I
I
I I I I
I I I I I I I I I
I
I
I
I
I
I
I
I
I
I
I I I I I I I I
I
I
I
1
I
I
I I I I I
I
I
I
I
I
I
Switch Box, .ith Lining
the parts
- - ..
I
2
222222222
- - - I I I I
"
Conr, Housing (Cor Moisture- orExplosimProof Housing
Gasket (fOf Moisture-Proof Switches)
Housing, Switch (for Moisture- or ExplosionProof Switches)
Lever, Switch (for Moisture- or Explosion.
_Pr,oof,~itches)
Spring, Monble Contact 8eae Returning
(Used at location gi.en in "Description
of' Switchu")
,
I
I
I
I
1-3/16" 0.0.,
Bushing, rubber, 11/16" J.D.,
5/16" thick (fOf Moisture- and ExplosionProof Switches)
CoYer
I
I
see Page 17,
( for detai Is .ee Page 17,
Fig. 38)
Box and Contacts ( for details. see Psge 17,
Fig. 39)
rubber (for Stop Pin on Box)
Bumper,
Bushing, rubber, 1/2" 1.0., 1" 0.0., 5/16"
thick (for Moisture- and Explosion-Proof
Box and Con ta c ta
I
I
see PBge 17,
Switches)
334H2.
e
I I
I I 1 I
•
in
the
illustration.
for ~ervice replacement when required,
•
lOA
List of Parts
•
Ref.
Part or
No. M. L. No.
Fig.
No .
Material List and Quantity
A6098B-
Description
1 2345
1l,12
2
4
50
51
52
I
53
3
2
54
51
53
52
I
4
3
2
54
51
53
I
A287E2
267F2
267F4
267F6
267F8
267F19
267F20
267CHI
267CH2
267CH3
267CH4
6098FHI
6098FH2
A6151AI
Arm with Roller
Arm with Roller
Arm with Roller
Arm with Roller
Arin with Roller
Arm with Roller
Arm with Roller
Arm with Roller
Arm with Roller
Arm with Roller
Arm with Roller
Arm (see page 19, Fig. 46)
Arm (see page 19, Fig. 47)
Box and Contacts
(see page 17, Fig. 33)
A6151A2
Box and Contacts
A6151BI
(sec page 17, Fig. 33)
Box and Contacts
(sec page 17, Fig. 34)
I
A6151B2
Box and Contacts
/l 7 8 9 lOll 12131415161718
i
A6151C2
AJI51D1
Box and Contacts
I -
-------1-
1---1--- - 1
- J -
Box and Contacts
A615lPI
Box and Contacts
(see page 17, Fig. 40 + +)
A615lRI
Box and Contacts
(see page 17, Fig. 40+ + +)
+ Bumper Rubber '
(for stop pin on box)
Cover, Switch BOxwith lin-
- - - -1- - - -- - - - - - - - - ------1-----------
-I -I ----I 1 - - - I -
-------1-
1---1-1
__ 1
-1---1---- - - 1 - - -- - - - I - - - I - - - - - - - ________
1 ---1---1------_________
1
1
1
_
1--------1-------
•
32OT1
1-4, 1l-12
27
1-4
98
----11--
-11---11-----
-----1---
I I
11--I I -
-I
--I I -
I I -
I 1-
I I -
1 -
1I - -
-1-------
- - - 1- - I I .
11--1---
1--------
++
+ + +
1-
-I I -I
1 - 1 - 1 - 1 . 1
- 1 - 1 - 1 . 1 1 1 1 1 1 1 1 11 1
1 1 1 1 1 1 1 I 1 1
1-1-1-1-------111111111111111111
1111111111
346BC2
Cov"', Oil Tight Box
- I - I - I - I -
9OYA18
Spring, movable base retw-
1 1 1 1 1 1 1 1 1
ning
+
1 -
----1----
_________
ing
*
•
A346MBI
-1------1---
_________
(see page 17, Fig. 44)
77
1111
---------
I --
(sec page 17, Fig. 39)
A6151D2
373S 1 234
___________
(sec page 17, Fig. 38)
Box and Contacts
(sec page 17, Fig. 43)
Box and Contacts
A6098A282930313233343536
-----1---
--1---1-
(see page 17, Fig. 35)
A6151CI
192021222324252627
(use<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
I -I I
I -
11
LIST
OF PARTS
Material
Fig.
No.
Ref.
Part
No.
M. L. No.
II
50
57
58
A287E2
287 J 3
287J4
615 lA 1
6151Bl
615lB2
6151Cl
615J1)l
3 20Tl t
334111*
17
18
or
334112*
30
83
32
86
31
30-32
30-32
30 -32
87
88
89
90'
63h8Al
6368A4
6368A5
37611Al
A396PAl
28 7CA1
Fig.
No.
Ref.
No.
P~rt or
M.L. No.
2
51
4
1
3
52
53
54
19
20
55
56
287F2
287F4
287F6
287F8
287111
287H2
615 lB 1
Description
Arm, Switch,
Arm, Switch,
Arm, Switch,
with Roller
with Roller
with Roller
(for
(for
Box and Contacts
(for details,. see Page 17. Fig. 35)
Box and Contacts
Box and Contacts
17, Fig.
Box and Contacts
6098CC12
see Page
see Page
on Box)
17, Fig.
17. Fig.
17,
17,
Fig.
Fig.
33)
34)
1 1
•
1
38)
39)
11111.11
22222
2 2 2
2 2
1
1
1 1 1
1
1
1 1 1 1
1 111
1
1
1 1 1
111
1
1 1
1 1
on
Arm, Switch,
with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Roller
Arm, Switch,
with Pin
Arm, Switch,
with Pin
Box and Contacts
(for det~ils,
Page
615l1Jl
Page
Page
Housing
(for Moistureor Explosion-Proof
Housing)
Hous ing, wi th Cam ( for Mois ture - or Exp losion -Proof Hous ing)
Housing,
with Cam
(for Moisture-Proof
Switches)
Switch
Switch
Page 17, Fig.
6151Cl
see
see
Bushing, rubber, 1/2" 1.0., }" 0.0., 5/16" thick (for Moistureand Explosion-Proof
Switches)
Bushing, rubber, 11/16" LD., 1-3/16" 0.0 .• 5/16" thick (for
Moisture- and Explosion-Proof Switches)
Page 17, Fig.
6151B2
details,
details,
Box and Contacts
(for details,
Box and Contacts
(for details,
Bumper, rubber
(for
Stop Pin
Des cripti
and Quantity
1 1
80x and Contacts
Box and Contacts
Cover,
Cover,
(.over,
Gasket
Housing;
Lever,
List
A6098AY2345678
see
34)
(for
details,
see
details,
see
details,
see
35)
(for
38)
;(for
Page 17, Fig. 39)
320Tlt
334Hh
334H2*
30
83
6368.'1
32
31
3O~32
30-32
30-32
1.2
84
85
88
89
98'
6368A2
6368A3
376HAl
A396PAl
287CAl
90llB8
3,4,
98'
90YA18
90'
Bumper,
Bushing,
rubber
(for
Stop Pin on Box)
rubber,
1/2" 1.D.,
1" 0.0.,
Sj16" thick (for Moistureand
Explosion-Proof
Switches)
Bushin~,
rubber,
11/16" I .n., 1-3/16"
O. D., 5/1 fi" th ick (for Mois ture- and
Explosion-Proof
Switches)
Cover,
Housing
(for Moistureand
Explosion-Proof
Housing)
Cover., Housin g, wi th Tri pper
Cover,
Iiousing,
with Tripper
Gasket. (for Moisture-Proof
Switches)
Housing,
Switch
Lever,
Switch
Spring, MovllbleContact
Base Returning
(Used at location
given in
"Description
of Switches")
Spring, Movable Contact Base Returning
(Used at location
given in
"Description
of Switches")
*
Arrow indicates location,
*
Not illustrated.
Not currently
the' parts
used, available
themselves not showing in the illustration.
[or Service replacement,
when required.
•
12
LI ST OF PARTS
Material
•
Fig.
No.
Hef.
No.
4
10
9
13
14
52
59
60
61
62
Part
Oeseri
M.L. No.
287F4
287PI
287P2
287P3
287P4
6]511l]
Arm,
Arm,
Arm,
Arm,
Arm,
sY.'i tch,
6151C 1
615101
320Tl ,
334111*
and Quantity
12 13 14 15 16
SF6012FI
RoJ ler
I
with
Switch,
with Weight
I
Box nnd Contacts
I
Weight
(for
details,
see
detnils,
see
details,
see
]
I
I
1
34)
17. Fig.
1I0x iUld Contacts (for
Page 17. Fig. 35)
(for
Box nnd Contacts
Page 17. Fig. 38)
(for Moisturc-
Explosion-Proof
rubber,
]
]
I
I
]
dct'8iJs , see
Box nnd Contacts
(for
Pngc 17, Fig. 39 )
Bumper. rubber (for Stop Pin on Box)
1/2" I,D .. 1" Q 0.,
Bushing, rubber.
5/16" thick
334112*
tn
Swi teh
Swi ten
Swi ten,
Pnge
6151 B2
Jlion
wi
List
M09811C2 3 4 5 6 7 8 9 10 II
or
I ] 1 1 1 1 1 I I
]
222222222
2
2
2
1
I
I
I
1
]
I
I
I
I
nnd
Switches)
11/]6" l.D •• 1-3/16"
and
5/16" thick (for MoistureExplosion-Proof
Switches)
Cover, S,,-itch Box. wi th Lining
Cover. Housing
Gasket (for Moisture-Proof Switches)
Switch
flousing,
Bushing,
2
2
2
2
o.n ..
4
30
30
30
30
4,9-14
•:
A
77
83
88
89
90'
90'
A346MBI
63 68A 1
37611Al
A396PA]
287CA 1
90YA18
Not
t
Lever, Swi tch
Spring,
Movable Contact Base Returning
(Used at location
given in "Description
of SNitches ..)
San francisco removes Base fA306G5 and replaces
Arrow indicates
I
1
1
1
I
location.
tile
parts
it
I I I
I
I I I
]
I 1 I 1 ] 1 I 1
1 1 1 1 ] 1 ] 1
]]]]] I ] I
']
I
]
]
]
]
I
]
1
I
1
1
I
]
1 i
I
I
with Base A306G2.
themselves 1I0t showing ill the illustration .
illustrated.
Not currently
used, available
for Service replacement,
when required.
R
L.
$
;}
.-~_. __
•
FIG, I
Breaking
FIG.
2
Breaking
o
.
-----
FIG. 3
Making
"------
------
---_.
FIG. 4
Making
13
rr~
R"
L
"
L
R
#
\~
\~'
•
71
73
•
FIG. 5
Breaking
L
FIG. 6
Breaking
FIG. 7
Breaking
FIG. 8
Breaking
,
R
L
••
R
L
Q
•
98
L
R
R
!-98_
W
I
"
-
~
59
•
50
0
77
77
FIG. 9
Makin?
FIG. 10
Making
FIG. 11
floor Stop Type
L
g" ~
(l)
-J "" f.J,
@
_
•
FIG. J 2
Breaking and MokinQ
R
L
_98
98-.
R
_
61
62_
0
.\
~
0
Q
a
0
0
77
FIG. 13
Making
l)
77
FIG. 14
Making
FIG. 15
Breaking
F1G. 16
Breaking
e-
•
14
L
•
R
--78
--57.
