30 0 5MB
S.W.P.
N-1.1.18.0-2
Standard Work Process
Setup & Adjusting Procedure 2.5T & 5T Machines OVF 30 Drives
Date:
July 23, 2007
This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express condition that: it will be used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in part, without the prior written consent of Otis: and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment. Unpublished Work - © Copyright 2007, Otis Elevator Company
Standard Work Process
N-1.1.18.0-2
NEB Field Support – (812) – 331 – 5603
NONDISCLOSURE WARNING This work contains proprietary information and is the property of OTIS Elevator Company. It is distributed only to those employees with a need to know the information and may not be reproduced, disclosed, or distributed to any person outside the employ of OTIS Elevator Company without written authorization from an officer thereof. OTIS competitors, customers, former employees, retirees, members of the general public, and consultants not bound by a written nondisclosure agreement are among those outside the employ of OTIS. In the event that a person outside the employ of OTIS comes into possession of this work, such employee or person should destroy the work or return it to OTIS. Any unauthorized reproduction, disclosure, or distribution of these copies by any person of any portion of the work may be a breach of duty owed by such a person to OTIS Elevator Company and could result in damages actionable at law. PROHIBITION ON COPYING Any unauthorized reproduction, disclosure, or distribution of copies by any person of any portion of this work may be a violation of Copyright Law of the United States of American and other countries, could result in the awarding of Statutory Damages of up to $250,000 (17 USC 504) for infringement and may result in further civil and criminal penalties. All rights reserved. Questions, suggestions, or comments should be sent to: NEB Field Support 1331 South Curry Pike Bloomington, Indiana 4740
NSAA
S.W.P. N-1.1.18.0-2
STANDARD WORK PROCESS
Date:
NEB FIELD SUPPORT - (812) 331-5603
Page: 1 of 107
7/23/2007
To:
All Construction Superintendents All Construction Field Associates (Supt. To Ensure Distribution) RVPs, RGMs, RFOMs, RFEs, LMs, Safety, NAES, Field Support Staff
From:
Corrie Archer – National Field Engineer – New Equipment
Product Type:
GeN2 ANSI/CSA (NGGC)
Subject:
ADJUSTING PROCEDURE FOR GeN2 [2.5T & 5T Machine with OVF 30 Drives]
Introduction:
This document is written as a guide for the adjustment of the complete GeN2 ANSI/CSA system. The following sequence of instructions provides a procedure for the adjuster to take the car from Manual Mode to high-speed operation. The information and testing information contained herein will aid in completing the Field Test & Data Report.
Safety:
Before performing any of the tasks described in this S.W.P. and in order to maintain a SAFE WORK ENVIRONMENT, follow safety rules and procedures as described in the “OTIS EMPLOYEE SAFETY HANDBOOK” and any other applicable safety policies.
All jobsite work activity must be in full compliance with Otis World Wide Jobsite Safety Standards (WWJSSS). When carrying out this procedure particular consideration should be given to control of the elevator, LOTO, hoisting and rigging, ensuring public safety (signs and barriers), working in close proximity of unguarded rotating equipment (sheaves) and the wearing of appropriate PPE (hand gloves, etc.). It is required that the mechanic(s) carrying out the repair complete the appropriate JHA for the task at hand to familiarize themselves with the work environment. If you are unsure of the WWJSSS standards in regard to the work task at hand, immediately stop work and refer to your Supervisor. Notes:
This Standard Work Process article is for use with wiring diagram ADB21310AB and later versions. Do not use with any earlier wiring diagram versions, as wiring terminations, hardware, relay information and software setup may be incompatible. It is important to read and understand this S.W.P. prior to the adjustment of the elevator. Failure to do so may result in damage to the equipment or persons involved in setup and testing.
This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express condition that: it will be used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in part, without the prior written consent of Otis: and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment. Unpublished Work - © Copyright 2007, Otis Elevator Company
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Revision History: Date 7/31/2006
8/24/2006 9/202006 10/20/2006 3/13/2007 6/8/2007 7/23/2007
Revision Description Previous revision history removed to separate file. Changes to software versions on p. 5. Added safety slide information on p. 10. Removed reference to terminals C102 & C103 on p. 55. Removed reference to older wiring diagram versions and procedures on p. 55. Removed reference to controller terminals C102 & C103 on p. 85. Added G14 version of 5T brake and note describing difference between G11 & G14 brake on page 24. Added NRZ fault note on page 20. Changed Inertia Adjustment procedure requirement in Appendix F on page 102. Added new SOS arrangement on page 11. Added automatic load weighing description on page 52. Added Relative Car Position Test on page 104. Added number of pages to header information Added instruction to tie down safety rods during buffer tests on p. 82. Added information on page 5 for AAA30288AAI DBSS software. Added caution note on page 47 to not use MRO until all steps up to and including Section 15 are completed. Added updated GeN2 Trapped Passenger TIP to document. Corrected SP & SC switch settings on page 34. Updated software version numbers on page 5. Removed “new” SOS switch arrangement on page 11 and reverted to existing arrangement. Updated 5T brake part numbers on page 24. Added instruction to jump C-102 to C-103 to Emergency Brake Test Confirmation Test. This had been inadvertently omitted in a previous version
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
Revision Author C. Archer C. Archer
C. Archer C. Archer C. Archer C. Archer C. Archer C. Archer
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CONTENTS STANDARD COMPONENTS .............................................................................................................5 OVERVIEW.........................................................................................................................................6 SECTION 1 .........................................................................................................................................8 Pit Work / Equipment.................................................................................................................................. 9 Hoistway Work / Equipment ..................................................................................................................... 12 A. Check / Adjust Coated Steel Belt (CSB) Equalization. ........................................................................ 12 B. Car Static Balance. .............................................................................................................................. 14 C. Setting the Counterweight Overbalance. ............................................................................................. 16 D. Installing the Door Zone Vanes ........................................................................................................... 18 E. Setting the NTT, NTB, ETP Vanes and Final Limit Switches .............................................................. 21 Vane Setting Table – GeN2 ANSI/CSA ................................................................................................ 22 Formulae & Metric Conversions:........................................................................................................... 22
SECTION 2 .......................................................................................................................................23 GeN2 ANSI/CSA Machine Brake ............................................................................................................. 23
SECTION 3 .......................................................................................................................................25 A. Final Checks Before Transferring From Manual Mode to MCSS Control............................................ 25 B. Motor, Encoder (PVT), MCSS Phasing and Direction Conventions .................................................... 25
SECTION 4 .......................................................................................................................................26 A. Transfer From Manual To Normal Mode.............................................................................................. 26 “Worldwide Factory Wire Color Standard” Chart .................................................................................. 28 B. Power Supply Voltage Confirmation .................................................................................................... 29 C. Control Circuit Voltage Confirmation ................................................................................................... 30 D. Circuit Board Input Voltage Confirmation ............................................................................................ 31
SECTION 5 .......................................................................................................................................32 A. Motion Logic Board Preparation .......................................................................................................... 32 B. Motion Logic Board ANSI Speed Check Setting.................................................................................. 34 C. Motion Logic Board Power Up ............................................................................................................. 35 D. Motion Logic Board Input Circuit Checkout ......................................................................................... 36
SECTION 6 .......................................................................................................................................38 DBSS Power Up ....................................................................................................................................... 38
SECTION 7 .......................................................................................................................................39 A. Inspection Mode Start Up (MCSS Control) .......................................................................................... 39 B. Top Of Car Inspection .......................................................................................................................... 41 C. Position Transducer Device (PTD) Checkout ...................................................................................... 42
SECTION 8 .......................................................................................................................................43 A. AT400 Door Operator Start Up Instructions......................................................................................... 43 B. i-Motion II Door Operator Start Up Instructions ................................................................................... 45 C. Door Protection Device / Hoistway Completion ................................................................................... 46
SECTION 9 .......................................................................................................................................47 Service Panel Board (SPB) Start Up Instructions .................................................................................... 47
SECTION 10 .....................................................................................................................................49 Brake Static Capacity Confirmation.......................................................................................................... 49 A. Load Weighing Calibration ................................................................................................................... 49 B: Machine Brake Capacity Confirmation................................................................................................. 53 C: Emergency Brake Capacity Confirmation............................................................................................ 55
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SECTION 11 .....................................................................................................................................56 Hoistway Learn Run.................................................................................................................................. 56
SECTION 12 .....................................................................................................................................58 A. Full Speed Operation............................................................................................................................ 58 B. Adjusting the “Dynamic Offset” – Extended Duty Load Weighing........................................................ 60 C. ANSI Speed Check Circuit Confirmation.............................................................................................. 61 D: Final Counterweight Overbalance Confirmation .................................................................................. 63 E: Inspection Direction Limit Confirmation ................................................................................................ 65 F: Remote Governor Trip & Reset Confirmation....................................................................................... 67
SECTION 13 .....................................................................................................................................69 Acceptance Tests...................................................................................................................................... 69 A. Power Opening of Doors – 8.10.2.2.1 (j).............................................................................................. 69 A1. Door can open only if elevator is in leveling zone .............................................................................. 69 A2. Leveling zone extends not more than 75mm (3 in.) from landing ...................................................... 70 A3. SC speed is set below 0.75 m/sec (150 fpm)..................................................................................... 70 A4. Elevator senses SC fault when set above threshold .......................................................................... 70 A5. Door can open only if elevator speed is below SC speed .................................................................. 71 Safety Function Tests ............................................................................................................................... 71 B. Selecting a Safety Function Test.......................................................................................................... 71 C. NTSD Test............................................................................................................................................ 72 C1. Dynamic Test...................................................................................................................................... 72 C2. Static Test:.......................................................................................................................................... 73 D. ETSD Test ............................................................................................................................................ 74 E. Overload Test (capacity) ...................................................................................................................... 75 F. Tripping Speed of Governor using Tachometer ................................................................................... 75 G. Overspeed Tests .................................................................................................................................. 76 G.2 Counterweight Safety Test................................................................................................................. 79 H. Traction Test......................................................................................................................................... 81 I. Buffer Test.............................................................................................................................................. 82 J. Unintended Car Movement Protection .................................................................................................. 84 K. Ascending Car Overspeed Protection .................................................................................................. 85
SECTION 14 .....................................................................................................................................88 Operational Control Start Up..................................................................................................................... 88
SECTION 15 .....................................................................................................................................90 A. Service Panel Board Operation ............................................................................................................ 90 B. Manual Rescue Operation.................................................................................................................... 90
SECTION 16 .....................................................................................................................................93 Earthquake Operation (Seismic Risk Zone 2 or Greater) ......................................................................... 93 Implementation.......................................................................................................................................... 93
SECTION 17 .....................................................................................................................................96 Final Adjustments...................................................................................................................................... 96 A: Leveling Motion Performance............................................................................................................... 96 B. Leveling Accuracy................................................................................................................................. 97 C: Start Of Motion Performance................................................................................................................ 97 D: Flight Time.......................................................................................................................................... 101 E: Ride Quality ........................................................................................................................................ 102 F: Inertia Adjustment (Self Commissioning Test) ................................................................................... 102 G: Relative Car Position (CSB Traction Test)......................................................................................... 104 H: Operational Features.......................................................................................................................... 104 I: Installation Completion......................................................................................................................... 105
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Attachment 1 – S.W.P. N-1.1.18.0-2 T.I.P. 0.1.5-46 – GeN2 Entrapped Passenger Removal Process
APPENDIX 1 OCSS (Ring Car Board II)……………………………………...Refer To Document S.W.P. N-1.1.18.0-2 A1
APPENDIX 2 MCSS (Motion Logic Board III)……………………..……….…Refer To Document S.W.P. N-1.1.18.0-2 A2
APPENDIX 3 DBSS (OVF-30)…………………………………………..…….. Refer To Document S.W.P. N-1.1.18.0-2 A3
APPENDIX 4 SPB (Service Panel Board) …...………………………..…….. Refer To Document S.W.P. N-1.1.18.0-2 A4
STANDARD COMPONENTS OCSS – Ring Car Board II Otis P/N: Software Version:
GHA21270A3 AP230005AAM
MCSS – Motion Logic Board III (MLB III) Otis P/N: CPU Board AAA26800QM MLB III I/O Board ABA26800AJV Software Version: AP430396BAC DCSS – AT400 Otis P/N: Software Version: – i-Motion II Otis P/N: Software Version: DBSS – OVF-30 Drive 90A Otis P/N: 120A Otis P/N: 210A Otis P/N: Software Version:
SPB
AAA24350BK__ cpuC_V14 ATYY0331 ABA26800AED AAA30721AAA
ACA21290BJ2 ACA21290BA2 ACA21290BM1 AAA30288AAI (U6 - VA Board) AAA30289AAG (U11 – AAA, ABA, ACA26800VB Board) or AAA30923AAC (U11 – ADA26800VB Board
– Service Panel Board (SPB-ANSI/CSA) Otis P/N: GAA26800KS Software Version: GAA30760BAB
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OVERVIEW This document describes the procedure to transition the GeN2 ANSI/CSA elevator system from Manual (Construction) Mode operation to Normal (MCSS) operation and subsequently, to complete all system adjustments and tests required for final handover. GeN2 ANSI/CSA is a machine-room-less system that uses proven Modular Control System technology. The “NGGC” controller for GeN2 is designed for installation in a control space or control room adjacent to, or remote from, the elevator hoistway. The elevator system will be adjusted using an adaptation of existing methodology designed to accommodate the mechanical layout of the machine-room-less system components. Some of the features concerning the GeN2 ANSI/CSA system and the Adjustment strategy are listed as follows. •
In order to commence the adjustment procedure, it is expected that the elevator system be under Manual (Construction) Mode operation, with all installation processes completed according to the GeN2 Installation Manual.