L
-80
55
58
56
79
81
FIG. 17
Breaking
L
FIG. Ill8reaking
R
L
R
FIG. 19
Breaking
L
FIG. 20
Breaking
R
L
I,
e.'
•
i
66
68
e
R
'-~-:--~-
•
""--65
67
-),
.:
77
0
:;
0
L
FIG. 21
Breakina
FIG. 22
Breaking
';'
FIG. 23
Breokin9
FIG. 24
breaking
82
77
93
94
97
73
91
73
92
•
96
98-
e::::
~
FIG.
Making
l,.
2S
or Breaking
FIG. 26
Breaking
15
FIG.
27
FIG.
FIG.
28
88 ',' 89
29
86
IJ
FlG.
30
FIG.
31
FIG.
•
32
•
16
•
-, -108 --
.-
.
..-117
.--120
- - ---
121
--liB
.-
102
105
FIG.
33
FIG.
. --IOB-
34
VIG.
35
FIG.
3"
-
•
FIG.
37
110-
FIG.
38
FIG.
39
FIG.
40
FIG.
42
FIG.
43
FIG.
44
~
118
122
100
99
"'
111115
102
•
FIG.
41
17
DESCRIPTION OF 6151 CONTACT BOXES
Fig. 33
Fig. 33+
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
34
35
36
37
38
43
39
44
40
41
42
40+ +
Fig. 40+ + +
M.L. A6151AI,
M.L. A6151A2,
M.L. 6151BI,
M.L.615IB2,
M.L.615183,
M.L. 6151B4,
M.L.615ICI,
M.L.615IC2,
M.L. 615101,
M.L. 615102,
M.L. 6151El,
M.L. 6151FJ,
M.L. 6151F2,
M.L. A 6151PL
M.L. A6151RI,
•
Single Pole, Double Throw, with Aux. Contact
Single Pole, Double Throw, with Aux. Contacts
Single Pole, Single Throw
Single Pole, Single Throw
Single Pole, Single Throw
Single Pole, Single Throw
Double Pole, Single Throw
Double Pole, Single Throw
Double Pole, Single Throw
Double Pole, Single Throw
Single Pole, Make and Break
Single Pole, Single Throw
Single Pole, Single Throw
Single Pole, Make and Break
Single Pole, Make and Break
+ Same a~ Fig. 33 except without Ref. 117, 120 and 121 jor details of contact boxes see page 17A.
List Of Parts
Fig.
Ref.
No.
No.
Part or
M.L. No.
33-44
33-44
33
99
I()()
101
275EI
B306FI
A306C2
33
38,43
102
103
A306G3
Material List and Quantity
A6151A6151A6151I 2 BIB2B3B4CIC2DID2E1FIl'2PIRI
Description
Barrier, Insulating
Base. Contact ~movabIe)
Base. Contact stationary)
I-Base Contact #A306GI
2-Connectors # 176H 1
2-Contacts, Aux, #I50F4
3-Contacts #150H4
Base. Contact (stationary)
I-Base Contact #A306Gl
I-Connector # 176El
I-Connector #176Fl
2-Contacts # ISOH4
Ba~e Contact (stationary)
I-Ba'ie Contact #A306GI
I-Connector #176El
I-Connector # I76F3 +:
2-Contacts # lSOH4
Bao;;eContact (stationary)
1.Ba<;eContact #A306Gl
2-Contact<; # 150H4
Ba<;eContact (stationary)
I-Ba<;e Contact #A306Cl
2-Contacts #I50H4
Ba'ie Contact (stationary)
I.Ba'iC Contact #A306Cl
2-Connector # 176EI:tc
2-contacts # 150H4
Bao;;eContact (stationary)
I-Base Contact #A306Cl
2.Connector #176El
2-Contacts #150H4
Base Contact (stationary)
I-Base Contact #A306Cl
2-Connectors # 176EI
2-Contacts # 150H4
*
38,43
39,44
102
104
A306C4
39,44
34,36,41
102
105
34,36,41
35,37,42
102
106
A306G6
35,37,42
40
102
107
A306G7
40
40+ +
102
107
A306GIO
40+ +
40+ + +
102
107
40+ + +
33-40, 43, 44
40++,40++
+
41
42
33-37,41,42
36,37
34-40,43, 44,
40++,40+++
38-40, 43,44
40++,40+++
33
40++,40+++
40++.40+++
36,37
33,43,44
33-44
33-44
33,43,44
33,43,44
33-44
38-40, 43, 44
40++,40+++
102
A306G5
*
A306GlI
*
*
I
1
I
I
I
I
1
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
consisting of:
*
*'
*
++
+ + +
consisting of:
*
*
*'
I
I
I
*
•
consisting of:
*
I
consisting of:
*
I
consisting of:
*
consisting of:
*
consl<;ting of:
*
108
109
110
III
112
B308GAZ
308BDI
308BD2
176Dl
176AAI
Box, Switch, with Pin
Box, Switch, with Pin and Bracket
Box, Switch, with Pin and Bracket
Connector
Connector (for guide)
113
932A2
114
115
114
113
116
117
118
119
120
121
122
150P4
I50H2
150P44
150P45
385)1
396B I
A397AI
A429Cl
77TAI
9OCB6
128H1
Contact, Spring
Contact, Spring
Contact, Spring
Contact, Spring
Cuide, Contact Spring
Housing, S~ring
Hub, Switc Arm
Lining (for stationary contact base)
Pin, Spring
Spring (for Pin)
Wa~her 1/32" thick (for spring contacts)
123
128H3
Wa~her liS" thick (for spring contacts)
Contact.
I
consisting of:
I
1
Spring
Not fllrilL~hed separatel'l/ for repfacement order a~sembled ba~e
Some a~ Fig. 40 excc."pt )a~e A306G10 illStcod of A306G7
Some a~ Fig. 40 exc(,>ptba~e A306Gll illStead of A306G7
2
2
I
I
2
2
2
I
I
I
2
I
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
I
1
I
I
I
I
I
I
I
I
I
I
2
2
2
2
2
3
2
I I
I I
2
2
3 3
2
I
I
2
2
3
2
I
I
I
2
I
2
2
2
2
I
I
4
4
I
I
•
18
•
I
1
,
0
...-!!!
0,
,
,
Q)
If)
~-128J
0
~129Q
126
~)
125
at \
124
"
"
~~"~
=1
131
130
::
--I
~'
132
___
•
ROLLER ARMS (WITH ROLLER) - FIG. ~5
The following Holler Arms.(or Strikers)
installations are also used for Service
Ref.
No.
now used {or new
changeovers-when
the 6098E Gate Switches replace other types.
No.
Part No.
of Arm
128
288NB2
129
A288LB2
130
288JB2
130
288JB2
Passenger Gatc; Owg. A6098AB
With Vertical Sliding Wood Gate, Freight
Enclosure: Owg. 6098GB
With Vertical Sliding Wire Mesh Gate,
•
288052
Freight Enclosure:
Owg. 6098H8
With Vertical
Sliding
Wood or Wire Mesh
131
288KB2
Gate, Freight Enclosure; Owg 6098BN
With Bostwick Manually Operated
131
132
288KB2
288MB3
••
••
288BF2
288BF4
With Bi-Parting Gate, 5-1 or 5-2 Dumb-
133
288MB4
With Luzy Tong Sliding Freight Gate,
Freight Enclosure; Dwg. 6098E8 and
ReI.
Where Used
Cor;Owg.
•
••
6098 AP (Arm 7-3/4'lg.)
(Arm 6" long)
With Lazy Tong Sliding Freight Gate,
Freight Enclosure; Dwg. 6098BP,
Similar
5-1/16"
to Ref. 130. except roller on inside •
to ReE. 132:
long)
With Single Slide, 2 Speed, Center Open •
ing or 2 Speed Center Opening, Type
6970A Operator, Type AU Hangers (Arm
6-3/4"
long)
ADAPTER AND ADAPTER PLATES - FIG. ~5
19.}
No.
Part
No.
Type A6098B Limit
Switches
replace
For
Description
•
Similar
to ReE. 133.
other
When
Switch
Repl!Qng,
2-K-2
2-K-I
124
124
125
126
386EKI
38 6EKI
270BI
386DK 1
PI Ate, Adapter
PI ate, Adapter
Adapter
PI ate, Adapter
A6098B5
A6098B7
A6098B3
A6098BI
"A"
l-K-2 or
126
3B60KI
PI ate, Adapter
A609RB3
I-K~ 1 or
127
127
270AI
270Al
Adapter
Adapter
A6098B3
A609BB7
10"K-I
N-I
N-2
10-K-2
long)
With 6806 Vertical Lifting Car Gate;
Owg. A60980F
Similar
With Single Slide, 2 Speed, Center Opening or 2 Speed Center Opening, Type
6970A Operator, Type AU.Hangers (Arm
Manual} y Operated
Owg. 6098AP(Arm 6-3/8"
(Arm 13-1/2"
A287AW2
•
B288KMI
ReI.
6098BG
133
288KMI
With Bostwick Service Sliding Gftte,
Freight Enclosure; Dwg. 60980B
With Bi.Parting Gate, R-I or R-2 Dumbwoiter
288MB6
•
For use •.hen
types.
Cor;
Where Used
Ref
Passenger .Gate: Owg. 609888
Same - for Car Design 14247; .Owg. 6098CB
.oiter
133,
Part No.
of Arm
With Bostwick Passenger Sliding Gate,
Freight Enclosure; Owg. 6098FB
Wit:\ 6378A Safety
133 "
.. FIG,45
19
=0
=
0
0
0
0
=
0
•
=
140
137
FIG.46
FIG.47
•
•
•
•
C.I041
•
TYPE (A6261 H) 4-%"
ROLLER GUIDE
M. L. A626I HI AND 2054 D4
PARTS
LEAFLET
APRIL
.~
OTIS
OFFICES
1. 1965
ELEVATOR
IN ALL
OF THE
C-1041
•
COMPANY
PRINCIPAL
WORLD
CITIES
•
u
5
FIG. I
•
PARTSF'ORTYPEA6261l1ROLLER
GUIDES(4-7/8" DIA. ROLLERS)
- FIG. 1
M.L. A626lH1 and 2054D4
Ref.
Part
No.
No.
Quan-
1
320BR1
1
2
320BM1
2
3*
335E84
3
4
5
6
7
8
9
10
11
12
Description
. tity
A384LK1
A288W2
A395D2
67E14
A77TN1
172DR3
456C~14
.124CA1
91818
13
90HC4
14
15
16
A471CG1
A477EAl
127VB31
1
2
1
1
3
3
3
1
1
1
1
3
1
Bumper, 2" lang., 1_1/8" wide, 1/4" thick,
leather (for Stand)
Bumper, 3/4" dia. x 1/4" thick, leather
(for A288W2)
Bushing, 3/4" LD. x 7/8" 0.0 •., 1_1/8"
long Oil-less (for Levers)
Guard
Lever, with Bump~r and Bushing
Lever
PRINTED
'"
U.S.A.
Nut
Pin
Ring, Retaining
Roller, with Bearing
Screw, Spring Adj.
Spring, 5/8" O.D., 2-9/16" long,
21 active turns, .075" dia. wire
Spring, 21/32" L D., 3" long, 21 active
turns, .).62" dill. wire
Stand (less Bumper)
Stop
Washer, Seat, 17/32" L D., 1-1/4" o. D. ,
1/16" thick
•
" •.•.
I
C-I094.
•
TYPE 6~BI GOVERNOR
ROPE TIGHTENER.
FIG.N 1
ML 6481Gl
FIG. N 2
ML 6481PI
FIG. N 3
ML 6481 TI
T S LEA
f LET
•
PAR
] UN E
•
OTIS
1.
1 9 72
ELEVATOR
OFFICES IN ALL
OF THE
C.l 0 9 4
•
COMPANY
PRINCIPAL CITIES
WORLD
•
6
_____..L.!_ ..
,2
(
•
I,
FIG. I
"
PARIS FOR ML 648101 ROPE TIGHTENER FIG. #1
FORM 052lA2, 0523A2
PiP', PARI'
QUAN-
NO. NO.
1 335E22
2
374NRI
TITY
r.ESCRIPl'IOO
2
Bushing
1
Frane
385KH1
2
Guide
82G5
1
Pin
2
Ring
~
172rn6
267J1
1
7
345BT1
Sheave W;Bushing
Weigtlt(Quantity Per
Contract)
3
4
•
-----+----
TIGHTENEIt
5
•
2
6
10
13
1
14
_________
J....-
_
SECTION A-A
15
FIG. 2
PARIS F'OR I-'L 6481Pl ROPE TIGHTENER, PIG. #2
FORM 0524-1, 0525
•
REF. pART
QUAll-
NO.
1
2
3
4
5
6
7
TITY
;'<0.
207218
3~5E49
2 5BXl
435C2
2
2
1
1
1
2
1
1
DESCP.IPTION
Bearing
Bushing
Cover
Fitting
Frarre
Nut
Nut
Pin
374PJl
67E13
67E14
8 77WHl
• PtVr-t not .i.U.u.6tJtM:ed.
REP. fSAPT
QUAN-
NO.
TITY
l!
10
11
12
13
14
15
NO.
81AX24
439AEl
386AYWl
265ADl
92ALl
127VB122
344BCl
2
2
1
1
2
1
7
DESCRIPTION
Pin
Pawl
Plate
Sheave
SpI'ing
Washer
Heigtlt
~J¥--.-~;
--_.
Pt-tC
\
2
4
•
5
6
PRINTED
IN
U.S.A.
7
seCTldN A-A
FIG. 3
PM'IS 'FOR ML 6481'£1 ROPE TIGHTENER
FIG. #3 FORM0524-1
REF. PARI'
QUAN-
NO.
TIT'f
NO.
1
2
3
4
5
207218
435C2
67E14
495CN1
265AD1
6
298P..Mj
7
344501
DESCRlPTIOt'l
1
Bearing
Fitting
2
Nut
1
1
Shaft
Sheave
Strip
WeigJ1t
2
2
1
•
Parts Leaflet
•
9948R ELECTRONIC DETECTOR
& 9948C POWER SUPPLY BOX.
209948R
209948C
June 1981
20
9948R
/'" -71
.SERIAL.
/
/
/
/
I
/
I
I
\
•
I
/)1
// I
/J
/ /
I
/
I
20
9948C
I
.SERIAL.
I
\
\
)
,/
/
/
FILE NO. C.3013
•
~UNITED
TECHNOLOGIES
OTIS
2
9948R ELECTRONIC DETECTOR - SPARE PARTS
r-
I
I
- - - - - -
-
-
-
- - - -
•
-"1
I
I
I
I
I
I
.,••
I
"i\,
1--1
~
i
I
I
I
':,~:.:-'
,
,
I
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"
1
I
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-_...-
I
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•• ~,T
2
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.,e.
~
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",
1
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,II
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.
,
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-"-
I
;,J
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-
-
-
-
-
_____
I
J
SERIAL L.Ol
DESCRIPTION
REF No.
Detector
2
Faceplate
complete
PART OR M L.
9948Rl
L0147LNl
•
9948R ELECTRONIC DETECTOR - SPARE PARTS
•
~Ia:
Ib
,[ ~
E
•
-"
-;;:...;~-~ir~.-"'
L
•
•
SERIAL L.01
I
REF. No.
DESCRIPTION
PART OR M.L
1a
Cable.
L = 3.75m
L0174HHl
1b
Cable.
L = 6m.
L0174HH2
3
4
9948C POWER SUPPLY BOX
•
•
SERIAL L01
I
DESCRIPTION
REF No.
1
Power Supply Box
~
Parts Leaflet 2Q-99488/C
PART OR M L.
•
Parts Leaflet
9948B DOOR DETECTOR
& 9948C
POWER SUPPLY BOX
20 99488
209948C
JANUARY 1977
•
20
9948 C
* SERIAL *
•m
20
9948 B
* SERIAL *
UNITED
TECHNOLOGIES
OTIS ELEVATOR
FILE NO. C.3014
2
99488 DOOR DETECTOR
•
5
11
13
4
3
1.-
1
:-,~
lV'
J / 12
@"t,
1
,
~
":-
"'"
,
I '-
~
"
--------,
I
I
I
I
I
I
I
:'D~ :
I
~I
I
I
I
I
I
I
L ___
~
"
~
-
T--J
fI!IIP
I
"'~
" I
I
I
•
,~
--
~
I-
'" "'';'I
.,J
~
I
8
'"
~
I
"",1
~
"
I
"'~
7
I
6
2
•
3
99488 DOOR DETECTOR
I
SERIAL L01
REF.NO.
DESCRIPTION
PARTOR M.L.
- Top faceplate
1
LXA 147F B501
2
Bottom faceplate
3
'-- Insulation barrier
L0275J1
- Top faceplate
LXA 147FC502
1
l-
---!
2
LXA147EY1
I
I
3
I
-
Bottom faceplate
LXA147EW2
Insulation barrier
L0275J1
~ Top faceplate
1
Bottom faceplate
2
LXA 147FC501
LXA147EW1
---!
c::-:: --__ -=-::J
3
'-- Insulation barrier
L0275J1
- Top faceplate
LXA 147FC502
.
1
2
Bottom faceplate
'---c=-: __
:-=-:::I
- Insulation barrier
3
4
5
6
7
8
11
12
13
•
LXA147EW2
Control unit. Printed circuit board
Cable [length = 3734mm (12' 3")]
Screw, NO.6 x %, Phillips, flat, type Z, black finish
Screw, M4 x 12, Phillips, pan head, black finish
Plug+ spacer+ Omm@
Cable clip, Insuloid type NX2
Screw,No.4 x %, self tap, pan head
Washer, M3 shakeproof, internal
L0275J1
9948D1
L0174GS2
L05000E363
LX336CZ502
-
4
9948C POWER SUPPLY BOX
-
-
-
-
_.-
-
-
-
-
-
-
I
I
~,-}
I
I
~'~
~~
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1-1
I
I
I
I
I
I
I
I
I
I
I
I
I
I,
I
I
I
I
"
•
I
-
-
-.-
-
-
-
-
-
-
-
-
~
~
"
I
5.
C
'"
REF NO,
.DESCRIPTION
2
Power supply box, complete
Printed circuit board assembly
3
Relay
PARTOR
M,L,
9948C1 ..
9948J1
L0613E1
•
~
SERIAL L01
1
•
Parts' Leaflet
•
TACHO GENERATOR
«
C.-3017A
GAMMA 160 S»
DECEMBER,
10
970BG
SERIAL
•
•
11
UNITED
TECHNOLOGIES
OTIS
1983
*
I
TACHO GENERATOR 9708G
•
1
r-- -- ------I
I
I
•
--- --1
I
I
I
L2
I
I
I
I----
REF
NO
-
I
.J
DESCRIPTION
PART NO.
1
970BG3
Tacho Generator
2
GOA215R1
Coupling
for 17CT & 215DT
Machine
•
•
Parts Leaflet
ADVANCED FIXTURES
HALL PANELS
C-3031
& FIXTURES
OCTOBER,
1983
(
•
._---
J
...
OJ
• et
UNITED
TECHNOLOGIES
OTIS
1
TYPE: 7069AR
MAIN HALL PANEL ASSY. (LRV-3)
•
--,
()
,
,
3
C)C)
C)
C)CJ
CJCJ
\)CJ
"-
"-
"-
, .,
'I
1
I
I
561
, I
1
1
1
I
I
1
1
2
,,
"-
,,
,,
,
16
.
~
1
1""'"
,,
7-111
' /1
I
I
"-
1
1
~
'
I)
/1
1
I
1
1
1
I.
-
/
/
.....•
1
"-
"-
1
14
,
"-
I
13
"'- ___ 12- _____
I
_______ -l
•
REF
NO.
1
PART NO:
7069AR- -
aTY
DESCRIPTION
1
Hall PanelAssy., Complete (SeeTabulation Page)
2
Box 699
1
5 Gang MasonaryBox
3
396JP1
1
HousingPanel,6-Module, 10.740" X 4.830"
4
147NF-
1
Faceplate;St. Steel W/(4) Set ScrewsVP.800730
5
7069AG- -
1
2 Stop Hall Position Indicator (See Leaflet C.3032)
6
7069AS1
1
3+4 Stop Hall Position Indicator (See Leaflet C.3032)
7.
7069AF- -
2
Button Module Hall Call Up/Down (See Detail Page4)
8*
7069AH40 OR 41
2
Keyswitch Module Hall Call Up/Down (See Leaflet C.3039)
9
7069AH- -
1
Ke switch Module SES PhaseI (See Leaflet C.3039)
10
7069AG13
1
Jewel Module, SES, PhaseI (See Detail Page5)
11
7069AH9
1
Keyswitch Module, Access(See Leaflet C-3039)
12
SCMA PP6.32X1/2CP
6
Pan Head Machine Screw .5" LG
13
W5R STD6BRCP.
6
Washer,No.6
14
SCMA PP10-32X1/4CP
1
Pan Head MachineScrew, .25" LG
15
16
7069AP1
A8121AY1
1
1
Hall Panel MicroprocessorAssembly (Items: 16-19)
P.C. Board
17
18
384TV1
STANDOFF 8085.A-0440
1
4
Guard, 7.50" X 2.82"
Standoff .62" LG
19
SCMA P4.40X1/4ZP
8
Pan Head Machine Screw, Slotted, .25" LG
*These Items are an Either/or Condition Per Contract Re uirement
(SeeTable)
•
TYPE: 7069AR
•
NO. OF
STOPS
MAIN HALL PANEL ASSY. (LRV-3)
7069AR
PANEL LANDING
LOCATION
Bottom
1
2
2+3+4+5+*+11+12+15
2+3+4+5+*+9+12+15
3
4
2 Stops
Top
Bottom
3&4
Stops
2+3+4+5+*+9+10+12+15
5
2+3+4+5+*+9+11+12-15
6
7
2+3+4+5+ *+9-15
B
9
2+3+4+5+*+11+12-15
2+3+4+5+*+9+12-15
10
2+3+4+5+*+9+10+12-15
11
12
2+3+4+5+*+9+11+12-15
2+3+4+5+ *+9-15
2+3+4+6+*+12-15
2+3+4+6+*+11+12-15
2+3+4+6+*+9+12-15
2+3+4+6+*+9+10+12-15
2+3+4+6+*+9+11+12-15
2+3+4+6+*+9-15
2+3+4+6+*+12-15
2+3+4+5+*+12-15
13
14
15
16
17
•
Top
3&4
Stops
Intermediate
,---,
LO_S.:~
r----,
-
1B
19
20
21
22
23
24
2+3+4+6+~+11+12-15
2+3+4+6+*+9+12~5
2+3+4+6+*+9+10+~2-15
2+3+4+6+*+9+11-15
2+3+4+6+ *+9-15
2+3+4+6+*+12-15
25
26
27
2+3+4+6+*+12-15
2+3+4+6+*+9+10+12.15
2B
29
2+3+4+6+*+11+12-15
FACEPLATE
TABLE
2+3+4+6+*+9+11+12-15
PART
CUTOUT
POSlTIONS
147Nfl
2,6
r---,
147Nf2
1.3 6
L.0_S~~
147Nf3
1 246
r;~s-.;i
14711'4
1,2,3,4,6
L~S~~
L __
.:....J
•
ASSEMBLY
CONSIST OF ITEMS
2+3+4+5+*+12+15
7069AR-ARR
r--I
L~~S_'.:..J
'---I
POS'.:..J
'---I
147Nf5
2 5 6
147Nf6
i 356
147Nf7
1,2,3,5.6
147Nf8
2,3
147Nf9
ALL6
5 6
2
3
; ~
TYPE:
7069AJ
: FIXTURES
i
: "" /1
HALL PANEL ASSEMBLY
2
\
SEE NOTE
•
",
~
"""
I
I
10l
I
I
I
I
I
I
~
I
I
I
I
i
~
i
5
I
I
II
I
~
•••..