•
Sections 1 through 3 of this document present a guide to ensure that the mechanical and electrical components of the system have been completed according to the GeN2 Installation Manual. These items will be completed with the elevator continuing under Manual (Construction) Mode operation.
•
As a result of the mechanical layout of the machine-room-less GeN2 system, there are some notable changes in the control system and adjustment processes, as follows. •
Counterweight overbalance adjustment will be confirmed using a procedure to evaluate the motor running currents.
•
Remote electrical trip and reset devices are provided for checking governor and safety activation. Operation of these devices will be confirmed as part of the adjustment procedure.
•
Elevator system motion and status display capability is provided on the controller through the Service Panel Board.
•
Ride quality and motion performance will be evaluated from within the elevator car, following completion of all safety testing and operational control start-up.
•
The GeN2 Machine brake includes two independent braking systems within the same housing. The procedure to confirm the brake static capacity at 125% load involves an individual test for each of the independent systems.
•
An independent Manual Rescue Operation system is provided as part of the “NGGC” controller. Manual Rescue Operation is implemented through the Service Panel Board and associated battery backed components. Operation of this system will be confirmed as part of the adjustment procedure.
The GeN2 ANSI/CSA product range is classified into two distinct categories, based upon elevator duty and rise. The first category, known as “Limited Duties”, utilizes the 2.5T machine and covers the 955 – 1134 kg (2100 – 2500 lb) duties to a maximum rise of 60 m (197 ft). The second
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category, known as “Extended Duties”, utilizes the 5T machine and covers the 1134 kg – 2268 kg (2500 – 5000 lb) duties to a maximum rise of 92 m (302 ft). The two categories of GeN2 equipment have many common components; however there are some major differences in the main mechanical structures of the two systems. Where applicable within this document, instructions specific to “Limited Duty” or “Extended Duty” equipment or components are provided. It is important to note the differences in equipment and to refer to the appropriate instruction set. Note: The following diagrams illustrate the different structures of the “Limited Duty” and “Extended Duty” car frames. GeN2 “Limited Duty” Car Frame. (SS Arrangement Shown)
GeN2 “Extended Duty” Car Frame. (C/O, Rear Cwt. Arrangement Shown)
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SECTION 1 The following section presents a guide to introduce the GeN2 ANSI/CSA elevator mechanical components and to ensure that the equipment is adequately prepared for commencement of the Normal Mode start up procedure. Prior to commencing Normal Mode Start Up, it is expected that the installation procedures for the following mechanical systems have been totally completed. •
Machine, machine structure and Coated Steel Belts (CSB’s).
•
Governor and governor rope system.
•
Car frame and safety gear.
•
Counterweight.
•
Buffers and pit equipment.
•
Car enclosure, door operator, car and hoistway doors.
The final electrical installation and connections between the controller, machine, hoistway safety circuits, car mounted devices and door interlock circuits must also be completed according to the GeN2 Installation Manual prior to commencement of this procedure. WARNING!
Hazardous voltages, which are capable of causing injury or death, exist inside the controller cabinet! To prevent personal injury or damage to components, isolate all electrical power including any battery back-up devices prior to working on the controller. Follow all WWJSSS requirements and locally established procedures for safe Lockout, Tagout / Test & Verify when operating the Main Line Disconnect switch. Use caution when working adjacent to the controller with the power ON.
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Pit Work / Equipment Perform the following tasks to ensure the correct installation and final adjustment of the elevator equipment that is accessible from the bottom of the hoistway. 1. Where oil buffers are provided, ensure that both the car and counterweight buffers are filled with the correct quantity of Otis Oil #10. 2. Where gas assisted spring return oil buffers are provided, ensure that buffer switches are installed and wired. Confirm that the switch contacts open when the buffer is compressed to 12.5 mm (1/2") or more. 3. Confirm that the car and counterweight run-by clearances comply with the values specified on the contract layout diagrams. 4. Confirm that the correct running clearances are available through the complete travel of the car or counterweight, including the full stroke of the provided buffers. 5. Confirm the alignment of the roller guide and safety housing to the guide rail on each side of the car frame. The safety to guide rail clearance was set to 2mm (5/64") on each side, using alignment shims during the car frame installation process. Confirm that the clearance from the safety housing to the guide rail is no less than 1.5 mm (1/16"), as indicated in the diagram below. Safety Clearance (A9672D Type Shown, Clearance Typical For 9672E Type) Safety to Guide Rail Clearance
Guide Rail Blade
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6. Check and clean the car safeties. 7. Dowel the roller guide assemblies to prevent any movement when the safeties are applied. a) GeN2 Limited Duties •
Manually raise the safety linkage and confirm that the moveable safety rollers contact the rail simultaneously on both sides of the car frame.
•
Check and adjust the safety-operated switch (SOS) so that the switch contacts open BEFORE the safety rollers make contact with the guide rail. Manually raise the safety linkage to confirm switch.
NOTE: If counterweight safeties are present, perform the same checks and adjustments as for the car safeties. This work can be done from the pit or from the car top. Safety Slide Information for 9672 Type Safeties Type E Safeties are dual block arrangement Type D Safeties are single block arrangement When 9672E safeties are used, the actual stopping distance is calculated by subtracting 148.5 mm. from the actual slide distance. This is due to the geometry of this safety with 2 knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the mark on the rail is identical to the stopping distance because this safety used only 1 knurled roller.
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GeN2 Extended Duties •
Confirm that the crosshead safety linkage release spring is set to length according to the table shown below: Rise
Press "4" , "1" This display will only appear if the "CIS" is switched to the "NORMAL" position.
Switch on CI Switch "CIS" to INSPECTION to start learnrun press GO ON Press "GO ON"
Confirm that the displayed NTB vane length is in accordance with the "Vane Setting Table" in Section 1.
est. NTB Vane Length (mm)=xxxx Press "GO ON" Enable E2P Write GO ON
Disable the EEPROM Write Protection
!
The Learn Run will be aborted if the EEPROM Write Protect switch is not in the correct position.
Press "GO ON" switch back to normal GO ON Switch "CIS" to NORMAL
The learn routine will commence motion, find the NTB position and the lowest landing level then stop. The system will then reverse direction and run up to establish the landing positions and NTT position, finally reaching the top landing level.
d af:00 DOWN NTB A:xxxxxxL:000000 u af:xx UP LU A:xxxxxxL:xxxxxx
As the elevator moves through the hoistway, learn run status and data will be updated on the screen.
d af:xx DOWN TFL A:xxxxxxL:xxxxxx DONE PUSH ENTER HW length:xxxxxx
!
If errors are encountered during the learn operation, refer to the MCSS error log (M-2-2-2). Refer to the MCSS Appendix for error descriptions.
Press "ENTER" - af:xx INACTIVE A:xxxxxxL:xxxxxx
This message will appear briefly.
Learn Finished Push Enter
Elevator will level to the top landing at this point.
Enable the EEPROM Write Protection Press "ENTER" 2=MCSS 4=DBSS
3=DCSS
The learn procedure is complete.
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SECTION 12 The following section presents a guide for commissioning the elevator system into full speed operation using the Service Tool direct connection to the motion control sub-system. The procedure uses MCSS alternate profile settings to gradually increase the elevator speed up to contract velocity. Also presented in this section is the procedure to calibrate the Dynamic Offset for the Extended Duty Load Weighing system. A. Full Speed Operation Note: 1) In order to minimize handling of test weights, it is recommended that the following sections of this article be reviewed before proceeding. 2) Do not attempt to change the Velocity Normal parameter for this portion of the adjusting sequence as it is used during the Learn Run calculations, and if changed now, will result in an error! 1. Remove all test weights from the elevator and ensure the hoistway equipment is appropriately prepared for operation at normal speed. 2. With the Service Tool connected to the MLB III board, select sequence M-2-3-2 and change the following installation parameters: •
“VELOC PROFILE 2” to 500 mm/s (100 fpm).
•
“ACCEL PROFILE 2” to the contract acceleration rate. (ACCELERA NORMAL)
•
“JERK PROFILE 2” to the contract jerk rate. (JERK NORMAL)
3. With the elevator at the top floor, select Service Tool sequence M-2-1-2 to access the Monitor State of Commands menu, as follows. -xx STB INA ][][ GTN >GTNnn 000% a) Confirm that the states of all doors are fully closed, as displayed on the Service Tool. Where required, press the “GO ON” key until the FCLD (ACLD) command is displayed. Press the “Shift (Blue)” and “Enter” keys to issue the door close command. b) Press the “GO ON” key until the MGRU2 command is displayed. Press the “Shift (Blue)” and “Enter” keys to select Alternate Profile 2. c) Press the GO ON key until the GTN command is selected. d) Enter the number of the floor below the top landing and press the “Shift (Blue)” and “Enter” keys. Remember to count the bottom floor as 0 and not 1. e) Confirm that a normal motion sequence commences and the elevator moves smoothly to the next landing and stops level with the floor. Ensure that the MLB I/O board LED’s “LU”, “DZ” & “LD” are illuminated, indicating that the elevator is level with the floor. f) If no faults occur in the Motion Control or Drive systems, select and enter the GTN command for a long run to the floor above the bottom landing. Confirm that the elevator moves at dictated speed (VELOC PROFILE 2) and stops level at the selected landing.
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g) Select and enter the GTN command for a long run to the floor below the top landing. Confirm that the elevator moves at dictated speed (VELOC PROFILE 2) and stops level at the selected landing. Note: 1) Avoid running the elevator on full speed runs to the terminal landings until final confirmation of the ANSI Speed Check settings has been completed. 4. Increase the value of parameter “VELOC PROFILE 2” in steps of 500 mm/s (100 fpm) and repeat the test runs as described in Item 2, above. Increase the value of this parameter and repeat the test runs until contract speed is reached. 5. Press the “GO ON” key until the MGRU1 command is displayed. Press the “Shift (Blue)” and “Enter” keys to select Contract (Normal) Profile. Normal velocity and profile settings for the contract will now be used with the GTN command. Repeat the test runs as described in Item 2., above. 6. With the elevator running at constant speed towards the target landing, select Service Tool sequence (M-2-4-2) to monitor car velocity. Confirm that the dictated velocity (DV) is approximately equal to actual velocity (AV) and the indicated speed is correct as per contract specifications. 7. With the elevator at the floor below the top landing, enter the GTN command for a short run to the top landing. Select door commands FOPD (AOPD) and FCLD (ACLD) to cycle doors open and closed to confirm operation from MCSS commands.