147584
"Ol,(,U
I
I
I
147585
2 St. Steel
147$86
147587
I
I
147T83
I
L
147T85
1
2
PART NO.
OTY
I
I
I
Bronze
3 St. Steel
Bronze
I
4 St. Steel
147TB4
147TB6
~~~
I
Bronze
147588
REF.
NO.
I
No. of Finish
Part. No. Modules
147583
St. Steel
Bronze
6 St. Steel
.
Bronze
•
DESCRIPTION
7069AJI
1
Hall Panel Ass . I.Module
7069AJ2
1
Hall Panel,Assy.,
7069AJ3
1
Hall Panel Assy., 2-Module, St. Steel
7069AJ4
1
Hall Panel Assy., 2-Module, Bronze
7069AJ5
1
Hall Panel Assy., 3-Module, St. Steel
7069AJ6
1
Hall Panel Assy., 3'Module, Bronze
7069AJ7
St. Steel
1.Module, .Bronze
1
Hall Panel Assy., 4.Module, St. Steel
7069AJ8
1
Hall Panel Assy., 4-Module, Bronze
7069AJ9
1
Hall Panel Assy., 6-Module, St. Steel
7069AJ10
1
Hall Panel Assy., 6-Module, Bronze
147SB3 Thru 8
1
Faceplate Assy .• w/(2) 251FAI Nut Inserts. (2) .VP.860730 Screws
7.219" X 4.932"
(used with 1,2&3 Module Assys.)
147TB3 Thru 6
Faceplate Assy., w/(41 251 FA 1 Nut Inserts, (4) VP.860730
10.843" X 4.932"
(used with 4&6 Module Assys.1
*
*
3
SCMA PP6-32X 1/2CP
4
W5R SAE6CP
5-
396JP1
Housin
5
396JNl
Housing Panel for 1,2&3 Module Assy., 7.117" X 4.830"
-Not
I
I
~
Screws
Pan Head Machine Screw, Slotted, 1/2" LG.
Washer, NO.6
Illustrated
*Oty. of 4/Up to 3-Module; Oty. 61T0 4-6 Mod"le
Panel for 4 Thru 6 Module Assy., 10.740" X 4.830"
NOTE:
For fixture details see pages 4, 5
and Leaflet C-3039.
•
(I
4
TYPE:
:
•
7069AF
BUTTON MODULE ASSEMBLY
I--------------~
I
"', /1
"
I
"
I
"
I
..••.
8
I
:
7~..
I
~"
"-
'
"',
9
r
"',
I
I
"
"
1
)
I.....
"
12
"
I
I
1
"'"
;.h
"
"""-
'" ~
10
""""
• '.
11
"',
•
r:~
:
1
'J '
i
~l~13
i
(uP
"
:
I
"'---------------_.-1
REF
NO
1
PART NO
7069AFll
OTY
1
7069AF12
7069AF45
7069AF46
7069AF51
7069AF52
•
2
3
4
5
6
7
8
9
10
11
12
13
14
15
396P81
278EAl
94FAI
124CY4
323DAI
396VBl
P614AS2
8200KAI
8200AL3
8200AL1
lBODA2
177DAI
250E25
250E26
1
1
1
2
1
1
1
1
1
1
2
1
1
1
DESCRIPTION
Button Module (+) Complete (E-401,LRV.3)
Items: 2 Thru 9+14)
Button Module (.j.) Complete (E.401,LRV.3)
(Items: 2 Thru 9+15)
Button Module (+) Complete (MRS,LRS,LRV'2)
(Items: 2 Thru 7+10+12+13+14)
Button Module (.j.) Complete (MRS,LRS,LRV-2)
(Items: 2 Thru 7+10+12+13+15)
Button Module (4') Complete (VF)
(Items: 2 Thru 7+11+12+13+14)
Button Module (,,) Complete (VF)
(Items: 2 Thru 7+11+12+13+15)
Chick let, 2-3/4" LG X 1.3/B" H
Reflector
Button Spring, St. Steel, 61/64" Developed Length
Pan Head Screw, Plastite, No.4, 3/4" LG
Tar et White
Housin
Connector, Feed-Thru, 4-Circuits, 18AWG
Button P.C. Board
w/424R1 Lam 467ATI Lam Socket
Button P.C. Board w/Neon Lamp
Button P.C. Board~
w/424R1 Lamp, 467ATI Lamp Socket
Sin Ie Switch Holder, 2 Pins, 1/8" LG
Microswitch 5 Am s 125/250VAC
Insert Mkd.: ("'J
Insert Mkd.: (,j,)
5
TYPE:
7069AG
JEWEL MODULE ASSEMBLY
r--------------------~,
I
2
•
"-,,-
I
"-,,-
I
"-,,-
I
I
"-,,"-,,-
I
I
I
I
"-,,"-,,3
"-,,"
I
"
I
8
"
I
I
I
I
I
I
l
"- "- ,
"- ""- ""-
•
REF
NO,
1
1
2
PART NO.
7069AG2
QTY.
1
OESCRIPTION
Jewel Module Complete, Emergency Service (E-401)
(Items: 2 Thru 7+9)
7069AG4
Jewel Module Complete, Emergency Power (E-401,LRS,MRS,VF)
(Items: 2 Thru 8+10+13)
7069AG5
Jewel Module Complete, MG Pilot (E-401)
(Items: 2 Thru 7+11)
7069AG13
1
Jewel Module Complete, Express Priority (LRS,MRS,VF,LRV'2,LRV'31
(Items: 2 Thru 8+12)
443C81
1
Lens, Red, 2.314" LG X 1-3/8" H
278FAI
1
Jewel Reflector, Polycarbonate-White, 2.55/64" H X 1.23/24" H
4
8200JAI
1
Jewel P,C, ,Board w/Lamps & Sockets
6
6
424Rl
2
Lamp, Wedge Base, 28V
467ATI
2
Lamp Socket, Type 85
7
124CY4
2
Pan Head Screw, Plastite, NO.4, 3/4" LG
8
P614ASI
1
Connector, 3-Circuit, 18 AWG
'3
9
449BJ3
1
Mask, Mkd: Please Exit When Door Opeo
10
449BJ5
1
Mask Mkd: EPI
11
449BJ6
1
Mask Mkd: Power
12
449BJ9
1
Mask Mkd: Priority Service
13
278FA2
1
Shield
EP2
•
r------------------------.,,~,;''''.j~~~,~,'~_~'''
;r~-';;'---;':~-~.;.-;;_~.;.
,,'.,~<",;;.'e.----,-,--:---:::--:-;-,-,---I--:::--7:7---:-------:' . ..
.
1
-
•
•
•
'.
Parts Leaflet
•
7069AH
KEYSWITCHMODULE
6410W KEYSWITCH
.C-3039
ASSEMBLY
SEPTEMBER,
•
1
I
i
•
mUNITED
TECHNOLOGIES
OTIS
1983
1
7069AH
I
KEYSWITCH
MODULE wllNTEGRAL
/1
I----------------~,
16_
.'.,
I
I
.',
CCW
"
I
CTR
CW
KEY
'
I
I
SWITCH
POSITION
"
•
"
I
"
I
"
.1
"
I
I
'
.
I 2
I
,,
I
I
I
I
6
I
I
I
I
I
I
I
I
3,4,5
I
I
I
I
9 -15
•
I
)
I
I
I
78
I
1
L
~---------------------~
REF.
NO.
PART NO.
DESCRIPTION
ASSY. OF ITEMS:
7069AH1
Key,witch Module, Ho,pital Service
2+3+6+7+8+11+16+18
7069AH2
7069AH4
Key,witch Module, Power (MG Set)
2+5+6+7+8+10+16+18
2+5+6+7+8+12+16+18
2+3+6+7+8+9+16+17
2+4+6+7+8+13+16+18
2+3+6+7+8+14+16+18
2+5+6+7+8+15+16+18
2+5+6+7+8+10+16+18
2+5+6+7+8+9+16+18
2+5+6+7+8+9+16+18
7069AH5
7069AHll
7069AH28
7069AH37
7069AH38
7069AH40
7069AH41
Key,witch Module, Attendant
Key,witch Module, Express Priority Service
Key,witch Module, SES Pha,e II ANSI
Key,witch Module, Group Security
Key,witch Module, Attendant Service (MRS)
Key,witch Module, Light>Ray Cutout (LRV)
Key,witch Module, Hall Call Up (LRV)
Key,witch Module, Hall Call Down (LRV)
•
2
7069AH
•
•
r
r
I
!
•
REF.
NO.
KEYSWITCH
PART NO.
QTY.
MODULE wllNTEGRAL
SWITCH
DESCRIPTION
2
396PBl
1
Chicklet, Color Grey, 2-3/4" LG x 1-3/8" H
3
396XBl
1
Mount, Color Blue
4
396XB2
1
Mount, Color Red
5
396XB3
1
Mount, Color Grey
6
182H8
1
'0' Ring, 47/64" I.D.
7
396KCl
1
Keyswitch Housing, Black, 1.59/64" Dia. Hole, 2-55/64"
LG x 1-23/64" H
8
124CYI
2
Pan Head Screw, Self.Tapping
9
641OWl
1
Keyswitch, Single.Pole, Single-Throw, Spring Return, 2-47/64"
LG, Key 641Q.UTD Removed at Position CTR
10
6410W3
1
Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 6410.UTA
Removed at Positions CTR & CW
11
6410W8
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTD
Removed at Positions, CTR & CW
12
6410Wl0
1
Keyswitch, Single.Pole, Single.Throw, 1-15/16" LG, Key 641Q.UTC
Removed at Positions CTR & CW
13
6510Wll
1
Keyswitch, Single.Pole, Single-Throw, 1-15/16" LG, Key 641Q.UTF
Removed at Position CTR
14
6410W20
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTG
Removed at Positions CTR & CW
15
6410W26
1
Keyswitch, Single-Pole, Single-Throw, 1-15/16" LG, Key 6410.UTC
Removed at Positions CTR & CW
16
250EE- -
1
Insert, Double (see tabulation page)
17
316DMDI
1
Bracket, Momentary
18
316DMD2
1
Bracket, Maintaining
3
7069AH
KEYSWITCH
MODULE w/177CB
SWITCH
2
KEY
POSITION
•
REF.