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B. Adjusting the “Dynamic Offset” – Extended Duty Load Weighing 1. Turn the MLB III EEPROM write protect switch to the right. 2. Run the car to the bottom landing. 3. Select Service Tool sequence (M-2-4-5) to access the Manual Load Calibration routine. 4. With car empty, readjust (if necessary) the OFFSET to show 1 - 2% load on the Service tool. Increase or decrease the OFFSET setting to obtain a LD% value of 1 - 2%. Note the value of parameter “OFSET”. Ld= 000 Ld%= 000 OFSET o:255n: 5. Run the car to the top landing. 6. Select Service Tool sequence (M-2-4-5) and readjust the OFFSET to obtain the same “Ld%” value as achieved with the car at the bottom landing. Note the value of parameter “OFSET”. Subtract the “OFSET” value determined at the bottom of the hoistway from the “OFSET” value determined at the top of the hoistway. The difference will be called the “Dynamic Offset”. 7. Select Service Tool sequence (M-2-3-4) and press GO ON to access parameter “Dynamic Offset”. Enter the “Dynamic Offset” value established in Item 6), above. 8. Select Service Tool sequence (M-2-4-5) and restore the value of parameter “OFSET” to the original setting achieved with the car at the bottom landing. Ensure that the LD% is restored to a value of 1 – 2%. 9. Next, place a full load in the car. Press the GO ON key and adjust the GAIN setting so that the value of "LD%" equals 100. Ld= 200 Ld%= 100 GAIN o:255:xxx 10. Turn the MLB III EEPROM write protect switch to the Protect position. 11. Run the car to landings in the mid hoistway region and the bottom of the hoistway. Confirm that the “Load%” value displayed on the Service Tool is consistent throughout the hoistway.
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C. ANSI Speed Check Circuit Confirmation The following procedure will be used to confirm that the ANSI Speed Check signals operate within the required tolerance and where required, make fine adjustments to the settings. ETSC Signal Confirmation 1. Select the Service Tool sequence (M-2-3-2) and set parameter “VELOC PROFILE 2” to the upper ETSC test speed, as per the table below. 2. Select the Service Tool sequence (M-2-1-2) and use the MGRU2 command to select Alternate Profile 2. 3. Press the GO ON key until the GTN command is selected. Avoiding the terminal landings where possible, use the GTN command to send the car on a long, full speed run to the bottom, then back to the top of the hoistway. Select sequence (M-2-4-2) and confirm that the car velocity matches the selected ETSC test speed. Confirm that the ETSC indicator on the MLB III I/O board turns off as the car reaches constant velocity in both directions. 4. Select the Service Tool sequence (M-2-3-2) and set parameter “VELOC PROFILE 2” to the lower ETSC test speed, as per the table below. 5. Avoiding the terminal landings where possible, use the GTN command to send the car on a long, full speed run to the bottom, then to the top of the hoistway. Select sequence (M-2-4-2) and confirm that the car velocity matches the selected ETSC test speed. Confirm that the ETSC indicator on the MLB III I/O board remains on as the car reaches constant velocity in both directions. 6. If the ETSC signal operates as defined in the above tests, the switch point is within the specified tolerance. Where required, adjust the ETSC switch point by increasing or decreasing SW4 as described in the Note at the end of this section. Car Speed
ETSC Trip Speed (94%)
1016 mm/s (200 fpm) 1778 mm/s (350 fpm) 2032 mm/s (400 fpm) 2286 mm/s (450 fpm) 2540 mm/s (500 fpm)
955 mm/s 1671 mm/s 1910 mm/s 2688 mm/s 2387 mm/s
ETSC Test Speed Upper Lower 978 mm/s 931 mm/s 1712 mm/s 1629 mm/s 1958 mm/s 1862 mm/s 2755 mm/s 2621 mm/s 2446 mm/s 2327 mm/s
SC Signal Confirmation 1. Select the Service Tool sequence (M-2-3-2) and set parameter “VELOC PROFILE 2” to the upper SC test speed, as per the table below. 2. Select the Service Tool sequence (M-2-1-2) and use the MGRU2 command to select Alternate Profile 2. 3. Press the GO ON key until the GTN command is selected. Avoiding the terminal landings where possible, use the GTN command to send the car on a multiple floor run down the hoistway, then back to the top of the hoistway. Select sequence (M-2-4-2) and confirm that the car velocity
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matches the selected SC test speed. Confirm that the SC indicator on the MLB III I/O board turns off as the car reaches constant velocity in both directions. 4. Select the Service Tool sequence (M-2-3-2) and set parameter “VELOC PROFILE 2” to the lower SC test speed, as per the table below. 5. Avoiding the terminal landings where possible, use the GTN command to send the car on a multiple floor run down the hoistway, then back to the top of the hoistway. Select sequence (M2-4-2) and confirm that the car velocity matches the selected SC test speed. Confirm that the SC indicator on the MLB III I/O board remains on as the car reaches constant velocity in both directions. 6. The switching velocity of the SC signal MUST not exceed 750 mm/sec, as per code requirements. If the SC signal operates as defined in the above tests, the switch point is within the specified tolerance. Where required, adjust the SC switch point by increasing or decreasing SW2 as described in the Note at the end of this section. 7. Once the ANSI Speed Check switches have been adjusted, restore parameter “VELOC PROFILE 2” to its original value. Car Speed
SC Trip Speed
1016 mm/s (200 fpm) 1778 mm/s (350 fpm) 2032 mm/s (400 fpm) 2286 mm/s (450 fpm) 2540 mm/s (500 fpm)
725 mm/s 725 mm/s 725 mm/s 725 mm/s 725 mm/s
SC Test Speed Upper Lower 750 mm/s 700 mm/s 750 mm/s 700 mm/s 750 mm/s 700 mm/s 750 mm/s 700 mm/s 750 mm/s 700 mm/s
Note: If it is required to decrease SW4 (or SW2) from 0 to F, SW3 (or SW1) must be decreased one count also. Likewise, when increasing SW4 (or SW2) from F to 0, SW3 (or SW1) must be increased one count. After each change to the ASC switches, use the above procedures to confirm the speed at which the SC and ETSC signals operate. For This Effect:
Do This:
Lower ETSC trip speed
decrease SW4
Raise ETSC trip speed
increase SW4
Lower SC trip speed
decrease SW2
Raise SC trip speed
increase SW2
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D: Final Counterweight Overbalance Confirmation Due to the mechanical characteristics and location of the machine in the GeN2 system, the counterweight overbalance shall be determined by monitoring the motor current with the car running. 1. Ensure that the mechanical installation of the elevator car is completed, including cab interior and toe-guard. 2. Obtain the specified overbalance percentage from the contract layout diagram. The standard overbalance setting for the GeN2 ANSI/CSA system is 47.5% 3. Place balanced load on the car. Refer to the table below for balance load values. Load on platform at 47.5% overbalance Duty Load – kg (lbs.) Balanced Load – kg (lbs.) Limited Duty 953 (2100) 453 (998) Limited / Extended Duty 1134 (2500) 539 (1188) Extended Duty 1360 (3000) 646 (1421) Extended Duty 1588 (3500) 754 (1659) Extended Duty 1814 (4000) 862 (1896) Extended Duty 2041 (4500) 969 (2133) Extended Duty 2268 (5000) 1077 (2370) 4. Connect a Service Tool to the DBSS. Select sequence (M-4-1-3-1) and press GO-ON to find the motor current display “Mtr i RMS”. 5. Connect another Service Tool to the MCSS. Select sequence (M-2-1-2) to access the motion command menu for running the car at contract speed. 6. Run the car from the bottom landing to the top landing and record the motor running current displayed on the Service Tool as the elevator car passes the mid travel point of the hoistway. 7. Run the car from the top landing to the bottom landing and record the motor running current displayed on the Service Tool as the elevator car passes the mid travel point of the hoistway. 8. Compare the average motor running currents up and down. If required, adjust the weight inside the cab and repeat the above steps until the readings are approximately equal. Note: Refer to the following table for typical balanced load motor running currents. The readings for the 5TC and 5TD machines will be higher, based on the higher operating speeds of the machines (2032 mm/s - 2540 mm/s), however, the balanced load running currents should still be as close to each other as possible in each direction. Mtr i RMS – Motor Running Current At Balanced Load (Typical) Load In Elevator -> Balanced Balanced Less 23 kg (50 lb) UP DOWN UP DOWN 2.5T Machine 2.3 A 1.5 A 2.1 A 2.6 A 5TA Machine 4.3 A 3.8 A 4.0 A 4.7 A 5TB Machine 3.3 A 2.6 A 3.5 A 4.3 A 5TC & D Machine See NOTE above.
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9. Determine the amount of weight added or removed from the cab to achieve equal currents, then add or remove the same amount of weight to the counterweight frame. 10. Ensure that the filler weights are tied down and secured into the counterweight frame. 11. As a final confirmation of the overbalance setting, move the car to the mid hoistway position and follow the procedure described below. a) Confirm that all hoistway doors are locked and that all personnel have exited the hoistway. Ensure that access to the hoistway is restricted during the balance testing procedure. WARNING ! Be Prepared For Unexpected Movement. Be Prepared To Drop The Brakes Immediately If Excessive Motion Is Observed. b) Energize both the machine and emergency brakes by: i. Verify that connector P4 on the RCBII is disconnected, preventing communications between OCSS and MCSS. ii. Place the CIS jumper located on the Maintenance Safety Panel in the J7 position and note that the UCM relay drops. iii. Enable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 ) and verify that the UCM relay picks. iv. While observing the SPB speed display, rotate the BRB2 keyswitch, located below the SPB, clockwise. v. Confirm that the “LB” and “UD” relays pick, indicating that both the Machine Brake Emergency Brake are energized. On systems with brake switch LEDs, verify that the “B” and “EB” LED’s change state. c) Observe for machine movement by monitoring the “Speed and Direction Indicators” on the Service Panel Board (SPB). d) Release the BRB2 keyswitch upon completion of balance confirmation. e) If the counterweight overbalance setting is correct, no motion will be observed when the brakes are lifted. In case the car moves, release the BRB2 keyswitch immediately. Check the balance settings by returning to Item 4 above to repeat the balance procedure. f) Disable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 ) and verify that the UCM relay drops. g) Restore the CIS jumper to the J1 position.
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E: Inspection Direction Limit Confirmation The Top of Car Inspection direction limits are implemented through software control and will stop the car at or before the terminal landing floor level, with the system on Top of Car Inspection mode. These limits are set in the factory as a contract parameter; however, they are to be checked and adjusted if necessary. The procedures for this test and adjustment follow. 1. Position the elevator one floor below the top terminal landing. 2. Using Control Room Inspection, run the elevator up towards the top terminal landing until the direction limit stops the car. 3. Verify that the car can be run in the down direction. 4. Position the elevator one floor above the bottom terminal landing. 5. Using Control Room Inspection, run the elevator down towards the bottom terminal landing until the direction limit stops the car. 6. Verify that the car can be run in the up direction.
Top of Car Inspection Top Limit Distance Confirmation Procedure: 1. Position the elevator to allow access to the car top. 2. Access the car top using the defined procedure. 3. Run the car up from the access position (monitoring car position and overhead clearances) until the car stops on the Top of Car Inspection Top Limit. 4. Verify that the car stops at this point and will not restart or run in the UP direction. 5. Measure the distance above the top of the car in the “Refuge Space” see (drawing on following page) to the nearest object at the top of the hoistway projecting into this space. If the distance is less than 1830 mm (72"), record the distance in centimeters (cm), and use the following adjusting procedure to correct this limit. 6. Run the car DOWN to the point of top of car access, and egress from the top of the using the defined procedure.
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Top of Car Inspection Top Limit Adjustment Procedure: 1. On the Motion Logic I/O Board (MLB III I/O), enable writing to the EEPROM by switching “EEPROM” switch (located at the top of the MLB III I/O board) out of the “PROT” position. 2. Use the Service Tool (M-2-3-7 3 times) to view the parameter “TCI_TOP_DIST” (top inspection limit distance from top floor) and record this value. Note, this value represents the distance below the top landing (in cm) for the top of car inspection limit. 3. Calculate the new top of car inspection limit as follows: TCI_TOP_DIST (new) = 183 – Measured Distance + TCI_TOP_DIST (old) Where:
•
TCI_TOP_DIST (new) = The new value in cm to be entered for the top of car inspection limit
• •
TCI_TOP_DIST (old) = Current value for TCI_TOP_DIST Measured Distance = Actual distance measure and value recorded at current top of car inspection limit to the top of the hoistway. TCI TOP DIST old:000 new:xxx
4. Enter the calculated value into the parameter “TCI_TOP_DIST” and press . 5. On the Motion Logic I/O Board (MLB III I/O), disable writing to the EEPROM by switching “EEPROM” switch back to the “PROT” position. 6. Repeat the Top of Car Inspection Top Limit Confirmation Procedure to verify the limit has been set correctly.