NO.
NOTE:
PART NO,
DESCRIPTION
ASSY. OF ITEMS:
7069AH3
Keyswitch Module, Security (CAR)
2+3+8+9+11+15+33
7069AH6
Keyswitch Module, EmergencyPower
2+5+8+9+1-1+14+33
7069AH8
Keyswitch Module, Park C.T.L
2+5+8+9+11+16+33
7069AH9
Keyswitch Module, Access
2+5+8+9+11+17+33
7069AH10
Keyswitch Module, SES PhaseI ANSI
2+4+8+9+11+18+33
7069AH12
Keyswitch Module, SES PhaseI. NYC
2+6+7+10+12+13+19+33
ITEMS
13 & 32
NOT SHOWN
IN ARRANGEMENT
ILLUSTRATED
J
•
7069AH
KEYSWITCH
MODULE w/177CB
SWITCH
REF.
•
•
•
NO.
PART NO.
OTY.
DESCR IPTION
2
396PB1
1
Chicklet. Color Grey. 2-3/4" LG x 1-3/B" H
3
396XB1
1
Mount. Color Blue
4
396XB2
1
Mount, Color Red
5
396XB3
1
Mount, Color Grey
6
396XB1
1
Mount, Color Red
7
182H7
1
'0' Ring. 35/64"
I.D.
B
182H8
1
'0' Ring, 47/64"
I.D.
9
396KC1
1
Keyswitch Housing, Black, 1-59/64" Dia. Hole, 2.55/64"
x 1.23/64" H
10
396KC2
1
Keyswitch Housing, Black, 1-5/32" Dia. Hole, 2.55/64"
x 1-23/64" H
11
124CYI
2
Pan Head Screw, Self-Tapping
12
124CYI
4
Pan Head Screw, Self.Tapping
13
SCMA R348x3/16CP
2
Round Head Machine Screw
14
6410W2
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW-CTR.CW
(Items: 20+26+30)
15
6410W9
1
Keyswitch Assy., Key 6410.UT8
(Items: 21+24+31)
16
6410W5
1
Keyswitch Assy., Spring Return, Key 6410.UTA
Position CTR (Items: 21+27+31)
17
6410W6
1
Keyswitch Assy., Spring Return, Key 641Q.UTE Removed at
Position CTR (Items: 21+28+31)
18
6410W7
1
Keyswitch Assy., Key 6410.UTF
(Items: 22+29+30)
19
6410W16
1
Keyswitch Assy., Spring Return, Key 2642 Removed at
Positions CTR.CCW (Items: 23+25+32)
20
431AAI
1
Keylock, Bright Chrome Fin., 1-1/4" LG
21
431AA2
1
Keylock, Bright Chrome Fin., 1-1/4" LG
22
431AA3
1
Keylock, Bright Chrome Fin., 1-1/4" LG
23
A431C32
1
Keylock, Dull. Chrome Fin., 1-13/32" LG
24
177CBl
1
Rotary Switch, Single-Pole, Double-Throw,
3/8-32 Cou rse Thread
25
177CB3
1
Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts
3/8-32 Course Thread
26
177CB4
1
Rotary Switch, Single-Pole, Double.Throw,
3/8-32 Course Thread
27
177CB5
1
Rotary Switch, Single-Pole, Double-Throw, Silver Fin. Contacts
3/8-32 Course Thread
28
177CB6
1
Rotary Switch, Double-Pole, Double-Throw, Silver Fin. Contacts
318-32 Course Thread
29
177CB7
1
Rotary Switch, Double-Pole, Double.Throw,
3/8-32 Course Thread
30
316DM81
1
8racket, U-Shape, Double 'D' Hole 11/16"
31
316DMB2
1
Bracket, U-Shape, Double 'D' Hole 5/8"
L
L
Removed at Position CTR
Removed at
Removed at Positions CTR.CW
Gold Fin. Contacts
Silver Fin. Contacts
Silver Fin. Contacts
32
316DMCI
1
Bracket, Fabricated Parts 316DMC2, 316DMC3
33
250EE
1
Double Insert (see tabulation
nanel
4
5
7069AH
KEYSWITCH
ODULE w/177CC
SWITCH
.1
~
CCW
CTR
CW
KEY
POSITION
•
--------
REF.
NO.
PART NO.
OESCRIPTION
. --
ASSY. OF ITEMS:
Keyswitch Module, SES Phase I Chicago
2+6+7+10+12+13+15+16i
7069AH14
Keyswitch Module, SES Phase II NYC
2+6+7+10+12+13+15+17
7069AH15
Keyswitch Module, SES Phase II Chicago
2+6+7+10+12+13+15+18i
Keyswitch Module, Inspection Initiation
2+5+8+9+11+15+19
7069AH13
7069AH33
(MRS, LRV)
7069AH34
NOTE:
Keyswitch'Module,
Independent Service (M RS)
2+5+8+9+11+15+19
7069AH35
Keyswitch Module, Hospital Service (MRS)
2+3+8+9+11+15+20
7069AH36
Keyswitch Module, SES Phase II ANSI
(MRS, LRV)
2+4+8+9+11+15+21
7069AH42
Keyswitch Module, Fan, 2.Speed (LRS)
2+3+8+9+11+14+15+22
7069AH43
Keyswitch Module, EmFrgency Power (LRS)
2+3+8+9+11+14+15+23
ITEMS
ITEM
1~ & 34 NOT SHOWN
IN ARRANGEMENT
ILLUST~ATED
14 GENERAL
LOCATION.
PART NOT ILLUSTRATED
7069AH KEV.~\I\1ITCH MODUL E
/177CC SWITCH
6
REF.
•
•
NO.
PART NO.
DESCRIPTION
OTY.
2.
396PBl
1
Chicklet, Color Grey, 2.3/4"
3
396XBl
1
Mount, Color Blue
4
396XB2
1
Mount, Color Red
5
396X83
1
Mount, Color Grey
6
396YBI
1
Mount, Color Red
7
182H7'
1
'0' Ring 35/64"
1.0.
8
182H8
1
'0' Ring 47/64"
1.0.
L x 1.3/8" H
9
396KCl
1
Keyswitch Housing, Black, 1.59/64"
x 1.23/64" H
Dia. Hole 2.55/64"
L
10
396KC2
1
Keyswitch Housing, Black, 1.5164" Dia. Hole, 2.55/64"
x 1.23/64" H
11
124CYI
2
Pan Head Screw Self.Taooin"
12
124CYI
4
Pan Head Screw Self.Tapping
13
SCMA R3.
48x3/16CP
2
Round Head Machine Screw
14
316DMD2
1
Bracket
15
250E
1
Double Insert Isee tabulation
16
6410W17
1
Keyswitch Assy., Key 5957 Removed at Pos. CTR lit ems:
17
6410W18
1
Keyswitch Assy., Key 2642 Removed at Positions CTR.CCW
(Items: 25+30+34)
18
6410W19
1
Keyswitch Assy., Key 5957 Removed at Pos. CTR (Items:
19
6410W23
1
Keyswitch Assy .• Key 6410.UTA Removed at Positions CTR.CW
IItems: 26+28+35)
20
6410W24
1
Keyswitch Assy.• Key 6410.UTD Removed at Positions CTR.CW
(Items: 26+28+35)
21
6410W25
1
Keyswitch Assy., Key 6410.UTF
22
6410W27
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW
L
MaintaininQ. Double.Keved Cutout
page)
24+29+34)
24+30+34)
Removed at Pos~ CtR (Items: 27+28+36)
(Items: 26+32+35)
•
23
6410W28
1
Keyswitch Assy., Key 6410.UTA Removed at Positions CCW.CTR.CW
(Items: 26+33+35)
24
A431C31
1
Keylock, Dull Chrome Fin., 1.13/32"
LG
25
A431C32
1
Keylock, Dull Chrome Fin., 1.13/32"
LG
26
431AAI
1
Keylock, Bright Chrome Fin., 1.1/4"
LG
27
431AA2
1
Keylock, 8right Chrome Fin., 1.1/4"
LG
28
177CCI
1
Rotary Switch, Single. Pole, Single.Throw, Silver Fin. Contacts
3/8.32 Fine Thread
29
177CC2
1
Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts
3/&32 Fine Thread
30
177CC3
1
Rotary Switch, Single.Pole, Single.Throw, Gold Fin. Contacts
3/&32 Fine Thread
32
177CC4
1
Rotary Switch, Single'Pole, Double.Throw,
3/&32 Fine Thread
33
177CC5
1
Rotary Switch, Double.Pole, Double.Throw,
3/8.32 Fine Thread
34
316DMCI
1
Bracket, Fabricated, Parts 316DMC2, 316DMC3
35
316DMBI
1
Bracket, U,Shape, Double '0' Hole 11/16"
36
316DMB2
1
Bracket
U.Shape, Double '0' Hole 5/8"
Silver Fin. Contacts
Silver Fin. Contacts
7
TYPE 6410W KEYSWITCH
(Lower C.O.P.)
1
CCW
•
CTR
KEY
POSITION
•
REF.
NO
o
PART NO.
OTY
o
DESCRIPTION
6410W3
Integral Keyswitch Assy., Light Ray, Single-Pole, Single Throw,
Gold Fin. Contacts; Key 6410-UTA Removed at Positions
CTR.CW (7155A C.O.Po)
6410W12
Integral Keyswitch Assy., Independent Service. Single.Pole,
Single.Throw, Gold Fin. Contacts, Key 6410.UTA
Removed at Positions CTR.CW (7155A CoO.P.)
6410W14
Integral Keyswitch Assy., Inspection, Single.Pole, Single-Throw.
Gold Fin. Contacts, Key 6410.UTA Removed at
Positions CTR.CW (7155A C.O,P,)
2
6410W4
Keyswitch Assy., Fan 1.Speed or Light, Key 641Q.UTA
Removed at Positions CTR.CW (7155A C.O.P.) (Items: 3+4+7)
2
6410W13
Keyswitch Assy., Fan 2.Speed, Key 6410.UTA Removed
at Positions CTR.CW (7155A,7155P C.O,P.). (Items: 3+6+7)
2
6410W15
3
431AA1
Keylock, Bright Chrome Fin., 1.1/4"
4
177CC1
Rotary Switch, Single.Pole, Single-Throw, Silver Fin. Contacts,
3/8.32 Fine Thread
5
177CC2
Rotary Switch, Double.Pole, Single.Throw, Silver Fin. Contacts,
3/8.32 Fine Thread
6
177CC4
Rotary Switch, Single.Pole, Double.Throw;
3/8.32 Fine Thread
7
316DMHI
Bracket, U,Shape, Double 'D' Hole 11/16"
1
Keyswitch Assy., Light.Ray, Key 6410'UTA Removed
at Positions CTR.CW (7155A CoOoPol(Items: 3+5+7)
LG
Silver Fin. Contacts,
•
TYPE:
•
Keyswitch:
on
off
PrICl"i'ty
5U1ic.e
Insert:
--.,..
7069AH1
7069AH5
7069AH35
250El1
1.-. ~3
7069AH2
250E12
~I
7069AH3
250E13
Keyswitch:
Insert:
Ir
250E KEYSWITCH
......'
F.\rt XtviU
'f",= SeNIt~
INSERTS
Insert:
7069AH12
250E22
Keyswitch:
Insert:
7069AH14
250E24
Keyswitch:
Insert:
7069AH40
250E25
Keyswitch:
Insert:
7069AH41
250E26
Keyswitch:
Insert:
7069AH28
250E29
Keyswitch:
Insert:
7069AH33
250E31
Keyswitch:
Insert:
7069AH33
250E32
Keyswitch:
Insert:
7069AH38
250E33
Keyswitch:
Insert:
7069AH42
250E34
Keyswitch:
1\0''''1>.\
I
Keyswitch:
Insert:
I
[f]
.
•.
~~~~
Keyswitch:
aIf
Insert:
•
(WO:~t
Fo<....
•
Keyswitch:
•
•
.
tOo" 'to ItltIby
•
Insert:
Keyswitch:
Insert:
[fJ
7069AH4
7069AH37
250E14
on
7069AH6
7069AH43
250E16
~~~t1df
D
7069AH8
250E18
cU
'of
••••
IA~'":1
\~I"=1
•
on
F'ire
5ervICC
off
•..-
Keyswitch:
Insert:
[::1
7069AH9
.250E19
Insert:
7069AH11
7069AH13
7069AH15
7069AH36
250E20
KeysV'Jitch:
Insert:
7069AH10
250E21
Keyswitch:
•••
~
L.,M
.f<
!lAy
.
00
8
•
•
Parts Leaflet
•
DOOR OPERA TOR
TYPE:
7777A CENTER OPEN-42"
A7777A CENTER OPEN-42"
A7777G SINGLE SLlDE-42"
A7777H
C-3049
SINGLE SLlDE-36"
NOVEMBER,
1983
----------------TYPE 7777A
ILLUSTRATED
•
•
~UNITED
TECHNOLOGIES
OTIS ELEVATOR
2
TYPE: (A)7777 A CENTER OPEN OPERATOR
ASSY.
•
17
16
OPERATOR W/TYPE 77770 MOTOR
& CAM ASSY. ILLUSTRATED
\
________
5
3
15 14
1
12
19
2
4
REF
NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
I
8
PART NO.
409DMf°7777D
a 7777D
a 7777R
a 7777C1
316DNM1
135BP4
316DNS1
A316DNSl
t 321 ES1
a A7777B1
• 81 DF 1
• 129CP6
• 456FC1
• 456FB1
65EF10
288ST1
VP-782017
~85HN1
.
316DNF1
316DND1
*Recommended
6,7
m:.L
---,---.-.--.
Dj:SCRIPTION
-- HeaderSi"Ton-----------
1
Motor, Cam & Switch Assy., U.S. (w/Resistor Control)
1
Motor, Cam & Switch Assy., Canada (wfResistor Control)
1
Motor, Cam & Switch Assy., (wfPulse Width Modulation Cntl.)
1
Drive Nut and Screw Assy.
1
Bracket, 4-Slots, .32 X .62
1
Tube, 1/2" Dia., Cadium Plated
2
__Door Hanger, 20.75" Long (7777A Operator)
2
Door Hanger, 20.75" Long (A7777 A Qperatorl
1
Bushin
1
_ Clutch Assy .
_1_________ Rod, 1/J" Dia., 13" Long
2
8umper, 1.38" O.D., .48" I.D.
8
Hanger Roller, 8 Balls, 2" Dia .
4
Upthrust Roller, 7 Balls, ~" Dia_..
_
3_
U-8olt
1
Gate Switch Bracket. 7.82" Long
1
GAL.Type G Contact
1
Cover, 87.1" Long
1
Cam Bracket 2.Slots .311 X .75
2
Air Cord Sheave and Bracket
Spare Part
tGeneral Location, Part Not Illustrated
oSee Detail on Separate Page
•
•
TYPE: (A)7777A
CENTER OPEN OPERATOR ASSY .
•
36
34
29,37
21
27
22
20
•
33
23
24
REF
NO.
PART NO.
==-~--_._.._-----~~--_._------
-
20
174AS10
21
22
CL~MP~FL.~~_]~.!!i._L_1
327LK1
23
---24
CPG-BOST-FLEX-11736
316DNH1
25 -26
27
28
29
30
31
32
33
34
35
36
•
32
-
.
1
'
__
1
1
1
_.-'i1-SDNG'---------
1
336JR1
336GF1
L1GHTFX 3V277
FAN 7F617
P303CG1
RING 1001-50
• 6940BC1 -
1
2
1
1
1
2
1
BRG6005-2RS
440AA2
342AP20
2
1
37
440G1
FAN-R401
1
1
1
38
LIGHTFX6048HST-2140
1
* Recommended Spare Part
Airc.9.rE,Tinnec!,--l_~,(j:: LO-"!L
._.
Standard Muffler Clamp 1-1/4"
Cam Follower-------~---------_._-
------
Bost. Flex Coupling
~,acket, 3-1/2"
Bra~ls..~t
_
Lon9, 1.5" Wide
.
_
Clamp
Clamp
Light Fixture 48" Long, U.S.
6" Fan, U.S.
Terminal Block 20 Circuits, ~_:l~_:':"'!::ong_
External Retaining Ring
Wheel Closer w/Bracket, Consist of Parts:
6940AR1, Spirator; 172DR6, Ring;
299AJT3, Bracket
Bearing
1/2" Connector
1/2" Conduit
1/2" Elbow
6" Fan, Canada
Light Fixture 48" Long, Cana~
_
3
4
TYPE: A7777(G)(H)
SINGLE SLIDE OPERATOR ASSY
2
14
13
•
A7777G = 42" SINGLE SLIDE DOOR
A7777H = 36" SING LE SLIDE DOOR
I
.~
I
I
1
12
1
4
5
7,8
REF
NQ•.
1
..J'IillT..bIO._._.
3
4
5
6
7
8
9
10
11
12
13
14
Q.IY.__..._.
OESCR IPTION
42" Ri ht Hand 0 enin
1
4090R2
4090S1
4090S2
1
1
1
1
1
1
1
Header 42"
Header, 36"
Header, 36"
R.H. Motor
L.H. Motor
R.H. Motor
L.H. Motor
1
Drive Screw Assy. 36"
1
1
1
Orive Screw Assy. 42" Opening
Tube 42': Opening
Tube 36" Opening
o 7777C2
c7777C3
135BP6
135BP7
A3160NSl
A3160NS3
A3160NS4
t321 ESl
----
.___
4090R1
TYPE
°7777R
•
11
-Header
Left Hand 0 enin
Right Hand Opening
Left Hand Openin
and Cam Pack Assy. 42"
and Cam Pack Assy. 42"
and Cam Pack Assy. 36"
and Cam Pack Ass . 36"
Opening
Opening
Opening
Opening
Opening
1
Ooor Han er, 20.75"
1
Left
1
2
Ri ht Hand Ooor Hanger
Bushing
tBRG6005.2RS
• 81DFl
2
Bearing
1
Rod 1/2" Oia.• 13" Long
• 129CP6
2
Bumper 1.38" 0.0.,
456FC1
• 456FB1
• VP.782017
4
2
1
Han er Roller 8 Balls 2" Oia.
Upthrust Roller, 7 Balls, 1" Oia.
GAL.Type G Contact
3160NFl
1
Right Hand Cam Bracket 2.Slots, .311 X .75
3160NF2
1
Left Hand Cam Bracket 2'Slots, ,311 X .75
* Recommended
Spare Part
tGeneral Location, Part Not Illustrated
Hand
Door
oSee Detail
Long
Hanger
.48" 1.0.
on Separate
Page
•
TYPE: A7777(G)(H)
•
SINGLE SLIDE OPERATOR ASSY.
25
I
21
28,29
19
15
•
•
22-24
16
26 20
5
6
TYPE: (A)7777B CLUTCH VANE ASSEMBLY
,-- - - --------
,
.- - -
-------
-------
--I
I
I
I
I
I
I
I
I
•
I
I
I
I
I
I
I
I
I
I
3
4-I
,
16
...-------
)
/
/'
5
7
/'/',
/'
/'
/'
I
/
I
1
2
I
I
6
14
/'
18
I
/'
-------------
REF.
NO.
PART NO.
A7777Bl
-7777Bl
396JRl
• 3
A396JRl
4
5
• 6
OTY.
DESCRIPTION
1
Clutch Assembly Complete
1
Vane Housing
1
Vane Housing
2
Ball Bushing
RING PR-500
2
Retaining
327KWI
8
1
Vane
1
Vane
456FDI
1
Shaft/Roller Assy.• 3.6" Long
1
BrassWasher. 9/16"
456ERI
a
Dia.
1
Nylon Roller. 1" Dia.
1
Socket Head Shoulder Screw 1/4Xl/2"
12
386BRDI
1
Gib
13
BUMPER NO.9
3
Bubber Bumper
14
SPG-C0420-03B-2500
2
Compres.sion
1
Sprin9
1
Vane
1
Vane
1
Pin, .375" Dia. 8.81" Long
15
.16
.17
.18
SPG-LC-051G-l0
327KVl
A327KVl
82A82
• RECOMMENDED SPARE PART
-ASSEMBLY NOT AVAILABLE AS REPLACEMENT PART'
ORDER THE A7777Bl AS REPLACEMENT
°FOR REFERENCE ONLY
•
Rings
A327KWI
12BA6
10
11
..J
Bush-B-B1420
• 7
9
1
/'
L -------
1
• 2
/
Spring
•
TYPE: 7777C DRIVE NUT & SCREW
r-
•
- -
-
-
- - - - - .-
-,
-
--
I
/
10-12
I
/
I
I
I
I
/
/
/
/
I
I
/
/
I
I
/
/
I
/
I
/
I
/
I
/
/
I
/
I
I
I
I
/
(
I
I
I
I
I
I
I
1
I
I
I
I
I
I
I
I
I
I
•
8
I
I
I
I
I
I
I
I
L
REF.
NO.
---
7
-
PART NO.
I
-
-
- .- -
- - - - -
QTY.
*396JT1
2
*81 DH1
1
Pin 1.1/2"
3
*8RG.R.4A.77
2
Bearing
1
..J
DESCRIPTION
1
Roll Nut
Long, Tapped
4
335E101
2
Sleeve 8ushing,
5
RING.N5000.75
1
Truarc Ring
462HA 108
1
Spacer, .72" O.D.
6
•
7
ASSEMBLY
1.44"
Dia., 1" Long
7
*490HRl
1
Screw, Center Open Doors, 35.22" Long
~
*490HR4
1
Screw, 36"
5.5. Door, 48.22"
Long
*490HR7
1
Screw, 42"
5.5. Door, 54.22"
Long
8
*82A83
9
*GROMMET
10
2034
7777C1
1
Pin, 1/4" Dia., 3.94" Long
2
Rubber Grommet
1
Assembly Complete, Center Open Doors
11
7777C2
1
Assembly Complete,
2
7777C3
1
Assembl.y Complete, 42" Door
*RECOMMENDED
SPARE PART
36" Door
9
8
TYPE:
7777D
17
1
& CAM ASSEMBLY
A1
16
MOTOR
2
6
14/
3
15
11
•
r---------------~
1
21 '
I
I
I
I
I
I
8
I 2
I
I
\
9
6
I
IL
,
22~_~
I
USED WITH 7777E 1 RESISTOR
CONTROL ASSEMBLY
12
REF.
NO.
PART
NO.
QTY.