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F: Remote Governor Trip & Reset Confirmation Due to the location of the governor(s) with the machine-room-less GeN2 system, remote trip and reset features are provided to facilitate testing the governor and resetting the overspeed switch. The following procedure is provided to confirm operation of the remote governor trip & reset feature. Note: To protect the governor trip mechanism, the controller software will not enable governor trip operation if the car is running in a direction opposite to that required for governor activation. Car Governor 1. Position the elevator one floor below the top terminal landing. 2. Turn the Controller Inspection Switch to the INSPECTION position. 3. Place a temporary jumper on controller terminals C-074 to C-075. 4. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the GO ON button to select Safety Checks and set as follows to enable Car Governor Trip feature. •
CAR Gov Trp:enab
(Car Governor Trip: Enabled)
5. Using the Controller Inspection Station, initiate a down inspection run. With the car running down on inspection, press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor trip solenoid. Confirm that the car stops when the governor trips and the car safeties are applied. 6. TURN OFF THE MAIN LINE DISCONNECT SWITCH. LO/TO - TEST & VERIFY. 7. Place a temporary jumper on controller terminals C-019 and C-026 to bridge the safetyoperated switch (SOS). 8. Turn ON the Main Line Disconnect switch. 9. Using the Controller Inspection Station, run the elevator up to release the car safeties and reset the governor mechanism. 10. Remove temporary controller jumper from C-074 to C-075. 11. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the GO ON button to select Safety Checks and set as follows to enable Car Governor Reset feature. •
CAR Gov Rst:enab
(Car Governor Reset: Enabled)
12. Press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor reset solenoid. Release the “GOV TEST” button and confirm that the safety circuit is restored indicating that the governor overspeed switch is reset. 13. TURN OFF THE MAIN LINE DISCONNECT SWITCH. LO/TO - TEST & VERIFY. 14. Remove the temporary jumper from controller terminals C-019 and C-026. 15. Turn ON the Main Line Disconnect switch. Counterweight Governor (if applicable) 1. Position the elevator one floor above the bottom terminal landing.
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2. Turn the Controller Inspection Switch to the INSPECTION position. 3. Place a temporary jumper on controller terminals C-074 to C-075. 4. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the GO ON button to select Safety Checks and set as follows to enable CWT Governor Trip feature. 5. CWT Gov Trp:enab
(Counterweight Governor Trip: Enabled)
6. Using the Controller Inspection Station, initiate an up inspection run. With the car running up on inspection, press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor trip solenoid. Confirm that the car stops when the governor trips and the car safeties are applied. 7. Release the buttons as soon as the car stops to prevent belt damage. 8. Using the Controller Inspection Station, run the elevator down to release the counterweight safeties and reset the governor mechanism. 9. Remove the temporary jumper on controller terminals C-074 to C-075. 10. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the GO ON button to select Safety Checks and set as follows to enable CWT Governor Reset feature. 11. CWT Gov Rst:enab
(Counterweight Governor Reset: Enabled)
12. Press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor reset solenoid. Release the “GOV TEST” button and confirm that the safety circuit is restored indicating that the governor overspeed switch is reset. 13. Run the car to ensure the safeties have reset and are not dragging.
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SECTION 13 Acceptance Tests All tests described in this section are intended to meet the requirements of ASME A17.1-2000 & CSA B44-00.
Refer to ASME A17.1-2000 & CSA B44-00 Section 8.10.2 – Acceptance Inspection and Tests of Electric Elevators for reference. Code Required Tests The ASME A17.1-2000 & CSA B44-00 safety codes for elevators require specific tests to prove the effectiveness of the hardware and software safety devices as used with static drive (microprocessor) systems.
A. Power Opening of Doors – 8.10.2.2.1 (j) Power opening of doors checkout procedure consists of five parts. A1. Confirm that door can open only if elevator is in leveling zone. A2. Confirm that leveling zone extends not more than 75mm (3 in.) from landing. A3. Confirm that SC speed is set below 0.75 m/sec (150 fpm). A4. Confirm that elevator senses SC fault when set above threshold. A5. Confirm that door can open only if elevator speed is below SC speed. A1. Door can open only if elevator is in leveling zone 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Using menu M-2-1-2 and F OP1 command, open door. 4. Using menu M-2-3-7, change parameter LSP TYPE from "005" to "000". This eliminates interference from UCM during this demonstration. 5. Using menu M-2-1-2, enter command ST SB (stay in standby). This eliminates releveling during this demonstration. 6. Remove field wire from C-117 (DZ1). This simulates elevator is outside of releveling zone. LU indicator turns off. 7. Remove field wire from C-118 (DZ). This simulates elevator is outside of leveling zone. RUN2 and SAFE indicators turn off. Controller responds to elevator with door open being outside of leveling zone by forcing door closed. After door closes, RUN2 and SAFE indicators turn on again. Thus, controller allows door to be open only if elevator is in leveling zone. 8. Reconnect field wire to C-118. 9. Reconnect field wire to C-117. 10. Using menu M-2-3-7, change parameter LSP TYPE from "000" to "005".
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A2. Leveling zone extends not more than 75mm (3 in.) from landing 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Using menu M-2-3-2, record current value for VELOCITY MR Ins (machine room inspection velocity). 4. Using menu M-2-3-2, change value for VELOCITY MR Ins to 20 mm/s. 5. Using CI, run elevator up while observing LEDs on MLB III I/O board. LU and DZ will turn off. Position elevator exactly where DZ changes state. 6. Determine distance that elevator is from landing. This can be done either by physically measuring or by comparing its actual position (M-2-4-2 test; read mm count at P:) with learned floor table position (M-2-1-6 test; top line mm count next to floor number). The actual length of leveling zone is determined by physical placement of DZ1, DZ, and DZ2 sensors in position transducer. 7. Repeat in down direction. 8. Using menu M-2-3-2, change value for VELOCITY MR Ins to original setting (recorded in step 3).
A3. SC speed is set below 0.75 m/sec (150 fpm) 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Using menu M-2-4-6-1 (for KV1 software), press GO ON button to access display SC = ### mm/s. This is speed at which SC changed state during last run. 4. Confirm that SC speed displayed is below 750 mm/s (150 fpm). 5. The SC speed is determined via ANSI speed check encoder, which is independent of primary velocity transducer.
A4. Elevator senses SC fault when set above threshold 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Record settings for SC switches on MLB III I/O board (SW 1 and SW 2). 4. Change settings for SC switches on MLB III I/O board to "F" "F". This setting forces SC to remain in an active state at a speed above its maximum threshold. 5. Using menu M-2-1-2 and GTN command, run elevator at contract speed to another landing. Elevator will complete this run and shut down because SC remained in an active state above its maximum threshold.
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6. Change settings for SC switches on MLB III I/O board to original settings (recorded in step 3). 7. Reset MLB III I/O board by pressing CPU RST button.
A5. Door can open only if elevator speed is below SC speed 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Using menu M-2-1-2 and F OP1 command, open door. 4. Record settings for SC switches on MLB III I/O board (SW 1 and SW 2). 5. Change settings for SC switches on MLB III I/O board to "0" "0". This changes SC speed setting to 000 mm/s. RUN2 and SAFE indicators turn off. Controller responds by forcing door closed. After door closes, RUN2 and SAFE indicators turn on again. Thus, controller allows door to be open if elevator speed is below SC speed. 6. Change settings for SC switches on MLB III I/O board to original settings (recorded in step 4).
Safety Function Tests B. Selecting a Safety Function Test 1. If OCSS is connected when Service Tool sequence M-2-2-5-1 is selected, display will read: Please first Disconnect OCSS Once OCSS has been disconnected and with Service Tool connected to MLB III I/O board, select sequence M-2-2-5-1, display will read: Safety Function: Safty Tst V:disa The Safety Function is shown on lower line to left of colon. The Status (enab for enabled, disa for disabled) is shown on lower line to right of colon. 2. The safety tests available are: • • • •
Safty Tst V - Safety Test Velocity – Run elevator at a profile defined by TEST VEL, ACCEL, and JERK EEPROM parameters. Stop Cont.P - Stop Control Point – Disables normal stop control point allowing elevator to travel past all landings until elevator is stopped by another safety device. Abs.Overspd - Absolute Overspeed – Disables software checking of elevator overspeed condition. You can then use safety test profiles to overspeed elevator. Tract. Loss - Traction Loss – Disables software direction limits for inspection mode only. The software inspection/direction limits will remain disabled until system is put back on normal/automatic or until function is manually re-enabled using this menu.
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•
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Tracking Er - Tracking Error – Disables software checking of profile tracking. Tracking error fault is declared if elevator speed is not same as dictated speed ± tolerance. NTSD Dynam - NTSD Dynamic test – Disables dynamic NTSD checking. Dynamic NTSD checking is performed continuously as elevator enters terminal landing. NTSD Static - NTSD Static test – Disables static NTSD checking. Static NTSD checking is calculated when elevator reaches NTT or NTB vane approaching terminal landing. Overload - Overload – Allows elevator to leave landing even if it is overloaded. Dir Limits - Disables normal/automatic direction limits. Open Loop - Open Loop Mode – Enables feature to run car in open loop mode with DSD412 drive system only. Not applicable to GeN2 systems. CAR Gov Trp - Remote Governor Trip – Enables remote governor trip feature to allow operation of governor trip solenoid. CAR Gov Rst - Remote Governor Reset – Enables remote governor reset feature to allow operation of governor overspeed switch (OS) reset solenoid. CWT Gov Trp - Remote Counterweight Governor Trip – Enables remote counterweight governor trip feature to allow operation of counterweight governor trip solenoid. CWT Gov Rst - Remote Counterweight Governor Reset – Enables remote counterweight governor reset feature to allow operation of counterweight governor overspeed switch (OCS) reset solenoid. Brake Test – used in conjunction with the Maintenance Safety Panel to selectively lift the Machine and Emergency Brakes.
3. Use GO ON/GO BACK keys to scroll through safety functions. 4. Use Enter key to enable/disable selected safety function. Note that if any safety function is disabled (or SAFETY TEST VELOCITY function is enabled), it will only be disabled (or enabled) for next elevator run, and then will revert to enabled (or disabled) state. If SAFTEY TEST VELOCITY function is enabled, motion profile will be dictated using test profile generator parameters (VELOCITY TEST, ACCLERATION TEST, and JERK TEST) for one run. 5. Press SET key to exit this function and return to MLB Test Menu.
C. NTSD Test The NTSD test consists of two parts: NTSD Dynamic Test and NTSD Static Test. The Dynamic test must be performed first. Refer to ASME A17.1-2000 & CSA B44-00 Section 2.25.2 for reference. C1. Dynamic Test 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position empty elevator at least three floors from top landing. 3. Using menu M-2-2-2 and shift + 5, clear the MCSS error log. 4. Using menu M-2-2-5-1, Access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: •
Stop Cont P:disa
(Stop Control Point: Disabled)
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• NTSD Static:disa (NTSD Static: Disabled) 5. Using menu M-2-1-2 and GTN command, run elevator at contract speed to top landing. The elevator should make an NTSD dynamic stop at top landing. An NTSD error will be recorded in event log. The elevator will make a controlled stop at a higher deceleration rate (ACCELERA NTSD) and should stop in door zone. The elevator should not trip ETSD protective devices during run. 6. Using menu M-2-1-3-1, check door zone inputs. At least two sensors should be on. 7. If elevator does not stop in door zone, compare its actual position (M-2-4-2 test; read mm count at P:) with learned floor table position (M-2-1-6 test; top line mm count next to floor number). 8. If elevator stops outside of door zone and short of destination landing, decrease parameter “NTSD Comp Pcnt” (M-2-3-2). If elevator stops outside of door zone and goes past destination landing, increase parameter "NTSD Comp Pcnt" (M-2-3-2). 9. Repeat test after changing "NTSD Comp Pcnt". 10. With correct NTSD Comp Pcnt value, elevator should make an NTSD stop at floor level in door zone. 11. Return elevator to normal operation. Using menu M-2-1-2 and GTN command, position elevator with 125% load at least three floors from bottom landing. 12. Repeat test at bottom landing. If elevator goes below floor level at bottom landing, mm count in M-2-4-2 test will be negative.
C2. Static Test: 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position empty elevator at least three floors from top landing. 3. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • •
Stop Cont P:disa NTSD Dynam:disa
(Stop Control Point: Disabled) (NTDS Dynamic: Disabled)
4. Using M-2-1-2 test and GTN command, run elevator at contract speed to top terminal landing. The elevator should decelerate at a higher rate (ACCELERA NTSD) and stop in door zone. If NTSD vane lengths have been set correctly, elevator should stop within door zone, independent of load in elevator. The elevator should not trip ETSD protective devices during run. 5. If elevator does not stop in door zone, compare its actual position (M-2-4-2 test; read mm count at P:) with learned floor table position (M-2-1-6 test; top line mm count next to floor number). Calculate difference. 6. If elevator stops below door zone, move NTT vane toward top of hoistway by distance calculated in previous step. If elevator stops above door zone, move NTT vane down by distance calculated in previous step. 7. If it is necessary to reposition NTT vane, repeat learn run and repeat NTSD Static Test at top landing. 8. Return elevator to normal operation. Using menu M-2-1-2 and GTN command, position elevator with 125% load at least three floors from bottom landing.