*6333CG1
*
7
18
20
22
23
24
25
GEAR 1M2-Y24012
324Al
CON-EFCOR2050
342AP22
G EA R 1M2- Y24050
386B W1
386BRW2
SWCH.X.10GN2.B6
255FEl
BUSH.FF.303.3
*327MK1
78BBl
135BP5
4TPl
BRW3
BUSH.FF.303.1
135BP8
8USH-ANTI.SHORT
494J Rl
327MJ1
VP.723466
VP-723467
VP-723468
*Recommended Spare Part
tGeneral Location, Part Not Illustrated
1
1
2
1
1
1
2
1
1
10
4
4
3
1
1
3
1
1
1
3
3
2
1
11
2
2
2
DESCR IPTION
Motor, U, S.
Motor Canada
Spur Gear
Motor Bracket
Connector
3 8" Conduit
Spur Gear
Gear Plate
ousing,
Gear Plate w Cutout
witch
oller
ever
Spacer (To Cam Pack)
Threaded Rod, 5.5" Long
Bronze Bearing
Cam haft
ssem Iy
aft
Spacer, 1.453" Long
Cover
Gear Plate Housing
Bronze Bearing
Spacer, 4.165" Long
reade
a
on
Bushing
exagona
a t,
ong
Cam
Brush-6333CG 1&2
Brush Holder-6333CG 1&2
Brush Cap-6333CGUl'1-_
•
I
•
9
7777R
TYPE:
MOTOR
17__~
•
16-
9
& CAM ASSEMBLY
10
12
~
1
~-
2
4
7
/
crY•..
13
6
15
~/
~
1/
/
tJ
~
~
173
1
.~'
\
USED WITH 7777T1 PULSE WIDTH
MODULATOR ASSEMBLY
•
REF:
NO
1
2
3
•
3
DESCR IPTION
OTY.
*A6333CG1
1
Motor,
U,S" 110V DC, 800RPM
*A6333CG2
1
Motor,
Canada, 110V DC, 800RPM
324A1
1
Motor
Bracket,
Right Hand
324A2
1
Motor
Bracket,
Left Hand
3160SFl
1
Cam Pack Mounting
Bracket,
Right Hand
316DSF2
1
Cam Pack Mounting
Bracket,
Left Hand
1
Servo Cam Pack, 42"
Center Open Doors
'327LM2
1
Servo Cam Pack, 42"
Single Slide Door,
R,H,
*327UV13
1
Servo Cam Pack, 42"
Single Slide Door,
L.H.
*327LM4
1
Servo Cam Pack, 36"
Single Slide Door,
R,H.
*327LM5
1
Servo Cam Pack, 36"
Single Slide Door,
L.H.
*327LM1
4
14
5
1
PART NO.
11
5
CDS-B1-3
1
Coaxial Coupling
6
96CJ39
2
B-32
Threaded Rod
7
285JN1
1
Cover
8
CON-EFCOR2050
1
Connector
9
342AP22
1
31B" Conduit
1
Bushing
10
BUSH-ANTI-SHORT
1
11
440G2
1
900 Elbow, 314"
12
342AP23
1
314" Flex Conduit
13
BUSH-ANTI-SHORT
1
Bushing
14
255XB12
4
As Reqd.
Shim, 3.1"
Cadmium Plated, 4.6"
Long
15
*VP-723466
2
16
*VP 723467
2
Brush Holder
17
*VP-723468
2
Brush Cap-6333CG 1&2
*RECOMMENDED
SPARE PART
Brush 6333CG 1&2
6333CG1&2
Lonn
10
TYPES:
I'
7777(E)(T)
CONTROL
ASSEMBLIES
1----2-------4----------1
,.,
t
\1
i(i~~
i ,\ \
1
i •
3
00
1
.,. !'.',~~:
Ilii hi' 'I". I!.
" IIlilJ "I L I
1
!Un
\""'1""'.
il;.
~
••, •..
"j
1
1
I
:
J':'o'
I
I
.'
I
1
I
I
I
I
1
:
rtl~
I
I
I
I
I :::.:::::::
:
1
1
1.
i
r-5"c-
10,1
/11 I
lU:
1
I
IL
:
I"
\1hr"H."",
.;:'1
r-------------------
I
02
I
I
,J,::
i:J'
01
I
I
6,7
I
:
•
5
I
8
1
.-J
L
I
'- __ ---'
I
\:
7777E
= RESISTOR
\ "'" - '"'"
-O.!..~---'oo
I
CONTROL
W,",H
M"OWO' OO',"DC
9
•
1
~I
REF
NO,
PART NO,
1
7777E1
1
Resistor
2
*P232EFl
2
50 OHM Resistor with
3
100 OHM Resistor with
Mtg, Bracket & Lug
Mtg, Bracket & Lug
OTY,
DESCRIPTION
Box Assembly
Complete
Mtg, Bracket & Lug
3
*P232EF2
4
*P232EF5
2
150 OHM Resistor with
5
P190ARl
5
Adjustable
6
V440AJl
2
Chase Nipple
7
67AM1
2
Conduit
B
P303CG1
1
Terminal
9
7777Tl
1
Pulse Width Modulator
Assy" Less PC Board
1
Pulse Width Modulator
Board, S,S, Door
1
Pulse Width Modulator
Board, C.O, Doors
10
:
*AB121CHl
* AB121CH2
*Recommended
Lug (Extra)
Lock Nut
Block,
20 Terminals,
B,16"
Long
Spare Part
•
•
•
•
•
Parts Leaflet
215DT
MACHINE
C-3069
APRIL
1983
,:1
,
i
I
\
tI
I
I
t-..' ....
,
•
•m
•
UNITED
TECHNOLOGIES
OTIS
."'"'
.
J
..,.
_. :"" .
,~
INT'L.
NO. 06-
7575AD,
AJ
1
TYPE
SUPPLIED
7575AD
GEARBOX
ASSEMBLY
-.
WITH
GEARBOX
22
WIT
H
15,16,17
•
6
12
.r
I
L
.
"..J
4
21
2
•
•
TYPE 7575AD
DWGS.:
MAT'L.
REF.
NO.
LISTS
PART / M.L. NO.
1
2
A386BRVl
3
192Y5
4
5
757585
7575AD,
ASSEMBLY
75758
7575AD1
QTY.
thru
4
DESCRIPTION
1
2
GEAR 80X
KEY
82A85
1
1
6
7
8
8lDJI
81DJ2
338AVI
98EW3
1
1
1
1
9
492AVI
1
2
10
11
12
13
14
+ 15
16
+17
18
19
19
19
20
20
20
21
21
21
22
23
•
GEARBOX
--NUT FH5/8CP
WSR SAE5/8
WSR LK5/8
NUT FH3/4-16
CONN 41010
SENSOR 725989
BTFH 5/8-18Xl/2CP
1 SAE WASHER
255AB152
255AB153
4
4
4
2
1
1
1
2
4
2
255AB154
255VA28
6
2
255VA29
255VA30
255VA31
255VA32
1
3
2
1
.
255VA33
3
7575B/ 36 740 (AWHI
7575B/ 19 30 1 (AWl
2
1
PLATE
PIN
PIN
PIN
CLEVIS
TORQUE ARM
MOUNTING YOKE
COTTER PIN 5/32Xl-l/2LG
NUT
WASHER
SPRING LOCKWASHER
NUT
CONNECTOR (ARR. #4 ONLY)
SENSOR (ARR. #4 ONLY)
BOLT (ARR. #1;2,3)
WASHER
SHIMS .0149
SHIMS .0299
SHIMS .0598
SHIMS .0149
SHIMS .0299
SHIMS .0598
SHIMS .0149
SHIMS .0299
SHIMS .0598
OIL SEAL, LOW SPEEV SHAFT
OIL SEAL, HIGH SPEED SHAFT
3
TYPE 7575AJ
GEARBOX
ASSEMBLY
-
.
•
DWGS.: 75758, 7575AJ, ER-7575AJ
7575AJ1 thru 4
_ MAT'L. LISTS
PART/
QTY
M.L. NO.
REF.
NO.
DESCRIPTION
1
7575B5
1
GEARBOX
2
316DRYl
1
BRACKET
3
192Y5
1
KEV
4
386BEL28
BTFH S/8X2-1/2A32STYPEI
1
2
PLATE
6
7
8
NUT FHS/8
WSR LKS/8
2
2
BOLT
NUT
SPRING LOCKWASHER
BTFH S/8X7-1/2A32STYPEI
5
BOLT
9
7575BI36740(AWH)
2
5
10
-
7575B/19
30 1 (AW)
1
-
or L
SEAL,
LOW SPEEV
OIL
SEAL,
HIGH
SPEEV
•
4
7575AN
TYPE
r----
- - - - _ .. - ---......
BRAKE
-
..
•
ASSEMBLY
,
"- •...
"- •...
"-
"~,I'
"-
"-
"
"1
I
I
I
l,
•...
,
•...
I
I
I
I
I
I
,
"- •...
"-
"-
"-
I
"-
" " ...•
...•
"-
•
DWGS.:
MAT'L.
REF.
NO.
I
I
I ~
"-
""
7575AN.
LISTS:
PART/
M. L. NO.
" '-
______
...J
ER-7575AN.
7575AJ
1
t hr u
QTY.
7575ANI
1
I
I
DESCRIPTION
BRAKE .ASSEMBLY COMPLETE
•
ITEMS
IN SCRIPT
4
ARE
RECOMMENDED
SPARE
5
TYPE
t-
BRAKE
7575P
- - - -......
ASSEMBLY
-.
.••...
I
I
.••...
I
.••...
.••...
.••...
I
..••.•.
/1
.••..
.I
I
..••.•.
.••...
I
I
.••...
.••...
8
I
I
.••...
..••.•.
.••...
I
I
l..
.••..
.••...
'1
'ITllJ' rot
10 RU toIIPJI'
I
.......
"- .••.•.
"- .••..
RE:
GEARBOX
INPUT
"- .••..
SHAFT
.••..
.••...
.••...
.••..
.••...
0
.••..
.••...
REF.
NO.
.••..
7575AD
LISTS:
.••..
.••..
.••...
..•....
PART/
M.L. NO.
--
1
t hr u
4
QTY.
DESCRIPTION
1
7575Pl
1
BRAKE ASSEMBLY COMPLETE
2
LOCKNUT N-06
1
LOCKNUT
3
LOCKWASHER W-06
1
LOCKWASHER
4
127VB153
1
WASHER
5
7575P/D-389144
1
HUB
6
7575P/D-389302
1
COIL ASSEMBLY
7
7575P/D-233775
8
SPRING
8
7575P/D-233781
1
ARMATURE PLATE
9
7575P/D-389143
1
FRICTION DISC
10
7575P/D-389142
1
PRESSURE PLATE
.....
..
;"
11
--
3
HEX SOC CAP SCREW 5/16Xl
12
--
3
BUSHING
ITEMS
IN
SCRIPT
ARE
•
ER-7575P
7575P,
DWGS.:
MAT'L.
.••..
RECOMMENDED
SPARE
•
6
TYPE
7575AG
DEFLECTOR
SHEAVE
ASSEMBLY
-,
------=--
r
I
I
>----7
1
I
I
I
I
r
----------
I
----,
1
1
I
1
I
1
I
I
1"\
I
I
I
I
10, 11
3'
I
7
2~
I
I
I
14
L __
I
I
I
I
I
----------_-!
I
I
I
6
I
L
1
1
_
REF.
NO.