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9. Repeat test at bottom landing. 10. If elevator stops above door zone, move NTB vane toward bottom of hoistway by distance calculated. If elevator stops below door zone, move NTB vane up by distance calculated. 11. If it is necessary to reposition NTB vane, repeat learn run and repeat NTSD Static Test at bottom landing. D. ETSD Test Stopping ability of the elevator with respect to terminal landing floor level is determined by the setting of the ETP vane length and the tension of the brake springs. The intent here is to set the vane length to stop an empty elevator at the top terminal before going onto the final limit. The empty elevator up test should be performed before the fully loaded elevator down test. Refer to ASME A17.1-2000 & CSA B44-00 Section 2.25.4 for reference. 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position empty elevator at least three floors from top landing. 3. Using menu 2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • • •
Stop Cont P:disa NTSD Static:disa NTSD Dynam:disa
(Stop Control Point: Disabled) (NTSD Static: Disabled) (NTSD Dynamic: Disabled)
4. Using menu M-2-1-2 and GTN command, run elevator to top landing. The elevator may stop before the floor or between door zone and final limit, but should not go onto final limit. 5. If elevator goes onto final limit, perform following steps. 6. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal position, place plug into limit/buffer position, and run elevator back to floor level. 7. Return controller inspection jumper plug back to normal position. 8. Increase length of top ETP vane. It is important not to extend top ETP vane to point that ETP operates at same time as or before ETSC signal. The calculation for vane length allows for some distance that ETP vane can be extended without causing ETP to operate before ETSC. 9. Repeat ETSD test at top landing as necessary. 10. After successfully completing ETSD at top landing, return elevator to normal operation, and using menu M-2-1-2 and GTN command, position elevator with 100% load at least three floors from bottom landing. 11. Using menu 2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • • •
Stop Cont P:disa NTSD Static:disa NTSD Dynam:disa
(Stop Control Point: Disabled) (NTSD Static: Disabled) (NTSD Dynamic: Disabled)
12. Using menu M-2-1-2 and GTN command, run elevator to bottom landing. The elevator may stop before the floor or between door zone and final limit, but should not go onto final limit.
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13. If elevator goes onto final limit, perform following steps. 14. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal position, place into limit/buffer position, and run elevator back to floor level. 15. Return controller inspection jumper plug back to normal position. 16. Increase length of bottom ETP vane. It is important not to extend top ETP vane to point that ETP operates at same time as or before ETSC LED. The calculation for vane length allows for some distance that ETP vane can be extended without causing ETP to operate before ETSC. 17. Repeat ETSD test at bottom landing as necessary.
E. Overload Test (capacity) Refer to ASME A17.1-2000 & CSA B44-00 Section 2.16.8 for reference. The purpose of this test is to demonstrate that passenger elevators "shall be designed and installed to safely lower, stop, and hold the car with an additional load up to 25% in excess of rated load." 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run elevator at contract speed to any landing. 3. Using menu M-2-1-2 and F OP1 command, open doors. 4. Place 125% load in elevator. 5. Using menu M-2-1-2 and FCLD command, close doors. 6. Use GTN command to run elevator back down to bottom landing. 7. If load shown on Service Tool is greater than 125%, using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: •
Overload:disa
(Overload: Disable)
8. Use GTN command to run elevator back down to bottom landing. 9. Using menu M-2-1-2 and F OP1 command, open doors. 10. Remove test weights from elevator.
F. Tripping Speed of Governor using Tachometer 1. Remove test weights from elevator. 2. Switch CIS to INSPECTION . Using CI, position cartop near floor level at top landing. 3. Access top of elevator. Using top of car inspection, run elevator up to reach governor. 4. Put top of car emergency stop switch in STOP position. 5. Attach nylon strap between crosshead and machine structure before removing governor rope linkage. 6. Disconnect governor rope linkage from safety rod.
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7. Hold tachometer on governor rope just as it exits through governor mounting bracket. 8. Allow governor rope linkage to drop and slowly accelerate as it falls. Listen for overspeed switch to click as it opens and immediately note tachometer reading. Record this value on Field Test and Data report. 9. Pull governor rope linkage back up toward top of hoistway. 10. Allow governor rope linkage to drop and slowly accelerate as it falls. Observe tachometer reading just as governor grabs governor rope. Record this value on Field Test and Data report. 11. If governor rope does not accelerate rapidly enough to get valid readings, attach a small weight to governor rope linkage. 12. Pull governor rope linkage back up toward top of hoistway. Reattach governor rope linkage to safety rod. 13. Manually reset overspeed switch. 14. Remove nylon strap between crosshead and machine structure. 15. Return top of car emergency stop switch to RUN position. 16. Using top of car inspection, run elevator down to egress cartop. 17. Return CIS to NORMAL position.
G. Overspeed Tests Refer to ASME A17.1-2000 & CSA B44-00 Section 2.18 for reference. G.1 Car Safety Test 1. If there are counterweight safeties present, prior to beginning this test access the top of car and tie down the counterweight safeties to prevent accidental application during this test. Ensure there are adequate clearances from the tie down means to any hoistway objects. 2. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 3. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position elevator with 100% load to top landing. 4. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3 to confirm values for both Acceleration Test and Jerk Test are same as contract acceleration and jerk values. 5. With Service Tool connected to MLB III I/O board, using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.13 to change Velocity Test value to a value slightly above the car governor overspeed switch setting. 6. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • •
Safty Tst V:enab Abs. Overspd:disa
(Safety Test Velocity: Enabled) (Absolute Overspeed: Disabled)
7. Using menu 2-1-2 and GTN command, run elevator to bottom landing.
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8. The governor overspeed switch should trip. 9. Use Service Tool M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run. Record this value on Field Test and Data report. 10. Use Service Tool M-2-2-5-1 to enable governor reset, and press GOV TEST button to reset governor overspeed switch. 11. Run elevator back to top landing. 12. Place a temporary jumper on controller terminals C-074 and C-075 to bridge governor overspeed switch. 13. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value to a value slightly above governor tripping speed. 14. Place CIS jumper in the J7 (bottom) position. Note that the UCM relay drops out. 15. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • •
Safty Tst V:enab Brake Test: enab
•
NOTE: The brake is designed to trip if the governor fails to trip at the correct speed. Check that the correct UCM Trip Speed is entered in the EEPROM with the Service Tool (M-2-3-8GO BACK). The values for this are: Contract Speed 0 – 1.02 m/sec 1.03 – 1.78 m/sec 1.79 – 2.03 m/sec 2.04 – 2.29 m/sec 2.30 – 2.54 m/sec
(Safety Test Velocity: Enabled) (Enable the Brake Test – Note the UCM relay picks)
UCM Overspeed Trip 1.76 m/sec 2.73 m/sec 3.04 m/sec 3.36 m/sec 3.36 m/sec
16. Using menu 2-1-2 and GTN command, run elevator to bottom landing. 17. When the elevator begins to move, switch the BRB2 keyswitch clockwise, (ON) and hold while observing the dual 7-segment display on the Service Panel Board. CAUTION: This display shows car speed (m/sec) when the car is moving. Release BRB2 and drop the brake if this display indicates the car is moving greater than governor tripping speed and if the governor does not trip. Maximum car governor tripping speeds are: Contract Speed 1.02 m/sec 1.78 m/sec 2.03 m/sec 2.29 m/sec 2.54 m/sec
Maximum Car Governor Trip Speed 1.42 m/sec 2.3 m/sec 2.6 m/sec 2.9 m/sec 3.2 m/sec
18. The governor should trip causing safeties to engage.
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19. Immediately after the safeties set, release BRB2 and turn OFF the CB1 circuit breaker. 20. Using menu M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run. Record this value on Field Test and Data report. 21. If the car stops on the brake and the safeties did not trip, the test was unsuccessful and the brake clearance must be checked for both the machine and emergency brakes (see the Brake Wear Inspection procedure, AAA29000AC BWI FM2 for Limited Duty and AAA29000AD BWI FM2 for Extended Duty. This information can be found here on Planet Otis: http://pegasus2.fe.us.otis.com/OECF_EXTERNAL/AAA29000AD_INDEX_SERVICE.htm). If the clearances are not within specified values, the brake must be replaced. 22. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value back to contract speed. 23. Observe hoistway location where elevator came to rest. Observe that elevator set level on safeties. Observe any evidence of racking or carframe damage. 24. Switch CIS to INSPECTION position. Return the controller inspection jumper plug to J1 (normal position). 25. Place a temporary jumper on controller terminals C-026 and C092 to bridge safety operated switch (SOS). 26. Turn the CB1 breaker back to the ON position. 27. Using CI, run elevator up to disengage safeties. 28. Using menu M-2-2-5-1, enable governor reset, and press GOV TEST button to reset governor overspeed switch. 29. Remove temporary jumper from controller terminals C-074 and C-075. 30. Remove temporary jumper from controller terminals C-026 and C-092. 31. Return CIS to NORMAL position. 32. Using menu M-2-1-2 and GTN command run elevator to landing. 33. Using menu M-2-1-2 and F OP1 command, open door. 34. Remove test weights from elevator. 35. Using menu M-2-1-2 and FCLD command, close door. 36. Using CI, position cartop near floor level at landing. 37. Access top of elevator. Inspect safety linkages on elevator. Verify that safety operated switch reset completely (for elevators with safety operated switch located on top of elevator). 38. Using top of car inspection, run elevator to hoistway location where elevator came to rest after safety test. Observe marks made when safeties contacted guide rails. Measure length of these marks and record this value on Field Test and Data report. File guide rails to repair damage to blade surface. NOTE: When 9672E safeties are used, the actual stopping distance is calculated by subtracting 148.5 mm. from the actual slide distance. This is due to the geometry of this safety with 2 knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the mark on the rail is identical to the stopping distance because this safety used only 1 knurled roller.
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G.2 Counterweight Safety Test 1. Prior to starting this test, if the counterweight safeties had been tied down during the car safety test, remove the tie downs and place them on the car safeties for the duration of this test. Ensure the tie downs have proper running clearances in the hoistway. 2. Disable OCSS – MCSS communications by disconnecting J4 from RCB II board, if connected. 3. With the Service Tool connected to the MLB III I/O board, using menu M-2-1-2 and GTN command, position elevator with 0% load level at the bottom landing. 4. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual TIP 1.1.15.1-3 to confirm values for both Acceleration Test and Jerk Test are the same as contract acceleration and jerk values. 5. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool Manual, TIP 1.1.15.1-3 to change Velocity Test value to a value slightly higher than the counterweight governor tripping speed. 6. Place a temporary jumper on controller terminals C-074 and C-075 to bridge governor overspeed switches. 7. Place CIS jumper in the J7 (bottom) position. Note that the UCM relay drops out. 8. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and enable Safety Checks as shown: • •
Safty Tst V: enab Brake Test: enab
(Safety Test Velocity: Enabled) (Enable the Brake Test: Note the UCM Relay picks)
NOTE: The brake is designed to trip if the governor fails to trip at the correct speed. Check that the correct UCM trip speed is entered in the EEPROM with the Service Tool (M-2-3-8 GO BACK). The values for this are: Contract Speed 0 – 1.02 m/sec 1.03 – 1.78 m/sec 1.79 – 2.03 m/sec 2.04 – 2.29 m/sec 2.30 – 2.54 m/sec
UCM Overspeed Trip 1.76 m/sec 2.73 m/sec 3.04 m/sec 3.36 m/sec 3.36 m/sec
9. Using menu M-2-1-2 and GTN command, run the elevator to the top landing. 10. When the elevator begins to move, switch the BRB2 keyswitch clockwise (ON) and hold while observing the dual 7-segment display on the Service Panel Board. 11. CAUTION: This display shows car speed (m/sec) when the car is moving. Release BRB2 and drop the brake if this display indicates the car is moving greater than the governor tripping speed and if the governor does not trip or if the UCM relay drops. Maximum CWT governor tripping speeds are:
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NSAA STANDARD WORK PROCESS Contract Speed 1.02 m/sec 1.78 m/sec 2.03 m/sec 2.29 m/sec 2.54 m/sec
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Maximum CWT Governor Trip Speed 1.56 m/sec 2.53 m/sec 2.85 m/sec 3.17 m/sec 3.5 m/sec
12. The governor should trip causing the counterweight safeties to engage. 13. Immediately after the safeties set, release BRB2 and turn OFF the CB1 breaker. 14. Turn the CIS switch to Inspection position. 15. Using menu M-2-2-5-1 and Shift+2, obtain the highest velocity achieved during the last run. Record this value on the Field Test and Data report. 16. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value back to contract speed. 17. Observe hoistway location where counterweight came to rest. Observe hoistway, car and counterweight for any evidence of damage. 18. Using CI, run elevator down to disengage counterweight safeties. 19. Using menu M-2-2-5-1, enable car governor reset and press GOV TEST button to reset counterweight governor overspeed switch. 20. Remove temporary jumper from controller terminals C-074 and C-075. 21. Return controller inspection jumper plug to NORMAL (J1) position. 22. Using CI, run the elevator on a short run down and then back up to confirm operation. 23. Access the car top and remove the means used to tie down the car safety lift rod mechanism. Ensure that the safety mechanism is operating correctly. 24. Run the car to the counterweight and inspect safety linkages on counterweight. Verify that the car safety operated switch reset completely. 25. Run the car to the hoistway location where the counterweight safeties came to rest after the safety test. Observe marks made when safeties contacted guide rails. Measure the length of these marks and record this value on Field Test and Data Report. File guide rails to repair any damage to the blade surface. NOTE: When 9672E safeties are used, the actual stopping distance is calculated by subtracting 148.5 mm. from the actual slide distance. This is due to the geometry of the of this safety with 2 knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the mark on the rail is identical to the stopping distance because this safety used only 1 knurled roller. 26. Exit car, restore to normal operation.
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H. Traction Test Refer to ASME A17.1-2000 & CSA B44-00 Section 2.24.2.3.2 for reference. 1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected. 2. With Service Tool connected to MLB III I/O, using menu M-2-1-2 and GTN command, run elevator at contract speed to top landing. 3. Using menu M-2-1-2 and F OP1 command, open door. 4. Place 100% load in elevator. 5. Using menu M-2-1-2 and FCLD command, close door. 6. Move CIS to INSPECTION position. Remove controller inspection jumper plug from its normal position and plug into limits/buffer position. 7. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown: • •
Tract. loss: disa Tracking Er: disa
(Traction Loss: Disabled) (Tracking Error: Disabled)
8. Using CI, run elevator up to fully compress counterweight buffer. 9. Attempt to run elevator UP on INSPECTION again. Either coated steel belts slip traction or driving system stalls. Either condition is acceptable, and duty of elevator determines which will occur. If coated steel belts slip traction, LEDs on Service Panel Board illuminate to demonstrate machine velocity, but elevator does not move. If driving system stalls, LEDs on Service Panel Board will not illuminate, and elevator does not move up. 10. Run elevator down until counterweight is no longer compressing counterweight buffer. 11. Check that counterweight buffer returns to its fully extended position. 12. Return controller inspection jumper plug to its normal position. 13. Return CIS to NORMAL position.
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I. Buffer Test Refer to ASME A17.1-2000 & CSA B44-00 Section 2.22 for reference. Caution! Do not jump out the final limit or buffer switches for this test. Notes: 1) No test is required for spring type buffers. This test applies to oil type buffers only. 2) Two procedures are provided, one method for systems with 3 or more stops and a second for those with only terminal landings (2 stops). The second method requires that the car be moved on control room inspection to a position just off the ETSD vane. This should still allow enough distance for the car to accelerate to full contract speed (up to 1.78 m/sec (350 ft/min)) before reaching the terminal landing. 1. Before beginning the buffer test procedures, tie down the safety rods on the car (and counterweight if present) to prevent accidental application of the safeties during the test. 2. Because of reduced clearance between toe guard and pit floor, assure pit is clear of obstructions and debris before proceeding with this test. 3. Check buffers for proper amount of Otis Spec. 10 oil and check buffer fill cap is tight. 4. Record length of buffer stroke on Field Test and Data report. 5. Disable OCSS – MCSS communications by disconnecting J4 from the RCBII board, if connected. 6. Position car below top landing. a) Method 1 – For Systems with 3 or more stops: With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run empty elevator at least one floor below top landing (but not within the bottom emergency terminal zone) to test counterweight buffer. b) Method 2 – For Systems with only 2 stops: i) With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run empty elevator to the bottom landing. ii) Place the car on Control Room Inspection (CI) by switching the CIS switch to “INS”, and move the car UP on CI and stop as soon as the ETP1 and ETP2 LED on the MLB III I/O board extinguish. iii) Place the car in Normal by switching the CIS switch to “NOR”. 6. Place two jumpers across the following controller terminal blocks; jumper 1 from C-113 to C122, and jumper 2 from C-122 to C-212. This will prevent interference with ETSD function. 7. Using menu M-2-2-5-1, access Safety Function display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6. Press GO ON button and set Safety Checks as shown: • • •
NTSD Dynam: disa NTSD Static: disa Stop Cont. P: disa
(NTSD Dynamic: Disabled) (NTSD Static: Disabled) (Stop Control Point: Disabled)
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8. Using menu M-2-1-2 and GTN command, run elevator to top landing. 9. The elevator should now move toward top landing and continue upward until counterweight impacts counterweight buffer. 10. Check counterweight and buffer for damage. 11. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal position, place into limits/buffer position, and run elevator back to floor level. 12. Check that counterweight buffer returns to fully extended position. 13. Return controller inspection jumper plug to its normal position, and remove the two jumpers on the controller. 14. Position car above bottom landing. a) Method 1 – For Systems with 3 or more stops: With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run the elevator with 100% load at least one floor above the bottom landing (but not within the top emergency terminal zone) to test car buffer. b) Method 2 – For Systems with only 2 stops: i) With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run empty elevator to the top landing. ii) Place the car on Control Room Inspection (CI) by switching the CIS switch to “INS”, and move the car DOWN on CI and stop as soon as the ETP1 and ETP2 LED on the MLB III I/O board extinguish. iii) Place the car in Normal by switching the CIS switch to “NOR”. 15. Place two jumpers across the following controller terminal blocks; jumper 1 from C-113 to C122, and jumper 2 from C-122 to C-212. This will prevent interference with ETSD function. 16. Using menu M-2-2-5-1, access Safety Function display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6. Press GO ON button and set Safety Checks as shown: • • •
NTSD Dynam: disa NTSD Static: disa Stop Cont. P: disa
(NTSD Dynamic: Disabled) (NTSD Static: Disabled) (Stop Control Point: Disabled)
17. Using menu M-2-1-2 and GTN command, run elevator to bottom landing. 18. The elevator should now move toward bottom landing and continue downward until elevator impacts car buffer. 19. Check car and buffer for damage. 20. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal position, place into limits/buffer position, and run elevator back to floor level. 21. Return controller inspection jumper plug to its normal position, and remove the two jumpers on the controller. 22. Check that car buffer returns to fully extended position. 23. Verify that slack belt switch is completely reset.
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J. Unintended Car Movement Protection Refer to ASME A17.1-2000 & CSA B44-00 Section 2.19.2 for reference. 1. Disable OCSS – MCSS communications by disconnecting J4 from the RCBII board, if connected. 2. Place a temporary jumper wire between controller terminals C-102 and C-103. 3. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position elevator one floor from top landing. 4. Either of two methods can be used to demonstrate unintended car movement. Steps 4 through 7 (preferred method) are used for demonstration with doors closed. Steps 8 through 11 (alternate method) are used for demonstration with doors open. Results are identical. 5. Preferred method - Using menu M-2-1-2 and FCLD command, close doors. 6. Preferred method - Remove the FDS field wire from terminal C-057 (simulates an open door lock) and GS field wire from terminal C-022 (simulates open gate switch). Make sure GTC field wire remains connected to C-057. 7. Preferred method – Lift both brakes and conduct test: a) Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out. b) Enable the Brake Test on the Service Tool (M-2-2-5-1 ) and note the UCM Relay picks c) While observing SPB speed display, rotate the BRB2 keyswitch, located below the SPB, clockwise. d) The car starts to move and the UCM circuitry detects movement, activates emergency brake, and stops elevator before elevator moves 1220 mm (48 in.) from landing in either direction with any load up to 125% load. e) CAUTION: If car movement is not detected or excessive speed is detected, release the BRB2 keyswitch immediately. 8. Preferred method - Replace field wires on terminals C-057 and C-022. 9. Alternate method - Using menu M-2-1-2 and F OP1 command, open doors. 10. Alternate method - Position a barricade in front of doors. 11. Alternate method - Position a person in front of the barricade to keep people away. 12. Alternate method – Lift both brakes and conduct test: a) Verify OCSS communications is disabled (remove RCBII: J4) b) Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out. c) Enable the Brake Test on the Service Tool (M-2-2-5-1 ) and note the UCM Relay picks d) While observing SPB speed display, rotate the BRB2 keyswitch, located below the SPB, clockwise. e) The car starts to move and the UCM circuitry detects movement, activates emergency brake, and stops elevator before elevator moves 1220 mm (48 in.) from landing in either direction with any load up to 125% load. f) CAUTION: If car movement is not detected or excessive speed is detected, release the BRB2 keyswitch immediately.
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13. Measure distance elevator moved away from landing. Record this value on Field Test and Data report. 14. Remove the temporary jumper wire between controller terminals C-102 and C-103 15. Replace J4 on RCBII and restore the CIS jumper to the J1 position. 16. Reset UCM by pressing UCMRST button on MLB III I/O board. 17. Reset MLB III I/O board by pressing POR button. 18. Using menu M-2-1-2 and GTN command, run elevator to landing.