..J
PART/
M.L. NO.
1
1
2
•
1
I
I
I
I
I
•
I
I
QTY.
DESCRIPTION.
7575AG1
7575AG2
1
1
22-1/2" DEFLECTOR SHEAVE ASSEMBLY
2
3
3
263BG2
263BH2
263BG1
263BH1
1
1
1
1
25" DEFLECTOR SHEAVE WITH INSERTS
22-1/2" DEFLECTOR SHEAVE WITH INSERTS
25" SHEAVE WITH INSERT GROOVE
22-1/2" SHEAVE WITH INSERT GROOVE
3
A263BG1
25" SHEAVE W/O INSERT GROOVE
3
*4
A263BH1
1
1
251BV12
3
INSERT,
25"
*4
251BT21
4
INSERT,
22-1/2"
5
49SDJ2
1
DEFLECTOR SHAFT
6
316DPH1
2
BRACKET
7
63EF12
2
8
BEARING MRC21S-SZZ.
DIN472 130
2
2
U-BOLT
BEARING
NUT FHJ1/2CP
NUT FH1/2CP
4
NUT
4
3
NUT
9
10
11
12
WSR SAE1/2CP
*PART NOT ILLUSTRATED
ITEMS
IN
SCRIPT
ARE
25" DEFLECTOR SHEAVE ASSEMBLY
22-1/2" SHEAVE W/O INSERT GROOVE
.
RETAINING RING
RECOMMENDED
.
FLAT WASHER
SPARE
.
7
DRIVE
SHEAVE
~
ASSEMBLY
,-------------------------------,
TYPE
I
7575AJ
ARRANGEMENT
I
13
14
15
L
•
~ __ -l
,-I
-
- -----
TYPE
-----------~...,
ARRANGEMENT
~----.--
7575AD
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
18
I
I
I
I
REF.
I
GEARBOX I
1
61
I
I
I
I
I
I
tr
7:
REF.
BEDPLATE
I
I
I
I
L
51
I
I
I
I
_
____________
J
•
8
DRIVE
•
DWGS.: .
REF.
NO.
ASSEMBLY
7575AD,
7575AD
LISTS:
MAT'L.
260CK1
260CJ3
260CJI
+251BT21
+251BV10
+251BV11
2
2
2
5
6
7
B
I27VBIS2
WSR 7/BSAE
WSR LK7/B
9
BTFH 7/8X3
LOCKNUT AN-I8
LOCKWASHER W-I8
NUT FH7/8CP
10
11
12
13
14
15
16
17
18
4,
7575AJ
1
1
1
DRIVE SHEAVE. 22-1/2"
DRIVE SHEAVE, 26"
ORI VE SHEAVE, 25"
4
3
INSERTS TO PART 260CKI
INSERTS TO PART 260CJ3
INSERTS TO PART 260CJI
1
1
DRIVE SHAFT
DRIVE SHAFT
AS SHOWN
1
1
2
1
1
2
192Y3
192Y4
BOLT
WASHER
WASHER
SPRING LOCKWASHER
BOLT
LOCKNUT, SPL
LOCKWASHER, SPL
NUT
SHIM, 2-SLOT
SHIM, 2-SLOT
SHIM, 2-SLOT
1
PILLOWBLOCK MP-47
4
DESCRIPTION
1
1
AS SHOWN
AS SHOWN
255VA34
255VA35
255VA36
1 thru
QTY.
3
SOOBGI
SOOBFI
BTFH1/B-I4X2-I/2
3
4
7575AJ
1 thru
PARTl
M.L. NO.
1
1
1
•
SHEAVE
1
AS SHOWN
KEY
KEY
PILLOWBLOCK
+ PART NOT ILLUSTRATED
ITEMS
IN
SCRIPT
ARE
RECOMMENDED
SPARE
•
<t
9
MOTOR ENCODER & TACHOMETER
o
(
1«1
ir
13
-
.
....
15
18
n.
:Q
.ll{i,
.
I
-.
e
b
C1
r
6
"e,
ASSEMBLIES
.
\\
"
(C\~.
II
J
17
8\
--. S
(
16
19
IllS Till laaDlaar
•
'" .'TOI
20
9;10
11
RUBBER
COUPLING
PAD
RE:
MACHINE
COUPL ING
2
1
•
10
MOTOR
ENCODER
& TACHOMETER
DWGS.:
•
MAT'L.
---
•
7575AD
LISTS:
1 thru
PART
M.V. NO.
REF.
NO.
,.
7575AD.
7575AJ
4,
7575AJ
4
DESCRIPTION
1
9708G3
1
TACHOMETER
2
DIN912 M6X20
9
HEX SOC. HEAD SCREW
3
A270ARI
1
ADAPTOR
4
+ SENSOR
2040C
1
SENSOR
(7575AJ ARR)
4
*
2030C
1
SENSOR
(7575AV
SENSOR
5
272BKXl
1
ANGLE
6
336CZ8
1
CLAMP
7
DIN8s MsX6
1
PAN HEAD SCREW
8
DIN6797 Js
1
LOCKWASHER
9
DIN8s M6X20
1
PAN HEAD SCREW
10
DIN6797 J6
1
11
SPROCKET
14972
1
SPROCKET
12
SPROCKET
1496 8
1
SPROCKET
ARR)
.
.
LOCKWASHER
13
*
B81VKl
1
PIN
SHAFT,
ENCOVER
13
+ A81VKI
1
PIN
SHAFT.
ENCOVER
16
NUT
14
NUT MSIO-32CP
15
ROD 10-32X2 FULL THD
4
THREADED
SCCP HSOC4-40Xs/16
4
HEX. SOCKET SCREW
17
ENCOVER
1
ENCOVER
18
386BRLI
1
PLATE
19
COUPLI NG T15-14
1
COUPLING
20
A316DPJl
1
BRACKET
. 16
ITEMS
I
1 thru
QTY.
LC23
*FOR TYPE 7s75AJ ARRANGEMENT
+FOR TYPE 7575AD ARRANGEMENT
•
ASSEMBLIES
IN SCRIPT
ARE
RECOMMENDED
,SPARE
ROD
11
MOTORS
& COUPLING
6
L------.----,
r--.-----
RE:
1
MOTOR
-.
SHAFT
I
I
I
I
I
I
1
RE:
BRAKE
HUB
1
L __ _ _ ___ _. _ _ _ "_ _ _ _ _ _ _ _ '_ _
....-l
1
r -. r
I
::-_
~ - ~ -=-_
£_-_
-=.,
~_
5
I
1
3,:
4
'e d
\
::
I
_
I
I
I
I
I
I
I
I
I
::
--=- __ -I
L _
-----,
-I
I I
I
I
I
I
I
I
I
I
I
,_
I
L
I
DWGS.:
REF.
NO.
PART/
M. L. NO.
1
5
6333CXl
6333CX2
6333CX3
6333CVl
VP-708010
VP-874550
VP-708000
6
7
1
1
2
3
4
ITEMS
IN
6333CV,
L
_ _________
6333CX,
QTY.
~
I
I
I
I
DESCRIPTION
20
35
30
30
HP:
HP:
HP:
HP:
1100
1670
1100
1800
1
1
BLOWER COMPLETE
1
1
SPIRAL HOUSING-MRV
BLOWER MOTOR
21SBHl
1.
COUPLING
215BH 1 jSFP-60
2
FLEX-VISCS
1
1
1
AR.E RECOMMENDED
I
-1
215BH
MOTOR.
MOTOR,
MOTOR.
MOTOR.
SCRIPT
1
I
I
-.J
'I
)
I
L-
I
I
I
I
I
SPARE
6" VIA.
RPM
RPM
RPM
RPM
.1
I
!
I
12
TYPE
7575AK
FOUNDATION
& SOUND
ISOLATION
r-----
•
2'1
13,15'1
18
I
I
/'
31-
(
I
I
-- ---l-~-l-
I
-I
•
------,
___26
r------
,
11
- - - -.,
r-----
___14
J---------,
r-------
I
I
I
I
I
I
,
I
I
I
I
I
I
I
,
,
3
I
I
I
I
I
3
,
,
I
I
.
11
o
~
,.., •••..
I
: ~"
I
'r
ARR. 4 ,
, ,
,
9
9
,
'
,
I
9
'
,
I
.....:
I
,I
".'
19
I
_
-------,
ARR.
4
L _
ARR.
<EXCEPT
.J
1 THRU
AS
4
NOTED)
17
I
~17
I
_---16
" 19'
~
t'--16
L
,
t
I
"
,
I
I
(J)
,'24~"(
•
:
,I...
J
ARR.
1 thru
3
13
TYPE
7575AK
DWGS.:
MAT'L.
LISTS:
REF.
& SOUND
FOUNDATION
7575AK.
7575AK500.
PART/
-.
ISOLATION
7575T
622G,
7575AK501,
QTY.
622G1,
7575T1
DESCRIPTION
.
1
1
7575AK500-PARTIAL
7575AK501-PARTIAL
1
1
CONSTANT PARTS. (ARRANGEMENTS 1 thru 3)
CONSTANT PARTS. (ARRANGEMENT 4)
2
384TT!
1
3
127C5
310BE3
ROPE GUARD
WASHER
4
5
310BEI
4
4
3
6
7
137AL7
283WC3
4
2
8
384TG8
9
10
11
12
304CX3
298PXl
310JJI
1
2
2
1
2
13
14
386BEL29
BTFH 1/4Xl
BTFH 3/4X5
14
.4
BLOCK
BLOCK
RUBBER WBING
ANGLE. FORI-lED
ROPE GUARD
14
4
4
14
622Hl
1
LOAV CELL
22
23
105JKl
1
4
6
PLATE
24
25
26
27
28
29
30
31
BTFH 1/4X5/8CP
127XA42
377AL4
1
4
1
4
BTFH 3/4X6-1/2
BTFH 3/4X6-1/2F
NUT FHJ3/4CP
WSR STD3/4
(SEE TABLE)
7575T!
ITEMS
IN
SCRIPT
1
1
1
ARE
~
N
i
~
@
e ~~
~~~
~~
~
~~ .;
~ ~~ ~~
••~ ; ~ ili ..;~ r..:~
~
~;;; ,
~,
~
liS "
e
,
~
N
ll:
0
"
,J,
,J,
~
N
N
;,
gi
e
,
~
N
;,,
~
,.\
N
N
;,,
~
N
N
N
Q
.
s
~~
;,
»
NUT
NUT
NUT
LOCKWASHER
LOCKWASHER
LOAD CELL
N
~
~
e
~
~...
~~
O~
~
N
BOLT
BOLT
NUT FHl/4
NUT FH3/4CP
NUT FHJ3/4CP
WSR LKI/4
WSR LK3/4
622Gl
~g
~
0
BLOCKING. BEAM
BAR
BLOCK URETHANE
PLATE
15
16
17
18
19
20
21
4
1
,
-~
:!i~
N
N
~
,.\
N
N
o 0
N
o ~
N
(;
N
N
~
,.\
N
N
~ ~ ~~ ~ ~ ~
g ~
2 ::::
~
Q
i
&
;,
~
0
N
~
!::
MOUNTING PLATE
BOLT
STEEL WASHER
PIPE SPACER
BOLT
BOLT
NUT
(QTY. 5 W/ ARR. 4)
FLAT WASHER
ROPE GUARD
.
LOAD WEIGHING CONTROL BOX
RECOMMENDED
SPARE
•
•
•