K. Ascending Car Overspeed Protection Refer to ASME A17.1-2000 & CSA B44-00 Section 2.19.1 for reference. 1. Disable OCSS – MCSS communications by disconnecting J4 from the RCBII board, if connected. 2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, position elevator at bottom landing. Ascending Car Overspeed is demonstrated with empty car. Refer to 8.10.2.2.2(cc)(1). 3. Using menu M-2-3-2, access Profile Generator Parameters 1 display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6 to confirm values for both Acceleration Test and Jerk Test are same as contract acceleration and jerk values. 4. Using menu M-2-3-2, access Profile Generator Parameters 1 display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6 to change Velocity Test value to a value slightly above governor overspeed switch setting. 5. Using menu M-2-2-5-1, access Safety Function display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6. Press GO ON button and set Safety Checks as shown: • •
Safty Tst V:enab Abs.Overspd:disa
(Safety Test Velocity: Enabled) (Absolute Overspeed: Disabled)
6. Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out. 7. Enable the Brake Test on the Service Tool (M-2-2-5-1 ) and note the UCM Relay picks. 8. Using menu M-2-1-2 and GTN command, run elevator to top landing. 9. As elevator begins to run, rotate the BRB2 keyswitch, located below the SPB, clockwise, while observing SPB speed display. This will prevent machine brake from dropping until after elevator comes to a complete stop. 10. When elevator reaches governor overspeed switch tripping speed, ACO circuitry activates emergency brake and stops elevator. CAUTION: If the overspeed trip switch does not trip or excessive speed is detected, release the BRB2 keyswitch immediately. 11. Using menu M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run. Record this value on Field Test and Data report.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 86 of 107
12. Using menu M-2-2-5-1, enable governor reset, and press GTR button to reset governor overspeed switch. 13. Replace J4 on RCBII and restore the CIS jumper to the J1 position. 14. Reset UCM by pressing UCMRST button on MLB III I/O board. 15. Reset MLB III I/O board by pressing POR button. 16. Using menu M-2-3-2, access Profile Generator Parameters 1 display as described in LMCSS Service Tool User’s Manual, TIP 31.4-6 to change Velocity Test value to contract speed.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 87 of 107
Buffer Stroke UNITS
CAR SPEED
BUFFER STROKE
ft/min mm/s
200 1016
4 in 100 mm
ft/min mm/s
350 1778
8.25 in 205 mm
ft/min mm/s
400 2032
11.5 in 292 mm
ft/min mm/s
450 2286
17 in 431 mm
ft/min mm/s
500 2540
17 in 431 mm
Max Governor Trip Speeds and Min - Max Stopping Distance UNITS
CAR SPEED
STOPPING DISTANCE MIN - MAX
GOVERNOR TRIP SPEED MAX
POT SWITCH TRIP SPEED MAX
ft/min mm/s
200 1016
4 - 22 in 102 - 559 mm
280 1422
252 1280
ft/min mm/s
350 1778
10 - 40 in 254 - 1016 mm
452 2296
407 2066
ft/min mm/s
400 2032
13 – 48 in 330 - 1219 mm
510 2591
459 2332
ft/min mm/s
450 2286
17 – 58 in 432 – 1473 mm
568 2885
511 2597
ft/min mm/s
500 2540
20 – 68 in 508 – 1727 mm
625 3175
563 2858
The potential switch must not exceed 90% of the actual governor tripping speed. The CWT governor tripping speed must be 101 – 110% of the actual car governor tripping speed. The CWT potential switch must not exceed 90% of the actual CWT tripping speed.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 88 of 107
SECTION 14 This section presents a guide to start up the Operational Control Sub-System and check the elevator operational features. The OCSS may be started prior to evaluating the motion performance of the elevator system, since it is not possible to observe motion performance from the control room with the machine-room-less configuration. Operational Control Start Up 1. Confirm the voltages to the Ring Car Board (RCB II) at the board connector plug terminals indicated. Circuit Description Ring Car Board Ring Car Board
From (+) P2-2 P2-4
To (-) P2-6 P2-5
Voltage 10.8 – 13.2 VAC 9.0 – 11.0 VAC
2. Turn ON circuit breakers CB7 and CB17. 3. Confirm the following circuit voltages at the controller terminals indicated. Circuit Description 30DC3 – Controller / Group RSL 30DC4 – Car Fixtures RSL
From (+) C-180 C-132
To (-) HL2 HL2
Voltage 27.0 – 33.0 VDC 27.0 – 33.0 VDC
4. Ensure there are no high voltages (above 50 VAC) on the Ring Car Board II connector pins listed in the following table, with respect to HL1. The connectors referenced in the table are the RSL data lines for the RCB II, which MUST not be connected to 115 VAC. Connector P5
Pins 2, 3, 4, 5, 7, 8
Reference HL1
5. TURN OFF THE MAIN LINE DISCONNECT SWITCH. LO/TO - TEST & VERIFY. 6. Install all Ring Car Board II wiring connectors into the respective sockets on the board. 7. Install the RCB II battery connector to the P10 socket. 8. Switch the CIS to INSPECTION. 9. Connect a Service Tool to the RCB II. 10. Turn ON the Main Line Disconnect switch. 11. Select Service Tool sequence (M-1-5-1) to clear the RCB II battery backed “PF RAM”. Select sequence (M-1-5-2) to clear the RCB II battery backed “SAC RAM”. 12. Select Service Tool sequence (1-7-2) and set the system clock to the current time and date.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 89 of 107
13. Confirm that the following LEDs on the RCB II are blinking to indicate correct operation of the associated function: •
GL1 : Watch dog
•
GL2 : Communication to MCSS
•
GL3 : Ring communication to other RCBII, or loop-back if simplex car.
•
GL4 : Ring communication to other RCBII, or loop-back if simplex car.
14. Confirm that the LED’s “SPB-OK” and “COM-OK” are flashing on the Service Panel Board to indicate that the OCSS to SPB communications is operational. Confirm that either the “Charge” or “Maintenance” LED’s are illuminated on the SPB to indicate normal battery status. 15. Select Service Tool sequence (M-1-1-1) to monitor status of the operational control. With the elevator on Inspection mode, the service tool display will indicate “INS” mode as indicated in the following example. A–10 INS M- >”. Hit the key to proceed.
•
The service tool will now display ‘To save data to / EEPROM hit >’. To save the data to EEPROM automatically hit go-on. Otherwise hit the module, function or set keys to abort the test. If the saving operation is aborted, the determined parameters will not be saved to EEPROM but will be available for inspection in menu M-4-4-2.
•
When prompted by the SVT display, turn the E2 write protect switch to the CHANGE position.
•
The data will be saved.
•
When prompted by the SVT display, turn the E2 write protect switch to the PROTECT position.
•
Hit the ‘go-on’ key to continue.
•
The service tool will now remind you that to view the results of the tests you can display them by going to menu M-4-4-2.
Exiting the Auto Tune Mode •
Turn the E2 write protect switch on the processor board to the CHANGE position.
•
Use the Service Tool to access menu 4-3-1-1 and hit the key until the parameter ‘Auto Tune 1/0’ is displayed. Set the parameter to 0.
•
When “WAIT” is no longer displayed on the processor board LEDs hit the RESET button on the processor board to POR the drive. Hitting RESET will allow the drive to change modes. The LED display on the processor board will no longer show “0AA” or “0A0” to indicate that the drive is in auto-tune mode.
If the auto tune routine fails to execute, the problem may be that some "hidden" parameters, only visible during auto tuning, may be blank. The actual values of the parameters are not important, only that they are not blank. After the Auto Tune parameter been set to a 1, check
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 104 of 107
that the following hidden parameters have non-blank values. If they are blank, set to the values indicated in the parenthesis on the following page. M-4-3-1-4 Mtr shft pwr kW (0) Rtd mtr spd RPM (1) Rtd mtr In-In V (100) Rtd mtr freq Hz (10) Mtr Lsigma H (0.001) M-4-3-1-1 Max LR ampl PU (0.2) G. Relative Car Position Test (CSB Traction Test)
The PVT test service tool menu (M-2-4-2) was revised to display the Relative Position (RP) and Adjusted Position (PS). This display was added as a tool to facilitate testing the traction ®
of the Gen2 Coated Steel Belts (CSBs). This new display is accessed with a entry from the service tool. Required Field Action: Procedure to access the traction of the CSBs: 1. Remove the load from the car (empty car) and move to the bottom landing. 2. Use the service tool connected to the OCSS (RCB II) to enter car calls. 3. Run the car to the top landing, then back to the bottom landing without recording any data. 4. Record the values for PS(bottom) and RP(bottom initial). See NOTE. 5. Run the car to the top landing 6. Record the value for PS(top). See NOTE. 7. Run the car back to the bottom landing. 8. Record the value RP(bottom final). See NOTE. 9. Perform the following calculation: 10. Repeat steps 4–9 twice (total of three sets of data). 11. Calculate the average slip rate for all three runs. • If slip rate is less than or equal to 1 mm/meter, test passes.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 105 of 107
• If slip rate is greater than 1 mm/meter, do the following: • Check overbalance. If overbalance is off more than 50 lb., correct and retest. • Check if the car is landing level to the floor. If the car is landing more than 3 mm from floor level correct (i.e., check drive parameters and load weighing) and retest. • If the car is landing at floor level and overbalance is acceptable, clean CSBs and sheaves and retest. If retest is unsatisfactory, contact NSAA Engineering.
NOTE: To display the relative position and adjusted position on the service tool, use M-2-4-2 menu, then . To return to the original display, enter .
H: Operational Features Prior to final handover of the elevator system all elevator operational control features must be confirmed for correct function. The following points can be used as a guideline to ensure that all features are checked. •
Confirm that ALL COP buttons, switches, indicators and additional features are operational.
•
Confirm that ALL hall buttons, hall lanterns, hall key switches, indicators and additional hall features are operational.
•
Confirm that ALL specified special service features, including Firemen’s Service, Emergency Power, Earthquake Operation, etc., are operational in accordance with the specifications of the AHJ.
•
Confirm that door open, door close and reversal times are the same for each car in the group.
•
Confirm that ALL special operations, including Card Reader, Secure Access, Car to Lobby, EMS, Inspection, Access, ELD, etc. are operational.
•
Confirm that, where provided, the emergency communication means is operational under both normal power and backup (battery) power.
I: Installation Completion When the installation and adjusting is completed, the following checks should be performed: Control Room: •
Controller wiring should be laced up
•
Control room duct covers installed
•
Controller covers, doors, duct covers installed
•
Controller cleaned
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 106 of 107
•
Control room free of construction debris
•
Control room equipment labeled
•
All spare Traveling Cable wires MUST be grounded at the HL3 terminals!
Hoistway: •
Duct covers, Box covers installed
•
Hoistway cleaned of construction debris
•
Top of car Covers installed
•
Coated Steel Belt (CSB) tension equalized
•
Machine guards, governor guards, cable guards installed
•
Hoistway doors operate smoothly and free of debris and dirt
•
COP wiring laced up
•
Car and Hall Fixtures aligned and installed correctly
Note: 1) Complete Field Test and Data Report! 2) Complete Ride Quality measurements and evaluation. 2) All Adjustments should be complete at this time.
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S.W.P. N-1.1.18.0-2 Date: 7/23/2007 Page: 107 of 107
ALWAYS •
Always follow all Job Site Safety Guidelines
•
Always perform at least a verbal JHA with all parties involved during the adjusting procedure
•
Always communicate your intentions to those working with you
•
Always read the whole procedure at least once before adjusting the elevator
•
Always contact your Superintendent for advice if something does not go as planned
•
Always check barricades and hoistway before moving the car
•
Always remember that a construction site is full of hazards. Be sure to take all precautions to minimize exposure to them
NEVER •
Never assume
•
Never do anything that makes you feel unsafe no matter what
•
Never rush
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Page 1 of 14
TECHNICAL INFORMATION PUBLICATION TIP 0.1.5-46
Gen2™ Entrapped Passenger Removal Process September 22, 2006
REQUIRED READING:
REVISION HISTORY:
SYSTEM:
COMPONENT/SUBSYS.: SUBASS./PARTS: SAFETY CONCERNS:
Field Operations Manager Maintenance Supervisor Construction Superintendent Subject Matter Expert Thomas Butwell Craig A. Buckley
Low-Rise Escalator
Date October 11, 2004 September 22, 2006
Mid-Rise All
High-Rise None
All Traction Other: Gen2™
Safety Potential Hazards:
Equipment Category: Glasses/Face Shield Ear Protection Gloves Harness/Coveralls Safety Shoes Other
SUMMARY:
Reason for Revision New TIP Text Revisions
Gen2™ Safety Methods
Fall Crush Mechanical Electrical Chemical Other PPE REQUIRED:
Modernization Supervisor Repair Supervisor Field Engineer
Refer to Section:
None None Specific Type of Equipment: None
None
This TIP explains the proper procedures to remove entrapped passengers safely and efficiently from a Gen2™ elevator system. It is based on the Gen2™ Passenger Rescue for Extended Duties Document (AAA29000AD_PRALL_FM2) developed by OEC-F, dated August 30, 2004.
Warning: This work, and the information contained herein, is the proprietary, confidential property of the Otis Elevator Company, and is made available here to Otis’ employees solely for use on behalf of the Otis Elevator Company. This work, and the information contained herein, shall not be used for any purpose, reproduced, distributed, or disclosed by or to anyone not having a specific need to use this work, and the information contained herein, on behalf of the Otis Elevator Company, without the express written permission of the Otis Elevator Company. Any unauthorized reproduction, disclosure, or distribution of copies by any person of any portion of this work may be a violation of the copyright law of the United States of America and other countries, and could result in the awarding of statutory damages for infringement, as well as further civil and criminal penalties. Unpublished Work - © Copyright 2006, Otis Elevator Company
Page 2 TIP 0.1.5-46 September 22, 2006
TECHNICAL INFORMATION PUBLICATION
Safety All jobsite work activity must be in full compliance with Otis Worldwide Jobsite Safety Standards (WWJSSS). When carrying out this procedure, particular consideration should be given to control of the elevator, LOTO, hoisting and rigging, ensuring public safety (signs and barriers), working in close proximity of unguarded rotating equipment (sheaves) and the wearing of appropriate PPE (hand gloves, etc.). The mechanic(s) carrying out the process shall complete a formal written JHA to familiarize themselves with the work environment and the task at hand. Some hazards include hand cuts, sprains, and strains from lifting and stretching, building and hoistway obstacles, low overheads, high overheads, and other running elevators and counterweights in adjacent hoistways. If you are unsure of the WWJSSS standards regarding the task at hand, immediately stop work and consult your supervisor.
Introduction This document details proper methods to remove passengers safely when a problem occurs in a Gen2™ elevator system. These methods enable the elevator service examiner to remove entrapped passengers efficiently while complying with all elevator code requirements. This document describes the processed that apply to the following scenarios: 1. Rescue without Moving the Elevator 2. Brake Coil Failure 3. Manual Rescue Operation (MRO) A. MRO with Balanced Load Condition B. MRO with Unbalanced Load Condition 4. Car Safeties Applied A. Car Safeties Applied Using Control Room Inspection B. Car Safeties Applied Using Manual Chain Hoisting Method
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Evacuation Rules NOTE: There are some basic rules that apply in all cases and must be followed with any type of evacuation. 1. Only an experienced elevator mechanic should perform the evacuation. Remove the passengers as quickly as reasonably possible, but never with the risk of injury to the passengers or Otis personnel. 2. Before the passengers are removed from any exit, lock out, tag out, test, and verify the main line switch. Close and lock the controller door with a second personal lock (see Figure 1). Leave the car lighting energized.
Figure 1: Second Personal Lock to Lock the Controller Door
NOTE: This rule applies even if there has been a power failure. 3. Do not open the doors unless someone is at the landing to assist the passengers when they are exiting the elevator. Passenger Evacuation Procedure WARNING: Otis personnel will not advise a customer on how to perform a passenger evacuation except under life threatening situations. See Service Policy SPG-112. 1. Communicate with the passengers. Determine how many passengers are in the car. Are any passengers ill or injured? Does anyone require special
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assistance? Inform the local EMS or the fire department for possible emergency response. Are the lights on in the elevator car? Are the car doors open or closed? What were the conditions leading up to the entrapment? How long have passengers been trapped? Tell the passengers to not open the doors. 2. Keep the passengers informed. Communicate to the passengers the steps being taken throughout the evacuation process. Instruct the passengers to stay away from all doors. Instruct the passengers not to touch any buttons unless asked to do so. 3. Ask the passengers to check that the car Stop Switch is in the RUN position. Try pushing the Door Open button. Check car doors to make sure they are fully closed. 4. Check position of car and status of doors. From a nearby landing, use emergency door key to open the hoistway door (if possible). Verify the status of the car doors (open or closed). Check and note approximately how far car is above or below floor level. 5. Perform a quick diagnostic check from the machine room. Check the faults with a service tool. Check main power. Check for open fuses. Check for contact(s) not making. Check that the safety circuit (safety chain) is closed. After determining the cause of the elevator shutdown, either replace the fuses, correct faults, and reset the controller system to regain elevator operation or remove these faults: •
Remove power to the elevator. To minimize body exposure to a faulty disconnect switch, stand to the side of the disconnect when shutting off power to the unit.
6. Connecting the gate switch monitor tool to the Gen2 when using MRO. NOTE: Be sure power is removed from the controller before connecting the tool and moving the car on MRO.
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Figure 2: Gate Monitor Tool (p/n AAA21750B1)
For the Gen2™ gate switch monitoring points, please hook up the gate monitor tool (AAA21750B1) to the wires lifted from the following controller terminal points: •
On units with front gate switch only, remove field wires on C-022 and C-023 controller terminals and attach to monitor wires.
•
Units with both front and rear gate switches will require the connector wires to be put in series to monitor both at once. This is accomplished by removing wires: o Front gate Switch C-022, C-023 o Rear Gate Switch C-025, C-024
•
Using an Otis approved jumper, tie the C-023 wire to the C-025 wire and then attach the monitor wires to C-022 and C-024. That will allow both circuits to be monitored at the same time.
NOTE: Information on this should be recorded on the jobsite card (p/n AAA102AGS1, see Figure 3) in the kit. After all passengers are removed and before the unit is either repaired or left shut down for a repair team, please return the wires removed back to their proper connections and remove the gate switch monitoring tool.
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TECHNICAL INFORMATION PUBLICATION
Figure 3: Jobsite Card (p/n AAA102AGS1) •
The green light should be lit after switching the monitoring device on.
•
The red light and buzzer will come on if the car door is open.
•
Only move the car in Manual Rescue Operation when the green light is present.
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1. Rescue without Moving the Elevator 1. Repair the fault and restore the elevator to normal operation (if possible) and ensure that the passengers exit safely. 2. Repair the fault and let the elevator recover to the nearest landing (if possible) if the car cannot be easily returned to normal operation. Then evacuate the passengers at that landing. 3. Remove power to elevator, lock out, tag out, test, and verify. Gain access to the elevator hoistway doors closest to elevator position. 4. Communicate with the passengers. Reassure the passengers and advise them you are gaining access to rescue them from the elevator. Advise the passengers to remain calm, and not to open the doors. Communicate with trapped passengers during the rescue operation, so it will give them peace of mind while waiting to be let out. 5. Go to the landing where the elevator is situated and open the doors with an emergency door key. Bring a ladder with you to help in the removal of the passengers from the car, if the car is not level at the floor. 6. Assist the passengers exiting the elevator. 7. If the car is above the landing and no opening exists between the toe guard and the landing sill, then open the doors with an emergency door key. Rescue the passengers from the elevator. 8. If the car is more then 12 in. below the landing, and there is a minimum of 24 in. between the landing sill and the car door transom, then open the door with an emergency door key and rescue the passengers from the elevator. Help may be needed to perform the passenger removal. Have a ladder with you before opening the doors for more efficient passenger removal. 9. Keep the car secured until the problem is corrected and the elevator is returned to service. Report the shutdown to the Otis supervisor and sales representative to notify building owner.
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2. Brake Coil Failure 1. Remove power to the elevator, lock out, tag out, test, and verify. Gain access to the car top. 2. Communicate with the passengers. Reassure the passengers and advise them that you are gaining access to the top of the car to rescue them from the elevator. Advise the passengers to remain calm, and not to open the doors. Communicate with the trapped passengers during the rescue operation, so it will give them peace of mind while waiting to be let out. 3. Access car top. Use all proper tools and safety methods required by Otis. 4. Place the rigging for use of friction rail clamp on the car top. 5. Install the rail clamps on both car rails. Place the clamps on the rails as high above the crosshead as possible to afford maximum distance of lift. When using rail clamp method, select the proper sized capacity chain tuggers, slings, and other required devices to accommodate all system weights (car, tools, passengers, mechanic, and weights) per Otis safety policies.
Figure 4: Friction Rail Clamps (MT-102051-1)
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Page 9 TIP 0.1.5-46 September 22, 2006
6. Raise the car with the hoist. If there is slack in the belts when lifting the car, stop the procedure, evaluate why the counterweight is not going down. Raise the car to floor level. If car cannot be brought to floor level before hoists run out of hoist chain, then friction clamps and rigging will have to be moved higher on rails and the process repeated until the car is at floor level. 7. Lift car to a position where the passengers can be released. Keep tension on hoists. 8. Open the doors and allow the passengers to exit at the floor level. 9. Keep the car secured until brake coil failure can be corrected and the elevator can be returned to service. Report the shutdown to the Otis supervisor and sales representative to notify building owner.
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3. Manual Rescue Operation (MRO) A. MRO with Balanced Load Condition 1. Remove power to the elevator, lock out, tag out, test, and verify. Gain access to the car top. 2. Communicate with the passengers. Advise the passengers to remain calm, and not to open the doors. Communicate with the trapped passengers during the rescue operation, so it will give them peace of mind while waiting to be let out. 3. Go to the landing where the elevator is situated and open the doors with an emergency door key. 4. If the car is level with the floor or no higher than the length of the toe-guard above the landing or the car door transom is no closer than 24 in. above the landing sill, open the inner doors and assist the passengers to evacuate the elevator at the landing. To prevent an open hoistway situation, there must be no gap between the toe guard and the hoistway door sill. If an open space exists between the bottom of the toe guard and the landing sill, then removal of the passengers cannot be accomplished at this landing. Add weight to the elevator to overcome the balance load. Therefore, determine if it is best to add weight to the car top or inside the car. Add approximately 150 lb. (68 kg). 5. Once the weight is added, install the gate monitor tool (see page 4) and move the car to a landing utilizing Manual Rescue Operation (MRO). See steps for MRO instructions. 6. Open the hoistway door using the emergency door key. 7. Assist the passengers exiting the elevator. B. MRO with Unbalanced Load Condition 1. Communicate with the passengers. Advise the passengers to remain calm, and not to open the doors. Communicate with the trapped passengers during the rescue operation, so it will give them peace of mind while waiting to be let out. 2. Remove power to the elevator, lock out, tag out, test, and verify. Follow LOTO even during a power failure. NOTE: Install the gate monitor tool (see page 4). 3. Set CB2 circuit breaker to the OFF position.
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4. Ensure CB1 circuit breaker is in the ON position. 5. Insert the key in the Manual Rescue Enable keyswitch BRB2. 6. Notify the passengers that the elevator is about to move. The elevator will move in short pulses in the direction of the system overbalance. If the elevator does not move due to a balanced car situation, add weight to the elevator car. 7. Turn the manual rescue enabled keyswitch BRB2 to the ENABLED position and then depress the BRB1 button at the bottom of the service panel board. The elevator will move in short pulses in the direction of the system overbalance. 8. Direction and movement of elevator will be displayed on the Service Panel Board LEDs. Car position will be on the service panel board display when the car motion stops. The DZ light on the service panel board will illuminate when the car is in the door zone ±3 in. (±76 mm). 9. The elevator will automatically stop at the next-door zone if constant pressure is maintained on BRB1 and the Manual Rescue Enabled keyswitch. If it is a secured floor or the passengers can not be removed at the floor, repeat Manual Rescue Operation steps and move the elevator to the next available floor where passengers can be removed safely. 10. Release the BRB1 button and release and remove the Manual Rescue Enable key. Manual rescue key should not be left in the keyswitch or stored in the controller. 11. Go to the landing indicated on the Service Panel Board Position display. Manually open the doors to evacuate the passengers. Use the Emergency Door Release key to open the hoistway door. 12. After rescue; with the car at a terminal landing, manually close the car doors. Set CB2 to the ON position and restore the main line disconnect to the ON position to ready the elevator for the building power restoration. When building power is restored, the car will have to be moved away from the terminal landing using controller inspection before it will return to normal operation. 13. After rescue, with the car at any other landing than a terminal, manually close the car doors. Set CB2 to the ON position and restore the main line disconnect to the ON position to ready the elevator for the building power restoration.
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4. Car Safeties Applied A. Car Safeties Applied Using Control Room Inspection 1. Communicate with the passengers. Reassure the passengers and advise them you are running the car up to rescue them from the elevator. Advise the passengers to remain calm, and not to open the doors. Communicate with the passengers during the rescue operation to give them peace of mind while waiting. 2. Place elevator on Control Room Inspection (CRI) operation. 3. Reset the governor overspeed switch if tripped. 4. Run elevator up by using CRI to reset car safeties. If the elevator does not run up to disengage the safeties, follow step 1 from the next section. 5. Run the elevator to the nearest landing and position it at floor level. Run up until the DZ light activates. The car will be ±3 in. (±76 mm) from the landing. 6. Remove power to elevator, lock out, tag out, test, and verify. Lock controller door with a second personal lock. 7. Open the elevator door. Use the Emergency Door Release key to open the hoistway door. Release the passengers and help them out of the elevator. B. Rescue with Car Safeties Applied Using Manual Chain Hoisting Method 1. Remove power to the elevator, lock out, tag out, test, and verify. Lock controller door with a second personal lock. 2. Gain access to the car top. 3. Access the car top using all proper tools and safety methods required by Otis. 4. Place rigging for friction rail clamp on the car top. 5. Install rail clamps on both car rails. Place clamps on rails as high above the crosshead as possible to afford maximum distance of lift. 6. Raise the car with a hoist. If there is slack in the belts when lifting the car, stop the procedure and evaluate why the counterweight is not going down. Raise the car until floor level. If the car can not be brought to the floor level before the hoists run out of the hoist chain, then friction clamps and rigging will have to be moved higher on the rails and the process repeated until the car is at the floor level. 7. Lift the car to where the passengers can be released. Keep tension on the hoists.
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Page 13 TIP 0.1.5-46 September 22, 2006
TECHNICAL INFORMATION PUBLICATION
Appendix A: Part Numbers The following table lists all part numbers this document mentions. Table 1: Related Part Numbers Description Clamping Bolt Friction Rail Clamp with Bolts and Shackles Gate Monitor Tool Jobsite Card
Part Number AAA65HB1 MT-102051-1 AAA21750B1 AAA102AGS1
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Page 14 TIP 0.1.5-46 September 22, 2006
TECHNICAL INFORMATION PUBLICATION
Appendix B: Related Documents The following table lists all documents this document mentions, as well as documents that contain further information on the topics in this TIP. Table 2: Related Documents Document ID TIP 0.1.5-3 OMM 34.1-A FE 40.1-11.11 ORM 99.6-A Otis Employee Safety Handbook
Title Emergency Evacuation of Passengers Gen2™ Maintenance Procedures (CBT) Module on Emergency Evacuation Car and Counterweight Otis Employee Safety Handbook
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.